By now you’ve probably seen the Mini Cooper JCW prototype that raced at this year’s Nurburgring 24 Hours event. That was a disguised petrol-engined model, but Mini has confirmed that it is also working on an electric counterpart that will run on a completely different chassis.

The electric version of the JCW was a topic of some interest at the recent Cooper SE electric launch in Spain, and Wheels took the opportunity to prod Mini’s dynamics engineer Patrick Haussler a little on what that car could look like.

Given that the Cooper SE already puts a chunky 160kW and 330Nm through its front treads, we wondered whether the JCW could at some point be packaged with an all-wheel drive chassis. Haussler seemed cool on that prospect.

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“Mmm. Is it possible? I think it will be possible but on the other hand, I’m not sure if we need it,” he mused.

“I mean, what do you do? You have two electric engines, one in the front, one in the rear – it’s even more weight. Four-wheel drive, I understand where you’re going to, but I’m not sure we really need that.”

Granted, the Cooper SE runs on a low-rolling resistance Michelin e-Primacy tyre and a lot of gains can be made in fitting more focused sporting rubber to the JCW, so all-wheel drive isn’t a priority right now.

“You know we will make a John Cooper Works, so some time you will be able to try that one, but for now I think we are fine without all-wheel drive but never say never. Maybe in some years they will want all-wheel drive.”

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When quizzed on the progress of the electric JCW, Haussler was happy to expand. “We are working on it right now. I’m sure if you like the car right now (the Cooper SE), the Johnny is another step. I’m also very happy about it and I’m really looking forward to it.

One thing it won’t get is an artificial manual gearshift system like the Ioniq 5 N. Not that Mini is opposed to the idea in principle.

“It’s a really cool idea and I like it. I think it would fit very good to Mini. In the future, but for this one it was too late. We started five or six years ago with the development (of this vehicle).”

The new JCW is rumoured to get the same size 54.2kWh battery pack as the Cooper SE, and it also shares that car’s stiffened chassis, something Haussler highlighted as the key dynamic hurdle the development team had to negotiate.

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“You need a good basis for the driving dynamics, and that’s the body. If you have a rigid and stable and stiff body, and not only the overall but the global torsion, friction and stiffness, but especially on the mounting points – the local stiffness.”

“You can see in the engine compartment a strut bar. Every car has a strut bar and this helped a lot to stiffen it out so we can have this direct reaction of the car.”

“If the whole body is not rigid, then you get wobbly or get a phase or the rear axle not responding on time. So this is very important. We already started that in the simulator to predict how it will drive and that helped in the very early phases of development.”

Power output for the JCW, due for an early 2025 launch, is mooted to stand at 186kW. That’s up 26kW on the Cooper SE, a vehicle capable of a 6.7 sprint to 100km/h. Fit a grippier tyre and a time in the fives ought to be possible for the electric sports flagship.

The Mazda CX-5 is the brand’s breadwinner – both globally and in Australia.

Before the current, hybrid-dominated Toyota RAV4 appeared in 2019, the CX-5 was Australia’s best-selling SUV. It has now slipped behind the RAV4, other midsize SUVs like the Mitsubishi Outlander, and the cheap MG ZS small SUV.

Still, the CX-5 sells in big numbers – around 30,000 annually in Australia – and it’s Mazda’s best-selling vehicle.

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First launched in 2017, the second-generation Mazda CX-5 – a heavily updated version of the first CX-5 unveiled in 2011 – is approaching the end of its lifecycle, with Mazda confirming a third-generation CX-5 is in development with a crucial petrol-electric hybrid option.

Until the all-new model arrives, we jumped behind the wheel of the 2024 Mazda CX-5 G35 Akera turbo AWD to see if it’s worth adding this midsize SUV to your consideration list.

Changes applied to the Akera for 2024 include touchscreen functionality when using Apple CarPlay or Android Auto, a hands-free function for the electric tailgate (previously removed due to the semiconductor chip shortage), a new-look front grille, chrome accents for the lower bumpers, and a ‘Platinum Quartz’ colour replacing ‘Sonic Silver’.

