Is the 2025 VW Tiguan crucial?

Just a little. The Tiguan is Volkswagen’s global best-seller nowadays, so its jump into a third generation – when the previous two have sold more than seven million units – is far from inconsequential.

Not least when VW has looked a little on the ropes of late, facing the backlash of its recent ergonomic missteps. This car is an important step on the road to recovery.

Which might explain why VW has played the Tiggy’s new look with the straightest of bats. Where the outgoing car has chiselled lines and some neat tension to its design, its replacement looks, well, bland.

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At least to our eyes. Perhaps familiarity, or seeing it alongside more wackadoodle rivals, will reveal such subtle styling to be a masterstroke. We’ll keep our minds open.

VW has played things safely for European buyers, too. Naturally, this third-gen car gets more electrification than ever, most notably a pair of plug-in hybrid models dubbed eHybrid, but pure petrol and even diesel remain on the menu.

Aussie buyers, meanwhile, are initially limited to just petrol cars.

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Should we be ticked off?

Not truly. Good as the eHybrids are, covering around 100km purely on electric and 900km overall, a stock 1.5-litre TSI car is getting on for 300kg lighter, bringing all manner of benefits.

Australia’s range is yet to be defined, but European buyers get a choice of 96kW and 110kW outputs, both driving the front wheels through a seven-speed dual-clutch automatic transmission. Mild hybrid technology smooths out the idle-stop procedure and quells the engine during deceleration.

The 2.0-litre TSI lives on too, with 150kW and 195kW tunes, the latter just like you’ll find in the front of a Golf GTI and good for a perky 5.9sec sprint to 100km/h.

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Both 2.0-litre versions channel their outputs through a dual-clutch auto and all-wheel-drive combination to yield the Tiguan’s headline 2300kg towing capacity.

No manuals remain anywhere in the range, in fact, with the design team decluttering the centre console as a result – gear selection is now via the right-hand column stalk a la Mercedes-Benz, with the wipers and indicators incorporated on the left.

The resulting room allows for copious smartphone storage and wireless charging as well as a natty new drive mode dial that lifts the ambience more than you might anticipate.

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How does it drive?

Well, MQB-platform cars have always possessed pretty sharp reactions, and it would appear VW’s new MQB Evo base is similarly alert.

The Tiggy is an ever-faithful partner, its front flicking nicely into corners and the rear axle following tidily. Grip is unfailingly strong and handling utterly consistent. Body roll is impressively minimal for an SUV, too. It’s all very smart – but stops short of anything approaching true involvement.

And while a newly slippery aero profile (under 0.3Cd, beating a Ferrari Enzo) ensures the new Tiguan is quiet and placid at a cruise, the ride quality – particularly at low speeds – could be much better resolved.

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A caveat is that VW only laid on top-spec Tiguans for us to drive, on either 19- or 20-inch alloys, and the base 17s and 18s might mitigate this problem.

But crikey is it boisterous over low-speed bumps and ruts, which feels like a facepalm when so many of these will trundle to and from suburban school gates or office car parks.

Another footnote is that we predominantly tried cars with the optional dynamic chassis control – perhaps a more balanced passive setup will strike a fairer balance.

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At least the interior is a paragon of comfort. There are still no proper climate controls, but everything else is intuitive and the massive (albeit optional) 15-inch touchscreen hovers reasonably well in your field of vision (a 12.9-inch display is standard).

A ChatGPT-boosted voice command system is designed to alleviate how often you flick your eyes from the road to fiddle with stuff, too, but in practice, it feels a bit of a work in progress.

It handles in-car requests reasonably well but fluffs its lines as you try increasingly obtuse trivia queries. Expect its abilities to ramp up with updates, however.

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What about the old-fashioned stuff?

The Tiguan has barely grown in its jump from Mk2 to Mk3, all the better for parking it easily in cities – something the car can optionally do itself, even remotely for the last 50 metres of your journey.

Yet boot space has swelled by 37 litres for a total of 652L with the rear seats still in place or a stocky 1650L once they’re flipped down.

Keep ‘em up and there’s decent space for two adults, not least because VW has ensured there’s plenty of room to tuck feet under the front seats, a common demerit in fully electric crossovers.

The bench slides fore and aft and the seatbacks can recline. Quality is pretty high too, with plush materials where your eyes and hands most frequently fall and harder-wearing plastics where they don’t. Heated, vented and massaging seats all lie on the options list or within plusher trim levels.

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Is it worth waiting for the 2025 Tiguan?

This is one heck of a competitive segment, but Tiguan gen-three appears to make a selling point of blending into the background.

No wild design language or radical switch to full electrification here; traditional values sit at its core, perhaps to prove VW has sat up and paid attention to recent ergonomic critique.

This interior feels like it was too far down the line for a full fix, but it’s an improvement on early Mk8 Golfs, and the car beneath it handles tautly. It’s just a shame the ride is so tough, at least on the big rims.

Australian sales start in late 2024 and though we doubt you’re salivating in anticipation, this new Tiguan feels like a neatly if conservatively put-together option in a crowded marketplace.

The MG4 is a small electric car making waves in Australia.

