The updated 2024 Range Rover Velar has debuted with a revised look and additional technology.

Locally, the facelifted Velar line-up – on sale now – has shrunk, with the base R-Dynamic S deleted from the range, while the R-Dynamic styling pack is now simply known as Dynamic.

List pricing has increased between $700 and $7250, while the price of entry is up $9550.

A diesel option has returned to the SE, replacing the limited-run D300 Edition launched in 2022.

For model-year 2024, the Velar includes a minor exterior redesign inspired by the latest-generation Range Rover Sport and full-size Range Rover.

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As such, it’s a slight evolution of the design language first introduced by the mid-size SUV six years ago, with changes including new-look, slimmer headlights with available pixel LED technology.

A redesigned lower rear bumper, brighter tail-lights with an updated lighting signature, and darker accents round out exterior revisions to the Velar.

Instead, the cabin is the main focus for the facelift model, with a streamlined look derived from Range Rover’s newest vehicles – and some electric vehicles, including the Tesla Model 3.

The most noticeable change is the addition of a larger, curved 11.4-inch infotainment screen, which debuts Jaguar Land Rover’s latest-generation Pivi Pro7 software.

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This single-screen replaces the dual-screen setup found in the pre-facelift Velar, which featured a 10-inch central display and a 10-inch climate control unit.

The simplified interior sees the deletion of all physical controls from the centre stack – except for the gear shifter – with climate, seating and audio settings now always visible on the infotainment screen.

A ‘pre-drive’ panel will appear at start-up to show frequently-used controls, such as heated seats or window demisters.

As before, the Pivi Pro system will support over-the-air software updates, with Land Rover claiming 80 per cent of the vehicle’s electronic control units – including the chassis and powertrain – can be updated without visiting a dealer.

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For variants fitted with the 17-speaker Meridian surround-sound audio system, the Range Rover Velar will feature active noise cancellation, which is said to reduce noise by more than 4dB.

Land Rover has updated the Velar’s plug-in hybrid system, which is now available on the entry-level SE – in addition to the HSE.

It includes a larger 19.2kWh lithium-ion battery pack – up 2.1kWh – with an NEDC-rated electric-only driving range of 69 kilometres, up 18km.

Following in the footsteps of its larger siblings, the Velar has gained the range-topping Autobiography grade, complete with 22-inch alloy wheels, a cabin air purification system and copper trim.

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JUMP AHEAD

• 2023 Range Rover Velar pricing
• 2023 Range Rover Velar features
• Options
• Colours
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing
• Availability

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2023 Range Rover Velar pricing

Prices exclude on-road costs.

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2023 Range Rover Velar features

SE

HSE

Autobiography

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Options

In typical Land Rover fashion, a wide array of individual options, and bundled option packs, are available for the Range Rover Velar. The entire list can be found on the online configurator, available here.

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Colours

Grey, grey and more grey…

Premium metallic paint incurs a $1780 premium.

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Engine, drivetrain, and fuel economy

Under the bonnet, the 2024 Range Rover Velar offers two turbo-petrol units, a turbo-diesel, and a plug-in hybrid.

The range opens with the ‘P250’ 2.0-litre four-cylinder turbo petrol producing 184kW and 365Nm. It is matched to an eight-speed torque-converter automatic transmission, sending power to all four wheels.

Stepping up to the ‘P400’ sees the addition of a 3.0-litre turbocharged inline-six petrol with 294kW and 500Nm. It gains a 48-volt mild-hybrid system, and larger front and rear brakes.

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While the diesel was previously limited to the limited-run D300 Edition, it is now available for the SE and HSE. It is a 3.0-litre turbocharged inline-six unit, producing 221kW and 650Nm.

The plug-in hybrid reverts to a 2.0-litre turbo-petrol, as found in the P250, but gains an electric drive unit to boost its total system output to 297kW and 640Nm.

It has a claimed 69-kilometre electric-only driving range, based on the less-stringent NEDC standard.

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Safety

The Range Rover Velar is covered by a five-star ANCAP safety rating, based on testing conducted in 2017. This score applies to all petrol and diesel variants, but excludes the plug-in hybrid.

It received a score of 93 per cent for adult occupant protection, 85 per cent for child occupant protection, 74 per cent for vulnerable road user protection, and 72 per cent for safety assist.

This rating will expire in December 2023, in line with ANCAP’s newly-introduced six-year datestamp limit.

Six airbags (dual front, side and curtain) are fitted across the range.

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Dimensions

The Range Rover Velar has a 2874-millimetre wheelbase, and is 4797mm long, 2147mm wide and 1683mm (coil) to 1678mm (air) tall.

2024 Range Rover Velar boot space

The petrol and diesel 2024 Range Rover Velar has a 748-litre boot capacity, extending to 1811 litres with the second-row folded. The plug-in hybrid is slightly lower at 625L, or 1693L with the rear seats down.

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Warranty and servicing

As per the wider Land Rover range, the Range Rover Velar is covered by the brand’s five-year, unlimited-kilometre warranty.

A five-year service plan is available at the following costs:

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Availability

The updated 2024 Range Rover Velar is on sale now, with first customer deliveries set to arrive later this year.

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UPDATE: Nissan Max-Out EV convertible concept displayed in real life

Nissan has demonstrated a physical model of its Max-Out electric convertible concept, more than a year after its debut.

The open-top EV was unveiled in November 2021 as a computer rendering, alongside the electric Chill-Out crossover, Hang-Out SUV and Surf-Out ute, to demonstrate the Japanese automaker’s vision for design, “dynamic driving experience”, and EVs using solid-state batteries.

The Max-Out is currently being displayed to the public at the Nissan Global Headquarters Gallery in Yokohama, Japan, until March 4, 2023.

The story to here

November 29, 2021: Nissan reveals Ambition 2030 vision alongside four concept vehicles

Nissan’s electric future has been previewed as the Japanese manufacturer reveals its ‘Ambition 2030’ vision.

Aiming for electric vehicles to make up 50 per cent of its overall production volume by 2030, Nissan will launch 23 electrified models – 15 of which will be fully-electric – before its self-imposed deadline, although this includes offerings from its luxury sub-brand, Infiniti.

To do this, a large investment will be made, as Nissan commits to putting roughly ¥2 trillion (AU$24.6 billion) into its electric vehicle development over the next five years, which will be capped off by the manufacturer bringing all-solid-state batteries (ASSB) to the new car market by 2028.

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Potentially spearheading the sales push will be a production version of its new Chill-Out – a concept vehicle which Nissan says is a near-future preview of the next line of EVs.

Based on the CMF-EV platform, which is shared between Nissan and Renault, the high-riding crossover is something of a next-generation step from the current Ariya in Europe, with dual electric motors providing power to all four wheels.

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While not in its immediate plans, the remaining three concept cars will be crucial for Nissan’s EV future by 2030 – with all featuring dual motors, AASB and integrated AI, all within a low-height skateboard platform.

The most unconventional concept is the Max-Out – a two-seater convertible with a radical, 1970s-concept car-esque design with its front and rear bumpers.

Tipped to feature a low centre of gravity, the Max-Out’s seats can morph and move to give the driver any number of driving positions – ideal for export to both right- and left-hand drive markets.

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Setting its sights on the off-road market, the Surf-Out could lend its styling to an all-electric Navara, boasting a range of power outputs to suit any number of terrains.

Thanks to the low-lying skateboard platform, cargo space is maximised, while the batteries can also be repurposed to power equipment – similar to systems in current EVs such as the Hyundai Ioniq 5.

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Finally the most relatable concept, the Hang-Out. Somewhere between a Qashqai and X-Trail in size, its modus operandi is to suppress vibrations and jolts, perfect for car-sick passengers.

Nissan believes the interior provides a theatre-like setting, creating a place of peace and quiet should the occupants want to relax or work at any time.

It’s hoped the Chill-Out, as well as potential production versions of the remaining three concepts, will help boost Nissan’s EV sales globally, with its 2026 targets standing at a 75 per cent increase in EV sales in Europe, 55 per cent in Japan and 40 per cent in China.

UPDATE, August 2023: CX-90 Australian launch review

The big Mazda CX-90 is now on sale in Australia. See our full review at the link below.

Story continues…

Following the unveiling of the all-new CX-90 premium large SUV, Mazda Australia says it will reveal the variant line-up, full specifications and pricing within the next two months.

The announcement will cover both turbo-petrol and turbo-diesel six-cylinder models, with a four-cylinder CX-90 plug-in hybrid likely to join the range in 2024.

