It isn’t an all-new, ground-up creation, either, being based on a 3 Series platform – with a 4 Series Gran Coupe body thrown over the top. Aussie imports began in the second half of 2022 with eDrive40 and M50 xDrive models, which both required six-figure payouts from buyers.
That made for good news at the start of this year when BMW Australia added a less powerful but more affordable variant: the eDrive35, priced from $85,900 before added charges.
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By coincidence, that’s the exact price of the flagship Polestar 2 from the still-young, Tesla-inspired spin-off brand created in 2017 by Volvo and its Chinese owner Geely.
Progress for Polestar has been like a northern-Swedish winter: long, and short on sunny moments. New product – excluding the limited-volume, left-hand-drive Polestar 1 hybrid outlier – has been slow to materialise. Only this year will the 2 finally be joined by Polestar 3 and Polestar 4 SUVs.
Then in early 2024, reportedly due to missed volume targets, Volvo pulled its Polestar funding to leave parent company Geely as sole custodian.
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The surprise move certainly wouldn’t have been related to product quality. The Polestar 2 has been a critical success and remains one of our favourite electric cars.
A model year ’24 update in late 2023 introduced some welcome improvements in the areas of battery tech and suspension tuning. Here, we have the Long Range Dual Motor with Performance Pack that sits atop the range.
Costing $9000 more than the AWD Long Range, it adds a 40kW power bump, 20-inch forged alloy wheels, Brembo brakes (in Swedish gold), a sportier chassis, Swedish-gold seatbelts, and Öhlins dampers.
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There’s no Model 3 here as the equivalent Performance variant has yet to join the facelifted Model 3 MY24 line-up, while Hyundai’s luxury offshoot Genesis has yet to launch a twin to the Ioniq 6.
Identical price tags here, then, though specifications vary – especially around performance and range. While both liftback sedans eschew dedicated EV platforms, instead integrating battery packs into an ICE-biased chassis, the Polestar 2 Long Range Performance features the biggest cells bundle – 79kWh versus 67kWh (useable). The Swede also features dual motors, providing all-wheel drive with one per axle and outputs of 350kW and 740Nm.
BMW’s rear-drive i4 produces just 210kW and 400Nm in comparison, although that’s still more than the petrol-powered 430i Gran Coupe that costs a bit over $100,000.
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The Polestar can be charged a few minutes faster thanks to more powerful DC charging – 205kW versus 180kW – though both are either side of half-an-hour, which is relatively slow compared with a Hyundai Ioniq 6 that performs the same charge in 18 minutes.
BMW does throw in a one-year complimentary sub to Chargefox, though it’s five years with other i4 grades.
It contributes to a small standard-kit advantage for the base i4. The Polestar can’t match its electric front seats, head-up display, adaptive cruise control, or heat pump that can help improve range in colder weather. A head-up display isn’t even available as an option; other features are, but they’re found in different packs – adaptive cruise as part of a $3500 Pilot Pack and the rest as part of a $6000 Plus Pack.
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The latter brings numerous other extras, though, including a full-length panoramic roof, 600-watt Harman Kardon audio, Tesla-style Digital Key smartphone app functionality, and heated steering wheel and rear seats.
These complement the standard heated front seats that on the BMW require a $3000 outlay for an Enhancement Pack that also brings a sunroof, which is smaller than the Polestar’s.
Rear seats are probably the most obvious giveaway that both these five-doors are built on mixed-powertrain architectures. The space offered, while not off limits to adults by any means, is less than what is offered by the likes of the Ioniq 6 and Model 3 that utilise skateboard battery platforms.
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The i4’s rear cabin is the most claustrophobic, starting with the squeeziest rear-door aperture followed by the least knee room, least forward vision, and least light provided by optional sunroofs.
There’s more wriggle-room for toes in the BMW but similar headroom that is tight for anyone scaling 175cm plus. Armrests, USB-C ports, seatback nets and vents are all commonalities; the BMW provides the larger door pockets.
Neither front cabin fails the luxury brief thanks to high-quality presentations, slick tech, and tactile materials and switchgear. The i4, sharing the 4 Series design, keeps harder plastics to the lowest eye level, while silver patterned metallic trim brought some welcome brightness to our test car’s black interior trim.
