WhichCar By Wheels

Jeep has unveiled the larger second-generation 2026 Jeep Compass small SUV with hybrid, plug-in hybrid and – for the first time – fully electric versions. It’s due in Australia from mid-2026.

Using the same ‘STLA Medium’ platform as the Peugeot 3008, the new Compass has grown in length from 4.4 metres to 4.55 metres in length and its boot has grown to a healthy 550-litres.

Depending on market, 2026 Jeep Compass buyers will be given the option of a 108kW mild-hybrid, a 195kW plug-in hybrid and three electric drivetrains ranging from 159kW to 280kW in outputs.

While battery sizes are yet to be announced, the longest range EV will be able to travel 650km on a charge, while even the entry-level version will crack the 500km mark. The EV will also be able to be charged at up to 160kW on a DC fast charger for a 20-80 percent charge in as little as 30 minutes.

As you’d expect from such an off-road brand, Jeep has detailed the Compass’ off-road capability, including up to 200mm of ground clearance and approach, departure and breakover angles of 27, 31 and 16 degrees respectively.

Inside the new Compass’ cabin is a new dashboard layout with a new 16-inch touchscreen with live services, a 10-inch driver’s display and higher-quality materials than the current model. There’s also apparently 34-litres of storage space in the front cabin.

Jeep has also outlined available features such as Matrix LED headlights, smartphone mirroring,
semi-autonomous lane changing functionality and a head-up display, though Australian specifications are yet to be announced.

The 2026 Jeep Compass will go on sale in Australia from mid-2026, with local pricing and specifications due to be announced before then.

Queensland will roll out new camera technology that will warn drivers to back off if they’re caught tailgating on the state’s roads.

According to Queensland’s Department of Transport and Main Roads (TMR), the Australian-first technology will detect unsafe tailgating behaviour and display a message in real-time on electronic message boards similar to the Speed Awareness Monitors (SAMs) that notify drivers in real-time when they are speeding.

TMR claims that tailgating is a major contributor to road trauma in Queensland and is commonly listed as a pet peeve for Queensland motorists. The tailgating monitor technology will apparently provide a way to increase awareness of safe following distances and how close is too close.

The trial aims to encourage safer driving behaviour by providing a positive message to drivers when they are following at a safe distance and a warning message when they are too close. 

Tailgating drivers will not be penalised from the new cameras.

The new tech comes as the latest RACQ (Royal Automotive Club of Queensland) Annual Road Safety Survey shows that 20 per cent of of drivers admit to tailgating, which is a gradual increase on previous years, with rear-end crashes now the most common type of motoring accident in Queensland.

Tailgating contributed to nearly 2,000 serious crashes – those resulting in a fatality or hospitalisation – from 2014 to 2018, Queensland’s StreetSmarts website states, advising drivers to maintain a two-second gap to the vehicle in front.

Car accident

“Tailgating is a major contributor to road trauma in Queensland, being one of the main causes of rear-end crashes,” said Joanna Robinson, the general manager of Land, Transport, Safety, and Regulation at TMR.

“This new technology will detect unsafe tailgating behaviour, and display a message to motorists in real-time.”

Rating

Things we like

  • Wide range of variants
  • Practical and spacious interior
  • Well priced across the range

Not so much

  • A lot of equipment reserved to top-spec GT-Line
  • Hard interior plastics
  • 1.6T’s short 10,000km service intervals

Kia’s fortunes in Australia continue to rise, from an obscure brand even in the early 2000s to sitting comfortably in the top five of Australian sales every month is astounding, and it’s likely to grow again later this year with the introduction of the Tasman ute.

One of the bigger sellers in the Kia range for now, however, is the Seltos small SUV, which sits above
the smaller Stonic but below the larger Sportage. Priced from just $30,050 plus on-road costs, the
Seltos is excellent value for money but what about the rest of its overall package?

Price and equipment

There are four models in the Kia Seltos range in Australia, available in either front-drive 2.0-litre or
in the case of Sport+ and GT-Line, all-wheel drive 1.6-litre turbo forms.

2025 Kia Seltos pricing (plus on-road costs):

S 2.0L 2WD$30,050
Sport 2.0L 2WD$33,250
Sport+ 2.0L 2WD$36,350
Sport+ 1.6T AWD$39,870
GT-Line 2.0L 2WD$45,470
GT-Line 1.6T AWD$39,870

Kia Seltos S standard equipment:

Seltos S safety equipment:

Seltos Sport model adds:

Seltos Sport+ model adds:

Seltos GT-Line model adds:

Performance and economy

The Kia Seltos is available with either a 2.0-litre naturally aspirated or 1.6-litre turbocharged four-
cylinder petrol engine, with the former mated to a CVT automatic and sending power to the front
wheels only – the latter uses an eight-speed auto and is all-wheel drive. The 2.0L makes 110kW of
power and 180Nm of torque with the 1.6T making 146kW/265Nm.

