Even though many large SUV 4WDs now boast the 3500kg towing capacity that buyers want it doesn’t mean that they are actually good at it.

As more sophisticated entrants arrive in the market, car-makers have to not only cover the basics of a good towing platform but also the added easter egg features of towing safety and ease.

The big wagons nominated here – as wells as a few others — will all tow around 2000kg like it’s not there. You would be surprised just how much more dynamically challenged a rig can become when there’s closer to 3500kg being pulled along.

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So we are assuming here that you want to know what vehicles can really tow 3500kg. What makes the list are those big SUVs that above all else make a good tow vehicle.

Good tow vehicle basics include a beefy kerb weight. While you might not be pleased when it comes to rego time (if your state or territory charges registration by weight category) you sure will appreciate the extra tonnage when a heavy van is getting pushed around in cross-winds or buffeted by trucks.

A vehicle with a longer wheelbase and shorter distance between rear axle line and the tow ball make a rig less prone to yawing.

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Not many tow vehicles permit a full 3500kg trailer and full payload in or on the tow vehicle at the same time. If payload or towing capacity isn’t significantly lower when you consider GCM, the vehicle might make this list.

Although most here allow a full 10 per cent of their 3500kg towing capacity  (350kg) on the towball, one here – the Volkswagen Touareg – doesn’t. However, given just how competent is it elsewhere – and that other vehicles here too have their compromises – we thought it worthy of being on the list.

Having the big engine torque numbers can be good, but how it actually performs when lugging a heavy load and how efficient that engine is also comes into play, as does the size of the fuel tank.

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You’ll want these figures to be good, when 500km between refuelling points in the Outback.

It’s pretty clear from our list that most of these wagons are not cheap. If you want a do-everything big 4WD (that is really good at towing too) in most cases you have to pay for it.

Here our best heavy-duty SUV 4WD towing recommendations.

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Ford Everest

With the choice of diesel bi-turbo 2.0-litre four-cylinder or V6 diesel engines, the 2022 Wheels Car of the Year winner Ford Everest makes for a superb tow vehicle.

The Everest is a stable tow vehicle, with only high-wind conditions such as large trucks buffeting the rig on highways making feel a little unsettled. Ride quality can often become badly affected with a heavy trailer is hooked up but aside from slight pitching at the front the Everest is very compliant.

Towing performance is very good with the 2.0 engine, and even better with the 3.0-litre V6, albeit at a slight cost at the fuel pump over the smaller engine. Even so, the V6 will average less than 20L/100km when towing a heavy trailer, which is better than most of this size and ability.

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The Everest is one of few tow vehicles with towing-specific driver aids (in certain trim levels).

The infotainment screen houses the towing set-up guide, and blind spot monitoring to allow for the trailer – plus the trailer light check. There’s also an integrated electric brake controller, rounding off a towing-friendly package.

The downside? A compromise between ball weight and payload means less than 300kg payload is available when 350kg towball download is utilised.

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Toyota LandCruiser 300 Series

The superseded LandCruiser 200 became the gold standard for heavy duty towing, and the new 300 follows that tradition admirably.

With a hefty kerb mass from 2500kg and up (depending on model), the LandCruiser keeps planted on the road with all but the most poorly balanced trailers behind it. Ride quality when towing is also in the main, very good, the big Cruiser shrugging most big backroad potholes.

Added to that is a supremely confident towing performance, the LandCruiser 300 manages to make molehills out of mountains even with 3000kg-plus tucked behind it.

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While the LandCruiser comes with a towbar kit as standard, there are few driver-assist features specific for towing.

It’s also, like the 200 Series before it, quite thirsty when loaded up with a heavy trailer; you’d expect about 20L/100km on average, with a tall 3500kg trailer behind it. Luckily the ‘Cruiser has a relatively large 110-litre fuel capacity.

The cost of (and wait for) getting into a LandCruiser is the only sting in the tail.

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Isuzu MU-X

The quiet value-laden achiever of the group, the Isuzu MU-X offers a healthy and well-rounded towing performance and is one of the go-to tow vehicles for buyers wanting the best value of mainstream offerings.

The Isuzu is remarkably stable with almost any trailer thrown behind it, and performs well with a 3500kg load. While certainly not to the performance level of the V6 Everest of LandCruiser, the MU-X won’t often seem wanting for more power for hill-climbing or overtaking situations.

While it’s also quite good on fuel – around mid-teens, or a little higher if heading for the hills with 3500kg behind it — the MU-X engine can be on the noisy side and feel a bit agricultural when trying to squeeze out the most from it, and there is little in terms of towing assist features.

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Nissan Patrol

Now approaching 14 years on the market, the grand old lady of big 3500kg tow vehicles is still very competitive for its overall towing abilities and when lined up against its traditional rival the LandCruiser 300, it makes good value buying.

If you love a petrol V8, you will certainly appreciate the Patrol, as the big 5.6 has a healthy set of lungs, making you want to find a highway hill to tow up with your 3500kg caravan.

The Patrol is not a light eater; it will devour unleaded at a rate of 20.0L/100km easily when towing heavy stuff. Unlike the fuel-sipping others here, you will not ever see anything like less than 10.0L/100km when driving unladen – it’ll be more like 13.0L/100km, on a good day.

One advantage the Patrol has in this company is that it’ll tow to its full capacity while at its GVM, but loses 130kg payload if a full 350kg of the trailer is its resting on the towball.

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Land Rover Defender 110

Well past the point of basic, military spec hardware we’ve become used to with the old Defender 110, the new model despite its bluff retro looks is very much a luxury 4WD wagon, and, as it so happens, one that can tow very well.

The Defender 110 is available in a variety of petrol and diesel powertrains but the D300 with its 220kW/650Nm six-cylinder diesel is the pick. Not only will the big six motivated the Defender with 3500kg rolling along behind on the towball with barely any effort, it is quite efficient while doing so, with around 15-18L/100km possible.