Built on a dedicated electric vehicle (EV) platform, the hatchback is gaining praise for its sharp price-point, making the swap to electric a tempting choice.

In August 2023, it debuted in Australia, available in two models – Excite and Essence – and with three choices of battery sizes.

The MG4 introduces the company’s first electric vehicle (EV) utilizing the dedicated Modular Scalable Platform (MSP), aimed at delivering a sporty feel. Additionally, the high-performance MG4 X-Power electric hot hatch is set for its Australian release later this year.

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Pricing and features

Before on-road costs, the MG4 Excite 51 is priced at just $38,990, making it one of Australia’s cheapest EVs.

The MG4 Excite 51 is a five-seater small hatchback, and dimensionally is similar to petrol-counterparts like the Hyundai i30 and Toyota Corolla.

It comes equipped with a 50.8kWh usable lithium-iron-phosphate (LFP) battery pack, a single electric motor and is a rear-wheel drive.

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Excite 64, Essence 64 and Long range 77 variants – as the names imply – all have larger battery capacities meaning they provide additional driving range.

Safety

ANCAP, the independent authority on vehicle safety in Australasia, has awarded the MG4 Electric a five-star safety rating.

The vehicle comes equipped with a suite of collision prevention technologies, such as autonomous emergency braking, active lane support, and fatigue monitoring systems.

It demonstrated strong performance in tests for autonomous emergency braking, notably in situations involving turning across the path of an oncoming vehicle. However, it showed variable outcomes in tests for AEB Pedestrian scenarios.

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Key rivals

As one of Australia’s cheapest electric cars, the MG4 Excite faces competition from other budget-friendly electric hatch, sedan and small SUV options, including:

• BYD Dolphin
• GWM Ora
• MG ZS EV
• BYD Atto 3
• BYD Seal

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Should I put it on my shortlist?

Within MGs EV line-up, when compared to MGs current ZS EV, the MG4 highlights the new model’s distinct advantages. It’s not only more affordable but also improves upon its predecessor in nearly all aspects. While it’s not without its flaws, there’s a lot to appreciate, particularly its price point.

However, at this price there are other options to consider. The GWM Ora starts at a competitive $39,990 before on-road costs and the BYD Atto 3 has already made a lasting impression on our shores.

The MG4 Excite 51 offers a good driving experience, decent economy all with plenty of power a good amount of power. This could be the car you need to make the switch to electric.

The federal government showed three possibilities for its New Vehicle Efficiency Standard (NVES) and is taking final feedback ahead of announcing its strategy.

One of the benefits claimed is savings on fuel, with more efficient vehicles proposed to save an average of $5710 over five years and $17,000 over the life of a vehicle, according to the government which has yet to release its modelling.

The Climate Council [↗] has investigated the potential of more fuel-efficient cars in Australia and found that buyers could save big on fuel bills, but perhaps not quite as much as the government is promising.

For new passenger cars, the average consumption in Australia is 6.9L/100km which compares rather unfavourably to Europe’s 3.5L/100km fleet average.

In the government’s preferred middle ground, new car sales here will be at that figure by 2027 and is better than the softest standard’s final goal of 99g CO₂/km.

The Climate Council notes Aussies could save $720 per year if we match Europe’s fleet average while catching up with the US saves a still-significant $520 annually on fuel.

The modelling promises even bigger savings for light commercial vehicles, with the Climate Council calculations showing a $1105 saving for matching the US fleet (6.1L/100km) and $1250 for equalling the EU (5.6L/100km).

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In Australia where dual-cab utes are popular and necessary for more tasks, it may prove tricky to match Europe’s low emissions from our current 9.9L/100km.

The Climate Council sites the Isuzu D-Max as an example, as the ute only sold in the UK and Europe with an ‘RZ4E’ 1.9-litre engine that achieves 6.7L/100km.

This is a skewed comparison as to get the 3500kg towing capacity Australians demand, buyers need to opt for the 3.0-litre ‘4JJ3-TCX’ mill that consumes 8L/100km, emits 207g CO₂/km and makes up the lion’s share of Aussie sales.

Still, it’s damning that Australia remains so far behind the United States considering that market’s best-selling vehicle is the Ford F-150 full-size pick-up.

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Will the NVES affect new car prices?

We won’t know until the government releases its strategy and charges but the Federal Chamber of Automobile Industries (FCAI) says any tax attracted by polluting vehicles is likely to be passed onto the customer by OEMs.

The FCAI warns that penalising emissions will therefore increase the price of vehicles that are popular today, such as utes and petrol family-sized SUVs.

However, the Climate Council denies this quite fiercely and notes that vehicle emissions standards have been in place the world over for years. In a global sense, then, manufacturers are well-versed in making more efficient vehicles including 4x4s and commercial vehicles.

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What may suffer, at least initially, is the lag between standards being put in place and the reaction from manufacturers.

Brands with ranges concentrated on utes and SUVs or without significant hybrid offerings, such as Isuzu and Subaru, may struggle to meet targets initially.