Kia claims fuel consumption of 6.9L/100km for the 2.0L and 7.4L/100km for the 1.6T, with claimed
CO2 emissions of between 157g/km for the 2.0L and 175g/km for the 1.6T. Both engines can use
91RON regular unleaded fuel and feature a 50-litre fuel tank.

Interior comfort, practicality and boot space

Inside the Kia Seltos is one of the most practical interiors you’ll find in the small SUV segment with
ample storage and room for passengers and their luggage. The door bins are big, as is the bin
underneath the central armrest and the cupholders are healthily-sized too.

While the Seltos’ cabin is quite practical, it could be better quality with hard plastics used all over
the dashboard and door trims. They’re hard wearing, but make it feel a bit cheap inside. Thankfully,
seat comfort and visibility are excellent across the range – especially in the GT-Line and its
electrically adjustable front seats.

Centre of the cabin is either an 8.0- (S) or 10.25-inch (Sport and above) touchscreen. Neither
system uses the brand’s latest ‘ccNc’ infotainment software, but they’re both still very easy to use.
Curiously, only the smaller screen features wireless smartphone mirroring – the larger one is wired-
only.

The rear seat of the Seltos is big for the segment, with ample leg- and headroom for even taller
adults, and the big windows make it feel airier than most competitors too. Even the base S features
two USB-C charging ports and air vents for passengers to use, with the Sport+ and GT-Line further
adding a rear central armrest with cupholders.

The Seltos’ boot measures between 433 litres for the Sport and above and 468L for the S thanks
to its smaller space-saver spare wheel – folding the rear seats opens up 1393L in the Sport and
above, and 1428L in the S. The boot is nice and square, with a low lip opening, and the seats fold
flat as well.

On the road

As we’ve come to expect from Kia’s products in Australia, the Seltos’ locally tuned suspension set
up is excellent and does well in ironing out our rubbish road surfaces. Put simply, the Seltos is one of the best-riding options in the small SUV segment, and it handles nicely as well – it’s no Mazda CX-30 for fun, but it is also more comfortable.

Where the CX-30 has the Seltos beaten is in road noise as the Seltos can be reasonably loud at highway speeds. However, its well-tuned active safety features make up for that – though, we find it strange that buyers must upgrade to the Sport+ to get adaptive cruise control when many rivals offer it as standard across the range.

Both engine options in the Seltos range are more than ample for urban use, with even the 2.0L getting along on motorways just fine. The 2.0L’s CVT transmission is also more intuitive than most with its stepped ratios making it feel like a regular auto most of the time. The 2.0L engine can be a bit loud at higher revs but when you’re not caning it, it’s quiet and refined.

The 1.6-litre turbo’s extra grunt is appreciated however, and it makes most of the great chassis. Its full 265Nm of torque hits at just 1600rpm and stays until 4500rpm, giving you its grunt most of the time in the real world. Kia doesn’t claim a 0-100km/h time, but we’d wager it to be in the seven-second range, making it one of the quickest non-performance small SUVs.

Service and warranty

The Seltos is covered by a seven-year/unlimited km warranty with up to eight years of roadside assistance if serviced through a Kia dealership. The 2.0-litre engine has longer service intervals at 15,000km versus the 1.6T’s shorter 10,000km intervals.

Five years of servicing costs $2,082 for the 2.0L and slightly more at $2,187 for the 1.6T, though that’s to 75,000km for the 2.0L and only 50,000km for the 1.6T.

Verdict: Should I buy a 2025 Kia Seltos?

Overall, while the 2025 Kia Seltos doesn’t offer a hybrid drivetrain option and its interior quality could be better, it’s still a great option in the small SUV segment. It’s roomy, drives quite well thanks to its local tuning program, offers a wide range of models and features two willing engine options. It’s no surprise that the Seltos still manages to sell well, even at almost six years of age.

