There’s something suspiciously Bavarian about the new Mazda CX-90.

Glance around Mazda’s new SUV and there are multiple echoes of BMW. The tail-lights have a hint of BMW XM while G50e, denoting the CX-90 model grade, has a certain Munich ring to it. Mazda’s rotary infotainment controller, meanwhile, is more than a little iDrive; while someone’s plonked a 254kW 3.3-litre turbo straight-six under the bonnet.

Mazda would doubtless appreciate our comparisons to one of the world’s most accomplished premium brands, given that it’s aspiring to a more premium positioning – and price.

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From the outset, there’s no disputing that the CX-90 is one of the more handsome vehicles in its segment – if admired from the correct angle, such as the front three-quarter.

The ‘Kodo’ design language translates well to the large CX-90, with its long wheelbase and generous length between the front axle line and A-pillar base.

The front overhang is also so short, any shorter and it would almost look a bit too blunt, like it’s been driven at low speed into the back of something.

Inside presents just as well – depending on the grade. Our top-spec Azami is lush enough with its black Nappa leather, but at your local Mazda dealer you should avoid sitting in any CX-90 with the Takumi or SP Packs, the latter of which upholsters the cabin with quilted tan leather and suede headlining making for an irresistible option box to tick. (Even if doing so means a $5000-lighter wallet.)

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Even without that, though, it’s a lovely place to be, with its dual 12.3-inch digital displays.

The back seats are also very good, the rear doors opening extra wide, while second row occupants enjoy stadium seating with great visibility and quad-zone climate control with rear seat heaters. The second row itself is tilt-and-slide, while there’s a 220-volt outlet in the boot – so you could sit in the back and use your laptop, while it’s charging, on the fly.

Back in the driver’s seat, that straight-six itself is very likeable. Crack a window and there’s a bit of turbo hiss as it comes on boost, while torque – 500Nm from just 2000rpm – is also delectably meaty.

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Dynamically, too, the CX-90 is very good – and right at the pointy end of its competitor set.

While the ride quality is good in isolation, it’s hardly plush and wafting, and the purpose of its tautness is revealed when you get on a winding road. With simple, direct steering, the CX-90 can carry impressive mid-corner speed for its size – and 2275kg weight – owing also to its generously wide, 275-section tyres.

It’s a pity, then, that the CX-90 feels a bit unpolished. Lift off and the engine shuts off and coasts, but then can feel surprised to be woken back up when you want to go again. A feature will have you immediately hunting for the off button.

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The bigger concern is that the in-house-developed, eight-speed automatic transmission has a personality – when it should probably be invisible.

Feeling oddly highly strung, even occasionally flustered – like it’s had too much caffeine – it can even clunk into first gear so audibly and obviously that you wonder how engineers signed it off.

The CX-90 is a delightful car, but at more than $100,000 drive-away, you’re left wondering if it’s best to wait for the update, where hopefully the few too many minor wrinkles are ironed out.

The 2024 Mazda CX-70 has debuted as a five-seat twin to the CX-90 – and it’s coming to Australia.

Effectively a CX-90 sans its third-row, the CX-70 is tailored to American tastes and has a sportier blacked-out look, a price tag that’s likely to be more affordable, and some Mazda-first tech.

The CX-70 is a rival to other five-seat large SUVs (known in the United States as midsize crossovers) such as the Chevrolet Blazer, Ford Edge (once sold here as the Endura), Honda Passport, Jeep Grand Cherokee, and Volkswagen Atlas Cross Sport.

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Mazda has not released CX-70 dimensions, but it looks eerily similar to the CX-90. If it isn’t using the same body panels, we’d be surprised. It means the brand’s large range will be structured like Jeep’s in Oz with five-seat Grand Cherokee the new Mazda’s natural rival, and the stretched Grand Cherokee L remaining CX-90’s foe.

The CX-70 will soon be joined by another rear-biased Large Architecture Mazda in Australia, the seven-seat CX-80, which is based on the midsize CX-60 and is likely to be smaller than the CX-70 and CX-90.

The addition of the CX-70 will see Mazda Australia selling four medium-to-large SUVs: CX-60, CX-70, CX-80, and CX-90. By the time all models are online, Mazda’s premium line-up will have a lot of similar options, all with prices likely to fall between $60,000 and $100,000.

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Marketed as a “wide body two-row SUV”, the CX-70 will be powered by the same engines as the CX-90: a 187kW/550Nm 3.3-litre ‘D50e’ inline-six turbo-diesel or a high-output 254kW/500Nm 3.3-litre ‘G50e’ inline-six turbo-petrol, both matched to an eight-speed automatic transmission and rear-biased all-wheel drive.

A plug-in hybrid CX-70 identical to the CX-60 and CX-90, comprising a 2.5-litre non-turbo four-cylinder mated to an electric motor and 17.8kWh battery for a 241kW/500Nm total system output, will be offered in North America. It hasn’t been locked-in for Australia.

Unlike diesel versions of the CX-60 and CX-90 which are limited to two tonnes, Mazda Australia claims a 2.5-tonne braked towing capacity for both the petrol and diesel CX-70, owing to its “lower overall vehicle weight compared to CX-90”.

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It also features a new trailer hitch guide to assist with connecting to a trailer.

Mazda has focused on maximising the CX-70’s luggage space with three underfloor storage areas – including where the CX-90’s third-row would usually be stowed – and a Mazda-first remote fold-down function for the second row from switches located in the boot.

Other new technology for Mazda includes an emergency stop assist function when the driver is using the Cruising and Traffic Support semi-autonomous steering mode on the highway to alert them “​​in stages if it detects closed eyes or distraction”.

The emergency stop function will eventually slow and stop the vehicle if there is no driver engagement to assist in avoiding an accident when a driver becomes impaired.

