November: CX-80 driven in Australia

Wheels editor Andy Enright has now driven the CX-80 here in Australia. Get his take at the linked feature below!

October: CX-80 Australian pricing

New 2025 Mazda CX-80 arrives in Australia as the brand’s first hybrid-only seven-seat SUV

Mazda has launched its first-ever hybrid-only seven-seat SUV, the 2024 Mazda CX-80, now available in Australia.

Offering a choice between plug-in hybrid (PHEV) and mild-hybrid petrol and diesel engines, the new model targets family-oriented buyers with a range of technology, comfort, and convenience features.

Slotting into the space left by the now retired CX-8 and CX-9 models, the CX-80 is priced from $54,950 to $87,200 before on-road costs.

Powertrain options

As with its five-seat CX-60 companion, the CX-80 introduces three powertrain configurations across its line-up.

The PHEV model is equipped with a 2.5-litre Skyactiv-G petrol engine paired with a 129 kW electric motor, supported by a 17.8 kWh lithium-ion battery.

The combined power output is listed at 241 kW with 500 Nm of torque, with an electric-only driving range of up to 65km.

Recharging the battery from 20 to 80 per cent on a 7.2 kW AC charger takes around 90 minutes, according to Mazda. And, as with most PHEVs, there is no DC fast-charging option.

In terms of fuel economy, the PHEV model claims a fuel consumption rate of 2.7 L/100km on the combined cycle with CO2 emissions rated at 64 g/km.

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For those seeking a more relaxed delivery of power, Mazda offers a 3.3-litre turbocharged six-cylinder engine in both petrol and diesel variants.

The petrol model (e-Skyactiv G) delivers 209kW and 450Nm, with a fuel consumption rate of 8.4 L/100 km.

The diesel (e-Skyactiv D) produces 187 kW and 550 Nm, with a frugal combined fuel consumption of 5.2 L/100 km. Both mild-hybrid variants feature Mazda’s 48 V M Hybrid Boost system to support fuel efficiency and performance.

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Transmission and drivetrain

All CX-80 variants are equipped with Mazda’s own eight-speed Skyactiv-Drive automatic transmission and a rear-biased i-Activ all-wheel-drive (AWD) system.

The suspension configuration includes a double-wishbone front and multi-link rear setup.

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Model grades and features

Mazda’s CX-80 is available in four trims — Pure, Touring, GT, and Azami — each bringing distinct equipment levels and interior features.

CX-80 Pure

Entry-level Pure models come with 18-inch alloy wheels, a 10.25-inch central screen with Mazda Connect, a 7-inch driver information display, a 360-degree monitor, and wireless Apple CarPlay/Android Auto. Key safety features include Smart Brake Support, Blind Spot Monitoring, and LED headlights with High Beam Control.

CX-80 Touring

The Touring model builds on the Pure’s equipment list, adding leather upholstery with heated front seats, driver and passenger seat power adjustments, a larger 12.3-inch driver display (exclusive to the PHEV), a wireless phone charger, and a power tailgate.

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CX-80 GT

Moving up to the GT trim introduces 20-inch alloy wheels, a panoramic sunroof, body-coloured wheel arches, a handsfree power tailgate, and heated seats in the first two rows. It also includes a premium Bose audio system with 12 speakers.

CX-80 Azami

The Azami grade tops the range, featuring Grey metallic alloy wheels, a 360-degree monitor with See-Through View, ventilated front seats, black Nappa leather upholstery, LED headlights with a distinctive signature, and advanced driving assistance like Cruising & Traffic Support.

For an additional $5000, the Azami trim can be outfitted with the optional SP Package, which introduces features such as tan Nappa leather seats, dark exterior styling elements, second-row captain’s seats with ventilation, and a suede dashboard panel.

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Safety and connectivity

Across the range, the CX-80 safety features such as Smart Brake Support for turning and reversing scenarios, Front Cross Traffic Alert, and a driver monitoring system for detecting drowsiness or inattention.

Mazda Connected Services are also standard, offering remote control features and vehicle status monitoring via the MyMazda app.

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Pricing and availability

The CX-80 is priced from $54,950 for the base Pure model with the 3.3-litre turbo petrol engine, rising to $87,200 for the Azami PHEV.

The vehicle is now available for order through Mazda dealers across Australia, with deliveries set to commence later this month.

2025 Mazda CX-80 pricing for Australia

Cult French brand Bell & Ross has always been inspired by the design and technology of both aviation and motorsport. It’s famously square-cased watches were first modelled on flight instruments, while many of its high-end timepieces draw on concepts also used in Formula 1 and supercars.

It brings that expertise in boundary-pushing watchmaking to this new pilot’s watch, the BR-X5 Racing, which showcases its capabilities in using high-tech materials to create a strikingly light but durable timepiece.

The motorsport inspiration is immediately evident from the dial, which resembles racing car dashboards. The central seconds hand features a “checkerboard” type graduation which is precise to a quarter of a second, while minutes are displayed on the inner bezel, outside the dial.

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Hours appear inside, inscribed on the dial’s glass. Hour numerals and hour and minute hands are lumed with white Super-LumiNova X1 luminescent material with green emission for legibility in murky conditions.

The red-tipped seconds hand also enhances readability and adds a further sporty touch.

The large date window at 3 o’clock is balanced by the hexagonal shape of the power reserve indicator (70 hours/three days) at 9 o’clock on the dial, the shape referencing the design of the case. The indicator operates like a fuel gauge with an ‘E’ for Empty and an ‘F’ for Full.

The 41mm multi-component case combines carbon and titanium for both lightness and resistance to wear and tear.

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Four micro-blasted titanium screws cross the case, securing the ‘sandwich’ construction, while two grade 2 micro-blasted titanium plates encase a black DLC titanium monobloc container housing the movement and integrating the crown shoulders. The square-shaped bezel consists of a woven carbon plate integrated into a titanium body.

Inside the COSC-certified chronometer BR-CAL.323 caliber is guaranteed for five years. Its workings can be seen through tinted glass in the centre of the dial and through the caseback’s transparent sapphire crystal.

The strap, in either titanium or rubber, is attached to two independent plates from the case, with links offering perfect ergonomics. The BR-X5 Racing is water resistant to 100 metres. A limited edition of 500 pieces, the BR-X5 Racing is a muscular example of Bell & Ross’ sporty-yet-elegant design, particularly for those love the circular-dial-within-a-square-case form.

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Snapper Ellen’s battery charging duties just became a little more involved.

JUMP AHEAD

• Part 1: Large and charge
• Part 2: Things that go bump in the night
• Part 3: Running on empty
• Part 4: Going full eco

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Part 1: Large and charge

• Price as tested: $71,790
• Overall: 761km @ 5.8L/100km

What does this button even do? Let’s rewind a bit.

You’d have thought that working with cars for 27 years as an automotive photographer I’d have been reasonably up to speed on how cars work, but I’ll admit it – I’m floundering a little with this plug-in hybrid Mitsubishi Outlander. Let’s just say it’s a steep learning curve.

I’ll concede that driving and testing vehicles isn’t the same as photographing them. With the former, you tend to stand in fewer cow pats, your suntan is pretty feeble, and the way that you interact with the car is very different.

Put somebody like Ponch or Dylan in a car and they’ll figure it out in minutes. Me? I’ll take a bit longer, and that’s why I reckon I’m going to be a little more representative of what the average buyer might have to contend with when they’re considering such a technologically advanced car as this Exceed Tourer version of the Outlander PHEV.

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Over the next few months, it’ll be put through its paces – daily quick trips around the inner west of Melbourne, stretching its limits off road, and lugging camera gear hither, thither and yon.

