What’s significant about the Volkswagen T-Roc CityLife?

Introduced in September 2023, the Volkswagen T-Roc CityLife marks a new entry point into our 2023 Best Small SUV range – and it’s even on special!

Sitting beneath the Style, the CityLife is a limited-run offering, according to Volkswagen, with some 1500 units on hand to help bolster the bottom end of the SUV price scale for VW ahead of the arrival of the facelifted – and smaller – T-Cross in early 2024.

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It retails at $35,990 plus on-road costs, but Volkswagen is currently offering it for the national drive-away price of $36,990.

While it might seem a little steep when held up against other entry-level small SUV like the Mazda CX-30 G20 Evolve ($33,310 plus ORCs) and the category-leading MG ZST Excite ($32,990), we reckon the T-Roc CityLife’s base value proposition is well worth the extra spend.

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What else is beneath the skin?

The CityLife shares the same 1.4-litre turbocharged petrol engine and eight-speed auto front-drive powertrain as the Style, but is fitted with smaller 17-inch rims and high-profile 215/55 tyres, more paint and less body cladding, VW’s basic LED headlight array and a cloth interior.

It also retains an impressively lengthy list of basic kit that includes IQ Drive, park assist, low speed AEB front and rear, high-beam assist, a digital cockpit with an 8-inch display, four USB-C ports and keyless entry.

Despite side assist and rear cross-traffic being added to the Style and the R-Line as part of this late-life tweak, though, the CityLife will miss out. It does, of course, inherit the T-Roc’s five-star ANCAP score, as well as its shorter-than-industry-average five-year warranty.

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When does the T-Roc CityLife go on sale?

It’s available right now along with bolstered stocks of all T-Roc variants, according to Volkswagen.

It will only be around for a few months into the new year, though, while the drive-away price offer is in place until the end of the year.

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What is it like to drive?

If there’s a more dependable and relatable platform combo than this one, we’d like to see it.

The MQB platform means stability and consistency, predictable dynamics and good ride comfort, along with great braking feel and decent (if overly light) steering.

Despite the tall 17-inch tyres, the CityLife can still feel a bit taut on broken terrain, even though it soaks up square-edged bumps impressively well.

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The 1.4-litre four-cylinder turbo engine, too, can feel strained when asked to accelerate with alacrity in freeway scenarios.

However, when pottering in and around town, it does the job, and thumbs up for the retention of the steering wheel-mounted shift paddles.

It’s not especially frugal, though; we saw 7.4L/100km over 113km of mixed terrain, against a claimed combined fuel economy average of 6.3L/100km.

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Is it worth considering over the Style?

In our view, the CityLife offers all the good bits of the almost-$3000 dearer Life, and it forgoes very little to do it.

Deleting the body cladding also helps to give the CityLife a more upmarket visage (in this reviewer’s eyes, at least), and the relative simplicity of the controls and buttons in, around and near the driver will endear the T-Roc CityLife to many.

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Lexus is preparing for an electric vehicle push from 2026, using Tesla as a benchmark to fast-track manufacturing and lower costs.

As part of parent Toyota’s new ‘battery-electric first’ strategy, the Japanese luxury brand will lead with next-generation EVs that will be previewed next month.

Lexus International president Takashi Watanabe told Automotive News [↗] it is “important to humbly look at and learn from” Tesla by adopting a modular structure.

“We need to make it easier to build and simplify as much as possible,” Watanabe said.

“One of our first steps will be modifying and rethinking our production methods.”

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This references Tesla’s ‘giga casting’ technique, which uses a machine to fuse metal and produce larger body parts to fast-track production efficiency, cut costs and reduce weight.

Toyota has already debuted a ‘giga casting’ prototype, which pours molten aluminium into a single die-cast machine, chilled and solidified to make one-third of the vehicle body in around three minutes.

Normally, it would take 86 separate parts, 33 steps and several hours to assemble, according to Nikkei Asia [↗].

Hyundai has also reportedly benchmarked Tesla’s ‘giga casting’ method and may use it in its factories from 2026, reports Hankyung [↗].

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Watanabe added its next-generation EVs will feature a new design theme, a performance driving focus, and models targeted at different countries.

