2023 Mazda CX-60 long-term review

JUMP AHEAD

• Welcome
• Update 1: Hello hybrid
• Update 2: Petrol power + farewell

1

Welcome

Model: Mazda CX-60 D50E GT Vision Price as tested: $71,800 + on-road costs This month: 733km @ 6.4L/100km

There’s a lot riding on the Mazda CX-60’s broad, chiselled shoulders. As the debut model built off the Japanese brand’s much-hyped Large Platform, it feels like Mazda’s first proper shot at fulfilling its promise to “go premium”.

It’s also our first taste of Mazda’s new engine line-up, the CX-60 introducing three fresh powerplants under its long nose: A pair of 3.3-litre inline six-cylinder turbos (one petrol, one diesel) and the brand’s first plug-in hybrid, which combines Mazda’s existing 2.5-litre petrol with a 17.8kWh battery and single e-motor.

But here’s the thing; when we drove the CX-60 for the first time at the local launch, we were a little underwhelmed. The engines were impressive and the cabin felt luxurious, but the CX-60’s sense of ‘premiumness’ was let down by suspension that was too firm and a gearbox that was jerky and cumbersome.

1

It felt uncharacteristically underdone by Mazda standards and that raised more questions than answers.

Which is exactly why we wanted to add a CX-60 to our long-term test fleet. Over the next three months, we’re going to test all three engines and also sample two of the three available trim grades as we look to get further under the CX-60’s skin.

School runs, weekends away, fast country-road blasts and inner-city driving are all part of the plan to better understand the CX-60’s strengths and weaknesses. First up is the mid-spec CX-60 GT with the 3.3-litre diesel. It’s fitted with the optional $2000 Vision Pack which takes its RRP to $71,800 before on-road costs. Here’s how month one played out.

1

Day 1

Collection day from Mazda HQ and first impressions are overwhelmingly positive. Mazda’s mid-size flagship looks great, which is a big relief. In pictures, the CX-60 can look a touch slab-sided and blocky – I’ll admit to having some reservations about the exterior design – but in the metal, it translates into a medium SUV that has real presence.

Great cabin, too. Our mid-spec GT tester has a slightly sombre colour scheme but its mix of black leather and dark plastics still feels premium and everything is tightly screwed together.

And the fundamentals are all there: a sporty ‘legs out’ driving position, comfy seats, decent storage and an elegant, leather-trimmed steering wheel.

It also feels impressively well-equipped for a mid-spec model. There are heated leather seats, a heated steering wheel, a panoramic sunroof and wireless phone charging. The tech on offer is impressive, too.

1

The digital dial cluster and head-up display are both clear and adorned with elegant fonts (BMW could learn a thing or two from the simplicity on display here) and the 12.3-inch centre screen is Mazda’s biggest yet.

But the absolute best thing about the CX-60’s cabin? How simple it is to use. There are buttons for all the key controls, the ergonomics are bang on, and the design is restrained and tastefully done.

Is it Mazda’s best cabin yet? Absolutely. Does it feel comfortable and premium? Yes on both fronts.

1

Day 7

We’ve hit a few speed bumps, folks. Given the CX-60 focuses on luxury and Mazda’s desire to go premium, I was expecting the CX-60’s suspension to be soft and pillowy.

But the opposite is true – it’s surprisingly taut and sporty. GT models and above ride on 20-inch alloys (the base Evolve has smaller 18s) and the ride quality is overly firm in everyday driving. It even verges on harsh over really rough roads, which is a shock given Mazda typically nails the compromise between sporty handling and everyday comfort.

A bigger issue, however, is the transmission. The eight-speed unit was developed in-house by Mazda and it’s unpleasantly clunky and jerky at low speed. The shift logic feels at odds with the torquey diesel, too.

Rather than surfing the torque in stop-start traffic and holding the same gear as you blend in the throttle, the auto is overly keen to kick down, which makes the CX-60 feel cumbersome rather than effortless. It’s a ’box that rarely feels like it’s in the right gear at the right time, meaning it’s easy to ‘catch it by surprise’ and then be forced to wait as it shifts down a cog.

1

Some odd noises have also started to appear. There’s a pronounced grinding from the drivetrain at low speed when you lift off the throttle, almost like the clutch is partially engaged or a bearing is scraping.

And I’ve noticed a peculiarity about the diesel’s soundtrack. Most of the time the big 3.3-litre diesel sounds impressively tough – fake noise is played through the speakers to give it a deep, almost V8-like soundtrack – but on start-up it takes a few seconds for the augmented noise to begin.

So you get a burst of genuine diesel sound before the deeper, more pronounced fake noise starts, which spoils the illusion a little.

3

Day 14

Time to stretch the CX-60’s legs. We have a family holiday planned by the seaside, which should provide the perfect opportunity to test the Mazda’s open-road behaviour.

But first, the boot. We’re only a family of three but we don’t pack light. Multiple suitcases, a high chair, a travel cot and enough kids’ toys to entertain a small city are all crammed into the CX-60’s rear end and it all fits comfortably.

Officially the CX-60 offers 570 litres of luggage capacity behind the rear seats, which puts it on par with a Toyota RAV4 and Nissan X-Trail but miles ahead of other mid-size rivals like a Honda ZR-V (380L) and even the Mazda CX-5 (438L).

The driving experience also improves away from the city. This is a great engine. The 3.3-litre turbo-diesel is entirely new and it feels modern, powerful and responsive.

With 187kW/550Nm on tap and a 48-volt mild hybrid subsystem, there’s ample performance to execute easy overtakes and it’s impressively quiet at a cruise.

1

The whole car is, actually, with only some distant tyre roar on coarse chip surfaces spoiling the cabin’s serene sense of calm.

It’s surprisingly engaging to drive on twisty roads, too. Body roll is nicely contained and the steering is meatily weighted, which combines with the grunty engine to make the CX-60 a fun SUV to pedal quickly.

But is that the right focus for a family car? I’d happily give up some of that handling nous for some extra ride comfort…

No complaints about the rear seat. There’s ample room for adults to sit behind one another, there are dedicated rear air vents, tri-zone climate control and the backrest folds 40:20:40.

