The 2024 BMW 4 Series and 2024 BMW M4 have received comprehensive updates, with a local launch set for Q2 2024.

Kicking off with the performance-hero BMW M4 range, the offerings have been further enhanced and sharpened with various new and improved specifications and options.

Most notably, M4 Competition models receive a power increase of 15kW from 375kW to 390kW out of the twin-turbo 3.0-litre straight-six.

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A new-look flat-bottom steering wheel with a red centre marking in the 12 o’clock position has been added to all M4 models, with an M Alcantara option.

The 420i convertible is now fitted with BMW’s adaptive M suspension as standard.

Across the 4 Series and M4 model range, a wide array of exterior, interior and technological changes have been applied, with the standard equipment level increasing significantly.

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Up front, BMW has updated the headlight design with improved LED technology and a new daytime running light signature.

A new-look kidney grille has appeared, complemented by front and rear bumper accents, now in gloss black.

At the rear end, the new range boasts fresh tail-lights derived from the limited-run M4 CSL, utilising laser and fibre optic technology.

Across the range, the exhaust tips are now finished in gloss black, matching the updated bumper accent scheme, rather than the previous Cerium Grey.

M4 Competition models have new subtle colour accents around badging on the rear end.

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On all models, twin-stalk M exterior mirrors are now fitted as standard.

A new range of optional wheels are offered, with M forged light-alloy added to the lineup, sized at 19-inch front and 20-inch rear, featuring a fresh and alluring bright-silver finish. The new 4 Series Coupe and Convertible are offered with three new 19-inch variants, with double-spoke M wheel options available in Jet Black or bi-colour. New BMW Individual light-alloy wheels are also offered, with a Y-spoke design, finished in Midnight Grey.

The curved display from the 3 Series is now fitted to the 4 Series and M4, running the updated BMW iDrive 8.5 with an improved climate control system that features voice control and touch buttons for seat ventilation, seat heating and steering wheel heating.

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Sports seats are now standard fitment and a new M leather-wrapped flat-bottomed three-spoke steering wheel provides the driver with a tactile and ergonomic experience.

Interior appointment options have been expanded, with BMW’s CraftedClarity glass available for the gear selector, BMW iDrive Controller and Start/Stop button, providing a unique and luxurious interior accent.

There’s also a new vent grille design for more precise adjustment and positioning, along with contoured accent lighting.

Parking Assistant Plus with Park View, Panorama View, and Remote 3D View functions are now standard equipment for all Australian-delivered 4 Series variants.

The 2024 BMW 4 Series and 2024 BMW M4 are due in Australia between April and June. BMW is yet to detail mid-life updates for the four-door 4 Series Gran Coupe or its i4 all-electric sibling.

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Updated inclusions (existing/pre-update features not listed) and pricing:

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Australian pricing for the eight-seat 2024 Ford Tourneo Custom people mover is now confirmed for Australia – although here it’ll run without the Custom badge, to be known as simply Ford Tourneo.

Priced from $65,990 before on-road costs, Australia’s Transit Custom-based Ford Tourneo will take on the Hyundai Staria, Kia Carnival, Volkswagen Multivan, Toyota Granvia and LDV Mifa.

The Korean and Chinese options in that list offer a more affordable entry point, but Ford appears focused on offering a rich specification for its European designed and built people mover.

That won’t include Europe’s all-electric and plug-in hybrid electric options, however, with Australia’s two-variant Tourneo range limited to one diesel powertrain. For now, the E-Tourneo remains a “we’re looking at it” proposition.

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2024 Ford Tourneo pricing

When will the Ford Tourneo be available in Australia?

First deliveries of the new eight-seat Tourneo will reach Australia in the fourth quarter of 2024.

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Features

From its pricey entry level, the 2024 Tourneo’s feature list is at least well equipped, with highlights including dual powered side doors, tri-zone climate control and LED headlights.

Eight seats are standard across the range, while Apple CarPlay and Android Auto are both wireless connections.