Yes, the Outlander PHEV is a familiar face on Australia’s roads, having first debuted way back in 2013. This fourth generation appeared in 2022 and, by common consensus, is a huge step forward from its predecessor in terms of refinement and quality.

I like the idea of a plug-in hybrid in that it emphasises a certain environmental responsibility and minimising emissions but doesn’t carry with it the range anxiety that’s always nagging in the back of your mind if you choose a full EV.

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And, with my work often requiring me to cover big mileages, that’s a worry that I could probably do without.

Depending on how broad your take on this sort of thing is, plug-in hybrid crossover/SUV rivals could include vehicles such as the $64,990 Cupra Formentor VZe, the $78,500 Alfa Romeo Tonale Q4, and the $82,915 Peugeot 3008 GT Sport, but none offer the space and easy utility of the tried and trusted Outlander. Small wonder it’s long been Australia’s favourite plug-in hybrid.

As tested, this is a top-spec Outlander PHEV Exceed Tourer AWD – a five-plus-two (or ‘seven-seater’ in Mitsi-speak) – priced at $71,790. But should you wish to jump into the Outlander PHEV family at a more accessible price point, things kick off at $57,290.

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Refinements such as two-tone leather upholstery, front massage seats, and rear-seat heating set the Exceed Tourer apart from the other Outlander models. You’ll also find a 10-speaker Bose stereo, tri-zone climate control, rear door sun blinds and a panoramic sunroof.

As an inner-city dweller with a large 4×4, I occasionally feel a little judged, but endeavour to ride, walk or take public transport when I can, and use the Outlander for longer adventuring and work commuting.

Mitsubishi claims a combined economy of 1.5L/100km, but it’s clear that this figure is very dependent on how often you get to plug the thing into the mains.

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I’ve also been button-happy, swapping and changing driving modes like free TV channels to find what’s better. There’s Normal, EV, Save and Charge.

I’m getting to grips with how they each function, but it’ll take a few more kilometres under the Outlander’s belt to report on exactly what effect they have on its efficiency.

The interior feels spacious, with the glass roof adding to an airy feel. The front seats feel comfy, but I’ve found the base of the seat quite long for my 5ft 1in stature and it cuts circulation a little on longer drives. Seat warmers are welcome in a Melbourne winter, but the jury’s still out on the massage function. Maybe it’s best saved for a long day and drive home.

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On collection, the third-row seat combination caught me unaware, thinking I was stuck with the rear seats folded up with only a small, deep boot with 161 litres.

It took reading the instructions on folding down the third row to discover, to my excitement, a large and fully flat luggage base with all seats down to house my mountains of camera gear or camping paraphernalia. In standard two-row configuration, space is reasonable at 461 litres.

I have some big trips planned and some serious hauling tasks for the Outlander to undertake in the next few weeks that’ll really test its mettle. But for now, this PHEV newbie is enjoying the journey.

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Part 2: Things that go bump in the night

• This month: 781km @ 6.1L/100km
• Overall: 1542km @ 6.0L/100km

Dark, cold, early starts are part of the gig if you sign up to be a car photographer, but even after all these years, I’m still not a natural.

Today I’m on dog-walking duties at, checks clock, 6:02 am. It’s not quite windscreen defrost territory, but not far off and I’m setting out to meet a mate to walk my four-legged bestie, Cleo.

Donning more layers than I care to load in one wash, they’re having the unfortunate effect of temporarily insulating me against the Outlander’s heated seats, even on the maximum level three setting. Fail. I prod the start button and attempt to clack the shifter back into drive and – clunk. I ought to have learned by now.

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One press on the starter button and the Outlander’s accessory system comes to life.

You need a longer hold to actually make the PHEV system ready to drive. It’s something that’s repeatedly frustrated me, and its simple, but I’ll get it right eventually.

In EV mode it whispers out the driveway. I can see how close I’m getting to the topiary (okay, a bush) with the 360-degree cameras, a revelation I’m loving; great vision and no disgruntled neighbours aside from the odd-sounding duck quack as you reverse.

Perhaps I’ve become a bit lulled by the Outlander PHEV’s silent progress away from my house because I’m suddenly scared witless by an almighty thud. Even the dog looks shocked. After a bit of poking around in the luggage bay, I realise that the folded third-row seats have the propensity to raise up and then crash back down when the vehicle’s negotiating speed humps at anything faster than a crawl.

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Unless I can lock them down, this is going to be annoying as my inner-city suburb is riddled with ’em.

In the last few weeks, I’ve attempted to spend the majority of my time in Eco mode to maximise driving range, accelerating gently, capitalising on the regenerative braking to slow and recharge. The early figures showing 2.2L/100km and 91% EV and I felt genuinely chuffed that I was making a difference.

What I wasn’t expecting was the length of home charging time. 12+ hours was giving me a mere 58 kms. The charging process seemed straightforward enough, but on a few occasions it just wouldn’t charge. Hmmm. Might need to resort to reading the instructions after all.

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Some quick observations? On the job, with my four-legged assistant Cleo in tow, her doggy bed matches the supple two-tone interior so perfectly that sometimes you need to double-take to spot her: a match made in heaven. 

I’ve experimented with the Charge setting and this sends the fuel consumption straight up to 8L/100km, but I’ve never felt tempted to use a public charging station. CarPlay is a sinch to connect and hasn’t dropped out on me yet.

The head up display is fantastic with no adjustment required and even shows what song you’ve skipped to on Spotify while smashing out distance, and the Bose sound system is excellent.

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With easy dial-selected drive mode selections, I head onto the dirt and find the Outlander’s ride remains fairly composed even on corrugations.

I splash through a modest stream, but I’m acutely aware that this is no Defender. That becomes apparent when I arrive at my location and  the entry to the harder off-road section has a big hump that exceeds the Exceed’s ground clearance. Perhaps that’s why it’s there, but it reminds me that this is a case of horses for courses.

On that note, the Outlander’s proving a convenient work horse with huge flat luggage space all rear rows down, and it’s loaded up up for several taxing shoots in winter.

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Extending the cars use into a moving tripod the regen helps to hold a steady speed as I sit a couple of metres from the rear of a near-million dollar Ferrari 296 GTS in fairly harrowing conditions. The Outlander makes it all seem easy.

I love my cars having owned numerous hot hatches, owing a large 4×4 and a classic BMW 2002, I’m not too proud to admit the plug-in hybrid tech initially puzzled me, but gradually I’m being converted to hybrid.

I want to make a difference whilst doing short commutes, but I still need some longer legs for my regular long weekends away. I’ll be testing this couple of months as I head north to Byron for a sunny break.

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Part 3: Running on empty

• Price as tested: $71,790
• This month: 832km @ 6.4L/100km
• Overall: 2374km @ 6.2L/100km

Ellen’s been playing fuel light bingo but the Mitsi has the last laugh

I wasn’t sure whether it was the clearing fog into the warmth of an unusually sunny autumn day, my sense of adventure or just reminiscing about car flicks of old, but I’m reminded of 1982’s Running On Empty. Or, as a blind man once said: “You cats need any go juice, its 10 miles up the track!”

Upon closer inspection, that random recall was being sparked by something a good deal more tangible, the low fuel light, which I’d been subconsciously ignoring for the last 70+ kilometres. Then the battery distance just blipped to zero. Okay, this was getting my attention.

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I’m not quite in Woop-Woop, but I’m not far off, on a photoshoot that calls for big country, and I thought a self-appointed challenge could be fun.

Fully charged overnight (I’ve got this worked out now) with stated 67km battery range, I switched to SAVE mode. Rookie error.