As per most other carmakers, it will also adopt a software-driven approach, which may include unlocking upgrades via a subscription or purchase.

Toyota and Lexus have been developing a simulated manual transmission for EVs, and there have been rumours of a spiritual LFA electric sports coupe revival.

The company plans to offer an electrified option for every model by 2030, ahead of going EV-only by 2035.

Lexus currently sells two pure EV options in Australia – the UX300e small SUV and RZ medium crossover, with the latter sharing the same dedicated electric platform with the upcoming Toyota BZ4x and Subaru Solterra.

The 2024 Subaru Impreza hatch is now available to pre-order in Australia ahead of its local arrival in December.

Now in its sixth-generation, the latest Impreza has carryover underpinnings and a familiar engine, and the sedan has been deleted globally for a hatch-only line-up.

As the base vehicle for the jacked-up Crosstrek small SUV launched here in May, the Impreza has an identical range with three variants: 2.0L, 2.0R and 2.0S.

Compared to the current Impreza hatch first launched in 2016, prices are up between $4200 and $5200 to start from $31,490 before on-road costs.

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However, Subaru claims the base Impreza 2.0L is “one of the highest specced entry models in the segment,” with a significant increase in standard equipment including a full suite of active safety tech for the first time.

Inside, all variants have an Outback-matching 11.6-inch touchscreen with wireless phone charging and cable-free Apple CarPlay and Android Auto mirroring.

“For many customers, Impreza is their entry to the Subaru brand. Therefore, even with its price point, Impreza must deliver on the expectations of the Subaru brand,” said managing director Blair Read.

The Subaru Global Platform underpinning the new Impreza is 10 per cent stiffer with 3.4 times more structural adhesive for improved performance, handling and NVH. It has also fitted a version of the WRX’s dual-pinion electric power steering rack.

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While there is no hybrid or Mazda 3 G25-rivalling 2.5-litre RS at launch, Subaru Australia said both powertrains could arrive in 2024.

At Subaru Australia’s recent 50th Anniversary event, Blair Read told Wheels that the success of the turbocharged Outback XT developed specifically for our market had strengthened the case for future right-hand drive niche variants such as the 2.5-litre Impreza, which is currently left-hand drive only for North American consumption.

More than 170,000 Subaru Imprezas have been sold in Australia since the vehicle was introduced at the 1993 Melbourne Motor Show.

JUMP AHEAD

• 2024 Subaru Impreza pricing
• 2024 Subaru Impreza features
• Colours
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing
• Availability

2024 Subaru Impreza pricing

Prices exclude on-road costs.

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2024 Subaru Impreza features

2024 Subaru Impreza 2.0R features

2024 Subaru Impreza 2.0S features

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Colours

All colours are included in the Impreza’s price.

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Engine, drivetrain, and fuel economy

The 2024 Subaru Impreza is powered by a carry-over 115kW/196Nm 2.0-litre naturally-aspirated four-cylinder boxer petrol engine.

It is matched with a continuously-variable automatic transmission (CVT), which has an expanded gear ratio to improve takeoff acceleration and a higher overdrive top gear.

Combined fuel consumption has risen by 0.9L/100km for the 2.0L and 2.0R, while the 2.0S is up 0.3L/100km.

Subaru Australia told Wheels it is considering a hybrid powertrain for the new Impreza, and the 136kW/241Nm 2.5-litre naturally-aspirated RS variant available in the United States.

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Safety

The 2024 Subaru Impreza is yet to be tested by ANCAP or Euro NCAP.

Nine airbags (dual front, side, curtain, far-side, and front passenger seat cushion) are fitted across the Impreza range, two more than before.

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Dimensions

The latest Subaru Impreza is 4490mm long, 1780mm wide and 1480mm tall, with a 2670mm wheelbase. This is 15mm longer and 5mm wider than the outgoing Impreza, with an identical wheelbase.

2024 Subaru Impreza boot space

The 2024 Subaru Impreza hatch has a 291-litre boot capacity – identical to the Crosstrek – which rises to 883L with the second-row folded flat.

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Warranty and servicing

The Subaru Impreza is covered by the brand’s five-year/unlimited-kilometre warranty.

