The fourth-generation Kia Cerato is five years into its lifecycle, but a 2021 update injected some freshness into the range.

Its 2021 mid-life facelift was just that, with little occurring beneath the skin in a range that is much the same as before, with no changes to the model line-up or engines, apart from deleting the six-speed manual gearbox.

That’s not bad, considering the Cerato hatch and sedan already had stylish cabins, great infotainment and pleasing driving dynamics, especially in the punchy 1.6-litre turbo-petrol GT range-topper.

Kia’s if-it-ain’t-broke approach has allowed it to keep Cerato prices down while packing in more features, helping the brand’s small car become one of its biggest sellers in Australia.

The Cerato will be replaced by the all-new K4 hatch and sedan in Australia in 2025.

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JUMP AHEAD

• Kia Cerato pricing
• What body styles are available for the Kia Cerato?
• What features are standard in every Kia Cerato?
• What key features do I get if I spend more?
• How safe is the Kia Cerato?
• How comfortable and practical is the Kia Cerato?
• I like driving, will I enjoy the Kia Cerato?
• Which Cerato engine uses the least fuel?
• What is the Cerato’s towing capacity?
• How long is the warranty, and what are the Kia Cerato’s servicing costs?
• Which version of the Kia Cerato does Wheels recommend?
• What are the Kia Cerato’s main rivals?

Kia Cerato pricing

Each Cerato spec level comes with a choice of hatchback and sedan with no difference in pricing.

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What body styles are available for the Kia Cerato?

The Kia Cerato is available as a five-door hatchback and four-door sedan, neither of which incurs a price premium. Both are front-wheel drive. The Cerato is classed as a small car, lower priced.

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What features are standard in every Kia Cerato?

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What key features do I get if I spend more?

The entry-level Cerato S comes with an 8.0-inch touchscreen, cloth seat trim, manual air-conditioning and 16-inch wheels with steel rims and plastic covers, which is quite unusual nowadays.

It is also the only Cerato variant to come with wireless Apple CarPlay and Android Auto – this quirk where only the cheaper variants without in-built satellite navigation get the wireless smartphone mirroring is common across Kia and Hyundai models.

For an additional $1500, you can add the Safety Pack, which brings:

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Spending more on the Cerato Sport brings…

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For just over $2000, the Cerato Sport+ comes with the $1500 Safety Pack as standard plus a few desirable extras, including…

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The top-shelf Cerato GT brings a punchier turbocharged engine and a heap of extras at a low enough price premium to tempt Sport+ buyers to part with a bit more of their hard-earned, such as…

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How safe is the Kia Cerato?

When ANCAP tested the current-generation Kia Cerato back in 2019, it awarded it five stars and a 90 per cent adult occupant protection rating.

Standard safety features across the range include:

Cerato Sport+ and GT grades include the Safety Pack as standard, which is a $1500 option on the S and Sport and includes:

The six SRS airbags in the Cerato include front driver and passenger, driver and front passenger side, and front and rear curtains.

All versions have three child seat top tether anchorage points and two sets of ISOFIX attachments.

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How comfortable and practical is the Kia Cerato?

The Cerato interior design is clean and elegant, with crisp instruments and a large, premium-looking 10.25-inch central touchscreen in all but the entry-level S.

That said, it’s fairly drab and grey inside but for a few metallic highlights in the front and on the door handles, but the light-coloured headliner and generous glass areas mean plenty of light gets in.

Most of the materials feel pretty good, but the lower down in the cabin you go, the scratchier the plastics get.

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But it is ergonomically friendly, from the buttons and switches on the steering wheel to the main audio controls placed quite high on the dash.

Storage is good for a small car, with a centre console tub, pockets with bottle holders in all four doors and two cup holders each for the front and back seats.

The Sport+ and GT bring climate control and heated front seats, while the GT brings ventilated front seats and a wireless phone charger.

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In the GT are sports front seats with far deeper bolstering than other Cerato versions, meaning much better lateral support through corners and greater comfort and support overall.

Kia’s locally-tuned suspension calibration ensures all Cerato versions have decent ride comfort, but the firmer-sprung GT can be a little taxing on long drives.

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Rear space and comfort

The Cerato has a spacious back seat that accommodates two big – or three small – people comfortably. Headroom is adult-friendly, and there is decent legroom for a small car.

For times when only two passengers are in the back, there is a fold-out armrest with a pair of cup holders.

All Ceratos have dedicated air-conditioning vents for rear passengers but the Sport+ and GT are the only versions to have a storage pocket on the back of the front passenger seat.

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How much boot space does the Kia Cerato offer?

The Cerato hatch has one of the biggest boot spaces in its class, which expands from 428 litres below the cargo cover.

Sedans hold up to 502 litres but the hatch does offer more practicality with a high-opening tailgate and bigger aperture to get bigger loads in.

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The hatch also has a storage box under the boot floor and a luggage net.

Both versions have 60:40 split-fold rear seats to flexibly increase capacity when carrying longer loads.

The hatch and sedan have a space-saver spare wheel under the boot floor.

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I like driving, will I enjoy the Kia Cerato?

The Cerato S, Sport and Sport+ provide a solid driving experience with light but direct steering, and the ride feels stable and tied down in most regular driving conditions.

It grips fairly well, but its cornering performance is typical front-wheel-drive Korean – safe but unexciting.

The suspension, which has been specifically tuned to handle Australian roads, feels at home soaking up bumpy roads and handles corners with a satisfying sense of balance.

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On all Ceratos but the top-spec GT, the ageing 112kW/192Nm 2.0-litre four-cylinder petrol engine is a willing worker, even if it is not an inspiring element of the Cerato driving experience. It gets vocal when you ask for all of its performance and can feel short on power and torque up steep hills or with passengers aboard.

The six-speed automatic transmission is smooth and decisive; the six-speed manual that was dropped from the S and Sport in 2021 was a pleasant gearbox with a light shift action that made for quite an enjoyable drive and brought some credibility to the Sport badge.

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The Cerato GT’s more responsive powertrain, revised chassis tune and improved wheel and tyre package result in a big step forward in terms of driver enjoyment.

Its 150kW/250Nm 1.6-litre turbocharged petrol four makes a world of difference to how the Cerato drives. It digs in early, feels eager and strong, and doesn’t sound strained at higher revs like the 2.0-litre.

Aided by the seven-speed dual-clutch transmission, it responds better to accelerator inputs.

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Further driver satisfaction comes from the tauter chassis tune and improved wheel and tyre package featuring excellent 225/40Z R18 Michelin Pilot Sport 4 rubber, which results in an unashamedly firmer ride that pays off on open roads where you’ll appreciate the tighter body control.

However, this can come at the expense of ride comfort, particularly around town and on freeways with less-than-perfect surfaces, which can become annoying on longer journeys.

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Which Cerato engine uses the least fuel?

The 150kW/250Nm 1.6-litre turbocharged Cerato GT hatch and sedan have an official fuel economy rating of 6.8 litres/100km (city and country combined).

Wheels real-world testing has seen that figure rise to about 8.4 litres/100km.

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The 112kW/192Nm 2.0-litre petrol engine that powers the rest of the range was carried over from the previous model.

Because the current model is a little heavier, it consumes slightly more than before – 7.4 litres/100km (city and country combined).

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What is the Cerato’s towing capacity?

Braked towing capacity for all hatch and sedan variants is rated at 1100kg and 610kg unbraked. Maximum tow ball load is 75kg.

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How long is the warranty, and what are the Kia Cerato’s servicing costs?

Like all Kia products, the Cerato has a seven-year/unlimited-kilometre warranty and comes with 12 months of roadside assistance.

All Kia products are also eligible for seven years of capped-price servicing.