Some, such as Volvo, have already made their promises while Volkswagen (also in a good position) will focus mostly on EVs and existing powertrains, choosing not to offer efficient new-gen plug-in hybrid and three-cylinder powertrains in its Golf small car range locally.

With the proliferation of SUVs and electric cars, you’d think car manufacturers might’ve given up on small combustion-engined cars.

Yet Volkswagen is launching a heavily revised Mark 8.5 Golf this year and Honda’s excellent new Civic has been lauded for its chassis poise and grown-up cabin.

Subaru hasn’t been quite as ambitious in developing the 2024 Impreza. This sixth-gen hatch shares an engine and the Subaru Global Platform with its predecessor – though it’s 10 per cent stiffer thanks to more structural adhesive. There’s no more sedan, even in the United States, so an Impreza hatch is your only choice.

The Japanese-built Impreza is a more handsome car than before, sporting new bumpers with a broad front intake and neat lower valance.

Subaru has tidied up the side profile with a single confident swage line encapsulating the glass, while at the back, smaller LED tail lights and a more pronounced roof spoiler lend it a sportier look. Evolution, not revolution, then.

JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space, and storage
• What is it like to drive?
• How much fuel does it use?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

Prices are up by $4200 at the low end (that’s 15 per cent) and $5200 for the range-topping 2.0S, meaning the Impreza range spans $32,490-$37,990 before on-road costs.

To justify the price increase, Subaru has focused on enhancing technology and crafting more premium cabin vibes, with lashings of soft-touch materials and supportive seats.

We’re driving the mid-spec $34,990 (before on-road costs) 2.0R which replaces the Premium. While it misses out on the leather upholstery, premium Harman Kardon sound system, sunroof, and built-in navigation of the range-topping 2.0S (pictured), the R is equipped with about everything else you could reasonably want, making it the range’s sweet spot.

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That equipment includes full LED lighting with auto high-beam, dual-zone climate control, tyre pressure monitoring, driver recognition, and keyless entry (front doors only), as well as a leather-appointed steering wheel and gear selector.

Cloth-appointed front seats are heated and the driver gets eight-way power adjustment. There’s even a nifty camera system that displays a top-down view or close-up angle of the front near-side wheel so you don’t kerb the machine-faced 18-inch alloys.

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How do rivals compare on value?

Each grade is a little dearer than an equivalent Toyota Corolla or Hyundai i30, though Subaru would argue that the Impreza’s class-exclusive (at this price) AWD system gives it an edge. We’d agree.

A Mazda 3 G25 Evolve SP (at $35,670 before on-road costs) is perhaps the 2.0R’s most deadly rival, with a punchier engine and suave cabin presentation.

There’s even another Subaru to consider, the Crosstrek 2.0R ($38,490 before on-road costs), that ups off-road capability at the expense of boot space.

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Interior comfort, space and storage

Subaru’s typically sturdy build is present and correct, with materials that balance a soft touch with the sense they’ll provide long-term durability.

The cabin’s crowning glory is an 11.6-inch portrait touchscreen that’ll be familiar to Outback owners. It’s backed by Subaru’s latest Starlink operating system with large touch targets and smooth operation.

Wireless Apple CarPlay and Android Auto are allied with a strong six-speaker sound system. There are myriad ways to keep devices charged, including an inductive charging pad, a 12-volt socket, and both USB-A and USB-C ports (2x each) accessible to front and rear passengers.

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Two cup holders, generous door bins, and a deep central bin for stowage are found within and, despite not having grown its wheelbase, the new Impreza’s 15mm length and 5mm width boosts have improved second-row space.

It remains one of the most spacious cars in its segment, ahead of the Mazda 3 and Toyota Corolla for head and leg room, as well as width for three at a pinch. A supportive fold-down armrest caps off the rear quarters.

Unfortunately, the boot is no better than before. Still having to package double wishbone rear suspension, rear differential, and full-size spare beneath the boot floor means only 291L of VDA capacity. The floor is quite high, and while there are wet storage zones on each side, a Hyundai i30 offers greater space.

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What is it like to drive?

Australian Imprezas are all fitted with Subaru’s 2.0-litre flat-four ‘boxer’ engine producing 115kW at 6000rpm and 196Nm at 4000rpm.

There’s little excitement from the four-banger and standard automatic continuously variable transmission (CVT). Although ‘S’ mode (accessible using steering wheel buttons) brings a sportier throttle response and holds higher engine speeds than the default ‘I’ setting, it barely improves the Impreza’s unhurried acceleration.

During testing the Impreza was able to reach 100km/h from rest in 10.8 seconds, which is a fair way off a front-drive Toyota Corolla petrol hatch (we timed one at 9.6 seconds in 2019) and that tardiness is noticeable when accelerating away from junctions and joining motorways.

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That said, this hatch isn’t about stirring your soul or rapid launches. The engine, although requiring revs to keep pace up hills, is mostly hushed – as is wind noise.

Although the sporty 225/40 18-inch Yokohama Advan V105 tyres can be vocal on coarse-chip country roads, they do quieten down on smoother asphalt. Those 18-inch alloys also tend to get hung up around town on expansion joints and sharp-edged bumps, despite the Impreza’s plush primary ride.