Maintenance is required every 12 months or 15,000 kilometres, whichever comes first – up from 12 months/12,500km. A five-year capped price servicing program is available.

Availability

The 2024 Subaru Impreza small hatch will arrive in Australia in December. It is now available to pre-order.

It’s evident that Australia’s median new car price has been creeping up in the past few years. Increased costs for parts, shipping and manufacturing means the days of sub $20,000 new car options is almost a thing of the past.

Until the MG3 arrived in Australia, making the entry-spec MG3 Auto Core officially the most affordable new car option for buyers as of this year.

But what exactly does the MG3 offer that has made it such a popular choice in the last few years, with over 15,430 examples sold just in 2023, giving it a 43% market share in the Light <$30k category.

It’s important to note that many favourites are no longer in this segment, while the Toyota Yaris, Mazda2 and Suzuki Swift still compete.

The face-lifted 2024 MG3 will be landing on our shores later this year, so lets see what today’s MG3 is offering.

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Pricing and features

The most premium MG3 available – Excite –is priced at just $20,990 drive-away. Considering it’s just $2000 more than the base-spec Core, it’s easy to see why it’s the choice of the line-up for so many private buyers.

It’s powered by a 1.5-litre petrol engine developing a humble 82kW and 150Nm which uses 6.7L/100km on a combined cycle.

The Excite comes standard with these specifications:

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Safety

The MG3 popped up in Australia in 2018 and is currently unrated by ANCAP, the independent evaluating body for vehicle safety.

It also misses out on basic expected safety such as autonomous emergency braking and lane keep systems.

In Europe the pre face-lifted model received a 3-star rating, based on 2014 testing criteria. Ten years later, it’s clear that the MG3 wouldn’t even be able to reach that score.

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Key rivals

As the best-selling light-car in Australia there are slightly pricier competitors such as:

• Kia Picanto
• Toyota Yaris
• Mazda2
• Suzuki Swift

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Should I put it on my shortlist?

There’s plenty to think about when buying a new car, but the case for the MG3 Excite is a clear one– it’s cheap.

But cheap comes with a trade off. And for MG they’ve opted for less safety and budget materials to pass the savings onto consumers.

It might not check off every box for a new car buyer, but it builds a compelling case for many who need a new car. Especially when the same budget might be getting you a well-worn used car with no limited active safety as well.

Give me any excuse to hit the road with my gal pal on a drive along the spectacular Fitzgerald Coast towards Bremer Bay in WA – particularly if it’s in the speccy Ford Everest Sport.

For someone like me who drives a small, ‘vintage’ manual, coming from an old car to 2023 Wheels Car of the Year is a huge upgrade. So, both bedazzled by its glamour and ready for an exciting four-wheel drive adventure, I am more than curious to board this shiny new SUV and test its mettle – on and off the road.

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Esperance seems like the perfect starting point for a memorable Thelma and Louise storyline.

There are many four-wheel drive tracks around this area, not to mention pristine beaches, crystal clear waters and unique rock formations; but Cape Le Grande National Park (around 30 km from Esperance) has a 22 km long stretch of sandy coastline running from Cape le Grand Beach to Wylie Bay that we think we can satiate our thirst for some powdery soft sand driving with.

We are forewarned it isn’t the right time of year to be testing out these tracks, but nothing is stopping us from giving it a crack!

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It’s worth it for its close proximity to the ocean and the dulcet sounds of gentle waves crashing as we sleep

Unfortunately, once we make our way down to Cape le Grand beach, it has been heavily draped in stinky tendrils of seaweed for some time and the tide is way too high, with lower tides tending towards the evening darkness; so we pose for some obligatory sunset shots over the bay instead, tour some of the park, then stop off at Lucky Bay Campground.

This is a lovely little overnight spot; even with the most basic facilities, it’s worth it for its close proximity to the ocean and the dulcet sounds of gentle waves crashing as we sleep.

The next morning we roll out of bed and dose up on coffee at Downtown Espresso Bar in the heart of Esperance, take a pit stop for some food, water and fuel, then head out for the next part of the road trip: through to Hopetoun, Fitzgerald River National Park and last but not least, Bremer Bay.