Following in the footsteps of the CX-60 premium medium SUV (which shares its bonnet, grille shape, grille surround, platform and mechanicals with the CX-90, but is otherwise a unique design), Mazda’s imposing new six- or seven-seat large SUV is expected to be offered here in three model grades – with the top specification priced around $90,000 and offering individual ‘captain’s chairs’ in the second row, and the CX-90 entry point likely to start around $70-75K.

As per the CX-60, which is marketed using G40 (petrol), D50 (diesel) or P50 (plug-in hybrid) to differentiate between drivetrains, the CX-90 will mirror that naming policy – though potentially using either G50 or G60 for turbo-petrol models to signify the significant lift in power and torque.

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While both of Mazda’s new petrol-engined SUVs share a 3.3-litre turbocharged mild-hybrid six-cylinder, the CX-90 packs 254kW and 500Nm, whereas its CX-60 equivalent lists lower 209kW/450Nm figures – perhaps because it’s tuned to run on 91RON regular unleaded.

The 3.3-litre turbo-diesel six-cylinder carries over unchanged from the CX-60, meaning outputs of 187kW and 550Nm rather than the boosted numbers sported by the CX-90 petrol.

Given that North America will account for more than 90 percent of global CX-90 volume and isn’t taking the diesel version, any investment in boosting its performance would not have been financially viable.

And according to Mazda Australia marketing director Alistair Doak, “the diesel performance is fantastic – obviously it’s about torque and it’s already got 550 Newton metres, which is pretty good.

“We don’t really think it needs much more than that. It’s a very strong engine.”

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The plug-in hybrid also carries over unchanged from CX-60, meaning a 2.5-litre four-cylinder combined with an electric motor, a 17.8kWh battery and producing a muscular 241kW and 500Nm. This drivetrain will be available from launch in North America but won’t be part of the initial Australian CX-90 line-up.

According to Mazda Australia managing director Vinesh Bhindi, “we will add [the plug-in hybrid] to the powertrain [line-up] probably in 2024, or beyond. It won’t be at launch. We will start with two powertrains [for CX-90] and then look at editing.”

Mirroring the existing relationship between the seven-seat CX-8 and larger seven-seat CX-9, Mazda Australia expects the “wider, longer and more aggressive” CX-90 premium large SUV to complement the ongoing CX-9’s sales volume – despite identifying the CX-90’s target audience as very much ‘inside the Mazda family’.

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Speaking to Wheels at the CX-90’s global online unveiling in Melbourne, Mazda Australia marketing director Alistair Doak said he felt comfortable with the CX-90’s positioning and any potential overlap with the seven-year-old CX-9 large SUV, which will carry on unchanged for at least the remainder of 2023.

“We need to be comfortable that there’s a clear story behind each one [of Mazda’s larger SUVs], and it’s not them all sitting on top of each other,” said Mr Doak.

“With CX-8 and CX-9, we’re the only large market in the world that sells both. And we have not impacted CX-9 sales with CX-8 at all. In fact, we actually grew sales [collectively]. We were doing 8000-9000 [annual sales with CX-9] at its peak, something like that. And then we brought in CX-8, and CX-9 stayed at a similar level, yet we basically sold over 5000 CX-8s on top of that,” he said.

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While the current variant split for the CX-9 in Australia favours the one-up-from-base Touring (35%), the flagship Azami and Azami LE still account for a sizeable proportion (27%), though the six-seat LE makes up just four percent of that number.

The entry-level CX-9 Sport still accounts for 15%, but where do satisfied CX-9 Azami customers head if they want to further upgrade their large SUV? Mazda Australia is hoping it’s to the premium new CX-90.

The NRMA has fitted two roadside assistance vans with trickle charging equipment to rescue electric car owners with a flat battery pack.

Serving NRMA members in Sydney and Canberra, the two patrol vans (i.e. modified utes) are home to 4.8kWh lithium-ion battery packs, which provide 1km of charge every two minutes via AC power.

According to the motoring club, an EV will have 5km of range to get to the nearest public charging station after 10 minutes of topping-up.

But, depending on the location, the vehicle may be towed to the nearest charging station instead.

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There is no extra cost required to cover electric cars with 24/7 roadside assistance and NRMA patrollers are safety-trained to handle the high-voltage equipment.

“We are seeing more and more EV drivers call us for assistance so it’s clear the need for this kind of support is increasing,” NRMA roadside assistance patrol Tim Bryant said.

“The new mobile EV chargers being rolled out in our patrol vans mean we’ll be able to get more cars back on the road faster.

“We know one of the biggest deterrents for those looking to purchase an electric vehicle is range anxiety – will they run out of charge far from charging facilities.”

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The NRMA’s new program follows its Queensland and Victoria counterparts, the RACQ and RACV respectively, which offer a similar EV charging rescue service.

The RACQ has equipped its patrol vans and trucks since 2021, while the RACV started trialling it in late 2022 using more compact and faster DC charging units from Melbourne startup Re:Start.

EVDirect CEO Luke Todd also announced on LinkedIn last month that it plans to roll out mobile charging rescue vans this year, dubbed EV2U. EVDirect is the local independent distributor of BYD electric cars.

In 2022, 33,410 new electric vehicles were registered in Australia, representing around three per cent market share. It was spearheaded by the Tesla Model 3 sedan, Model Y SUV and BYD Atto 3 EVs.

⚡ More EV stories to help you choose the best car for your needs

This feels good. Our team has been working hard on some important, useful and fun new features, and we’re excited to now reveal a major upgrade to the WhichCar site.

Long-time readers will recall that we launched a new-look WhichCar.com.au sometime ago, introducing strong new WhichCar? branding, a big-and-bold homepage makeover, and awesome new landing pages for our iconic mags.

And as you’ve been seeing every day since then, we completely reimagined the page designs for our news, reviews, comparisons, gear guides, opinion pieces and more.

Some changes are obvious, while – as all good engineers and product designers will tell you – some of the most important features and improvements are ones most people may never notice.

The guiding principle for this update was to build more of our navigation around the needs and preferences you’ve shown when visiting WhichCar –known by the geeks as ‘user intent and audience behaviour’.

The result is that our content, including all of our news and reviews, guides and advice stories – right down to specific brands and types of vehicles – is easier to find and more discoverable than ever before.

What’s new?

If our homepage is your regular starting point, that’s where you’ll see the most significant changes.

In that “Have you had a haircut? Something’s different…” way, the improvements to our homepage might not be obvious at first blush.

? Show me the way: The biggest change is that we have a newly optimised navigation bar across the very top of the page.

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Here, you’ll find the four pillars of our content and buying guides: CARS, 4X4, ELECTRIC and MODIFIED.

CARS is where you’ll get our news, reviews, comparisons and mega tests for all of the new passenger cars, SUVs, utes and sports cars on sale in Australia – or on their way – along with our New Car Calendars, buying guides, and advice for owners and buyers alike. This section is, primarily, where you’ll find the bulk of our Wheels stories.

4X4 is, of course, home to the 4X4 Australia team – with links to more news and reviews, our Popular and Best Buy lists, and our hugely useful Gear Guides, where we do the testing and researching on dozens of gadgets and accessories so you don’t have to.

ELECTRIC is the pick to click when you need to know how and where to take those first steps into a whole new paradigm of motoring. News, reviews, comparisons and buyers guides, advice and guides on finance and insurance and charging, lists of the most popular and compelling models, and all the latest trending stories.

Finally, MODIFIED is the stomping ground for Street Machine. Here you’ll find all the latest news, tech guides, events announcements and coverage, custom cars, and our hugely popular Carnage content.

Amongst all of these, you’ll also find links to our video pages, detailed coverage of new-car sales results and delivery delays, and… well, there’s a lot more to come, but we won’t give it all away just yet.

? So hot right now: Quick links to important and ‘of the moment’ pages

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Directly beneath the main SHOUTY ALL-CAPS menu is a smaller, quieter and more reserved set of links that the smart folk will come to know as some of our most important. Some of the items in this row will probably always have a home where they are, while others will swap in and out as big events come and go. Think motor shows, Streety’s big ‘nats’ events, election and budget coverage, hotly anticipated new-model reveals – that sort of thing.

? Everything everywhere all at once: Our big new feature panel is your dashboard for the latest and most important stories in motoring.

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Becomes…

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This is surely the most obvious change for regular visitors. Where you would have previously found a moving carousel of large feature tiles, sliding from one story to the next, we’re now presenting seven stories for you to cast your eyes over quickly and effectively.