Service intervals for the 2.0-litre variants are 15,000km or 12 months, while the 1.6-litre turbo of the GT should see a service centre every 10,000km or 12 months.

Servicing isn’t exactly cheap once you get past the first interval.

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Which version of the Kia Cerato does Wheels recommend?

The Cerato GT is the most impressive version, given its considerably superior performance and handling, a sizable list of standard equipment and more upmarket presentation courtesy of leather upholstery.

It’s also well equipped, coming standard with adaptive cruise control, a more capable AEB system for better safety, dual-zone climate control and heated/ventilated front seats – features most buyers would like to have.

If you’re not too fussed about having the GT’s extra oomph or prefer a smoother ride, then you can opt for the Cerato Sport+, which brings most of the GT’s equipment levels and a few grand in change.

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What are the Kia Cerato’s main rivals?

• Honda Civic
• Hyundai i30
• Mazda 3
• Peugeot 308
• Subaru Impreza
• Toyota Corolla
• Volkswagen Golf

The Mitsubishi ASX became a teenager recently.

It’s not the most glamorous kid on the block, but it has remained enduringly popular since 2010 – thanks to two facelifts, a stream of tech upgrades and sharp pricing.

The ASX is roomier than most small SUVs and drives nicely on country roads, with a comfortable ride and good steering. Continue reading for our full rundown on the line-up.

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JUMP AHEAD

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

Mitsubishi ASX pricing

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What body styles are available with the ASX?

The Mitsubishi ASX is a five-door SUV.

All variants have petrol engines that drive only the front wheels.

The ASX is classified as a small SUV, lower priced.

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What features are standard in every ASX?

Entry level: ASX GS

Mitsubishi introduced this new entry-level variant in 2023, which kept the retail price down to $24,490. This rental-spec ASX comes standard with a manual gearbox, 16-inch steel wheels with hubcaps, cloth seats, a four-speaker sound system and manual air conditioning.

It is powered by a 2.0-litre petrol engine and is the only ASX variant to come with a five-speed manual gearbox.

A continuously variable transmission (CVT auto) that features across the range is available for an additional $2250.

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What features do I get if I spend more?

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Paint options

You can get any colour for no extra cost as long as it’s white.

There are eight colours, including Sunshine Orange, which is only available with MR, GSR and Exceed spec grades.

The ES Street accessory pack is limited to White Diamond, Sterling Silver or Black.

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How safe is the Mitsubishi ASX?

The current ASX is unrated by the independent crash-test body ANCAP because its last crash test in 2014 exceeds the six-year expiry period now applied to vehicles.

The ASX was previously a five-star car, but it would probably lose a star or two if tested today due to its rudimentary active safety technology, some of which is missing from the lower-spec variants.

All ASXs are equipped with autonomous emergency braking (which Mitsubishi calls Forward Collision Mitigation) and a reversing camera.

ES variants and above get reverse parking sensors and lane-departure warning, but only LS and above get blind-spot monitoring, lane change assist and rear cross-traffic alert.

All of these features are standard equipment in most new SUVs, as is adaptive cruise control, which isn’t available in any ASX.

The ASX has seven airbags including dual frontal, side chest and side head (curtain) inflators, and a driver knee airbag.

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How comfortable and practical is the Mitsubishi ASX?

The interior design of the ASX is simple and completely unadventurous.

There’s a lot of hard plastic in the structures and, once again, it shows the age of the car.

But the controls and displays in the ASX are logically laid out, from the old-school analogue circular speedo and tachometer to the buttons on the steering wheel for phone and audio functions. A trio of knobs makes it easy to adjust airflow.

Pockets in the front doors will cater for a large bottle and other odds and ends.

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The front seats are comfy in city driving, but without much lateral support you’re left to brace with your legs on any twisting roads.

While wind noise is kept at bay, tyre noise can be testing on country roads or at freeway speeds.

The 2.0-litre petrol engine feels lethargic initially but builds pace enthusiastically once the car gets moving.

The Exceed’s 2.4-litre engine is better and allows the CVT to operate more smoothly as it doesn’t have to rev as hard to get up to speed.

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The ASX does a good job of soaking up bumps at open-road speeds.

Around town, it is less subtle in the way it deals with surface imperfections because of the biggish 18-inch wheels which are surrounded by lower-profile tyres that have less cushioning between the car and the road.

We haven’t driven the GS with the 16-inch wheels, but we expect there would be a bit of an improvement due to thicker side walls and more cushioning.

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Rear space and comfort

The ASX has more rear-seat space than most small SUVs, with good head and leg room that makes it viable as a family chariot.

The transmission tunnel is rather pronounced, but the rear seat base is relatively flat, making it fairly comfortable for the kiddy in the middle.

But while two adults would fit comfortably in the back, three would be a squeeze.

The ASX has two ISOFIX points and three top-tether child seat anchorages.

MR grades and above have two USB-C sockets at the rear of the centre console.

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How much boot space does the Mitsubishi ASX offer?

The ASX’s 393-litre boot is relatively broad, with a wide opening that sits high off the ground, so there’s no need to bend over to lift things out.

With the rear seats up, the boot is 735mm long and 1355mm wide, though there is an even 1000mm between the wheel arches.

Folding the rear seats down extends load capacity up to the roof to 1193 litres, though the Exceed loses 50 litres because of the sunroof.

You will be able items up to 1475mm long behind the front seats.

The 60:40 split-fold rear seatback provides loading flexibility. When folded, the seatbacks are on a slight upward angle but still create a long load area that will easily accommodate a bicycle.

There is a space-saver spare wheel and tools beneath the boot floor.

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I like driving, will I enjoy the ASX?

The two engines available in the ASX deliver respectable performance without being exciting.

The 2.0-litre petrol engine is hamstrung in manual gearbox form by having only five ratios, which don’t always allow you to work it at its optimal speed.

The CVT (continuously variable transmission) auto does a better job of maximising the available power.

The 2.4-litre petrol engine has more urge in everyday driving, with the CVT not having to work as hard to find enough power, ensuring good forward progress.

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The ASX is predictable through bends but leans significantly in fast cornering, which sets up more dramatic movement in the body if you are faced immediately with a turn to the opposite side.

This is, of course, not a car intended for fast cornering – and sharpening up those qualities would only compromise its overall comfort, or make it a more expensive car.

Steering is light and accurate, but you may feel some annoying kickback through the wheel if you hit bumps in the middle of a corner.

Tyres grip well and the body settles quickly after bumps.

Overall, the ASX inspires confidence on country roads and freeways.

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

The ASX range comes with two petrol engines including a 110kW/197Nm 2.0-litre four-cylinder petrol engine.

This is coupled with a five-speed manual gearbox in the entry-level GS only.

The same engine is available with the CVT auto in the GS and other variants except for the GSR and Exceed. This is the most economical ASX powertrain, consuming 7.6L/100km in official tests (city and country combined).

With the manual gearbox, the official combined fuel consumption is 7.7L/100km.

The GSR and Exceed come with a bigger 2.4-litre four-cylinder petrol coupled with a CVT.

It provides considerably more power and torque (123kW/222Nm), but the official fuel economy is only marginally higher at 7.9L/100km.

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What is the ASX’s towing capacity?

Braked towing capacity for all variants is 1300kg, and they can tow an unbraked load of up to 750kg.

Maximum tow ball weight is 130kg and if you attach racks to the roof rails, you can carry up to 80kgs of stuff on top.

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How long is the warranty and what are the Mitsubishi ASX’s servicing costs?

All new Mitsubishis have access to Mitsubishi’s leading Diamond Advantage coverage, with a standard vehicle warranty of five years / 100,000kms with capped-price servicing in place for a whopping 10 years.

If you get your ASX continually serviced within the authorised Mitsubishi network, Mitsubishi will double your vehicle’s warranty to Kia-beating 10 years/200,000kms.

