November: See our evolving 2024 Forester coverage

Get on top of all you need to know about the upcoming new Forester at our linked story below.

August: Subaru hints at expansive new Forester range

Subaru Australia is preparing to consolidate its booming sales in 2023 with an all-new Forester range in 2024 that will include an updated petrol-hybrid drivetrain at launch.

This will be followed by a turbo-petrol Forester XT and off-road-focused Forester Wilderness variants, with the likelihood of an electric Forester by 2026.

Speaking to Wheels at the brand’s 50th-anniversary event, Subaru Australia Managing Director Blair Read confirmed that the company has invested heavily in the sixth-generation Forester and plans to “bring its A-game” with this all-new model, due to arrive in Australia in 2024.

“Forester is our number one selling model, and we need to bring our A-game in that segment, to keep Forester’s rightful place. So [our current] focus is [very much] on next-generation Forester,” he said, effectively ruling out any chance of Wilderness or turbocharged XT variants of the existing fifth-gen Forester being developed for our market.

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The plan at this stage is to launch the next-gen Forester with two drivetrains – the existing 2.5-litre petrol flat four (with likely improvements) and a “stronger”, more powerful evolution of Subaru’s relatively mild 2.0-litre petrol-hybrid flat four, which will improve acceleration and make it more efficient.

Mr. Read mentioned that launching a simpler next-gen Forester range will help in managing stock and reducing customer wait times. He added that, if the demand exists, they have the capability to fulfil up to 3000 orders a month.

“There’s two aspects [to a streamlined Forester range]. One is from a fulfilment perspective – if we look at our range and the simplification of it, to deliver on that [potential 3000 units per month] is very achievable. And we’ve got the dealer network that can support that.

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“From a factory production [perspective] where we’re asking ‘is there the capacity to ramp up?’, we have [the] support and commitment from Subaru Japan and Subaru Corporation to make extra production available for Australia to meet additional demand.

“And that’s part of the future outlook that we’re on working with them, as [to] how we continue to support and grow the Australian market,” he said.

So far in 2023, Subaru Australia is leading the world for global Subaru market share – having recently overtaken the US – and with Crosstrek, new-gen Impreza and new-gen Forester making their debut over the next 12 months, there’s no reason why achieving over five percent of the Australian market isn’t possible.

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Once the core 2024 Forester model range has launched, Subaru will turn its attention to the new-generation Forester Wilderness and the return of a turbocharged Forester XT to its lineup.

Thanks to the booming success of the Japanese-built turbocharged Outback XT developed specifically for Australia (and New Zealand) – it now accounts for up to 40 percent of total Outback sales – Subaru Australia has significantly strengthened its case for future development of similar niche variants for our market, such as the new Forester Wilderness and Forester XT, along with potential 2.5-litre variants of the Crosstrek and new-gen Impreza.

Similar to its North American counterpart, which is built with left-hand drive, the new-generation Forester Wilderness will focus on off-road capabilities. This follows the pattern set by the Outback Wilderness, which is currently in development in Japan and slated for an Australian launch in 2024.

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Featuring unique wheels, bumpers, colour treatment and body cladding, combined with underbody protection and a fresh suspension tune with increased ride height, the Wilderness is all about adding some lifestyle/outdoor chic to the relatively conservative Forester.

The existing US-market Forester Wilderness also features lower final-drive gearing for improved off-road performance from its 136kW/239Nm 2.5-litre petrol flat-four, as well as deep snow, sand and mud settings for its ‘X-Mode’ all-wheel-drive system.

The new Forester XT, on the other hand, will share its drivetrain hardware with the turbocharged Outback XT that launched in Australia earlier this year. That means a 2.4-litre direct-injection turbo-petrol flat four tied to a CVT transmission, with outputs expected to mirror the Outback’s 183kW and 350Nm.

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As for the rest of the package, expect a touch more flamboyance than the almost indistinguishable Outback XT, with unique alloy wheels, styling details, suspension tune and interior treatment.

Mr. Read explained that the company has faced a balancing act. On one hand, they’ve considered focusing resources on adding new variants to existing models. On the other, they’ve thought about directing those efforts towards future development.

This is why the Forester Wilderness and XT variants will be introduced with the new-generation model, rather than being added to the current Forester, which is nearing the end of its five-year production cycle.

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An electric Forester also hasn’t been ruled out, based on Subaru’s recent global commitment to introducing eight new electric vehicles by 2028.

Four of those EVs are set to debut by 2026, and an electric version of the sixth-generation Forester may form part of that mix.

“[An electric Forester] is definitely something that could be an option,” said Mr Read. “We have some remarkable nameplates and that’s been a strength of the brand – [many with] a very, very long history. So those are some of the decisions ahead: where do those nameplates continue… whether it’s hybrid or BEV?

“They have to live up to the nameplate first and foremost … but there’s huge brand equity in those, so I think you’ll see a mixture going forward.”

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“I think the key part of that is there’s a couple of options there with that pipeline, which is pretty exciting”

As for whether an electric Forester would be a fresh drivetrain option in the new-generation model or a completely new vehicle that simply leverages the nameplate (like Mustang Mach-E), Mr Read said “a Forester needs to be a Forester, and an Outback needs to be an Outback – not just transferring the nameplate.

“I think the key part of that is there’s a couple of options there with that pipeline, which is pretty exciting,” he said.

He also confirmed that we can expect to see some completely new models in Subaru’s showrooms going forward.

“If we’re talking eight new [EVs by 2028], there has to be some new nameplates such as Solterra within that,” he said.

It’s as though LDV doesn’t want people to know about the Mifa people mover. That’s a seriously confounding notion because this is arguably the Chinese brand’s best model yet.