1

Day 21

After 700km or so, the CX-60 needs a drink. I’ll admit to some concerns here. At 1990kg, the CX-60 is no lightweight, and the 3.3L diesel is a big engine by modern standards so it could be thirsty.

Clearly, I worry too much. With the tank brimmed, the Mazda swallows 47L of diesel to return a real-world economy figure of 6.4L/100km. Given it took in a fairly even mix of urban and freeway driving, that’s impressively frugal.

1

Day 30

It’s swap day, which means the 3.3L diesel is heading back to Mazda and will be replaced with the plug-in hybrid. The drive back to Mazda’s HQ gives me time to reflect on how CJU123 has stacked up. The bones are good, there’s no doubt about that.

The exterior design is sharp, the cabin is nicely executed and the diesel is a highlight. Kudos, too, for Mazda’s sheer ambition in building a brand new platform, its own gearbox and three fresh powertrains. But for all the core goodness, the diesel CX-60 lacks some finesse.

Its transmission is the weakest link, followed by the overly firm ride, though both of these issues should be able to be ironed out come facelift time. It’s also possible the PHEV’s injection of some instant, low-down electric assistance could help soothe the CX-60’s low-speed jerkiness. Tune in next month to find out.

Back to top

1

PART 2

Alex Inwood

Goodbye diesel and hello hybrid as Inwood slips into Mazda’s first-ever plug-in

• Model: Mazda CX-60 P50E GT Vision
• Price as tested: $82,900
• This month: 554km @ 6.5L/100km

Let’s face it, Mazda hasn’t exactly been a trail-blazing pioneer when it comes to electrification.

Where rival brands like Hyundai, Kia and Toyota have all forged ahead with multiple hybrid and fully electric models, Mazda has been slower to dive head first into the world of excited electrons.

And that’s entirely understandable. Aussies tend to have a warped view of Mazda simply because it’s so successful here. Thanks to a hard won reputation for excellent customer service and for making cars that are reliable and fun to drive, Mazda is a sales juggernaut Down Under and has long been our country’s second-best selling brand.

1

Globally, however, it’s a much smaller player. Crunch the number for 2022 and Mazda doesn’t even scrape into the top 15 for worldwide sales.

And unlike lots of other brands, Mazda isn’t nestled within the secure bosom of a large parent company either, so every new model and every major investment has to be successful. The risks of a large money project failing don’t bear thinking about…

All of which makes the bright red SUV you see here fairly significant. This is the (deep breath) Mazda CX-60 P50E GT Vision and it’s the Japanese brand’s first ever plug-in hybrid. And boy, oh boy, does it make a strong first impression.

1

Given the ‘green’ fuel-saving image of hybrids, you might expect the CX-60 PHEV to be the least powerful and performance focused of the range but actually the opposite is true.

Run an eye over the CX-60 spec sheet and you’ll see the PHEV version churns out 241kW and 500Nm. That makes this one of the most powerful vehicles Mazda has ever made. And despite weighing a porky 2139kg (+150kg compared to a diesel CX-60) if you flatten the throttle you’ll rocket from 0-100km/h in 5.8 seconds. That’s hot hatch fast.

Be gentler with your right hoof and EV mode will also provide 76km of electric-only range, which is decent although about par for the course for PHEVs these days. A Mitsubishi Outlander PHEV, for example, offers 84km of EV range.

1

So far, so good then, but how does the PHEV compare to the diesel-powered CX-60 we ran in these pages last month?

The comparison is intriguing given both cars are exactly the same trim level — mid-tier GT with the optional $2000 Vision pack — meaning the only difference between them is the exterior colour and the powertrain. And sadly for the PHEV, it’s the diesel that’s the clear pick of the two…

The CX-60 PHEV combines Mazda’s existing 2.5-litre petrol engine with a single electric motor that’s fed by a 17.8kWh battery pack. The e-motor is wedged between the engine and eight-speed gearbox and even in EV mode, the CX-60 is all-wheel drive.

1

On its own, the electric motor makes 100kW/270Nm which is enough to propel the CX-60 about in fuel-saving silence. You’ll be lucky to make it the full 76km, however.

Like most cars, the CX-60’s official consumption figures are fairly optimistic. The battery’s claimed electrical consumption is 14.8kWh/100km but our average was just over 20kWh.

It’s the same story for fuel efficiency. Like all PHEVs, the CX-60’s official combined figure is unrealistically low at 2.1L/100km. Our fuel reading saw the PHEV drink 6.5L/100km, which is actually fractionally more than the 6.4L we used in the diesel.

1

And while it’s undoubtedly quick, you need to engage Sport mode for the PHEV to feel properly muscular.

And in terms of drivability and performance, the PHEV has some issues. I’d been hoping that the injection of the e-motor’s instant, low-down torque would help to iron out the loow-speed jerkiness and hesitation we encountered in the diesel CX-60 but sadly the same issues remain. If anything, they’re actually more pronounced, thanks to the occasional clumsy handover between electric-and-petrol propulsion.

And while it’s undoubtedly quick, you need to engage Sport mode for the PHEV to feel properly muscular. The petrol hybrid also lacks the refinement and smoothness of the 3.3L turbo diesel. The oiler sounds better, too, and is better at executing effortless overtakes on the open road.

All of which makes the PHEV’s price premium a difficult pill to swallow. Spec-for-spec, the PHEV is $10,941 pricier than an equivalent diesel. We know which one we’d pick…

Back to top

PART 3

Alex Inwood

Flagship petrol brings some luxe appeal; gearbox and ride issues remain

• Model: Mazda CX-50 G40e Asami SP
• Price as tested: $75,750 + on-road costs
• This month: 437km @ 10.7L/100km

1

“Gee whizz, this is F-L-A-S-H!” She doesn’t know it but my friend, who is now gazing around the tan-trimmed cabin in disbelief — “Are you sure this is a Mazda?” — has just perfectly encapsulated what the CX-60 is hoping to achieve.

1

A premium push has been on Mazda’s radar for years and this kind of reaction, where buyers start to compare a humble Mazda with richer rivals from Volvo, Volkswagen and even BMW and Mercedes, is exactly what CX-60 was designed to do.