As before, our page-top feature panel is home to the news and reviews we know to be the most important for Australian new-car buyers and enthusiasts (you won’t always agree, of course!), curated throughout the day to stay fresh and keep you on top of the latest goings-on.

? Scrolling, scrolling, scrolling…

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Further down the page, you’ll see the same tried-and-true view we launched in 2021. That means all of our latest news and advice stories are posted in chronological order on the left, while reviews, comparisons and features dominate the wide centre column.

That section is again followed by some familiar elements, these blocks again proving themselves a hit with our first release.

Peppered across the page further down, you’ll find new ‘widgets’ showing some Micro Machines-sized images that will direct you to the landing pages for the most popular and best-selling models on the market right now. Those lists will evolve with the market, of course.

? One more thing.

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This is actually one we rolled out quietly in 2022. As you scroll down the page, you’ll see the Hot Topics section, populated with links to special Topics pages covering – wait for it, topics – that we know are hot for buyers right now. Each of those pages hosts sections dedicated to news, reviews, advice and other curated stories. We reckon they’re mighty useful, even for us, in quickly finding the information you need.

Is that it? What’s next?

In terms of things you can see, yep. We’ve also introduced a number of new controls and upgrades behind the scenes for our hard-working content team, along with a host of optimisations designed to load our content faster so you can get on with life.

From here, we’ll be watching how each of these new sections performs and best serves our audience – and we’re looking forward to your feedback and bug reports. We’re expecting plenty of the former and hopefully not too many of the latter!

As for what’s next, I won’t give away much right now – and I won’t pretend our stealthy dev team invites this “can we, what if, I’d love to…” Publishing Director to every roadmap discussion – although it’s no secret that our current Search function isn’t impressing anybody right now. Watch for improvements there, but in the meantime, we believe our hugely optimised navigation will make it much easier for you to discover all the content you need.

Finally, a big thanks.

I’ll take this opportunity before the curtains close, to thank you, our audience, for all the terrific and considered feedback over the past couple of years. The response to our relaunch in 2021 was hugely positive, but in particular, the changes we’ve made this week are thanks to the thoughtful comments of our visitors and regular readers. So, cheers. ?

And, of course, our tech team. You’ve recently seen our Chief Technical Officer, Tim Kenington, writing away on a Mitsubishi Triton review, and our Product Manager Michael Fisher with his thoughts on my recent WRX Sportwagon long-termer. These fellas led our talented dev team through months of work and – even worse – dozens of planning and demonstration sessions with our business leadership, and I couldn’t be more grateful. Thanks, gents! ?

Got thoughts? I’ll meet you in the comments below.

UPDATE: Fiat 500e pricing confirmed ahead of July launch

The all-new Fiat 500e electric city car will be priced from $52,500 before on-road costs, according to an industry pricing guide.

Only one flagship ‘La Prima’ variant in a three-door hatchback body style will be offered at launch, when it lands in July.

Full local specifications will be detailed from March, but expect the Italian-made compact EV to house the largest available 37.3kWh usable battery delivering around 315 kilometres of driving range.

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It will also likely debut active safety assistance systems for the first time, boasting a 10.25-inch UConnect touchscreen with wireless Apple CarPlay and wireless Android Auto, and LED lights.

The spicier Abarth 500e electric hot hatch will arrive in late 2023.

If the pricing guide proves correct, the Fiat 500e will undercut its closest rival on price, the three-door Mini Electric Classic which costs from $55,650 before on-roads, and sits just above the BYD Atto 3 Extended Range small SUV at $51,011 before on-roads

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The story to here

December 2021: Fiat 500e gets Australian government approval

The Australian Government’s Road Vehicle Regulator (ROVER) has revealed approval documents for the forthcoming Fiat 500e electric city-hatch.

Only one larger 37.3kWh usable battery (42kWh gross) model will be offered in a three-door hatchback body style.

Using overseas specs as a guide, this means Australian-bound 500es will offer around 315 kilometres of claimed driving range from a single front motor producing 87kW of power and 220Nm of torque.

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It can go from 0-100km/h in a claimed nine seconds, while charging capabilities are rated up to 11kW AC and 85kW DC.

The filings don’t mention the Cabrio convertible and 3+1 ‘suicide door’ body styles, along with the even smaller 21.3kWh usable battery packing up to 190km of claimed WLTP driving range available in Europe.

November 2022: ‘Abarth New 500’ electric hot hatch previewed

A first official teaser for the upcoming electric 2023 Abarth 500 – simply dubbed ‘Abarth New 500‘ – has been handed down. Get all the details, and watch the teaser, at the link below.

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June 2022: Electric Fiat 500 confirmed for Australia

The Australian arm of Fiat has confirmed its all-electric 500e will go on sale locally next year.

Having first been launched in Europe two years ago by Fiat as the New 500, the electric city car is now coming to Australia, although no local pricing or features have been locked in.

As opposed to its predecessor, which debuted in 2008 and is still on sale today – making it one of the oldest new cars in Australia – the New 500 is available only as an electric vehicle, with international markets given a choice of 70kW and 87kW motors, paired to 23.8kWh and 42kWh battery packs respectively.

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It’s likely Australian models will come with the larger combination of motor and battery, offering a driving range of roughly 305 kilometres – on par with prospective rivals such as the BYD Atto 3 Superior standard range as well as Hyundai’s fully-electric Kona and Ioniq.

Speaking of its rivals, pricing could be a strong suit for the 500e, with its UK post-tax price tag of £23,835 (AU$41,800) in 70kW guise and £31,485 (AU$55,250) with the 87kW motor potentially putting it in the hotly-contested sub-$60,000 EV fight.

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An 85kW DC fast charging system is available with the larger of the two batteries, with Fiat claiming it can charge the battery from zero to 80 per cent in just 35 minutes and add 50km of driving range in five minutes.

Overseas, the 500e is available in three body styles – a hatchback, convertible and the unique 3+1, the latter of which offers a small, reverse hinged door on the passenger side – although it’s likely just the conventional three-door will come to the local market.

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Although unconfirmed by Fiat’s local branch, it’s likely the arrival of the New 500 will signal the end of the current 500’s life in Australia, ending a nearly 15-year long run.

Fiat has previously announced it is aiming to become a fully-electric brand by 2030, as its UK operations confirmed earlier this week it would drop non-electrified models from its line-up before next year.

Wheels will provide updates on the launch of the 500e closer to its arrival in the first half of 2023.

Mazda Australia has confirmed the seven-year-old CX-9 will remain on sale alongside the CX-90 premium large SUV once that new-generation model launches here during the second half of 2023.

And Mazda says that not only will the full range of CX-9 variants continue, but that the company won’t make any decision about the future of CX-9 production until 2024.

Speaking to Wheels after the CX-90’s global unveiling, Mazda Australia boss Vinesh Bhindi said that while he couldn’t confirm any details about a potential new third-generation CX-9, ongoing production for the existing model remained open-ended – even though North America has decided to discontinue the CX-9 in favour of the new CX-90 and forthcoming five-seat CX-70 premium large SUV.

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“When you have CX-60, CX-8, CX-9 and CX-90 on offer [in Australia], and a consideration of CX-70 and CX-80 [for our market], we need to make the call on which one best suits us,” Bhindi said.

“Now, we might be in a privileged position to make the call when we’re ready. Or maybe the factory will make the call on what they’re producing – or not producing – and therefore we have to fit in,” said Mr Bhindi.

“So rather than just saying it’s a hardcore yes or no [in terms of CX-9 ending production], it’s driven by what I’ve just described … you have to give us a bit more time to settle down and see what the Australian consumer is saying – that’s what we’re waiting for,” he said.

In other words, if Australian demand for the CX-9 remains relatively consistent, then its chances of continuing production into 2024 will be significantly enhanced.

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And if the relationship between existing CX-9 and large new CX-90 follows the precedent set by the CX-9 (launched July 2016) and its narrower, shorter seven-seat cousin, the CX-8 (launched June 2018), then CX-90 has the potential to further expand Mazda’s SUV sales, rather than eat into CX-9 volume.

Interestingly, while the current variant split for the CX-9 in Australia favours the entry-level Sport (15%) and next-rung-up Touring (35%), the flagship Azami and Azami LE still account for a sizeable proportion (27%).

Where do those CX-9 Azami buyers go if they want to upgrade their SUV to the next level? That’s what the CX-90 is for.

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So if the still-handsome, still-impressive CX-9 maintains its popularity alongside the fresher and fancier CX-90, could it remain in production indefinitely for Australia and other niche markets?