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Music is the lifeline on these journeys once the banter gets stale, so I am pretty happy to see that there are both USB points and a handy wireless charging pad for our phones to work at 100 percent and sync to the infotainment screen.

In the Everest, Apple CarPlay and Android Auto work wirelessly too, so even the ‘backseat drivers’ can control the music with ease.

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Wildflowers and art trails

It’s a 2-hour drive west through to the wheat (and mining) town of Ravensthorpe. This also marks the beginning of the Farm Gate Art Trail; with Amok Island’s painting depicting the “Six stages of Banksia baxteri” painted on silos, as just one of 32 sites on display throughout the area.

We stop for a quick pic on the way out of town, then head south to Hopetoun for some homemade sossie roll action from the bakery and demolish it parked up at Hopetoun jetty.

After more than a few hours driving, it’s evident the Everest Sport is built for comfort on long hauls. It’s no wallflower, with its mean-looking grill and shiny blue exterior, and there’s also a lot of fun design features on the interior that make this trip a pleasurable experience.

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As someone who is 6-feet tall, the seat settings feature wins me over. What a relief not to have to adjust my driver position on every changeover – with just the press of a button, I can save it to ‘long-legged’ mode and cruise the open roads in comfort.

We leave Hopetoun and after a few more hours of driving, nothing can prepare us for our first peak at the mountains of Fitzgerald River National Park that only serve as a surreal cardboard cutout backdrop to the most unique flora that is endemic to this area.

The further we delve into Noongar Country, the more prevalent these human-sized Royal Hakea (or Tallyongut) shrubs become as they blanket sides of the road with their red and white plumage and spiky, stoic-like leaves.

There’s over 1800 species of wildflowers in the national park, so it’s worth exploring some of the various walking trails and lookout points along the way; including our destination of Point Ann, where there is a 1 km easy return walk from the carpark that follows a section of No. 2 Rabbit Proof Fence.

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Got the moves baby

At the heart of the Everest Sport’s four-wheel drive capabilities lies its selectable drive modes.

This innovative feature allows us to choose from various driving settings to tackle specific terrains. So, just by turning the dial to Sand mode and dropping the PSI on the tyres, the Everest stealthily adapts its traction control, throttle response, and transmission settings to adjust to the bleached white sand between Point Ann and Point Charles within the Fitzgerald River National Park.

This area is also quite significant for whale watching – particularly within the months of July through to October – with the southern right whales visiting the bay to calve and raise their young every year.

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However, we’re not fortunate enough to witness these events take place, as we’re preoccupied with four-wheel driving across the soft, sandy inlet and taking every opportunity to photograph our experience.

For someone who has spent minimal time driving on beaches, I feel completely confident, if not adamant, that I am going to be trying this again, and again…and again. Particularly in situ of the glorious backdrop of Point Charles!

Just behind the dunes, is a cosy camping corner called St Mary’s Inlet Campground, that’s also situated within walking distance from the Point Ann viewing platform. It has BBQ facilities, a picnic area, basic drop toilets and 2WD access, and we practically have the place to ourselves!

However, during school holidays and the warmer months this is a non-bookable campground and an extremely popular swimming, walking and four-wheel driving spot; so best to have back-up accommodation should there be no room available.

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Gone fishin’

Our final destination is Bremer Bay; a wonderful fishing, diving and surfing village less than an hour’s drive from Point Ann.

There are plenty of little beaches to visit around this area, including Bremer Beach, which is a great place for a swim while camping at the Bremer Bay Caravan Park.

Bremer Canyon is a unique deep-water ecosystem off the coast of Bremer Bay, and is one of the few locations on the planet where killer whales (orcas) can be regularly encountered. Unfortunately for us, it’s not the right time of the year to witness this, but charter boats run from January to April, leaving daily from the Fisheries Beach boat ramp, and this is now on my bucket list of things to do next year!

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If you’re up for accommodation with incredible views of the bay, some bar banter with the locals and a large indoor fireplace to warm your toes on the cooler nights, then Bremer Bay Resort is where it’s at.

We stay here and then take a little morning drive to watch the sun rise over the bay at Rock Cairn Cuneo Drive and John Cove Beach, just 5 minutes drive away, before we head off towards Hood Point and the Doubtful Islands.