So why has it been elusive, until now? This is the third CX-60 to join the Wheels garage (our grand plan was to try a different engine and trim level each month) and while the previous examples have looked smart and felt solidly screwed together, none have elicited such a glowing response from family and friends.

1

Most of that is down to this CX-60’s spec. So far we’ve run mid-tier model grades but this example is the flagship G40e Azami and it brings a welcome dose of glitz and glamour.

On top of the already well-specced GT model, the Azami adds a different design for the 20-inch alloys and front grille, adaptive LED headlights, nappa leather seats, ventilated front seats, a 360 surround view camera, a frameless rear-view mirror and front cross-traffic alert.

1

This particular car also carries the optional SP package which, for an additional $2000 dollar-bucks, adds black metallic alloys, gloss black exterior detailing and trims the seats, dash and steering wheel in tan nappa leather.

It’s a tasteful tan, too — more Ferrari-esque than the orange-hued tan leather you get in a Mitsubishi Outlander — and it’s a big part of what elevates this CX-60’s cabin from “Oh this is nice” to “blimey, this is fancy!”. The perforated backrest inserts are even diamond stitched and the overall result is a cabin that fully delivers on its promise to look and feel premium.

4

Naturally, though, you have to pay for the privilege. With the optional SP pack included, this Platinum Quartz CX-60 will set you back $75,750 of your hard-earned, before on-road costs. We’re firmly entering premium territory, then, and for the same money you could score an AWD Volvo XC60. A base model BMW X3 isn’t that far away, either…

Neither of these rivals have a thumping great six-cylinder engine, mind. We’ve already sampled the CX-60’s diesel and plug-in hybrid powertrains and this month we’re switching to the 3.3-litre turbo petrol. Of all the donks, this is the one I’m most excited about. Like the similarly sized diesel, the 3.3L petrol is all-new and arranges its cylinders in a straight line rather than a Vee for the promise of greater smoothness and, hopefully, a more evocative sound.

4

Outputs sit at a healthy 209kW/450Nm, and Mazda claims the new donk is gutsy enough to propel the 1950kg petrol CX-60 from 0-100kmh in 6.9 seconds.

It’s a good engine, no doubt, and we’ll applaud any company still willing to invest in an entirely new combustion architecture in 2024, but the 3.3L petrol falls short of being great. Weirdly, it sounds more like a V6 and while it is responsive and quick, it’s not as eager or as effortless as the torquier 3.3L diesel, especially around town.

By modern standards, it’s a bit of a drinker too. Both 3.3L units are mild-hybrids but the petrol drank 10.7L/100km over a mix of urban and highway driving, which is well up on the 6.4L we saw in the diesel. That’s a 67.2% increase for any maths nerds out there.

2

So what have we learned over the last three months? Well for a CX-60 to feel properly posh, we now know you need a flagship Azami and either the optional SP or Takuma packages. Both packs are $2000 and are a must if you want a cabin that feels a step above Mazda’s usual (admittedly excellent) interiors.

We’d also tip the diesel as the best engine on offer, with the 3.3L petrol a close second and the clumsy and expensive — but fast — plug-in hybrid the least easy to recommend.

2

The bigger thing for Mazda to focus on, however, is how the CX-60 rides. All three of the cars we tested felt too firmly sprung, especially over potholes/speed bumps and on poorly maintained country roads.

On this front, though, we have good news: Mazda has listened to customer feedback and is now offering buyers the chance to fit different rear dampers free of charge. We’re yet to try the revised set-up, though applaud Mazda for offering a fix. Here’s hoping adaptive dampers are on the agenda come facelift time, which should go even further to delivering a more suitable ride.

2

Mazda is also offering a fix of sorts for our other primary CX-60 criticism: its jerky and laggy eight-speed automatic. An update to the powertrain control module is designed to iron out the gearbox’s issues, which are most obvious at low speed and can make the CX-60 feel dim-witted.

Again, we’re yet to try to an updated CX-60, but if Mazda can improve the ride and gearbox, there’s a great family SUV here just waiting to emerge. Until then, the CX-60 isn’t so much a genuine rival to the established premium players as a foreshadowing of what’s possible.

It’s handsome, spacious, well equipped and, providing you can stretch for an Azami, genuinely luxurious. It just needs some finesse, which Mazda is already injecting.

A recent trend on social media has nostalgically transported me back to my childhood, a time when I was convinced that turning on the interior lights of a car was akin to breaking the law. It turns out after asking around, that I wasn’t alone in this belief.

Lately, a wave of TikTok videos has been spotlighting this misconception for the new generation as well.

@daliaelichavez They acted like the police were on their way dude????? #fyp #comedy #childhood #parents #relatable #foryou ♬ original sound – Chevy2funnyy

These videos evoke memories of my own experiences, like the times my father would descend into a frenzy whenever I flicked on the cabin lights to shed some light on my copy of “Twilight,” a book I deemed essential reading during our drives to camping trips.

As we mature and begin to scrutinise the tales of our youth — pondering whether our beloved dog truly was sent to a farm upon losing his sight, or if flipping on the car’s interior lights while driving was genuinely against the law — we can shed light on one of those mysteries. Regrettably, I must be the bearer of sobering news regarding the other: your dog, indeed, passed away.

1

Is it illegal to drive with interior lights on at night?

Having the interior car lights on while driving is not, in itself, illegal. However, as with many aspects of driving, the situation isn’t entirely black or white.

There are nuances to using car lights that could, in certain scenarios, lead to you being pulled over by law enforcement.

Because, in fact, the laws in question pertain to driving while distracted or without a clear view.

1

It’s also important to recognise that not all interior lights have the same impact.

The smaller, less intrusive lights known as “map lights,” typically don’t illuminate the car’s interior significantly. These are usually the ones found on or near the sun visor, used to illuminate objects nearby like, well, a map. These lights have a subdued glow that is unlikely to cause issues.

The main overhead light, sometimes known as a dome light — the one that automatically turns on when a door is opened — can create problems. Its brighter illumination can cause a glare effect on the windshield, potentially obstructing the driver’s vision. This is where the legal grey areas emerge.

Visibility is obviously key to safe driving, and anything that compromises a driver’s ability to see clearly is a concern for law enforcement.