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In North America, the CX-70 will join the facelifted MX-5 sports car in supporting Amazon Alexa voice assistant integration, though a Mazda Australia spokesperson confirmed this technology will not be available in local vehicles.

However, the spokesperson did confirm the CX-70 will feature Mazda Connected Services in Australia, with further details on the roll-out due to be announced imminently.

While the CX-70 adopts a near-identical body to the circa-5.1-metre long CX-90, unique design touches include sportier looking front and rear bumpers, a honeycomb-look grille design (similar to the CX-60 GT and Azami SP), blacked-out exterior trim, unique alloy wheels up to 21 inches in diameter, and available burgundy red leather upholstery.

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While Mazda said it is unable to confirm the CX-70’s exact dimensions or luggage capacity, it has announced that occupant space in the first and second rows of seats will be “the same as CX-90”.

The 2024 Mazda CX-70 is due in Australia at the end of this year “at the earliest”, with further details – including pricing, features and specific timing – to be announced closer to its local launch.

North American pricing and specifications are due to be confirmed in mid-February when we’ll have a better idea of how the CX-70 could be positioned compared to the CX-90 in Australia.

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However, we’d expect the CX-70 to be around $2500 to $5000 more affordable than the CX-90, which is currently priced between $74,550 and $100,015 before on-road costs. Dearer plug-in hybrid versions of the CX-90 are still to arrive in Australia.

“As we continue to advance our product range with a host of cutting-edge products, the Mazda CX-70 represents yet another milestone for our brand – offering the hallmarks of the now well-established Mazda Premium philosophy that shines brightly in the CX-60 and CX-90, but with a distinct focus on pursuing an active and fulfilling lifestyle,” said Mazda Australia managing director Vinesh Bhindi.

“The CX-70 is a unique expression of our customers’ interests and stands out on its own as a highly compelling option, facilitating new life experiences and rewarding those wanting to experience the joy of driving. It also offers a wider breadth of choice within our Large Product range, skilfully meeting the diverse needs of our market.”

Newt Gingrich is an odd person with whom to open a review of a Porsche Cayenne.

As far as I know, he never owned one but the Republican former speaker of the House was a man who popularised the language of polarisation in American politics, ushering in a bitterly partisan era.

Under Gingrich, an insufficiently conservative Republican became a RINO (Republican in name only). I wonder, having just stepped out of the entry-level Cayenne, if I’ve just driven a PINO.

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It’s easy to figure out why you may lean towards thinking this is a ‘Porsche in name only’. The base Cayenne is driven by a 3.0-litre single-turbo V6 that you’d also find in the Audi Q7.

With this 2023 update of the third-gen Cayenne, that engine now develops an additional 10kW, helping Porsche create a measure of differentiation between the 260kW Cayenne and the 250kW Q7. We’ll talk more about that engine later on, but never, ever drive a V8 Cayenne if your budget only extends this far.

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JUMP AHEAD

• How much is it and what do you get?
• How do rivals compare on value?
• What’s the Porsche Cayenne like inside?
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• How long is the warranty and what are the running costs like?
• Would you recommend it?

How much is it and what do you get?

Excluding on-road costs, Porsche asks $140,200 for the base Cayenne (or $148,300 if you’d rather have the Coupe body) and that’s about $41K less than the cheapest model with a bent-eight under its bonnet, the $181K Cayenne S.

Standard equipment now includes excellent LED matrix headlights which blend speed, camera and navigation data feeds to ensure ideal illumination.

The 11-point matrix of the main beam area does the usual trick of not dazzling oncoming drivers and the system seems to work extremely well. Once you’ve sampled headlights like these, it’s very hard to regress to a vehicle that’s not fitted with them.

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The cabin also feels a good deal more upmarket than the previous model, having adopted the look and feel of the Taycan with the broad dual-screen dash.

It’s a classy look and the infotainment system works well. Buyers may well find the standard 20-inch alloy wheels a little meek in their style and they look rather lost in the wheelarches.

Perhaps the fact that they’re fitted with blimp-like 55-series tyres up front creates the rather dorky look, and it’s an additional $5130 to spec a 21-inch wheel of which the cheapest is the very tasty RS Spyder Design rim.

Our test car was fitted with roof bars and finished in $5000 worth of Carmine Red paint which also did little for the overall aesthetic. Black and white are the only two non-cost paint finishes offered. Porsche offers a limited palette of crashingly dull metallics for $2420.

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How do rivals compare on value?

Pricing is more or less lineball with the 250kW/450Nm six-cylinder BMW X5 xDrive40i M Sport ($138,900) and a significant stack of cash more than the $128,372 Mercedes-Benz GLE450, a vehicle that also utilises a turbocharged six-pot powerplant (in this case, good for 270kW and 500Nm).

Should you really want to exercise a power advantage, a Range Rover Velar R-Dynamic HSE is priced at $138,800 and uses a plug-in hybrid four-cylinder engine to develop 297kW and 640Nm. You will have to forgo some cabin space with this option as the otherwise comparably-sized Range Rover Sport edges out of the price bracket.

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The value pick? That might well be the $126K Lexus RX500h F Sport.

With 273kW and 551Nm, this 2.4-litre turbo hybrid four has the chops to keep pace with the Porsche and most of the options list has already been shoehorned in as standard.

In terms of pure value, the base Cayenne doesn’t acquit itself too badly, but you may well find that you need to start ticking boxes if you want it to feel special. It does get 14-way adjustable seats, a 150W, 10-speaker stereo and a head-up display as standard.

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What’s the Porsche Cayenne like inside?

The Cayenne feels smart but it also feels very much the base model in the range.

For $140K, there are a few features you might expect such as ventilated seats or roof rails but overall it’s a well-judged specification that, while not loading the car with luxuries, enables you to drive a base-spec version without feeling like you’ve completely missed out.

The ‘Porsche Driver Experience’ features a curved digital instrument cluster, a redesigned centre console and a 911-style gear selector that’s now mounted on the dash just behind your left knuckle. The engine start button sits to the right of the steering wheel.