In Europe, the Tourneo features a driver’s steering wheel that can tilt flat to serve as a table for a laptop or for lunch (when stationary), although Ford Australia does not mention this feature in its materials and no imagery of this feature has been offered. Ford did not respond in time for publishing.

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The Tourneo lists Frozen White as the only no-cost paint option.

For an additional $700, the Tourneo can be had with Agate Black, Magnet (a dark grey), Moondust Silver, Blue Metallic, and Grey Matter. Artisan Red is available only with the Tourneo Active, while Titanium X buyers can add $1000 for larger 19-inch wheels.

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Safety

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Seating

The 2024 Tourneo’s seating configuration is built on a track-based system, allowing the second and third rows to be moved as needed.

With this system, one or all three of the second-row seats can be turned to face rearward for a ‘conference’ layout. The middle seat of the second row can also be folded into a small table with cup holders. All six rear seats can also be removed as needed, either individually or as an entire row.

For families with young children, ISOFIX points are available on both second and third rows – although Ford does not specify if these points are at each seat or only the outboard positions.

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Powertrain

In Australia, the Tourneo Custom will be offered with one powertrain, in the form of a 125kW/390Nm 2.0-litre turbo diesel engine.

Although an all-wheel drive option is available in Europe, Australia’s Tourneo sees power sent to the front wheels only, through an eight-speed automatic transmission. Ford claims a braked towing capacity of 2500kg.

To boost its family-car credentials, the Tourneo features independent rear suspension for a more comfortable ride.

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What about the electric E-Tourneo, or the PHEV?

In Europe, the new Tourneo (Tourneo Custom) can be had with full-electric and plug-in hybrid EV options, but neither option has been given an Australian schedule just yet.

However, with the related E-Transit Custom due in Australia this year, the E-Tourneo would seem a shoo-in. For now, the company’s local arm has confirmed only that it’s under consideration.

“We consider all available electrified options in each segment, and what would best meet the needs of those customers. For people movers, we’re certainly looking at E-Tourneo,” Ford Australia communications manager Ben Nightingale told Wheels.

UPDATE: Production of Land Cruiser, HiAce and other models suspended in Japan

Toyota has suspended six production lines at four Japanese assembly plants while the transport ministry confirms the affected diesel engines meet regulatory standards.

Whether the lines reopen will apparently be decided today. The closed lines produce Lexus LX, Land Cruiser 300 Series, Land Cruiser 70 Series, Coaster light truck, and HiAce models.

It’s understood that the closures will affect plants beyond the specific lines, with Nikkei Asia reporting that Alphard minivan production is also affected.

The product halt comes after Toyota suspended shipments to Europe (see below) after irregularities were discovered between production engines and those used for compliance in 84,000 vehicles.

Whichcar has contacted Toyota Australia for local information, the car maker is aiming to provide an update on Monday.

Toyota will resume operations once the transport ministry has finished its investigations.

Our original story, below, continues unchanged

January 30: Irregularities detected in Toyota diesel engines

Shipments of Toyota HiLux and Land Cruiser 300 Series vehicles bound to leave ports for Europe have been halted as Toyota addresses irregularities in its 1GD 2.8-litre, 2GD 2.4-litre, and F33A 3.3-litre turbo-diesel engines.

It was found that the diesel engines found in 10 models globally (including HiLux, Land Cruiser 300 Series, and Lexus LX500d) were fitted with a different ECU software for certification.

A special investigation committee within Toyota – initially set up to tackle ‘inappropriate domestic emissions certification’ for forklift and construction machinery engines produced by Toyota Industrial Corporation – acknowledged the situation in a press release.

There’s no word yet on how the shipment pause may affect Australia, but if engine production pauses there is potential to extend local wait times of HiLux and Land Cruiser 300 Series.

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“During certification testing, the horsepower output performance of engines was measured using ECUs with software that differed from that used for mass production so that results could measure to make values appear smoother with less variation”, said Toyota’s press release.