“There’s a chance, but I wouldn’t want to say absolutely,” said Mr Bhindi. “At least for 2023 we have got good supply [of CX-9] and we’ve locked in a production plan. So it will [continue to] be on offer. But at some point, when we’re ready to make that call [about CX-9 staying or going], we will.”

CX-9 still a strong seller

In 2022, Mazda’s CX-9 achieved 6460 sales in Australia – down slightly from its 2021 volume of 6630 sales. The best sales year for the second-generation CX-9 in our market was 2017 with 9012 sales, followed by 2018 with 8094 sales.

Last year, the CX-9 set an all-time sales record for the nameplate in the US with 34,580 sales.

The facelifted 2024 Mercedes-Benz GLE has debuted in Europe.

The new-look GLE is scheduled to arrive in Australia in August, with local pricing and features to be announced closer to its debut.

First launched in 2018, the current-generation GLE large SUV’s facelift positions it to continue the battle with the soon-to-be-updated BMW X5 and Audi Q7.

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It is headlined by a minor exterior refresh with an updated front bumper and grille, new headlight and tail-light graphics, and two additional colours: sodalite blue and alpine grey.

There are also redesigned 19-, 20- and 21-inch alloy wheels for select variants.

GLE electrified

Under the bonnet, the facelifted GLE range will be electrified, with 48-volt mild-hybrid technology added to the GLE 300d, GLE 450d (previously GLE 400d), and AMG GLE 63 S.

With improvements to its existing mild-hybrid system, the GLE 450 has increased outputs to 280kW and 500Nm – up 10kW – while the flagship GLE 450d is up 27kW and 50Nm, to 270kW and 750Nm.

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The entry-level GLE 300d now outputs 198kW and 550Nm – up 18kW and 50Nm.

In Europe, the plug-in hybrid variants have received the brand’s fourth-generation system, with an electric-only driving range of up to 109 kilometres, an off-road drive mode, and DC fast charging of up to 60kW.

“A plug-in hybrid model is not currently planned,” said a spokesperson for Mercedes-Benz Australia.

Inside, the brand’s latest steering wheel – as found in the latest GLC and S-Class – features with touch-sensitive buttons and a unique two-spoke design for AMG models.

The air vents are now finished with real metal louvres derived from the Mercedes-Maybach GLS, while additional trim colours have been added.

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The new second-generation MBUX infotainment system is featured, but it remains on dual 12.3-inch screens, unlike the GLC and S-Class’s larger portrait-orientated central display.

New additions include wireless Apple CarPlay and Android Auto, the ability to speak to the ‘Hey, Mercedes’ voice assistant without saying the keyword, and a smart home function to interact with connected temperature sensors, lights, garage doors, and electrical appliances from the vehicle.

When fitted with the 13-speaker, 590-watt Burmester audio system, the GLE now offers Dolby Atmos surround sound, with Mercedes’s ‘online music’ service for Spotify, Apple Music, Amazon Music and Tidal.

In addition, an air-quality and fine-particle sensor will become available as an optional extra, with a two-stage filter to reduce pollutants inside the cabin.

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When will the 2024 Mercedes-Benz GLE go on sale in Australia?

The 2024 Mercedes-Benz GLE will arrive in Australian showrooms in August 2023 – just one month after European deliveries will commence. Full pricing and specifications will be announced closer to its launch.

Currently, the Mercedes-Benz GLE is priced from $120,500 before on-road costs, rising to $259,200 plus on-roads for the 63 S Coupe. Last year, it narrowly outsold the BMW X5 and X6 as the best-selling premium large SUV.

It will be joined by the all-electric Mercedes-Benz EQE SUV in mid-2023.

Mazda’s biggest SUV you can buy right now is a properly classy car inside and out.

You can even get a six-seater luxury version with a second row that’s basically a cut-and-paste of the first row and it’s awesome.

Further down the range, though, it’s all very sensible. At entry level – if you would be so bold as to call it that – is the CX-9 Sport with front-wheel drive. It’s under fifty grand, looks expensive and has a 2.5-litre turbo engine.

Yes, the cheapest one is front-wheel drive. That seems counterintuitive for such a big car. Let’s find out if I’m right.

UPDATE: Mazda CX-90 unveiled ahead of Australian debut

Mazda’s big new premium CX-90 has now been unveiled, with an Australian debut expected to occur later this year. You can read about it at the link below.

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Story continues…

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

How much is it, and what do you get?

The CX-9 Sport opens the range for $47,250 before on-road costs, $1000 more than it was before October 2022.

If you want two more driven wheels, you’ll be blowing straight through the fifty grand mark and on to $51,250, so that’s two grand per driven wheel. They both have the same spec, though, which is thus:

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Mazda’s MZD Connect infotainment in the CX-9 is, unfortunately, the old one.

While it does have the distinct advantage of being a touchscreen when stationary (but not on the move), this version of the software – and the older, smaller screen – is feeling heavily dated.

Obviously, plugging in your phone clears the factory software out of the way but it’s a small 7.0-inch screen and gets a little lost in the sheer volume of the cabin. It still works fine, of course, with a rotary dial controller on the dash for on-the-move use.

Conspicuous by their absence are front parking sensors, which would be mighty handy in a unit this big.

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Mazda is – by industry standards at least – absurdly generous with its paint colour and prices.

Out of eight colours, only three are optional and while more than they used to be at $795, still represent reasonable value for Polymetal Grey, Soul Red Crystal and Machine Grey.

The CX-9 is possibly the only Mazda I don’t insist you buy in Soul Red; for some reason, it doesn’t work for me on this model whereas it still does on the barely smaller CX-8. Go figure.

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How do rivals compare on value?

A lot is happening in this segment, with seven-seat SUVs from all corners of the globe, assuming the world has somehow become square-shaped.

Which, given the last two years, would be entirely unsurprising.

Let’s kick off with the Koreans. The Hyundai Santa Fe starts at $46,050 before on-road costs with a 3.5-litre petrol V6 under the bonnet and an eight-speed automatic transmission. The two trade various features off against one another, but the Hyundai is cheaper and slightly better equipped than the CX-9.

But the Santa Fe is smaller and less spacious, while that V6 is not a cheap engine to fuel. Then again, Hyundai punches back with more sensible service intervals.

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Similarly, the Kia Sorento S starts with the Santa Fe’s mechanical package and does push the envelope on price ($50,790 before on-road costs) while also throwing in a bit more active safety. Basically, it’s the same as the Santa Fe with a sharper suit, a bit more interior space and a longer warranty than either the Mazda or the Hyundai.

The cheapest Toyota Kluger starts at $47,650 before on-road costs and packs yet another large V6 (although a 2.4-litre turbo-petrol is about to arrive). Like the Mazda, this is a US-built car and it acquits itself well against the CX-9 with nothing of note to mention apart from the cheaper servicing and longer service intervals.

If you can get your hands on one, the Skoda Kodiaq Style kicks off at $53,990 before on-road costs, a turbo-petrol engine and all-wheel drive. Being a Skoda it’s pretty well equipped but does cost substantially more than the front-wheel drive CX-9 while being even smaller than the Santa Fe.

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Interior comfort, space and storage

The CX-9 is huge inside, so big it really straddles the large SUV and ‘upper large SUV’ line.

It’s big enough that we put it up against the Kluger and Hyundai’s huge Palisade in August 2021.

At over five metres long, it may not be easy to park, but it’s a great place to park your butt, six other butts and some stuff.

We’ll start right at the back and work our way forward. With all seats in use, you have 230 litres of cargo space (which roughly matches that of Mazda’s smallest car, the 2). Drop the third row and the space rises to 810 litres, which is bigger than any wagon I can remember. Mazda won’t say how big the space is with all seats folded flat, but it’s gonna be a lot.

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The third row is not a barrel of laughs to sit in, but there are cup holders and a reasonable amount of space given where you have been banished. You also get USB-A ports for charging, which is awfully fancy for a third row. But there are no air vents back there, so perhaps you can use one of those USB-powered portable fans.

Entry is a little tricky but getting the hang of it won’t take long. These seats almost skirt into everyday-possible use, but not quite.

The middle row is very roomy for two and not bad for three as the transmission tunnel isn’t too high. The middle seat itself isn’t going to win any awards, but with two to choose from behind, you should be okay.

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Up front, you have fairly squidgy seats. Actually, all the seats are a bit squidgy in this cloth-trimmed machine and really, Mazda can and should do better. They’re comfortable enough but for a person who is normally a fan of textile upholstery, I thought these looked weak and felt pretty ordinary.