Stability is excellent (helped by the self-levelling air suspension), with the Land Rover very much able to stay in its own lane when cross winds or large vehicle disturbed air try to push it around. The Defender has the full GVM available when towing to its full 3500kg capacity.

The Defender’s suspension can feel too slow to settle on undulating roads when towing, and when the towing fun is over, at just a bit over 2.0 metres wide, the Defender feels incredibly big on narrow city streets.

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Volkswagen Touareg

The Touareg has been a go-to 3500kg towing vehicle ever since the first generation shrugged off its shipping wrap way back in 2003.

Now, a couple of decades and Touareg generations later, the big ‘wagen is proving to be just as good as ever at getting heavy trailers where they need to go.

The Touareg’s 3.0litre turbo-diesel is a cracker, with plenty of hill-climbing and overtaking power on tap when you’ve got everything including the kitchen sink behind.

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Fuel consumption with around 3000kg of trailer can reach about 17.0L/100km – not spectacularly good, but relatively parsimonious for a 2500kg SUV lugging 3000kg.

As for towing stability and ride, the Volkswagen isn’t the type to jack-knife on a whim – it feels rock-solid and devoid of any yawing. While there is some disagreement on the true benefits of air suspension for towing stability among the caravan set in particular, the Touareg has this feature as standard, if having bags of hot air is important to you.

The only really not so nice element is the Touareg’s light towball download maximum – it is limited to 260kg, despite the 3500kg trailer towing capacity.

A 40-year veteran of the new car market, the 2024 Toyota LandCruiser 70 ute has seen more renovations than an inner-city terrace.

As part of a general upgrade last year that included a new frontal design and other detail improvements, the LandCruiser got a four-cylinder automatic powertrain option, the first official two-pedal model ever offered for the series. 

But just how much can the Cruiser tow and is it actually any good at it?

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JUMP AHEAD

• What you need to know about the Toyota LandCruiser 70
• How much can the Toyota LandCruiser 70 tow?
• How does it compare with its rivals?

Everything you need to know about 2024 Toyota LandCruiser 70 series

The LandCruiser 70 series is a commercial 4×4 ute, van and wagon range that has been the farmer’s and miner’s friend for 40 years.

With its 3500kg towing capacity, it has been a strong ally for heavy work trailer hauling as well as a promising hard-core off-roader that also serves as a large caravan or trailerboat tow vehicle for recreational users.

The Toyota LandCruiser 70 continues on in four body styles; LC78 TroopCarrier, LC76 four-door wagon and LC79 single- and double-cab tray backs.

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The V8 is in stop-sale while a two-year backlog of orders is filled, and Toyota has intimated that the V8 may not continue much beyond that.

There are nine variants in total, all available in four-cylinder auto and all except for 76 series Workmate Wagon available with the turbo-diesel V8 manual. It’s worth noting that the new 1GD 2.8-litre four-cylinder model is only available with a six-speed auto, while the V8 continues with a five-speed manual transmission only. Both powertrains employ part-time, dual-range 4×4 with rear diff lock.

At the time of writing, only the new four-cylinder was relatively freely available. The V8 is in stop-sale while a two-year backlog of orders is filled, and Toyota has intimated that the V8 may not continue much beyond that.

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The base LC76 Workmate is the cheapest vehicle in the range, starting at $75,600, while the LC79 double-cab GXL V8 tops the line-up at $87,600. The V8 costs $4100 more than the 4-cylinder auto in each model grade both are available.

Given its dated core architecture, it is surprising that Toyota has managed to include somewhat modern safety equipment in the 70 series.

The Toyota Safety Sense system in the LandCruiser 70 includes pre-collision with day and night pedestrian and daytime cyclist detection, lane departure alert with steering assist (which activates individual brakes to guide the vehicle, not the hydraulic power steering) speed-sign recognition, auto high-beam, ABS, electronic stability and traction control, driver and front passenger airbags.

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There’s downhill assist control on auto models only, and only the four-cylinder auto wagon gets a reversing camera.

Air conditioning, cruise control and a snorkel are standard from Workmate models up, as is a 4.2-inch dash information display with digital speedometer, and a 6.7-inch infotainment screen with wired Apple Carplay and Android Auto.

Workmate models have wind-up windows and vinyl-covered floors. The GXL has carpets, power windows and front and rear differential locks as standard. The diff locks can be had as an option on lower spec models.

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How much can the 2024 Toyota LandCruiser tow?

The Toyota LandCruiser 70 Series, can legally tow up to a maximum of 3500kg (braked), with up to 10 per cent (350kg) of that maximum on the towball.

The V8 turbo-diesel has been with us since 2007 and (except for some changes to gearing) this powertrain has not materially changed since. It offers reasonable towing fuel economy of around 15L/100km with a heavy trailer, and good low-speed lugging performance. Its hill-climbing ability is average at best.

Meanwhile, the 2.8 four-cylinder is much more at home towing, offering a good breadth of performance and is more relaxed when towing. The LandCruiser 70’s ride when towing is not the most cosseting, while stability is reasonable with a well-balanced trailer.

Fuel capacity (minimum 130 litres) and generous payload capacity (from 1380kg for single-cab-chassis to 1115kg for Troop Carrier) are other LandCruiser 70 series positives, allowing good load capacity while having a heavy towball download and also good towing range.

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How does this match up with competitors?

Given its various body options (wagon, single and dual-cab-chassis), live axle suspension front and rear and the more basic design and features, it’s very difficult to pinpoint a direct competitor to LandCruiser 70 series that can tow 3500kg.

There is really nothing else on the market like it anymore. The superceded GU Nissan Patrol, Mercedes-Benz G-Class ute and previous-generation Land Rover Defender were the most logical no-frills, basic bush capable alternatives.

Now the closest choice is the Ineos Grenadier, but much more expensive, starting at $109,000 plus ORCs for the two-seat Utility Wagon.