I punched in my rendezvous point – Glenburn, 95km northeast of the big smoke. The fuel level sits just above a quarter, which seems enough range for my return.

Google Maps send me the scenic route, twisting through Kinglake. The Outlander’s making light work of this. Low-effort schlepping is its forte, the light but accurate steering allowing you to position it deftly on the way into corners.

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It’s almost too easy and a certain curiosity sets in. I switch the regenerative braking on and noticed it chewing some of my battery range, something I didn’t expect.

Turned off, the brakes feel more natural and, somewhat counterintuitively, the Mitsubishi’s overall range indicator tickles up by a few kilometres. Didn’t expect that. We arrive at our shoot location in thick fog and try to climb out of it on a mountain road with plenty of loose rock.

The Outlander’s suspension is working hard, knocking and rattling. But while it was clearly getting a good workout, body control was better than you might expect considering the rough surface.

Mitsubishi has spent some budget on isolating the cabin from drivetrain and suspension noise, and I was just thinking how the Outlander could cover a lot of bases when BING, the ‘low fuel’ lights up.

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Perhaps I’d been exercising it a bit harder than I’d imagined up that incline, but this could reasonably be described as A Problem.

I try to explain to my colleague that we had a little issuette, and he points out that running the Outlander in Save mode might retain my electric juice for later city driving, but it doesn’t do a whole lot for my fuel economy in the meantime. Cue a lecture on how engines tend to work better as engines rather than electrical generators.

After some wandering around to get a bar of reception, I figure out where the nearest BP is and I reassure myself that all is good.

With multiple laps of back tracks and a flat tyre on the feature vehicle, the afternoon sun hangs lower as we finish up for the day. Unfortunately, our off-road activities have taken us a long way from the servo.

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I realise that I have only 37km battery range but when the fuel and battery range are combined, it looks like I’ll be able to make it back to my place with a massive four kilometres of range showing. That’s no smell of oily rag – that’s barely a sniff. It also feels like a challenge.

As I make the trek down, I gain some battery range again, giving me a little more optimism. A fuel station appears but I’ve done that most illogical of things. I’ve committed to this plan. Others might call it the sunk-costs fallacy. There’s some emotional capital tied up into reaching home, dammit!

As I’m nearing the outskirts of Melbourne, the fuel goes to zero. Before I choke my fuel filter with detritus, I switch into EV mode.

I’m initially confident and then the EV range seems to start falling like a stone. Suddenly it vanishes, the LCD display blankly showing –.

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I curse myself for my blithe overconfidence, realising that at any moment I’m going to be pulling over at the side of the road and phoning a friend to meet me with a fuel can. I round a bend and there is my glowing beacon of salvation, a BP servo!

The pressure requires a personal pit stop first. I reset the trips and the battery charge remaining shows as 16km left and a total battery and fuel 49km. I could’ve made it. Little did I know the battery apparently keeps about 20 percent charge when showing empty. Oh well. Now I know.

Next up, I’ll try an urban EV-only challenge. How low can I keep fuel consumption and how many kilometres to a tank will I get?

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Part 4: Going full eco

• Price as tested: $71,790
• This month: 1601km @ 3.4L/100km
• Overall: 3974km @ 5.1L/100km

Revhead Dewar loving the Outlander quiet life.

One of the things that gets me about electrified cars is the absolute partisan nature of it all – namely that if you like a vehicle that draws power from a battery, you couldn’t possibly also like a chunky V8, and vice versa.

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It’s complete rubbish, of course – something I’m given to ponder as a 5.7-litre Monaro gives it a blip next to me at the lights.

I roll onto the throttle as we ascend the on-ramp with no soundtrack other than a faint whine from the Outlander’s electric motor, but crack open the window a couple of inches to hear the small-block disappear up the road. The sound gets me a bit nostalgic and I realise how far we’ve come from my childhood in dad’s garage pumping myself up and down on his trolley jack as he attempted to clear a carburettor of some unidentifiable mung.

Will these days of shed time disappear in the new era of PHEV and electric? Will the joy of driving remain for the real enthusiast? Perhaps answering that question is somewhat above my pay grade.

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Over the past few weeks, I’ve really tried to lean into the electric side of this Outlander PHEV’s personality. I admit I’ve become used to the silent driving experience of the EV – so much so that when the ICE kicks in, it sounds a bit uncouth. My morning habit is to set Eco mode and crank the re-gen for my urban tootling, though frustratingly you need to re-enter those settings every time you get back in the car. As you might expect, the PHEV works best at low to medium speeds. The re-gen braking is great in start-stop traffic, keeping the battery levels level and often increasing the range, however the off-throttle lurch needs a sensitive clog to modulate.

I’m accustomed to, and love, the responsive acceleration from standstill at the lights. I find it lighter at the wheel than my FJ Cruiser but it’s much like any user experience. Over time, it becomes your normal. I felt quite the eco poster-child arriving at a sustainable bulk foods store in electric mode, and I’m fairly sure the greenhouse gas emissions from my dog, doing her best to look innocent, were probably greater than those of the Mitsubishi.

Rather than head back home to the usual cabin fever, I take advantage of the Outlander PHEV’s regular power outlet, open the tailgate and plug my laptop in to photo edit while catching the afternoon sunshine and beach vibes in Williamstown. Not sure I’d manage too much of that in a Monaro.

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Discovering that the local charge station only has the Rapid or ultrafast Evie 150kW DC chargers of the CCS2 type was a setback though. Many charging stations aren’t compatible with the Outlander, which requires either type 2 AC, or increasingly uncommon CHAdeMO DC connectors, but after trawling the Plugshare app for type 2 chargers, I discover there are several I haven’t tried yet, roughly four kilometres away. These are claimed to quickly recharge to 80 percent capacity in as little as 38 minutes.

I’ve been solely home charging, taking a minimum of 12 hours to replenish range to about 64km thus far. So how did my electricity bill fare? Prior to the Mitsubishi’s arrival, a household of one, with no hubby or kids to sway the routine power use, was $100.25 and went up to $160 last month. That’s not bad at all in the greater scheme of things. It means that I’m getting 64km of electric range available to me each day and it’s costing $2 per day for that privilege.

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The Outlander is earning its spurs as a genuine all-rounder. It’s supremely comfortable and efficient for the local late night chocolate run, early morning gym sesh, and every chore you have on your to-do list. I’m going to give it a good leg-stretcher next month when I’m off on a family break to sunnier climes. Byron Bay is the destination and I’ll be loaded to the gunwales with camping kit. What can possibly go wrong?

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Mazda has launched a lot of large-ish SUVs in the past couple of years but make no mistake, as far as Australia is concerned, the CX-80 is the big ticket item.

It sits alongside the now-established flagship CX-90 as the brand’s seven-seat offerings, but where the CX-90 is unashamedly premium, the CX-80 is campaigning at a far more affordable sticker price.

Thing is, when you’re sitting behind the wheel, such is the impression of quality that you’d be hard-pushed to realise that fact and that could well be the CX-80’s trump card. It opens at just $54,950 for an all-wheel drive seven-seater, which means that it’s cheaper than equivalent rivals like the Hyundai Santa Fe or the Toyota Kluger. Heck, that’s mid-range Mitsubishi Outlander money. Do we now have your attention?

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JUMP AHEAD

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

How much is it, and what do you get?

What’s more, that $54,950 opener isn’t buying you some dud that’s designed purely to generate footfall into Mazda’s dealerships.