1

If a police officer observes your vehicle lit up brightly enough and believes that it compromises your visibility or control, you could be pulled over.

Thus, you could indeed be ticketed for distracted driving or for driving with an obscured vision, based on the judgment of the officer who spots you.

To sum it up, while flipping on the interior light for a quick check — perhaps to confirm you’ve picked up the right book in the Twilight series is generally fine — it’s best to avoid using interior lights while the vehicle is in motion.

It’s not just about avoiding fines; it’s about maintaining optimal visibility and safety. So, while it might not be the crime of the century our parents led us to believe, it’s still a practice best avoided.

The current shape Dodge Durango made its overseas debut in 2011 and has sold steadily since – usually around 50,000-70,000 units per year, with US sales peaking in 2023 at 69,196.

The recent United Auto Workers (tentative) agreement with Stellantis reveals that the current Durango will be replaced in 2026 with an all-new model.

1

The 2026 Durango will use Stellantis’ unibody STLA Large architecture, like the next Dodge Charger, with ICE and BEV powertrain options.

As for how it might look, our mate Theottle has prepared renders showing how an STLA-based next-generation Durango might take some cues from an old friend in the family.

MoparInsiders.com reported back in July 2023 that a Durango replacement tentatively named the ‘Stealth’ was previewed at the Stellantis Dealer Business Meeting.

It provided three rows of seating, like the Durango, with a sportier and more streamlined look than the current Durango.

1

‘Stealth’ is unlikely to be used for the Durango replacement, as Chrysler Group has a history of using different names to gauge feedback from its dealer body, according to Mopar Insiders.

The Durango brand has built strong recognition over 25 years and it’s likely the name will continue with the new generation of ICE/BEV vehicles.

The switch from body-on-frame to unibody construction and optional BEV drivetrains isn’t the only major change for the next-generation.

Hemi engines are being phased out from 2024 to reduce corporate emissions, although they’ll still be available in the heavy duty range for the foreseeable future.

They’ll be replaced in the Durango and other passenger vehicles by the twin-turbo Hurricane 6 engines, projected to deliver over 375kW in performance models.

1

BEVs using the STLA Large architecture will be available with the option of 400-volt and 800-volt electrical architectures.

Batteries in high-performance versions will feature high-energy-density nickel cobalt aluminium chemistry, packaged into prismatic cell structures and distributed across in-series modules.

With batteries of up to 100kWh, these high performance BEVs will be capable of delivering 500kW+ (“initial peak” power of 550kW) and a driving range of up to 800km.

1

Three years after its global debut, Kia’s EV6 electric crossover will soon undergo a mid-life facelift, with the restyled and refreshed model set to be revealed later this year.

Speaking exclusively to Wheels at the forthcoming EV5’s local reveal, Kia Australia’s product planning boss Roland Rivero said he expects the restyled and updated EV6 to appear “very very late this year” – around six months after a similar refresh is debuted on its Hyundai Ioniq 5 EV cousin.

“It pretty much retains the [existing overall] design, [but there will be] some enhancements to the headlights to incorporate the [latest Kia] design language.

1

1

“The original design was pretty cool but it will incorporate new touches – to give you some idea, maybe look at the new K4, how it has that ‘star map’ DRL [front lighting] that drops down. It has those kinds of elements being applied,” Rivero said.

“[Yet] it’s still very distinctively EV6, and still more passenger-car-like in its execution than an SUV.”

Like the MY25 Ioniq 5, the 2025 EV6 will feature refreshed styling with expected updates such as new alloy wheel designs, as well as a larger 84kWh battery in lieu of the existing 77.4kWh unit in the upper-spec EV6 GT-Line RWD and AWD variants.

Given the excellence of the Australian EV6’s suspension tune, there isn’t really a need for improvements in this area

No range claims have been quoted for any Hyundai–Kia EV with this larger battery, but you can expect the MY25 EV6 to improve upon the already-decent WLTP figures of 484km for the GT-Line AWD and 504km for the GT-Line rear-wheel drive with the 77.4kWh battery.

Again like the updated Ioniq 5, the facelifted EV6 will at last be capable of over-the-air (OTA) software updates and is expected to feature similar additional active safety features, enhanced interior finishes and upholstery, revised switchgear, latest-generation multimedia technology and enhanced standard equipment.

Given the excellence of the Australian EV6’s suspension tune, there isn’t really a need for improvements in this area, though the MY25 Ioniq 5 gains a strengthened body structure for improved ride and refinement, so the updated EV6 is likely to follow suit.

There’s also a chance the MY25 EV6 range may gain an additional trim level, given the Air, Earth and GT-Line variants offered in the seven-seat EV9 large SUV and forthcoming five-seat EV5 medium SUV.

This would allow the GT-Line to be moved further upmarket in its luxe interior presentation – further separating it from the EV5 GT-Line – while creating space for an EV6 Earth variant.

A prototype of the updated EV6 has just been photographed cold-weather testing in Sweden – its new vertical LED headlights clearly visible beneath its camouflage – while a prototype of the 2025 EV6 GT has also been spotted in recent weeks.

1

Globally, the EV6 has been a resounding success for Kia – particularly in Europe.

In 2023, European EV6 sales totalled 36,087 units while global 2023 sales achieved a new record of 96,092 units – up from 83,411 units in 2022 and 29,512 units in 2021.

In Australia, the EV6 managed 1831 sales in 2023 and 564 sales in 2022. But in the first quarter of 2024, EV6 sales were up 270 percent compared to the same period in ’23, hitting 589 sales.

April 2024: Price changes

The Model Y has been given a significant price cut, allowing it to keep a competitive edge against a growing number of rivals.

There are no mechanical changes, missing out on the faster acceleration and quicker battery charging given to the Chinese-market Model Y last year.

The minor update adds dark wheel covers as standard for the Model Y’s 19-inch wheels, and three new exterior paint options: Stealth Grey ($2300 extra), Quicksilver and Ultra Red (both $2600 more), with Midnight silver metallic and red multi-coat colours dropped.

This story has been updated to reflect the latest price changes.

2024 Tesla Model Y review

The Tesla Model Y is a medium electric SUV with a practical boot and frunk, minimalist interior, and efficient design.