Toyota claims to have “re-verified the mass-produced products manufactured at the plant and confirmed that the affected engines and vehicles meet engine performance output standards.”

A Toyota Australia spokesperson said: “We are seeking information on any impact to vehicles in the Australian market. We have been informed that there is no variation in the power, torque or other powertrain-related values and in addition there is no compromise to the emissions, safety or driveability of the vehicles.

“We will keep our customers and dealers updated as more information is confirmed. We apologise for any inconvenience that they may experience.”

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The shipment pause affects Toyota’s Europe region which includes Eurasia, Israel and Turkey with the new Prado (known simply as Land Cruiser in other markets) not affected by the issue.

Reuters reports that the irregularity affects 10 global nameplates with sales totalling 84,000 since the issue occurred.

Although the ECUs used for compliance testing differ from what was sold to customers, Toyota claims that the power, torque, efficiency, and safety of existing vehicles is not affected.

The irregularities stem from Toyota’s engine plant in Japan but the effect will also be felt in the Thai and South African factories that produce vehicles (including HiLux) for different markets around the world.

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In Australia, Toyota sold 61,111 HiLuxes last year (making it the second best-selling vehicle) and 15,035 Land Cruiser wagons.

The latest snag for Toyota follows closely behind the brand investigating misconduct occurring at its Daihatsu small-car subsidiary for rigged crash safety tests.

Locally, diesel particulate filters (DPFs) fitted to the Toyota HiLux, Fortuner, and Prado were deemed not of “acceptable quality” in a 2022 Federal Court case that affected 260,000 Australian Toyotas.

Toyota’s appeal was denied in March 2023 and the company could be liable for an estimated $1 billion in compensation. The Court acknowledged that Toyota developed an effective fix for the defect in May 2020 and subsequently offered it free to owners with an extended warranty on the item of ten years/unlimited-km.

Being an automotive photographer of 26 years, I’ve seen a car or two – capturing images of vehicles driven back and forth by my journo colleagues, snapping them in motion and in all conditions, crawling through their interiors to record the details and accessories.

But, while I’ve been up-close with just about every car on the market, the job of assessing one and putting my impressions into words is an all-together new experience.

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Thrown the keys to one of our top-scoring utes, I wondered: what better way to really get to know any car than a big long road trip?

Putting some kays on the ‘odo’ and driving through a variety of conditions should give me a clue or two. So, I decided to head north to warmer waters and sunshine for a short break.

The car

2024 Isuzu D-Max LS-U+ in Neptune Blue

Price

$63,500 before on-road costs – not including the…

Optional extras fitted

• Tow Bar Tongue – $215.05
• 12-Pin Plug – $393.25
• Electronic Brake Controller – $896.05
• Manual Roller Tonneau – $3099
• Cargo Carriers – $545.93
• Rubber Mats – $208.67
• Premium Paint – $650

As tested

All up, we’re looking at $74,336 before on-road costs.

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JUMP AHEAD

• First impressions
• Comfort
• Technology / Entertainment
• On the road/drive
• Safety features
• Fuel economy
• Parking
• Last thoughts/impressions

First impressions

At first glance, the D-Max feels smaller than my Toyota FJ, both in looks and my sense behind the wheel.

I love the premium paint in bright blue: it’s a nice change from the grey and white tones that seem the standard for most utes.

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Before heading off, there’s the inevitable Tetris packing session. Having the ute, I figure, hey, what the hell, I’ll take everything!

The D-Max tray gives me freedom to throw in the inflatable paddle board and a swag for overnight stops, along with a culmination of camera gear, camping and beach accessories.

Straight away I noticed how convenient it is to have all that space, and particularly the added security of the optional lockable manual roller tonneau.

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Comfort

At the wheel, the D-Max’s seating, and especially the lumbar support for my tiny frame, is comfortable.

Steering and all-round adjustment is great, but because I’m a shorty (legs particularly) at 5ft 2in or 157cm, I find it difficult in a lot of cars to achieve a comfortable seating position without having my chin on the steering wheel.