It nets you the Pure grade which is expected to be the second most popular of the four trim levels rising through Pure, Touring, GT and Azami that are equipped with the 3.3-litre straight-six mild hybrid petrol engine. Yep, that’s correct, the range opener gets a 209kW/450Nm heap of shove.

The equivalent Santa Fe coughs up a mere 172kW. The Kluger serves a paltry 184kW. In other words, Mazda is delivering plenty of engine.

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You’ll need deeper pockets if you want a 3.3-litre straight-six diesel engine, largely because these start at the $63,950 for the better-equipped Touring grade, a premium of $2000 over the petrol Touring.

The value proposition gets a bit hazier if you’ve got your heart set on one of the 2.5-litre plug-in hybrid versions of the CX-80 which open in Touring guise at $75,000. Unless you’re very disciplined with metering out its electric range, you’d likely need to cover moonshot mileages to recoup that additional outlay in terms of fuel savings.

The Pure specification, available only with the petrol engine, includes 18-inch grey metallic alloys, a 10.25-inch centre screen with a 7-inch TFT multi-information meter, wireless Apple CarPlay and Android Auto, LED headlamps with high beam control, native sat nav and Mazda Connected Services.

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Step up to the Touring and you’ll net a larger 12.3-inch centre screen, leather upholstery, seats with heating power adjustment for the front occupants and a memory function for the driver, a remote operated tailgate and a wireless phone charger.

The GT grade, expected to be the most popular, throws in 20-inch black metallic wheels, a panoramic sunroof dual 12.3-inch screens, body-coloured wheelarches and lower body cladding, heated seats in the second row, a heated steering wheel and a premium Bose stereo with 12 speakers.

The flagship Azami trim features black nappa leather for the seats, Cruising & Traffic Support (CTS), LED headlamps with bright signature, ventilated front seats and a personalised system with easy entry and driving position guide.

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Should you be feeling particularly flush, you can also spec the Azami with the $5000 SP pack which includes tan nappa leather, gloss black honeycomb grille and mirrors, dark-finished LED headlights, a suede dashboard panel, a two-tone steering wheel and second row captain’s chairs.

Should you spec that onto a plug-in hybrid CX-80 Azami, the sticker price climbs to a not insignificant $92,200. Less can be more.

Eight body colours are offered. Deep Crystal Blue Mica, Platinum Quartz Metallic and Jet Black Mica are offered at extra cost while the hero colour is Melting Copper Metallic, Rhodium White Metallic, Artisan Red Metallic, Soul Red Crystal Metallic, and Machine Grey Metallic all attract a $995 surcharge.

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How do rivals compare on value?

When you pause to consider that the Mazda CX-80 is, in effect, a stretched version of the five-seat CX-60, it appears extremely strong value, in an intra-company sense at least.

A 3.3-litre petrol CX-60 GT is priced at $68,400 while the equivalent CX-80 retails at only $550 more. That money buys you a vehicle with a whole extra 250mm grafted into its wheelbase, and when it comes to packaging people, wheelbase is key.

So let’s consider that measure for a moment against, say, Toyota Kluger. This is, by most people’s measure, a very large family SUV, yet the tale of the tape shows that the wheelbase here is a mere 2840mm to the CX-80’s 3120mm. Overall length of the Toyota is also down on the Mazda, with the Toyota measuring 4966mm stem to stern and the CX-80 a nadge bigger at 4990mm.

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The Kluger’s 2.5-litre hybrid engine is notably down on peak power and the popular GXL mid level grade costs nearly $68,000 for hybrid petrol.

That’s almost on par pricewise with the CX-80 GT petrol ($68,950) and there’s no doubt that the Mazda is better equipped and presents better, even if its 48v mild hybrid system isn’t anything like as economical as the Kluger’s full hybrid powertrain.

How about the box-fresh Hyundai Santa Fe? That’s a class act and is offered in petrol hybrid across the board. Again the Hyundai scores in terms of overall fuel parsimony, but you’d need to spend $75,000 on the range-topping Calligraphy model to get yourself a version of the Hyundai that feels as if it nears the Mazda’s interior finish and sense of occasion. Again, the Hyundai is considerably shorter (4830mm) and smaller in between its axles (2815mm) than the Mazda.

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It’s also worth pointing out that for $54,950, the entry-level CX-80 is competing against the likes of the Mitsubishi Outlander and upspec Nissan X-Trails and Toyota RAV4s on price yet feels a world away in terms of what you’re getting for your money.

Mazda’s Connected Services is a new feature on the CX-80. This allows you to stay in touch with the vehicle via the MyMazda app, enabling you to locate the car, monitor its health status, send navigations instructions directly to it, track it if it’s been stolen, remote lock it, flash its lights, alert you if the vehicle is being driven outside of a user-specified geofence or curfew time and will connect to emergency services in the event of an accident.

The first three years of the subscription are complimentary, after which a fee will apply.

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Interior comfort, space and storage

Those of you with a head for arcane car facts might well remember that Mazda’s old CX-8, which the CX-80 effectively replaces, was a stretched version of the CX-5.

It was built like this for the Japanese domestic market, whereas the bigger cars like the old CX-9 were export-spec only. Much the same has carried forward to today, with the ‘narrow body’ models like the five-seat CX-60 and this seven-seat CX-80 fitting into Japan’s domestic infrastructure a lot better than the behemoth wide-body CX-70 and CX-90.

Sit inside the CX-80 and you don’t immediately feel that it’s 1890mm wide, rather than the 1994mm of the more senior models. But then you don’t think of the Hyundai Santa Fe, the Volvo XC60 or the Kia Sorento – SUVs of similar width – as being particularly wasp-waisted.

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There’s a decent amount of head and elbow room up front, with stacks of adjustment for the wheel and the seating position.

All round visibility is reasonably good, with only the chunky C-pillar limiting over shoulder vision. There’s a fairly sizeable dual-lidded centre bin between the front seats, big but not huge door bins and a sensibly-sized glove box.

The infotainment system conforms to a Mazda principle whereby the designers would rather you didn’t interact with it by touching the screen on the move. Instead you use a rotary controller and the head-up display to manage information. Yes, you can set it up to act as a touchscreen, but again you’re somewhat stymied by Mazda’s dogma.

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In order to not have to refocus your eyes each time you look to the touchscreen, as is the case with most cars, Mazda reckon that mounting it far way on the dash top makes driving safer.

Therefore, if you do click the option in a menu which allows you to use the touch screen while driving, you’ll find it’s too far away to easily reach. What’s more, if you do try, the heel of your hand will rest on the hazard light switch. Not ideal.

Step back a row and the middle row of seats sits high, offering a good view forwards. This will mean that taller passengers might brush their heads against the roof, not helped by a few centimetres of space robbed by the dual-pane panoramic glass roof (where fitted). There is a decent amount of recline and some slide for the second row, which makes it a lot easier to find a comfy position and legroom can be stretched right out. Even in this row, there’s a pair of USB-C slots and air con controls. Heated seats too if you spring for the GT grade and up.

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The two rearmost seats are a bit of a squeeze, the data sheets showing that there’s 54mm less shoulder room than the old CX-8 back there but 29mm more headroom. This row gets USB-C slots and its own AC vents.

With all three rows of seats in place, the CX-80 offers 258 litres of space to the seat tops, enough for a baby stroller or the ubiquitous golf bag. This figure also includes the underfloor cargo space, handy when you’re looking to keep valuables out of sight.

With the third row of seats down, the VDA figure is 566 litres, while if you really want to have you CX-80 acting like a removals truck, you can drop both rows and carry up to 1971 litres (to the head lining). And yes, when you read the words ‘underfloor cargo space’ you’d best believe that means that there’s no spare wheel and tyre set, Mazda instead providing you with a can of mobility foam and a compressor instead.