Equipped with sticky tyres and a symmetrical all-wheel drive system, the Impreza is gripped up through smooth bends. The sharp 2.6-turn lock-to-lock steering (with a version of the WRX’s dual-pinion rack) helps it feel athletic.

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The Impreza’s soft springs are matched with even looser dampers, though, and lazy body control is the result.

So while there’s plenty of tyre grip on testing roads, mid-corner bumps leave the 2.0R flummoxed. It also fidgets constantly, finding bumps and lumps in the road where rivals such as a Golf or Civic iron out imperfections.

The Impreza has gained some weight, which could play a part in its softer edges, and although some of that has gone into a stiffer body shell the doors don’t shut with a satisfying clunk. The new 2.0R weighs 1435kg (tare), some 52kg more than the old Premium.

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• What is a Powertrain or Drivetrain?
• Power vs torque
• Car suspension explained
• Automatic transmissions (‘gearboxes’) explained
• Chassis control systems explained
• Car vs Ute vs SUV: How the vehicle you buy should guide the way you drive
• What is the WLTP emissions and range test?

ANCAP is yet to rate this generation of Impreza, but it ships with a long list of safety features courtesy of Subaru’s latest camera-based EyeSight suite.

Front AEB, adaptive cruise control, rear cross-traffic alert, blind-spot monitoring, driver attention monitoring and nine airbags (two more than before) are all present.

Most are well integrated, save for the lane-keep assist which is overly sensitive and weights the steering up when it detects you drifting towards lane markings, making it difficult to adjust the Impreza’s trajectory smoothly.

The driver attention monitoring system can be helpful, recommending a coffee break after time spent behind the wheel.

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How much fuel does it use?

Subaru’s idle-stop system works quite well (and tells you exactly how many millilitres of fuel you’ve saved during a trip).

However, fuel economy isn’t the Impreza’s strong suit – it’s a long way off a Toyota Corolla or Hyundai i30. We saw 10L/100km in typical suburban driving, where front-drive rivals would be closer to 7.0L/100km.

On a 200km country run the Impreza’s fuel consumption improved, with the trip computer showing 8.2L/100km. By week’s end, the trip was showing 8.8L/100km.

It only requires 91 RON petrol, which will save some money at the bowser, and the 50L tank gives a decent cruising range.

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Warranty and running costs

Subaru covers the Impreza with a five-year, unlimited-kilometre warranty. Up there with everyone else save for Kia’s lengthy seven-year guarantee.

The Japanese brand stipulates service intervals of 12 months or 12,500km, costing you $2373 over five years. That averages out to $474.60 annually.

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VERDICT

The latest generation of Impreza remains reassuringly competent. But there’s a bigger issue than competence: like all small cars, the Impreza is struggling against the popularity of SUVs.

For this hatch, that’s an even bigger problem – with no sedan, the popularity of the closely related Crosstrek, and the WRX performance variant being a break-out model of its own, the conservative Impreza’s unique selling point is more diluted than ever.

It’s telling that Subaru chose to quietly release this latest-gen Impreza (which feels more like a deep facelift in truth) without the fanfare of a media launch.

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That said, Subaru has shown an interest in offering more choice down under; a richly equipped and efficient hybrid could resonate, while a sporty 2.5 RS model (as seen in the US) could nab the attention of i30 N Line buyers.

With a more presentable and connected cabin than ever before, the unique draw of all-wheel drive and Subaru’s proven track record of manufacturing fit-for-purpose cars, the Impreza is worth a look and test drive.

But we’d suggest taking a close look at rival hatches, or even other options in the Subaru showroom, before taking the plunge.

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Sales figures show us each month what the most popular used cars are for Australian buyers, but popular doesn’t also mean best.

When it comes to that ultimate status symbol – the luxury car – you should make sure the three models below are high on your list of cars to consider.

JUMP AHEAD

• Near new: Genesis GV80
• Mid range: Infiniti Q50 S
• Budget: Lexus LS

Near new: Genesis GV80

Baby-Bentley looks, Korean value for money

Most modern luxury cars from prestige brands you wouldn’t want without a warranty, which is why we recommend a vehicle big on value, big on luxury, and one safe for those who want to own it for the long-term: the Genesis GV80.

While it can’t compete with the Germans for ultimate brand prestige, nor is its interior quite as fine, it’s still a very pleasing place to be – an SUV that tries hard to make you feel spoiled.

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Used examples can be had with a bit of new-car warranty remaining for around $90,000 – which might seem a lot, but by luxury car standards, it’s a bargain.

With tonnes of space, we especially like the twin-turbo V6 and recommend one with the optional Luxury Package – granting equipment such as Nappa leather trim, soft-close doors, suede headlining and a driver’s massage seat.

Described as a Korean rip-off Bentley Bentayga, there are certainly worse cars you could imitate.

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Mid range: Infiniti Q50 S

Flawed but fantastically affordable

We could have included any number of Audis, BMWs, Mercedes-Benzes and Jaguar–Land Rovers in our second-hand luxury-car picks, but the idea of owning most of them without a warranty makes our heart rate increase slightly, and our eyes a bit glassy. We like you too much, dear reader, to inflict such financial harm upon you.