New owners also receive up to four years of complimentary roadside assist.

Service intervals occur annually, or every 15,000kms – whichever comes first.

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Which version of the Mitsubishi ASX does Wheels recommend?

While it doesn’t have the sweetest engine option, we suggest the ASX ES, which brings you a roomy SUV for the price of a hatchback.

We prefer the 2.4-litre engine in the more expensive GSR and Exceed versions, but the ASX’s major advantage is affordability. The more you pay for an ASX, the more it’s competing with lower-spec variants of fresher rivals that match it for features and some.

The standard CVT auto does a good job and the driver assistance suite, while basic, may help you avoid the sort of in-traffic incident that can ruin your day.

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What are the Mitsubishi ASX’s key rivals?

These other small SUVs should be considered the ASX’s key rivals, and each is worth a look.

• GWM Haval Jolion
• Hyundai Kona
• Kia Seltos
• Mazda CX-3
• MG ZS
• Toyota Corolla Cross
• Suzuki Vitara

Full pricing and specs have been released for the 2025 Hyundai Tucson midsize SUV.

Hyundai has discontinued its 2.0-litre turbo-diesel, opting to hit Australian showrooms with an all-new petrol-electric hybrid powertrain (172kW/264Nm) as well as its existing petrol (115kW/192Nm) and turbo-petrol (132kW/264Nm) engines.

The three-tier line-up – divided into Base, Elite and Premium (replacing Highlander nomenclature) trim levels – is due to arrive on local soil shortly, with pricing to start at $39,990 for the 2.0-litre petrol FWD base variant and top out at $59,600 for the Premium 1.6-litre turbo-petrol hybrid AWD model – although adding the N-Line pack to that variant increases the price to $61,100. Full pricing below.

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These prices see an increase across the board compared to the preceding model, with the price of entry increasing by $3450. As mentioned, a motorsport-inspired N Line option pack is offered, which nets the buyer N Line-exclusive 19-inch wheels, grille, front bumper and skid plate, N Line badging, a sporty rear bumper, skid plate and twin exhaust outlets.

In addition to the hybrid powertrain, other notable changes include a new-look front bumper and grille, LED lighting throughout the range, a pair of larger 12.3-inch touchscreens in a revamped interior, and an improved suite of safety features.

Safety updates

• Increased body rigidity
• 2nd row pretensioner
• SmartSense™ Safety Technologies
• Forward Collision-avoidance Assist 1.5 (FCA 1.5)
• Junction turning function
• Direct Oncoming warning
• Highway Driving Assist (HDA)
• Lane Keeping Assist (LKA)
• Lane Following Assist (LFA)
• Blind-Spot Collision Avoidance Assist (BCA)
• Safe Exit Warning (SEW)
• Intelligent Speed Limit Assist (ISLA)
• Driver Attention Warning (DAW)
• Blind-Spot View Monitor (BVM)
• High Beam Assist (HBA)
• Smart Cruise Control (SCC)
• Navigation-based Smart Cruise Control (NSCC)
• Rear View Monitor (RVM)
• Surround View Monitor (SVM)
• Rear Occupant Alert (ROA)
• Rear Cross-Traffic Collision Avoidance (RCCA)
• Parking Distance Warning (PDW F/S/R)
• Reverse Parking Collision Avoidance (PCA-R)

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Pricing

2.0L Petrol FWD

• Base model: $39,1000
• Elite: $44,100

1.6L Turbo-Petrol FWD

• Base model with N-Line pack: $45,100
• Elite: $46,100
• Elite with N-Line pack: $48,600

1.6L Turbo-Petrol AWD

• Elite: $48,600
• Elite with N-Line pack: $51,100
• Premium: $55,600
• Premium with N-Line pack: $57,100

1.6L Hybrid FWD

• Base model: $45,100
• Base model with N-Line pack: $49,100
• Elite: $50,100
• Elite with N-Line pack: $52,600

Pricing: 1.6L Hybrid AWD

• Elite: $52,600
• Elite with N-Line pack: $55,100
• Premium: $59,600
• Premium with N-Line pack: $61,100

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What you get!

Base model

• Seven airbags
• Dual-zone climate control
• Tyre Pressure Monitoring System
• Four-inch full digital instrument cluster
• Silver grille with silver H emblem
• Wireless charger
• 18-inch alloy wheels w/full size spare
• Remote start (with smart key)
• LED combination tail-lights
• Smart key with push-button start
• LED headlights
• Acoustic windshield glass
• Roof rails
• Cloth seats
• 12.3-inch multimedia display
• LED lighting
• Bluelink w/ OTA updates

Tucson Elite adds

• Rain sensor
• Electronic chromic mirror (ECM)
• Solar windshield and front door glass (heated)
• Leather-appointed seats
• Power-opening tailgate
• Dark chrome radiator grille with dark silver H emblem
• Heated front seats
• Navigation w/Bluelink live traffic
• Satin chrome mirror line
• Powered driver seat
• AWD locking and HTRAC (AWD only)

Tucson Premium adds

• Sunroof
• Walk-in device (passenger seat)
• Parking Collision-Avoidance Assist
• Projector LED headlights
• Heated steering Wheel
• Intelligent front lighting system
• Heated and ventilated front seats
• Heated second row outboard seats
• Ambient interior lighting
• Head-up display (HUD)
• 19-inch alloy wheels
• Memory driver seat (IMS) and powered passenger
• BOSE eight-speaker premium audio

N Line Option pack

• 19-inch wheels
• Black headlining
• Dark silver grill
• Body colour cladding
• Alloy pedals
• Dark silver H emblem
• Rear spoiler
• Sport scuff plates
• Hidden daytime running lights
• Seat with back panel with pockets (Elite and above)
• Gloss black outside mirror
• Suede leather-appointed
• 12.3-inch full digital instrument cluster (Elite and above)
• Projector LED headlights (Premium)
• Shift By Wire (over 2.0 MPi)
• Intelligent front lighting system (Premium)
• Active red air vent/seat highlights
• Roof rack gloss black
• Dark metal interior trim highlights

Both the hybrid and petrol variants will be available when the vehicles launch imminently, with 1.6T-GDi Petrol FWD variants to arrive soon after.

UPDATE, July: 2025 BMW X3 pricing announced

Australian pricing for the new fourth-generation 2025 BMW X3 has been announced today, ahead of a local debut set for early next year.

June: New 2025 BMW X3 unveiled

The new 2025 BMW X3 has been unveiled with two mild-hybrid petrol engines for Australia, missing out on Europe’s PHEV – and there’s no iX3 EV to be seen anywhere

The new fourth-generation 2025 BMW X3 has been unveiled today, ahead of an Australian sales debut set for the first quarter of 2025.

When it arrives, the new 2025 BMW X3 will be offered in two main forms: the entry-level X3 20 and the muscly X3 M50 flagship, both with xDrive all-wheel-drive equipped as standard.

Both will also have a 48-volt ‘mild hybrid’ system onboard to improve fuel efficiency, although this technology comes in lieu of the X3 30e plug-in hybrid EV (PHEV) model announced for Europe. BMW’s local arm hasn’t ruled the PHEV model out, but it has so far offered no word on its intentions for a later introduction.

Also conspicuous in its absence is the iX3 badge, which lived on a popular all-electric variant of the outgoing third-generation range. That model has been left out of the new line-up globally, and while BMW isn’t commenting on the omission just yet, it’s likely been decided to make room for next year’s ‘Neue Klasse’ (new class) electric SUV – which may or may not be named iX3.

The new ‘iX3’, previewed as the Neue Klasse X concept above (alongside the Neue Klasse sedan concept)

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In its new fourth-generation form, the 2025 BMW X3 is longer and wider than its predecessor, growing 34mm to 4755mm and 29mm to 1920mm respectively.