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BMW’s iDrive rotary controller continues to sit on the centre console as an ergonomic benchmark in infotainment management (while the central part of the dual digital display can also be operated as a touchscreen).
Less successful are the Drive modes that are separate buttons requiring the driver to look down to choose Eco Pro, Comfort or Sport rather than via a more convenient toggle (as they were previously in BMWs).
The Polestar 2’s cabin makes you wonder if Volvo’s interior designers were left with a tinge of regret, especially as the 2 started life as the Volvo Concept 40.2 – alongside the Concept 40.1 that became the XC40. Because where the XC40’s interior is commendable for its clever practicality, the Polestar takes the desirable Scandi-cool aesthetic to a whole new level.
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A wondrous mix of different yet consistently tactile materials pervade the cabin, creating one of the standout interior designs in this class.
We know from previous tests that the standard fabric seats look smart, though the Plus Pack’s ‘WeaveTech’ seats – further embellished with the Performance Pack’s Swedish-gold seatbelts – look posher again while offering comfortable cushioning and decent support.
A chunky V-shaped centre console creates a twin-cockpit setup that is snug without being cramped for front occupants, with the centrepiece an iPad Pro-aping 11.2-inch portrait-shaped infotainment screen.
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If the built-in Google Android operating system’s graphics aren’t quite as sophisticated as those presented by the wider, larger (14.0-inch) BMW OS 8.5 display, the presentation is still slick and there’s a beauty to the simplicity of the Polestar’s quadrant menu.
Luggage space is ultimately an all-square affair beyond the fact both cars feature liftback hatches that are more practical than bootlids. BMW quotes 470 litres for the i4’s boot, though the Polestar’s compartment is wider (if not quite as long) and features a larger underfloor tub (for a 407L total), while there’s additional storage with a 41L frunk that’s particularly handy for charging cables.
It also borrows the clever cargo divider from the XC40, which flips up from the boot floor and includes storage straps. Rear seats fold flat in both vehicles; the Polestar’s 60-40 set-up includes a ski port, but the BMW offers extra flexibility with its 40-20-40 split.
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Underpinnings from a 3 Series always brings a certain level of dynamic expectation, and the i4 doesn’t disappoint, despite weighing nearly two tonnes.
Not only is there still a deftness to the electric BMW’s handling, but the immediacy of the torque delivery means it’s easier than in a 420i or 430i to induce some fun, controllable power oversteer mid-corner.
Regardless of driving mode, the steering is lighter than BMW tradition but weights up naturally in corners and offers ever-reliable precision. The eDrive35 doesn’t feel slow, either, even if the top-spec Polestar 2 is inevitably much quicker with its drivetrain advantages. On paper, Sweden’s 4.2 seconds plays Germany’s 6.0 seconds.
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The Dual Motor Long Range is more than 100kg heavier and not as playful, yet it still offers plenty for drivers.
Its steering, too, offers accuracy but also a more natural heft, lending the driver plenty of confidence in concert with the planted, all-wheel-drive chassis and the 245/40R20 Continental SportContact 6 rubber that is grippier than the i4 eDrive35’s Pirelli P Zero 18s.
That Performance Pack brings much more than bigger wheels, further adding a sportier Polestar Engineered suspension tune, dual-valve-flow dampers, and four-piston front Brembo brakes. The Öhlins dampers are a carry-over from the Volvo S60/V60 Polestar of a decade or so ago, and continue to offer 22 settings that can be manually adjusted (if the owner can be bothered).
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We’d be tempted to ask a Polestar technician to dial in a softer setting than the factory default as the 2 rides with an unrelenting firmness.
It has the better all-round compliance, however, as the i4’s suspension struggles to keep the vehicle body steady over potholes or more prominent surface bumps. The BMW has the more relaxed secondary ride, and its smaller wheels produce noticeably less road noise on coarser surfaces.
The Polestar 2 delivers a closer facsimile of the Tesla driving experience than the i4, with full one-pedal mode and the ability to drive off simply by jumping in and flicking the gearlever into Drive. A start-stop button needs to be pressed in the BMW, while the i4 has various regen braking modes but the deceleration is weak even in the highest setting.
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On test, the Polestar 2 registered a so-so 17.9 kilowatt hours consumption compared with an impressively low 15.2kWh/100km for the i4.