Also in the front, you get two cup holders to go with the pairs in the other rows, a tray under the climate controls and a reasonably-sized under-elbow bin.

There’s a wonderful absence of buttons. Mazda has worked through the range and banished buttons that aren’t needed or moved them out of your eye line. It’s such a calm, cool and collected interior, just a tad dark.

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What is it like to drive?

The basics

Like its little sibling, the CX-5, the CX-9 is a great car to drive for what it is.

I think part of that probably comes from the excellent steering and a steering wheel I’m almost certain is the same as the MX-5’s.

It’s also got a cracking 2.5-litre turbocharged four-cylinder petrol engine with pretty good outputs of 170kW and 420Nm. It doesn’t need much encouragement to move this lightest CX-9 along.

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Annoyingly, one of the reasons it’s the lightest is that it is front-wheel drive. Common across all front-wheel drive cars in this segment – and I’ve noticed this on every two-wheel drive CX-9 I’ve ever driven – the front wheels love to spin.

It’s not so bad in the dry, but when things are greasy there’s a lack of go but a bit of a show before the stability and traction systems put a stop to the nonsense and you’re away. It’s never dangerous, not a bit of it, just annoying. The all-wheel drive is vastly superior in this regard.

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Once you get over that, this is as good as any CX-9 you can buy. In fact, I think it’s the best-riding one, with the lowest weight and 18-inch wheels sporting the highest profile tyres in the range.

It’s a nice car to be in, quiet, composed and comfortable for all passengers. Unless they’re six feet tall in the third row, naturally.

It has a nicely taut chassis, which makes you forget you’ve got a couple of streets worth of space behind you. Steering is positive and direct while being well-weighted and the transmission and engine work well for pootling and blasting and everything else in between.

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How is it on fuel?

The week I spent with the CX-9 was almost exclusively suburb-bound and that is reflected in the 11.5L/100km fuel figure.

Having said that, previous outings in the big bruiser with longer highway runs saw a combined average of 10.3L/100km for the all-wheel drive car, which is still some way off the 8.4L/100km claimed figure for the theoretically thriftier front-wheel drive machine.

You get a pretty big fuel tank, though, at 71 litres, and you’re only having to pay for standard unleaded or E10 to run it on, so that’s a nice bonus.

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How safe is it?

ANCAP tested the CX-9 in 2016 and it scored five stars, the maximum available.

Since the test, a number of features have been added or improved but the rules have tightened.

Without a centre-front airbag, that score probably wouldn’t be repeated, but as we always say, you just never know with ANCAP.

The kids are looked after with top-tether anchors in every rear seat as well as ISOFIX in the middle row’s outboard seats.

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Warranty and running costs

Mazda offers a five-year, unlimited-kilometre warranty with a matching roadside assist package.

Unlike a few of its key rivals, the service intervals in the Mazda are short in terms of distance, spaced at 12 months or 10,000km. The capped-price service program runs for the first five services and the cost alternates between $378 and $424 for a total of $1982, or just under $400 per year, which is not bad.

Every 40,000km or two years you’ll add to that $99 for brake fluid and a $111 cabin air filter every 40,000km. The pricing compares favourably with its rivals but if you do more than 10,000km per year, the advantage dwindles.

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VERDICT

The CX-9 is probably the most well-rounded large SUV in its class, at least this side of $80,000.

With a great drivetrain, massive interior space and a nice experience for all involved, you can’t really do much better than that.

It’s preferable to the V6-engined competition because it’s cheaper to run, looks great and goes out of its way to be nice to be in. Except for the seats, it could be the perfect CX-9.

So you’re not losing out dreadfully by going with the entry-level option, but if you can stretch to either an all-wheel drive or the Touring AWD, it’s worth the extra.

Of course, if you’re happy to wait and prepared to spend more, the incoming new CX-90 – with its big inline-six engines – might be the way forward for you.

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UPDATE: Mazda CX-90 unveiled ahead of Australian debut

Mazda’s big new premium CX-90 has now been unveiled, with an Australian debut expected to occur later this year. You can read about it at the link below.

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2022 Mazda CX-9 Sport FWD specifications

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Which medium SUV is best for your family in 2023? Buckle in, let’s go.

As far as battlegrounds go, the medium SUV segment is akin to the Battle of Helm’s Deep in The Lord of the Rings. Combatants stretch across the landscape as far as the eye can see, and while some are virtuous and noble warriors, the real difference is, unlike Tolkien’s fictional good-versus-evil clash, the fighters in this story are all in it for themselves.

The stakes are high for all, for the prize is dominance of Australia’s richest vehicular segment in terms of sales volume. In 2022, SUV sales accounted for 53.1 percent of the total Australian new-car market.

Of that gargantuan slice of the pie (can it really be called a slice when it’s now more than half the damn thing?), the medium SUV market accounted for 216,151 sales – or 37 percent of all SUV sales – and more than all passenger-car sales combined.

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In 2022, SUV sales accounted for 53.1 percent of the total Australian new-car market.

A tale of eight SUVs

With so many contenders to choose from – there are 21 distinct models in the mainstream medium SUV segment at last count – it can be tricky to know which is best for you. That’s where this test comes in.

We’ve brought together eight of Australia’s best-selling and most-established medium SUVs, with a focus on selecting models that cost as close to $50K before on-road costs as possible.

The circa-$50K price point is one of the most popular with Aussie buyers and we’ve tested each contender comprehensively across seven key criteria: value, running costs, warranty/roadside assistance, boot space, rear-seat room/family duties, ride & handling, and tested fuel economy. Read on to see how they stack up.

JUMP AHEAD

• Which SUVs are competing?
• Which medium SUV is the cheapest to service and maintain?
• Which medium SUV is best on fuel use?
• Which medium SUV has the best warranty?
• Which medium SUV has the best boot?
• Which medium SUV is best for family duties?
• What are they like to drive?
• VERDICT: Which medium SUV do we recommend?
• The Fast Version: Pros & Cons
• Table: Scores & ratings
• Table: Specs & pros/cons

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Which SUVs are competing?

Contenders & pricing

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Cast an eye over our eight similarly priced contenders and you’ll notice some key differences. We have a mix of powertrains (naturally aspirated petrols, hybrid petrol and even a diesel) and while most of our group are designed for five passengers, one can seat seven thanks to the inclusion of a standard third row in the Mitsubishi Outlander.

The catalyst for this test is Nissan’s new-generation T33 X-Trail.

Finally here in Australia after launching in the USA back in 2020, Nissan’s fresh and hugely popular mid-sizer wades into battle in our test as a second-from-top spec $51,990 Ti.

It shares much of its platform, packaging and powertrain with the Mitsubishi Outlander but as this test will prove, there are some key differences between them.

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The Outlander beat its Nissan cousin to the Aussie market by more than a year and in that time its chunky SUV styling, appealing pricing and seven-seat capability has seen it cleave an 11 percent slice of the segment all for itself.

The Subaru Forester is another Japanese entrant that trades heavily on blocky aesthetics and the promise of off-road competence, though it was one of the SUVs most affected by supply shortages last year. A quick glance at how many late-model Foresters are getting around should tell anyone that Subaru’s mid-size SUV knows how to appeal to the audience.

No surprises that there’s a Toyota RAV4 and a Mazda CX-5 in our little battle royale. Both are sales Goliaths that the rest of the field will be looking to strike down, with the Toyota shaping up as a thrifty Cruiser Hybrid FWD while the Mazda’s reputation as a driver’s SUV sees it arrive with a hard-hitting turbo 2.5 under the bonnet.

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Like the Nissan and Mitsubishi, Kia’s Sportage and Hyundai’s Tucson are twins under the skin. Does that mean they’re interchangeable? We’re throwing the diesel version of the former and the turbo-petrol version of the other into the ring to see which one could rise to the top.

And lobbing in as something of a wildcard entrant – as the only contender not to clock five-figure sales in 2022, if hardly a sales minnow when the seven-seater Tiguan Allspace is factored in – is the Volkswagen Tiguan.

Available to us as a circa-$60K 162TSI R-Line for this test, it does pose a couple of intriguing questions: to what lengths does the go to justify its price premium; and, with the body of a shopping cart but the heart of a hot hatch in this spec, how much of a gap exists between the sporty-ish Tiguan (it’s no Tiguan R) and the rest of the pack on demanding roads.

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Who is missing?

Keen market-watchers will notice some omissions that might surprise.

For one, where are the Chinese entrants like the MG HS or Haval H6? Or how about some French metal? Or maybe Honda’s CR-V?