While the Infiniti Q50 with its wacky steer-by-wire system hardly garnered the love of road-testers when it was new, in 2024 you stand to benefit from one of its most impressive features: depreciation. Nobody’s heard of an Infiniti, let alone a Q50, so they’re cheap as chips.

Our pick would be the S, which comes with a 268kW/546Nm hybrid rear-drive V6, and with a circa-2014 build, can be had for as little as $25,000. It’s quiet, comfortable, there’s leather, a sunroof, heated seats and electric everything – and unlike most of the aforementioned Euros, it will go for miles without too much hassle.

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Budget: Lexus LS

Corolla reliability meets limousine luxury

If you’re shopping for a luxury car on a budget, resist the temptation to buy that suspiciously cheap V12 Rolls-Royce and get a vehicle that is much more likely to provide years of trouble-free, cosseting motoring: a Lexus.

As the S-Class or 7 Series of the Lexus range, it’s hard to go past a range-topping LS. Produced between 2006 and 2017, you can get yourself an XF40 fourth-generation LS for between $20,000 and $60,000, depending on age and mileage, and that rewards you with tonnes of space, deep-pile carpets, quietude, all manner of mod-cons that you don’t have to worry too much about breaking, and a 4.6-litre naturally aspirated V8 paired to a buttery-smooth eight-speed torque converter auto. Plenty of safety features, too.

Best of all, you can sleep at night long after the warranty has expired, as 300,000km of effortless motoring is possible so long as you look after it and service it.

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The updated 2025 Volvo EX40 and 2025 Volvo EC40 electric SUV twins have debuted with mild updates – and new names.

Previously known as the XC40 Recharge – an all-electric variant of the XC40 small SUV – and the C40 Recharge, Volvo has standardised the names of its most popular electric cars to EX40 and EC40, respectively, to match its newest models.

This includes the EX30 light SUV and the EX90 large SUV, both due in Australia this year, along with the China-only EM90 people mover.

All-electric replacements to the current XC60 and S90, likely badged EX60 and ES90, are understood to be in final development.

Volvo plans to become an all-electric brand in Australia by 2026 with the launch of five new models – including the EX30 and EX90 – ahead of the Chinese-owned Swedish brand’s global mandate to be fully electric by 2030 and entirely carbon neutral by 2040.

The latest update to Volvo’s nomenclature also sees the ‘Recharge’ branding dropped from its plug-in hybrid vehicles, which are now solely denoted by a ‘T6’ or ‘T8’ suffix depending on power outputs.

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“The new and streamlined model name standard makes it even easier for existing and new customers to understand which of our models are fully electric and which are hybrids,” said Volvo.

“By aligning our trailblazing first electric models with the rest of our electric car portfolio, we simplify choice for consumers as we continue to electrify our line-up and refresh our hybrids,” added Volvo chief commercial officer and deputy CEO Björn Annwall.

Model-year 2025 updates for the EX40 and EC40 are limited to a new Performance software package for dual-motor variants, which will also become available as an upgrade for 2024 models in selected markets.

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The Performance update aims to improve acceleration with a 25kW power boost, unique pedal mapping, and a ‘Performance’ drive mode to unlock the full 325kW output.

Volvo is also introducing Black Edition variants for the EX40 and EC40 – along with the internal-combustion XC40, which retains its nameplate.

These variants are exclusively painted in onyx black, matched with high-gloss black trim, 20-inch five-spoke alloy wheels, and microtech or textile charcoal interiors.

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The latest updates for the EX40 and EC40 follow a comprehensive revision introduced in Australia in late 2023, which saw both models receive faster charging, more driving range, and a switch from front to rear-wheel drive for single-motor variants.

Volvo has also developed a more efficient combustion cycle for the XC60 and XC90 B5 mild-hybrid petrol variants, which should result in CO2 emissions reduction and a four per cent fuel consumption reduction for the XC60 or two per cent for the XC90.

A Volvo Australia spokesperson said the 2025 Volvo EX40 and 2025 Volvo EC40 should arrive in Australia around July or August, pending any production delays.

Sales figures show us each month what the most popular used cars are for Australian buyers, but popular doesn’t also mean best.

When it comes to the hugely popular large SUV, you should make sure the three models below are high on your list of cars to consider.

JUMP AHEAD

• Near new: Toyota Kluger
• Mid range: Santa Fe
• Budget: Kia Sorento

Near new: Toyota Kluger

Big, yet feels small to drive, and sips fuel

Toyota’s Kluger Hybrid applies the RAV4 Hybrid’s excellent 2.5-litre petrol/electric powertrain to answer a question few large seven-seaters can. Namely: How do you haul a big family without a thirsty big petrol or turbo-diesel?

With a 6.0L/100km city consumption figure (5.6L/100km combined), Kluger Hybrid is massively more frugal than the now-discontinued 3.5-litre V6 petrol, which officially used 11.8L/100km(!) in city driving.