Its wheelbase is unchanged, and while the brand hasn’t said, it’s likely riding on a version of the CLAR platform that underpins most other current BMW models. The new X3 does however sit 25mm lower for – in BMW’s words – “added presence”.

Despite whatever architectural elements it may share with the outgoing model, the 2025 BMW X3 boasts an overall lighter and stiffer structure, along with new double-joint strut front-axle suspension and a wider rear axle with a five-link design.

In Europe, all models have coil springs and passive dampers, but Australian variants will have adaptive suspension as standard.

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Powertrains in the local 2025 BMW X3 line-up include a 140kW/310Nm turbo petrol four-cylinder engine for the X3 20 xDrive, while the hero X3 M50 xDrive gets a 3.0-litre petrol turbo in-line six producing 293kW and 580Nm.

Performance figures see a 0-100km/h claim of 8.5 seconds for the X3 20 – a figure just about halved at the other end, with the X3 M50 claiming a 0-100km/h time of 4.6 seconds.

No full-bottle X3 M model has been announced, and it’s likely one won’t be offered except in Neue Klasse iX3 form.

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Interior highlights include a huge curved display and ‘Interaction Bar’, a flat-bottomed steering wheel and a new gear selector, along with sports seats and an instrument panel made from recycled materials.

The latest latest BMW iDrive is featured, loaded with ‘Operating System 9’ and the QuickSelect interface. Expect Android Auto and Apple CarPlay to be featured, both with a wireless connection. CarPlay could also appear in its second-generation form, outlined this week by The Verge.

Boot space for the 2025 BMW X3 is listed at 570-1700 litres, up from 550-1600L in the previous model.

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When will the 2025 BMW X3 go on sale in Australia?

The new 2025 BMW X3 will be built in the USA and South Africa, and Australian deliveries will begin in the first quarter of 2025.

Watch for pricing and more details to come in July.

Below: Four generations of BMW X3

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What are Australia’s best cars for good fuel efficiency?

Plug-in hybrid vehicles (PHEVs) often steal the spotlight regarding fuel-efficient internal-combustion cars, but other relatively green vehicles are available in Australia today.

While Toyota Australia has retired the pioneering Prius hatchback after 21 years on sale, the ‘regular’ hybrid powertrain – with no need to plug in – has become an increasingly popular, mainstream choice.

The most popular variants of Australia’s best-selling crossover, the Toyota RAV4 midsize SUV, now feature a hybrid powertrain, while other brands such as Honda, Kia, Hyundai and Lexus also offer petrol-electric options.

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WhichCar has compiled data revealing each non-PHEV vehicle currently available in Australia with a combined fuel efficiency rated at five litres per 100 kilometres or less.

How is fuel consumption measured?

‘Litres per 100km’ is exactly as stated, relating to the distance you can travel on an amount of fuel. A lower number demonstrates better fuel-efficiency.

For example, a vehicle with a 40-litre fuel tank with a claimed fuel consumption of 5.0L/100km will travel 800 kilometres from full to empty.

However, this is in an ideal situation, as a vehicle’s true fuel economy can differ based on various driving conditions and your own approach to driving – including vehicle and occupant weight, acceleration, the weather, air-conditioning, windows up or down, tyre pressures, and the route.

(Then, of course, there’s the ‘fuel reserve light’…)

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Firstly, which car uses the least fuel of all cars in Australia?

The tiny Toyota Yaris Hybrid, powered by a low-capacity 1.5-litre three-cylinder engine with an electric motor, is currently the champ for using only a little fuel, claimed at just 3.3L/100km. In our most recent testing, we achieved an impressive 4.1L/100km in regular ‘daily driver’ activity.

The Yaris hybrid is followed by over 40 variants from 10 brands that lightly sip their fuel.

Those include…

Most of the vehicles featured include a hybrid powertrain; however, some pure petrol and diesel internal-combustion vehicles – including the Audi A3, Mazda CX-60 and Volkswagen Caddy – also feature on the interactive graph below.

A more-comprehensive table detailing each vehicle’s engine, transmission, fuel and drive type, variant and combined fuel consumption (L/100km) is available below:

UPDATED: June 2024

Note: Table scrolls horizontally to reveal more columns

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What is good fuel consumption per 100km?

There’s no simple answer here, because the fuel efficiency of a vehicle can vary widely depending on a number of factors – including the size and type of the vehicle, the type of fuel it uses, and the way it is driven.

As a general rule, smaller vehicles tend to have lower fuel consumption numbers than larger and less efficient vehicles. Likewise, performance-focused cars will consumer more fuel than ‘regular’ cars, although many have moved to very small turbocharged engines in a bid to keep fuel consumptions and carbon emissions as low as possible.

As a rough guideline, for petrol-powered vehicles, a fuel consumption of around 6-8 L/100km could be considered good for a small or medium passenger car, while a fuel consumption of around 9-11 L/100km could be considered good for a larger vehicle such as a large SUV. However, these numbers can vary depending on the specific make and model of the vehicle.

Want to read our reviews of the cars above? See the links below

• Audi A3
• Audi A4
• Audi Q5
• Fiat 500
• Honda Accord
• Honda Civic
• Honda HR-V
• Honda ZR-V
• Hyundai i30 Sedan
• Hyundai Kona
• Kia Niro
• Kia Sportage
• Lexus ES
• Lexus LBX
• Lexus NX
• Lexus RX
• Lexus UX
• Mazda 2
• Mazda CX-60
• MG3
• Suzuki Ignis
• Suzuki Swift
• Toyota Camry
• Toyota C-HR
• Toyota Corolla
• Toyota Corolla Cross
• Toyota RAV4
• Toyota Yaris
• Toyota Yaris Cross
• Volkswagen Caddy
• Volkswagen Polo

The 2024 GWM Haval Jolion line-up has been announced for Australia with a new-look version of the Jolion Hybrid.

As detailed here, the Haval Jolion Pro – sold in China as the Chitu, meaning ‘red rabbit’ – has replaced hybrid versions of the Jolion in Australia, and petrol examples have received a minor facelift.

However, while the vehicle will wear ‘Jolion Pro’ rear badging, GWM Australia has elected to market it as the Jolion Hybrid – despite its unique look compared to standard petrol models.

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“For simplicity of communication and to continue reinforcement of the Jolion nomenclature, this model will be marketed and sold as GWM Jolion Hybrid in [Australia and New Zealand],” said GWM Australia.

Measuring 4470mm long, 1898mm wide and 1625mm tall, with a 2700mm wheelbase, the new Jolion Hybrid is 2mm shorter, 57mm wider and 51mm taller than petrol Jolion models, with an unchanged 2700mm wheelbase.

The more-raked roofline of the Jolion Hybrid has impacted boot space, with the latest model having a 255-litre capacity – compared to 390L for the previous hybrid and 337L for petrol models.

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While the Chinese-market Chitu has a unique dashboard, the right-hand drive Jolion Hybrid/Jolion Pro has an identical look to the standard Jolion inside.

The Jolion Hybrid will continue to be available in Lux and Ultra form, while a more affordable Premium Hybrid has been added to the line-up for $32,990 drive-away.

Drive-away prices have been cut between $1000 and $2000 for existing variants, making the entry-level Jolion Premium cheaper than it was at launch in 2021.

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GWM has discontinued the Ultra and S petrol variants, while the Jolion’s colour palette has also been condensed.

Styling changes for facelifted Jolion petrol models include a new grille, revised front and rear bumpers, grey side mirror caps and revised tail-light internals.

The 1.5-litre turbo-petrol now outputs 105kW – down 5kW – and 210Nm, with a seven-speed dual-clutch automatic transmission and combined fuel consumption rated at 8.1L/100km.

