The Polestar 2 has received a major update, with more standard tech, a longer driving range, a fresh face and rear-wheel drive!

Following its Volvo XC40 and C40 Recharge electric SUV twins, the 2024 Polestar 2 liftback has now switched to rear-wheel-drive on Single Motor variants, with power bumps across the range.

While pricing has increased between $2400-3000, all models have more standard features, including blind-spot assist, rear cross-traffic assist, a 360-degree camera system, and a wireless phone charger.

Larger NMC battery packs feature on both variants which, combined with all-new efficient motors made by Volvo, make the Polestar 2 the longest range EV on sale in Australia today (654km WLTP).

Update: We’ve driven the MY24 Polestar 2! Read our full review below.

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The update aligns it visually with the forthcoming Polestar 3 and 4 electric SUVs, as well as giving it a more competitive edge to topple the fiercely popular Tesla Model 3, Hyundai’s fast-charging Ioniq 6, and upcoming BYD Seal sedans.

JUMP AHEAD

• Pricing
• Features
• Options
• Colours
• Powertrains, charging, and driving range
• Safety
• Dimensions
• Warranty and servicing
• Availability

2024 Polestar 2 pricing

Prices exclude on-road costs.

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2024 Polestar 2 features

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Options

• Pilot Pack – $3500

• Plus Pack – $6000

• Performance Pack (Long Range Dual Motor only) – $9000

• 20-inch alloy wheels with Continental PremiumContact 6 tyres – $1400

• Zinc Nappa leather seats (animal welfare traced) with ventilation function and light ash trim – $6000

• Semi-electric folding tow bar – $2850

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Colours

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Powertrains, charging, and driving range

The updated Polestar 2 remains differentiated by two battery sizes in single- or dual-motor configurations.

The base Standard Range Single Motor now has a rear-mounted electric motor (previously front) producing 200kW and 490Nm – up 30kW and 160Nm. The claimed 0-100km/h acceleration time is 6.4 seconds.

Meanwhile, the mid-pack Long Range Single Motor ups outputs to 220kW and 490Nm (up a generous 50kW/160Nm), which cuts the 0-100km/h time to 6.2 seconds.

Additionally, the Long Range Dual Motor adds an electric motor at the front for all-wheel drive, and produces 310kW and 740Nm combined (up 10kW/80Nm). The 0-100km/h sprint is done in a claimed 4.5 seconds.

Buyers who opt for the Performance Pack – exclusive to the Long Range Dual Motor – unlock 350kW of power for a 0-100km/h acceleration in 4.2 seconds.

While Polestar 2s use the nickel-manganese-cobalt (NMC) battery cathode, the use of low-carbon wheels and battery tray aluminium, switching to a renewable electricity-powered China factory, and improved battery chemistry have contributed to a lower carbon footprint.

Driving range has improved by between 54km (Standard Range) to 104km (Long Range Dual Motor). Both models benefit from improved DC charging speed, the 69kWh pack is now 135kW (previously 130kW) and the 82kWh Long Range is now 205kW DC (previously 155kW).

The Standard Range battery us now manufactured by LG Chem and features new chemistry, while the Contemporary Amperex Technology Co. Limited (CATL)-supplied Long Range battery is now 79kWh usable (up 4kWh).

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Safety

The Polestar 2 has a 2021 five-star ANCAP safety rating.

Eight airbags (dual front, side, inner-side and curtain) are standard.

New for the 2024 facelift is the addition of a more advanced SmartZone system that utilises a front-facing camera and mid-range radar for its active safety assistance systems.

Blind-spot alert, rear cross-traffic assist, rear AEB, a 360-degree camera system, and auto-dimming side mirrors are now standard for the updated model.

However, adaptive cruise control and lane-centring assist still require optioning the Pilot Pack on all variants.

• Pilot Pack – $3500

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Dimensions

The 2024 Polestar 2 carries the same dimensions across its lineup.

All models measure 4606mm long, 1479mm tall and 1985mm wide (including the side mirrors), with a 2735mm wheelbase using Volvo-Geely’s internal combustion engine-derived Compact Modular Architecture (CMA).

Ground clearance is rated at 151mm, with the Performance Pack on the Long Range Dual Motor shortening it to 146mm.

The Polestar 2 weighs between 1944kg to 2108kg depending on the variant, but all have an 11.5-metre turning circle.

2024 Polestar 2 boot space

Boot space is rated at 405 litres (including a 41-litre underfloor area), which expands to 1095 litres once the 60:40 split rear seats are folded down.

Under the front bonnet is a 41-litre carpeted frunk storage space – which increases by six litres for MY24.

The Polestar 2 can be equipped with a tow bar and lug up to a 1500kg braked trailer. Roof loading is capped at 75kg.

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Warranty and servicing

The Polestar 2 is backed by a five-year/unlimited-kilometre vehicle warranty and an eight-year/160,000km battery warranty.