It was launched in mid-2022 in Australia, but has been available globally since 2020.

The popular Model Y SUV is offered in three variants, with a mid Long Range variant joining the local line-up in April 2023. It is based on the smaller Model 3 sedan.

JUMP AHEAD

• Pricing
• What body styles are available for the Model Y?
• What features are standard in every Model Y?
• What key features do I get if I spend more?
• How safe is the Tesla Model Y?
• How comfortable and practical is the Model Y?
• How much boot space does the Model Y offer?
• I like driving, will I enjoy this car?
• Which version of the Model Y provides the longest range?
• What is the Model Y’s towing capacity?
• How long is the warranty & what are the Model Y servicing costs?
• Which version of the Model Y does Wheels recommend?
• What are the Tesla Model Y key rivals?

1

Pricing

What body styles are available for the Tesla Model Y?

Five-door, five-seater SUV only. It is classed as a medium SUV.

The seven-seater option sold in the US remains unavailable for Australia.

1

What features are standard in every Tesla Model Y?

The base Tesla Model Y comes with most features as standard, with a single rear-mounted electric motor and a 57.5kWh usable lithium-iron-phosphate (LFP) battery (according to EV Database). It includes:

1

What key features do I get if I spend more?

Opting for the Long Range gains a larger 75kWh usable nickel-manganese-cobalt (NMC) battery (according to EV Database) and dual electric motors for grippier all-wheel drive traction, plus:

1

Stepping up to the most expensive Performance version adds a more potent dual-motor tune. Other additions include:

1

1

How safe is the Tesla Model Y?

The Tesla Model Y obtained the full five-star safety rating by the Australasian New Car Assessment Program (ANCAP) under the 2022 testing criteria.

It achieved high scores including; 97 per cent adult occupant protection, 89 per cent child occupant protection, 82 per cent vulnerable road user protection, and 98 per cent for safety assist systems.

The electric SUV adopts a camera-only safety assist setup. It comes with as standard; front auto emergency braking with car/pedestrian/cyclist/junction detection, lane-centring and lane-keep assist, blind-spot monitoring, and adaptive cruise control.

A reversing camera and blind-spot view cameras come as standard.

1

How comfortable and practical is the Tesla Model Y?

The Model Y medium SUV features an animal-free material black with wood trim interior as standard, with an all-white cabin available as a $1500 option.

There’s little to distinguish between a Model 3 and Model Y cabin in design, but the SUV offers significantly more space – notably in headroom and rear-seat room, taking advantage of its higher roofline and longer body.

In our experience, we’ve found the black-vinyl seats – standard even on the most expensive Performance model – to be sweaty on hot days. Keeping the cabin cool on warm days isn’t helped by the fixed full-length sunroof.

1

While there’s a relaxing suppleness to the front seats, more side and shoulder support would be welcome. This is more of an issue when going around corners.

The Y gains recline functionality for its rear seats, if limited to two positions.

A flat cabin floor helps make life more comfortable for the middle-rear passenger.

1

The rear bench features two ISOFIX child seat anchor points in outboard seats and three top-tether points.

The Model Y’s dual-zone climate control is powered by ‘invisible’ air vents across the front dashboard, while rear passengers also have centre console vents.

The company’s Cabin Overheat Protection function automatically turns on the climate control to cool down the interior when it is above 40-degrees Celsius, but doesn’t operate when the EV is below 20 per cent battery.

It also benefits from ‘Keep Climate On’, camp mode and dog mode that keep the air-conditioning system running while the vehicle is stationary and locked.

A seven-seater version of the Model Y isn’t available in Australia, though US reviews suggest the two third-row seats are all but unusable.

1

How much boot space does the Tesla Model Y offer?

The Tesla Model Y SUV boasts a 854-litre boot (including the underfloor well), which expands to 2158 litres when the 40:20:40-split rear seats are folded down.

However, it’s worth noting the former number is larger since it’s measured up to the roof – instead of the more common VDA (Verband der Automobilindustrie) standard used by other rivals that measures up to the second-row seatback level only.

1

The tailgate is electrically opening/closing, but doesn’t have a hands-free function. The boot also doesn’t include a cargo cover.

The boot aperture is much larger than the 3 sedan’s, making it easier to fit bulkier items into the Y.

Additionally, there’s a 117-litre frunk storage space under the bonnet – significantly more space than that offered by some rivals that also use the area where an engine would normally sit.

1

I like driving, will I enjoy this car?

There’s plenty of satisfaction to be derived from how the Tesla Model Y provides smooth driveability regardless of how many electric motors it’s powered by.

Even if you’ve never driven an electric car before, the ability to largely drive the SUV with just the accelerator pedal – where you can slow the car gradually to a standstill just by lifting off the throttle – quickly becomes intuitive.

Satisfyingly strong acceleration is provided by the single-motor RWD, which has a claimed 0-100km/h time of 6.9 seconds.

1

Performance steps up with dual-motor, all-wheel-drive models: the Model Y Long Range reaches triple figures in 5.0 seconds, while the Performance takes just 3.7 seconds.

There’s impressive traction in all models courtesy of clever electronics and grippy Michelin or Pirelli sports tyres that are standard from base model upwards.

The rest of the Model Y driving experience is less positive. Riding on larger wheels than the Model 3 exacerbates the busy ride of the sedan. The SUV struggles to a greater extent to absorb bumps, while the Y’s suspension is noisier again than the 3’s underpinnings.

1

And while quick steering works well on the Model 3 with its lower centre of gravity, it’s less welcome with the tall-bodied Y that exhibits inferior lateral body control to the sedan and generally feels less composed in corners.

Ironically, the Model Y Performance features what Tesla calls a “Comfort’ suspension tune, which slightly improves ride smoothness but still leaves a lot of room for improvement.

Choose a Kia EV6 if you want a midsized SUV that is more comfortable and interesting to drive, or a Polestar 2 if an SUV body style isn’t non-negotiable.

1

Which version of the Tesla Model Y provides the longest range?

As its name suggests, the mid-pack Tesla Model Y Long Range offers the best driving range in the line-up, with 533 kilometres claimed on the WLTP combined test. It consumes a claimed 14.1kWh/100km of energy.