A set of digital clocks is housed in the main instrument binnacle beside a 12.3-inch centre touchscreen and the option of a 10.9-inch passenger display at $2860.

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A special coating ensures this isn’t visible from the driver’s seat and front-seat passengers can stream content to this display.

There’s a sea of piano black on the centre console, which houses controls for things such as the heated seats and, when these haptic feedback switches are pressed, the whole panel flexes in a way that’s not immediately reassuring.

You get used to it, but the first time it happens you wonder if something’s come unclipped in the dash. No, they all do that.

Likewise, on our test car, the footrest would slide up and down by a few millimetres which was moderately irritating.

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The main display is multi-configurable, with a wall-to-wall map if required and there’s also a considerable amount of customisation that can be applied to the bright and clear head-up display.

Physical buttons for the air-con mean you won’t have to go digging in the main screen to change the temperature and the air-con system itself has become very clever indeed, with a GPS-linked function.

This means that as soon as you enter a tunnel, the Cayenne will recognise it from the nav and instantly switch to air recirculation so you’re not sucking fumes into the cabin.

It also actively monitors particulate content in the air and switches on recirc if air quality drops.

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What is it like to drive?

It’s fine. No, really. It’s acceptably quick, reaching 100km/h from rest in 6.0 seconds, the ride quality is adequate for a vehicle on steel springs and the control weights are decent.

And therein lies the problem. Porsche didn’t build its reputation on cars that are fine. Its name is predicated on vehicles that are excellent. And the base Cayenne isn’t excellent.

The engine needs a good shove to give its best and can feel lethargic when pulling away despite attaining peak torque at just 1450rpm. The 1985kg kerb weight means that this Cayenne has much the same power-to-weight ratio (about 130kW/tonne) as an entry-level Mazda MX-5. So it’s no fireball.

Body control is okay, with some head toss evident and the Hankook Ventus S1 Evo Z tyres are a decent compromise choice, if not the last word in precision feedback.

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We did notice that on poorer surfaces there were quite a few squeaks and rattles in the cabin, which isn’t something that you’d expect if you’re handing over $140K.

There are three drive modes on offer: Normal, Sport and Offroad, with Sport killing the idle-stop system and activating the Porsche Active Suspension Management for a more dynamic ride.

Were I spending my hard-earned on a base Cayenne, the second box I’d tick after the bigger alloys would be $4750 worth of adaptive air suspension. Third would be the $2480 Bose surround sound system.

The eight-speed automatic transmission is a quality box of cogs and the Cayenne is fitted with shift paddles should you wish to marshal it yourself. The pre-set calibrations in Normal and Sport are pretty hard to catch out though, so aside from doing it out of road tester’s curiosity, I left things to the robot instead.

Strong and faithful iron brakes are standard, with none of the weird pedal feel you occasionally get on cold carbon ceramics. The pedal box and driving position are similarly excellent, with a huge amount of adjustment for both seat and wheel.

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How is it on fuel?

Not bad, actually. In mixed driving that included 50 per cent challenging hill routes and 50 per cent suburban schlepping (respectively using Sport and Normal modes), the Cayenne averaged 10.3L/100km – a tenth better than the official combined figure.

As a frame of reference, the same exercise yielded 12.8L/100km in a V8 Cayenne S, a hefty 24 per cent worse.

The idle-stop system is impeccably smooth on the Cayenne thanks to its 48-volt electrics, which means that you won’t feel tempted to switch it off in city traffic, unlike some cars whose systems are about as slick as the discount rail in Tarocash.

With its hefty 90-litre fuel capacity, the Cayenne can travel for 900km on a cruise but it does require 98 RON fuel, which means a tankful can easily top $200.

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How safe is it?

The Cayenne may well have undergone “one of the most extensive product upgrades in the history of Porsche” but that product upgrade was clearly not significant enough to warrant retesting by EuroNCAP, so the Cayenne carries over its five-star safety rating from the previous model.

There’s a space-saver tyre under the boot floor as well as a fairly comprehensive tool kit, so you’re unlikely to be left stranded by a puncture.

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How long is the warranty and what are the running costs like?

The warranty for the Cayenne is three years with unlimited kilometres.

While three years might seem a bit mean given that much of the new car market has moved to five-year warranties, there’s still a bit of lag at the top end of town. The likes of Aston Martin, Bentley, Ferrari, Lamborghini, Lotus, and Maserati all offer a similar three-year deal.

Main service intervals are at 15,000km or 12 months, there’s a three-year paint warranty and a 12-year anti-rust warranty.

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Would you recommend it?

I feel a little conflicted about recommending the base Cayenne. Porsche won’t care, largely because it’s extremely good at understanding the requirements of its customers.

For those who just want the cheapest way into Porsche Cayenne ownership and are not particularly fussed about dynamics, it’s unlikely you’ll be disappointed. The Cayenne rides well, looks good, is adequately equipped, is both safe and comfortable and, if you clog the accelerator pedal, can lift its skirts. It’s a decent car.

What it doesn’t feel like is a ‘proper’ Porsche. It’s too meek. It has no attitude. Were you to put somebody who’d never experienced a Porsche before in it, they’d wonder what all the fuss around the marque was about.

It sounds harsh, but it’s both a good SUV and a wholly unexceptional Porsche. Its maker will – rightly – counter that there’s a healthy market for that.

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The problem, as I see it, is that this ought to be a car that excites you, that makes you feel as if you’re stepping into the Porsche brand and experiencing a taste of its values. But you’re not.

You’re buying that badge equity, you’re getting a decent SUV and that’s okay as long as you’re okay entering into that compact.

It’d be harsh to write this vehicle off as a ‘Porsche in name only’. It has a lot of admirable attributes but it needs something else, some edge, some steel to its backbone, some glimpse into the depth of engineering and focus that has always distinguished the best Porsches.