The large, family-friendly people-mover is aimed squarely at customers looking at the Kia Carnival and, to a lesser degree, the Hyundai Staria and VW Multivan. It’s a three-row van, with sliding doors and – currently – seven seats. An eight-seater may come soon.

LDV also offers an exorbitantly expensive electric model, but the turbo-petrol one tested here is a far more financially wise option.

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JUMP AHEAD

• Pricing and features
• Safety
• On the road
• Key rivals
• Should I put it on my shortlist?
• Specifications

Pricing and features

LDV has pitched the Mifa in the sweet spot for people movers, with plenty of crossover against a Kia Carnival.

For private buyers, the range kicks off at $53,990 drive-away for the entry-level Mode tested here, before stepping up to Executive ($63,990 drive-away) and Luxe ($72,990 drive-away).

The entry grade comes with strong standard equipment levels: LED lighting, 18-inch alloy wheels, keyless entry and start, a 12.3-inch touchscreen with Apple CarPlay, and imitation leather seat trim. A plastic steering wheel dims the vibe, but the cabin otherwise has a reasonably nice feel.

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Executive models seem the smartest buy, with dual electric sliding side doors, electric tailgate, surround-view cameras, parking sensors at both ends, 19-inch wheels and adaptive headlights.

The Luxe adds leather seat trim, driver’s seat memory settings, colour-adjustable ambient lighting and a 12-speaker sound system. Nice, but maybe not worth nine grand more.

All grades have a seven-seat layout with second-row captain’s chairs. In the base model these are manually adjusted, but choose the Executive or Luxe and they have electric sliding adjustment, plus heating and cooling functions, a recliner, and a massage function (that has eight modes on the Luxe).

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Compared with rivals, the Mifa’s seating arrangement is a bit fiddly in terms of third-row access, but at least there’s a gangway between the captain’s chairs.

The seating arrangement also incorporates ISOFIX points with top tether attachments both second row seats and one in the third row. There are at least two USB ports per row, too, and all grades have rear-seat ventilation plus full LED interior lighting too.

Compared with rivals, the Mifa’s seating arrangement is a bit fiddly in terms of third-row access, but at least there’s a gangway between the captain’s chairs.

And while the claimed boot capacity of 466L with all seats up seems big, that’s not the case when the third row is slid all the way back.

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If you lower that rear bench, you have a claimed 1702L to play with, but it’s not as tidy a solution as in the Kia, which has a huge well for the seats to fold into the floor.

Just keep in mind that the payload for all grades is 550kg – far less than rivals. It could severely limit the usability of this as a family car.

Towing is rated at 750kg unbraked, 2000kg braked.

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Safety

The Mifa was awarded the maximum five-star ANCAP rating in 2022, so it ticks that box for family buyers or fleet customers.

Standard-fit gear includes forward autonomous emergency braking (AEB) with pedestrian, cyclist and junction detection, plus rear AEB along with blind-spot monitoring, rear cross-traffic alert, lane-departure warning, lane-keep assist, safe exit warning, and adaptive cruise control.

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The base model has a reversing camera with rear parking sensors, but the Executive and Luxe also receive front parking sensors and a surround-view camera system, which ought to be standard for a family-focused vehicle like this.

A total of seven airbags comprise dual front, front-centre, front side and full-length curtain airbags.

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On the road

First off, you don’t need to press a button to start it. Like an EV, it simply kicks into life when you sit and put your foot on the brake pedal. Turning it off? You need to hit a button on the infotainment screen.

My short drive loop in Orange in NSW’s central west highlighted some impressive traits.

Firstly, the ride comfort, which is very well suited to a big people mover like this. It dealt with potholes and pockmarks respectably, with a soft edge to the suspension giving it a ‘comfort-focused cruiser’ feel.

The steering is also good; it’s light and easy to judge, making for simpler parking manoeuvres than you might expect for such a big bus.

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It also has reassuring weight at higher speeds.

With one adult on board, the turbo-petrol engine is up for the task but whether it’s ready for a full load might be up for debate. It’s perky and gets away from a standstill well, and it’s pretty quiet under load too. This engine also feels more energetic than the Carnival’s big V6, which really likes a rev.

The eight-speed Aisin auto transmission also seemed to be on its game, though once more, a loaded van may test its smarts more than I could on this drive.

Be aware, though, that it has a ‘Mercedes-like’ steering column-mounted gear stalk selector. The other (left) stalk is for wipers and indicators, and headlights are operated via the touchscreen.

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Key rivals

The biggest-selling, best alternative is the eight-seat Kia Carnival, which is more practical, and has (for now) a cheaper petrol V6, or turbo-diesel power for more effortless performance.

A Hyundai Staria offers big value and also comes with a V6 petrol but can also be had with a turbo-diesel and all-wheel drive, which is unique in the segment. So is its appearance, which isn’t for everyone.

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Should I put it on my shortlist?

If you want a people mover that prioritises passenger space over boot usability, the LDV Mifa stands out as a strong option versus the segment leader.

There’s a lot to like, and the mid-spec Executive stacks up particularly well from a value perspective.

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Tesla has opened its first V4 Superchargers in the United Kingdom – and it’s available to all models without the need for a smartphone app.

The new fourth-generation Tesla Superchargers in front of its Tottenham showroom, debut an integrated small display for the first time outlining the charging cost, speed, energy output and session time.

Importantly, it allows any electric vehicle model to start charging with a simple tap of a credit or debit card – following new UK government mandates for reliable and accessible public infrastructure.

Alternatively, users can still use the Tesla smartphone app to start and monitor the charging session.