Once we hit Doubtful Island Road, it’s time to put the Everest into Mud/Ruts drive mode for some post-rainfall four-wheel drive fun. There are plenty of indistinguishably deep puddles, and it glides across the ruts and potholes with no issues at all; barely even feeling the bumps on our behinds.

Driving the more dubious tracks is a pleasurable experience in the Everest, due in large part to a raft of tech smarts, including an electronic locking rear differential to maintain momentum in the mud, and a dedicated off-road screen that shows the path ahead, as well as the car’s pitch and roll.

It’s a long road and the weather has made it quite the mud fest, so we are running out of time to take this track all the way to Hood Point as dusk sets in. It’s time to turn around and head home, but it has been fun to ‘jump’ puddles for a bit.

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So it is with great regret that this Thelma and Louise trip ends here – but on a much more positive note than the movie itself.

As my friend and I part ways in Bremer Bay and head back to our respective states, I can safely say that it will take some time to adjust back to my ‘analogue’ vehicle after experiencing the technology-rich interior and noiseless cabin of the Ford Everest Sport.

I’ll also miss the freedom of the open road from Esperance through to Bremer Bay. Time to plan the next adventure!

For information on the Ford Everest range and features please visit here [↗].

Isuzu Ute is a subsidiary of the Japanese company, Isuzu Motors Limited, specialising in utility vehicles and pick-up trucks.

Established in 2008, Isuzu Ute has quickly made a name for itself in markets around the world, particularly in Australia, where its D-MAX pick-up and MU-X SUV have gained significant popularity.

The brand even hit an all time delivery record in August of this year.

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Renowned for their durability, reliability, and robust engineering, Isuzu Ute vehicles are are popular choice for those who require rugged vehicles for work, off-road adventures or towing.

The brand’s commitment to producing vehicles that can withstand tough conditions while offering modern comforts has solidified its reputation in the automotive industry.

So when it comes to towing, the Isuzu MU-X is a naturally a consideration among adventurers and families alike.

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2023 Isuzu MU-X features

The Isuzu MU-X is a 7-seater large SUV available in three trim grades: LS-M, LS-U and the range-topping LS-T.

Isuzu’s well-respected 3.0-litre diesel engine is under the bonnet across the model, producing 140kW and 450Nm. All are paired with a six-speed automatic transmission and are available in a 4×2 or 4×4 configuration.

Standard specs on the entry-level LS-M include 17-inch alloy wheels, wireless Apple CarPlay/wired Android Auto, a 7.0-inch infotainment display, reversing camera, rear parking sensors and an electric park brake.

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Moving up to the LS-U you’ll get 18-inch alloy wheels, a larger 9.0-inch screen, leather-accented steering wheel and gear selector, dual-zone climate control, front and rear parking sensors, keyless entry and start, auto wipers and a power tailgate.

The top of the range LS-T adds extra features including LED daytime running lights, 20-inch alloys, leather-accented seats, in-built satellite navigation and a premium eight-speaker sound system.

What is the Isuzu MU-X’s towing capacity?

The 2023 Isuzu MU-X has a maximum braked towing capacity of 3500kg. This means that when the trailer being towed has its own braking system, the MU-X can tow up to this weight.

For trailers without their own brakes, the MU-X has a maximum unbraked towing capacity of 750kg.

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How does it compare to competitors?

In the large SUV segment, the Isuzu MU-X stands out for its leading towing capabilities. The recent addition of a V6 powertrain to the Everest line-up brought with it an increased capacity to match the MU-X.

Here’s how it stacks up against some of its main competitors:

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Safety

The MU-X range has earned a five-star ANCAP rating.

This includes a comprehensive suite of safety features under IDAS (Isuzu Driver Assistance System) offering eight airbags, forward collision warning, lane-keep assist, lane departure warning, blind spot monitoring and rear cross-traffic alert.

To further enhance its off-roading capabilities it has electronic stability control, hill start assist, hill descent control and roll over mitigation which reduces the risk of a vehicle overturning.

The third-generation Volkswagen Tiguan midsized SUV has been unveiled at last – revealing an evolutionary exterior but revolutionary interior.