However, it’s worth noting that Tesla recommends charging the Long Range and Performance NMC battery to 90 per cent to maintain good health, whereas the RWD’s LFP pack can be regularly charged to 100 per cent.

The base Model Y RWD is $9400 cheaper than the Long Range and features 455 kilometres of claimed WLTP range from a 15.7kWh/100km energy consumption.

Meanwhile, the flagship Model Y Performance has 514 kilometres of claimed WLTP range and 17.1kWh/100km energy efficiency.

1

What is the Tesla Model Y’s towing capacity?

The Tesla Model Y electric car has a 1600kg braked or 750kg unbraked towing capacity.

The company offers a tow package accessory for $1970, which includes a steel tow bar, trailer harness and tow mode software.

Meanwhile, Tesla also sells a roof rack priced at $770 and is capable of carrying a of 74kg load.

The Model Y RWD has a maximum payload of 640kg, Long Range at 539kg, and Performance at 637kg.

1

How long is the warranty and what are the Tesla Model Y’s servicing costs?

The Tesla Model Y comes with a shorter four-year/80,000km vehicle warranty. The touchscreen and media control unit are covered for two-years/40,000km.

Additionally, the entry-level Model Y RWD has an eight-year/160,000km battery and drive unit warranty, whereas the Long Range and Performance variants are backed for eight-years/192,000km.

Tesla promises all Model Ys will retain at least 70 per cent of its battery health in the pack’s warranty coverage period.

The carmaker uses a condition-based servicing scheme, where the vehicle’s sensors will detect whether specific parts need maintenance based on usage and notifies the owner via the touchscreen or mobile app to book a checkup.

It also recommends a range of routine maintenance tasks listed here [↗].

1

Which version of the Tesla Model Y does Wheels recommend?

We would opt for the entry-level Model Y – simply because it offers the best all-round value (just as is the case with the Model 3 range).

There’s not a huge difference in features between the RWD, Long Range and Performance; they’re essentially separated by the size of their batteries and electric-motor count.

Fingers crossed the RWD also adopts the Comfort suspension soon for some ride improvement, but otherwise its single motor provides ample performance and you still get all the practicality goodness of this cleverly packaged SUV.

1

What are the Tesla Model Y’s key rivals?

The popular Tesla Model Y competes in a highly contested medium electric SUV segment, including high-performance EVs at the top-end. Key rivals include:

• Hyundai Ioniq 5
• Kia EV6
• Ford Mustang Mach-E
• Toyota BZ4x
• Volvo XC40 Recharge
• Mercedes-Benz EQB

The 2024 Toyota Kluger is now up to $2630 more expensive following a recent price rise across the entire model line-up.

Nearly every variant in the nine-strong model range has gone up by $2630, except for the Grande FWD which has risen by $2623, with Toyota blaming inflation and higher production costs as the reasons behind the price adjustment. See the table below for updated pricing on each variant.

Despite the price bump, there are no changes to the Kluger’s features or standard specifications for 2024, and the structure of the model range also continues unchanged.

Three trim levels are offered (GX, GLX and Grande) and buyers have the choice of two powertrains: either a fresh 2.4-litre petrol turbo or a 2.5 petrol hybrid.

The 2.4-litre turbo petrol, which replaced the Kluger’s lusty and thirsty 3.5-litre V6 at the end of 2022, produces 198kW/420Nm and is available in both front- and all-wheel-drive guises. The Kluger hybrid is all-wheel drive only and has a combined system output of 184kW.

The price rises means the 2024 Toyota Kluger range now starts at $54,420 before on-road costs for the GX 2.4T FWD, while the flagship Grande hybrid is now the most expensive Kluger ever at $82,860 before on-roads.

1

As part of its previous update in 2023, the Kluger benefitted from Toyota’s latest infotainment software – as found in the Corolla Cross, and the latest RAV4 and Corolla.

It is matched to an 8.0-inch touchscreen in the entry-level GX, while the GXL and Grande adopt a larger 12.3-inch unit. The system supports wireless Apple CarPlay (but wired Android Auto), over-the-air software updates, and connected satellite navigation on select variants.

1

Toyota Connected Services is standard across the Kluger line-up, with a 12-month complimentary period before owners must choose between two monthly subscriptions to retain the service.

It features stolen vehicle tracking, remote engine start, SOS emergency calling, a vehicle locator, and the ‘Hey, Toyota’ voice assistant.

For a full run-down on the updated Toyota Connected Services, including every feature available and the cost of each monthly subscription, click on the read more link below.

1

The price rises for the Toyota Kluger – which is Australia’s most popular monocoque large SUV, and a rival to the Mazda CX-9, Hyundai Palisade and Nissan Pathfinder – came into effect in March 2024.

JUMP AHEAD

• Pricing
• Features
• Options
• Colours
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing
• Availability

1

2024 Toyota Kluger pricing

Prices exclude on-road costs.

Back to top.

1

2024 Toyota Kluger features

GX

GXL

Grande

Back to top.

1

Colours

Metallic paint incurs a $675 premium.

Back to top.

1

Engine, drivetrain, and fuel economy

Under the bonnet, the Toyota Kluger is available with a 2.4-litre four-cylinder turbocharged petrol engine, or a 2.5-litre petrol-electric hybrid.

The 2.4-litre engine, also found in the Lexus NX and Lexus RX, produces 198kW and 420Nm – down 20kW but up 70Nm over the previous 3.5-litre non-turbo V6.

It is matched with an eight-speed torque converter automatic transmission, with the availability of front-wheel drive or, for $4000 extra, all-wheel drive across the range.

Toyota says the four-cylinder engine consumes up to 0.4L less per 100 kilometres, while peak torque is delivered from 1700rpm – down from 3000rpm in the V6.

1

A hybrid option is available across the Kluger line-up, with standard all-wheel drive. It comprises a 2.5-litre naturally-aspirated petrol engine, an electric motor and a 1.5kWh lithium-ion battery, with a 184kW total system output.

All variants of the Toyota Kluger have a 2000-kilogram braked towing capacity.