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Tesla owners still have the advantage of seamless plug-and-charge functionality.

The V4 Superchargers are better designed for ‘non-Tesla’ EVs, with a longer three-metre CCS2 charging cable to better reach varying charging port positions.

While it still outputs the same 250kW DC rates as V3 Superchargers, Tesla told Autocar [↗] that faster outputs are possible in the future via an over-the-air software update.

March 16: First Tesla V4 Superchargers open

The first of Tesla’s newest fourth-generation electric vehicle Superchargers has opened in the Netherlands.

The company’s new Harderwijk hub came online overnight and is one of 16 locations in Europe to debut the V4 Superchargers that feature a longer charging cable, which seems to wrap around the perimeter of the stylish slim and tall station.

The upgraded cable should address a bugbear of Tesla’s convenient – but pricey – charging stations, as the network opens up to all EV models each with different charge port positions that can be difficult to reach with today’s chargers.

In comparison, the current V2 and V3 Superchargers have a wider presence and hole in the middle to house the charging cable, instead of being mounted on the side.

According to the carmaker, “currently, V4 stalls are only open to Tesla vehicles, as we test and evaluate performance.

“We will soon welcome all EVs at this site and open new V4 sites across Europe.”

Tesla currently has more than 11,000 Supercharging stations across the continent, with the V4s expected to come online as part of a wide scale rollout program.

While rumours have mooted the V4 charging equipment gaining up to 300 to 350 kilowatt DC ultra-rapid outputs, Twitter user fritsvanens – who has already visited the Harderwijk site – reports the V4s retain a 250kW DC output instead, as per V3.

Tesla did briefly touch on the new V4 Superchargers at its Investor Day event earlier this month, but didn’t confirm anything beyond the longer cable – and instead shifted its attention to rolling out a slow AC charging network “everywhere vehicles are typically parked throughout the day”.

Public charging equipment manufacturers are gaining popularity as infrastructure grows globally, with companies such as Tritium, ABB, Jolt, Jet Charge, Zappi, Ocular, EVX, and EO Charging vying in the DC or AC space.

The most common chargers in Australia are made in Brisbane by Tritium, which just reported a record $195 million sales and backlog in 2022 by being the exclusive supplier for charging networks such as Evie Networks and BP Pulse locally, in addition to Ionity across Europe.

However, the company has also been plagued by widely-criticised poor reliability and extended recovery repair times due to ongoing supply chain constraints.

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Now, I get it… chopping up classic cars to create electric versions of the same smacks of sacrilege. But in the case of this classically correct Rover Mini, adding electrons adds nothing but upside.

Under the steady hands and watchful eye of Fellten Australia, a 1995-spec Rover Mini has given up its wheezy 1.3-litre four-potter and its 46kW for a much more potent 72kW Zonic electric motor and single-speed gearbox, mounted under the bonnet via a special BMH front subframe.

Providing the electrons is a compact 19kWh battery that’s fed by a Type 2 charging port. The diminutive battery does restrict the Mini’s range – just 175km under WLTP rules – but it’s much easier to package within the 28-year-old car’s small footprint, and ensures that both the overall weight and the weight distribution of the original car are unchanged.

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The Fellten-fettled front-driver also scores two-stage regenerative braking, as well as City and Sport driving modes.

Not only will the conversion give the old Mini an emissions-free future, it’s handily quicker, with a claimed 0-100km/h time of eight seconds. That’s a solid 4.5 seconds quicker than stock.

Fellten’s Chief Product Officer, Dave Budge, pointed to the popularity of the EV movement in Australia as a perfect lead-in to conversations around converting classics to electric propulsion.

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“Never has the topic of electromobility been so relevant, particularly in Australia where EV adoption rates are still in its infancy and there is an opportunity to shape the mindset toward considering sustainable transport,” he said.

“We are excited to be working with MINI Australia on converting this classic collectible which takes something we all know and love and transforming it into a catalyst for conversations surrounding sustainable mobility solutions.”

The 1995 Mini Rover conversion project follows on from the MINI Recharged program, which kicked off with a one-off classic Mini Electric for the New York Auto Show last year.

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The positive reactions to that particular project have led to the creation of a team at Mini’s Plant Oxford to look into a program to cater to classic Mini customers.

General Manager of MINI Australia, Matt Schmidt, was particularly keen to see this project come to fruition.

“Our iconic heritage is intrinsic to the character of the MINI brand, and this will continue to inspire and influence our direction even as we transition to offer a fully electric line-up by the beginning of 2030,” Mr Schmidt said.

“We are proud to work with Fellten on a project that seamlessly preserves the beloved elements of our past while pointing towards our exciting, all-electric future.”

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Recent data from the Australian Bureau of Statistics [↗] reveals that three particular property crimes witnessed an increase for the second consecutive year in 2022.

Of these three, motor vehicle thefts accounted for 55,037 incidents last year, up 11 percent. An estimated 232,600 people had something stolen from their vehicle, with 71% of incidents occurring when the owner was at home.

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What is a Faraday bag?

A Faraday bag, sometimes known as a Faraday cage or Faraday shield, is a type of enclosure constructed of a mesh of conductive material.

It is designed to block electric fields, including those of radio frequencies.

When an electronic device is placed inside a Faraday bag, it becomes shielded from external radio frequency signals. This means that the device cannot send or receive any wireless signals, including cellular, Wi-Fi, Bluetooth, and GPS signals.

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How is a Faraday bag used?

Faraday bags can be used for a range of reasons. For example, law enforcement and digital forensic experts use them to preserve electronic evidence, ensuring devices are safe from remote interference.

For personal security, individuals might protect credit cards and passports from unauthorised skimming during travel.