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The Jeep Wrangler and Gladiator are also quite similar to the 70 series, but are petrol only and do not have the towing capacity (up to only 2500kg).

Here we’re comparing wagon variants, as the Grenadier Quartermaster dual-cab ute is yet to arrive in Australia. The Grenadier is much heavier than the 70 series, but has more power and slightly more torque.

The 70 series has much higher fuel capacity, at 180 litres for the Troopcarrier and 130 litres for all other models, giving it a better towing range. The LandCruiser 76 has a much better payload than the Grenadier Utility Wagon, an impressive 1280kg versus 778kg.

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Want to know more about the Toyota LandCruiser 70? The stories below offer a guide on everything to do with the 2024 Toyota LandCruiser 70.

All fresh stories will be found on our Toyota LandCruiser page.

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Prices for the 2024 Honda CR-V, 2024 Honda ZR-V and 2024 Honda HR-V have been reduced in Australia – while the 2024 Honda Civic Type R hot hatch is dearer than before.

Honda Australia has cut $600 from the drive-away price of the entry-level CR-V Vi X midsize SUV, which now starts from $43,900 drive-away – down from $44,900 when the current-generation CR-V launched in September 2023.

All other CR-V variants remain unchanged, including the $59,900 drive-away E:HEV RS hybrid flagship.

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A $700 price reduction has been applied to the base VTi X variant of the smaller ZR-V midsize SUV, which now starts below $40,000 drive-away.

In addition, the mid-spec ZR-V VTi L has fallen $1000 to $42,500 drive-away, while prices for the ZR-V VTi LX and E:HEV LX are unchanged.

The HR-V small SUV is currently in run-out ahead of the arrival of a facelifted model, unveiled in Japan last month and confirmed for Australia – though local timing is unclear.

Prices are down between $1800 and $3100 across the HR-V line-up, with the base Vi X petrol model retaining its $34,900 drive-away offer available since January, while the E:HEV L hybrid has fallen to $43,900 drive-away – a significant reduction from its usual $47,000 price.

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Meanwhile, the Honda Civic Type R hot hatch is now listed at $73,600 drive-away – a $1000 increase compared to when it arrived in Australia around 12 months ago.

Honda Australia temporarily offered a seven-year/unlimited-kilometre warranty and seven years of complimentary roadside assistance for all HR-V, ZR-V and CR-V vehicles sold between January 16 and March 31, 2024, but this has now reverted to the brand’s standard five-year coverage.

The Accord sedan is currently in ‘run-out’ with a seven-year/unlimited-kilometre warranty and seven years of roadside assistance – but no cost reductions – ahead of the all-new model due in Australia next month.

A sole E:HEV RS hybrid variant has been confirmed for the latest Accord, which could be priced higher than the current $61,900 drive-away Accord VTi-LX Hybrid – compared to between $37,917 and $51,417 before on-road costs for hybrid versions of the soon-to-be-updated Toyota Camry.

While other manufacturers have experimented with temporary warranty extensions before shifting to a permanent arrangement, Honda says it has no plans to switch to a seven-year/unlimited-kilometre warranty across its range.

“Honda Australia does not have any plans to extend this offer past the cut-off date of 31st March, and our standard 5-year warranty, 5-year [roadside assist] and 5 low-price services will continue as a great value add as part of our standard offer,” said a spokesperson in January.

The latest promotions offered by Honda Australia follow the brand’s sharp sales decline since 2018. It posted its lowest sales on record in 2023 after a shift to a controversial fixed-price ‘agency’ sales model in July 2021.

In 2023, Honda sold 13,734 vehicles in Australia, down from 14,215 in 2022, 17,562 in 2021, 29,040 in 2020, 43,176 in 2019 and 51,525 in 2018.

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However, local executives have defended the agency model switch – and reaffirmed Honda’s commitment to Australia “for the next 50 years”.

“That was a strategic move, for us to be here for the next 50 years… And I hope it demonstrates to you that we’re not going anywhere. We’re here to stay,” said Honda Australia director Carolyn McMahon in May 2023.

McMahon added that Honda is “happy” with how the agency sales model has been rolled out and blamed poor supply – not a lack of demand for Honda vehicles – as the key reason behind the low sales figures.

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2024 Honda CR-V pricing (MY24)

2024 Honda ZR-V pricing (MY23)

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2024 Honda HR-V run-out pricing (MY22)

2024 Honda Civic pricing (MY23)

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2023 Honda Accord run-out pricing (MY22)

2024 Honda Accord pricing (MY24)

Fresh images and details of the 2025 BMW X3 have surfaced, revealing an all-new SUV that’s bigger, smarter and promises to be better to drive.

Set to arrive in Australia in December 2024 or early 2025, the fourth-generation X3 — chassis code G45 — will make its official global reveal in June, according to sources inside BMW.

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Until then, new images give us our best look yet at the updated plug-in hybrid (xDrive 30e?) and sportier M Performance (xDrive M50) models.

Exact dimensions haven’t been revealed but it’s clear the new X3 will be the biggest yet, both to give it greater distinction from the now much larger BMW X1 and to improve cabin space, especially for rear passengers.

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As well as a boost in size, the new X3’s exterior design is slipperier than ever. A new ‘aeroblade’ D-pillar, a smoother underbody and fresh aero wheels with low-rolling resistant tyres help to deliver a drop in the new X3’s Cd from 0.29 to 0.27, which BMW says is best in class.

Even better for keen drivers is the promise of a big boost in driving dynamics.

While the new X3 will be heavier than before, it should also be more engaging to drive thanks to wider front tracks, thicker anti-roll bars, new axle kinematics, new rubber bushings and repositioned sub-frame mounting points.

M Performance versions will gain a locking rear differential, stiffer springs, fresh struts and re-tuned steering. Adaptive dampers are optional in Europe, though could be offered as standard on Aussie cars.