The company covers abnormal battery degradation, promising it’ll keep at least 70 per cent of its health during the battery warranty period.

Servicing is required every 24 months/30,000km. Three years of roadside assistance and Polestar Connect services are included.

Over-the-air software updates are supplied for the lifetime of the vehicle, whereas Google service connectivity is included for three years.

Availability

The 2024 Polestar 2 is available to order now either online or at one of Polestar’s experience centres. Polestar is predicting a 6-8 week wait for orders.

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The CX-3 and CX-30 are both small SUVs from Mazda. Prior to the CX-30’s 2019 launch, it was assumed to take the CX-3’s place, but strong sales justified its smaller sibling hanging around.

JUMP AHEAD

• Body styles
• What do you get?
• Comfort and Practicality
• Boot space
• Safety
• How do they drive?
• Warranty and Servicing
• Verdict – Mazda CX-3
• Verdict – Mazda CX-30
• Specifications

Body styles

CX-3

The five-door, five-seat CX-3 is now categorised as a light SUV in sales figures.

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CX-30

The CX-30 is Mazda’s new definition of a small SUV, with five doors and seats.

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CX-3 and CX-30 dimensions

Here’s a size comparison between each car

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What do you get?

CX-3

The CX-3 range was rationalised in June 2023 and starts at $26,800 before on-road costs – $3300 more than before. It reflects buyers’ love for the peppy 110kW/195Nm 2.0-litre four-cylinder engine and six-speed automatic combination.

No longer available with all-wheel drive, CX-3s now all use torsion beam rear suspension and struts up front. See below for a spec comparison, or read all about the CX-3 in our range review.

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CX-30

The base Pure is richly specified: high-quality cloth upholstery, a leather-appointed steering wheel and adaptive cruise control are included along with stress-easing driver assistance features.

A more mature vehicle, the larger CX-30 starts with the 2.0-litre (tuned to 114kW/200Nm) which is adequate. Spend a bit more for the ‘big-block’ 2.5-litre (139kW/252Nm) and enjoy a nice blend of old-school throttle response and close-to-new-school fuel economy.

See below for a spec comparison, and read all CX-30 variant reviews on our hub page.

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Comfort and Practicality

CX-3

Supportive seats feature across the CX-3 range with an elevated driving position (as expected from an SUV) without being absurdly high.

Incidental storage is where the CX-3 stumbles, with just one box rather than a pair of centre cup holders, tight door bins and a small covered cubby beneath the armrest.

The rear seat is not spacious for six-footers, however, shorter occupants will find the back seat serviceable. The bench is set high for a good view out, and there’s a fold-down centre armrest with cup holders.

Mazda includes two ISOFIX anchors and three top tether points for child seats.

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CX-30

Based on the 3 rather than the 2, the CX-30’s comfortable front seats offer plenty of height adjustment; from low and racy to high and commanding.

The CX-30 has one of the most attractive and tactile steering wheels available, and incidental storage is better than the CX-3 with a larger covered cubby and two cup holders.

It’s also more spacious in the rear with wider door apertures, making the CX-30 a better choice for a growing family.

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Boot space

CX-3

At 264 litres, the CX-3’s boot is small. It’ll fit a pram, suitcases, or your weekend camping gear, but not all three at once. The 60:40 split rear seatback can be folded flat and there’s a temporary spare tyre under the boot floor.

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CX-30

The CX-30’s boot is larger and more usable than the CX-3’s, rated at 317L normally, or 430L when taking the under-floor storage into account. With the 60:40 split-fold second row down, it has a 1406-litre total capacity.

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Safety

CX-3

The Mazda’s CX-3’s 2015 five-star ANCAP rating expired in December 2022. All models are equipped with stability control and six airbags (dual front, side and curtain).

For 2023, more safety features have been added across the range with forward auto emergency braking (AEB), blind-spot monitoring, lane-departure warning, rear parking sensors and driver attention monitoring.

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CX-30

The Mazda CX-30 achieved a five-star ANCAP rating in 2019.

Although the CX-3 has a decent safety list, the newer CX-30’s list includes better AEB and adaptive cruise control across the range.

AEB with junction assist, front parking sensors, driver monitoring and a 360-camera can be added to the Pure base model for $1500 and is standard on the Evolve.

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How do they drive?

CX-3

With its perky engine and lithe kerb weight (1295-1305kg), the CX-3 is a nippy car to drive around town.

The front struts/rear torsion beam suspension is a common setup and works well enough. The rear end of the CX-3 can be found lacking travel compared to the front though, and the 18-inch alloys introduce harshness over square-edged hits. Still, forward visibility is good and the CX-3 has excellent steering.

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CX-30

As its size suggests, the CX-30 is a more mature car to drive, being quieter and more planted on freeways.