Those seeking enhanced privacy might place their phones in these bags to avoid unwanted eavesdropping or data transmission.

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How can car theft happen?

Many new cars have keyless entry systems, making them susceptible to relay theft.

The way most keyless systems work is by picking up the Radio Frequency Identification (RFID) being emitted by your key fob. These radio signals tell the car you are near or inside the car with the key fob, allowing you to unlock the doors and then start the engine.

Car thieves have caught onto this and are now using devices to amplify or mimic this radio frequency towards another person standing near your vehicle another device.

These devices can pick up your fob signal through the front door in a key bowl or near a window.

The car “thinks” the key fob is nearby due to the relayed signal and allows the thief to unlock the vehicle and if the signal is strong enough, start the engine.

Once the car is unlocked and started, the thieves can drive away, all without the actual key fob leaving the owner’s possession.

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Do I need a Faraday bag for my keys?

A Faraday bag is designed to immediately interrupt any signal transmission from your key fob and keyless vehicle entry system, ensuring that no one can replicate your key fob signal and access your car.

You can find small pouches and bags from brands like SLNT starting at $32.

Plenty of other retailers offer Faraday bags but as goes with any consumer product they will vary in quality, price and capability. So it’s best to read reviews and even test the products yourself by approaching your car with the fob in your bag and see if it remains unresponsive.

Ultimately there are alternative measures you can take like keeping your keys away from windows or by blocking your car in the driveway but if you’re wanting the extra peace of mind then spending the $32 might make sense for you.

The Mitsubishi ASX and Eclipse Cross are both considered small SUVs, lower priced. It can therefore be confusing telling these two apart and then justifying which makes most sense for your life – that’s what we’re going to do in this article.

JUMP AHEAD

• Body styles
• What do you get?
• ASX and Eclipse Cross dimensions
• Comfort and Practicality
• Boot space
• Safety
• How do they drive?
• Warranty and Servicing
• Verdict – Mitsubishi ASX
• Verdict – Mitsubishi Eclipse Cross
• Specifications

Body styles

ASX

A five-door five-seat small SUV, the ASX is available only with petrol engines hooked up to the front wheels.

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Eclipse Cross

This coupe-like small SUV still seats five and has five points of entry, but it has optional all-wheel drive and plug-in hybrid power on the menu.

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What do you get?

ASX

The ASX is more affordable, entering at $23,990 and climbing to $34,740 (before on-road costs), which is just about where the Eclipse Cross starts.

Basic ASXs have naturally aspirated 2.0-litre petrol engines, cloth upholstery, and no adaptive cruise control. As cheap, basic transport it’s hard to argue with the reliable ASX. An auto emergency braking (AEB) system is now standard, as is a generous 8.0-inch touchscreen with Apple CarPlay, DAB+ digital radio, air-conditioning, and LED headlights.

Moving up adds 18-inch alloys, USB-C sockets, a bigger 2.4-litre engine, nicer upholstery (including leather in the Exceed), and a sunroof.

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Eclipse Cross

The Eclipse Cross occupies a more premium sphere than the ASX, starting at $31,490 before on-road costs for the ES 2WD.

It also has a more modern engine under the bonnet, a downsized 1.5-litre turbo-petrol four-cylinder developing 110kW/250Nm and recording 7.3L/100km on the combined cycle.

The Eclipse Cross gets 16-inch alloys as standard and basic AEB, but stepping up one grade to the LS adds niceties such as 18-inch alloys, blind-spot monitoring and rear cross-traffic alert.

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ASX and Eclipse Cross dimensions

ASX

The ASX is 4365mm long, 1810mm wide, 1640mm long and rides on a 2670mm wheelbase, making it about average in the small SUV class. Weights range from 1342kg for the ES manual to the 1437kg Exceed.

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Eclipse Cross

The Eclipse Cross is longer, nearly jumping into medium SUV territory at 4545mm tip to tail, 1805mm wide and 1685mm tall.

Confirming the cars have identical underpinnings is the shared 2670mm wheelbase. The Eclipse Cross weighs between 1475kg (ES petrol) to 1960kg (Exceed plug-in hybrid).

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Comfort and Practicality

ASX

Simple and unadventurous, the ASX’s logical cabin has little to make the heart sing, but just about everything you need.

In the rear, a flat-ish bench means three across the back is possible even though there’s a transmission tunnel hump. A fold-out armrest is there to make it comfy four-up, and although getting on in years the ASX is up there with the best in class for rear legroom.

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Eclipse Cross

Being bigger in every way, the Eclipse Cross has a touch more legroom than the ASX and, despite that coupe rear end, sacrifices precious little headroom. It also gets rear air vents, unlike the ASX.

The front seats are more shapely and comfortable than the ASX’s items. Two cup holders can be found in the centre console and good bottle holders in the doors. A bin beneath the climate controls is a good space for your phone.

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Boot space

ASX

Previously segment-leading, judged on size alone the ASX’s large 393-litre boot now falls short of the Kia Seltos and Corolla Cross. The 60:40 split backrest can be folded for 1143L. The load lip is a little high, but the wide aperture means bulky items are easy to squeeze in.

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Eclipse Cross

Demarking it as a more premium product, the flagship Eclipse Cross Exceed scores a power tailgate, beneath which is 10L more space than the ASX and a noticeably longer load bay

Like the ASX, the Eclipse Cross’s boot lacks clever storage solutions and has a space-saver spare tyre beneath the floor.

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Safety

ASX

The Mitsubishi ASX is unrated by ANCAP as its 2014 rating expired when the six-year time-out rule was introduced by the independent testing body. It has six airbags, ESC, ABS and vehicle-vehicle autonomous emergency braking (AEB) as standard.