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Other improvements across the GWM Haval Jolion line-up include the addition of a four-way steering wheel column with telescopic adjustment – in addition to tilt – and a ‘GWM’ tailgate badge in place of the existing ‘HAVAL’ logo.

“It is expected that we will see more models across the wider range adopt more prominent GWM badging in the future,” said the brand.

The 2024 GWM Haval Jolion and 2024 GWM Haval Jolion Hybrid are on sale now.

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2024 GWM Haval Jolion pricing

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2024 GWM Haval Jolion features

2024 GWM Haval Jolion Lux (petrol) features

2024 GWM Haval Jolion Premium Hybrid features

2024 GWM Haval Jolion Lux Hybrid features

2024 GWM Haval Jolion Ultra Hybrid features

Hybrids are on a roll, and nowhere more so than at the origin source – Toyota.

In April, the now-ubiquitous Hybrid drivetrain (in all its forms and capacities) surpassed 10,000 units in a calendar month for the first time for Toyota in Australia, and the now five-year-old, current-generation RAV4 nailed a monthly nameplate record – 5857 deliveries – of which a staggering 94 percent were Hybrid variants.

Stats like that carry enormous weight when it comes to configuring the competitor set for the all-conquering RAV4. With diesel variants having disappeared from many medium SUV model ranges in recent years, the efficiency heavy-lifting has been handed to petrol-hybrid engines.

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And given their combination of crisp performance, drivetrain smoothness and overall range, it has become the most intelligent alternative … within reason.

Fresh hybrids on display, such as the just-launched Kia Sportage Hybrid and the recent sixth-generation Honda CR-V with an exclusive hybrid flagship, have expanded their reach and swollen buyer choice, however we’re only testing what we consider to be the best medium SUV hybrids for this comparo.

That means no Haval H6 Hybrid ($42-$46K) due to its lack of sophistication and finesse, no Tank 300 Hybrid ($56-$61K) for a similar reason, and no Subaru Forester Hybrid ($44-$50K) given that it’s living on borrowed time in its current form, and the lacklustre hybrid version offers only minor efficiency gains.

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With punters favouring up-spec variants – and the fact that, for now, the CR-V e:HEV is only available in top-shelf RS guise – we’ve (mostly) stuck with the cream of the crop.

In RAV4 territory, that means a Cruiser Hybrid e-Four ($54,410), which we think is better value than the $4K-dearer Edge Hybrid. In the freshly electrified Sportage, the tech showcase is the GT-Line ($55,420), though it solely drives its front wheels.

The CR-V e:HEV RS ($59,900 drive-away) is also front-wheel-drive only, whereas the Nissan X-Trail e-Power ($50-$58K) treads an appealing middle-ground, offering three trim levels (ST-L, Ti, Ti-L), each with electric-motor-driven ‘e-4orce’ AWD, similar to the RAV4 ‘e-Four’.

To make this test a reality, we had to accept an X-Trail ST-L e-Power ($49,990), meaning the new base hybrid with vinyl seats and 18-inch wheels, and no fancy Nappa leather, 10-speaker Bose audio, panoramic sunroof or 20s like the rather flash Ti-L range-topper ($58,490). But we’ve previously driven all e-Power X-Trails so we won’t unfairly criticise the ST-L for accentuating any posterior sweating due to its plastic upholstery.

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JUMP AHEAD

• Toyota RAV4 Cruiser hybrid
• Nissan X-Trail ST-L e-Power
• Kia Sportage GT-Line hybrid
• Honda CR-V e:HEV RS
• VERDICT
• Specifications

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Toyota RAV4 Cruiser hybrid

If there’s a default in the matrix of medium SUVs, this is it – the petrol-electric Toyota RAV4.

Introduced as a replacement for the D4-D turbo-diesel in May 2019, the explosion in popularity of the fifth-generation RAV4 is purely down to its hybrid drivetrain – offered across the range since launch – as well as being infinitely better than its dull, mediocre predecessor (2013-19).

Indeed, from the moment we first drove it, the current RAV4 Hybrid has set the pace for other medium SUVs to follow if they wanted to match its enviable combination of pointy steering and handling, keen performance, benchmark efficiency, impressive space and comfort, and, by a considerable margin, class-leading resale value.

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Toyota’s fairly consistent updating of the RAV4’s standard equipment and multimedia tech has maintained its value-for-money edge, however five years is a long time at the top in anyone’s language, and only now is the RAV4 Hybrid finally starting to feel its age.

Visually, its blend of Tonka-tough cabin plastics and robustly detailed design has never implied luxury – in this respect, it’s always been best-suited to the adventure-flavoured Edge flagship – and in 2024, that’s more evident than ever alongside the expensively finished CR-V and surprisingly slick X-Trail Ti/Ti-L.

Yet there’s a large-buttoned, simple-to-operate utility about it (apart from some multimedia clumsiness, mostly solved by wireless Apple CarPlay) that makes the Toyota feel pleasingly familiar and capable of copping a beating.

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Its rubberised door grips define functionality and its driving position is excellent, with electric leather front chairs (10-way driver with lumbar and memory, 8-way passenger) each with heating and cooling.

The late-’22 addition of a 12.3-inch digital driver’s display and 10.5-inch multimedia touchscreen (cranking through a nine-speaker JBL audio system) have maintained the RAV4 Cruiser’s screen savvy, and its rear seat is supportive, too, with adjustable backrest rake, good vision, air vents and two USB ports.

Decent boot space as well – 580 litres with the floor on its lowest level – yet the Toyota can barely squeeze a one-litre camping bottle into its front doors, let alone its rears, which doesn’t quite nail the SUV utility brief. And neither does the Cruiser’s hatchback-sized sunroof, in comparison to the glassy panoramas showcased by its rivals.

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Drivetrain-wise, nothing has changed, meaning a 163kW 2.0-litre ‘Atkinson cycle’ petrol-electric hybrid four-cylinder driving through an e-CVT transmission and an all-wheel-drive system with an electric motor driving the rear axle.

It’s a robust and highly efficient set-up, delivering the lowest on-test fuel economy (5.6L/100km) but also the loudest engine noise once acceleration demands more than just battery power.

Right foot flat, its CVT transmission sends engine revs stridently soaring, which in isolation is far from unpleasant, yet it lacks the sweet-spinning character of the Honda, the serious performance of the Nissan, and the quieter nature of the Kia.

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And the Toyota continues that trend with its suspension refinement – sending noticeably more road noise up into the cabin and experiencing moments on our challenging road loop where its comparatively brittle ride slapped its bump stops, rather than absorbing the hit.

That behaviour fails to detract from the RAV4’s fun-to-drive nature, because it really does feel light on its feet and change direction well. But there’s now a comparative graininess to its personality that wasn’t so noticeable before.

As its rivals have become smoother and slicker in all departments, the five-year-old RAV4 Cruiser Hybrid has remained steadfastly capable – but must now cede excellence in several areas to its fresher alternatives.

One thing that hasn’t changed, however, is the appeal of Toyota’s ownership credentials.

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RAV4’s capped-price servicing is just $260 a year (or every 15,000km) for the first five years (or 75,000km), and if you stick to your service schedule, Toyota will extend the unlimited-kilometre driveline warranty from five years to seven.

And, according to The Red Book, the Cruiser Hybrid’s projected three-year retained resale value is over 10 percentage points higher than the next-best Honda and Kia, and 13-15 points better than Nissan’s e-Power line-up.

All that, combined with RAV4’s class-leading fuel efficiency and its reliability reputation, will be enough for many people to overlook the crow’s feet that are starting to show. But the hybrid-engined medium SUV game has definitely moved on, however incrementally.

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Nissan X-Trail ST-L e-Power

It’s refreshing to be able to approach a Nissan X-Trail without sensing an aroma of disappointment. The original version (2001) had a slightly quirky coolness about its design but it wasn’t good to drive.