The official images come after months of leaks and VW’s own ‘spy’ camouflage shots. The latest Tiguan will enter European markets and the UK in early 2024 but isn’t due in Australia until late 2024.

High-tech ‘Matrix’ multi-LED headlights are available for the first time and the rear end follows the trend for LED light strips, though the Tiguan otherwise retains a relatively conservative design.

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The SUV’s dimensions are also little changed. According to VW’s official dimensions image, the Tiguan’s length remains at 4509mm as does its 2680mm wheelbase. Width stays at 1842mm but height increase fractionally by 4mm.

Inside is where all the big changes are found with a thoroughly revamped cabin.

A large infotainment touchscreen dominates the dash and is either 12.9 inches for lower-spec models or a 15-inch display (as shown in images).

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This provides the platform for a new infotainment menu and revised graphics, new IDA voice assistant, while VW says a new digital driver display features anti-reflective coating.

A new windscreen-projection head-up display is another addition, while the centre console hosts a new rotary controller with OLED display for adjusting driving modes, radio volume, or ambient lighting.

The steering wheel also ditches the company’s controversial touch-sensitive controls for physical buttons, and it’s joined by a Mercedes-style transmission stalk.

Borrowed from VW’s ID cars, the stalk-switch is twisted forward to engage Drive, and a second time for Sport mode. Twisting backwards finds reverse, and pressing the side of the switch activates the parking brake.

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Boot space increases by only 37 litres, though the current Tiguan’s luggage compartment is already one of the largest in its class.

VW’s third-generation Tiguan will offer a range of powertrains in Europe that include turbo diesel, turbo petrol, mild hybrid and new plug-in hybrid (PHEV) options.

Volkswagen Australia, however, has already ruled out the new PHEV models, focusing on petrol power only. The company says the Tiguan’s similar arrival timing to the VW ID.4 electric SUV means the petrol-electric offering makes less sense, as it believes there’s greater demand here for fully electric vehicles.

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Ford’s newly announced Ranger plug-in hybrid ute for 2025 raises the natural prospect of a petrol-electric version of its SUV twin.

Fitting the Ranger PHEV’s petrol-electric powertrain to the Everest makes sense given the pair share the same T6 platform, though Ford at this stage wouldn’t be drawn on the possibility.

“We’re really happy with the progress of Everest,” said Ford Australia boss Andrew Birkic. “We have nothing to share today about any change to our powertrain.”

That answer leaves the door well ajar. If Ford did offer an Everest PHEV, it would be the first brand to introduce hybrid tech into the large off-road SUV market.

Toyota recently confirmed it has no plans to offer a petrol-hybrid version of the new 2023 Prado in Australia, but it hasn’t ruled it out.

Ford is likely to offer its new plug-in powertrain globally. It’s understood the Ranger PHEV will be sold in Europe and America and that the Ford Bronco, which also shares the Ranger’s platform, will use a version of the new hybrid powertrain.

In 2021 Toyota reached the incredible milestone of 50 million Corollas sold globally.

Since arriving in Australia in the 60s the Toyota Corolla has been a household name in the Australian automotive market for decades and is one of the world’s best-selling vehicles!

With the 2024 Corolla Ascent Sport, Toyota continues the Corolla’s storied lineage with sporty aesthetics and modern tech.

Let’s dive into the entry level Ascent Sport and what it offers.

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Pricing and features

The Toyota Corolla comes in two body styles: the more budget-friendly five-door hatchback and the sedan.

Since announcing they were cutting petrol models, the entry-level to the lineup is a hybrid only offering at $32,210 before on-road costs, the Ascent Sport hatch is a humble and easy to jump into car. Its athletic stance, accentuated by sharp lines and alloy wheels, promises a dynamic drive.

The interior echoes the sporty theme with a driver-centric cockpit, quality materials, and a touch of elegance. The infotainment system, while straightforward, offers essential connectivity options like wireless Apple CarPlay and wired Android Auto.

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The entire Corolla range is available in only a 1.8L hybrid version.

The 1.8-litre engine with the ever-popular hybrid technology produces 103kW and 142Nm, and the 2.0-litre petrol churns out 126kW and 203Nm.

Fuel economy is something to boast about using only 4.0L/100km (3.9L for Sedan) on a combined cycle.