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What is it like to drive?

What is the CX-80 like to drive? Before we jump into that question, let’s turn things around and consider how it ought to drive.

You won’t buy a CX-80 unless you really need seven seats because the CX-60 is available for less if you don’t need the long wheelbase and extra space. So therefore, it’s safe to assume that this is an SUV that will be bought by big families. It will be carrying your children, your children’s gear, and your significant other.

This brings with it a weight of expectation. You obviously want something unimpeachably safe and secure, but you also want something so endearingly plush to drive that your family is wafted along on a magic carpet of serenity.

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The Mazda CX-80 is not that car. It niggles and jiggles on its springs, road imperfections jolt through its superstructure and every bump that you feel as the driver is exacerbated the further back in the vehicle that you sit.

Quite how Mazda managed this with a vehicle of this size and wheelbase is utterly perplexing, because in virtually every other regard, the CX-80 is brilliant. But the ride quality could well be a deal breaker for many. Try before you buy. One caveat I’d like to mention is that all of the cars I drove were fitted with large wheels of 20 inches plus.

The entry-level Pure is fitted with an 18-inch wheel with a more generous amount of tyre sidewall, so this may well be the best riding of the lot. We’ll update this as and when we get a chance to have a spell in that version.

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On a twisty road with good surfacing, it’s a blast to drive. It has a really strong front end and its resistance to roll is uncanny, but these are not qualities at the top of a seven-seat family SUV buyer’s shortlist.

Likewise the eight-speed transmission software has been updated such that the CX-80 isn’t afflicted by the same jolts and hesitations that afflicted earlier models built on the Large Product platform.

Special mention should be made of the brakes. The CX-80 uses 347mm ventilated discs up front and has 328mm ventilated discs at the rear (350mm for the PHEV). They offer plenty of stopping power and, in the PHEV, the handover from re-gen to friction braking is nicely judged.

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Of the three engines, the diesel probably suits the CX-80’s personality the best, offering a creamy power take up augmented by a little electrical torque fill.

Again, there is a fly in the ointment. You may well be choosing the diesel because it has the most torque (at 550Nm) in the CX-80 line up and is therefore the one to go for if you want to tow something hefty. Not so quick. At 2000kg braked, the diesel actually has the lowest towing capacity.

The plug-in hybrid and the petrol are both rated at 2500kg. When I put this to the program engineer in charge of CX-80, he said this was because of cooling limitations, which isn’t the most encouraging response in a hot climate market.

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So let’s look instead at the petrol engine. No, it can’t match the diesel’s torque or fuel economy, but it sounds purposeful and, because it’s lighter, the front of the car feels more alert and less prone to pitching.

It’s where my money would go. The plug-in hybrid sips fuel and feels very pleasant when put under next to no demand. When prodded, it’s somewhat raucous which contrasts with its electric hush.

The batteries are mounted low in the car, giving it a low centre of gravity, but all of that engineering rectitude is again undone by Mazda’s blind spot over this car’s unresolved damping.

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How is it on fuel?

The 3.3-litre mild-hybrid petrol engine manages a combined fuel economy figure of 8.4-litres per 100km.

If you’re running this car for three years, doing 30,000km a year and putting in 95RON at, say, $1.90 per litre, that’ll mean a three-year fuel bill of $4788. Those same mileages for the 5.2L/100km of the 3.3-litre diesel (assuming diesel fuel at a similar price) come to $2964.

As for the plug-in hybrid, that’s a tougher thing to calculate. Mazda quotes a figure of 2.7L/100km, but this is contingent on how you’re using it. If you’re commuting 30km to work and 39km home, you could conceivably do that on electric power alone, plugging in the car overnight and using zero petrol. On a cross-country drive route with some fairly press-on driving, we saw an average of 5.4L/100km.

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How safe is it?

The CX-80 has yet to be ANCAP tested and it’s likely to achieve a five-star score, although we naturally wouldn’t bet the house on that.

There’s a massive stack of safety kit included as standard with the CX-8 which include:

In practice, the safety systems seem to work very well, with little in the way of false interventions, on the highway at least.

The lane keep assist can be a bit intrusive if you’re hustling along a quiet country road, often tugging annoyingly at the steering wheel. It takes quite a delve into the menus to switch it off, but it’s worth the effort for more faithful steering feel.

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Warranty and running costs

Like the rest of the Mazda range, the CX-80 is supplied with a five-year unlimited kilometre warranty. Mazda’s five-year premium roadside assist is also part of the deal.

The servicing schedule and pricing is pretty transparent, with details for the 3.3-litre petrol listed below.

The prices are maximum payable for standard scheduled servicing under normal operating conditions for the nominated months/kilometres (whichever occurs first) up to a maximum of five services.

You may be expected to pay for normal wear and tear items such as tyres and brake pads, with possible extras for maintenance for vehicles that have experienced especially hard use.

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VERDICT

The Mazda CX-80 gets so much right. It’s big, the petrol and diesels are keenly priced, it’s safe, beautifully finished inside and out and looks more expensive than it is. All of the hard work appears to have yielded the right results.

The big caveat concerns this vehicle’s ride quality which, as it stands, doesn’t approach the class average. With better damping, the CX-80 could easily be challenging for class honours.

As it stands, it’s the sort of vehicle that never feels settled on the road. With a family on board, the shine will be taken off every journey due to the flinty and restless ride quality, the bouncing over road imperfections that are especially noticeable in the back and the poorly isolated noise pathways from road surface to the passenger cell.

This is such a shame and Mazda has clearly invested in this vehicle and done so much right. It needs more work. I have little doubt that this handsome and well-equipped SUV will come good but as it stands, it’s very much a case of try before you buy.

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The next-generation 2025 MG ZS will land on Australian shores before the year is out, intent on continuing its dominance of the small SUV segment.

While familiar petrol versions will arrive first, the range will be bolstered by an all-new hybrid version in 2025, using the powertrain from the new MG3.

Local pricing and specifications are yet to be released, but we are able to extrapolate a lot of detail from the UK press information that’s already public.

Powertrains

Most variants will use a 1.5-litre non-turbo petrol four-cylinder engine, while higher specs like the current ZST Excite and Essence will add a turbocharger. All petrol engines will now be teamed with a CVT transmission.

The new ZS Hybrid+ uses the same 1.5-litre four-cylinder engine but teams it with a 100kW/250Nm electric motor for a combined system output of 144kW. This is claimed to accelerate the hybrid ZS from 0-100km/h in 8.7sec.

Of more relevance is its fuel consumption, and while local figures have not yet been confirmed, its European WLTP claims are 5.1L/100km with 115g/km CO2.

A replacement for the MG ZS EV will also appear, but it’s now called ES5 and sits on the same rear-wheel drive architecture as the MG4.

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Interior and features

If the UK specifications are anything to go by, all MG HS variants will come with a handsome level of standard equipment.

This includes keyless entry, LED headlights and taillights, a 12.3-inch touchscreen infotainment system with smartphone mirroring, native satellite navigation and live services, rear parking sensors and camera, a 7.0-inch digital instrument display and auto lights and wipers.

Step up the model grades and you’ll add 18-inch alloy wheels, rear privacy glass, leather-style upholstery, a six-way electrically adjustable driver’s seat, heated front seats and steering wheel and a 360-degree camera.

Safety and driver assistance

Active safety assistance will take a big step forward, as the current base model ZS is not even fitted with autonomous emergency braking (AEB), which became compulsory for all newly introduced models from March 1, 2023, and will be compulsory for all models on sale from March 1, 2025.