Popularity breeds competition, as they say, and the mainstream mid-size SUV segment is now so crowded that we’ve simply attempted to cover off the most popular and most established nameplates in the segment at the circa-$50K mark.

So if you’re considering a medium SUV in 2023, the odds are that there’s going to be significant overlap between the cars on your shortlist, and the ones we’ve got here.

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Which medium SUV is the cheapest to service and maintain?

Every SUV tested has incentives to get your servicing done at the dealer, but not every program is created equally.

We’ve compared what each car costs to run over three and five years, taking into consideration the average Australian travels around 13,000km annually in their vehicle.

The X-Trail, Forester, CX-5, Outlander, RAV4 and Sportage are all covered by capped-price servicing schemes. Comparatively, the Tiguan and Tucson offer the best value when you pre-pay for their service plans at time of purchase (in three or five year increments).

As for intervals, all vehicles will go for 12 months between services, but the Tucson (10,000km) and Forester’s (12,500km) shorter intervals are less attractive.

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Frustratingly, despite sharing an engine and drivetrain with the Mitsubishi Outlander, the X-Trail also requires a trip to the mechanic every 10,000km rather than 15,000km and costs a whopping $1461 more to maintain over a five-year period.

Servicing costs

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Which medium SUV uses the least fuel?

We collected real-world fuel figures on all our contenders and have ranked them in the table below. Each SUV was brimmed before embarking on our lengthy road-test loop (an even mix of urban, highway and country roads) and then re-filled once the course was completed. Cars were also driven on the same day in the same conditions to ensure our figures are as fair and as accurate as possible.

Perhaps unsurprisingly, the Toyota RAV4 hybrid takes an easy win while the grunty Mazda CX-5 trails in last. The table below shows how each SUV compares in the ADR 81/02 cycle and our tested figures, with Tiguan and Outlander getting closest to their official ratings on test.

As in servicing, the X-Trail differs markedly from Outlander, its ADR rating 0.3L/100km better and requiring premium 95 RON unleaded despite developing the same power and torque on paper.

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Fuel use

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Which medium SUV has the best warranty?

There are three stand-outs when it comes to peace of mind in this test.

Kia Sportage: 7 years/unlimited kilometres

Roadside assist is complimentary for 12 months, but this extends to eight years if the vehicle is serviced on time. Navigation/audio visual equipment only covered for three years.

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Mitsubishi Outlander: 5 years/100,000km

Mitsubishi’s ‘Diamond Advantage’ runs for 10 years/200,000kms, but it’s more a five-plus-five than true 10 year warranty as it requires the vehicles to be serviced exclusively at an authorised Mitsubishi dealer. Complimentary roadside assist is included for 12 months.

Toyota RAV4: 5 years/unlimited kilometres

Providing servicing is completed on time the engine/drivetrain is covered for up to seven years, and the hybrid battery 10 years. No roadside assistance included.

Warranty period & roadside assistance

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Which medium SUV has the best boot?

A good SUV is a useful one and having a boot large enough to fit a modern family’s cargo is a must have for many SUV buyers. But a good boot goes beyond how many litres of stuff it can swallow.

Thoughtful touches like bag hooks, floor dividers and sliding second rows can elevate an averagely sized boot into a genuinely useful one. Here we’ve ranked each contender purely from a pragmatic point of view and ordered them from best-to-worst for size, features and ease of use.

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1) Volkswagen Tiguan

With 615 litres of seats-up cargo space the Tiguan easily outguns everything else, but note that that number is only achieved with the sliding second row is all the way forward. Seats-down capacity is 1655 litres.

There are remote release handles for the rear seatbacks for extra convenience, a pair of stout shopping back hooks for smaller grocery runs, a 12-volt power outlet, a two-position floor height, 40/20/40 split rear seatbacks, sturdy steel tie-down points and a pair of side pockets for stowing small stuff. The spare tyre is a space-saver, however.

Non-retractable hatchback-style cargo cover is a pain if you need to remove it to carry oversized items, as there’s no convenient space in the cabin to stow it. Also: a power tailgate is a cost option, which is pretty rude at this end of the price spectrum.

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2) Nissan X-Trail

The X-Trail’s boot space measures in at 585 litres with the seats up when in five-seat non-hybrid form, a generous number. Not only that, but its removable and repositionable two-piece floor allows that space to be divided up into chunks to help separate cargo or keep smaller loads secure, or just provide a useful under-floor option for flat or soft cargo that you don’t want mixing with bigger things.

The 40:20:40 split seatback provides a centre passthrough, the retractable cargo blind has its own storage spot under the boot floor, there’s a 12-volt power outlet and the walls are trimmed in carpet to reduce noise from shifting luggage. A space saver spare is located beneath the boot floor, and a power tailgate is standard on the Ti grade.

No bag hooks or seatback release handles are two notable omissions, though. If the X-Trail had both, it would arguably have equalled – or perhaps even bettered – the Tiguan.

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3) Toyota RAV4

The RAV4 might miss out on the bag hooks and seatback releases of the Tiguan, not to mention the X-Trail’s versatile floor panels, but its seats-up capacity of 580 litres is still a healthy number. With a lengthy boot floor it also allows easier carriage of bulky stuff like prams and camping fridges – a 12V outlet being available for the latter.

Retractable cargo blind can be removed if you want to unlock even more capacity (seats-down figure is 1690L), while the removable floor panel can be mounted at two different height settings or flipped over to protect its carpeted side from dirty or wet cargo.

There’s only a space-saver spare under the boot floor and the 60/40 split-fold rear seat doesn’t have a pass-through for long cargo.

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4) Subaru Forester

Forester’s 509L boot area isn’t the most commodious here, but it’s highly usable thanks to practicality-boosting features like four bag hooks, a power tailgate and electronic releases for the rear seats.

There’s no under-floor luggage space, but you will find a full-size spare wheel.

Unlike some other rivals, the Forester’s boot length is a little too short for a modern pram to fit lengthways – you’ll need to load it in sideways, which is a little more cumbersome. There’s also no cargo passthrough in the 40:60 split rear seats.

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5) Kia Sportage

At 543 litres with the seats up (1829L with them folded down), the Sportage is about middle of the pack for cubic capacity, but goes a step further than most rivals by providing a hands-free power tailgate function at the SX+ and GT-Line grades

Some additional quality-of-life improvers include remote seatback releases, a 12-volt power outlet and provision for a cargo net, but curiously the Sportage’s shopping bag hooks are located in the passenger area, on the back of the front seats.

The boot sides are trimmed in hard plastic that marks up easily from sharp-edged luggage and there’s no pass-through portal in the rear seats, but there is at least a full-size alloy spare wheel under the Sportage’s boot floor.

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6) Hyundai Tucson

Though sharing the Sportage’s underlying structure, the Tucson’s cargo space still measures in with slightly different numbers. With 539 litres on offer with the rear seats raised it’s just four litres shy of its Kia cousin, but with 1860L available when you fold those 60:40 split seats down the Tucson becomes one of the most capacious contenders in this group.

Otherwise, the Tucson offers a very similar boot space to the Sportage, with the same features like a hands-free power tailgate, 12-volt outlet, luggage net, remote seatback releases and full-size spare alloy wheel.

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7) Mitsubishi Outlander

The order may have been different if we didn’t have the seven-seater on test, but the three-row Outlander provides just 477 litres of luggage space when the two rearmost seats are stowed and a sub-500L number is a bit of a handicap in this crowd. It’s the price paid for a little extra passenger flexibility.

With third row raised, bank on only fitting a few backpacks or a modest amount of shopping bags behind them.

No bag hooks back here, and the spare wheel is a space saver – miraculously squeezed under the third row seat mechanism.

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8) Mazda CX-5

With just 442 litres of seats-up luggage room and 1342L with the back seats folded down, the CX-5 is firmly in last place here. The floor can be adjusted to two different heights, but there’s just a handful of centimetres difference so the under-floor stowage is good for posters, pancakes, and not much else.

A power tailgate is standard on the GT SP grade, the retractable cargo blind is the best in the group, seatback release handles are provided and a 12-volt power outlet is provided in the load area, but ultimately this is one of the smallest boots in class.

A temporary steel spare wheel is located under the boot floor.

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Mini matchup: Boot space

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Which medium SUV is best for family duties?

In assessing the family-friendliness of this group, we looked at key attributes families think about when buying a car: space, level of features and amenity available (USB ports, rear air vents, cupholders, window blinds etc) and also how wide the rear doors open and if they hold themselves still when they are.