The sedan is offered in the same three grades as the hatch – Ascent Sport, SX and ZR– and starts from $32,320 before on-roads.

The entry-level Corolla comes standard with plenty of spec, including:

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Safety

The entire Corolla range is covered by a 5-star ANCAP rating from 2018.

An optional convenience pack for $1000 adds:

• Rear cross-traffic alert
• Front and rear parking sensors (hatch)
• Blind-spot monitoring (sedan)

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Key rivals

The small hatch and sedan segment has its share of worthy contenders, including:

• Hyundai i30
• Mazda 3
• Kia Cerato
• Volkswagen Golf
• Honda Civic

Should I put it on my shortlist?

The 2024 Toyota Corolla Ascent Sport is a refreshing take on a trusted classic. It offers a harmonious blend of sportiness, reliability, and modern features.

For those seeking a car that’s both fun and dependable, the Ascent Sport is a compelling contender that deserves a spot on your list.

With the more affordable petrol options being cut from the range, the Corolla is now no longer an affordable option for many. But if you’re sold on what the car is offering and if you’re able to spend the extra dollars, we recommend considering the better specced SX variant.

It’s been one of the industry’s worst-kept secrets but Ford has finally confirmed a plug-in hybrid version of the Ranger will join the local line-up in 2025.

Offering the promise of cheaper fuel bills, gutsier performance and the ability to power tools and your campsite without the need for a portable generator, the Ranger PHEV is an intriguing proposition.

But how does it stack up against a diesel-powered Ranger, which is Australia’s most popular 4×4 dual-cab? And should you consider ordering the Ranger PHEV when production draws closer towards the end of next year?

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To help you decide if a plug-in hybrid should power your next ute, we’ve compared the two.

A caveat is that Ford has yet to confirm many of the Ranger PHEV’s key details (price, fuel use and battery capacity are still unknown) but we know enough to make some ballpark judgement calls.

Read on for everything you need to know about how the 2025 Ranger PHEV stacks up with a current Ranger Wildtrak.

Or read our reveal story to learn more about the Ranger PHEV.

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JUMP AHEAD

• Pricing
• Engines, performance and economy
• Towing and payload
• Off-road capability

Pricing

While we don’t know exactly how much the Ranger PHEV will cost, we do know it will be more than a Ranger Wildtrak powered solely by diesel.

Just how much more depends on a host of factors like battery size, the complexity of the Ranger’s hybrid system and where the Ranger PHEV is manufactured but it’s not uncommon for a plug-in hybrid model to cost between $10,000-$20,000 more than a petrol-powered equivalent.

A Mitsubishi Outlander PHEV, for example, is $16,500 pricier than the equivalent Outlander fitted with a petrol-only powertrain. You’ll also pay $10,500 more for a Mazda CX-60 PHEV compared with a CX-60 that uses a 3.3-litre turbo-diesel and $12,500 more than one with a petrol engine.

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Using those figures as a ballpark, it’s fair to assume the Ranger Wildtrak PHEV will be priced between $82,000 and $90,000 before on-road costs when it arrives early in 2025.

A current Wildtrak V6 diesel will set you back $72,800 before on-road costs.

One factor that could have a big impact on the price of the Ranger PHEV, and its premium over a regular Wildtrak, is where it’s manufactured.

Ford currently sources its Aussie Rangers from Thailand, which has a free trade agreement with Australia.

But that factory doesn’t produce versions of the Ranger with petrol engines, meaning PHEV variants might need to be built at Ford’s factory in South Africa.

That would add a five per cent import tax to the price of the Ranger PHEV. Wheels understands Ford is currently in negotiations to reduce or remove that tax.

⬆️ Back to top

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Engines, performance and economy

The Ranger PHEV might be more expensive than a diesel model but it’ll also be considerably more powerful. Ford is yet to release homologated power and torque figures but it has confirmed the Ranger PHEV will “produce the highest levels of torque of any Ranger model”.

That means you can expect the PHEV to surpass the 600Nm offered by the 3.0-litre Wildtrak diesel which is the current torque benchmark in the Ranger line-up.