In a remarkable coincidence, that gives them an identical 441km as-tested range based on their respective battery sizes. For the BMW, that’s slightly higher than its WLTP range of 430km max; the Polestar is a huge underachiever, well below its 568km WLTP.
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As much as we love performance in the Wheels office, the fullest-fat Polestar 2 in this comparison is not the model we’d pick.
Our choice would be the $71,400 Long Range Single Motor that promises the longest range (655km) in the line-up, still has more power and torque than the i4 eDrive35, offers satisfying rear-drive handling, and would still undercut the BMW if buyers spent $9.5K on the Plus and Pilot Packs.
VERDICT: ? Polestar 2
It’s a tighter call between the top-spec Polestar 2 and entry-level BMW i4, but the Swede still edges the contest by virtue of its superior cabin execution, punchier performance, and generally more effortless driving experience.
Electricity and limousines are a match made in a bridal suite in a ludicrously expensive hotel.
More than any other vehicle type, they’re truly meant for each other – a union built on silence, torque and enough real estate to comfortably accommodate all the complexities that make a great electric limousine an almost blissful experience.
In saying that, the $100K-plus luxury car I’m referring to here is the BMW i7 – the fully electric version of the seventh generation (G70) 7 Series. As the first forward-thinking 7 Series design since Chris Bangle’s controversial E65 of 2001, it’s appropriate that Munich’s statement sedan happens to herald the debut of the limelight-stealing electric i7, and not just because it looks so damn imposing.
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It’s fascinating to comprehend the disparate approaches taken by BMW and arch-rival Mercedes-Benz.
BMW decided to build one enormous sedan for all markets, riding on an even longer wheelbase than the previous L version, with all powertrains packaged into the same muscularly proportioned shape, swathed in intriguing design details.
Mercedes-Benz, on the other hand, went for an all-new, visually unrelated car to the elegant W223 S-Class with its EQS electric sedan. Where the petrol-powered G70 740i and W223 S450 L are clearly direct rivals, that distinction isn’t so clear-cut with the i7 ($307-$345K) and EQS ($220-$327K).
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Both share a similar wheelbase length and both weigh about the same (2640kg), but the EQS is 175mm shorter and its technical, could-be-an-EQE design lacks the cut-through of the i7’s almost brutalist interpretation of luxury futurism.
The 5.4m-long i7 is a limousine that begs for attention, particularly in stunning two-tone paint. And it maintains that allure inside with almost youthful flair – embracing technology with a degree of whimsy that so often eludes ‘serious’ cars like this.
The G70 7 Series doesn’t exude the timeless elegance and refined taste of a W223 S-Class, but that freedom from conservatism gives the 7 Series scope to push a few boundaries and be a bit brash, yet with just enough visual restraint to keep it tasteful.
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BMW’s striking four-door introduces a degree of SUV elevation to the traditional limousine
With its raised roofline and doors that open to almost 90 degrees – automatically, in six different ways, in the i7 – BMW’s striking four-door introduces a degree of SUV elevation to the traditional limousine, almost like a nod to Rolls-Royce. And inside its screen-dominated cabin, anyone familiar with the boring predictability of the previous generation will be blown away by the i7’s combination of technical prowess and design warmth.
An enormous curved screen spans more than half the dashboard – a 12.3-inch instrument display and a 14.9-inch centre display – yet there are so many other interesting aspects to the i7’s interior design that its screens simply disappear into normalcy.
Classicists might need to dial down the ambient-lighting and upholstery colours, yet the i7 somehow stops short of appearing completely garish, despite its focus on sparkly detailing and wonderful clashing patterns.
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Seat comfort is outstanding, as is rear legroom, in this almost Baroque cabin, with the thatched seat upholstery – a stunning combination of soft leather and cashmere wool – adding textural warmth to the i7’s unashamedly high-tech cabin.
The 35-speaker Bowers & Wilkins stereo, combined with a 31.3-inch drop-down rear theatre screen, is so extreme in its opulence, it’s laugh-out-loud magnificent.
Of the two powertrains offered in Australia, the electric i7 is clearly the limelight-stealer. Combining a 106kWh battery with front and rear electric motors in the xDrive 60 for a total of 400kW and 745Nm – enough for 0-100km/h in 4.7sec and up to 625km of WLTP range – the i7’s silken smoothness, instant throttle response and unrelenting accelerative thrust are borderline addictive.