Kia Seltos rivals

Rating

Things we like

  • A real driver’s option in the small SUV segment
  • Best-in-class cabin quality
  • Loaded with safety equipment

Not so much

  • Performance and efficiency bested by hybrid rivals
  • Small boot and rear seat limit appeal to families
  • LE’s tasteful interior trim isn’t available on other CX-30s

Mazda is a brand that Australians love, and have done so for decades. Despite not offering any in-vogue hybrids in its most popular models or any EVs, the “Zoom Zoom” brand has sold over 32,000 cars in Australia this year (to the end of April) and with a slew of new product due in the next year – such as the next CX-5 – its appeal will likely continue for some time yet.

The CX-30 small SUV is selling reasonably well in its segment – not quite as well as the older, cheaper and smaller CX-3, but better than the Kia Seltos – with almost 4000 sales so far this year. In 2024, it received a small update with new technology and features across the range and a simplified model line-up for better value than before. Is it worth consideration in the small SUV segment?

Price and equipment

While Mazda simplified the Australian CX-30 line-up in 2024, there are still a number of available models, either with ‘G20’ 2.0-litre or ‘G25’ 2.5-litre engines.

2025 Mazda CX-30 pricing (plus on-road costs):

G20 Pure 2.0L FWD$34,060
G20 Evolve 2.0L FWD$35,960
G20 Touring 2.0L FWD$39,760
G25 Touring 2.5L FWD$41,260
G20 Touring LE 2.0L FWD$42,060
G25 GT SP 2.5L FWD$43,260
G25 GT SP 2.5L AWD$45,260
G20 Astina 2.0L FWD$44,960
G25 Astina 2.5L FWD$46,460
G25 Astina 2.5L AWD$48,460

Mazda CX-30 Touring LE standard equipment:

CX-30 Touring LE safety features:

The CX-30 range received a five-star ANCAP safety rating in 2019 against older protocols with
scores of 99 percent in adult protection, 88 percent in child protection, 80 percent in road user
protection and 76 percent in safety assist.

Performance and economy

Under the bonnet of the Mazda CX-30 Touring LE is a naturally aspirated 2.0-litre four-cylinder petrol engine making 114kW of power and 200Nm of torque. The whole range uses a six-speed automatic transmission and power is sent solely to the front wheels in 2.0L cars or optionally to all four wheels on some 2.5L variants. Surprisingly for a car in 2025, there’s no hybrid or turbocharging assistance.

Mazda claims fuel consumption of 6.3L/100km on a combined cycle with claimed CO2 emissions of 147g/km and we found that to be optimistic with a test average of 8.8L/100km over our time with the car, which was skewed towards less efficient urban driving. The CX-30 range runs on 91RON regular unleaded, and the Touring LE features a 51-litre fuel tank.

Interior comfort, practicality and boot space

As we’ve come to expect from modern Mazda products, the cabin of the CX-30 exudes a strong sense of elegance and almost-luxury levels of fit and finish. In fact, it feels more luxurious than an Audi Q3, which starts at a much higher price. There are lovely materials like the thick padded and stitched soft touch dashboard piece, elegant three-spoke steering wheel and, in the case of the Touring LE spec, cool synthetic black suede and terracotta leather trimmings on the dashboard and seats that we wish was available in other CX-30 models.

Front seat storage is good as well, with big door bins and cupholders, a big box underneath the moving centre console lid and a tray underneath the dashboard with a wireless phone charger that’s much more effective than the brand’s upper large SUVs like the CX-60.

The Touring LE features a 10.25-inch infotainment screen that’s quite minimalist in its layout but is quite easy to use. In a move that might annoy some, it’s only available to be used via touch when using Apple CarPlay or Android Auto – it otherwise must be used with the controller wheel that sits in between the seats.

I’m a fan of this move because it’s a lot less distracting than using the screen solely as a touchscreen, though some don’t like it because of how far away the screen is. Mazda says that’s to keep your eyes in line with the road for a safer driving experience and they have a point.

Where the CX-30’s cabin loses points, however, is in the rear seat as it’s just not as spacious as many competitors. While the actual room available is okay – two six-footers should be fine for legroom and headroom – the small windows make it feel smaller than it actually is. Thankfully, there are door pockets, a central armrest with cupholders, a singular map pocket and air vents, though some charging ports would also be appreciated.

The boot of the CX-30 range measures 317 litres with the seats up, and 1281L with them folded, offering some of the smallest amount of room in the segment – a Qashqai, for example, features a 504L boot with 1447L available with the seats folded. On the plus side, the boot lip is low, and it’s also well finished – the rear seats also fold almost completely flat too.