From LS grade and up, lane-departure warning, blind-spot monitoring and rear cross-traffic alert are also standard. No ASX is fitted with adaptive cruise control or pedestrian detection for the AEB.

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Eclipse Cross

The safety situation is similar with the Eclipse Cross but, as the LS is only the second variant up, more variants are equipped with the safety features expected from a new car today.

ANCAP rated the Eclipse Cross five stars in 2017, which is set to expire at the end of this year.

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How do they drive?

ASX

The Mitsubishi ASX is a solid vehicle. Its road-holding is fine, though it doesn’t handle with verve thanks to light and lifeless steering. If you want transport that makes you forget you drove anywhere, the ASX will suit your needs.

Providing you don’t ask for full throttle, the 2.0-litre engine is quiet enough and the torquier 2.4-litre in upper-spec models feels gutsy.

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Eclipse Cross

A similarly average automatic continuously variable transmission (CVT) afflicts the Eclipse Cross, but better ride quality, availability of a traction-enhancing S-AWC all-wheel-drive system and the torquier turbocharged engine make a more compelling package. With 7.3L/100km ADR combined consumption, it isn’t too thirsty either.

The heavier plug-in hybrid introduces hushed and local emissions-free driving. It’s also relatively quick off the mark.

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Warranty and Servicing

ASX

Both these Mitsubishis are covered by the brand’s 10-year/200,000km ‘Diamond Advantage’ warranty, contingent on servicing the vehicle at a Mitsubishi main dealer.

Luckily, you know how much that will cost as Mitsubishi outlines 10 years of capped-price servicing. ASX maintenance is due every 12 months/15,000km. Over five and 10 years it’ll cost you $1995 and $4990 respectively.

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Eclipse Cross

The Eclipse Cross also needs to see a spanner every 12 months/15,000km, though the petrol is a little cheaper than the ASX to maintain at $1895 for five years and $4740 for a decade. The hybrid is the dearest at $2245 for five services and $5940 for 10.

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Verdict – Mitsubishi ASX

As basic transport goes, it ticks all the boxes. Stay down at the lower end of the range and enjoy simple, low-cost motoring.

Verdict – Mitsubishi Eclipse Cross

The plug-in hybrid is intriguing, but the bigger Outlander does it better. Being more stylish and better to drive than the ASX means it’s our pick.

Full Range Reviews

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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Range boost, same battery

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

It’s possible due to more roll-resistant tyres, an added edge on the rear wheel arches, and an integrated spoiler.

However, the drivetrain and battery sizes remain the same. In Australia, the current EQA and EQB are sold in two variants.

The 250 brings a single front electric motor producing 140kW of power and 385Nm of torque, with a 66.5kWh usable lithium-ion battery pack able to be recharged at up to 11kW AC and 100kW DC speeds.

Meanwhile, the 350 4Matic features dual motors making 215kW/520Nm with the same-sized battery and peak charging capabilities.

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Towing capability

The facelifted Mercedes-Benz EQB electric SUV can now be optioned with a trailer hitch for the first time.

The maximum braked towing capacity is rated at up to 1400kg for front-wheel drive variants or 1700kg for 4Matic all-wheel drive models.

However, it’s only available on standard five-seat configurations; the EQB seven-seater and smaller EQA are left out.

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New tech

The facelifted 2024 EQA and EQB electric SUVs feature the German automaker’s latest MBUX touchscreen operating system, but retain the same dual 10.25-inch display units.

The new software brings the ‘Zero Layer’ user interface that simplifies the menu structures and surfaces important applications and information on the home screen.

Additionally, the new optional Burmester speaker system enables Dolby Atmos surround sound when playing compatible tracks, plus new relaxing ‘Sound Experiences’.

On the active safety assistance front, the lane-keep assist is said to be less intrusive when tugging the wheel, while there are also new mono and reversing cameras.

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When will the 2024 EQA and EQB launch in Australia?

Mercedes-Benz Australia told Wheels the facelifted 2024 EQA and EQB electric SUVs are due to arrive in the second quarter of 2024 (April to June inclusive).

Local pricing and specifications will be detailed closer to launch.

The updated entry-level Mercedes EVs face growing competition, including the top-selling Tesla Model Y, cut-price Volvo EX30, upmarket Renault Megane E-Tech, and South Korea’s Genesis GV60.

The current 2023 EQA and EQB costs from $82,300 and $87,734 before on-road costs respectively.

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The 2024 Mercedes-Benz EQS SUV has been detailed for Australia ahead of its arrival next month.

Joining the smaller EQE SUV in local showrooms, the all-electric EQS SUV – first revealed in April 2022 – will be initially offered in a sole EQS 450 SUV grade.

Priced from $194,990 before on-road costs, the EQS SUV – with an identical wheelbase to the EQS 450 sedan, but with seven seats – undercuts its limousine stablemate by $25,000.

Compared to an internal-combustion GLS upper-large SUV, the EQS SUV commands a circa-$18,000 premium.

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Under the skin, the EQS SUV rides on Mercedes-Benz’s dedicated EVA electric vehicle platform shared with the EQS, EQE and EQE SUV.

In Australia, it will be initially offered in EQS 450 SUV form, which, like the EQS 450 sedan, features a 265kW and 800Nm total system output from electric motors on the front and rear axles. It has an NEDC-rated 592-kilometre driving range from a 107.8kWh lithium-ion battery.

As standard, the EQS SUV sports rear-axle steering with a steering angle of up to 4.5 degrees, with an upgrade adding up to 10 degrees of steering angle available for an additional $2900.