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It manages to make the combustion-engined 740i feel grainy and lethargic.
And we haven’t even mentioned the silent-assassin M70 version, which amps the i7’s outputs to 485kW and 1100Nm, and drops its 0-100km/h time to 3.7sec, while only reducing WLTP range to 560km. Both i7s can go from 10-80 percent charge in around 28 minutes.
Sealing the deal in this superb luxury express is the way it drives. With its low-mounted powertrain, four-wheel steering, adaptive air suspension, active anti-roll and active roll comfort properties, the all-wheel-drive i7 combines chassis poise and corner-exit drive with an outstanding level of ride plushness.
Indeed, given its 2.6-tonne ballast, this huge sedan shrinks around its driver on faster-flowing roads and does a superb job of maintaining its cool, though Sport mode is too firm for Australian roads and not in keeping with the flagship BMW’s station in life. The i7’s steering can also feel a little aloof.
But this cocooned separation from the world outside is what an electric limousine is all about. And for the money – albeit an enormous pile – you get the most interesting, characterful, intriguing and deeply impressive electric sedan out there.
New research from Finder [↗] highlights a concerning trend on Australian roads: a rise in the number of uninsured vehicles, driven by the decision of Australians cancelling or lowering their car insurance policies amid cost of living pressures.
The survey, which gathered responses from 961 drivers, found that 16% of drivers have either cancelled (5%) or downgraded (11%) their car insurance in the past year to cut costs.
With car insurance premiums having risen by an average of 10.6% over the past year and by a whopping 19.8% since the beginning of 2021 — outpacing overall inflation — many Australians find themselves in a financially difficult position.
But before you ignore your car insurance renewal email, we check if it’s actually illegal to drive a car that is uninsured?
Is it illegal to drive a car without insurance?
Driving without compulsory third-party (CTP) insurance is, without exception, illegal in Australia.
This insurance covers liability for injuries caused to others in an accident you are involved in. It does not cover damage to property or other vehicles, nor does it cover your own injuries to the extent outside third-party claims.
Penalties for driving without CTP insurance can be severe, ranging from hefty fines to demerit points, and in extreme cases, imprisonment.
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How can I get CTP insurance?
In most Australian states and territories, CTP insurance is included as part of the vehicle registration process. When you register your vehicle or renew your registration, you pay for CTP insurance.
In some states, the CTP insurance is bundled with the registration fee, while in others, you may choose your CTP insurer but must provide proof of the policy when registering your vehicle.
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New South Wales
Known locally as a Green Slip in NSW, CTP can be purchased from multiple private insurers. Vehicle owners can compare and purchase Green Slips online, over the phone, or in some cases, in person. After purchasing, the insurer will electronically notify NSW Roads and Maritime Services, allowing the vehicle owner to proceed with registration or renewal.
Queensland
Queensland residents select their CTP insurer as part of the vehicle registration process, with several private insurers offering CTP insurance. The cost of the policy is included in the vehicle registration fee. Once selected, the insurer is automatically notified, and the insurance cover is linked to the vehicle’s registration.
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South Australia
In South Australia, since July 2019, vehicle owners have the option to choose their CTP insurer when paying their vehicle registration through Service SA. The chosen CTP insurance is then integrated with the vehicle’s registration.
Victoria
The process is simplified in Victoria by including CTP insurance, referred to as the Transport Accident Charge, with the vehicle registration fee. The insurance is provided by the Transport Accident Commission (TAC) and requires no separate action from the vehicle owner to obtain coverage (yay!).
Tasmania
Tasmania provides CTP insurance through the Motor Accidents Insurance Board (MAIB) as part of the vehicle registration process. Vehicle owners do not need to purchase a separate policy; it is automatically included with the registration or renewal fee.
Western Australia
Western Australia includes CTP insurance in the vehicle licence registration fee, provided by the Insurance Commission of Western Australia (ICWA). When registering or renewing a vehicle license through the Department of Transport, CTP coverage is automatically included.
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Australian Capital Territory
In the ACT, vehicle owners have the choice of CTP insurer as part of the vehicle registration process with Access Canberra. This selection can be made online or in person, and the chosen insurer will notify Access Canberra electronically, linking the CTP insurance to the vehicle’s registration.