The second-gen X-Trail (2007) uglified the styling while failing to make any headway on improving refinement. And the third attempt (2013), which seemed surprisingly decent at launch, was quickly outshone by more sophisticated rivals and received only superficial alterations throughout its nine-year lifespan.

The fourth-generation T33 X-Trail, however, is genuinely competitive – both in comparison with its chief rivals and, perhaps surprisingly, its Mitsubishi Outlander platform relative. And that sentiment applies wholeheartedly to the intriguing e-Power hybrid variant, which not only brings some engineering advances to the sector, but also serious performance.

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Yes, that description relating to an X-Trail still sounds odd, but in the 157kW e-Power e-4orce, it’s genuinely true.

Nissan’s 0-100km/h claim is 7.0 seconds (compared to around 8.0sec for the RAV4 and Sportage, and 9.4sec for the CR-V), and the X-Trail e-Power’s rolling acceleration is so strong that it smashes the RAV4 when it comes to overtaking punch – pinning you back in your seat like no X-Trail in existence… apart from maybe the X-Trail GT (with a 206kW boosted SR20 kids!) offered only in the original generation in Japan.

What makes the e-Power drivetrain different is what makes it better. Perhaps not from a pure fuel-efficiency perspective because the hybrid X-Trail’s official combined consumption is 6.1L/100km (compared to 4.8 for the RAV4 e-Four, 4.9 for the Sportage Hybrid and 5.5 for the CR-V e:HEV), though the difference between all four on test was only 0.6L/100km.

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The difference is from having an electric motor providing direct drive to both the front and rear ends, and Nissan’s thrummy, punchy 1.5-litre turbo-petrol triple essentially acting as a range extender, with a switchable (and excellent) ‘e-Pedal’ mode to ramp up the regenerative braking for a near-EV driving flavour.

Because the electric motors are always transmitting grunt to the wheels, the e-Power X-Trail always feels crisply responsive – smooth in its movement and with a delightful elasticity when it eventually introduces petrol-driven motor force.

It’s lightyears ahead of the X-Trail’s other drivetrain choice (a dependable, if vocal, 2.5-litre direct-injection petrol four) and gives the Nissan a distinct point of difference compared to its hybrid rivals.

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The X-Trail’s keen, slack-free steering enhances the e-Power effect – geared to just 2.5 turns lock-to-lock (spanning an 11.1m turning circle) for immediate front-end response, especially around town.

Combined with the drivetrain’s effortless thrust, it makes the hybrid X-Trail feel lithe and spritely. Out on challenging country roads, that impression continues, with the suspension coping pretty well with lumps and bumps, though it isn’t super-quiet when dealing with road hits, and the X-Trail does tend to rock around a bit. But it doesn’t lose its composure either – placing the Nissan in another dynamic league compared to its predecessors.

Facing a handsome, neatly dished three-spoke steering wheel, the X-Trail’s driving position is terrific – even seated on the ST-L’s vinyl (as opposed to the Ti-L’s lovely quilted Nappa leather) – the switchgear is consistently good-quality and everything appears elegantly styled and easy to operate.

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There’s also a large, rubberised tray beneath the floating centre console that becomes unexpectedly useful the longer you live with the X-Trail.

And we’re essentially referring to the $50K ST-L version here. The $8500-dearer Ti-L really does feel premium inside, especially with optional tan-coloured seat, dash and door upholstery.

Both front doors effortlessly take a one-litre camping bottle while the rear seat, just like the previous model, offers a true theatre seating experience – elevating second-row passengers higher than the front buckets for a supreme view, which is enhanced by the seat cushion being fore-aft adjustable over a substantial range.

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The Ti e-Power brings tri-zone climate control, a vast panoramic sunroof and an electric tailgate for the impressively large 575-litre boot, while the Ti-L adds outboard rear-seat heating and rear door sunshades.

Ownership-wise, it’s the X-Trail’s average projected resale value that ultimately lets it down slightly – placing the Nissan on par with a Volkswagen Tiguan or Skoda Karoq, but a few percentage points below a Mazda CX-5, Hyundai Tucson, Kia Sportage or Honda CR-V.

And the cost of its servicing (every 12 months or 10,000km) is about average as well – $2020 if you buy a five-year servicing plan, or $2244 if you don’t.

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Kia Sportage GT-Line hybrid

Overseas markets have had access to a Sportage Hybrid since the current NQ5 generation launched in late-2021, though given the recent surge in popularity of hybrid-engined vehicles in Australia, the petrol-electric Sportage’s better-late-than-never entrance couldn’t be better-timed.

There’s already a several-month waiting list for the two hybrid variants (SX and GT-Line), which Kia expects will account for at least 20 percent of the model mix, though Sportage volume is up 62 percent so far in 2024, without the help of the Hybrid. So if these promising new variants catch on, the Kia Sportage may soon be as common as teen angst in a neighbourhood near you.

Based on the overall performance and driveability of the Sportage Hybrid, it certainly deserves a generous slice of the action.

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The 169kW/350Nm 1.6-litre turbo-petrol four-cylinder hybrid delivers deceptively strong acceleration, perhaps because its auto transmission possesses just six tall ratios, and feels silkier than the two regular boosted Sportage engines.

Kia’s hybrid isn’t as tuneful or as sweet-spinning as Honda’s naturally aspirated e:HEV, though it does have loads of torque – the engine peaking at 1500-4500rpm, the electric motor at 1600rpm – so if you drive the Sportage with a relaxed keenness, it’s effortlessly smooth and swift. But with no regenerative braking effect, it feels quite different to the X-Trail’s e-Power set-up.

The Sportage has a more commanding driving position than its rivals, and while its leather/Alcantara front buckets aren’t as huggy as the Honda’s, they’re nicely supportive and very comfortable over big distances.

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They also include three-stage heating and cooling, and with proper eight-way electric adjustment (meaning height and under-thigh tilt), the front passenger doesn’t feel like they’ve turned up to an LNP fundraising barbecue dressed in Hawke’s Brewing merch.

With its impressive 12.3-inch screens, brilliant switchgear functionality (apart from some safety-assist disablement), the airy expanse of its panoramic sunroof and even its classy dashboard stitching, the Sportage GT-Line’s cabin is an accommodating place.

Great rear seat, too, with excellent leg and toe room – complemented by a huge 586-litre boot with a dual-height floor that can swallow a serious amount of stuff.

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But why does everything have to be so dark?

The GT-Line’s all-black interior (including the headlining) is oppressively dour – alleviated to a large degree by the glassiness of its cabin and the technicolour of its screens – and even the stitching is monotone black, making the flagship Sportage feel less premium than it could, or indeed should.

Does a contrasting colour really cost extra? Why does the dash trim insert look like it was designed by Crocs? And while we’re at it, why do the doors only take 600ml plastic bottles, in an era where PET consumption is such a huge issue?

Pedantry aside, what makes the Sportage Hybrid experience is its dynamics. Even wearing unsporting rubber (and only 18-inch alloys on GT-Line, instead of the 19s from the petrol/diesel), it’s a terrific handler.

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Always poised and composed, its lightly weighted steering at low speeds makes you suspect that it’s going to be all ‘electriccy’ once on the move, but it weights up naturally and is pleasingly accurate – making the unassuming Sportage surprisingly pointy.

It has a more natural dynamic flow than the X-Trail – feeling more ‘all-of-a-piece’ – and it’s more of a driver’s car than the Honda in terms of handling and steering, plus it has that extra engine torque. It’s also more consistent in its composure than the big-selling Toyota – maintaining Kia’s reputation for delivering terrific all-round suspension tunes for Australia.