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Speaking of steering, every new X3 will benefit from a fresh steering system that BMW calls ‘EPSapa’. It has a more direct steering ratio and has been built with autonomous driving implementations in mind.

An improvement in the X3’s active safety suite is also promised, thanks to new sensors, cameras and radars that BMW says will help the X3 exceed NCAP 2023 standards. Better detection for scooters and motorcycles as well as improved AEB with the inclusion of brake support for oncoming traffic will feature.

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Stay tuned for more information – including local engines details – as we get closer to the 2025 BMW X3’s official launch.

September 2023: First BMW Neue Klasse will be the iX3, arriving in 2024

BMW’s first ‘new class’ model to hit the road won’t be the four-door i3 previewed this week by the Vision Neue Klasse – but the next iX3 electric SUV. Of course.

Details at the link below.

January 2023: Everything we know so far!

As BMW’s six-year-old ‘G01’ X3 medium SUV comes to the end of its run, news and rumours of the next-gen model are picking up pace.

The current BMW X3, unveiled in June of 2017, has a special connection to Australia – its lead designer, Calvin Luk, is an Australian who joined BMW after completing design studies at the University of Technology Sydney and the Art Center College of Design in Pasadena.

Born in 1985, Luk is one of BMW’s youngest designers – yet he is already known for his work on the second-gen ‘F48‘ X1 SUV, the mid-life facelift of the second-gen ‘F20‘ 1 Series hatch, and the Z4 concept that led to the current third-gen ‘G29’ Z4 roadster. A bit of a prodigy, then.

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So, what can we expect from the 2024 BMW X3?

Back to the X3: In its current form, the X3 is an unusually varied offering, available here in petrol, diesel, plug-in hybrid, pure-electric, M Performance and hero M forms.

The upcoming new model is expected to continue that theme, depending on the region. Petrol and diesel options will feature again in 2.0-litre four-cylinder and 3.0-litre six-cylinder forms, as part of a promise to give buyers the options they need for as long as possible.

Even those models, however, will see some ‘mild hybrid’ tech added to make them as fuel-efficient as they can be for increasingly stringent emissions regulations, with a 48-volt system likely to feature.

Expect the usual focus on performance offerings at the top end of the ‘ICE’ (internal combustion engine) lines, with M40i and M40d models likely to be offered again. As for the X3 M… more on that, further down.

On the styling front, spy photos online suggest we can expect the new model to take styling cues mainly from the new X1, although the big XM will likely also inform some of the X3’s design themes.

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Platforms: Something old, something new

The new generation will represent a significant transition point for the X3 line, with ICE and PHEV (plug-in hybrid) models to sit on an evolution of the current model’s CLAR (Cluster Architecture) platform, while the second-gen iX3 electric SUV will switch to BMW’s upcoming Neue Klasse platform.

Whether the models will wear identical body panels – apart from the usual EV features like the closed-off grille design worn by the current iX3 and i4 sedan – remains to be seen.

The X3 we’ve rendered for this story is our take on the regular petrol and diesel models, but it’s no stretch to imagine that the iX3 could simply add a new closed grille (see the i4 below) and new bumper designs, and delete the exhaust pipes.

Combustion models are likely to continue with an eight-speed torque converter automatic, although efficiency and refinement improvements should be expected.

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Next iX3: More power, more range, more more more

The new iX3 will likely be considered the jewel in BMW’s new X3 range, particularly in Europe where brands and buyers are being heavily incentivised to focus on EVs – and the coming ban on ICE models means the new iX3 will need to bring competitive technology and pricing both.

BMW has already confirmed its new ‘Gen6’ electric drive systems will feature a new battery design with far greater driving range than its current capability – which tops out at 505km for the 2023 iX xDrive50.

Speaking with British publication Autocar BMW’s head of Efficient Dynamics, Thomas Albrecht, said: “Gen6 batteries will give us 30 per cent or more range than our current Gen5, but we won’t go over 1000km of range, even though we can. We don’t think that such a long range is necessary.”

An upgrade to 800-volt electrics should also see charging made much faster, with a 250kW rate likely to get the new iX3 from 10 to 80 per cent of battery charge in around 25 minutes.

More on that at the link below.

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The hero: X3 M, or… iX3 M?

That leaves the hero X3 M, which in its current iteration is powered by a 375kW/650Nm twin-turbo six. But, as recent reporting suggests, the next X3 M will go electric, meaning we might expect it to wear an iX3 M badge.

However, it remains to be seen if those reports are accurate. For now, the only all-electric M cars are the i4 M50 sedan and the iX M60. Neither is a ‘full’ M model, but with respective outputs of 400kW/795Nm and 455kW/1100Nm, they’re not exactly short on power.

An iX3 M50 would seem a sure thing, but we’ll have to wait and see if the new iX3 line will indeed introduce the first ‘full fat’ electric M model.

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2024 BMW X3: As always, bigger than before

In both cases, the new X3 will be larger than the current model, ensuring it continues to again sit well above the smaller X1 – which has also grown in size this generation, its 2692mm wheelbase stretching 22mm beyond the previous model’s footprint.

The current X3 boasts a 2864mm wheelbase – markedly longer than the second-gen X3’s 2610mm, but still shy of the new-gen 2022 Mercedes-Benz GLC‘s 2888mm wheelbase. In this segment, every millimetre counts.

A bigger X3 will be all about rear legroom, which remains a key metric in the premium family-car arms race. Regardless, an even longer ‘L’ model will likely be offered in China, where a spacious second row is considered a mark of social standing.

A boost in cargo space will probably also be a factor, with the new-gen Mercedes GLC’s 620-litre boot comfortably outclassing the current X3’s 550-litre space.

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When will the 2024 BMW X3 go on sale in Australia?

The 2024 model-year ought to be a clue, of course. Current expectations are that the new X3 will be unveiled in June 2024, which could see an Australian launch happen sometime late in 2024. An early 2025 arrival is also likely.