The CX-30’s torsion beam rear suspension is up to the task. Like the CX-3, the Pure with its 16-inch alloys and balloon tyres rides the best. The CX-30’s well-weighted steering is also worth mentioning.

Opting for the G25 brings welcome extra punch as it’s a fair bit heavier than the CX-3 (1419-1594kg), and the six-speed automatic is expertly calibrated.

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Warranty and Servicing

CX-3

The CX-3 is covered by a five-year/unlimited-kilometre warranty.

Servicing is due every 12 months or 10,000km and costs $2127 over five years when including brake fluid and cabin filter changes.

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CX-30

A five-year/unlimited-kilometre warranty covers the CX-30. It’s also slightly cheaper to service, at $1678 for five years. Maintenance is also due every 12 months/10,000km.

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Verdict – Mazda CX-3

It may be getting on in years, but the CX-3 is still a peppy, fun car to drive that will appeal to those on a budget (Pure) or looking to downsize without sacrificing amenities (Touring SP and Akari).

Verdict – Mazda CX-30

A more grown-up car to fit the family, the CX-30 sits in the Goldilocks zone between CX-3 and CX-5 with more choice in the range.

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Just three years ago, the low-emissions landscape looked bleak in Australia, as we dragged the chain behind other country’s fast adoption of electric vehicles.

But since Tesla staked a claim as EV game-changer in Australia with its attainable Model 3 sedan, things changed quickly. An electric vehicle is a great way to cut local emissions, but we’re aware that not everyone is able to justify an EV so we’ve included alternatives, such as traditional hybrids, plug-in hybrids (PHEVs) and even one ultra-efficient petrol vehicle.

With the change in Federal Government, emissions mandates are finally on the cars for Australia, but until they pass there’s no incentive beyond your own inner tree-hugger to go green.

Still, it doesn’t mean there aren’t choices; below are ten of our favourites split into more affordable vehicles with starting prices below $50K, and those that cost a little more.

JUMP AHEAD

Under $50K

• Toyota RAV4 hybrid
• MG 4 hatch
• BYD Atto 3
• Skoda Fabia
• Toyota Corolla hybrid

Over $50K

• Tesla Model 3
• Mitsubishi Outlander PHEV
• Polestar 2
• Kia EV6
• Hyundai Ioniq 5

Environmentally-friendly cars under $50K

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Toyota RAV4 hybrid

Bland it may be to some, but the RAV4 is popular for a reason.

It’s a safe choice with a hybrid powertrain that won’t break the bank and will cut your emissions by around 40 per cent compared to a petrol-only family SUV.

Wait times may be protracted, but having been around for some time, Toyota’s hybrid powertrains – available in the Corolla Cross, Camry and Yaris as well – are an eco-conscious choice that won’t hurt the wallet too much.

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MG 4 hatch

MG’s new kid on the block is a game-changer – it brings real-world usable driving range (320-450km) to a sub-$50K EV. It also happens to drive rather well, and has very European packaging.

The MG 4 hatch is the first of China’s bargain EVs we’ve driven, so it may well be displaced from this list by the BYD Dolphin or GWM Ora if those similarly-priced EVs prove to be better things.

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BYD Atto 3

Any time a new Chinese start-up brand is mentioned the comments fill with disdain, but BYD’s Atto 3 small SUV is one of the few vehicles bringing refined EV motoring with realistic driving range to Australian punters for $50K.

It may not be perfect (or to everyone’s tastes) but it is an affordable way to cut your local carbon emissions with space for the family.

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Skoda Fabia

Okay, there’s no electrification to speak of here, but with the VW Group’s cutting-edge petrol engine tech the Fabia’s 4.9L/100km fuel consumption rating is better than some hybrids such as the Honda Civic.

The Fabia is expensive for a small car, but it’s stylish, fun-to-drive, and has genuine space for four adults.

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Toyota Corolla

A second Toyota in this list? Well, it’s a deserving one. Regularly Australia’s favourite passenger car, the Corolla hybrid is an attainable and frugal option that’s been lowering carbon emissions for years.

Available in hatch or sedan guise (and technically now SUV), there’s a Toyota Corolla to fit most budgets and requirements.

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Environmentally-friendly cars over $50K

Tesla Model 3

All-electric, minimalist cabin, brutally quick (if you like), extremely energy efficient and the very manifestation of the technological bleeding edge; the Tesla Model 3 is a profoundly futuristic thing.

With a sub-$60K (for now) starting price, it’s also a compelling alternative to cars like the Audi A4, BMW 3 Series and Mercedes-Benz C-Class. That rang true in sales numbers, where the Tesla Model 3 beat Toyota’s Camry in 2022.

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Mitsubishi Outlander PHEV

The second-gen Outlander PHEV is a mighty complicated piece of engineering, luckily it drives in a way that won’t scare off punters.