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JUMP AHEAD

• How much is it, and what do you get?
• Where is this model in its lifecycle?
• What are the Mazda CX-5’s rivals?
• Interior quality, comfort, space and storage
• Technology in the cabin
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

The G35 Akera turbo is the most CX-5 you can buy in Australia, priced from $55,000 before on-road costs.

The CX-5 line-up – available with a lethargic 2.0-litre non-turbo petrol, a class-acceptable 2.5-litre non-turbo petrol or the more-powerful 2.5-litre turbo-petrol found here – starts from $36,590 before on-roads. The 2.2-litre twin-turbo diesel was axed for 2024.

Top-of-the-range Akera variants are fully loaded, adding a 360-degree camera, ventilated front seats, heated outer rear seats, a heated steering wheel, Nappa leather upholstery, a frameless rear-view mirror, and colour-matched body cladding over the GT SP.

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While the 360-degree camera, ventilated front seats and heated rear seats are handy additions, the GT SP could represent better value.

The GT SP still includes features like a 10-speaker Bose audio system, a hands-free electric tailgate, a sunroof, leather upholstery, heated front seats, and electric adjustment for the front seats with two-position driver’s seat memory.

A 10.25-inch Mazda Connect infotainment system, a 7-inch semi-digital instrument cluster and a windscreen-projected head-up display are standard across the CX-5 line-up.

There are four no-cost exterior colours available for the CX-5: Jet Black, Eternal Blue, Deep Crystal Blue and Platinum Quartz. Rhodium White, Machine Grey, Polymetal Grey, Soul Red Crystal and Zircon Sand (our tester’s colour) cost $795 extra.

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Where is this model in its lifecycle?

The current second-generation ‘KF’ series Mazda CX-5 was unveiled in late 2016 and appeared in Australia in March 2017.

It is a heavy refresh of the first CX-5, which debuted in 2011 on the same wheelbase and platform as the last Mazda 3 hatch.

Mazda has applied several revisions to the CX-5 line-up, usually annually, including the addition of the 2.5-litre turbo-petrol in 2018 and a significant facelift at the start of 2022.

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However, there is only so much that can be changed, and the CX-5 is starting to feel a little old – although it has at least aged well, in our eyes.

An all-new, third-generation Mazda CX-5 has been officially locked in with an available hybrid powertrain. It is expected to debut in 2025 as a Model Year 2026 vehicle.

The new model should be larger in most dimensions – addressing one criticism of the current model, which has a tighter cabin than its newer rivals that continue to grow larger.

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What are the Mazda CX-5’s rivals?

The Mazda CX-5 sits in the crowded midsize SUV segment in Australia.

The main rivals to the top-of-the-range CX-5 G35 Akera include the:

• Toyota RAV4 Cruiser Hybrid AWD ($54,410 before on-roads)
• Volkswagen Tiguan 162TSI R-Line AWD ($60,590 before on-roads)
• Hyundai Tucson Premium Hybrid AWD ($59,600 before on-roads)
• Honda CR-V E:HEV RS FWD ($59,900 drive-away).

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Interior quality, comfort, space and storage

A standout feature of the Mazda CX-5 is its high-quality cabin materials, with a solid door thunk, a soft dashboard, (mostly) tactile switchgear, and padded leather on the front and rear door cards.

The dark brown Nappa leather upholstery in the Akera is soft and comfortable, with this writer experiencing no discomfort on a lengthy drive, and we think the more-pronounced silver stitching added for 2024 looks quite tasteful.

Also new is a black honeycomb-look trim on the dashboard and door panels, replacing the previous wood finish. It’s an interesting decision, as we think the old wood trim looked more premium.

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Most switches in the CX-5 are nicely weighted, though the wiper and indicator stalks feel lower in quality than newer Mazda models like the CX-30 and CX-60.

The driver’s seat can be electrically adjusted 10 ways with two-position memory, while the passenger seat can move six ways. We appreciated the heated seats and steering wheel during Melbourne’s current winter chill, while the ventilated front seats work well in summer from our past experiences with the CX-5.

Rear-seat space is fine for occupants under 180 centimetres, but people who are taller will face limited head and kneeroom.

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Thanks to the CX-5’s narrower body, it’s also quite cosy if there are three adults sitting abreast. Toe room is accomodating, and the Akera includes a subtle white LED ambient light under the front seats.