Another key factor is how easy it is to fit a child seat. We fitted three types of seats to each SUV including a rear-facing capsule (for babies up to six/12 months), a convertible (0-4 years-old) with Isofix anchors, which can be used front- or rear-facing, and a booster seat for children aged roughly from four to seven.

Here’s how our group of contenders fared from most impressive to least.

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1) Nissan X-Trail

The new-generation X-Trail stood out from the pack in this discipline. Of our eight contenders it had the widest-opening doors – allowing for plenty of room to get people, child seats or kit in and out – and its rear seat is bursting with features including two map pockets, three-zone climate control, easily wiped-down leather seats and two USB ports – one type A and one type C.

Rear seat room is also generous, the second row slides which allows you to vary passenger room and boot space, and storage is decent thanks to large door pockets.

Fitting child seats was a doddle, too, thanks to conveniently-accessible Isofix anchors, easily-adjustable headrests and a retractable parcel shelf with a huge gap for feeding the top tether belt through – though we prefer tether hooks that you don’t have to fiddle inside the lining of the back of the rear seats to find.

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2) Kia Sportage

The Kia Sportage scores well for family duties and isn’t far behind the X-Trail in a number of key areas. Like the Nissan it has a large boot, lots of legroom for passengers front and rear, leather seats, second row cupholders, a retractable parcel shelf, controllable rear air vents and two USB outlets.

Where it lacks the robust practicality of the X-Trail is in areas such as storage space in the rear doors (which can’t fit a bottle), a tighter door aperture, no cubbies in the boot and tucked away Isofix anchors that can be a pain to locate and connect.

In other ways however it offers some finer touches its rivals miss out on, such as tablet holders on the front seat-backs and additional coat/jacket holders.

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3) Subaru Forester

Subaru’s SUV mainstay continues to attract parent buyers for its excellent use of space and no-thrills rugged aesthetic. In most ways its family features bear a striking resemblance to the Sportage’s, but with pros being more storage space in the rear doors and room for the front passenger when a child seat is fitted.

It was the only vehicle in the bunch where we didn’t need to bring the front seat forward at all to accommodate a rear-facing capsule.

Negatives include split map pockets which would be able to hold smaller items but not larger ones, USB-A ports rather than the faster type Cs, and a more squished experience in the back for an adult sitting between two child seats when compared to the Sportage and X-Trail.

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4) Mitsubishi Outlander

The Outlander shares its platform and basic dimensions with the Nissan X-Trail, so much of the core goodness that made the Nissan our pick for family duties also applies here. Its rear bench slides and there’s a healthy smattering of desirable features including two map pockets, two USB ports (1 x Type A and 1 x Type C), rear air vents with temperature control and soft leather seats.

And given this is the flagship Exceed Tourer model grade you even score features the Nissan doesn’t have like standard rear window blinds and heated rear seats. Legroom for front passengers is also very good when a rear-facing child seat is installed behind.

Where the Outlander fell down is access to its rear seats is quite tight and far inferior to the Nissan. The X-Trail’s rear doors open wide to 90 degrees but the Mitsubishi’s only open to around 60-70 degrees.

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Equal 5) Volkswagen Tiguan

It won our ‘best boot’ category and there’s lots to like about the Tiguan for family duties, too. The rear doors open nice and wide, the flocked door pockets are generous, the second row slides and there are rear cupholders and air vents.

There’s only one USB-C port, though, and fitting child seats is made more difficult by an annoyingly hard parcel shelf which needs to come out to get the top tether adjusted properly.

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Equal 5) Hyundai Tucson

Pretty much equal to the Tiguan thanks to wide door apertures and a roomy boot at 539L (no cubbies though), while back seat passengers also score rear climate control and two USB ports.

But Tucsons’s door pockets are smaller and its map pockets are made of a cheaper net material which could be prone to tearing and struggle to hold small loose items. Legroom for the front passenger is decent but for any adult unlucky enough to end up in the middle back seat things are very tight – the most uncomfortable on test by far.

Fitting the top tether on child seats is also difficult due to a narrow gap between the back of the second-row seats and the retractable parcel shelf.

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Equal 6) Toyota RAV4

A surprisingly low finishing spot for the RAV4 given its large boot and roomy rear seat but its door pockets are on the small side and fitting child seats is difficult due to Isofix anchor points and top tethers that are tricky to reach. Adult room for front passengers or in between child seats is also severely cramped.

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Equal 6) Mazda CX-5

Space, or lack thereof, is the primary reason Mazda’s popular mid-sizer finishes last in this discipline. It has the smallest boot on test, its rear door aperture is narrow, rear-seat room is on the tight side and its lower roof line also compromises space and rear-seat access.

Plus points include two USB-A ports, two map pockets, rear air vents, leather seats, a retractable parcel shelf and easy access to Isofix and top tethers alike. In fact, from our own experience, as well as experts at Baby Bunting, we’ve found Mazdas are some of the easiest cars to install child seats in.

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What are they like to drive?

They might spend most of their time trundling the kids to school but a good family SUV should also be well-sorted to drive, both in the city and on the open road.

For this section each contender was driven on an urban road loop and also on a challenging country road littered with nasty mid-corner bumps, tight corners and sharp elevation changes.

Comfort, body control and a ride/handling balance that strikes a sweet balance between driver involvement and everyday usability were what our road testing team was looking for. Here’s how our field measured up for dynamics.

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1) Volkswagen Tiguan

If you’re a keen driver, the Tiguan is easily the pick of this group. On our chosen ribbon of bumpy, twisting tarmac, it’s in another league for pace, grip, control and driver involvement thanks to its punchy 162kW/350Nm turbo engine and taut body control.

The calibration of its DSG transmission, confidence inspiring brake pedal and crisp and responsive 2.1 turn lock-to-lock steering are also standouts in this class.

Comfortable ride, too, thanks to adaptive dampers that iron out all but the nastiest of bumps when set to their Comfort or Normal setting. And that’s despite huge 20-inch alloys wrapped in 255/40 series Continental Sportcontact 5 tyres.

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The Tiguan’s engine also used 7 per cent less fuel on test than the Mazda CX-5 and nearly as little as the significantly slower Forester (though Tiguan does require 95 RON). It’s also a refined engine at cruising pace, with a pleasing angry bark at high RPMs.

With its upright driving position, low dash and generous glass-house the Tiguan has excellent visibility in all directions. It also demonstrated the most effective lane-keep assist and adaptive cruise control systems on test.

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2) Subaru Forester

Surprised to see the Forester so high up for ride and handling? Us too, honestly. On paper the Forester’s powertrain and chassis combo don’t scream ‘driver’s SUV’ but on our road loop it was a genuine surprise.

Okay so the atmo 2.5-litre boxer is pretty limp with just 136kW/239Nm but the Forester is a hoot to hustle up a demanding section of road thanks, mostly, to its comparatively low weight of 1576kg. In this company it feels lithe and agile and there’s genuine chassis talent and engagement to explore once you start to reach the impressively high grip limits offered by the 225/55 R19 Bridgestone Dueller HP Sport tyres.

It could definitely handle more grunt, though. Why hasn’t Subaru slipped a WRX-spec turbo boxer into this Forester yet? Great question.

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3) Mazda CX-5

The CX-5 is renowned for its sharp handling and this latest update has only refined the recipe thanks to revised damper settings and improvements in body rigidity. The naturally weighted steering is also a highlight and there’s loads of oomph on tap from the 170kW/420Nm 2.5-litre turbo petrol.

Not only is it the most powerful engine in this test but it sounds great and pairs beautifully to a six-speed automatic that allows you to harness its gutsy and flexible mid-range. Grunt and only six ratios comes at a cost, though, the CX-5 returning an as-tested fuel economy figure of 11.3L/100km.

Like its chassis, the CX-5’s Safety systems have incrementally improved. The lane-keep assist is subtle yet effective, as is the adaptive cruise control. The CX-5 may no longer be the sportiest steer here, but it strikes an excellent balance between the nearly-too-soft but adjustable Forester, and the tied down Volkswagen Tiguan.

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4) Nissan X-Trail

Dynamically the X-Trail is solid rather than excellent. Nissan has opted for a ride/handling balance that favours comfort over agility, and while that delivers a calm and serene experience around town, on our demanding road loop the X-Trail was let down by pronounced bodyroll and intrusive ESC interventions.

The light steering also feels aloof with some of our roadtest team describing it as ‘video game like’ in its lack of connection to the road.

So a driver’s SUV it is not but what the X-Trail gives away in outright dynamics it makes up for in day-to-day comfort and refinement.