When you create those lofty standards, they can, just occasionally, prove a little hard to live up to.

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The Audi Q7 luxury large SUV has received its second facelift ahead of an all-new model due in 2026.

Revisions for the 2024 Audi Q7 and 2024 Audi SQ7 are applied from more recent models in the German brand’s line-up, including an updated exterior design, matrix LED headlights with laser and OLED tail-lights, and minor revisions inside.

The latest update for the seven-seat Q7 – a rival to the Volvo XC90, BMW X5 and Mercedes-Benz GLE – follows a comprehensive mid-life facelift in 2019 which introduced an identical dashboard to the related Q8 flagship coupe SUV.

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The current, second-generation Audi Q7 was launched in 2015 to replace the first-generation model sold between 2005 and 2015, which also had two major updates during its 10-year lifespan.

Audi Australia has confirmed the updated Q7 and SQ7 are due in local showrooms in the second half of this year, with further details to be announced closer to launch.

Exterior changes include Audi’s new, flatter two-dimensional logo, a larger grille with a new octagon pattern, redesigned front bumpers with “prominent colour-framed” air intakes, and a return to actual exhaust tailpipes on the lower rear bumper.

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The headlights now look more familiar to the Q5 and Q8 and are available with optional matrix LED technology, which includes laser lighting. The system features 24 individual LEDs, with each having a high-power laser diode to boost the high-beam range at speeds above 70 km/h.

A digital daytime running light is also fitted to the matrix LED headlights, which allows drivers to configure the light signature.

Organic light-emitting diode (OLED) digital tail-lights are now fitted to the Q7, following the A8, Q8 and Q5. This allows drivers to choose from pre-configured light signatures, along with sequential turn signals, various coming and leaving home sequences, and a proximity feature to alert drivers when are within two metres of a stationary Q7.

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New exterior colours include ‘sakhir gold’, ‘ascari blue’ and ‘chili red’, while there are five new alloy wheel designs ranging between 20 and 22 inches.

As with the facelifted Q8 due in mid-2024, the MIB 3 infotainment system now supports third-party applications – including Spotify and Amazon Music – and the digital instrument cluster is enhanced to display additional driver assistance-related details.

The latest Q7 will be available with nine decorative inlays, including ‘natural elm burl silver’ for the standard Q7, and ‘matte carbon twill’ or ‘matte brush aluminium’ for Q7 S-line and SQ7 models.

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Under the bonnet, the 2024 Audi Q7 retains its existing powertrain options, including the 170kW/500Nm 3.0-litre turbo-diesel V6, uprated 210kW/600Nm 50 TDI, and 250kW/500Nm 3.0-litre turbo-petrol 55 TFSI available in Australia.

All models continue to feature a 48-volt mild-hybrid system and an eight-speed torque-converter automatic transmission.

Specific enhancements for the sportier SQ7 variant include a new honeycomb-look grille, a redesigned front spoiler and rear diffuser, and revised alloy wheel designs up to 22 inches.

As before, the SQ8 has a 4.0-litre twin-turbo V8 engine delivering 373kW and 770Nm. It does not include a mild-hybrid system but features cylinder deactivation technology.

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The facelifted 2024 Audi Q7 is due in Australia in the second half of this year, with further details to be announced closer to its launch.

It is expected to be the final update for the second-generation Q7 ahead of the launch of the third-generation Q7, which is due to debut later in 2025.

It will become one of Audi’s final internal-combustion vehicles ahead of its all-electric future, and could be joined by an upper-large ‘Audi Q9’ to rival the Mercedes-Benz GLS, BMW X7, the full-size Range Rover, and the Cadillac Escalade.

VFACTS new-car sales data reveals 1961 examples of the Audi Q7 were sold in Australia in 2023 compared to 3846 Land Rover Defenders, 3682 BMW X5s, 2743 Lexus RXs, 2535 Mercedes-Benz GLEs and 2224 Range Rover Sports.

Below: The current 2023 Audi Q7

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The Australian Automotive Dealers Association (AADA) and AutoGrab have compiled 2023’s used car sales data into the Automotive Insights Report (AIR) which paints a picture of the current market.

Throughout 2023, the pandemic’s effects lessened and used car prices slowly dropped in response to improved new car supply. For the most part, used car values are up compared to a decade ago – you can read the full breakdown here – but the market for electric vehicles isn’t so promising.

Of the used cars listed for sale, 96 per cent were petrol and diesel models, while hybrids made up 3.1 per cent of the pie. Plug-in hybrid (0.1%) and electric vehicles (0.7%) accounted for less than one per cent.

Compare that to new EVs, which made up 7.2 per cent of 2023’s record sales, and it’s clear there’s a long way to go before a mature used electric vehicle market emerges.

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As in new electric car sales, of the 12,051 used examples sold it was Tesla that dominated (36.4 per cent) followed by MG (14.6 per cent) and Nissan (8.2 per cent). Expect this year to bring more turbulence with the advent of even more affordable options from China.

Beyond the smaller pool of choice, used electric vehicles were also valued much lower than combustion-engined counterparts.

Two to four year old combustion-engined cars retained 85.9 per cent of their value, compared to EVs which kept just 57.6 per cent of their value. The AIR described the residuals as “incredibly low” and noted EVs had “underperformed the market significantly.”

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From the start of 2023, retained values dropped 15.6 per cent for electric vehicles under two years old, and a huge 23.4 per cent for those between two and four years old.

By the end of the year, the average time from list to sale of an EV had climbed to 75 days – the longest of any category in the AIR.

The AADA’s report notes a few factors in this, chiefly changes to the fringe benefits tax (FBT) structure that made leasing a new electric car far more attainable, as well as the influx of affordable options from China and the ensuing price wars.