Thankfully, in this case, the options allow for excellent reach to the pedals, great steering wheel adjustment, and an overall good position for my initial long trek up the Hume.

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I find all the D-Max’s controls are logically placed, and I quickly locate my favourite: t​he heated seats, great for early morning starts on the road.

During my break, I caught up with some friends and ended up at one point with three adults in the rear. These utes are big things, but it was nonetheless a bit of a squeeze back there.

Still, while I don’t have children myself, I’m confident two adults or two children would be comfortable in the rear, with good headroom and reasonable space for legs.

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Technology & infotainment

The 9.0-inch main display of the LS-U and LS-U+ trim grades, while smaller than some in this increasingly screen-mad age, is amply sized for reading maps. The on-screen controls are all self-explanatory and intuitive, too.

Apple Carplay and Android Auto are both standard, and setting up Carplay in my case was simple (Stevo diving in here to confirm Android Auto is likewise a cinch).

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The quirks of modern infotainment…

Alas, without a wireless charging pad on-board for the long drive, I chose to use the USB connection over wireless. An odd combination, really. (Also, Android users should note they’re stuck with wired only.)

Changing to radio while using CarPlay wasn’t simple, but most folk use their apps for podcasts and music these days. I guess I’m old-school and enjoy surfing the local stations. (Stevo’s note: tap the Isuzu icon in CarPlay to return to the native infotainment, and then hop into the media screen to select radio.)

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Driving the D-Max LS-U+

Commencing the rather dull Hume Hwy mission through Holbrook and then Gundagai into Canberra before continuing on to Wollongong, I found the adaptive cruise control so advanced beyond my 2016 FJ Cruiser!

It was great adjusting smoothly on both hill climbs and declines, along with steady speed changes when following traffic.

As expected, the D-Max was smooth driving on the highway, but the ride in any ute is of course quite different to your standard sedan or family-oriented 4×4 wagon. Without any load, it’s somewhat bouncy over bumps, potholes and speed humps. The steering is light and responsive, at least, and especially when compared to my FJ.

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Off-road, on gravel, I needed to drive smart – knowing that it could slip on corrugated corners at speed again due to the lack of rear load.

Adjusting the terrain command dial simply, I had a play over light articulation and muddy holes. I found it was very capable in every aspect, and knowing it could excel on greater challenges that I’d be keen to try down the track.

The D-Max’s powerful 140kW/450Nm 3.0-litre turbo diesel engine presents a marked change from my 200kW/380Nm 4.0-litre V6. And, whilst it rumbles, it has excellent take off and acceleration – along with a towing capacity rated at 3.5 tonnes.

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Safety features

Like all new cars with their increasingly long lists of safety features, the D-Max is equipped with IDAS (intelligent driver assist system) and a top-shelf 5 star ANCAP rating.

The driver assist system feels like a great innovation in concept – but, while it’s designed to be helpful, it can be alarming on a long trip and it’s somewhat over sensitive to lane positioning.

Also, I experienced several instances where the AEB (autonomous emergency braking) activated even after I already had my foot gently pushing on the brakes to slow down.

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Still, emergency braking is a great feature to have and I’m sure it has stopped many low-speed bingles or those accidental rolling incidents we all want to avoid.  For the most part, the safety tech does keep you alert.

I must admit, though, that I found the walk-away door locking system a little too sensitive, locking not even two metres from the car – so forgetting something and wanting to quickly re-open the door was a comedic affair.

Of course, for those who choose it, you can deactivate many of these features.

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Fuel economy

The turbo-diesel engine balanced power with great fuel efficiency on my trip.

Overall, I averaged 7.8L/100km with a variety of on and off road driving conditions – requiring only two refills for a two-week round trip of around 2500km.

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Parking

Already owning an older 4×4 of my own, I found this new D-Max a pleasure to park (as much as one can take pleasure in such things), with effective camera vision through the screen and reliable sensor alerts.