On the road

While the CX-30’s cabin has its positives and negatives, the driving experience is almost all positive – especially for those who care about how a car drives. The CX-30’s handling is great, with a real sense of fun from the meaty steering feel to the tight chassis. Despite the sporty attitude, the ride is also comfortable and only larger bumps are really felt in the cabin. For those wanting a fun driving experience in the small SUV segment, the CX-30 is the way to go.

Unlike a lot of older Mazda products, the CX-30’s cabin is impressively hushed for road noise and even at highway speeds, conversation can easily be held with your passengers. We also love Mazda’s active safety features, which are so well engineered and can be quite subtle if you want them to be, or much noisier – it’s your choice.

Don’t like the audible warnings? Press the mute button to the right of the steering wheel. Don’t want the speed limit warning to be heard? Turn it off completely – and unlike a lot of other brands, it stays turned off permanently. The 360-degree camera is crisp and we love that a head-up display is standard across the range. Other brands could learn a lot from Mazda’s safety features.

From a performance perspective, the CX-30 Touring LE is no firecracker. The 2.0-litre engine is not
particularly fast, but nor is it that slow either. Around town, it’s totally fine, though at highway speeds it likes to rev. That’s no bad thing, as it sounds good and it’s engaging, but just know that if you’re doing more higher speed driving, we’d suggest upgrading to the larger 2.5-litre engine as it’s got 52Nm more torque and 25kW more power, but the real world fuel consumption difference is tiny. The six-speed automatic transmission is also excellent – it’s intuitive and feels great in a segment full of CVTs and unrefined dual-clutch ‘boxes.

Service and warranty

The CX-30 is covered by a simple five-year/unlimited km warranty, which looks short against rivals like MG and Nissan, though it at least includes five years of roadside assistance regardless of where the car is serviced.

The CX-30’s service intervals are once-yearly/every 15,000km (whichever comes first) and five years/75,000km of servicing costs $2251 ($450 per service), which isn’t cheap.

Verdict: should I buy a 2025 Mazda CX-30 Touring LE?

There’s no doubt that the CX-30 is a solid choice in the small SUV segment. It looks stylish and exotic, its cabin quality is excellent, it’s well equipped – particularly with safety features – and it’s great to drive with keen handling and a well-tuned suspension set-up.

Counting against the CX-30 are its small rear seat and boot, its expensive service pricing and its old-school drivetrain against more powerful and efficient hybrid alternatives. But if you like to drive, the CX-30 is a compelling option in the segment and even if you don’t, there’s more than enough to recommend it for smaller families.

CX-30 rivals

Nissan Qashqai
Toyota Corolla Cross
Subaru Crosstrek

The Audi A5 and S5 will shortly arrive in Australian Audi showrooms priced from $79,900 plus on-road costs with a five-model range announced by the German giant. As previously revealed, the former A4 and S4 are now called A5 and S5. While the A5 is only available as a sedan-looking liftback, the S5 can also be purchased as an Avant wagon (priced from $117,900 +ORC).

Audi has also announced pricing for a special Edition One variant of the S5 range with sporty black exterior styling details as standard. Pricing for the S5 edition one starts around $99,900 +ORC for the liftback and $102,900 for the Avant – a discount of $15,000 over the regular S5.

Two turbocharged petrol engines are available in the Audi A5 and S5 range locally. The A5 uses a 2.0-litre unit making 150kW of power at 340Nm of torque, while the S5 upgrades to a 3.0-litre V6 with 270kW and 550Nm. Both use a seven-speed dual-clutch transmission and while the A5 is front-wheel drive, the S5 uses the brand’s famous Quattro all-wheel drive system.

The A5 hits 100km/h in a claimed 7.8 seconds and a top speed of 248km/h while using a claimed 6.9L/100km of fuel with 157g/km of CO2. The S5 hits 100km/h in just 4.5 seconds and an electronically limited top speed of 250km/h, yet officially uses just 0.2L/100km more than the A5 at 7.1L/100km and 162g/km of CO2 (the Avant adds 0.1L/100km and 1g/km).

2025 Audi A5 pricing (plus on-road costs):

A5$79,900
S5 edition one$99,900
S5 Avant edition one$102,900
S5$114,900
S5 Avant$117,900

Audi A5 standard equipment:

S5 edition one adds:

S5 adds:

A5 and S5 options:

The Audi A5 and S5 will be available from local Audi showrooms soon, with local deliveries due to
commence soon.

Mazda Australia has announced local pricing and specifications for the updated CX-60 mid-size SUV range, which now starts $10,500 lower than before thanks to a new base model Pure, while a new mid-spec Touring has also been added. The brand has also made suspension and transmission changes aimed at making it more refined to drive.