MG’s Pilot system will be standard across the range, with adaptive cruise control, AEB with pedestrian and cyclist detection, lane departure warning, blind-spot detection, forward collision warning and traffic jam assist.

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Pricing, sales and warranty

While local pricing is not yet known for the 2025 MG ZS, it is certain to rise, merely because it couldn’t fall, especially when in early 2024 driveaway prices were cut to $22,990 for the ZS and $25,490 for the ZST.

Based on the increased safety and equipment, we’d expect a similar price rise as that applied to the new MG3 of around $5000, which would still make the new ZS one of the most affordable small SUVs on the market.

It will also be covered by MG’s newly-announced 10-year/250,000km warranty.

Introduced at the very tail end of 2017, the MG ZS had a soft start, racking up sales of 1692 (2018), 3729 (2019) and 5494 (2020) in its first three years. This then exploded to 18,423 in 2021, before continuing to go from strength to strength with 22,466 and 29,258 sales in 2022 and 2023 respectively.

While this has softened slightly in 2024 with 16,907 sales as of September 30, it is still the clear leader in the small SUV segment.

It’s the obvious next step: where a ute goes, an SUV variant must follow.

It’s not a universal rule, of course.

While models like the Ford Everest, Isuzu D-Max, Mitsubishi Pajero Sport and Toyota Fortuner all sprang from the underpinnings of their ute siblings, other utes like the Mazda BT-50, VW Amarok and Nissan Navara no longer have direct descendants in the local SUV space.

Kia’s newly revealed Tasman ute has quickly become the subject of speculation on that front, however, with the company still lacking a proper ladder-chassis 4×4 SUV in its global line-up.

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For now, the brand would like to focus on the fact that it finally has a ute of its own, but can we expect an Everest-rivalling SUV to follow somewhere down the line? Kia dealers are sure to be asking.

To that end, our mate Theottle has rendered his own speculative take on how a Tasman-based SUV might look.

You’d be forgiven for thinking the result looks more than a little like the new Prado, although any side-by-side comparison will quickly dispel that notion.

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Theo’s solution for the rear door handle is clever, too, positioned as it is within the leading edge of the Tasman’s polarising rectangular cladding.

What do you think of the Tasman SUV’s look? What would you name it? The Kia Abel is probably reaching a little…

Tell us in the comments below!

Deepal Australia has opened orders for its new electric SUV, the S07, with a starting price of $53,900.

Manufactured under the Deepal brand by Chinese carmaker Changan, the S07 electric SUV is scheduled to reach customers in early December 2024 through new retail outlets in New South Wales and Victoria.

The S07’s single-spec price gives it a strong position against the popular Tesla Model Y, beating the RWD model’s starting price by around $2000.

As with all new brands, Deepal will also need to compete with Tesla’s brand appeal, although its more conventional SUV shape could prove compelling enough to steal buyers away.

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Key specs and features

The Deepal S07 is driven by a single electric motor at the rear axle, producing 160 kW of power and 320 Nm of torque.

It draws energy from an 80kWh battery pack, claiming a driving range of up to 475km (WLTP).

The S07 benefits from DC fast charging, although its peak rate of 92kW makes it slower to charge than most rivals, at 50 minutes for a 10-80% charge.

The Model Y will charge at 170kW, while newer models like the Hyundai Ioniq 5 will do around 250kW – allowing for a 10-80% charging time of 18 minutes.

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2025 Deepal S07: The basics

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Interior and technology

Designed at Changan’s own studio in Turin, Italy, the S07’s cabin features a wrap-around console with synthetic leather seats that are both heated and ventilated.

Infotainment is through a Tesla-style single 15.6-inch display, featuring gesture recognition to control music, calls, and other functions with hand movements.

There’s also an augmented reality head-up display (HUD), projecting key information like navigation and speed onto the windshield.

The Sony audio system features speakers embedded in the driver’s headrest, positioned to deliver “focused audio” like navigation prompts, without disturbing passengers.

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Safety features and driver assistance

The Deepal S07 comes standard with a market standard suite of passive and active safety features, including adaptive cruise control, lane-keeping assist, and automated emergency braking.

There’s also a pet and human detection mode, alerting the driver if a person or pet is left inside the vehicle after parking.

Additional features

The S07 offers a 125-litre front trunk (frunk) for additional storage, suited for items like shopping bags or charging cables.

Scenario modes include a ‘Nap Mode’ that locks the doors, maintains climate control, and plays soothing sounds while parked. The vehicle also features an audio-visual ‘Bonfire Mode,’ simulating campfire sounds and visuals for in-car entertainment.

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Warranty, servicing, and exclusions

The S07 is sold with a seven-year/160,000km vehicle warranty and an eight-year/240,000km battery warranty.

The initial service is scheduled at 5000km or six months, followed by regular intervals of 10,000 km or annually. Servicing costs have not yet been confirmed.

12 months of complimentary roadside assistance is also offered.

Charging options and incentives

As with many other brands, Deepal is throwing in a charging package with the S07.

Customers ordering the S07 before January 31 will get a 12-month subscription to the Evie public charging network included.

Deepal has also partnered with EVSE Australia to provide home charging options, offering installation services for compatible smart chargers. An accessory EV home charger is also available for purchase.

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Availability

Orders for the Deepal S07 are now open via the Deepal Australia website or authorised retailers.

For now, Deepal’s retail footprint is limited to NSW and Victoria, with showrooms at the following locations:

JUMP AHEAD

• Aston Martin Vanquish
• Bentley Continental GT Speed
• BMW M4 CS
• Chevrolet Corvette E-Ray
• Ford Mustang
• Ferrari 12cilindri
• Hyundai i20 N update
• Hyundai Ioniq 6N
• Lamborghini Temerario
• Maserati GranTurismo
• Mini JCW
• Porsche 911
• Toyota GR Corolla and GR Yaris

Aston Martin Vanquish

Aston’s mega-coupe is now in its third generation, and while there’s still a V12 lurking under its long bonnet, it’s sprouted a pair of turbochargers and now throws 614kW and 1000Nm at its rear wheels through an eight-speed auto.

It’s the grandest of grand tourers, but its price tag is just as mighty as its powerplant. At a colossal $737,000 before on-roads, it’s a very, very exclusive group that will wind up with a 2025 Vanquish in their carport.

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Bentley Continental GT Speed

Now in its fourth generation, we’ll see an all-new Bentley Continental land on our soil in 2025 in the form of the ultra-muscular Continental GT Speed.

It debuts as the first high-performance hybrid model for Bentley, with the 2025 Continental GT Speed being a plug-in hybrid that not only boasts enough battery capacity to motor for 80-ish combustion-free kilometres, but also flexes 575kW and 1000Nm for those occasions when Sir or Ma’am would very much like to be unkind to the environment.

All of that mumbo comes from a 441kW twin-turbo 4.0-litre V8 and a 140kW electric drive motor, so if anyone ever describes the new GT Speed as being “green”, know that they really just mean “green(er than the old W12)”. Or perhaps they’re just talking about the car’s colour. The era of 12-cylinder hi-po Bentleys might be over, but with the new GT Speed’s hybrid bent-eight blasting out 90kW and 100Nm more than its 12-pot predecessor, that hardly seems like a regressive move.

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BMW M4 CS

Arriving in late 2024 as a 2025 model, the BMW M4 CS is the most athletic interpretation of BMW’s two-door coupe counterpart to the M3 CS, a car it shares much of its mechanicals with.