There are also the unknowns of electric vehicle maintenance. While there may be far fewer moving parts and less brake wear, there’s a big cost if the battery goes boom (though most are covered by eight year/160,000km warranties), and Tesla only offering a four-year warranty will affect residuals.

While this might all sound like doom and gloom for prospective EV buyers, it could be a win for those on a tighter budget willing to chance a used vehicle. If you’re after a sedan under five years old for about $60K, for example, you’re remarkably well served by Tesla Model 3s in the classifieds.

Cupra might not be a name you’re familiar with yet but a name you may know is SEAT, their parent company– who are actually owned by the Volkswagen Group.

The Spanish brand has been on our shores now for a couple of years with a range of sporty and stylish looking cars– offered in hybrid, electric and petrol powertrains.

In comes the Cupra Born, the brands first all-electric car, a five-seater hatchback with up to 511km of range.

Let’s see what the newcomer is bringing into the EV fighting ring.

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Pricing and features

At $59,990 before on-road costs the Cupra Born is available in a single variant.

State-based EV incentives can move this figure down depending on what current opportunities are.

The vehicle features a power system with an 82kWh gross (77kWh net) battery, capable of getting up to 511 kilometres of range under the WLTP test cycle. This system powers a rear-mounted motor, delivering 170kW of power and 310Nm of torque, which propels the rear wheels.

Cupra claims a 0-100km/h time of 7.0 seconds.

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There are two option packs available on the Cupra Born: The Performance pack for $2600 and Interior Pack for $2900.

The Performance Pack adds larger 20-inch wheels, wider tyres and dynamic chassis control. The Interior Pack changes seat trim to an upcycled plastic trim and adds 12-way power adjustment, heating and massage functionality to the front seats as well as a 9-speaker Beats stereo.

Adding either option pack means you do lose a seat in the back row however, reducing total seating capacity to four.

Safety

In 2022, the Cupra Born received a five star safety rating from ANCAP.

The vehicle is equipped with seven airbags, including front, side chest, side head (curtain), and a center airbag for enhanced passenger protection.

Its safety features extend to Autonomous Emergency Braking (AEB) with multiple assist systems, Lane Keep and Departure Warning, adaptive cruise control, parking and blind-spot assist, rear cross-traffic alert, and driver attention monitoring, all standard across the range.

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Key rivals

With similar capabilites in terms of range and relative pricing, the Cupra Born faces off against the:

• Tesla Model 3
• Kia Niro EV
• Polestar 2

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Should I put it on my shortlist?

Entering the competitive Australian EV market around the $60k price range, the Cupra Born is impressive for its segment, especially appealing to young, urban buyers.

Its compact size doesn’t compromise on practicality or driving enjoyment, offering a balance of dynamic performance and sufficient range for city living and beyond.

The Born combines attractive design with effective performance, ensuring it stands out as an electric vehicle that’s fun to drive and practical for everyday use, including spontaneous outings and routine errands without range anxiety. Opting for the standard model with an interior pack might be preferable for an everyday ride that emphasizes comfort and style. But if you’re wanting to test it out on windier roads, the Performance Pack will be high on you list.

Nobody waiting on a new car delivery will be surprised to learn this: the Australian used car market saw a significant level of activity in 2023.

Highlighting strong interest in the used car market, the Australian Automotive Dealer Association (AADA) and its partner AutoGrab have today released the 2023 results of the new Automotive Insights Report (AIR).

Sales figures surpassed the 2 million mark last year, representing a 34.4% increase. By comparison, just over 1.2 million new cars were sold – a record year in the new-car space.

RELATED: New-car sales results for 2023

Sales and market dynamics

The report [↗] shows a robust result for 2023, with AADA boss James Voortman pointing to factors like wait times and the increasing cost of living.

“For every new car sold 1.7 used cars were sold, confirming that most Australians are deciding to purchase used cars,” he said.

2023 used car sales by state

Used car prices and sales patterns

Used car prices saw a steady decline through 2023, a trend attributed to an increase in the supply of new vehicles – thanks to the reduced impact of Covid on production and shipping.

This shift in pricing is anticipated to continue into 2024, potentially benefiting buyers seeking cost-effective options in a tight economic climate.

The National Weighted Average Used Car Price peaked in March with a Retained Value of 75.8%, before declining to 67% in December. The average number of days to sell rose from almost 41 to to nearly 51, March to December.

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Top-Selling brands and models in used cars

Again no surprises here, Toyota was the most purchased used car brand in 2023, although Ford’s Ranger outsold Toyota’s Hilux – just as it did in new cars.

Sales by fuel type

Top brands

Top models

Value retention

The report sheds light on the retained value of various vehicle types, with utes and light commercial vehicles generally holding their value better than other categories.

SUVs, in contrast, were reported to have lower retained value, “sitting well below average for all age groups”.

“When diving into retained values of vehicles, a topic that interests many consumers and Dealers, we can see that across all age groups, utes and light commercial vehicles held their values above the average,” Mr Voortman said.

“Passenger vehicles across all age groups tracked close to the average, while SUVs were the worst performing vehicle segments in terms of retained value, sitting well below average for all age groups.”

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Electric vehicle market

Electric vehicles (EVs), while still a small segment of the used-car market, showed a small increase in supply and sales.

The AIR notes that EVs have a lower retained value and take longer to sell than petrol and diesel vehicles, hinting at the challenges facing this emerging market segment.

Prices have declined by 15.6% for used EVs under 2 years old, and 23.4% for those aged between 2-4 years. The average days to sell for used EVs reached 75 days in December.

The report suggests hesitation on used EVs is likely due to uncertainty around battery longevity, along with compelling new prices at the entry end of the new EV market.

The first Ford Mustang Dark Horse produced has been sold in the United States, with the hammer falling at US$375,000 (A$566,000) in a Barrett Jackson auction.