Able to fit into family life when running as a normal hybrid, buyers will reap rewards of zero-emissions driving for up to 84km.

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Polestar 2

Much like the Tesla Model 3, this lifted sedan makes EVs cool enough for the middle class. If Polestar 2’s stylish interior and buff body make it attractive; its electric credentials seal the deal.

Polestar makes a big fuss about lowering CO₂ emissions in its production so the 2 may be the most environmentally-friendly car on the market.

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Kia EV6

A Wheels Car Of The Year winner – the third EV to take the accolade – the EV6 made electric SUVs cool with its sharp exterior styling.

It’s also spacious, practical, and a crisp handler thanks to Kia’s Australian ride and handling localisation program.

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Hyundai Ioniq 5

A regular runner-up to the EV6 in group tests, the Hyundai Ioniq 5 is potentially the heart’s choice thanks to jaw-dropping futuristic styling, an airy cabin and clever ‘Relaxion’ seating.

One of the fastest-charging EVs out there (just like EV6) and a real statement piece.

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Want to read more advice about cutting your automotive emissions?

• ? All advice stories

Pricing and specs have dropped for the 2024 Mercedes-Benz EQE SUV, which will soon hit local showrooms.

Not to be confused with the EQE sedan, the EQE SUV measures 4863mm long, 1940mm wide and 1686mm high, with the large battery-electric SUV seating five in typical Merc opulence.

And at 3030mm, its wheelbase is more compact than the EQE sedan on which it is based.

Mercedes-Benz includes the Driving Assistance Plus Package as standard, which adds attention assist, active brake assist, active lane keeping assist, parking package with 360-degree reversing camera, and speed limit assist.

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Ten airbags are standard, as are the Pre-Safe Plus and Pre-Safe Impulse Side systems that prepare the vehicle in the instance of an imminent collision.

The EQE sedan scored five stars from ANCAP, so expect the same from the EQE SUV.

A claimed range of 539km on the more generous NEDC measuring scale isn’t actually aligned with any of the variants, and Mercedes’s own published WTLP figures don’t offer much clarity, either. The EQE SUV has a heat pump, which helps conserve battery range.

Mercedes-Benz sells a branded wallbox separately that can output up to 22kW output which, when connected to three-phase power, can charge the battery from 10 to 80 per cent in around 6.5 hours.

DC charging reduces that time in as little as a claimed 32 minutes using a 350kW ultra-rapid charger (350kW output), or in under 1.5 hours via a 50kW rapid charger.

The boot space of the Mercedes-Benz EQE SUV is claimed to be 520 litres with the back seats in place, and 1675 litres with the seats folded.

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Mercedes-Benz EQE 300 SUV

Kicking off with Merc’s no-quibbling $134,900 plus on-road costs, the EQE 300 SUV comes in rear-drive, single-motor guise with an 89kWh battery and 185kW and 550Nm on tap.

Standard spec items include AMG Line interior and exterior enhancements, a panoramic sliding sunroof, a head-up display, the latest generation of MBUX infotainment, smartphone integration and wireless charging.

A KEYLESS-GO comfort package and EASY-PACK tailgate, active ambient lighting, dual-zone climate control, leather upholstery, heated front seats, a Parking Package including a 360-degree camera, and a Burmester 3D surround sound system are also standard.

On the outside, 21-inch AMG wheels, tinted glass and “aluminium-look” (read: not aluminium) running boards.

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Mercedes-Benz EQE 350 4MATIC SUV

Stepping up to the $144,900 (plus ORC) EQE 350 SUV nets an extra motor, with 215kW and 765Nm being sent to all four wheels as required.

The EQE 300 SUV also scores Merc’s cool Transparent Bonnet, which uses several cameras around the vehicle to provide the driver with a precise view of the environment directly beneath and in front of the car.

Customers can also specify the optional MBUX Hyperscreen (not available on the EQE 300 SUV), which merges three screens almost seamlessly into one across a 141cm wide strip on the dash.

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Mercedes-Benz EQE 500 4MATIC SUV

A limited-edition EQE 500 4MATIC SUV comes with a slightly larger 90.5 kWh battery pack and the same specs as the 350. It comes at $164,900 plus on-road costs.

It pumps out a handy 300kW and 858Nm from its twin motors for a claimed 0-100 km/h dash of 4.7 seconds.

Mercedes-Benz Australia didn’t specify just how limited the 500 SUV will be.

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Mercedes-Benz EQE 53 4MATIC+ SUV

Finally, the EQE 53 4MATIC+ SUV comes in at $189,900 plus ORCs. It’s got a bit more of everything; it makes 460kW and 950Nm from a pair of electric motors, with a claimed 0-100 km/h sprint of 3.7 seconds.

Rear-axle steering is standard (and optional on the other models), as is AMG’s continually adjustable Active Ride Control suspension, which can also be tapped to raise the vehicle by 30mm.