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It’s also thriftier than the alternatives on the used market, and does its best fuel-saving work in the ’burbs, where the average Kluger will do most of its driving.

As with many Toyotas, there’s a substantial wait time for a new Kluger Hybrid so while used prices are high, at least you could drive away today in a ’22 model with manufacturer’s warranty.

Pay around $50K for a base GX or spend about $5K more on a Kluger GXL eFour, which brings nav, powered and heated pews, three-zone climate and a powered tailgate, though if you’re averse to clammy artificial leather, stick with the cloth-seated GX.

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Mid range: Santa Fe

Impressive all-rounder offers terrific value

Thirty five thousand bucks buys you a low-kilometre, low-to-mid grade Hyundai Santa Fe as recent as 2021, or even a higher-mileage Highlander, which represents a fine way to haul a large family in comfort and style.

But which powertrain to choose? With a robust 440Nm, we reckon the 2.2-litre turbo-diesel best fits the job, as did the vast majority of new buyers. Helpfully, the oiler’s better buying used than the 3.5-litre petrol V6, too.

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If the price of entry to Hyundai’s popular seven-seater seems high, well, that’s today’s used market. But it also reflects the model’s stout resale, supported in the initial years by the brand’s five-year, unlimited-kilometre warranty.

Target an Elite grade, which comes standard with the 2.2 diesel, eight-speed auto and AWD, and get niceties such as leather, powered front seats, 8.0-inch multimedia/nav, Infinity audio, dual-zone climate, proximity keys, a power tailgate and 18-inch alloys.

Alternatively, forego some fruit and opt for a newer, lower-kilometre Active (or Active X, if you can find one).

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Budget: Kia Sorento

Kia’s definitive SUV is both suave and stocked

A 2017/18 Kia Sorento with a year’s warranty left is a shrewd buy for seven-seat family-wagon shoppers looking to stretch a $25K budget as far as humanly possible.

Resist the allure of GT-Line and Platinum grades because, while you’ll find some in the $25-30K range, you’ll get far more mileage from a well-maintained, low-kilometre Si, Sport or SLi. You can take your pick of V6 petrol FWD or turbo-diesel AWD, which both feature an eight-speed automatic transmission.

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Thankfully, the range-opening Sorento Si is pretty well equipped, with an 8.0-inch multimedia/nav unit, Apple CarPlay and Android Auto, digital radio, a reversing camera, dual-zone climate control, LED DRLs and 17-inch alloys.

On the safety front, you get AEB, lane-keeping assist and adaptive cruise, which is great.

The Sport adds leather and 18s – nice – while the SLi adds 10-speaker Harman Kardon audio, proximity keys, powered front seats, and a powered tailgate – nicer, still.

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With the Arkana face-lifted arriving imminently, with a hybrid option likely, we take a look at the current generation offering until the switch across.

Future revisions will add Renault’s new logo, an updated grille, black accents replacing chrome, a minor update to its LED tail-light signature, and wireless Apple CarPlay and Android Auto.

Until this, let’s check out whats available today at Renault.

The Renault Arkana is an SUV coupe introduced to Australia by the French manufacturer in August 2021, shortly after the retirement of the Kadjar.

Although not a top-ten player for sales volume, Renault Australia has well-known models such as the Megane RS, Captur and Koleos in the passenger car and SUV segments. Additionally, Renault offers commercial vehicles like the Kangoo and Trafic, which are well-regarded for their reliability and practicality in professional settings.

One of the standout features of the Arkana is its coupe-like silhouette, which sets it apart from traditional SUVs in its class, with a sporty. This distinctive design not only gives the Arkana a sporty and dynamic appearance but also enhances its aerodynamic efficiency.

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Pricing and features

Starting off the Arkana range, the Zen is priced at $37,500 before on-road costs.

Its exterior is characterised by a bold front fascia, sleek lines, and a dynamic silhouette that differentiates it from traditional SUVs. Inside, the Arkana Zen provides a sporty and edgy cabin, with quality materials and a straighforward traditional layout designed for ease of use.

A 1.3-litre turbo petrol engine powers each variant in the line-up, which outputs 115kW and 262Nm, using a quoted 6L/100km on a combined cycle.

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2024 Arkana Zen key features:

• 17-inch alloy wheels
• 4.2-inch colour driver display
• 7-inch touchscreen with Apple CarPlay & Android Auto
• Wireless charger
• Automatic climate control
• Adaptive cruise control
• Easy park assist
• Electric park brake
• Auto dimming rear view mirror
• Black synthetic leather upholstery
• Heated leather steering wheel
• Paddle shifters
• Dual chrome exhaust tips

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Safety

The 2024 Arkana range is covered by a five-star ANCAP rating, applicable to all variants built from July 2021.

The small SUV scored an impressive 96% for adult occupant protection, and 85% for child occupant protection.

All variants are equipped with:

• Adaptive cruise control
• Active Emergency Braking System
• Anti-lock Braking System
• Emergency Brake Assist
• Forward Collision Warning system
• Lane Departure Warning
• Lane Keep Assist
• Traffic Sign Recognition
• Blind spot warning
• Front and rear parking sensors
• Hill Start Assist
• Tyre pressure monitor

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Key rivals

With its design the Arkana competes with the likes of pricier but equally sleek coupe styled competitors such as:

• BMW X2
• Audi Q3 Sportback

• Mazda CX-30
• Toyota C-HR
• Honda HR-V

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Should I put it on my shortlist?