That’s a hell of a lot of money for a Mustang Dark Horse which lists for $US59,485 – A$99,102 when it arrives in Oz in the second quarter of this year – though not as much as the first 2024 GT commanded ($US490,000).

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Ford donated 100 per cent of the Dark Horse 001’s price to the Juvenile Diabetes Research Foundation.

Dark Horse is the Mustang’s new flagship grade sitting above GT. It features a strengthened 349kW/548Nm 5.0-litre V8, wider 19-inch wheels than the GT, a more focused suspension tune with adaptive dampers, and a six-speed Tremec manual transmission.

The example in question – VIN 001 – is finished in the Blue Ember hero colour with racing stripes and a contrast black roof, while behind the 19-inch alloys are blue brake calipers as part of the Appearance Pack.

The 2024 Mustang is due for Australian release in the second quarter (April-June) of this year. The performance-oriented Dark Horse, meanwhile, is a limited model in Australia with only 1000 units due Down Under.

These are the luxury electric cars and SUVS bound for Australia in 2024. Which will be the most compelling for Aussie car buyers? Read on…

JUMP AHEAD

• Alfa Romeo Milano
• Audi Q4 E-Tron
• Audi Q6 E-Tron
• BMW iX2
• Cadillac Lyriq
• Lotus Eletre
• Maserati Grecale Folgore
• Mercedes-Benz EQA
• Mercedes-Benz EQB
• Mercedes-Maybach EQS
• Mini Cooper hatch
• Mini Countryman
• Polestar 3
• Polestar 4
• Porsche Macan E
• Range Rover electric
• Tesla Model Y
• Volvo EX30
• Volvo EX90

Alfa Romeo Milano

The 2024 Alfa Romeo Milano light SUV will debut globally in April, the brand has confirmed.

Joining the existing Giulia sedan, Stelvio mid-size SUV and Tonale small SUV in the Italian brand’s line-up, the Milano will ride on Stellantis’s ‘E-CMP’ architecture shared with the Jeep Avenger, Fiat 600e and Peugeot E-2008.

An all-electric powertrain will be offered at launch – a first for the Alfa Romeo brand – while a more affordable 1.2-litre mild-hybrid petrol will likely be available in select markets.

The Milano name is derived from the city of Milan in Italy where Alfa Romeo was founded in 1910. The Alfa Romeo 75 was sold as the Milano in North America between 1985 and 1992.

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Audi Q4 E-Tron

The four-strong Q4 E-Tron range starts at $88,300 for the 45 grade (in Sportback or wagon body styles) with a 77kWh battery, single 210kW electric motor, a power tailgate, and LED headlights.

Audi’s Sportback 55 E-Tron flagship costs $109,500 before on-road costs and gets twin motors with 250kW outputs, S Line exterior styling, Matrix LED headlights, and more.

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Audi Q6 E-Tron

The Audi Q6 E-Tron rides on the Volkswagen Group’s new ground-up Premium Platform Electric (PPE) architecture shared with the forthcoming Porsche Macan EV, compared to the adapted internal-combustion MLB Evo platform found underneath the Q8 E-Tron.

Audi has confirmed it will be available in rear-wheel and all-wheel-drive configurations with the Q6 E-Tron 55 accelerating from 0-100km/h in around six seconds, while the high-performance S flagship cuts it to 4.5 seconds.

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Multiple battery sizes will also be offered, starting from about 100 kilowatt-hours, with up to 270kW DC ultra-rapid charging capabilities using the 800-volt class PPE architecture.

Similar to the unrelated Audi E-Tron GT electric sports sedan, it’ll be available with two separate charging ports at each side of the rear-quarter body – with only the left able to DC fast charge.

The Q6 E-Tron seemingly appears aesthetically similar to the large updated Q8 E-Tron, except for its split headlight arrangement. It’s likely that the rally-like white alloys pictured won’t feature in the final model, though.

It’s the first Volkswagen Group model to feature second-generation organic light-emitting diode (OLED) front and rear lights, with eight selectable digital light signature designs – provided owners select the feature package.

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BMW iX2

The first-ever iX2 will reach Australia in March 2024 as a fully electric companion to the second-gen X2, boasting bigger dimensions and more technology than the previous X2.

The new iX2 shares many similarities with the new X1 and iX1, including an identical platform, leaving styling and functionality as their key differentiators.

The X1/iX1 feature a more traditional design making them more practical overall, while the X2/iX2 models are focused on having a sportier presence.

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Cadillac Lyriq

After years of speculation and false starts, Cadillac will return to Australia in 2024 with the Lyriq SUV.

Set to spearhead a multi-model SUV assault, Aussie versions of the Lyriq will come standard with a dual-motor, AWD powertrain that brings a range of around 500km.

The Lyriq is keen to make a good impression even before you step into the cabin. Opening the front doors reveals illuminated sills featuring Cadillac in script next to a silhouette graphic of the Lyriq.

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The Lyriq’s cabin design is far off Tesla’s ultra-minimalist approach, yet, again, there’s more restraint than with your typical US SUV interior.

A 33-inch digital display dominates the dash, while the rest of the cabin feels premium thanks to Nappa leather upholstery, a panoramic sunroof and heated/ventilated/massaging seats.

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Lotus Eletre

The Lotus Eletre will mark the British brand’s first high-end electric SUV and all-new model under Chinese owner Geely, when it lands in Australia in the second quarter of 2024 (April to June inclusive).

Priced from $239,000 before on-road costs, the Eletre will rival premium and high-performance five-seater large electric vehicles, including the BMW iX, Porsche Taycan Cross Turismo, and upcoming Macan EV.

It adopts the all-new Lotus-developed Electric Premium Architecture (EPA), which will be shared with the Emeya electric sedan when it joins locally in 2025, and is made at Geely’s Wuhan factory in China.

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Maserati Folgore

The 2024 Maserati Grecale Folgore has been unveiled as the pure-electric version of the company’s new mid-size SUV.