A Mercedes-AMG interior with a Nappa leather AMG steering wheel and heated/cooled front seats is also standard.

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Externally, the EQE 53 SUV wears a Mercedes-AMG exterior package and an AMG Night Package, along with 22-inch AMG wheels and red-painted brake calipers.

If you think that’s not quite barrel-chested enough, opt for the AMG Dynamic Plus Package for $7,400, which adds a feature called Race Start that is claimed to knock a two-tenths off the 0-100km/h sprint, an increased top speed of 240km/h and what Mercedes is calling “the emotive ANG Sound Experience “Performance”.

A bass actuator and speakers “make the power of the electric motors clear even when stationary”, claims the company. Quite.

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2024 Mercedes-Benz EQE SUV pricing

All prices exclude on-road costs.

The Mercedes-Benz EQE SUV will arrive in dealerships later this month.

Renault has locked in pricing and features for the Megane E-Tech electric SUV.

The 2024 Renault Megane E-Tech is now available to order in a single Techno EV60 specification with a 60kWh battery pack from $64,990 before on-road costs.

Customer deliveries will begin in early 2024 following delays announced by Renault’s Australian distributor, Ateco, in July.

“This is Renaulution in action”, said Glen Sealey, GM Renault Australia, adding “dynamic proportions, an engaging and efficient drive, impressive levels of comfort and safety, and committed actions to a sustainable future. We can’t wait to bring Megane E-Tech to Australia and herald a new dawn in automotive leadership.”

Renault calls the Megane E-Tech an SUV, though its proportions are closer to hatchback with a relatively low 1500mm roofline and short 4200mm body.

The Megane E-Tech is pitched as a more premium EV than the MG 4 and Cupra Born hatches, and it’s very close in price to the Polestar 2 sedan and Tesla Model 3.

Its 440L boot is competitive, and it boasts a respectable 454km WLTP range claim in what is globally a high-spec trim with 20-inch alloy wheels and 9.0-inch touchscreen.

2024 Megane E-Tech specifications

Our original story, below, continues unchanged

April: Renault targets $70K price for Megane E-Tech

The 2024 Renault Megane E-Tech will arrive in Australia towards the end of this year, with pricing starting from around $70,000.

The Megane E-Tech is an incredibly important car for Renault. While its first EV, the Zoe, was a toe dipped in the water, the latest CMF-EV-based car propels Renault’s longest-standing Megane nameplate into the future.

Speaking to media, Glen Sealey, Renault Australia’s general manager, confirmed the Megane E-Tech will arrive in the fourth quarter of the year priced around $70K before on-road costs.

It will land in a single, high-specification variant, with a 450 kilometre WLTP driving range from a 60kWh battery pack. It is offered in lower trims in Europe with a smaller battery, but Renault is looking to keep the range simple in Oz.

Renault doesn’t have aspirations to knock Tesla off the top spot in the Australian EV sales race. Beyond confirming several thousand expressions of interest, Renault Australia declined to comment on initial supply.

“It sounds ridiculous, I know, but the worst thing we can do is over-stock this car. So we have to see what the demand is and go from there”, said Sealey.

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The Megane E-Tech is only the beginning of Renault’s electric journey. It will be followed by a smaller hatch, currently known as the Renault 5 concept, and a small SUV – dubbed the 4.

Aussie plans aren’t confirmed for those vehicles yet, but we may well see them here by 2024 or 2025.

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Megane E-Tech Australian specification

ADR compliance has been completed for the E-Tech, though the final specification may still change before it goes on sale.

The vehicle we were shown around is a left-hand-drive evaluation vehicle in top-level Iconic trim. It’s relatively indicative of our final spec, and is fitted out with:

In left-hand-drive markets, there is an even larger 12-inch portrait orientation infotainment touchscreen available, however, it’s not clear if that will be fitted to Aussie cars.

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Dimensions

Although the Megane E-Tech looks medium SUV-sized in pictures, it isn’t. Measuring exactly 4.2 metres long, it matches a MkV Volkswagen Golf in exterior size. Think of it like a reverse Hyundai Ioniq 5 in that sense.

It rides on a long wheelbase, though, with 2685 millimetres between each axle, and at 1505mm tall, it’s only a whisker higher in stature than a regular hatchback. The boot is generous, too, at 440L (VDA) it’s competitive with small SUVs such as the Kia Seltos and Nissan Qashqai.

In the Megane E-Tech’s development keeping weight low was a priority, and meant a whole new rear hatch system was developed. The result is a competitive 1711 kilogram kerb weight.

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Range, charging, and powertrain

The Megane E-Tech is available in front-wheel-drive with a single motor producing 160kW/300m for a 0-100km/h sprint in 7.4 seconds.

While the larger CMF-EV-based Nissan Ariya is available with a twin-motor setup, the compact Megane will be front-drive only.