An increase in turbo boost sees engine outputs jump to 405kW and 650Nm, 52kW more than a regular M4 and 15kW above that of the M4 Competition. Coupled with a reduction in mass to 1760kg, the all-wheel drive, automatic-only M4 CS can run from rest to 100km/h in just 3.4 seconds.

Want one? You’re probably already too late – only fifty examples of the $254K BMW M4 CS are headed our way.

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Chevrolet Corvette E-Ray

Does the idea of an uber-quick petrol-electric Porsche 911 GTS sound tantalising, but your budget doesn’t quite stretch to such lofty heights?

America’s got what you need, baby. Chevrolet’s first-ever hybrid Corvette, the Corvette E-Ray ain’t cheap at $275,000 before on-roads, but that’s about $31K less than what an entry-spec 911 Carrera T costs – let alone the 911 GTS. Meanwhile the electron-enhanced Yankee smashes out a colossal 488kW and 806Nm from its 6.2-litre V8 and electric drive motor, and sprints to 100km/h in a hypercar-quick 2.5 seconds.

Launched locally in late 2024, the Corvette E-Ray is now available to order through GMSV.

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Ford Mustang update

The S650 Ford Mustang is still fresh outta the oven, having launched in Australia in the second half of 2024, but for 2025 Ford will add the Bronze Pack as a replacement for the Black Pack that was available at launch.

It doesn’t comprise of much, namely a ‘Sinister Bronze’ finish for the Pony badge in the front grille, the 19-inch alloys, and the GT/5.0 badges on the Mustang GT, and is priced at $1950. Besides that, the only other change for Ford’s popular Pony is the addition of Molten Magenta to the colour palette as a $700 premium paint option.

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Ferrari 12cilindri

The successor to the Superfast, the Ferrari 12cilindri gives no prizes for guessing what’s under its carbon-fibre clamshell bonnet.

A 610kW 6.5 litre V12 that screams to 9500rpm is, naturally, the centrepiece of the 12cilindri, but an all-new aluminium chassis also promises a degree of dynamic pleasure to match that potent powertrain. Clothing it all is a supermodel exterior with a classic long-bonnet, cab-rear profile and a front fascia that recalls the classic Ferrari 365 GTB/4 Daytona – a motif that also appears on the Ferrari F80 hypercar, which is also due to make a 2025 debut.

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Hyundai i20 N update

Copping the mildest of facelifts, Hyundai’s i20 N will survive into 2025 in Australia despite being deleted from the hot-hatch-loving European market earlier in 2024.

There are no changes to the 150kW/275Nm turbo 1.6 that powers its front wheels, but some additional infotainment functionality constitutes the bulk of its 2025 spruce-up. The good news is, the driving experience should be just as sparkling as it’s always been, and with the $35,500 i20 N being one of the most affordable performance cars on sale today, it’s certainly a car that should be on the radar of Aussie driving enthusiasts.

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Hyundai Ioniq 6 N

Previewed by the racy RN22e concept and since spied as a pre-production mule, it’s no great secret that Hyundai is cooking up a companion to its spicy Ioniq 5 N electric performance hero.

What’s interesting, however, is that though the mechanical package is expected to track closely to what’s found in the 5 N, the Ioniq 6 N could offer a level of performance that’s even higher thanks to its lighter weight and slipperier body.

Timed to arrive in line with a facelift for the Ioniq 6 family, Hyundai’s new N car should be a scorcher. Expect an official announcement sometime in the first half of 2025, with global sales starting later that year.

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Lamborghini Temerario

Though Lamborghini has already dropped official details of its aggressively electrified Huracan replacement, the Temerario, this one isn’t actually one we’ll be seeing in 2025 – instead, expect it to finally reach Aussie roads in 2026.

When it does eventually arrive, the Temerario will supply huge performance from its electrified twin-turbo V8 powertrain, which will rev to 10,000rpm and produce a combined output of 676kW. Zero to hundred? A mere 2.7 seconds.

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Maserati GranTurismo Folgore

After launching new-gen versions of the GranTurismo and GranCabrio in the middle of 2024, Maserati’s big move in 2025 will be to bring an all-electric version of its shapely two-door to the Australian market.

Due igattn the first quarter, the battery-operated GranTurismo Folgore will deploy an 800-volt architecture and funnel electrons from its 92kWh battery into three 300kW permanent-magnet motors. Straight-line performance will be mega, with a 0-96km/h sprint claim of 2.7 seconds.

A GranCabrio Folgore will closely follow the hardtop.

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Mini JCW

A new generation of John Cooper Works Minis will arrive in 2025, with the F66 Mini JCW Hatch and F67 Mini JCW Convertible landing in Australia in the second quarter.

Both will be powered by the same 170kW/380Nm two-litre turbo petrol engine, driving the front wheels via a dual-clutch automatic and running to 100km/h in 6.1 seconds for the hatch, or 6.4 seconds for the heavier convertible.

Priced from $57,990 and to be offered in two sub-grades, one offering higher-performance tyres and active seat functions to better hold the driver in place, the Mini JCW lands in Q2.

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Porsche 911

From the first quarter of 2025, Porsche will roll out the first two models of its facelifted 992.2-generation 911s – the base Carrera and the landmark petrol-electric Carrera GTS hybrid – with the Carrera T and the Carrera S joining them in the second quarter.

The GTS Hybrid will be offered in both RWD and AWD form, and produces a total of 398kW and 610Nm from its single-turbo 3.6-litre flat six (with the turbocharger itself being electrically boosted to eliminate lag) and electric drive motor combo (the latter of which contributes 40kW/150Nm).

The 911 Carrera T, meanwhile, will land exclusively as a six-speed manual-only offering pitched squarely at driving enthusiasts, with a relatively modest 290kW and 450Nm from its 3.0-litre twin-turbo six. Expect more 992.2 variants to break cover in the back half of the year – including what is sure to be the most powerful iteration of the mighty 911 Turbo to date – as well as a renewal of the 911 GT3 range, which is available to order now with deliveries slated for the second half of 2025.

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Toyota GR Corolla and GR Yaris

Toyota’s hot hatch brothers receive a fettle n’ tweak to add a few more herbs and a substantial improvement in liveability, with the headline news being the addition of an automatic transmission option for both.

Engine enhancements deliver 24kW more power and 30Nm more torque for the GR Yaris while the Corolla gets a 30Nm bump (power remains at 221kW), while the Corolla also gains a suspension retune. The Yaris, meanwhile, receives a much-needed interior re-sculpt to improve cabin ergonomics – one of that models’ major weakpoints.

The pair of Toyota hot hatches are scheduled to receive their updates just before the start of 2025.

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There’s no Most Improved Award in the automotive industry, but if there was the new MG HS would certainly be in with a shout of needing to write an acceptance speech.

Its predecessor had its strengths and its weaknesses, but this new model rectifies most of the latter and extends the former. It’s another example of the steep upward trajectory of improvement the brand finds itself on and is worth a look for any mid-size SUV buyer.

And that’s before you get to how much it costs.

JUMP AHEAD

• Pricing
• Body styles
• Standard features
• Additional features
• Technology
• Safety
• Comfort and practicality
• Boot space
• Spare wheel
• Driving experience
• Powertrains & fuel economy
• Towing capacity
• Warranty and servicing
• Which version does Wheels recommend?
• Key rivals

MG HS pricing

Like most new models, the latest MG HS has risen in price, but in this case it’s only $1000 and its driveaway pricing makes it one of the most affordable options in its segment.

What body styles are there?

The MG HS is sold only as a five-door, five-seat wagon. It’s classed as a medium SUV and sits in the sub-$60,000 segment.