It handles big bumps more effortlessly than the Nissan and Toyota, though its ride isn’t as quiet or as supple as the Honda’s. The Kia has an initial firmness that the Honda smooths over quite beautifully, though when it’s really challenged, the Kia demonstrates absorbency and control.

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It’s the sort of car where you don’t need to slow down on a bad road – it simply cops what it gets served.

Ultimately, the Sportage Hybrid is not quite as polished or refined as the CR-V e:HEV in its overall driving experience, and it can’t match the Honda’s feeling of expense in cabin presentation. Or its super-cheap $995 servicing cost over five years.

Across the same period, the GT-Line Hybrid is almost $2000 more expensive to service, as well as $500 more to drive away from the dealership in the first place than the CR-V e:HEV RS … though at least Kia offers a cheaper Sportage SX Hybrid alternative (from $46K).

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Honda CR-V e:HEV RS

Our first-ever medium SUV Megatest – published in May 2003 – awarded gold to the second-generation Honda CR-V Sport.

Based on the quality of its drivetrain performance, its excellent seating comfort and interior flexibility, the CR-V just managed to elbow out the second-gen Subaru Forester. Yet despite its greatness in these areas, it was impossible to ignore the ’03 CR-V’s steering kickback, understeer, body-control laziness, and road noise – aspects that would crucify any SUV’s chances today.

Two decades later, we’re in a completely different universe. The sixth-generation CR-V e:HEV RS is almost exemplary in its dynamic behaviour – to the point where its controlled suppleness and level of refinement make acquiring this hybrid flagship for $59,900 drive-away seem like incredible value for money.

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“If only a Lexus NX drove like this,” said one tester – a premium medium SUV that starts at $62,275 (before on-road costs) and stretches all the way to $90K. “If only every other CR-V before this drove like this,” was my thinking because, jeez, we’ve been waiting a long time.

The new CR-V cedes steering crispness to the RAV4, and sporty handling/ride discipline to the Sportage, yet none of its rivals can quite match its blend of all-round suaveness. Steering response is perhaps a little too measured deviating from straight ahead – more of the Civic’s incisiveness would be appreciated here – but the CR-V’s poised handling is satisfying fun and it has a distinct whiff of (current) Honda DNA about it.

Aiding that impression is its lovely drivetrain – a 2.0-litre ‘Atkinson cycle’ direct-injection four-cylinder combined with a pair of electric motors driving the front wheels through an e-CVT transmission with stepped ratios under engine acceleration.

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It accelerates like a zingy Honda auto from the past

In a similar fashion to Nissan’s e-Power, the Honda e:HEV system can decouple the engine from the hybrid system when it isn’t needed, though it drives like a normal hybrid rather than the EV-of-sorts X-Trail, with its clever ‘e-Pedal’ regenerative braking. And it accelerates like a zingy Honda auto from the past, rather than blasting loudly at a set rev point like the CVT Toyota.

Producing 152kW of system power, the Honda drivetrain is in the ballpark of the X-Trail (157kW), RAV4 (163kW) and Sportage (169kW), and while its 9.4sec 0-100km/h acceleration claim seems a bit off the pace, it almost never feels wanting for grunt on the road.

Driveability is superb – backed by a smoothly sonorous engine that packs a delightful level of induction fizz when pressed – and the transition from petrol to electric is seamlessly refined. Even though the CR-V doesn’t have the foot-flat shove of the X-Trail, it more than makes up for it with the quality of its performance.

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Indeed, that description rings true with everything about the sixth-gen CR-V.

Not only is it a really handsome design, with sequential front indicators in the LED-equipped RS to enhance its specialness, but it backs that up with a high-quality interior brimming with neat touches – all clearly inspired by the current-generation Civic that finally elevated Honda back to its rightful position.

The RS’s heavily bolstered front buckets with perforated leather and red stitching are excellent – even though the front passenger only gets archaic four-way electric adjustment (plus no fan-chilling for either chair) – while the spacious rear bench is equally sumptuous, with the added benefit of a near-flat floor. Only the drop in door-trim tactility from front to rear betrays any cost-cutting.

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The classy dashboard is soft-touch and neatly designed, complimented by a superb steering wheel, slick 10.2-inch driver display and simple 9.0-inch touchscreen with wireless Apple CarPlay and 12-speaker Bose audio.

There’s also a brilliant-to-use HVAC system, a clever ‘magic fold’ rear seat that tumbles onto itself as the cushion lowers (ala first-gen Mazda 6’s ‘Karakuri’ system), and a superbly trimmed boot, with plush carpet worthy of a decent hotel and an almost-flat floor when the rear seat is dropped.

The CR-V manages to squeeze a one-litre camping bottle into its front doors, and all-round vision through its panoramic roof and out its Kia EV9-esque windscreen expanse is tremendous.

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What ultimately hits home is that the CR-V e:HEV RS’s interior – just like its dynamics and its drivetrain – feels premium.

Given the revival of this once-expected level of Honda build quality, it’s really quite astounding that the flagship CR-V’s drive-away price sits smack-bang in between the RAV4 Cruiser and Sportage GT-Line, and several grand below the X-Trail Ti-L e-Power. And that it’ll cost less than a grand to service for the first five years. It makes you wonder what the catch is. The best part is, there isn’t one.

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VERDICT

It’s reassuring at the end of a four-car comparo as relevant as this to know that every hybrid medium SUV tested here is a really strong choice.

We’d happily live with any of them, for a multitude of different reasons, and they each possess a degree of unique flavour that makes them distinct.

As an all-rounder, the RAV4 Cruiser Hybrid e-Four is difficult to beat. It does very little wrong, gets pretty much everything right when it comes to ownership, and is rewarding to drive as well.

Yet it’s also starting to age – both from a design perspective and a refinement perspective – so when scrutinised under the harsh microscope of a Wheels comparison test, it’s no longer the top dog when it comes to hybrid medium SUVs. Honourable mention? Without question. But it’s not the all-conquering powerhouse it once was.

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The X-Trail e-Power is an intriguing alternative to a RAV4 Hybrid.

When it hits its high notes, it’s truly impressive, and no one can dispute the excellence of its drivetrain performance, the quality and functionality of its interior, and the dynamic agility accessed via its sharp steering.

It’s a bloody good car – way better than most people probably expect an X-Trail to be – and if it proves to be a reliable long-term proposition, then its lacklustre residual value should eventually even out. In Ti-L form, this is a Nissan SUV that exudes premium quality.

But both the Sportage and CR-V edge it out for all-round ability – the Kia by the tiniest of margins due to its refinement, its all-surface dynamic distinction and its warranty, and the Honda because this sixth-generation CR-V is arguably the first of its kind to truly channel the excellence of the brand’s late-80s glory days.

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And given that the $60K drive-away Honda also seems like surprisingly good value for money, what’s not to love?

It’s beautifully put together, agreeably handsome, and has some pukka Honda character – which, as a complete statement, has applied to so few Hondas this century, and a CR-V arguably never!

So as a belated return to form, what better category to nail the brief than among medium SUVs. Here’s hoping the new CR-V’s silky sheen somehow rubs off on Honda’s future products.

Specifications

June 2024: Jeep Compass mild-hybrid and PHEV details confirmed

Pricing and features for the 2024 Jeep Compass range have been confirmed, with deliveries commencing this month.

The range is comprised of two new hybrid configurations and two trim levels: Limited or Summit.

The E-Hybrid integrates a 15kW/55Nm electric motor, which can drive the wheels independently of the ICE motor, for a total combined output of 96kW and 240Nm sent to the front wheels.

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Meanwhile, 4xe plug-in hybrid models combine a 1.3-litre turbo-petrol with a 44kW/250Nm electric motor powered by an 11.4kWh battery to deliver 176kW to all four wheels, while sipping 2.1L/100 km in hybrid mode.