A slim 60kWh battery pack – designed by Renault and built by LG Chem – measures 11cm thick and weighs 395kg. It bestows the Megane E-Tech with 450km WLTP driving range at a rated energy consumption of 16.1kWh/100km. Other markets can get a cheaper 40kWh battery pack and 96kWE motor; both are off the cards for Oz.

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Using a 400-volt architecture the E-Tech’s DC charging maxes out at 130kW, for 10-80 per cent charge (equivalent to 350km driving range) in 30 minutes. AC electricity can be taken at 7kW.

Renault is currently looking into home-charging solutions for the E-Tech’s launch and will offer installation of home wallboxes (at the buyer’s cost) arranged via its 58 Australian dealers.

Further details, including final pricing and specification, will be revealed closer to the Megane E-Tech’s release in the fourth quarter of this year.

I don’t know what you’ve heard, but new data shows we aren’t the only ones who love magazines!

While vinyl remains prized for its unique sound, clarity, and sense of ‘old-school’ authenticity, many still look to printed media for the feel and sound of turning pages, the focus of an intensely curated edition, and the freedom from digital distractions like chatbots and upsells.

New market research by industry analysts Roy Morgan shows that magazine readership in Australia is on the comeback, growing 4.1% over the 2022/23 financial year.

According to Roy Morgan’s survey of 66,234 Australians aged over 14, 53% read print magazines – equating, statistically, to around 11.5 million people over 14.

Motoring magazines rank as the eighth most widely read category – which alone isn’t any reason to throw a party – but the category itself has experienced growth of 2.8%.

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Wheels, celebrating its 70th year as Australia’s car magazine, saw a massive leap of 40.8% to reach 290,000 readers.

There’s no getting around it: that result is really a massive testament to the passion of our team and contributors to produce compelling and engaging stories every month, in the tradition of old.

In an age of immediate access to information, it is thrilling and deeply fulfilling to know that so many Australians remain enamoured with the good ol’ magazine.

PS: How good is Iain!

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I am surrounded by Outbacks on all sides where I live – a careworn second-gen machine on my left, a rarely-driven H6 from the recently departed generation on my right.

Owners love them and judging by the vigorous defence mounted by the H6 owner who privately wails about its fuel economy, they wouldn’t have anything else. The old one’s paint is peeling, it’s done several hundred thousand kilometres but its refusal to die suits its owner right down to the ground because he’s that kind of guy.

Subaru’s mainstay Outback arrived in 2021 with a not-very-new look built on a genuinely new platform. The die-hards will lap it up but it has to make a name for itself in our SUV-mad market to make a real dent.

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

How much is it, and what do you get?

Confusingly, VFACTS classifies the Outback as a large SUV when it is clearly a high-riding midsize wagon like the VW Passat Alltrack.

The Outback range starts at $42,690 for the entry-level car, rising to $50,990 for this Touring via the $47,190 for the Sport (all before on-road costs).

On the Sport and Touring, for an extra $5000 you can upgrade from the 2.5-litre naturally aspirated petrol engine to a 2.4-litre turbo-petrol (and XT badges), taking power and torque outputs from 138kW/245Nm to 183kW/350Nm.

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The huge 11.6-inch touchscreen with Subaru’s Starlink software is standard across the range and while it looks impressive, the graphics are a bit old hat. All that is sorted when you connect your phone, though.

While most menu items are not where you might not expect them to be and the sheer height of the climate control temperature settings seems a bit much, the hardware is reasonably quick to respond. Still, it’s a lot better than some other car companies can manage and most of my complaints are subjective.

This version of the car has Subaru’s driver monitoring system. You register your face with it so when you get in, it will adjust your mirrors and driver’s seat to the way you last left them.

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How do rivals compare on value?

Volkswagen’s Passat Alltrack might be a niche player but it’s about as close as you’ll get to the Outback concept from anyone else.

The Passat Alltrack range starts at $51,390 for the 162TSI 2.0-litre turbo-petrol engine with a seven-speed dual-clutch automatic transmission and maxes out at $63,390 for the 162TSI Premium.

With 162kW and 350Nm, it is more powerful than the naturally aspirated Outback tested here and even if you went for a turbocharged Outback XT that matches the VW closer on price, some may prefer the German car’s dual-clutch over Subaru’s continually variable transmission (CVT).

Skoda’s Superb Scout has departed these shores, so the Alltrack is about it.

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Interior comfort, space and storage

The Outback is a whisker under 4.8 metres long, so there’s a lot of space inside to play with.

I think a key point about the Outback is accessibility. It’s a mid-rise SUV so you are not stepping up into it like you might with taller models like the Santa Fe or Kluger. For shorter or less mobile folks, this makes entry and egress easier.

The boot starts at a pretty decent – although unexpectedly small (relatively speaking) – 522 litres. Put down the seats and you’ve got 1267 litres. There are a couple of nice-to-haves like netted pockets and grocery hooks as well as a cargo blind.