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Last thoughts

All in all, I really enjoyed the D-Max. It’s user friendly, comfortable inside and was perfect for my road trip.

Excellent efficiency, huge capability and useful for all my adventures, even coming in useful with an unexpected load of bread we delivered to a charity group in Canberra.

A note for those carrying expensive cargo, though: while the tonneau was lockable, I found the dual-locking process frustrating. Not only do you have to hand-lock the tray-back (which doesn’t auto lock), but it also uses a separate key to the tonneau cover.

Overall, the D-Max is a fantastic package for those looking for an everyday-driver dual-cab that excels for those adventuring types who want to load the toys in the back and get out of town, or just exercise their DIY work at home.

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In a shock announcement overnight, seven-time world champion Lewis Hamilton activated a release option in his contract with the Mercedes-AMG Petronas F1 team and signed a multi-year deal with Scuderia Ferrari.

This marks an end to an 11-year long run with the Mercedes works team in Formula One. “I have had an amazing 11 years with this team and I’m so proud of what we have achieved together. Mercedes has been part of my life since I was 13 years old”, said Lewis.

Together, Mercedes and Hamilton collected 82 wins, 74 poles, and six of his seven world titles, making the 39-year old Briton F1’s most successful driver by the numbers (though a young Max Verstappen is fast closing the gap).

The time is right for me to take this step and I’m excited to be taking on a new challenge

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“It’s a place where I have grown up, so making the decision to leave was one of the hardest decisions I have ever had to make. But the time is right for me to take this step and I’m excited to be taking on a new challenge”, Lewis said of Mercedes.

“I am 100% committed to delivering the best performance I can this season and making my last year with the Silver Arrows, one to remember”, he added.

In response, team principal & CEO Toto Wolff said: “We accept Lewis’s decision to seek a fresh challenge, and our opportunities for the future are exciting to contemplate. But for now, we still have one season to go, and we are focused on going racing to deliver a strong 2024.”

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How did Hamilton’s Ferrari deal come about?

Hamilton eventually re-signed with Mercedes in 2023 for the coming season. Rumours were running rife, though, as negotiations took longer than expected.

It was publicised as a two-year deal with Mercedes, but as it transpires the contract was a fixed one-year term with a release clause for Hamilton.

Lewis is no stranger to Ferrari’s new boss Fred Vasseur (who replaced Mattia Binotto in November 2022) having raced under Fred in his GP2 years at ART.

There were reports last year that Hamilton was meeting or dinner with Vasseur and Ferrari president John Elkann and evidently they ran a little deeper than just friendly pasta, with the deal coming to fruition.

For how long is not yet known, only that Hamilton’s is a multi-year contract beginning in 2025.

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What about Leclerc, Sainz, and the free spot at Mercedes?

Providing more discussion points than just Hamilton’s move, though, is what will happen for the rest of the drivers.

Of the 20 filling grid positions, 13 driver’s contracts will run out at the end of 2024.

Young talents Lando Norris, George Russell, and Oscar Piastri are all on lock with their respective teams – and Leclerc signed another ‘multi-year’ contract (La Gazzetta de la Sport reports it as another five-year deal) with Ferrari at the end of last year – but there’s plenty of room for movement. 

For Mercedes, it would make sense to elevate Alex Albon into the works team with Russell as he’s been performing well in the Williams car despite its limitations; there’s Alpine’s feisty Esteban Ocon to look at as well as young gun F2 racer Andrea Kimi Antonelli.

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As for Sainz, his Ferrari contract ends this year and there’s no confirmation where’ll he’ll end up in what will be a turbulent contract season.

Coming from a top-flight team, shifting to the teams with contract availability such as Haas, Williams, RB (formerly AlphaTauri) and Alpine will be less appealing. Perez is out of a contract, too, leaving a Red Bull seat open but Daniel Ricciardo is expected to take that chair.

There’s also the option of a straight swap, with the more experienced 30-year-old Sainz heading to Mercedes in Hamilton’s place, though this doesn’t feel quite right. Instead, speculators see Sainz jumping to the Audi squad that will enter under 2026’s new regulations.