Ford says the Ranger PHEV combines a 2.3L Ecoboost four-cylinder turbo-petrol engine with a “relatively large battery pack” and a single electric motor. The battery pack is mounted beneath the tray, while the e-motor is likely to be located ahead of or behind the transmission.

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In the Volkswagen Amarok, which was co-developed with the Ranger, the 2.3-litre petrol produces a healthy 222kW/452Nm before an e-motor is added.

That power figure is already a fair chunk more than the 3.0-litre turbo diesel fitted to a ‘regular’ Ranger Wilkdtrak which produces 184kW/600Nm.

Adding the EV side of the PHEV’s powertrain into the mix, then, suggests the Ranger PHEV should feel a fair bit quicker and more muscular, especially low in the rev range due to the e-motor’s instant response.

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It should be more efficient, too. Officially the Wildtrak diesel drinks 8.4L/100km on the combined cycle but you can expect the PHEV’s rating to be around half that. Possibly even less.

And providing you plug it in regularly, there’s also the ability to cut out fuel bills altogether.

Ford says the Ranger PHEV will offer “in excess of 45km of electric range” and that its data shows more than half of current Ranger owners drive less than 40km per day.

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Ford’s figures also show that 83 per cent drive three or more short trips in a day, suggesting they could top up the battery in between.

“For these use cases, they could spend a considerable amount of their time using the vehicle as an EV,” said Ford’s global truck chief strategist, Matt Reilly.

The flipside to not plugging the Ranger PHEV in regularly, however, is that it’s likely to be thirstier than a diesel Wildtrak. The official combined rating of the 2.3-litre turbo in the Amarok is 9.9L/100km and that’s without the additional weight of a battery pack and e-motor.

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Towing and payload

There’s nothing to split a regular Wildtrak and the PHEV when it comes to their maximum tow ratings, with both carrying an official braked towing capacity of 3500kg.

It is the same story when it comes to payload, with Ford going to great lengths to ensure the Ranger PHEV is just as capable of carrying loads as the regular ute.

“There’s no lessening in the payload or the towing capability versus what we have on today’s line-up,” confirmed Rob Sharples, chief engineer for the Ranger PHEV.

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Ford’s Aussie-led engineering team have made tweaks to the steering, engine mapping and suspension

The Ranger PHEV is a much heavier vehicle than a regular Wildtrak (the battery pack and e-motor could add as much as 250-400kg to the kerb weight), so to ensure there’s no compromise in payload capacity, Ford has fitted the PHEV with heavier-duty suspension.

Additional strengthening has been applied to the PHEV’s ladder frame and Ford’s Aussie-led engineering team have made tweaks to the steering, engine mapping and suspension to ensure it retains the Ranger’s class-leading driving dynamics and ride comfort.

One minor caveat to the PHEV’s towing ability is that it won’t be able to tow 3500kg in every drive mode. In EV mode, for example, which relies solely on the e-motor, the towing capacity is reduced.

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Off-road capability

A big part of a dual-cab’s appeal is its ability to take you and your family away from the beaten track and Ford is confident the Ranger PHEV is just as capable as a regular Wildtrak when the terrain gets tricky.

“It has Ranger’s renowned capability off-road with its selectable drive modes, four-wheel drive and water wading capability,” said chief engineer Rob Sharples. The instant response of the PHEV’s e-motor and immediate low-down torque could also be a benefit in some off-road situations.

Where a regular diesel Wildtrak has a clear advantage, though, is when it comes to weight. Just like a racing car, the less weight you have in your vehicle when you’re off-roading, the better.

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Lack of weight is a key reason why the Suzuki Jimny is so capable, for example. More weight means you have to work harder to overcome obstacles and fight gravity as you climb steep hills.

Ford hasn’t confirmed how much the Ranger PHEV weighs but a typical rule of thumb is that a battery pack and e-motor can add between 250-400kg.

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There is one feather in the PHEV’s cap that the regular diesel Wildtrak can’t match, however, and that’s its ability to act as a portable generator.

Once you’re at your camping spot, you can plug your fridge, TV, stereo, stove or lights into one of the PHEV’s three 240-volt, 10-amp sockets. At the work site, it can power your tools.

Ford calls this feature ‘Pro Power onboard’ and it removes the need to lug about a regular generator, which in turn frees up space in the tray.

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