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The spare wheel is under the boot floor, which itself is flat and not too high off the ground. The electric tailgate is also quite handy and you can open it from the key fob.

Rear-seat space is expansive and just as good as genuine large SUVs. Lots of head, knee and leg room make it a very comfortable place to be, although you have to remember to stow the headrests or they can hamper rear visibility when there’s nobody in the rear seat.

Outboard rear seats are heated in this top-spec Outback, a bit of a rarity in Australia. You also get two USB-A ports and air vents, as well as a fold-down armrest with cup holders. The doors will hold bottles, too.

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The front seats are as comfortable as they look, which reinforces the car’s credentials as a bit of a tourer while also being great for the day-to-day.

You get a pair each of bottle and cup holders, and a reasonably-sized centre console bin under the armrest. Annoyingly, the slot for your phone has no wireless charging. There are two USB-A ports in there and an AUX jack.

There is a Kluger/RAV4-style shelf in front of the passenger, which is an alternative place for a phone. The leisurely acceleration will not deposit it on the floor.

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What is it like to drive?

What you need to know first about the Outback is that it is extremely comfortable.

The Subaru shared a driveway with our long-term Nissan X-Trail Ti, which itself is one of the most comfortable cars this side of a Rolls-Royce, so it had a pretty stiff reference car to contend with.

Obviously, the Outback has its more sensible ride height going for it and it’s a little slipperier through the air, so it’s also very quiet.

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Quiet. Now there’s a point. CVTs, a transmission type I do not like, tend to drone a bit under acceleration or on hilly roads.

Some might say I’m the same. This one has been to a much better school than I did because it’s largely well-behaved and even polite when provoked.

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Add in some extra journey time if there are hills involved is what I’m saying.

Subaru’s engineers have created eight steps in the transmission to make it feel more “natural” but with a flattened right foot, those steps are largely abandoned for the full force of, erm, 138kW.

Look, it’s not a lot but thankfully one of the Outback’s features is a low-ish (by modern standards) kerb weight. You wouldn’t call it quick – most cars will round you up in the Outback – so if you’re a fan of grunt, you’ll need to look at the returned prodigal son, the Outback XT.

A genuine advantage of the CVT is that this type of transmission is quite good in torque-limited applications like this. While 248Nm isn’t anaemic, it’s also not a lot to move this much car around, less so when loaded up and towing its rated 2000kg maximum. Add in some extra journey time if there are hills involved is what I’m saying.

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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

Subaru says you’ll get 7.3L/100km on the combined cycle. I had no such luck, but it wasn’t too bad at 9.7L/100km.

The week we had the Outback consisted of an almost 50:50 split of suburban and motorway driving. As I discovered the following week with an XT, an engine that doesn’t have to work so hard delivered a better fuel economy result in largely the same conditions.

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How safe is it?

ANCAP tested the Outback in September 2021 and updated its report in December 2022, retaining the five-star safety rating.

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A sort-of front centre airbag is positioned in the passenger seat cushion and doubles as an anti-submarining device, which is rather clever.

Though ANCAP doesn’t count it as a front-centre airbag, it is intended to lessen the danger of occupants colliding in an accident.

Subaru’s (in)famous EyeSight system is responsible for most of the safety features but as ever, it’s a bit hit and miss. It gets very panicky about cars coming the other way on bends and was always shouting at me for not paying attention when I was. On the upside, the steering assist isn’t as pushy as, say, a Kia or Hyundai.

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Warranty and running costs

Subaru sends the Outback into the world with a five-year/unlimited-kilometre warranty.

The company also offers two pre-paid service plans; three and five years. The former will cost $1387.25 or $462 per service. The latter jumps $1300 for the final two years to $2674.64 (correct as of June 2023) for five services at an average of $535. PAYG pricing is the same but subject to change whereas when you pay upfront, you’re locked in and can roll the maintenance costs into your finance.

Bizarrely, it costs more to service this Outback than one with the more complicated turbo engine, which to add insult to injury, has longer service intervals. The non-turbo engine’s 12 months/12,500km is slightly weird but the turbo’s is a more conventional 12 months/15,000km.

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VERDICT

The Outback delivers on all the things Outback owners like – space, some thoughtful touches, respectable off-road ability and a boxer engine.

Subaru fans are a loyal bunch in a way you can stomach – unlike some other fandoms. So if you’re looking for a new Outback, this is a pretty good effort. As a top-spec version, there are some nice touches in the Touring, but the mid-spec Sport has a slightly more rugged interior if muddy boots and/or sandy bottoms are going to spend time in it.

However, at this price point, you’re not far from a turbocharged Sport XT, which is worth looking at if you want a bit more go in exchange for less equipment.