That’s the ICE model, though. BMW has already confirmed its Neue Klasse models will not debut until 2025, meaning the next iX3 will come a year-or-so after the regular petrol and diesel X3 variants.

“Our Neue Klasse is coming in 2025 – for the launch we are planning a compact sedan in the 3 Series segment and a sporty SUV,” BMW boss Oliver Zipse has said on the matter.

Watch for more on the new X3 to come in the months ahead.

Below: the current BMW X3

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The limited-run 2024 Mercedes-Benz C200 Night Edition has been announced with more equipment for less cost.

Available for a limited time from April 12, the C-Class Night Edition includes modifications to the exterior, and additional luxury features inside.

Compared to the standard C200, new additions include high-gloss black exterior trim and unique 19-inch five-spoke alloy wheels.

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Interior changes lean more towards added luxury than increased sportiness.

The infotainment has been upgraded with a Burmester 3D surround-sound system, while there’s also heat and noise-insulating acoustic glass for the windscreen and front side windows.

Standard equipment shared with the C200 includes an 11.9-inch portrait-orientation infotainment system, wireless Android Auto and Apple CarPlay, black leather-accented upholstery, dual-zone climate control, a wireless phone charger, a panoramic sunroof, and ambient lighting.

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Other features include a 12.3-inch digital instrument cluster, a head-up display, heated and electrically adjustable front seats with memory function, and Mercedes Me Connect to remotely control key vehicle functions.

Mechanical and safety equipment on the Night Edition is unchanged from the regular Mercedes-Benz C200.

A turbocharged mild-hybrid 1.5-litre four-cylinder engine produces 150kW and 300Nm, with a 48-volt integrated starter generator providing an additional 15kW and 200Nm. It is paired to a nine-speed automatic transmission that exclusively powers the rear wheels.

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Standard safety and convenience equipment includes adaptive LED headlights, rain-sensing wipers, a tyre pressure loss warning system, a 360-degree camera, keyless entry and start, and a power-closing boot lid.

The 2024 Mercedes-Benz C200 Night Edition retails for $86,900 before on-road costs, compared to $89,900 plus on-roads for the standard C200.

However, an $89,900 drive-away price is available for vehicles ordered between April 12 and June 30, then delivered by July 31. Customers can reserve online-exclusive pre-orders from April 12 until May 16.

JUMP AHEAD

• Is the 2025 Skoda Kodiaq a big deal?
• Time to protest the local dealer?
• Is it exclusively DSG now?
• Is it still absolutely massive?
• Does it feel good inside?
• Is it worth waiting for the 2025 Skoda Kodiaq?

Is the 2025 Skoda Kodiaq a big deal?

Yup. This is the new Kodiaq, the difficult second album after a blockbuster debut.

Not only has its forebear shifted over 800,000 units globally, but it’s perhaps the clearest example of Skoda’s rise to popularity.

A supremely talented family car that cohesively blends neat dynamics, smart materials and shedloads of space. Not to mention one of a small band of alluring seven-seaters on sale.

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You wouldn’t blame Skoda for deploying a modest facelift and declaring this a new car, afraid to mess up a good thing.

Indeed, for all the talk of a new ‘Modern Solid’ design language, its bold wraparound taillights and a new iteration of the Skoda badge, it keeps the general Kodiaq aesthetic and adorns it with extra tinsel.

There’s a fresh dose of electrification too, most notably the first plug-in hybrid Kodiaq, though pure petrol and even diesel remain on the configurator. Aussie buyers are initially limited to one engine, mind – a 150kW 2.0-litre TSI petrol with all-wheel drive.

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Time to protest the local dealer?

Not yet. This TSI engine feels like the current pick of the range and ought to provide more than enough flexibility to haul the family around without fuss – then go like a modest hot hatch once the kids are dispatched at the school gates.

The PHEV also scores well. Its 19.7kWh battery yields around 100km on electric power alone while the e-motor and 1.5-litre TSI work amicably together in most driving situations, the engine’s occasionally gruff nature at higher revs does encourage prudent rather than pushy acceleration.

It’s front-wheel drive only and uses a six- rather than seven-speed DSG, but unless you’re truly going to take it off road, you’ll not care.

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Handling is smart across all iterations, Skoda allowing the Kodiaq to naturally roll and lean a little in corners to take tension out of the whole chassis (take notes, VW).

This rides as comfortably as an SUV should, in summary, while retaining decent grip and faithful responses. Opt for the PHEV and you’ll notice its extra few hundred kilos, but the car isn’t hamstrung by them.

DCC+ chassis control lies on the options list and Skoda expects around a third of buyers to go for it. It brings 15-stage adaptive damping as well as a mixture of different drive modes for steering weight and engine response.

Don’t spec DCC+ and you can’t adjust anything at all – a cost-saving measure, or Skoda appreciating most people don’t bother – yet the Kodiaq still steers with clarity and rides as well as you’d hope.

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Is it exclusively DSG now?

Correct. Like the Tiguan, this is an auto-only zone, with the designers leaping on an opportunity to mildly revolutionise the interior.

The gear selector moves up to the steering column allowing more of Skoda’s trademark cubbyholes to grace the centre console, with a pair of ventilated wireless phone charging pads primed and ready to stop your precious device cooking.

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Most exciting is a row of three ‘smart dials’ which blend digital and physical realms to cycle between volume, driving modes or – hurrah! – the climate control.

The interior looks as digitalised as any other new-gen VW Group product, but Skoda’s not forgotten to bake in some good old-fashioned pragmatism.

They operate brilliantly – making zooming in and out of maps especially easy – and really put some distance between this and its Tiguan cousin. Though the Kodiaq really seals the deal as you head towards the other end of the car…

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Is it still absolutely massive?

In exterior dimensions alone, Kodiaq gen2 isn’t much bigger than before, while the wheelbase is unchanged.

Yet headroom has been increased across every row of seats, most notably for the rearmost pair which should prove a bit more flexible than before. Another 70 litres of boot space ensures the 340-litre capacity behind row three now rivals a Golf.