2024 Toyota Kluger fuel economy

The turbocharged petrol engine supports 91RON unleaded petrol, while the hybrid requires 95RON premium unleaded or higher.

Back to top.

1

Safety

The Toyota Kluger is covered by a five-star ANCAP safety rating, based on testing conducted in 2021. This score applies to all variants.

It received a score of 90 per cent for adult occupant protection, 88 per cent for child occupant protection, 76 per cent for vulnerable road user protection, and 82 per cent for safety assist.

For the full report, click here.

Seven airbags (dual front, side, curtain, and driver’s knee) are fitted across the range.

Each variant includes the following active safety equipment as standard:

1

Back to top.

Dimensions

The Toyota Kluger has a 2850-millimetre wheelbase, and is 4966mm long, 1930mm wide and 1755mm tall.

2024 Toyota Kluger boot space

With the rear seats up, the Toyota Kluger has a 552-litre boot capacity.

Folding the second row increases luggage capacity to 1150 litres, while there’s 241L of storage with all seats in use.

Back to top.

1

Warranty and servicing

As per the wider Toyota range, the Kluger is covered by the brand’s five-year, unlimited-kilometre warranty.

Servicing for the Kluger is required every 12 months or 15,000 kilometres, whichever comes first.

Capped-price servicing is available for the first five years or 75,000 kilometres, priced at $215 a pop.

Back to top.

Availability

The 2024 Toyota Kluger is available to order now.

For information on Toyota’s wait times, click here.

Back to top.

Skoda Australia is coming into its biggest year ever for product launches, with plans to introduce an unprecedented number of updated and new-generation vehicles throughout 2024.

Skoda will finally join the EV race with the new Enyaq and Enyaq RS models in October, but the brand is yet to confirm its intentions with pricing and specifications for the much anticipated – and late to arrive – EV pairing. In theory, though, those models will line up against the Tesla Model Y, which now spans $63,500 to $82,900 plus on-road costs.

At the other end of the scale, Skoda will also finally add a new entry-grade version of the Fabia city car, which the brand describes as ‘actually more like a mid-spec’ – meaning you can expect it won’t slot in below $30,000 drive-away.

1

However, we’ve heard it will be ‘significantly’ more affordable than the Monte Carlo, which is $38,990 drive-away.

Above the Fabia in size but likely close on price will be the facelifted Scala hatchback, which is expected to retain a two-trim model range, but with modest price increases to support additional standard spec. The current Scala lines up at $33,990 for the 1.0-litre turbo three-cylinder 85TSI Ambition and $42,490 for the four-cylinder 1.5L 110TSI Signature spec.

Also coming is the revised Kamiq small SUV, the facelifted midsize Octavia liftback and wagon, and the vital all-new Kodiaq seven-seater SUV.

And before the new-gen Kodiaq arrives, there’s a value-packed Sportline Run-Out model for $56,590 drive-away, adding $5000 of additional equipment at no premium over the base model Style.

1

Skoda Australia managing director, Michael Irmer, said the brand’s second-half of 2024 will be significant for sales in the years to come, following a couple of years of unprecedented global setbacks.

“Obviously in 2021, the disruptions happened. Supply and the semiconductors, we then had to switch and pivot to vehicles with certain de-specification.

“Then we saw these massive cost inflations going through, and rippling through the whole industry, the energy prices, then the war in Europe started, and that drove our price levels up.

“And that basically has led many manufacturers to increase prices because the costs were starting to spiral out of control, and we are no different there, either.

1

“I think we’re now coming out of this phase of total distortion in the marketplace, and in the meantime the market has also changed quite a bit,” he said.

Mr Irmer forewarned that 2024, despite all the activity, could well be pretty lean in terms of sales figures, as most of the launches will be in the second half of the year.

“It’s towards the tail-end, mostly,” he said. “So you won’t see this affecting sales until next year for those cars.
 And the first facelift will come mid-year, but a facelift is not the same as a full-new car. The new cars are the ones in quarter four,” he said.

According to the brand, the rollout is as follows:

1

All the pricing and specs will be covered as the details for each of the new models are confirmed by the brand, and we can’t wait to see where the Enyaq EV models end up given the brand’s push to remain to be seen as an affordable brand from Europe.

“The world around us has changed as well,” Mr Irmer said. “The economic situation has changed, the supply shortage is gone, we can now equip the cars again the way we like it – we don’t need to constantly work around shortages of certain equipment levels. And we also don’t have this totally unprecedented shortage of production output anymore. So this is all gone.

“Skoda was always a brand with value and, a little bit also, the entry into the VW Group’s model portfolio. But in Australia, we’ve been experiencing … the brand has been able to establish itself differently based on what our mix of product was.”

It’s worth also keeping in mind that, unlike every other European brand on the market, Skoda Australia backs its vehicles with a standard seven-year, unlimited-kilometre warranty, and offers buyers the chance to add a seven-year prepaid servicing pack for considerably less than the pay-as-you-go rate.

The Toyota RAV4 set a sales record in March as the car maker’s hybrid volume doubled year-on-year to make up nearly half the brand’s total sales.

March 2024 saw more than 5000 RAV4s sold for the first time to be Toyota’s best seller, second only to the Ford Ranger overall.

Significantly, 4728 of the 5070 RAV4s sold (93.3 percent) were hybrid models – with the petrol-only share only several hundred – making the RAV4 hybrid its most popular vehicle.

The RAV4 made the biggest single contribution to a total of 24,722 hybrid and/or electric power Toyota sales year-to-date, making up 44 per cent of the brand’s 56,238 first quarter total.

A jump of 104 percent, the figure is also large enough for Toyota hybrid models alone to rank second overall for Q1, ahead of second-placed Mazda’s 23,716.

As well as the RAV4, sales records were set by hybrid versions of the Corolla, Corolla Cross, Camry and Kluger in the first quarter of 2024 as the brand delivered more than twice as many vehicles as any other car maker in Australia.

Key to the result was clearing the backlog of supply issues hampering sales in recent years.

“Now that supply has vastly improved for Toyota, there are clear indications of a resurgence in hybrid electric demand here in Australia and also in markets like Europe and the United States,” said Sean Hanley, Toyota Australia Vice President Sales, Marketing and Franchise Operations.