Despite Renault’s reputation for producing engaging hot hatches, the Arkana elevates the driving experience even further, partially owing to its streamlined shape, which serves purposes beyond mere aesthetics.

The Arkana proves to be a versatile SUV as well, striking a fine balance between practicality and driving pleasure. This could position it favourably in the Australian market, especially the Intens model, which offers additional features over the Zen, positioning it as a particularly appealing choice in the lineup.

Sales figures show us each month what the most popular used cars are for Australian buyers, but popular doesn’t also mean best.

When it comes to heading off-road, you should make sure the three models below are high on your list of cars to consider.

JUMP AHEAD

• Near new: Ford Everest
• Mid range: Toyota FJ Cruiser
• Budget: Suzuki Jimny

Near new: Ford Everest

Better and cheaper than a Prado

Despite its commercial ute underpinnings, the Ford Everest possesses a civility that defies its roots. In fact, the Everest has shaped up as a great three-row rig for which to do some long-distance touring with, whether with or without a trailer attached.

It also shapes up as a very compelling alternative to a Prado, a vehicle that remains heavily impacted by Toyota Tax thanks to raging demand. The crazy prices that followed the Everest into the market after its Wheels COTY win have eased slightly and it’s now possible to pick up a 2023 Everest 2.0-litre Ambiente with all-wheel drive for just over $60K.

Prefer the 3.0-litre V6? You’ll need to pay from $75K for a lightly used Sport version. Yes, that’s still not far off list, but context is key here. It’s about the same price as a used 2023 Prado GXL and the Ford is more modern, drives better, has a stack more equipment, and isn’t about to suffer the depreciation wallop of imminent replacement.

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Mid range: Toyota FJ Cruiser

Country strong

We miss the FJ. Its eye-catching design was a breath of fresh air in a segment dominated by dull two-box wagons, and while its suicide doors were a pain for passengers, they certainly oozed cool factor.

But from an off-roading point of view, the FJ Cruiser’s biggest ace was what was hidden beneath its radical bodywork – an evolution of the three-door Prado’s hugely competent ladder frame chassis, suspension, and grunty 4.0-litre petrol V6 engine.

Nowadays, FJ Cruisers offer a great bang-for-buck package. Prices hover around $25K, and with all of them being 4.0-litre petrols with a five-speed auto and switchable 4WD, there’s no range complexity to contend with either. A low-grade Prado GXL of a similar vintage will cost slightly less and also give you the option of a diesel engine. But think of the FJ Cruiser like this: it’s just like a Prado but, you know, for people with a personality.

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Budget: Suzuki Jimny

The mighty atom

If you want the cheapest gateway into off-roading, but also wouldn’t mind something that still carries some semblance of reliability and competency, the previous-gen Jimny is your steed.

However, hitting the trails in the lil’ Zook will require you to be tolerant of its shortcomings, such as in power, torque, creature comforts and, if you’re carrying a passenger, personal space.

It’s also horrifically old-fashioned, with this generation of Jimny being a retro throwback to ’90s-era Japanese design.

That works in your favour though, as the more affordable older models are largely identical to later-build vehicles and Suzuki’s famously unburstable engineering means age shouldn’t necessarily be a handicap.

Accordingly, finding presentable examples in either auto or manual (note that autos are particularly soggy, performance-wise) is no great challenge if you have $10-15K to play with,

It might be slow and basic, but on a smile-per-dollar quotient, the humble Jimny scores highly.

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2024 Mercedes-Benz GLC300 long term review

“You have a 4000 kilometre limit on it,” said the Mercedes-Benz PR.

Quick bit of mental calculation. I live 40km from the office, so how many kilometres would the commute alone eat up over three months? 4800. Oh dear. That might present a bit of an issue.

JUMP AHEAD

• Welcome
• Part 2: Never mind the width…

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Welcome

• Model: Mercedes-Benz GLC300
• Price as tested: $103,370 + on-road costs
• This month: 355km @ 8.2L/100km

At this point, I will openly admit to being rather struck with new car fever.

Sales people the world over must recognise the particular symptoms. The prospect claps eyes on the car and suddenly they lose all basic rationality. They just have to have it and will concoct all manner of warped justifications in order to do so. The white GLC300, hunkered low over its multi-spoked 20-inch alloys, had me looking for a dotted line to sign on. Limits, schlimits.

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The GLC300 is the vanguard for the rest of the all-new range, with 43 and 63 S AMG models incoming.

Despite the badge, there’s no longer a large capacity six beneath the bonnet of this one. Instead it’s a humble 2.0-litre four pot, albeit one that can hawk up a very respectable 190kW and 400Nm.

It wasn’t so long ago that 190kW was what you got with the big 3.0-litre V6 in the GLC350d, which was the flagship diesel variant and, it has to be noted, wasn’t markedly more efficient.