In five-seat mode you’ll get around 900 litres and over 2,000 litres with the middle row flipped. Crikey.

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The PHEV takes a small chunk out of those latter figures and can’t be optioned with seven seats thanks to the location of its battery. For now, that’s of no concern to Aussie buyers.

A 13-inch central touchscreen complements 10-inch digital dials as standard and offers reasonably smart shortcuts to the most pressing features, though it’ll occasionally scold you for not looking hard enough at the road even if you’ve flicked your eyes away only briefly.

While the Tiguan offers up to 15 inches, you really don’t need a screen bigger than Skoda’s. A head-up display is optional for the first time.

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Does it feel good inside?

The Czechs have gone big on sustainable materials, with numerous fabrics adorning the seats, doors and dashboard fashioned from recycled plastic bottles.

Opt for leather and its tanning process has been done via coffee bean waste rather than nasty chemicals.

Instead of plunging the interior back into the prosaism of Skodas past, though, it lifts the atmosphere further. These materials look cool, feel intriguing and bring a fresh ambience. Skoda has produced quality interiors for years, but they sometimes fall into the trap of feeling somewhat dark and plasticky.

Tick the right spec boxes and it’s a lot airier in here and optional massaging seats lift the mood even further. A slipperier aero profile also aids refinement; this is a hushed environment at motorway speeds.

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Is it worth waiting for the 2025 Skoda Kodiaq?

You can’t go far wrong with the outgoing car, and we’d not blame you for leaping on any discounts as it heads towards retirement.

The neatest trick of Kodiaq gen2 is that it moves the game on just enough without messing up the formula. It’s a triumph of evolution over revolution, even if there’s a host of new tech, sustainable materials and a hybrid powertrain on offer.

Perhaps a more interesting question is if it’s worth waiting for the Kodiaq RS; Skoda has confirmed its new performance SUV debuts at the end of 2024, with the punchier powertrains of the Tiguan likely to ally to more assertive styling and black detailing in place of the shiny silver chintz of this base Skodiaq. It’s unlikely to be cheap, but it could prove the ultimate all-round family shuttle.

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Targeting families in need of ample space, this people-mover from Chinese brand LDV is positioned as a direct competitor to the Kia Carnival and Hyundai Staria.

With three rows of seating, sliding doors the LDV Mifa Mode is able to comfortably carry seven passengers with plenty of space.

While LDV does provide an excessively priced Mifa 9 electric model ($104,000 onwards), this turbo-petrol version presents a more financially sensible choice.

Available in three grades, Mode, Executive and Lux the range is quite simple compared to other key players.

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Pricing and features

The entry-level Mode variant comes in at $53,990 drive-away.

Standard across the entire range is a 2.0-litre turbo petrol engine produces 160kW/360Nm, paired to a 8-speed automatic transmission.

The base model offers a list of impressive standard features including LED lighting, 18-inch alloy wheels, keyless entry and start, a 12.3-inch touchscreen with Apple CarPlay, and simulated leather upholstery. While a plastic steering wheel detracts slightly from the ambiance, the overall cabin exudes a reasonably pleasant atmosphere.

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Each trim level features a seven-seat configuration with second-row captain’s chairs. While the base model Mode requires manual adjustment for these seats, opting for the Executive or Luxe grants electric sliding adjustment along with heating and cooling capabilities, a recliner feature, and a massage function.

LDV states that the Mifa has 466 litres of boot space with the seats upright.

It’s important to note that the payload for all trim levels is limited to 550kg, significantly less than competitors, potentially restricting the practicality of this vehicle as a family car.

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Safety

In 2022, the Mifa achieved the highest five-star ANCAP rating.

Standard equipment includes forward autonomous emergency braking (AEB) with pedestrian, cyclist, and junction detection, as well as rear AEB, blind-spot monitoring, rear cross-traffic alert, lane departure warning, lane-keep assist, safe exit warning, and adaptive cruise control.

A total of seven airbags are included, comprising dual front, front-centre, front side, and full-length curtain airbags.

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While the base model features a reversing camera with rear parking sensors, the Executive and Luxe trims add front parking sensors and a surround-view camera system, features that should ideally be standard for a family-oriented vehicle like this.

Key Rivals

Popular people movers in the segment and obvious key competitors include:

• Kia Carnival
• Hyundai Staria
• Mercedes-Benz Vito Tourer
• Toyota Granvia
• Volkswagen Caravelle

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Should I put it on my shortlist?

If your priority is passenger space over boot capacity in a people mover, the LDV Mifa emerges as a compelling choice compared to the segment leader, especially when price is factored in.

The vehicle offers plenty of appealing features at a base grade, with the mid-spec Executive trim stands out from the bunch for its overall value proposition, adding key spec that one would appreciate in a vehicle of this size.

A new study by Compare the Market has ranked used cars according to their search volumes online.

The survey found that Japanese and American brands are the most popular among used-car buyers in that initial search phase, while interest in used electric cars is well behind other parts of the world.

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Globally, the most searched-for used car was the Jeep Wrangler.

It was followed by the Toyota Tacoma and Honda Civic in second and third positions, respectively.

Top Ten global used-car searches

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The used car most searched for by Australians is the Toyota Yaris, suggesting budget and brand reputation remain a driving motivator for most buyers.

Toyota made a clean sweep of the top three in Australia, with the HiLux coming second and Prado and RAV4 equal third.

Electric dreams

The table above shows Tesla’s Model 3 ranks 5th globally in used-car searches, while the table below shows Aussies find the popular EV more compelling as a new car, ranked at a distant 24th in used form.

According to former Wheels Media scribe and Compare the Market’s new hype man, Henry Man, this ranking suggests Australian buyers “may still be concerned around battery tech with relatively low interest in the fledgeling used EV market in Australia compared to globally”.

Our guide below offers clear advice on the ins and outs of used EVs.