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In mid-2024, the opulent Mercedes-Maybach EQS 680 SUV will arrive in Australia with more luxury appointments, a 484kW/950Nm total system output, and a circa-600km driving range.

Measuring 5125 millimetres long, 1950mm wide and 1718mm tall, with a 3210mm wheelbase, the EQS SUV is 262mm longer, 10mm wider and 32mm taller than the EQS SUV, with an additional 180mm between the front and rear axle.

With all seats in place, the EQS SUV has a 195-litre luggage capacity, rising to between 645 and 880 litres with the third row stowed away, and 2100 litres with the second and third rows down.

Standard equipment includes 21-inch AMG multi-spoke alloy wheels, a wireless phone charger, a 12.3-inch digital instrument cluster, a panoramic sunroof, 64-colour interior ambient lighting, and digital matrix LED headlights.

The 12.8-inch MBUX central infotainment system supports wireless Apple CarPlay and Android Auto and augmented reality satellite navigation, while the standard-fit 15-speaker, 710-watt audio system allows for spatial audio with an Apple Music subscription from the built-in application.

The 2024 Mercedes-Benz EQS 450 SUV will arrive in local showrooms in September. Details for the Mercedes-Mayback EQS 680 SUV due in Australia in mid-2024 will be announced closer to its launch.

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2024 Mercedes-Benz EQS SUV pricing

Prices exclude on-road costs.

2024 Mercedes-Benz EQS SUV features

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2024 Mercedes-Benz EQS SUV available colours

2024 Mercedes-Benz EQS SUV options

• Comfort Plus package – $11,700

• MBUX Hyperscreen package – $6700

• 10 per cent steering angle adjustment for rear-axle steering – $2900

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Almost exactly 18 months after its Australian release, the Polestar 2 has been brought in for a major update.

Not for the vanity tweaks usually associated with a mid-life facelift, mind you, the Polestar 2 is almost entirely unchanged in appearance.

Blink and you’ll miss it. What’s underneath though? That’s a different story.

The Swedish-designed, China-made Polestar 2 now claims the longest WLTP driving range of any car sold in Australia, beating the 100kWh-plus battery-packed Mercedes-Benz EQS (631km) and the Tesla Model 3 LRDM (602km).

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And it’s not that much more expensive than before, up by between $2400-3500 depending on variant.

For that, you get stacks more power from new motors, as well as a retuned chassis, lower carbon footprint (from 27-23 tonnes of CO₂ used to make it) and more safety tech as standard.

That’s not even the best bit – the switch from front- to rear-wheel drive for single-motor variants (just like the platform-share Volvo C40 and XC40 EVs) transforms the Polestar 2 driving experience. This is now the electric sedan it always should’ve been. Had this contested our 2022 Car Of The Year instead of the pre-update Polestar, it may well have seen off the Kia EV6…

The Polestar 2’s driving experience is everything you could want from an electric sedan.

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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 energy does it use?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

Polestar’s press release undersells the updates for its lifted sedan, partially because the visual changes extend to the blanked-off ‘SmartZone’ grille that houses the radar and camera, and new alloy wheel designs.

Inside is much the same with cloth upholstery in Charcoal or Zinc paired with 3D-etched plastic inlays and a leather-appointed steering wheel.

Tech includes an 11.2-inch touchscreen and 12.3-inch digital driver’s display both powered by the Android Automotive operating system that features Google Maps and downloadable apps such as Spotify via the Google Play store as well as over-the-air software updates.

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Wired Apple CarPlay (via one of two USB-C ports) capability was added in a software update prior to the MY24’s launch, and all Polestar 2s now feature a 15-watt wireless charging pad.

Unfortunately, there have been some losses from standard specification – the kick-to-open tailgate is now reserved for Plus Pack buyers (though powered hatch opening/closing remains standard), as is the digital key.

Additionally, our test vehicle featured the jewel in the Polestar 2 crown – $6000 worth of sustainably sourced ‘Zinc’ coloured Nappa Leather upholstery from Scottish company ‘Bridge of Weir’. These chairs are teamed with three-stage seat ventilation and, with the Polestar’s glass roof, this option’s worth ticking if you live north of Canberra.

The total price? That’s $86,900 before on-road costs. Not cheap, though it does handily slip in beneath the higher $89,332 LCT threshold for 2023-24 and with novated leasing and FBT incentives for EVs, it’s more affordable to pay off a loan on a Polestar 2 than an equivalently-priced piston vehicle.

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How do rivals compare on value?

It’s a bit of a shame that the largest $3500 price increase afflicts the base model, meaning the Polestar 2 range opens a flat $10K more (at the time of publishing) than the cheapest Tesla Model 3.

And, as Dres said in Black Sheep’s 1991 track, “The Choice is Yours”, you can’t beat that with a bat – if you want a cheap EV today, Elon’s got you covered.

However, Polestar has no intentions of playing the volume game against Tesla; that’ll be up to someone else.

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The 2 sedan is also good value next to other rivals – each variant is more affordable than the equivalent Hyundai Ioniq 6 while providing more performance and slicker cabin design (if a little less space).

Even compared to premium piston sedans, the Polestar seems good value. A slower BMW 320i with cloth seats starts at $80,200 these days, a Mercedes-Benz C200 $78,900 and an Audi A4 35TFSI $69,100 (all before on-road costs). The premium Germans may offer a little extra polish in cabin materials, but when it comes to space and performance, the Polestar 2 is right on the money.

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Interior comfort, space and storage

Unchanged from before, the Polestar 2’s cabin is a stylish and pleasing place to sit, especially when optioned with the Plus Pack’s seat heating and tactile Open Pore Black Ash wood trim.