While full specifications will be announced closer to the car’s arrival, the Italian brand has revealed the Grecale Folgore will be fitted with a 105kWh battery and a 400-volt system – which should be enough to give the SUV a driving range on par with its petrol-powered counterparts.

Though yet to be confirmed, twin electric motors mounted on each axle are expected to send around 400kW and 800Nm to all four wheels, making it the most powerful Grecale within the stable.

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There’s little to distinguish the Grecale Folgore from the petrol GT, Modena, and Trofeo versions, other than a partially-blocked concave grille, tri-spoke style wheels, fender badges, and an exclusive copper paint colour.

Maserati says it will use a variety of recycled materials throughout the cabin, including a nylon called Econyl, derived from fishing nets.

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Mercedes-Benz EQA

Mercedes-Benz has updated its most attainable electric vehicles, the EQA and EQB, with tweaked designs, longer range and improved technology.

Both premium small electric SUVs gain the brand’s signature three-pointed star pattern – in line with its newer EV offerings – across the closed front grille (in either black as standard or chrome on Electric Art and AMG Line variants), interior door trims, and on the dashboard.

The latter is backlit and corresponds with the colour-selectable ambient lighting.

There are also tweaked bumpers, touch-sensitive steering wheel and rim designs, plus new LED tail-lights with rounded bubble-like shapes on the EQA and sharper split segments on the EQB – reminiscent of the latest E-Class sedan and AMG GT coupe.

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Mercedes claims aerodynamic optimisations on the new EQA and EQB have extended driving range by up to nearly 40 kilometres, depending on the variant.

The boosted range is made possible by more roll-resistant tyres, an added edge on the rear wheel arches, and an integrated spoiler.

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Mercedes-Benz EQB

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Mercedes-Maybach EQS

The EQS 680 SUV becomes Maybach’s first-ever electric car; it wears the brand’s signature two-tone paintwork, monobloc-inspired alloy wheels, and even retains the luxury carmaker’s classy bonnet star.

Maybach claims 484kW/950Nm, all-wheel drive, and a circa-600km driving range, but when it comes to the EQS SUV, it’s more about luxury appointments than roving range or outright speed.

The front seats are heated, ventilated, and appointed in sustainably tanned Nappa leather in your choice of Espresso brown/Balao brown pearl or Macchiato beige/Bronze brown pearl. Optionally, Manufaktur grade Crystal white/Silver grey pearl is available.

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And the back seat is really where you want to be, with twin 11.6-inch touchscreen mounted on the back of the seats with ‘MBUX high-end rear seat entertainment’ representing a step up from the regular Benz EQS.

It means rear passengers can modify navigation directions from the back seat, while the centre console has been redesigned to better flow into the rear quarters.

Mercedes-Maybach is claiming a provisional driving range of 600km, from the same 107.8kWh battery as the Benz EQS. It will fast-charge at up to 200kW, for a 10-80 per cent fast-charge in 30 minutes.

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Mini Cooper hatch

Both the 2024 Mini Cooper hatchback and more all-terrain-focused 2024 Mini Countryman are heading to Australia in the third quarter of 2024.

The brace of zero-emissions Minis marks the start of the company’s transition into an all-electric brand and is the first time the iconic models will be offered as electric-only.

Along with the model’s battery transition, all Mini three- and five-door variants will now be dubbed Cooper with the moniker no longer denoting engine or motor power output. Instead, the range will comprise Cooper E and Cooper SE to differentiate performance and maximum range.

With 135kW and 290Nm, the Cooper E can accelerate to 100km/h from a standstill in 7.3 seconds and has a WLTP range of 305km. With a larger battery, the SE ups the performance stakes with 160kW and 330Nm, cutting the milestone dash to 6.7 seconds while offering an extended range of 402km.

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Mini Countryman

With a peak power output of 230kW and 494Nm, the most potent Countryman for now can accelerate to 100 from zero in 5.6 seconds while its more power-hungry transmission reduces WLTP range to 433km.

Mini’s first crack at a fully electric Cooper received mixed reviews with most criticism stemming from its somewhat limited range that maxed out at about 180km, however, the new version addresses the problem with significantly improved charge capacity.

A dedicated electric platform is mostly to thank, whereas the outgoing Mini Cooper SE shared the combustion model’s chassis with electric parts borrowed from the BMW i3.

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Polestar 3

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Polestar 4

The Polestar 4 will join the list of rivals trying to beat Tesla’s Model Y in 2024 with an entry point of $81,500.

Two models are listed, with the $81,500 Long Range Single Motor rear-wheel-drive Polestar 4 joined by a more powerful Long Range Dual Motor that costs from $92,150.

The Single Motor model brings outputs of 200kW and 343Nm, with a claimed 0-100km/h time of 7.4 seconds. The Dual Motor doubles those outputs to 400kW and 686Nm, with Polestar quoting a sprint time of 3.8 seconds.

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Porsche Macan E

Porsche’s first electric SUV has been priced for Australia, with the 2024 Macan 4 arriving later this year from $133,700.

Launching with two variants initially, the all-wheel-drive Macan 4 packs 300kW while the flagship Turbo develops a whopping 470kW and 1130Nm – enough to frighten a Hyundai Ioniq 5 N in a straight line.

This is Porsche’s first outing of the Premium Platform Electric (PPE) underpinnings that boast 800-volt capability, twin-valve dampers, rear-wheel steer, and a 96kWh usable battery pack in the Macan.

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Although it’s distinctively Porsche, the larger second-gen electric Macan has a few new details including Taycan-inspired lighting signatures and a rounder rear end.

Inside, Porsche has implemented a familiar layout and moved back to physical controls for the cabin vents – perhaps in response to the less-than-rosy reception of Taycan’s digi-vents.

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Range Rover electric

Range Rover is yet to reveal the electric version of its signature luxury SUV, however it did release a single teaser image in December 2024.