It’s therefore possible that Sainz could leap to Sauber for 2025 and use the year to build the team and eventual 2026 Audi race car around him and his driving style. He could even take a sabbatical for 2025 and come back as a refreshed racer in 2026.

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Ferrari stock price buoyed by F1 news? Not quite…

Who knew Hamilton could have an effect on stock prices? Well, the truth is, he didn’t – or at least not in the way that some are reporting.

Ferrari’s stock price instead climbed after a buoyant quarterly report from the Italian marque.

The brand told investors of strong order banks and the likelihood of hitting high-end sales targets in 2026. It also forecast increases in earnings and revenues this year, according to a Reuters report.

This resulted in a significant climb in share prices yesterday (which continues to trend upward) pushing Wednesday’s closing price from US$346.78 beyond US$384.00 and a market cap of US$69.12 billion.

Honda’s 11th-gen Accord was launched in North America way back in November 2022, before being confirmed for Japan in September last year, and now (finally!) officially coming to Australia.

The hybrid-only Accord will launch in the second quarter of this year (April-June inclusive) in a single sporty e:HEV RS trim.

Pricing is yet to be confirmed for the Hyundai Sonata and Toyota Camry rival, though we expect it to carry a premium over the smaller Civic hybrid ($55,000 DA) and land around $60-65K drive-away.

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The Accord nameplate first appeared on Australian shores in 1977 and struck gold for Honda, becoming the first Japanese vehicle to win the coveted Wheels Car of the Year award in the same year.

“The Honda Accord has a rich history in the Australian market as a sophisticated, luxurious flagship model which has been a customer favorite since its arrival in 1977”, said Honda Australia director Carolyn McMahon.

The Accord e:HEV RS uses Honda’s fourth-gen hybrid system. Different from the layout used in the Civic, it’s the same as the new CR-V’s powertrain with a 2.0-litre Atkinson cycle petrol engine at its core and twin electric motors for total outputs of 152kW and 335Nm.

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It rides on an updated version of Honda’s Global Architecture, measures 4970mm long, 1860mm wide, 1450mm tall and rides on an unchanged (from the 10th-gen) 2830mm wheelbase.

Inside, there’s updated technology with built-in Google running on the 12.3-inch central touchscreen and a 10.2-inch digital driver’s display for road information.

Honda describes the new Accord’s proportions as “premium” and notes its new broad stance.

The Thai market e:HEV RS features adaptive cruise control, AEB, 18-inch alloy wheels, active LED headlights, a sunroof, black styling package, leather-accented upholstery, power seats, Bose 12-speaker sound system, and more.

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Honda Australia has yet to confirm where it will source Accord production (it’s built in the United States, China, and now Thailand) however, Thailand is most likely.

The local arm has never taken vehicles from plants in China (though the UK has) and the United States only produces left-hand drive models. Making it more obvious is that the e:HEV RS trim level matches the top rung variant of Thailand’s three-strong line-up.

Last year, Honda sold just 144 Accords for a meagre 1.0 per cent share in the medium sedan under $60K segment. If the new model is priced right, the new Accord will likely grow in popularity but not enough to topple the segment-leading Toyota Camry (10,581).

To complete its latest reincarnation, Lotus will replace its Emira mid-engined sports car with a British-built electric model, known as the Type 135, in 2027.

It’s expected that the Type 135 will debut next year as a concept giving a hint of what to expect, and will follow the Eletre large SUV, Emeya four-door grand tourer, and yet-to-be-revealed Type 134 – a BMW X3-sized electric SUV.

Lotus hasn’t revealed details of its new sports car, but reports from the UK’s Autocar say the carmaker is targeting a starting price of £75,000 (A$145,000), which would undercut the Emira V6’s £81,495 ask in the UK.

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It will be developed and manufactured in Hethel – the home of Lotus – rather than constructed in China as the brand intends to do with its more mainstream vehicles.