The latest round of tweaks to the suspension include softer rear springs, firmer shock absorber settings and recalibrated stability control systems to improve overall handling and comfort, according to Mazda. The eight-speed multi-clutch automatic transmission has also seen changes to its clutch control for a smoother transition between the engine and electric motor.

Now better aligned with the larger seven-seat CX-80, the updated Mazda CX-60 starts at $50,240 plus on-road costs – or between $53,990 and $54,990 drive away – for the new entry-level Pure. To achieve the price cut for the Pure, Mazda has cut a number of features from the Evolve, including synthetic leather upholstery, an electric tailgate, 360-degree camera and wireless phone charger.

The Pure is still equipped with features such as a 10.25-inch infotainment screen with wireless Apple CarPlay and Android Auto, satellite navigation, keyless entry with push button start, cloth upholstery and safety features such as AEB, adaptive cruise control, lane keeping assistance, blind-spot monitoring and rear cross-traffic alert.

The now-second from base Evolve starts $55,240 +ORC, or $7560 less than before, and a new mid-spec Touring that effectively replaces the Evolve with the former Luxury Package is priced from $58,240 +ORC. At the higher points of the range, the GT and Azami have had their prices cut by up to $6560, and the range now tops out at $81,490 +ORC.

The Evolve has also added the formerly-optional Vision Technology Package as standard so a 12.3-inch digital driver’s display, 360-degree camera, adaptive lane guidance, driver monitoring camera and front cross-traffic alert are standard equipment. The GT has also added this package as standard, and now features Matrix adaptive high beam functionality too.

As before, three engine choices are available in the CX-60 range: a 209kW/450Nm 3.3-litre turbo-petrol, a 187kW/550Nm 3.3-litre turbo-diesel and a 241kW/500Nm 2.5-litre plug-in hybrid, which each only available with an eight-speed automatic transmission and all-wheel drive. The claimed fuel consumption for the petrol remains at 7.4L/100km, the diesel 5.0L/100km and the PHEV just 2.1L/100km – with a fully charged battery.

2025 Mazda CX-60 pricing (plus on-road costs):

G40e Pure$50,240 (new)
D50e Pure$52,240 (new)
P50e Pure PHEV$63,290 (new)
G40e Evolve$55,240 (-$7560)
D50e Evolve$57,240 (-$7560)
P50e Evolve PHEV$68,290 (-$7560)
G40e Touring$58,240 (new)
D50e Touring$60,240 (new)
P50e Touring PHEV$71,290 (new)
G40e GT$64,240 (-$6560)
D50e GT$66,240 (-$6560)
P50e GT PHEV$77,290 (-$6560)
G40e Azami$68,440 (-$5560)
D50e Azami$70,400 (-$5560)
P50e Azami PHEV$81,490 (-$5560)

The updated Mazda CX-60 range will land in local Mazda dealers from June, and is available to
order now.

Australians bought 90,614 new vehicles in April 2025, marking a 6.8 per cent decline compared to the same month last year, according to the latest VFACTS data released by the Federal Chamber of Automotive Industries (FCAI).

The downturn was most pronounced in the plug-in hybrid electric vehicle (PHEV) segment, which saw a sharp drop following the end of the fringe benefits tax (FBT) exemption on March 31.

PHEV sales for April totalled 2,601 units, accounting for just 2.9 per cent of the market. This is a notable slide from the 4.7 per cent share recorded in the first quarter of 2025. FCAI Chief Executive Tony Weber attributed the decline to the withdrawal of tax incentives, underscoring the sensitivity of the automotive market to government policy.

Toyota remains the best-selling brand in Australia through April 2025

“The earlier inclusion of PHEVs in the FBT exemption played a critical role in making these vehicles accessible to more Australians. Removing that support has led to an immediate and disappointing drop in demand in a price-sensitive vehicle market,” Mr Weber said.

Battery electric vehicles (BEVs) accounted for 5.9 per cent of sales in April—a modest figure that, according to Weber, highlights the challenges Australia faces in meeting its emissions reduction goals under the New Vehicle Efficiency Standard (NVES).

VFCATS via FCAI

“For NVES to succeed, it must be supported by holistic policy settings that assist consumers to move to zero and low-emission technologies, including continued investment in recharging infrastructure,” he added.