Top Ten Australian searches

The full study results are available here [↗].

Looking at the top 20 most searched vehicles in Australia, utes and SUVs (small and medium) have a significant presence.

Ford Ranger (6th), Mazda CX-3 (9th), Mazda CX-5 (11th), Kia Sportage (12th), Mitsubishi Outlander (13th), Mitsubishi ASX (14th), Nissan X-Trail (15th), Isuzu D-Max (16th), Subaru Forester (17th) and Hyundai Kona (20th) all featured. Nissan’s Leaf was the only BEV that made the Australian topo 20, at 18th position.

Utes and SUVs also comprised a significant portion of the top 20 used cars searched globally, however, large models in these categories also made appearances in global searches.

Jeep Wrangler (1st), Toyota Tacoma (2nd), Ford Bronco (9th), Toyota Highlander(11th), Ford Ranger (12th), Jeep Grand Cherokee (=14th), Range Rover (=14th), and Toyota Tundra (19th) all featured, perhaps indicating a bias towards American searches.

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Toyota’s all-hybrid C-HR model line-up has been subjected to an array of crash tests, including oblique pole, side impact, full width frontal and frontal offset tests, and child restraint testing.

In ANCAP’s testing [↗], the new C-HR achieved maximum points for the driver in the oblique pole and side impact tests.

Mixed results were shown in the frontal offset test, with good performance recorded for driver and passenger head and upper leg protection. Adequate protection was provided for the driver and front passenger’s lower legs, and marginal protection for the driver’s chest.

The test also assesses the “outward” potential risk of the C-HR to occupants in an oncoming vehicle, resulting in a 1.69 score out of a possible 8 points (the lower, the better).

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In the full width frontal test, the C-HR achieved full points for driver and rear passenger head and neck protection.

A marginal score was recorded for the chest of the driver and rear passenger. The small female dummy, situated in the rear, slipped beneath the lap section of the seatbelt – a phenomenon known as ‘submarining’.

Maximum points were awarded for Child Occupant Protection, when tested with child crash test dummies. The C-HR can safely accommodate the full complement of baby capsules, child restraints and booster seats in all rear seating positions.

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Vulnerable road users safer too

The C-HR achieved an 86% score for Vulnerable Road User Protection, due to the pedestrian-friendly front bumper design, and ability to detect and either avoid or mitigate crashes with pedestrians, cyclists, and motorcyclists in a range of on-road emergency braking and lane-keeping scenarios.

ANCAP Chief Executive Officer, Carla Hoorweg said: “The Toyota C-HR offers a balanced level of protection for occupants and those outside the vehicle, as well as through its active collision avoidance capability putting in squarely above the five-star threshold for all four areas of ANCAP assessment.”

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ANCAP boxes ticked

The C-HR is fitted with Autonomous Emergency Braking and Lane Support System, with Driver Monitoring, Child Presence Detection and Cyclist anti-dooring systems, satisfying the more stringent ANCAP requirements heading into the future.

The C-HR’s electric windows were also operational beyond the two-minute requirement when fully submerged in water, to allow an emergency escape route.

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This is your definitive list of all the new cars expected to arrive in April 2024

Record sales in Australia so far in 2024 has seen more vehicles sold in the first three months of any calendar year for an all-time record.

SUVs remain the most popular vehicles – with electric vehicles now approaching 10 per cent of all new car purchases – so here’s your guide to what’s new for the month of April as car makers fight fiercely for your business.

Our New Cars hub will also help you to find out more about the latest models touching down in Australia in the coming months (and even years!).

JUMP AHEAD

• BMW X2/iX2
• Chevrolet Corvette Stingray (MY24)
• Genesis GV80 Coupe and facelift
• Isuzu D-Max and MU-X facelift
• 2024 Kia Sportage Hybrid
• Nissan X-Trail N-Trek Edition
• Peugeot 408 GT Fastback
• Toyota Yaris
• 2024 Volvo XC60 Black Edition hybrid and Volvo S60 Black Edition hybrid

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BMW X2/iX2

You can read our first overseas drive of the BMW X2 and iX2 – the coupe profiled petrol and electric versions of the already-on-sale X1 and iX1 duo.

The X2/iX2 arrive in Australia this month with two spec choices for each, in a body style 20cm longer than the X1 – and larger than its predecessor – and all-wheel drive across the line-up.

Take petrol route and there’s the 150kW/300Nm X2 xDrive20i at $75,900 – up $10,200 on its predecessor yet still below the Luxury Car Tax threshold – and the 233kW/400Nm X2 xDrive M35i at $92,900.

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Electric models see the $82,900 iX2 xDrive20 with a 65kWh battery and 150kW/270Nm front electric motor for a 477km WLTP range.

The iX2 xDrive30 has two electric motors for 230kW/494Nm, a 0-100km claim of 5.6 seconds and a 449km range for $92,900 plus on-roads.

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Chevrolet Corvette Stingray

We love the C8 ‘Vette Stingray and are salivating over a slew of new models planned to arrive in Australia following the $336,000 Z06’s debut Down Under in late 2023.

For the 2024 model year, the Stingray has added safety tech in the form of Autonomous Emergency Braking (AEB) and lane-keep assist, lane departure warning and auto high-beam activation.

There are no changes to the Stingray’s mid-mounted 369kW 6.2L V8, but the safety tech does bring a range-wide $5000 price rise for a starting point of $175,000 before on-road costs for the 2LT Coupe.

If that’s not enough, the Corvette E-Ray is scheduled to arrive in Australia in the third quarter of 2024, with the hero ZR1 still under development likely to go on sale in 2026.

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Genesis GV80 Coupe and facelift

The new GV80 Coupe body style will be arrive alongside a facelift for the regular GV80 wagon, with visual tweaks accompanied by a new 48-volt electric supercharger-boosted version of the 3.5L turbo-petrol V6 making 305kW/549m.