Interestingly, vehicles owned by the Commonwealth of Australia or the Australian Capital Territory are exempt from the requirement to have insurance. However, the respective governments must handle and settle claims under their own systems, similarly to how an insurance company would.
Northern Territory
Finally, in the Northern Territory, CTP insurance is part of the vehicle registration fee and is provided by the Territory Insurance Office (TIO). This coverage is automatically included when registering or renewing a vehicle through the Motor Vehicle Registry (MVR), requiring no additional steps for the vehicle owner.
Other types of Insurance
Although CTP insurance is a legal requirement across Australia, drivers to have the choice when it comes to additional levels of cover for themselves or others in the case of an accident. When finances get tough, it’s these covers being questioned by some.
Comprehensive Car Insurance
Comprehensive car insurance offers the broadest coverage. It commonly protects against theft, fire, vandalism, and weather-related damage to your car.
Additionally, it covers damage to other people’s property and the costs associated with accidents, including your own vehicle’s damage. This type of insurance is considered the highest level of cover available.
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Third-Party Fire and Theft Insurance
This insurance provides a middle ground between comprehensive and third-party property damage cover. It includes coverage for damage your car causes to other people’s property, and for your car if it’s damaged by fire or stolen.
However, it does not cover damage to your own car in the event of an accident.
Third-Party Property Insurance
This is the most basic level of voluntary car insurance, covering the costs if you damage someone else’s property, including their car, but not your own vehicle. This insurance can be crucial for covering potentially high costs of damage to other vehicles or property if you’re at fault in an accident.
Mercedes-Benz’s entry-level dedicated battery electric vehicles (BEV), the EQA and EQB compact SUVs, have been updated for the 2024 model year.
The most significant change is increased driving range, but the standard equipment list has also grown, and styling has been subtly tweaked.
Snapshot
EQA and EQB 250 become EQA and EQB 250+, EQA is still also available as a 350 4MATIC.
Mercedes Me Charge launched to offer seamless digital authentication at charging stations, and automated payment and billing
Every new EQA and EQB sold comes with a free Chargefox subscription
The big part first: More driving range
The official driving range of the new EQA 250+ on the New European Driving Cycle (on NEDC test, closest to Australia’s outdated ADR test) is now 578km, which is 54km more than the 524km of the outgoing EQA 250.
The EQB 250+ gains an additional 57km range over the 250’s 507km, for 564km (NEDC). The additional range is due to increased lithium-ion battery capacity, up from 66.5kWh to 70.5kWh.
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Updated exterior and interior styling
The EQA 250+ and EQB 250+ feature a new front grille design to bring them up to date with the latest M-B look, with a constellation of Mercedes-Benz stars. Tail-light graphics have also been revised.
Rounding out the exterior changes on the 250+ models, the previously-optional (for $2,950) AMG-Line exterior body styling package is now standard.
Standard inclusion of the AMG-Line pack means that changes extend to the inside, with sports leather seats, the front pair featuring electric adjustment and memory.
The 2024 EQA and EQB are also trimmed with a new Mercedes-Benz backlit pattern trim and are fitted with the current-generation Mercedes-Benz multifunction sports steering wheel in Nappa leather, featuring touch control buttons.
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Other equipment standard on the EQA and EQB for 2024 are a premium sound system, a panoramic sunroof, and standard metallic paint.
In addition, the EQB 250+ now adds a previously optional third row of seats as standard, allowing seating for up to seven people.
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Motors, power and battery
250+ variants of the EQa and EQB are driven by a 140kW/385Nm powered by a 70.5kWh battery pack.
Alternatively, Mercedes-Benz is still offering a 350 4MATIC (dual motor) spec version of the EQA with maximum power and torque of 215kW and 520Nm, respectively.
Mercedes-Benz claims the EQA 350 4MATIC accelerates from standstill to 100km/h in 6.0 seconds. Battery size of the 350 decreases (relative to the EQA 250+), however, to 66.5kWh, providing a NEDC range of 489 km. All 2024 EQAs and EQBs ride on adjustable damping suspension.