The new sports car will be based around Lotus and Geely’s LEVA (Lightweight Electric Vehicle Architecture), which is light and strong (the structure promises to be 37 per cent lighter than the Emira’s) as well as deeply modular.

It’s said to allow more traditional ‘skateboard’ style battery placement for four doors and SUVs as well as alternative methods. Stacking the cells in the middle of the vehicle, for example, would allow Lotus to simulate the weight distribution of a classic mid-engined sports car – that’s the plan for the Type 135.

Lotus and Geely’s motors can configured in single- or twin-motor layouts to develop between 350kW and 650kW, substantially more than the 298kW Emira V6 even at the low end.

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Those close to Lotus are expecting the brand to develop the Type 135 mainly as a rear-wheel drive option.

However, like the Evija hypercar a small motor could be fitted to the front axle to enhance capability for a track-focused Exige-like grade.

The Type 135 won’t not be the only British-badged all-electric sports car, with MG’s Cyberster roadster also nearing completion.

That said, Lotus isn’t expecting volume from this segment, suggesting around 10,000-15,000 units per year. That’s only a fifth of expected Eletre demand and a long way off the Type 134 SUV’s 90,000 goal.

Despite small volumes, Lotus executives promise the sports car will be an essential part of the line-up, the Lotus DNA giving credibility to create sporty and engaging SUVs and grand tourers.

As the newly revealed CX-70 nears its Australian debut, Mazda has told Wheels that a solution to ride quality concerns and low-speed transmission niggles with the new CX-60 and CX-90 is not imminent.

The Mazda CX-60 and CX-90 have been criticised by local and international media for having an “overly firm ride” and low-speed hesitation from Mazda’s new in-house eight-speed single-clutch automatic transmission.

Testing the CX-60 at its Australian launch event in 2023, contributor Tony O’Kane wrote: “The CX-60 is possibly too sporty for its own good. It handles great but it rides poorly, with dampers that are far too sensitive to minor bumps and an overabundance of tyre and transmission noise.”

Alex Inwood, given a long-term opportunity to assess the CX-60 in diesel form, wrote: “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.”

Following this week’s reveal of the Mazda CX-70 five-seat large SUV, Mazda Australia boss Vinesh Bhindi told Wheels the brand is aware of these comments about its Large Platform architecture vehicles – but no immediate product updates are planned.

“We’ve seen those comments not just from customers, but some of your [media] colleagues. And as always, we ensure every comment – plus or minus – does go back to the program team because they’re excited to hear about their product; the evaluations, especially from [the media]” he said.

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“In the end, when we launched CX-60 and CX-90, we had the program manager for both of them here with us in Australia and their ambition and desire was sportiness and a firm ride, to deliver the jinba-ittai [‘horse and rider as one’] feeling, and they believe they’ve met all the targets they set for themselves.

“But like any other product, there’s a constant evolution, improvement, changes, tinkering, et cetera that goes on behind the scenes – and this will be no different. What that is and when that is, is something I really can’t comment on because I don’t have the knowledge.”

Mazda has indicated it could fit adaptive dampers – which alter the extent to which suspension resists movement – to the CX-60 and CX-90 in future to address the firmer ride of both models.

Will anything change for the CX-70 and CX-80 before launch?

As the new CX-70 is a two-row version of the CX-90, and the CX-80 is heavily related to the CX-60, both vehicles could suffer from similar suspension and transmission concerns at launch – assuming Mazda does not move to that adaptive suspension plan sooner.

What you need to know up front: The CX-60 and CX-70 are five-seat models, while the CX-80 and CX-90 have six or seven seats.

Mazda has acknowledged “some overlap” in its decision to sell the CX-60, CX-70, CX-80 and CX-90 medium-to-large SUV models in Australia.

Mazda Australia managing director Vinesh Bhindi admitted that while the cars could intersect, the decision to sell the CX-60, 70, 80 and 90 was about providing consumer choice.