The power-adjustable seats (eight-way driver, four-way passenger) feature pull-out leg extensions that are great for longer-legged people. The driving position is very natural, and thanks to a high-set dash and cocooning door cards you don’t feel like you’re sitting ‘on’ the Polestar 2 as you do in a Tesla Model 3 or Hyundai Ioniq 6.

Although Polestar has tried hard to make the most of compact cabin storage, the 2 doesn’t have the same open-plan layout as rivals.

The door bins are rubber padded and fit 700ml water bottles snuggly (minimising rattles), but that small wireless charging pad, single exposed cup holder with a second you can open by flipping back the centre armrest and small accessory spaces on the side of the centre console don’t provide much storage.

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Tactile materials abound; pleasingly textured firm plastic trim, the grippy rubberised gear selector and upholstery all feel quality.

Polestar’s ‘Weavetech’ seat material grips the bum nicely in corners but tends to get hot in the sun, while the optional Nappa leather is incredibly soft and satisfying to sit in.

As Polestar hasn’t updated the 2’s roofline, its Achilles heel remains. Rear-seat passengers are well served for amenities with another two USB-C charge points (for a total of four) and vents but headroom is dead tight for those over 175cm.

While legroom is agreeable for a medium sedan, there’s not much toe room beneath a fully lowered front chair. The high floor means your knees tend to dangle in the air, and the view out isn’t great owing to the cocooning front seats.

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Polestar has improved its cargo storage. The front boot (or frunk) grows by six litres (now 41L) in size and remains perfect for charging cables.

Behind a generous rear hatch opening, the Polestar’s 405L boot retains the clever cargo divider with elastic storage bands to hold delicates.

There’s still no space for a spare wheel under the boot floor, although with the new motors Polestar has been able to make the 41L sub-floor more conventional in shape to make it more usable for valuable items you need to keep away from prying eyes.

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What is it like to drive?

The cabin could still do with a little improvement, then, but the Polestar 2 driving experience? It’s everything you could want from an electric sedan at this price.

Polestar says the chassis has been “recalibrated for MY24 to offer a more refined ride in tune with the drivetrain updates… and is now complemented by a higher level of comfort”.

This is accurate, but it diminishes the extent of the changes.

Canberra’s lumpy suburban roads used to kick the Polestar 2’s rear end around something fierce. The MY23’s stiff springs and strict rebound control made the ride tiring for front passengers and borderline spew-inducing for those in the back.

Immediately, the MY24 Long Range Single Motor is cool and composed; the redistributed weight must have been paired with new spring/damper settings to improve things this much.

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There’s a small amount of mid-corner understeer, which helps gauge grip levels that can now be neutralised with the throttle.

Another noticeable change is to the steering. Now free from the peril of administering torque, the front axle is uncorrupted and calm. There’s still no textural feedback through the Polestar 2’s EPAS, but the rack is accurate, light and pleasant to use.

Outputs are up, too, courtesy of the new rear-mounted permanent magnet motor made by Volvo. The Long Range Single Motor we’re driving climbs 50kW and 160Nm to 220kW/490Nm – a pretty massive change resulting in a 0-100km/h sprint time of 6.2 seconds.

Polestar’s drivetrain calibration is typically excellent with three settings for regen (off, Low and Standard) and your choice of ICE-simulating creep on or off.

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Switch the car’s ESC into Sport mode and you can over-rotate the rear wheels for a bit of classic front-engine rear-drive oversteer.

The switch to rear-wheel drive has adjusted regen characteristics. There’s no longer quite the same bite as you lift off the throttle in one-pedal mode (to minimise the potential of locking the rear wheels in slippery conditions), though this is a positive. It’s now easier to arrest the Polestar 2 without the brake pedal, and there’s less potential for the dreaded ‘taxi foot’.

Natural is the best way to describe the Polestar 2’s chassis. At speed the Polestar 2 absorbs bumps effortlessly, tipping into corners, while the reassuring steering and minimal body roll (for a 2009kg sedan) provide confidence. There’s a small amount of mid-corner understeer, which helps gauge grip levels that can now be neutralised with the throttle.

Switch the car’s ESC into Sport mode and you can over-rotate the rear wheels for a bit of classic front-engine rear-drive oversteer. Perhaps not relevant to the average EV driver, but a bloody good bit of fun.

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Leave Polestar’s pre-emptive traction control switched fully on and it elegantly limits slip without curtailing fun on a twisty road.

Although not detailed in Polestar’s literature, the new 2 is also quieter at high speed. Perhaps because the smoother suspension action doesn’t introduce so much bump-thump (especially on the 19-inch alloys wrapped in 245/45 Michelin Primacy rubber), though we suspect some strategic sound deadening has been added.

After spending a little over two hours in the Single Motor, we sampled the Dual Motor. It’s ferociously quick off the line having gained 10kW (350kW) and 80Nm (740Nm) from before – for a 0-100km/h sprint of 4.2 seconds.

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The commanding all-paw traction from before is still there, but with the rear motor being overdriven the new car’s a touch more playful.

Recalibrated for this update, the adjustable Öhlins coilovers that come with the optional $9000 Performance Pack are delightful, now with more low-speed compliance and the same unflappable composure at high speeds despite redesigned 20-inch alloys fitted with low-profile 245/40R20 Continental SportContact 6 tyres.

It’s just a shame that with regenerative braking you rarely indulge in the excellent feel of those sexy ‘Swedish Gold’ four-piston Brembo front brake calipers and that tapping into the Dual Motor’s grunt absolutely grenades the battery range.