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September 2023: New Tiguan imagined – and we reckon it’s spot-on

We were pretty close with our previous speculative artwork, thanks to the spy photos available at the time. Now, though, there’s little left to wonder at.

September 2023: New Tiguan will be a petrol-only affair

Despite previously revealing efforts to get the plug-in hybrid EV Tiguan into Australia, VW has now confirmed it will only offer the petrol model, alongside the all-electric ID.4. Full details below.

August 2023: New Tiguan leaked!

The 2024 Volkswagen Tiguan mid-size SUV has leaked inside and out ahead of its official reveal.

The images, posted to social media by MQB-Coding & Retrofit, appear to originate from an internal Volkswagen database. The new Tiguan is due to be officially revealed in the European autumn (between September and November).

As previously announced, the 2024 Volkswagen Tiguan will reach Australia late next year with a high-tech cabin, more boot space, and new optional suspension and headlight technology.

Germany’s rival to the likes of the Mazda CX-5 and Toyota RAV4 – and VW’s top-selling vehicle globally – will increase in length by about three centimetres to about 4.54 metres, with virtually unchanged width, height and wheelbase to the outgoing Tiguan.

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Up front, the third-generation Tiguan wears a more-rounded look similar to the latest Golf small car and ID-branded electric cars, with slimmer headlights, a lower and wider grille, and a cleaner bumper with vertical air intakes.

The available matrix headlights, which debuted on the updated Touareg large SUV, feature more than 38,000 micro-LEDs.

With a similar side design, it could be easy to confuse the new Tiguan for the current model, but it does feature redesigned side mirrors and alloy wheels, while the overall profile has a smoother look.

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Full-width tail-lights with a light strip running across the tailgate headline the new model’s rear end, while the Tiguan badging has been moved lower compared to the current model.

Volkswagen had already revealed the new Tiguan’s interior in a previous teaser, but the new images provide a closer look, with minimal buttons, a column-mounted gear shifter, and a cleaner centre console with a configurable dial.

The ‘driving experience switch’, teased by Volkswagen overnight, can adjust the volume, control the vehicle’s drive mode, or change the ambient lighting colour. It features an OLED display, and the outer ring will change its colour in line with the selected ambient colour theme.

A large, tablet-style infotainment touchscreen up to 15 inches in diameter dominates the dash. Lower-spec models will feature a 12-inch display.

As with recent Volkswagen models, a climate-control bar runs across the bottom of the display, which is reportedly illuminated at night.

All models will feature a steering wheel with conventionally tactile switches – identical to current standard models – replacing the glossy haptic touch controls for R-Line variants.

Under the skin, the new Tiguan rides on the updated MQB Evo platform shared with the Golf and new Passat. It will also be closely related to the forthcoming Skoda Kodiaq, and the seven-seat Tiguan Allspace will be replaced by a new model called the Tayron.

DCC (Dynamic Chassis Control) Pro features twin-valve dampers that VW claims benefits both ride comfort and handling. The suspension ties in with a Vehicle Dynamics Manager that comes across from the Golf GTI hot hatch, which is said to deliver neutral dynamics through automatic brake interventions and damper control inputs to specific wheels.

Petrol and diesel four-cylinder engines continue as drivetrain options, along with mild-hybrid turbo petrol and petrol plug-in hybrid (PHEV) options that haven’t previously been offered in Australia.

VW says its improved PHEV drivetrains now boast a pure electric driving range of up to 100 kilometres.

Below: The current 2023 Volkswagen Tiguan, in 147TDI Elegance spec

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Some Victorian roads will soon incorporate 21,000 kilograms of recycled plastics in the coming months – and it promises to be less susceptible to forming potholes.

Following research led by the Royal Melbourne Institute of Technology (RMIT) University, supported by Australian Research Council, Austroads and 10 Victorian councils, 10 asphalt road sections up to 900 metres long will be paved with recycled materials.

Importantly, laboratory tests by the RMIT [↗] claim improved durability of roads against traffic and ageing due to incorporating recycled materials, such as plastic and rubber.

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The study found recycled plastic asphalt mixtures achieve 150 per cent less chance of cracking and 85 per cent less deformation under pressure testing compared to conventional asphalt.

In some cases, the recycled road performance was similar to more expensive polymer materials.

The initiative aims to provide a circular economy solution, with the RMIT citing Australians generate 2.6 million tonnes of plastic waste each year and landfill space is expected to reach capacity by 2025.

The RMIT project team will also establish best-practice guidelines on using recycled plastics in asphalt roads to enable the local governments – which control 80 per cent of Australia’s roads – to begin a wider-scale rollout.

New recall notices have been issued, affecting Mercedes-Benz, BMW and Ram, vehicles.

The details of each recall, as published, are posted below.

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• What is a recall?
• What to do if your car is recalled
• Why a car recall isn’t all bad news
• What is a vehicle identification number (VIN)?
• All ANCAP & vehicle safety stories