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Mercedes Me Charge and Chargefox
The 2024 EQA and EQB are the first models in Australia to feature Mercedes me Charge, which operates via MBUX, the Mercedes me app on a paired smartphone, or a Mercedes me Charge RFID card.
Integration with the MBUX multimedia system incorporates “Electric Intelligence” that calculates “a comfortable and time-efficient route, including charging stops”.
The Mercedes me Charge network is supplied in cooperation with Chargefox, providing more than 1300 stations Australia-wide. In 2025, the Mercedes me Charge network will expand to include other charging providers, further growing network coverage and improving the experience of Mercedes me Charge customers.
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Pricing
The 2024 EQA 250+ and EQB 250+ models are priced from $84,900 (MRLP) and $89,100 (MRLP) respectively. The EQA 350 4MATIC model is offered from $102,900 (MRLP).
Nationwide drive-away pricing of $49,490 for base model Staria Load vans until April 30, 2024.
944 Staria Load vans in dealer stock, with 210 in compounds and 689 heading to Australian shores.
10 percent discount on a range of Hyundai accessory packs.
Staria Load is the third best-selling van in its segment.
Hyundai is offering limited-time nationwide discounted drive-away pricing for base model Staria Load cargo vans, with plenty of stock to move.
The base model Staria Load is available with either barn doors or a lift-up tailgate, with the limited-time pricing representing a saving of $1279.08 in New South Wales and $1391.50 in Victoria, until April 30.
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Other variants such as the Crew Van and Premium van don’t receive the benefit of the nationwide drive-away pricing. If you do spend up to those variants, however, the Crew Vans are equipped with a second-row seating package, with Premium vans offering a more comprehensive set of features.
Skoda, the only car manufacturer to reach the top 10 in Roy Morgan’s ‘best of the best’ award, has achieved Car Manufacturer of the Year for 2022 and 2023.
Upon receiving the award, Skoda Australia director Michael Irmer thanked the brand’s customers: “We are grateful for each of our Skoda customers, and are humbled by their positive response in both the 2022 and 2023 Roy Morgan Customer Satisfaction Awards.”
“Skoda pursues a philosophy of value beyond simply the purchase price, and our team have endeavoured to look at every aspect of the ownership experience,” he added.
“From the implementation of a 7 Year Warranty, attainable servicing plans, transparent finance rates and guaranteed future value, all in addition to the ‘more metal for your money’ a Skoda buyer will appreciate.”
Mr Irmer also reaffirmed the brand’s focus on customer satisfaction: “We will use this back-to-back customer satisfaction award win as our ‘north star’ to remain as customer focused as ever as we launch all-new models and our first electric vehicle this year.”
Don’t be surprised if you see Skoda singing praises for this award on billboards in the coming months.
The brand’s Australian sales are down year-to-date, with 1553 sales recorded by the end of March – compared to 1968 for the same period in 2023.
Heavily based on the midsize CX-60 and primarily aimed at European and Japanese tastes, the CX-80 is longer and taller, and has a stretched wheelbase.
However, it retains the CX-60’s more compact 1890mm width, compared to 1840mm for the CX-8(+50mm), 1969mm for the CX-9(-79mm), and 1994mm for the CX-70 and CX-90 (-104mm).
Mazda has confirmed the CX-80 measures “almost five metres long” compared to 4.74 metres for the CX-60, while it has a circa-250mm longer wheelbase – which appears to be the same 3120mm length as the broader CX-70 and CX-90. Exact dimensions have not been announced.
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The CX-80 will offer the same powertrains as the CX-60 in Australia.
That includes a 209kW/450Nm 3.3-litre mild-hybrid six-cylinder turbo-petrol, a 187kW/550Nm 3.3-litre mild-hybrid six-cylinder turbo-diesel, and a 241kW/500Nm 2.5-litre four-cylinder plug-in hybrid.
An eight-speed single-clutch automatic transmission and rear-biased permanent all-wheel drive come as standard.
In line with the CX-70, the CX-80 will also debut some new features for the Mazda brand, including ‘unresponsive driver support’ to eventually slow and stop the vehicle if no driver engagement is detected.
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It also debuts head-on collision mitigation for the autonomous emergency braking system after ANCAP and its Euro NCAP counterpart began assessing this technology under the latest 2023-25 criteria, along with a more advanced lane-keep assist system to prevent head-on crashes.