Six metallic paint finishes are offered, all at no extra cost: silver, grey, blue, red, black and white.

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What features are in every MG HS?

The features listed below are standard in every variant, unless they’ve been replaced by premium equivalent features.

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What key features do I get if I spend more?

Step one rung further up the ladder and the MG HS Excite adds 19-inch wheels, front fog lights, navigation on the instrument cluster and PVC upholstery in place of the Vibe’s fabric.

Scale one rung further again and you’ll score a sunglasses box, electric sunroof, electric folding mirrors with memory, rear privacy glass, four-way electrically adjustable front passenger’s seat, heated front seats, power tailgate and dual-zone climate control.

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What technology does the MG HS offer?

All MG HS variants feature a 12.3-inch touchscreen infotainment system with smartphone mirroring (Apple CarPlay and Android Auto), AM/FM/DAB radio, Bluetooth, four USB ports (two front and two rear) and a reversing camera.

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The mid-spec Excite adds a 360-degree camera, satellite navigation and 12 months complimentary access to MG’s iSmart app connectivity, while the flagship Essence includes an eight-speaker stereo (up from six in the Vibe and Excite) and wireless phone charging.

Driver instrumentation is handled by another 12.3-inch screen.

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How safe is the MG HS?

The new MG HS has not yet been tested by Euro NCAP or ANCAP, but its predecessor carried a five-star rating from when it was tested in 2019.

Every variant receives seven airbags (driver and passenger front and side, side-curtain across both rows and a centre airbag) and the full MG Pilot active safety suite.

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How comfortable and practical is the MG HS?

Certainly, there are no obvious clues that the MG HS is cheaper than the vast majority of its rivals. There are plenty of leather-look surfaces with contrasting orange stitching, quilted door cards, dual high-resolution screens, excellent ergonomics, the list goes on.

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It’s a thoroughly modern and very well-presented interior. The HS’s trump card, however, is acres of space. Even in the top-spec Essence with its sunroof there is ample headroom and the rear seat is extremely spacious.

Good luck to the kids wanting to kick the back of mum or dad’s chair – they’ll need very long legs. Thanks to the lack of transmission tunnel, three across is made easier by the flat floor and the often-overlooked centre pew isn’t raised unnecessarily and there’s a headrest, too.

Both outboard seats have ISOFIX points and there are a trio of top tethers.

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How much boot space does the MG HS offer?

Measuring 4655mm long, 1890mm wide and 1655mm tall with a 2765mm wheelbase, the new MG HS is 81mm longer, 14mm wider and 30mm lower than its predecessor, with an extra 45mm in the wheelbase.

This has resulted in a useful increase in luggage carrying capacity, the boot now measuring 407 litres (+44L) with the rear seats in place and 1484 litres (+197L) with them down.

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Does the 2025 MG HS have a spare wheel?

As with many new cars, and yet better than some, the new 2025 MG HS is equipped with a space-saver spare wheel only.

This will provide some buyers with better peace-of-mind than the ‘can of goo’ and compressor supplied with some models, although a space saver should not be used as a long-term solution.

I like driving, will I enjoy the HS?

A front-wheel drive medium SUV isn’t going to be the first choice for petrolheads, but by the standards of the segment the new MG HS acquits itself well.

It was developed in Europe and benchmarked against European rivals, with a more sophisticated multi-link independent rear suspension in place of the torsion beam you might expect at this price point.

Our experience thus far with the new HS has been limited to an urban environment, but that’s where the vast majority will predominantly ply their trade, anyhow.

Turbocharged torque means its performance belies the engine’s diminutive size (0-100km/h is claimed to take 9.4sec), the ride is on the firmer side but acceptable and the steering is light with a relatively tight turning circle. All in all, a polished and undemanding partner.

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

Currently, only the one powertrain option is available, a 125kW/275Nm 1.5-litre turbocharged four-cylinder petrol engine, which drives the front wheels through a seven-speed dual-clutch gearbox.

The engine requires at least 95 RON premium fuel, and it is matched to a 55-litre fuel tank.

The claimed combined fuel consumption is 6.9L/100km, with a highway claim of 5.8L/100km and an urban claim of 8.9L/100km.

Hybrid and plug-in hybrid variants are expected to appear in the not-too-distant future.

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What is the MG HS’s towing capacity?

The maximum towing capacities for the MG HS are 750kg (unbraked) and 1500kg (braked), which is enough for trailers, small boats or caravans.

Maximum payload is 475kg and the roof rails are rated to 75kg.

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How long is the warranty and what are the MG HS’s servicing costs?

No other manufacturer in Australia can match MG’s 10-year/250,000km warranty. Fixed-price servicing is available for the same duration (or 150,000km), with intervals of 12 months/15,000km.

Servicing will cost $5741 over the first 10 visits for an average cost of $574.10 per visit, though the services themselves range from $274 to $1647. See below for a detailed breakdown:

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Which MG HS variant does Wheels recommend?

Without wishing to hedge our bets, there are two. The entry-level Vibe is extraordinary value for money, a spacious and practical mid-size SUV that wants for little in terms of everyday equipment.

However, if the budget can stretch, the range-topping Essence makes a very strong for itself, adding useful niceties like dual-zone climate, heated seats, wireless charging and a sunroof, while still only costing a tick over $40,000 parked on your driveway.

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What are the MG HS’s key rivals?

The Chery Tiggo 7 Pro, Haval H6 and Ssangyong Korando are the MG HS’s primary competition in terms of size, price and equipment.

However, the mid-size sub-$60K segment is one of Australia’s most hotly contested and there is a plethora of lower-spec rivals such as:

• Honda CR-V
• Hyundai Tucson
• Kia Sportage
• Mazda CX-5
• Mitsubishi Outlander
• Nissan X-Trail
• Skoda Karoq
• Subaru Forester
• Toyota RAV4

GWM has opened orders for the powerful and long-legged Haval H6GT Plug-in Hybrid EV, marking its entry into Australia’s PHEV market with a launch expected in the first quarter of 2025.

The H6GT PHEV introduces GWM’s hybrid system in an SUV, combining a 1.5-litre turbo petrol engine and multiple electric motors, aimed at providing a long electric-only range.

Priced at $55,990 drive-away, the H6GT PHEV comes with a hybrid engine that produces 110kW of power and 230Nm of torque. This powertrain is supported by three electric motors: two in the front and one in the rear.

The rear motor alone generates an additional 135kW and 232Nm, making it an integral part of the vehicle’s 4WD system.

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Headline feature: Power or EV range?

Why not both…

Together, the petrol engine and electric motors deliver a huge 342kW and 762Nm, with a claimed 0-100km/h time of just 4.9 seconds.

As with most PHEVs, the setup is designed for balanced operation between electric-only and hybrid modes, targeting a combined range beyond 1000 kilometres on a full belly.

The H6GT PHEV includes a 35.4kWh battery pack, claimed to offer up to 180km of electric-only range.

Charging options include AC at 6.6kW and DC fast charging at 48kW with the latter – still not a common option with most PHEVs – capable of recharging the battery to 80% capacity from 30% in about 26 minutes.

2025 GWM Haval H6GT pricing for Australia

H6GT – $55,990 drive-away

When it arrives in early 2025, the GWM Haval H6GT will compete on price with its fellow China-born electrified SUV, the BYD Sealion 6 plug-in hybrid.

The Sealion 6, a more family-focused model, starts from $48,990 before on-road costs – although the $52,990 (before on-road costs) Premium AWD model is a closer match in power with 238kW/550Nm and a 5.9-second sprint claim. Its claimed electric-only range varies from 81 to 92km, depending on the model and specification.