Toyota USA reported a 74.1 percent Q1 2024 sales increase for its hybrid and electrified vehicles, accounting for 36.6 per cent of its sales volume with the RAV4 hybrid also posting a best-ever first quarter result.

“That’s because consumers increasingly regard hybrid electric models as providing practical, capable and affordable vehicles compared to petrol variants that help cut their carbon footprint while reducing fuel bills – and they retain strong resale values,” Hanley added.

Toyota launched its first battery-electric model in Australia, the BZ4x, in February 2024 in the wake of criticism of its slow take-up globally of fully-electric vehicles compared to rivals including Hyundai, Kia, Mitsubishi and Ford.

The Japanese car maker maintains its long-standing ‘diverse powertrain’ approach to electrification with battery-electric vehicles part of a range of different propulsion types.

Global Chairman Akio Toyoda said a media briefing in February 2024 electric vehicles would not make up more than 30 percent of sales “regardless of technical advances” due to varied customer demands across different markets.

Toyota has also confirmed plans to introduce a battery-electric HiLux in 2025, with mild-hybrid HiLux scheduled for an Australian release by mid-2024.

Skoda Australia is banking on buyers choosing their in-house finance option – and if they do that, there’s a guaranteed trade-in price waiting at the end of their loan.

The company’s Guaranteed Future Value program is part of a renewed focus to be seen as a value-oriented choice for consumers – particularly now, when every dollar counts.

1

According to Michael Irmer, Skoda Australia managing director, this offers a big plus for customers who think beyond the attractive drive-away pricing and may be concerned about the resale or residual value.

“This is a relatively new concept to the Australian market; it has maybe gone through exactly one buyer cycle so far. We at Skoda, we’re having 20 percent take-up,” Irmer said.

“You might be thinking ‘that’s not much’, but it’s actually quite good, more than most other players. But is there more potential? Absolutely.”

The brand’s boss said in Australia and other markets, about 70 to 80 percent of new-car customers are seeking finance in one form or another, be it drawing from a mortgage or offset account, getting a loan from family, or taking out a car loan or personal loan from a bank.

Car dealership financing, Irmer said, perhaps isn’t considered as solid an option, given some unscrupulous dealings by OEM financial services businesses in the past.

“Car dealership financing is only getting a portion of this in Australia at the moment – it has to do with some of the history and the legacy of that industry, which was largely unregulated until recently,” he said.

“Regulation has improved, but there’s a lot of damage done to the perceptions. It’s not the first port of call to go to the car dealership for buying finance, because they’ve been exposed to a lot of bigotry and negative surprises – balloons set too high, so that you’re in negative equity. Things like that. Or no guarantee for your residual value. Or [varied percentage] rates for risk assessment.”

1

Mr Irmer said ambiguity in the terms and conditions of some loans was something Skoda Australia had aimed to negate with its clear and simple plans.

“We want to take that all away with this program. In the UK, for instance, roughly 70-80 percent of buyers buy with this program. But in Australia we come from a different starting point, so it will not get to that high level anytime quickly, but we want to evolve it further.”

Skoda will soon launch its first EV model in Australia – the Enyaq SUV – which will be the most expensive Skoda ever. But, as has been evidenced in some other cases, the Enyaq could see a better residual value as a result of the ‘early adopter’ EV phase having passed.

Mr Irmer said the brand understands the level of uncertainty in buyer’s minds when it comes to EV resale values.

“Where it becomes really important is with electric cars,” he said. “There’s one thing that is unique [compared] to the ICE cars – the purchase price is a bit higher, but it comes with lower running costs.

“But for a consumer, there are two other things which are really important. One is, how is it going to be with selling the car in a couple of years – especially when you see the news coming from the UK, the Americas or from Europe, people are a little bit fearful [of EV resale values].

“What is it going to be, how is it going to be with the battery and the quick advances in technology?” he pondered.

1

“So then it is a really good thing to have such an asset [as GFV], and such reassurance that somebody taking the leap going into a BEV at least being protected from any surprises there. It’s even more important than in the ICE vehicles.

“Technology advances, and battery [improvements] are much faster at the moment. And that means it maybe also makes sense for many consumers to say ‘I want to be ready to transition maybe in four or five years’, and with the GFV program you can really easily do it,” said Mr Irmer.

The Skoda Enyaq EV range will launch in October 2024, with the standard Enyaq ‘85’ with a single-motor layout and the dual-motor AWD Enyaq RS hitting the road then. Pricing for both is still to be confirmed, but both will come highly specified, and at launch, each will solely be offered in the Coupe-style body design.

The ute market as we know it: The Ranger and Hilux have a stranglehold on the top two sales spots, a bunch of other utes sell in huge numbers, and dual-cabs are everywhere from mines to school runs.

More are on the way, too, like the Kia Tasman and the GWM Cannon Alpha and BYD’s plug-in hybrid ute. So the manufacturers, at least, believe the market isn’t saturated yet.

1

Why not imagine some more, then?

To kick off a compact ute market in Australia, our mate Theottle has imagined a Suzuki-badged entry into this crowded category – a kind of ‘Gladiator Junior’ based on the loveable Jimny.

The Gladiator is a bit much sometimes, based as it is on the hardcore Wrangler. So Theottle’s renders show how a smaller, more manageable, Gladiator-style dual-cab based on the Jimny could be designed.

Theo’s most obvious tweak is the addition of a tray back, comprised of all new sheet metal, which looks to be in the order of a metre or so long. Jimnys have the entire tail light modules mounted in the rear bumper, meaning that Theottle’s chosen design would also have to be developed from scratch.

1

Moving forward, not only is all sheet metal to the rear of the doors new, but the rear doors are also revised, thanks to the rear wheels moving back to extend the wheelbase and keep the rear overhang in check.

The Jimny’s rear quarter lights have been removed and a solid near-vertical c-pillar features, channelling Land Cruiser 70-Series utes.

Everything forward of the B-pillar is unchanged from the Jimny wagons. Theottle’s ute revises quite a lot of the Jimny wagon’s body-in-white and delivers a visually balanced design.

Would you be interested in a Jimny Dual Cab?

Let us know in the comments below.