The brand also opened the waiting list for the new model at the same time. Little else has been revealed about the Range Rover Electric, however, with no details available on battery capacity, outputs, or driving range.

But, given its mammoth dimensions, buyers can likely expect a battery pack larger than the BMW i7’s 101.7kWh, with a claimed driving range upwards of 550 kilometres.

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Tesla Model Y

The Tesla Model Y electric SUV has received a minor refresh in China – but the changes are not yet confirmed for Australia.

The world’s best-selling electric car brings some new features from the facelifted Model 3 sedan – due in Australia in early 2024 – but also carries over previous features.

Under the unrealistic China Light-Duty Vehicle Test Cycle (CLTC), the base Model Y RWD has gained nine kilometres more claimed driving range, while the mid-pack Long Range is up 28km.

For context, the current Model Y RWD offers 455km claimed range, Long Range at up to 533km, and the Performance is rated at up to 514km on the stricter Worldwide Harmonized Light-Duty Test Procedure (WLTP).

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The updated Model Y RWD is also one-second faster in the 0-100km/h acceleration time, with all variants being up to two kilograms heavier.

Therefore, it’s likely that the battery packs are unchanged as per the facelifted Model 3.

This means a 57.7kWh usable (60kWh gross) lithium-iron-phosphate (LFP) battery on the RWD and a 75kWh usable (78.1kWh gross) nickel-manganese-cobalt (NMC) lithium-ion type battery on the Long Range and Performance, according to figures provided by EV Database [↗].

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Volvo EX30

Starting from $59,990, the Volvo EX30 will become Australia’s most affordable luxury battery SUV in early 2024 as part of the Swedish brand’s ambition to go all-electric locally by 2026.

Volvo Australia, at least for now, has elected not to introduce a 51kWh EX30 Standard Range that uses a more cost-effective lithium-ion phosphate (LFP) battery but has the shortest driving range at 344km.

The rear-drive EX30 models share a 200kW/343Nm electric motor said to deliver a 0-100km/h acceleration time of 5.3 second, and a 480km claimed range.

The all-wheel-drive EX30’s dual motors produce combined outputs 315kW and 543Nm to make it the quickest Volvo ever. The maximum range drops slightly to 460km.

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Volvo EX90

The 2024 Volvo EX90 electric SUV has been unveiled ahead of its expected Australian arrival in late 2024.

This dedicated EV platform is shared with the recently-revealed Polestar 3 and the upcoming Polestar 5.

At launch, one powertrain will be offered, while the latest technologies include bi-directional charging and a standard roof-mounted LiDAR scanner for full self-driving capability.

In Australia, the EX90 is tipped to launch in late 2024, with production commencing in the United States and China next year.

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Traffic. The age-old issue affecting our roads, only briefly reduced by widened freeways, new toll roads and badly needed bypasses, until even those fill up with bumper-to-bumper headaches.

Australian governments are considering a new solution, however, borrowed from countries and cities already using it: congestion pricing. That is, charging motorists a toll for driving through congestion hotspots, differing in value at certain times of the day.

The claimed benefits to a congestion charge include reduced travel times, less gridlock, improved air quality and better roads. Sounds great. What’s the cost?

Congestion charges are used in other cities to discourage unnecessary travel through areas that are known to become congested quickly, and promotes the use of public transport, with the ultimate goal of reducing the amount of vehicles on these troubled roadways.

Heavy traffic in these areas, despite upgraded roadways and planning, comes down to a simple point: whether through poorly planned infrastructure or time constraints or mere preference, there are now too many cars on the road to allow free-flowing movement.

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Congestion pricing is similar to a motorway toll, except the driver pays to drive through a specific district, rather than a particular road or motorway. The fees are intended to make the route unattractive to all who don’t specifically need to be in that area.

“It may also help to improve air quality, promote the use of public transport, and generate funds for infrastructure improvements,” says Dr Christopher Standen, a research fellow in applied urban development at the School of Population Health, UNSW Medicine & Health.

Dr Standen says cities like London, Stockholm and Singapore have benefited greatly from congestion pricing.

The pricing would need to be determined carefully, as the charges could be prohibitive for lower-income families and pensioners, which opens another can of worms.

Previous suggestions indicated an estimated fee of 5 cents per kilometre, during peak times – but it could also serve to partner any new charges with a reduction in the fuel excise, which would both minimise the financial impact on motorists and acknowledge the growing number of EVs on the road.

Marion Terrill of the Grattan Institute said a ‘user pays’ system makes sense.

“In the end, if particular roads are in high demand, it’s fairer that people who use them a lot pay more than those who rarely or never use them”.

Grattan Institute’s report also outlined that “the charges would mainly be paid by higher-income drivers, because people who drive to the city each day for work are more than twice as likely to earn a six-figure salary as other workers.”

According to the Federal Chamber of Automotive Industries (FCAI), these charges and new schemes could actually benefit the wallets of Australian drivers.

The FCAI recently proposed a set of plans known as the Road User Charging (RUC), effectively abolishing the usual registration and taxes that come with buying and using a car.

Instead, drivers are charged according to the locations visited and distances travelled, by tracking and monitoring vehicles individually. If you drive less, you pay less, which would greatly benefit those who have a seldom-used “sometimes” car sitting in the garage most of the year.

Road-use charges relating to EVs have been discussed in the past, based on the notion that road maintenance and new infrastructure costs are losing funds that would otherwise have come from those motorists paying the fuel excise.

It has been noted, however, that these costs are actually drawn from the broader tax pool, which EV owners contribute to through higher purchase prices and the related stamp duty that goes with it.

But, as EVs become more affordable over time, the case for lower fuel prices and a general user-pays approach to driving becomes stronger.

What do you think?

Should all motorists be able to pay less for registration and fuel, in exchange for a distance- and congestion-based pricing system?