Mild-hybrid petrol and plug-in hybrid models should have the same 2.5-tonne braked towing capacity as the CX-60, while the diesel could retain a lower 2-tonne limit due to a hot-weather limit for the Australian market.
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Further details about the CX-80 remain limited for now, with more information – including full technical specifications – due to be announced at a later date.
Australian pricing and features will also be announced closer to its launch – though the brand has revealed the CX-80 will offer six seats with second-row captain’s chairs and a fixed centre console or seven seats with a conventional rear bench, depending on the variant.
The three-row CX-80 will carry a lower price tag than the CX-90, which costs between $74,500 and $94,435 before on-road costs, with dearer plug-in hybrid variants due at a later date.
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However, it will be pricier than popular entry-level versions of the CX-8 and CX-9 as the brand continues its ‘premium push’ here in Australia. The CX-8 was available for as low as $42,660 plus on-roads.
With the CX-60 starting at around $60,000 and stretching to $85,000 for the flagship PHEV variant, it’s fair to assume pricing for the CX-80 will start from around $65,000 to $70,000 and top out between $90,000 and $95,000 (all before on-road costs).
Australia is the only market globally to offer all four of Mazda’s latest SUVs – the CX-60, CX-70, CX-80 and CX-90 – based on the brand’s new Large Architecture.
The CX-60 and CX-80 are ‘narrow-body’ vehicles aimed at Europe and Japan, while the two-row CX-70 and three-row CX-90 are ‘wide-body’ vehicles aimed at the United States and Canada.
“[Australia is] privileged enough because I suppose we as a team think we can have an opportunity with all four. And here we are [in the situation] that we will have all four in our portfolio,” said Mazda Australia managing director Vinesh Bhindi at the reveal of the CX-70 in January.
“What that means is you might see some overlap, but really when you understand our business strategy – which always has been to give consumers as many opportunities and options and choice as possible and let the customer decide – it makes sense for us to get [all four].”
Mustang celebrates its 60th birthday with a limited-run styling pack
1965 units will be sold and include a unique grille, badging and custom 20-inch alloys
Existing Mustang owners also benefit from new retro-inspired gauges
The world’s best-known and most enduring pony car, the Ford Mustang, turns 60 today so to celebrate Ford has announced a special birthday edition pack.
And we have to say, it looks the business.
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Imaginatively called the ‘60th Anniversary Package’, the pack is available on V8-powered coupes and convertibles and harks back to the original Mustang from 1965 through a number of tasteful design touches.
Up front there’s a unique grille as well as new GT-inspired badges on the front quarter panels that read ‘GT 60 Years’ and ‘5.0’.
Special decals feature on the side and there are also silver mirror caps for models painted Race Red or Vapor Blue. The car you see pictured here is finished in Wimbledon White.
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Ford claims the changes were inspired by “the clean silhouette of the original car” and inside owners also gain a numbered build plaque on the dash.
The 20-inch wheels are a custom design, too, and they’re some of the best wheels we’ve seen on a Mustang in a long time. Ford says they riff off the chunky design of the original Mustang (anyone else also getting major Fuchs vibes?) and they’re further proof that five-spoke wheels are superior to all others.
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Now for the bad news. The Anniversary Package is a limited run of 1965 units (naturally) and none of them are coming to Australia.
“We have no plans to introduce the Ford Mustang 60th anniversary Package to Australia,” said a Ford spokesperson when contacted by Wheels. Sigh.
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But there is a silver lining. Owners of the new seventh-gen Mustang can gain a new retro gauge cluster for their digital dash that’s inspired by the original 1965 model. The over-the-air update is a free upgrade in the US and there’s a chance it’ll be available to Aussie owners too.
“We will be able to share an update on local availability of gauge cluster options closer to launch,” said Ford Australia.
Until then, feast your eyes on the many images of the 60th Anniversary Package. Are you or a fan? Or should Ford have done more? Jump into the comments.
In Australia, the Subaru Outback AWD Touring XT is celebrated for its versatility, skill-fully handling both city drives and challenging off-road conditions. Since its introduction in the mid-1990s, it has built a reputation for reliability and safety.
Popular with families and outdoor enthusiasts alike, the Outback features all-wheel drive, spacious interiors, and advanced safety systems. Its design smartly combines comfort and functionality, making it ideal for both everyday commutes and adventurous excursions.