Toyota maintained its position as the top-selling brand with 19,380 sales in April, ahead of Ford (7,334), Mazda (6,573), Kia (6,303), and Hyundai (5,547). The Toyota HiLux led individual vehicle sales with 4,121 units, narrowly beating the Ford Ranger at 4,031.

VFCATS via FCAI

Every state and territory recorded year-on-year sales declines, with Tasmania and the ACT experiencing the steepest drops at 18.5 per cent and 17 per cent respectively, while Western Australia posted the smallest decrease at 1.4 per cent.

Things we like

  • Lots of room and configurability with seating arrangements

Not so much

  • Not particularly dynamic or engaging to drive

Between being unveiled in concept form in 2021 and reaching production, Hyundai’s newest SUV grew. Not literally but figuratively: the Ioniq 7 became the Ioniq 9, an adjustment intended to crown the large six- or seven-seater as the flagship of the Korean firm’s electric range, and possibly to ensure parity with sister brand Kia’s related EV9.

Given how many car makers have stumbled on nomenclature when trying to add EVs into their already bulging line-ups, credit to Hyundai for the pre-emptive minor course adjustment. And in its size, ambition and lashings of premium splendour, this car feels every inch the king of Hyundai’s ‘chess piece’ Ioniq family.

That approach refers to Hyundai’s determination to give each Ioniq model a distinct character. Sure enough, park the 9 next to the 5 and 6 and only the badge and details such as the pixel light graphics would give away how closely related they are.

Hyundai’s design team has aimed to both maximise interior space and make a 2.6-tonne, 5m-long SUV as aerodynamic as it can possibly be. With a drag coefficient of 0.26 (0.27 if you opt for door mirrors rather than digital items), it’s even more aerodynamic than both the smaller Ioniq 5 (0.29) and equivalent EV9 (0.28).

The Ioniq 9 is based on Hyundai’s E-GMP platform, and while there will be three powertrain options at launch, all will be fitted with the same 110.3kWh battery (whose total and usable capacities are slightly bigger than the EV9’s). Because the platform has an 800V electrical architecture, the battery can be charged at speeds of up to 350kW, and there’s a vehicle-to-load outlet in the boot.

The entry-level Long Range RWD model uses a single 160kW motor on the rear axle and offers a headline-grabbing official range of 620km. The Long Range AWD adds a 70kW motor on the front axle, while the range-topping Performance AWD tested here uses a pair of 160kW motors, giving maximum system outputs of 329kW and 700Nm, for a 0-100km/h time of 5.2sec and a range of around 507km.

Australian specifications and pricing have yet to be finalised, but expect entry-level models to start from above $100,000, rising to around $140,000 for the Performance AWD. There are likely to be two trim levels, Ultimate and Calligraphy (Ultimate as the base spec? I know, but let’s just roll with it).

Seven seats will be standard, but in Calligraphy trim you can opt to turn the Ioniq 9 into a six-seater by swapping the second-row bench for a pair of plush seats that can swivel 180 degrees when stationary to turn the rear into a proper mobile lounge. Thanks to that elongated roofline it’s properly vast in there, especially with the large panoramic roof letting in so much light. My test car came in six-seat form and there was plentiful head and leg room in both the second and third rows. It also had large touchscreens for the second-row seats. Even with the rearmost seats in place, there’s a large 620-litre boot; fold them down and there’s 1323 litres of cargo capacity.

The dashboard will be familiar to anyone who has driven a new Hyundai recently, with the touchscreen and digital instrument display complemented by a decent array of physical buttons and steering wheel controls. The infotainment system is the latest version of that offered on other Ioniqs, and it’s well thought through: particularly pleasing was the remaining range indicator, which showed average but also best- and worst-case scenarios.

There’s a large centre console between the front seats and plenty of storage space. The materials used for the interior trim all feel good quality and there’s a decent Bose stereo system. Much like the EV9, you can see the Ioniq 9 turning some heads among potential buyers of more prestigiously badged SUVs.

The Ioniq 9 has a MacPherson-strut front and a multi-link rear, with the suspension tuned for the extra EV weight. There are also self-levelling dampers and a chassis control system featuring dynamic torque vectoring and wind stability control to help smooth the ride. Hyundai says the intent was to deliver a “luxurious and refined” drive, and it delivers on that score. The Performance powertrain enables it to accelerate faster than expected of a 2.6-tonne car and the power delivery is calm and linear.

This isn’t a particularly dynamic car to drive, but it’s not really intended to be: the king is far from the most dynamic piece on a chess board, after all. The ride is notably calm and unflustered, although I was driving a Korean-spec car on relatively smooth Korean roads. Past experience suggests it will face a tougher test to maintain similar composure when it reaches Australia. Towing? A reasonable 2500kg – just don’t watch the available range indicator.