Pricing for the Compass E-Hybrid starts from $45,990 before on-road costs.

Five colours are available: Alpine White, Colorado Red, Solid Black, Graphite Grey, and Blue Shade. A two-tone black roof is optional on the Limited and standard on the Summit.

2024 Jeep Compass pricing

2024 Jeep Compass features

Toby Semler

August 2023: Jeep Compass hybrids confirmed for Australia

The Jeep Compass is set to get a whole new powertrain lineup in 2024 with mild- and plug-in hybrids locked in for Australian release.

Replacing the 2.4-litre ‘Tigershark’ petrol and 2.0-litre turbo-diesel four-cylinder will be a 95kW 48-volt boosted turbo-petrol and a 177kW ‘4Xe’ plug-in hybrid setup.

The mild-hybrid 48-volt powertrain is front-wheel drive and offers some electric-only driving ability. Jeep claims it’ll be able to propel the Compass with electrons at start-up, low speeds, and when parking.

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Meanwhile, the 4Xe (pronounced four-by-ee) system, which is similar to that in the Grand Cherokee plug-in hybrid, offers all-wheel drive and a lot more power.

The plug-in hybrid will rival the Ford Escape plug-in hybrid and Mitsubishi Outlander PHEV. Jeep claims its medium SUV will reach 100km/h in 7.5 seconds, and its 11.4kWh battery gives 48km-or-so of real-world EV driving.

Although there will be two models marketed as hybrids, the Compass won’t have a ‘traditional’ hybrid that’s proven extremely popular in the medium SUV segment, and features on the Toyota RAV4 and Honda ZR-V.

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Jeep is yet to confirm pricing or specification for the 2024 Compass, including whether the ‘Trail Rated’ Trailhawk off-road model will continue.

Expect pricing to increase from the current base Night Eagle’s $41,400 before on-road costs, and a flagship plug-in hybrid is likely to eclipse the $59,100 range-topping Trailhawk.

To July 2023 Jeep managed to shift 951 Trailhawks, down 11.5 per cent on 2022 figures, with a monthly July sales result of 89 – down 48.9 per cent on the same month last year.

When the new hybridised Compass arrives, it’ll join the Wrangler off-roader (that’s celebrating five million sales), Gladiator ute, and Grand Cherokee five- and seven-seat large SUVs in Jeep showrooms.

A minor update for the 2024 BYD Atto 3 electric SUV has been announced for Australia.

Due in local showrooms imminently, the updated Atto 3 has received a $3512 price cut across the line-up, which is now priced between $44,499 and $47,499 before on-road costs.

Revisions for model-year 2024 include a larger 15.6-inch rotating infotainment system – up from 12.8-inch – dual-zone climate control, black D-pillar trim, a new Cosmos Black exterior colour, and wider Continental EcoContact 6 tyres replacing Atlas Batmans.

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BYD has added a darker upholstery option – black and dark blue – when the vehicle is painted in Boulder Grey or Cosmos Black, while versions finished in Ski White and Surf Blue retain lighter blue and grey upholstery.

The Parkour Red and Forest Green exterior finishes have been deleted for new Atto 3 orders.

Other changes include wireless Apple CarPlay support – which is also rolling out as an over-the-air software update for existing vehicles – a karaoke function, and a ‘camping mode’ to allow the air-conditioning to function when the vehicle is turned off.

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As detailed here, it also adopts simplified ‘BYD’ lettering replacing the ‘Build Your Dreams’ rear badge.

The BYD Atto 3 launched in Australia in September 2022 at $44,381 plus on-roads for the Standard Range and $47,381 plus on-roads for the Extended Range – before a $3630 price increase in December 2022.

All versions of the Atto 3 have a single 150kW/310Nm electric motor powering the front wheels, with a 345-kilometre WLTP driving range for the Standard Range and 420km for the Extended Range.

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2024 BYD Atto 3 pricing

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2024 BYD Atto 3 features

2024 BYD Atto 3 Extended Range features

June 2024: Hyundai Inster name confirmed

The 2025 Hyundai Inster has been teased ahead of its full reveal later this month.

Hyundai’s electric city hatch will be positioned in the A-segment – which includes cars like the Fiat 500e and Kia Picanto – and be heavily based on the internal-combustion Casper unveiled in 2021.

In Korea, where the petrol Casper is exclusively sold, the Inster will instead be called the Casper Electric.

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The brand said the ‘Inster’ name is derived from “intimate” and “innovative”, with the teaser images revealing its pixel-like lights inspired by Hyundai’s range Ioniq-badged electric cars.

Hyundai has also announced the Inster will have a 355-kilometre WLTP-rated driving range, more than the 311km offered by the Fiat 500e.

More details about the 2025 Hyundai Inster will be confirmed when it debuts at the Busan Motor Show in Korea next week.

Jordan Hickey

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January 2024: Electric Casper spied!

It’s been a long time coming, but the electric version of Hyundai’s compact Casper looks to be nearing its debut.

Surfacing for the first time on public roads, the Casper Electric is shown here with ‘pixel’ lights inspired by the dedicated Ioniq range and the newly launched Kona Electric.

The blocky pixel-style lighting can be seen at both ends, replacing the standard lighting signature of the regular petrol Casper. It looks as if that pixel theme will continue, subtly, into the LED rings that sit in the lower bumper at both ends.

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These photos were published to Korean Car Blog and AutoSpy.net.

It’s unclear if any other design changes will be made to the exterior of the Casper in its electric form, although we can likely expect its mesh grille to be replaced with a closed design that further announces its status as an electric vehicle.

Little else is known about the electric Casper, although Wheels understands the model is being investigated for Australia as a sub-Kona affordable EV to tackle recent arrivals like the MG 4, GWM Ora and the BYD Dolphin – all of which are positioned just beneath $40,000, but with markedly longer wheelbases than the tiny Casper.

If we don’t see the Casper in Australia, we can likely thank a price and size equation that won’t compete with those well-considered Chinese models.

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December 2023: Casper driven!

Dylan Campbell travels to Korea for a first spin in the perky little Casper.

Rolls-Royce has the Ghost, Dodge the Demon and Lamborghini the Diablo, but only Hyundai has the Casper.

September 2022: Electric Casper reported, could come to Australia

South Korean outlet Pulse reports that Hyundai will offer an electric Casper by 2024 with a driving range up to 400km.

The quirkily-styled crossover Hyundai Casper is based on the same platform as the i20 and Kia Picanto, and has been sold in South Korea since 2021.

In South Korea, Hyundai offers it with with a pair of inline three-cylinder engines, either a 56kW 1.0-litre naturally aspirated unit or a 74kW turbocharged option, both mated to a four-speed auto.

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Although it has Snow, Mud and Sand modes, the Casper is front-drive only.

South Korean outlet Pulse reports that Hyundai will offer an electric Casper by 2024 with a driving range up to 400km.

The electric Hyundai Casper would compete against the electric Chevrolet Bolt (not offered in Australia), which uses a single front-mounted 149kW electric motor and 66kWh battery offering 380km WLTP range.

The Bolt costs around AU$25,000 in South Korea with subsidies.

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In South Korea, the four-seat Casper has helped drive a resurgence in small car sales.

Wheels understands the budget-friendly, city-focused Casper is being considered for Australia – and that would likely include an electric model, should one become available.

With no official plans confirmed, and the expected EV not yet announced, Hyundai Australia has declined to comment on local market potential.

For now, the brand’s cheapest EV is the ‘Standard Range’ Kona Electric, priced from $54,000.

Critically, the Casper – a smaller and more budget-focused offering than the Kona – would give Hyundai a price rival to the MG ZS EV and BYD Atto 3, although both outdo the Casper in size.

Wheels road-tested the Casper in South Korea and will publish a first drive review next week.