The CX-5 includes three top-tether anchors and two ISOFIX points for child seats, adjustable rear air vents, storage pockets behind each seat, and 90-degree wide opening rear doors.

Storage is best described as adequate, with a centre console bin that could be larger, two cup holders that get in the way of the rotary controller if you have anything taller than a standard-sized coffee cup or soft drink can, bottle holders in the doors, and a small glovebox consumed by the handbook.

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Second-row amenities include two USB-A ports and three-stage controls for the heated seats found in the fold-down centre armrest.

This restricts their use when a person is sitting in the middle seat, and the heated seat controls being positioned right above the armrest can lead to them being activated or deactivated inadvertently – not ideal on a hot day.

Mazda’s latest SUVs – the CX-60 and CX-90 – have USB-C ports throughout, with the second-row outlets and heated seat controls positioned on the back of the centre console instead of the fold-down armrest, which will hopefully soon filter into the next CX-5.

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Boot space

The Mazda CX-5 has a 438-litre luggage capacity with all seats in place and the boot floor in its lowest position, rising to 1340L with the second-row folded.

A handy addition to the CX-5 is the two-position boot floor, which can allow for a flush loading lip or be moved lower for more depth, and reversed between a carpeted finish or a water-resistant hard plastic side for wet or dirtier items.

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We’re also fans of the retractable cargo cover, which lifts out of the way when attached to the tailgate, and the remote handles to control the 40:20:40 split-fold rear seats from the boot.

Compared to its rivals, the CX-5 has a smaller boot – it’s less than some small SUVs like the Kia Seltos and GWM Haval Jolion – with a narrower opening. This could limit its appeal for people who frequently carry bigger things, such as prams, bulky luggage or a large-size dog.

A space-saver spare wheel is included under the boot floor.

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Mini matchup: Boot space

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Technology in the cabin

Inside the cabin is where the CX-5 starts to show its age, despite Mazda’s attempts to keep it fresh.

Ahead of the driver is a 7-inch semi-digital instrument cluster, which sits between an analogue tachometer, a fuel gauge and an engine coolant temperature reading.

Its customisation is limited, with the screen always displaying an analogue-look speedometer and a fuel distance indicator. Driver’s can then select between a trip computer, a second distance-to-empty indicator, a maintenance monitor, or an adaptive cruise control display.

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The next CX-5 is likely to feature a full-digital instrument cluster with more customisation, similar to that seen in the CX-60 and CX-90, bringing the CX-5 in line with most other vehicles in the class.

The standard windscreen-projected head-up display offers acceptable clarity and a legible display when wearing polarised sunglasses. It isn’t as detailed as the 12-inch unit available in the new Hyundai Tucson Premium.

All CX-5 variants include a class-average 10.25-inch widescreen Mazda Connect infotainment system. Rivals like the Tucson and Sportage offer a larger 12.3-inch screen while others such as the Outlander and CR-V have smaller displays.

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It includes DAB+ digital radio, wireless or wired Apple CarPlay and Android Auto, built-in satellite navigation

The CX-5 now offers touchscreen functionality when connected to Apple CarPlay and Android Auto – including while on the move. While this is handy for inputting addresses or other information while stationary, or quickly moving back to the home screen, the infotainment system is positioned too far back for comfortable use.

Instead, as with other vehicles with Mazda’s own infotainment, there is a BMW-esque rotary controller on the centre console to control the system. It can feel overwhelming at first – especially if your current car is touchscreen-only – but it is easy to get used to, and there are some shortcut buttons.

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The built-in system must be controlled with the rotary controller.

The CX-5 lacks the newer version of the dial found in the CX-30 and CX-60, which feels more intuitive in the hand and also allows the volume dial to be pushed sideways to skip forward or back.

We found the wireless Apple CarPlay connection to be reliable during our test drive. The connection will default to wireless, even when plugged into USB, but you can select a wired-only connection when pairing your phone if desired.

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In contrast, the wireless phone charger is temperamental, requiring some adjustment to find the correct position for a successful charge.

It’s also set on an awkward angle – it has essentially been retrofitted into the CX-5’s older cabin – and we found our phone would slide out of place at times. The wireless charge speed is very slow, failing to adequately charge a phone on a several-hour drive.