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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

Previously one of the Polestar 2’s flaws, we always found it tricky to achieve figures close to the MY23’s WLTP driving range rating.

Exemplified on the drive down to Canberra in a MY23 Dual Motor with Performance Pack that averaged 20.4kWh/100km for a 366km real-world range, the new vehicle promises to be better.

The WLTP rating for the Polestar 2 Long Range Single Motor climbs by 103km to 654km thanks to a larger battery and more efficient motors. That’s the longest of any EV on sale in Australia, including Mercedes’ ultra-slippery EQS, provided you can nail 12.1kWh/100km.

On a hilly, twisty test loop the LRSM averaged 18.3kWh/100km for a projected driving range of 432km on a full charge of the now-larger 79kWh (82kWh gross) CATL-produced NMC battery pack – expect closer to 550km in regular driving scenarios.

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The Dual Motor drops to 591km (or 568km with the Performance Pack). Choosing the 200kW Standard Range model (a 67kWh NMC battery from LG Chem) still brings a serviceable 532km driving range figure.

Polestar’s 400V electric architecture caps maximum DC fast-charging speed at 205kW for the larger and 135kW for the smaller battery, meaning 28- and 34-minute 10-80 per cent charge times respectively.

Home and AC public charging remains capped at 11kW. Expect a full charge from flat to take seven (67kWh battery) or eight (79kWh) hours on a home wallbox.

Using Polestar’s connected smartphone app (that doubles as a digital key) owners can lock and unlock the doors, pre-condition the cabin and control charging times to take advantage of off-peak energy prices or peak solar action.

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How safe is it?

The MY24 Polestar 2 carries a 2021 five-star ANCAP stamp, though more safety equipment is included as standard for this mid-life update.

Based on customer feedback and uptake rates on the previous Pilot Lite pack, Polestar now fits blind-spot monitoring, front and rear cross-traffic alert, low-speed reverse AEB, 360-degree top-down camera and auto-dimming for the sexy frameless wing mirrors.

Forward AEB and lane departure warning remain standard. Those after extra convenience still need to opt for the Pilot Pack, though, as adaptive cruise control and lane-trace assist are tied up in that package along with adaptive ‘Pixel’ LED headlights.

Likely fine in Europe (and perhaps Scandinavia) where speed laws are less draconian, the Polestar 2’s cruise control could do with being more precise. On long downhill runs, the speed governing system will occasionally allow the Polestar 2 to exceed the selected speed by up to 4-5km/h – enough to cop a speeding fine in any one of Australia’s strictly monitored tunnels.

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Warranty and running costs

The Polestar 2 is covered by a five-year, unlimited-kilometre warranty.

Both CATL and LG Chem batteries are covered by eight-year/160,000km manufacturer guarantees, and Polestar covers rust and perforation issues within the first 12 years of ownership.

Onboard connected services and roadside assist are included for three years. Servicing is included for five years or 100,000km of ownership, with Polestar recommending you drop by every 24 months or 30,000km for a status check.

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VERDICT

Cramped back seat and compromised cabin storage aside, the Polestar 2 was already one of the very best electric vehicles on sale.

The brand has near-silently addressed some of the niggling issues – such as compromised real-world range and a busy, frustrating ride – that prevented it from being the best in its price range.

From an enthusiast’s standpoint, the Long Range Single Motor is also one of the most engaging drives out there, too. Minimal body roll, brisk pace and the sort of front-engine rear-drive balance that makes the BMW 3 Series such an excellent driver’s car.

And it just happens to be produced by a company that’s heavily invested in lowering pollution to slow down the demise of humans.

Perfect the Polestar 2 is not (what is?) but the Swedes (and their Geely paymasters) can rest easy knowing this sedan is now the vehicle it should have always been.

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Beginning late in the second quarter of 2024 (April-June) with the Polestar 3, the EV specialist’s range will swell from one to four.

The Polestar 3 will be a luxury SUV, effectively twinned in development with Volvo’s all-electric EX90, with the lone confirmed Long Range AWD to command $132,900 before on-road costs.

Originally slated for a release by the end of this year or early 2024, the Polestar 3’s release was delayed by software-related issues that have also affected the Volvo EX90.

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Very shortly afterwards – in mid-2024 according to Polestar – the medium-sized Polestar 4 will arrive.

This is the car that ought to cement the brand’s sales numbers in Australia, as it’ll compete in the most populous luxury segment.

Polestar is yet to announce pricing and specification details for the 4 SUV, but as it sits between the 2 and 3 in size, we’d estimate it’ll be priced between those two as well. Think of a starting price in the vicinity of $85-90K, with a hot top spec kicking up to $130K.

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Following the volume-oriented Polestar 3 and 4 will be the brand’s new performance flagship – the four-door 5 Grand Tourer. Think of this as a rival to the Tesla Model S Plaid, Audi e-tron GT and Porsche Taycan.

Underneath is a bonded aluminium platform bespoke to the Polestar 5, and the brand is anticipating outputs of 650kW and 900Nm sent to all four wheels. With Polestar’s Öhlins tie-in, you can bet it’ll have a good set of dampers underneath.

Polestar is targeting an Australian release in early 2025 for the four-door 5, by which point it will sell four models locally. Pricing is yet to be confirmed for the Polester 5, but it’s safe to guess that high-end variants will push beyond the $200K barrier locally.

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Polestar is currently the 10th best-selling premium brand in Australia outselling Jaguar and Alfa despite only offering one model. Its sales are up 121.5 per cent year-to-date, and it accounts for 3.1 per cent of all EVs sold in Australia.

It’s all held on the Polestar 2 at the moment, which has notched up 1453 sales this year for sixth place in the best-selling EV race.