The steering is light and direct but not tremendously engaging. When I found a faster flowing road, the Ioniq 9 didn’t lose all composure when being chucked into corners, but that’s clearly not what it’s designed for. Still, given its size it was impressively easy to thread down the narrow, hilly streets of urban Busan. Particularly impressive was the isolation of the cabin, thanks to active noise-cancelling, sound-absorbing tyres and acoustic glass.

There’s still a dearth of options in the market for seven-seat electric SUVs, and the Ioniq 9 certainly feels a strong contender. It’s set to undercut both the EV9 (by a bit) and the Volvo EX90 (by quite a lot) while offering a fresh take on a premium-leaning formula.

ModelHyundai Ioniq 9 Performance AWD
MotorTwo permanent magnetic synchronous
Battery110.3kWh (net)
Max power329kW
Max torque700Nm
TransmissionSingle-speed reduction gear
Weight2600kg
Economy21kWh/100km (est)
0-100km/h5.2sec
Price$140,000 (est)
On saleQ3 2025

The May 2025 edition of Wheels is now on sale, packed with in-depth reviews of new cars on the Australian market as well as our famous Buyer’s Guide section with essential data on every car on sale.

This month’s cover story sees Road Test Editor Andy Enright do his darndest to assess the competing values of a sedan and an SUV with similar specifications. And while SUVs have fast become the dominant passenger vehicle in Australia, Enright makes some damn persuasive arguments for the enduring appeal of the sedan.

Up front we take a first look at the all-terrain, all rugged Ford Super Duty, a truck built for serious service.

Check out first drives of the Kia EV3, the Genesis GV70 premium mid-size SUV, the fourth generation BMW X3, the Porsche 911 Carrera’s mid-life update, the 992.2, the Hyundai Ioniq 9, Haval H6GT PHEV Hybrid power and lSmart #1 Premium SUV.

In our regular Car vs Road test, Wheels takes the Hyundai Santa Fe Calligraphy Hybrid with XRT Peak option out into the remote back country from Warburton to Woods Point in Victoria.

Paul Gover meets Kees Weel, the Dutch migrant whose way with a radiator created a $150m-a-year company, PWR, that supplies half the F1 grid.

Our renovated Buyer’s Guide covers 1900 vehicle prices, specs and reviews every month, while the popular Modern Classic section pays tribute to the BMW M Coupe (above). It’s attracted cruel nicknames over the years – ‘bread van’, ‘clown shoe’ and even a ‘bullfrog with a damaged hip’, but Wheels knew the M Coupe was a unique car when it first encountered it way back in 1998.

Plus there’s much more in the new issue. Wheels May edition – a value-packed classic. You can also subscribe to the magazine here.

Things we like

  • Lovely interior feels truly luxurious
  • Awesome colour range
  • Strong overall value equation

Not so much

  • Quite thirsty, no matter how or where it’s driven
  • Short 10,000km service intervals
  • Sensitive and shouty driver attention alert

Ever since its local release in 2021, the Genesis GV70 premium mid-size SUV has impressed with its luxury feel. And while it’s the backbone of the brand’s global sales, in Australia Genesis’ sales have been modest so far. Now it’s embarked on a period of new or refreshed product over the next few years, with the refreshed GV70 premium mid-size SUV one of the first.

Pricing starts at $78,700 plus on-road costs for the entry-level model and three models are available: base Advanced (2.5T only), mid-spec Signature and top-spec Signature Sport. The least expensive V6 asks $98,200 +ORC and the top-spec 3.5T Signature Sport we tested is $100,200 +ORC.

While that’s not cheap, the GV70’s value is obvious: the BMW X3 M50 it competes against asks $128,900 +ORC and then you still have to option $4000 leather trim to match the Genesis for equipment. That’s an almost $33,000 difference, and that’s not even considering the GV70’s included five years’ servicing.

Regardless of model, every GV70 is generously equipped with even the entry model featuring a 27-inch interior display, panoramic sunroof, heated electric front seats and a full suite of active safety features.

The Signature Sport then adds large 21-inch wheels, Nappa leather trim, ventilated and massaging front seats, a 16-speaker Bang & Olufsen sound system, a sporty flat-bottomed steering wheel and sportier exterior styling.