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5) Mitsubishi Outlander

More fun to drive on a twisty road than the closely related X-Trail thanks to higher grip levels, a keener and more responsive front axle and a nicely sorted all-wheel drive system. Meatier steering than the Nissan, too, though it still doesn’t offer much in the way of feedback.

But it’s the Outlander’s sharp and unforgiving ride that sees it tumble down the order in this category. Top-spec Outlanders roll on 20-inch wheels as standard,

and they don’t only feel heavy and enormous but they keenly transmit lumps and bumps into the cabin. Sharp bumps can jolt unpleasantly and on our challenging road loop the Outlander was one of the firmest to drive hard.

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6) Toyota RAV4

Broadly capable but fairly unexciting is perhaps the easiest way to summarise the RAV4’s dynamics. Like the X-Trail this is a family SUV that clearly favours ride comfort and urban road manners over driver involvement but that’s not to say it feels out of place on a twisty country road.

Road holding is satisfactory and despite its long-travel suspension there’s enough damping force to rein in the RAV4’s 1700kg mass over more demanding sections of blacktop. And while it has an obvious focus on economy, the 160kW hybrid powertrain can supply a gratifying level of shove when pushed.

It’s no athlete, mind, but on a country road the RAV4 isn’t that shabby either.

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7) Hyundai Tucson

If this section was judged solely on outright grip and roadholding, there’s little doubt the Tucson would have finished higher up. Hurl it at a twisty section of road and there’s a surprising degree of cohesion to its dynamics courtesy of steering that’s accurate and naturally weighted, strong brakes and decent body control.

The 132kW/265Nm 1.6-litre turbo and dual-clutch gearbox also deliver their best work at higher speed and combine to deliver a powertrain that feels gutsy and decisive on the open road. But it’s around town where the Tucson struggles a touch. At low speed the powertrain combo can be frustratingly slow and jerky, not to mention thirsty.

And the Tucson’s turning circle felt more cumbersome than other SUVs in this test, with the Kia often requiring three-point turns around tight round-a-bouts.

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8) Kia Sportage

Finishing this section in last spot is something of a shock for the Sportage given it has a local suspension tune and is powered by a grunty and refined 2.0-litre diesel. With 137kW/416Nm under its hat, the Sportage’s diesel pairs nicely with an eight-speed automatic and is actually the powertrain we’d recommend across the Sportage/Tucson model ranges. So why the lowly finishing spot?

How the Sportage fared on our twisty and challenging road course is the primary reason. Despite the local tuning, the Sportage’s body control was the most wayward of this group and over bigger bumps it felt underdamped as it struggled to rein in sharp vertical movements.

The trade off is a ride that feels comfortable and compliant around town but in this company, the Sportage trails for outright dynamics.

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VERDICT: Which medium SUV do we recommend?

Nissan delivers a class leader… with a caveat attached

Australia’s mid-size SUV segment is now so competitive and our eight contenders are so closely matched that we’ve had to split hairs in some instances. It’s refreshing to report that, with such a large group of high-selling vehicles, there actually isn’t an SUV here we wouldn’t recommend. Popularity doesn’t always equal quality.

Still, splitting hairs is what we do. And to help you make an informed decision about which $50K family SUV is best, we’ve ranked our contenders based on seven criteria: value, running costs, warranty/roadside assistance, boot space, rear-seat room/family duties, ride & handling, and tested fuel economy.

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Averaging out how they performed in each discipline decided the final order, while allowing for some minor adjusting from our road-test team to set a clear hierarchy.

That’s why you’ll notice some SUVs carry the same score yet sit a place or two behind another contender. Value, how they drive, and overall polish are what split SUVs given the same mark.

A final point worth considering: this particular pecking order is for a specific price point. Venture either side of our $50K bracket and the mix of standard equipment, active safety systems and suspension tunes/wheel sizes is different enough to potentially alter the order.

We chose the $50K price point for this test because of its popularity. So, if you’re one of the thousands of Aussies shopping for a new family SUV, here’s how this group stacks up and why.

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Winner: Nissan X-Trail Ti

A brilliant all-rounder and easily the best of this group for family duties thanks to rear doors that open to 90 degrees, a roomy/flexible rear seat, and a large boot that offers clever storage solutions.

Smooth and serene to drive around town, too, thanks to a ride/handling balance that favours comfort over agility. Middle of the pack for outright dynamics, though. And the 2.5-litre atmo engine/CVT combo is adequate rather than excellent.

Biggest drawbacks are its short servicing intervals and highish capped price servicing costs, but as an overall package the new X-Trail offers the most for family buyer.

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2nd place: Subaru Forester 2.5i-S

By far the cheapest of this group and also a hoot to drive on a twisty road. Cabin is starting to show its age but still holds its own against fresher rivals thanks to superb packaging, brilliant outward visibility and a surprising amount of room. Spacious rear seat and well-appointed boot also saw it score highly. Just nails the fundamentals. (But avoid the Hybrid.)

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3rd place: Toyota RAV4 Cruiser Hybrid

Sales Goliath with good reason. Majors on value, space, equipment and efficiency with its hybrid powertrain returning the thriftiest ‘as tested’ fuel rating. Also commendably cheap to service.

Long wait times are a frustration, though, and keen drivers won’t find much to get their pulse racing. Plus, our test car had the old infotainment system which is leagues behind more modern-feeling rivals.

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4th place: Kia Sportage GT-Line

A long 7-year warranty, strong efficiency credentials and a roomy rear seat/boot are the key reasons to buy a Kia Sportage. Looks sharp, too, thanks to its brave exterior design and the cabin execution feels a cut above its Korean sibling, the Tucson.

The diesel engine – the clear pick over the Sportage’s turbo-petrol drivetrain that would have pushed the Kia further down the order if tested here – is also a highlight thanks to its effortless torque, smooth operation and impressive refinement.

Dynamics not quite on the mark due to lax body control and unresolved suspension.

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5th place: Mazda CX-5 GT SP Turbo

Mazda’s mighty mid-sizer might be getting on in years but constant improvement ensures it’s still easy to recommend. Keen drivers will appreciate the powerful 2.5-litre turbo engine and accurate steering, while the ride/handling compromise strikes a nice balance between engaging dynamics and everyday comfort.

Where the CX-5 stumbles is when it comes to packaging, with its tight rear seat and the smallest/least convincing boot of this group seeing it tumble down the order. The turbo engine is also pretty thirsty.

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6th place: VW Tiguan 162TSI

Easily the pick of this group if you love driving thanks to a chassis that’s in a different league for agility, grip, communication and poise. Plenty of grunt, too, and despite being one of the smallest in this test the Tiguan’s rear seat space and large boot are impressive.

The lofty ‘as tested’ price of our optioned-up 162TSI R-Line test car hamstrung its value equation in this company, though.

A 132TSI Life ($46,690) might be a better match for budget-conscious buyers but the sheer popularity of the 162TSI R-Line shows many are willing to pay more for its extra polish, punch and luxury.

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7th place: Mitsubishi Outlander

The sheer competitiveness of the mid-size segment is the main reason for the Outlander’s finishing spot rather than any great failing on Mitsubishi’s behalf.

The new Outlander is roomy, well equipped, fun to drive and the only one in the group to offer the flexibility of seven seats.

The X-Trail does more with the same ingredients, however, and while the Outlander is broadly capable, its inferior cabin storage compared with the X-Trail and sharp ride on 20-inch wheels were enough to relegate it to seventh.

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8th place: Hyundai Tucson Highlander

It’s rare for a last-place finisher to still be an SUV you’d recommend, yet that’s precisely the case with the Tucson. As a twin-under-the-skin to the Kia Sportage, which finished our test in fourth, the Tucson shares much of the same core goodness thanks to its spacious cabin, large boot, eye-catching design and impressive list of standard equipment.

Yet the Tucson’s 5-year warranty is shorter, its cabin ergonomics aren’t as user friendly, it’s costlier to maintain due to 10,000km service intervals, and its 1.6-litre turbo/dual-clutch combo isn’t as easy to recommend due to its higher thirst and jerkiness at low speed.

As with the Sportage, go for the diesel (and add another 0.5 to the Tucson’s score).

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⏩ THE FAST VERSION: ‘Pros & cons’

Nissan X-Trail Ti

Subaru Forester 2.5i S

Toyota RAV4 Cruiser Hybrid

Kia Sportage GT-Line

Mazda CX-5 GT SP Turbo

Volkswagen Tiguan 162TSI

Mitsubishi Outlander

Hyundai Tucson Highlander

Scores & ratings

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Specifications

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