You’d hardly know it was the ‘cheap’ one when you drop inside.

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Okay, so lets’s keep things in perspective – $103,370 isn’t the sort of change for which you go fishing down the back of the sofa, but with far more proletarian SUV badges nudging six figures these days, it’s not an exorbitant ask.

The impression of initial quality is good. The biggest concern I had was that the new GLC might have regressed somewhat in terms of fit and finish; that it might feel like the MFA2 chassis cars like the GLA and GLB.

Instead, both materials quality and body integrity feel a good deal more senior, as it should for a vehicle that rides on the C-Class’s MRA2 underpinnings, making it a bigger car than the old GLC.

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It rides reasonably well for a car on 45-series tyres, even if it is a little stiffer than the Subaru Outback that I had been running.

Perhaps that comparison is odious. Virtually everything would feel stiffer in ride than the Subie, and the Merc counters with cornering agility that’s closer to a BRZ than an Outback.

I can’t claim to have mastered the GLC’s infotainment system having only covered a few hundred kilometres in it thus far, but the 11.9-inch portrait touchscreen features both wireless Android Auto and Apple CarPlay connections coupled with the obligatory wireless charging pad.

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What’s more, the native navigation and media player functions are also very good.

In fact, it’s about the only car I’ve driven lately where I don’t have too much of a preference whether the phone mirroring is switched on or not.

Drawbacks? Few so far. The black vinyl seats feature heating elements up front, but can become wickedly hot if the car’s parked towards the sun.

A set of seat coolers wouldn’t have gone amiss. Somewhat surprisingly, despite offering a stack of drive modes, the GLC 300 rides on a passive damper, so there’s no option of switching into a more pliant suspension setting. Yet it’s fair to say that it’s created a favourable first impression. Next month we’ll stretch its legs a bit.

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Never mind the width

• Price as tested: $103,370
• This month: 985km @ 7.8L/100km
• Overall: 1340km @ 7.9L/100km

Feel the quality. Has the new GLC reverted to traditional Merc values?

I’m starting to get used to the GLC speaking to me as I exit the car. I mean, it’s all very polite, but after a while “Just a moment – you’ve forgotten your phone” begins to get a bit wearing.

The problem, as I see it, is that the phone resides in one of two places, both of which are hidden from the driver. It’s either in the centre box where the USB-C slots are or it’s buried in the bowels of the dash where the wireless charger resides. Maybe that’s deliberate.

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My Google Pixel juuust about fits into the wireless charger, but as soon as rubberised phone case meets rubberised charging pad, the pair grip like velcro and all you’re left with is the charger’s liner bunching up like an old sneaker insole.

Other issues? Surprisingly few. The GLC has a very odd characteristic whereby in heavy rain, the driver’s side wiper can’t clear the water off the screen and pulls a sheet of water back on the return stroke, making a semi-opaque addition to the already chunky A-pillar.

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The virtual assistant also seems keen to join the conversation at odd intervals, even if you don’t mention the M-word.

Other than that, the GLC 300 is endearing itself to everyone who’s travelled in it. The ride is extremely well judged. It’s sporty enough to have a bit of fun with on a challenging road without becoming tiresome on an everyday basis. If it was pasta, you’d call it al dente.

The ride height is similarly clever, having enough clearance to never worry about grounding the nose on sharp driveways or gutters, but retaining a sleekish profile. In fact, the overall height of 1640mm is 40mm lower than the Subaru Outback wagon I had run previously.

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Refinement is extremely good for a four-cylinder engine driving such a chunky vehicle. The huge B-pillars are a pain at oblique junctions but other than that, visibility is good, helped by a decent suite of cameras.

These can stay on for a little too long when you’re pulling away and I’ve taken to turning off autoplay in my podcast app because of this, as my passenger’s not really keen on hearing 20 seconds of Chris Harris blathering on about the glasshouse to bodywork proportioning of a BMW E39 wagon before I can hit pause. I latterly figured out that pressing the middle of the volume button on the steering wheel pauses audio too.

I must confess to not being any great fan of the Mercedes column-mounted gear shifter. Not only does it represent a safety issue (unfamiliar users can easily knock the car into Neutral when trying to indicate back in from the outside lane if they flick up on the wrong stalk) but it also means that lights, front wipers, rear wipers, wash functions and indicators are all shoehorned onto the left-hand wand, which compromises utility.

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But familiarity erases many of these issues, and I can now navigate the GLC’s functions a little more fluently than at this point last month.

The big-ticket items that Mercedes needed to get right, such as styling, ride quality, engine response, and safety are well addressed. And I still get a kick out of opening the door on a wet night and seeing a massive three-pointed star projected onto the road surface, the bitumen glinting like jewels.

It’s exactly this level of otherness that Mercedes-Benz traditionally did so well; that feeling that here was a car built differently to others. That feeling had been lost at some points in the company’s recent history, but it feels as if Stuttgart now realises the corrosive effect that cost-cutting had on its brand equity and has resolved to rediscover it. Hopefully we’ll be able to probe a little further and discover whether that’s more than superficial sleight of hand.

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