Making 279kW of power (@ 5800rpm) and 530Nm of torque, the 3.5-litre twin-turbo petrol V6 engine is strong and sounds suitably snarly as well, though in a refined way. Its 5.2-second 0-100km/h sprint time is quick and it hits a 250km/h top end – that’s only 0.6 seconds slower than the X3 M50. Peak torque hits at just 1300rpm and stays until 4500rpm, making swift progress effortless. The eight-speed auto is also fairly seamless too.

What could use improvement, however, is the fuel consumption. Even the lesser 2.5-litre turbo engine is thirsty but you’d need your own oil company to run the 3.5-litre V6 – its claim is 11.3L/100km but even for mainly motorway driving, we ended up on a figure of 12.6L/100km during our week with the vehicle. In urban driving, expect figures upward of 15L/100km. The aforementioned X3 M50, makes slightly more power and torque, yet uses 3.1L/100km less on the combined cycle, proving that a turbo six can be efficient.

Otherwise, driving the GV70 is great. It’s quiet, refined and very comfortable. The ride is nicely soft and well damped – it firms up in sport mode for sportier driving – despite the huge wheels, and is a relaxing car to drive. It’s extremely quiet at speed as well, and a 1000km drive would fly by. It’s also a real driver’s car thanks to keen handling.

The active safety features in the GV70 are comprehensive and cover almost everything from AEB to adaptive cruise control that knows when to slow down based on GPS data, to effective adaptive high beam headlights. Only the active speed warning – which can thankfully be defeated with a long press of the mute button on the steering wheel – and sensitive driver monitoring are annoying.

The updates to the GV70’s exterior are quite subtle, but there are more meaningful changes inside. There’s a new centre console layout that’s more practical than before, while the materials are still wonderful. The Nappa leather in the Signature Sport is lovely and is available in many colour options, including a cool navy blue with orange stitching or a fetching dark red with black.

But while Genesis has made a number of changes to the interior of the GV70, the most noticeable difference is the new 27-inch infotainment and driver’s display. Unlike most other brands that fuse two screens together or have them laid out separately, Genesis has implemented one giant screen and it looks and feels fantastic. It now also features over-the-air updates to keep it all current.

If you’re using Google Maps in Android Auto or Apple Maps in CarPlay, the map impressively covers both sides of the screen in front of the driver as well as in the centre. The new Bang & Olufsen sound system is a massive improvement on the older Infinity unit too. With 16 speakers, there’s plenty of aural punch and the options to make it even more vibrant.

The screen itself is bright and uses soothing colours and fonts, while it’s also featured with sat-nav, digital radio and wireless Apple CarPlay and Android Auto. One glitch emerged in that CarPlay would refuse to wirelessly connect each time the car was started in our time with it and then wouldn’t let you re-pair your phone to the car. Hopefully a future update fixes that, but until then, best to connect via cable.

The GV70’s cabin is comfortable and practical, with a lot of storage space, while the multi-way electrically adjustable front seats are seemingly infinitely adjustable. Their massaging capability could be better however – we suggest driving a modern Peugeot and trying the sublime cat’s paw option, Genesis engineers.

The rear seat of the GV70 is, like the front, comfortable and feature rich: a separate zone of climate control, heated outboard seats, map and door pockets, window shades and two USB-C charging ports are all standard. However, it’s not the most spacious rear seat and two six-foot adults will be good for headroom – legroom might be cozier. Thankfully, the seats slide and recline for extra room or cargo space.

The boot of the GV70 measures 542 litres, which is healthy in the segment, and a large 1678L with the rear seats folded. The foot also features a full-size alloy spare wheel, side and under-floor storage, a 12V socket and remote releases for the rear seats.

Even though pricing rose with the update, the Genesis GV70 Signature Sport 3.5T still plays the premium mid-size SUV segment quite well

It’s not cheap, but it’s over $30,000 less expensive than its main rival and that’s before you consider the included servicing for the first five years. While it’s not quite as practical or anywhere near as fuel efficient as the X3 M50, it feels even more luxurious inside and it’s even better equipped. Like the BMW, the Genesis is also practical, lovely to drive and punchy. Because of products like the GV70, Genesis’ remains a serious contender in this space of the market.

ModelGV70 3.5T Signature Sport
Price as tested$100,200 plus on-road costs
Engine3.5-litre twin-turbo V6
Power279kW @ 5,800rpm
Torque530Nm between 1,300rpm and 4,500rpm
Transmission8-speed auto, all-wheel drive
Claimed fuel consumption and CO211.3L/100km and 257g/km
0-100km/h5.2 seconds