Over the years, the Outback has become a symbol of durability and flexibility, perfectly reflecting the adventurous Australian ethos.
The Subaru Outback Touring XT AWD is the best Outback money can buy, priced at $55,990 excluding on-road costs.
2024 Subaru Outback Touring XT key features
11.6-inch central touchscreen
Heated, ventilated and powered front seats
18-inch gloss alloy wheels
Keyless entry and start
360-degree camera
Nappa leather upholstery
9-speaker Harman Kardon audio
Powered tailgate
Adaptive cruise control
Rain sensing wipers
Automatic LED headlights
Reversing camera
DAB+ digital radio
Roof rails
Dual-zone climate control
Satellite navigation
Front parking sensors
Sunroof
Heated rear seats (outboard)
Wireless Android Auto
Heated steering wheel
Wireless Apple CarPlay
The Outback Touring XT gets a punchier 2.4-litre e-Boxer four-cylinder petrol engine delivering 183kW and 350Nm of torque, paired with a continuously variable transmission and Subaru’s signature all-wheel drive.
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Safety
The 2024 Subaru Outback Touring XT was awarded a five-star ANCAP rating in 2021.
It stands out for its exceptional safety, achieving high ratings in adult (88%) and child (91%) occupant protection.
The range comes equipped with a comprehensive array of safety features as standard. These include Autonomous Emergency Braking (AEB) with pedestrian, cyclist, and junction assist, emergency steering autonomy, blind-spot monitoring, rear cross-traffic alert, driver attention alert, lane departure warning, lane-keeping assistance, and traffic sign recognition.
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Key Rivals
The Subaru Outback competes with medium-sized SUVs and crossovers like:
The Outback itself consistently meets the needs its enthusiasts value — ample space, practical design elements, commendable off-road capabilities and a distinctive boxer engine.
If you’re in the market for a new Outback, the Touring model XT offers some upscale touches akin to those in European competitors for less money.
Additional performance is also great but this does come at the cost of some hefty fuel consumption figures.
If the extra power is what you’re after, the XT Outback could be your pick of the bunch.
The Stelvio’s upcoming replacement is promising to be even quicker and mightier than its well-regarded predecessor, thanks to an all-electric powertrain with close to double the power.
In its current first-generation form, the Alfa Romeo Stelvio Quadrifoglio is one of our favourite performance SUVs, thanks mostly to its potent, Ferrari-sourced 2.9-litre twin-turbo V6 that produces 375kW/600Nm.
What can we expect from its successor?
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For one thing, it won’t have the same evocative soundtrack.
Like most all-new models, the Stelvio Quadrifoglio is moving to an all-electric powertrain and while that will mean a big reduction in noise and character, Alfa’s global boss Jean-Philippe Imparato is promising a big boost in power to around 1000PS (735kW).
Speaking to AutoExpress, Imparato revealed development mules of the new Stelvio Quadrifoglio were already making 941hbp (702kW).
“That’s the figure for the moment,” he said. “If we can reach 1000PS (986hp, 735kW) then we’ll do it, but I’m not absolutely sure it’s the first priority of the company or the customers.”
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“If we can reach 1000PS (735kW) then we’ll do it”
If the next Stelvio Quadrifoglio does have 700kW, it will have almost double the current model’s and will trail only the Tesla Model X for kilowatts. While no longer sold in Australia, the Tesla Model X has a peak power output of 1020hp.
The electric Stelvio Quadrifoglio, which will move to Stellantis’s fresh STLA Large Platform and adopt an 800V architecture, will also outgun combustion rivals like the Lamborghini Urus (490kW) and even its other Italian stablemate, the Ferrari Purosangue (533kW).
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Ultra-fast charging and a range of around 700km should also feature.
“My top priority is to deliver a completely substitutional experience to combustion power,” said Imparato, encouragingly. “That means you drive, you stop, you charge, you have a coffee, do a pee, bye bye.
“If you have to wait two hours to charge the car, it kills everything. If you have to drive at 130kph, with Fiat Pandas passing you or campervans going faster than you, it kills everything.”
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There’s no word yet on when the all-new Stelvio will appear, however a mid-2025 reveal has been touted.