“When Mazda Corporation announced the Large Platform with four nameplates, the intention was all of the bigger markets really got to pick two,” he said.

“You pair the CX-70 and the CX-90 or the CX-60 or CX-80… US, Canada and Mexico, they get 70 and 90. That’s the main market, and then other markets like Europe and Japan get 60 and 80.

“But Australia, we were privileged enough because I suppose we as a team have requested that I think we can have an opportunity with all four. And here we are, that we will have all four in our portfolio.

The Mazda CX-60 and CX-80 are ‘narrow-body’ models aimed at Europe and Japan, while the CX-70 and CX-90 are ‘wide-body’ models aimed at the North American market.

“What that means is you might see some overlap, but really when you understand our business strategy which always has been to give consumers as many opportunities and options and choice as possible, and let the customer decide. That’s why it makes sense for us to get this,” added Bhindi.

While Bhindi admitted the CX-70 was a two-row version of the 5.1-metre-long three-row CX-90 “on face value”, he said it would appeal to a different customer.

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“If you think of it as kind of a flagship five-seat SUV range and that goes CX-3, CX-30, CX-5, CX-60 and CX-70. All the way.

You can have a life journey with Mazda in that direction if that suits your lifestyle, so really it’s about expanding our range of giving more choices of five-seater is number one,” said Mazda Australia’s marketing boss Alastair Doak.

“In terms of customer in Australia, we don’t see too many buyers who buy a three-row SUV, CX-90 for example, knowing that they’ll never use the third row. That conversation doesn’t really happen too much.

“For us, [CX-70] does offer a new opportunity. Yeah, it might be a reasonably small market, but there is those empty nesters who still want a large car who want to chuck a mountain bike in the back or go surfing or do that kind of lifestyle.

“They want the space, they want the refinement, they want the performance, they want the economy and CX-70 will certainly offer all those as well as dynamics.

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“That’s kind of the philosophy behind it. It’ll be a slightly older buyer than the CX-90 and obviously, they don’t have a small family. They would occasionally use the back seat but really they want that practicality and load space.”

When asked if potential customers could be overwhelmed with the choice of four Mazda SUVs in the $60,000 to $100,000 price bracket in Australia, Doak said the seating capacity of each vehicle would be the differentiator for most buyers.

“If you’ve got a younger family, chances are you’ll then say, OK, well, I need a three-row… then you would be looking at a CX-80 or CX-90 for us. There’s two choices and there’s a very clear differentiation in terms of spec and size on those cars,” said Doak.

“If you were saying OK, well SUV by default is what everybody wants… I want high performance of a reasonably large five-seater. You would say, well, OK, Mazda is on my shopping list.

“You go online and you say, maybe CX-5 is too small for me. I like the [mild] hybrid element of CX-60 or the plug-in, I’ll go to that. If I want actually something even bigger, the flagship model, then I’ve got a CX-70. There’s a very clear differentiation between those products.”

The Mazda CX-60 and CX-90 are on sale now, while the CX-70 – which debuted this week – is expected in Australia at the end of 2024.

While the three-row Mazda CX-80 has not been revealed, it was confirmed for Australia in March 2023 and is also expected to arrive here later this year.

A recall has been issued for 5257 examples of the 2024 Mazda CX-60 midsize SUV and 2024 Mazda CX-90 large SUV due to a steering defect.

According to the federal government’s Vehicle Recalls database, a manufacturing defect may cause the gear set within the power steering not to operate correctly, which could result in “unexpected increased steering effort“.

Owners of affected vehicles will be contacted by Mazda Australia in writing to advise when a free-of-charge fix is possible.

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Mazda’s recall notice distributed to owners notes that the “power steering gear pre-load spring” will be replaced with a revised part, and the gearset will then be regreased.

The recall also says that this will occur “when parts are available”, though owner’s groups indicate Mazda dealers are in the process of addressing the issue.

A list of affected VINs can be found in this CSV file [↗]

Mazda customer support can be contacted on 1800 034 411, or via email at [email protected].