The Coupe –a direct rival to the BMW X6 and Mercedes-Benz GLE Coupe SUVs – has its own wheel patterns, unique front bumper and LED taillight design, both GV80s bring new headlights and redesigned grille.

Inside is a single 27.0-inch display integrating the instrument cluster and infotainment screen, with the minor revisions of button placement as well as a new wireless smartphone charging pad and larger cup holders.

Pricing for the GV80 Coupe is yet to be announced but is expected to be $120-130k, a premium over the GV80 wagon currently priced between $105-110k.

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Isuzu D-Max and MU-X facelift

The perennial top 10 best-selling Isuzu D-Max – the sixth most-popular car in Australia in March – scores a fresh look and more tech, while April brings a second engine choice for its MU-X SUV stablemate.

The mid-life facelift for both cars includes a new grille and lower bumper designs, new wheel designs and LED taillights.

New ventilated front seats, paddle shifters and a 7.0-inch semi-digital instrument cluster are joined by USB-C ports instead of USB-A and updated infotainment software.

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The D-Max also scores a ‘rough terrain mode’ already seen in the MU-X, which gets a 1.9L four-cylinder turbo-diesel variant starting at $47,400 plus-on road costs.

The new engine makes 110kW/350Nm, has a 3000kg braked tow-rating and is available in 4×2 and 4×4 to give MU-X buyers a more affordable and more fuel-efficient option below the existing 140kW/450Nm 3.0L four.

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2024 Kia Sportage Hybrid

If you’re in the market for a Toyota RAV4, Kia wants you to sample its new Sportage Hybrid – and expects significant take-up for the two hybrid choices being added to the Sportage line-up.

The SX Hybrid FWD (front-wheel drive) is $45,950 before on-road costs – an $8400 premium over the 2.0L petrol SX Sportage – but can match the 1650kg towing capacity of its petrol equivalent.

It uses a 1.6L four-cylinder turbo-petrol engine and a single electric motor – which is charged by the engine and regenerative braking, so does not need to be plugged in – for a total 169kW/350Nm output.

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Standard kit includes 18-inch wheels, sat-nav and rear-view camera with parking guides.

The GT-Line Hybrid FWD adds a larger, curved instrument display, leather upholstery and panoramic sunroof as part of its $55,420 list price – the highest ask for a Sportage to date.

We’ve driven the new Sportage so stay tuned for a full rundown and review.

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Nissan X-Trail N-Trek Edition

The new Nissan X-Trail N-Trek edition joins the 2024 line-up and brings an off-road focus to take on the Toyota RAV4 Edge.

The N-Trek sits between the ST-L and the Ti in the X-Trail line-up and uses the 135kW/244Nm 2.5L naturally-aspirated four-cylinder petrol engine and CVT automatic.

It comes in two guises: the $47,290 five-seat front-wheel drive, and the $50,390 seven-seat all-wheel drive N-Trek which manages to undercut the five-seat X-Trail Ti by $100 while offering more equipment.

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Visually distinguished by a blackened front grille and detailing, unique front bumper and N-Trek specific 18-inch alloys, the off-road X-Trail can also be had with an optional two-tone black roof colour scheme.

The cabin brings water-resistant synthetic seat coverings, the 12.3-inch infotainment screen and colour head-up display, with the same tech as the ST-L – meaning 360-degree camera, keyless entry and push-button start and key active safety equipment.

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Peugeot 408 GT Fastback

Peugeot’s plug-in hybrid crossover is due to land in April – after several delays – offered in a single GT Fastback variant priced at $67,990 plus on-road costs.

Well equipped with wild-looking 20-inch alloys, LED Matrix headlights, keyless entry, digital instruments and wireless Apple CarPlay/Android Auto compatibility.

Well equipped with wild-looking 20-inch alloys, LED Matrix headlights and wireless Apple CarPlay/Android Auto compatibility, the 408 is a natural rival to the Cupra Formentor VZe PHEV.

Both offer a similar electric driving range (50km), the 408 using a 1.6L turbo petrol engine and single electric motor powertrain delivering 165kW/360Nm.

The 408’s 12.4kWh lithium-ion battery takes 3.5 hours to fully charge using three-phase power wallbox – or six hours via a conventional domestic power outlet.

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Toyota Yaris

Toyota’s smallest passenger car is now on sale for less than $30k before on-road costs, with the return of Ascent Sport hybrid kicking off the line-up from $28,990.

It sits below the more expensive SX hybrid and ZR hybrid Yaris models – $31,960 and $34,530 respectively – which receive updated tech including a lager 8.0-inch touchscreen with updated software and wireless Apple CarPlay and Android Auto connectivity.

The SX and ZR also score a larger 7.0-inch instrument cluster- previously 4.0-inches – and low-speed emergency braking in forward and reverse, with the ZR offering safe exit assist designed to prevent ‘dooring’ other road users.

The Toyota GR Yaris hatch is set for an update of its own later in 2024.

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2024 Volvo XC60 Black Edition hybrid and Volvo S60 Black Edition hybrid

The Volvo XC60 Recharge Black Edition brings a sinister look the Swedish brand’s mid-size SUV – but the big news is the return of the T8 hybrid powertrain to the S60 sedan.

The S60 was reduced to a single mild-hybrid model in 2021, but the Black Edition Recharge marks the comeback of the 335kW/709Nm ‘Ultimate T8’ powertrain to the sedan making it more than a cosmetic treatment.

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The twin-turbo four cylinder and pair of electric motors give the S60 Black Edition a 4.5-second 0-100km/h claim with up to 90km of electric driving; the same powertrain gives the XC60 Black Edition figures of 4.8 seconds and 76km.

There’s also gloss black wheels, grilled treatment and window surrounds carried into the interior to go with the high-spec levels of the flagship T8 versions on which both Black Editions are based.

Only 150 XC60 Black Editions – at $103,000 each – will land in Australia, with the $84,990 S60 Black Edition limited to 65 cars.

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