While plugging in is less convenient, you’ll have no trouble with charging failures or slow charge times when connected to one of the 15-watt illuminated USB-C ports in the centre console.

The 10-speaker Bose audio system provides good clarity and includes a subwoofer.

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What is it like to drive?

Under the bonnet, the CX-5 G35 Akera features Mazda’s 2.5-litre turbocharged four-cylinder borrowed from the now-departed CX-9.

With 170kW and a diesel-like 420Nm on tap, it’s no slouch, with the 0-100km/h dash taking around eight seconds. The high torque output – available from 2000rpm – is the real benefit of the turbo with little hesitation when the accelerator is pushed.

The 0-100km/h dash in the G35 will take approximately 7.5 seconds compared to around 10 seconds for non-turbo ‘G25’ models.

The six-speed torque-converter automatic transmission is smooth and well-tuned – it’s not exactly a brand-new innovation – but it would be nice to see an eight-speed auto to improve acceleration and potentially reduce fuel consumption.

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Putting the car in Sport mode will hold the gears for longer and add some weight to the steering for a more-engaging drive, if at the expense of fuel economy.

If you’re looking for a midsize SUV that is enjoyable to drive, the CX-5 is one of the better options in the segment. It has been continually refined over the past decade, with accurate and confidence-inspiring steering at higher speeds. Turn-in is also great, with assistance from the G-Vectoring Plus system to shift the vehicle’s weight forward in corners.

The addition of more sound deadening over the years means road noise is now quite minimal, and the multi-link rear suspension absorbs speed humps and undulations well.

Opting for the turbo brings a higher braked towing capacity at 2000 kilograms versus 1800kg for naturally-aspirated models.

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How is it on fuel?

The 2.5-litre turbo-petrol in the G35 Akera is one of the thirstiest choices in the segment – especially compared to its hybrid rivals like the RAV4 and Tucson, which still offer a similar level of performance.

Officially, the CX-5 turbo is rated to use 8.2L/100km on a combined cycle, 6.9L/100km on the highway (this would be very hard to achieve, based on our testing), and a thirsty 10.3L/100km in low-speed, frequent-stop urban environments.

After a 536-kilometre road test, a fuel top-up revealed we achieved 8.3L/100km – the trip computer displayed 8.6L/100km – but this included a significant highway drive, which contributed towards the lower number.

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Frequent real-world driving in lower-speed urban areas or shorter highway stints are likely to see fuel use sit closer to 10L/100km.

We asked the owner of a three-year-old CX-5 Akera turbo about their average fuel use, who said it sits between nine and 11 litres per 100 kilometres from driving around 30 kilometres daily in urban and highway conditions, enabling a 550 to 600-kilometre range from its 58-litre fuel tank. Each situation will vary, of course.

We’d recommend the more-efficient 2.5-litre non-turbo ‘G25’ powertrain if you don’t spend much time on the open road, which is where the turbo shines.

The CX-5 G35 turbo can be fuelled with 91RON unleaded, and includes an idle stop/start system.

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Mini matchup: Fuel consumption

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How safe is it?

Mazda CX-5’s built from January 1, 2024 are not covered by an ANCAP safety rating.

That’s because ANCAP has introduced a six-year datestamp limit, which means the CX-5’s five-star rating achieved in 2017 doesn’t apply to vehicles built after December 31, 2023. Mazda has no plans to submit the CX-5 for a retest under ANCAP’s latest 2023-25 criteria.

While there’s no doubt the CX-5 is still a safe car, it is missing some features found in newer rivals that have achieved five-star ANCAP ratings under more stringent criteria, such as a front-centre airbag to limit head clashes in a side-impact collision and more-advanced AEB detection for motorcyclists and when turning at intersections.

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The CX-5 has six airbags (dual front, curtain and side).

We had no troubles with the CX-5’s safety systems during our test. The lane-keep assist is well-calibrated and keeps the car in the centre of the lane on freeways, and the traffic sign recognition also works well to detect speed limit, stop and no-entry signs.

Vehicle speed, traffic sign and lane-keep assist information are shown in the head-up display to reduce distraction. It also shows turn-by-turn directions when the built-in navigation is set – but not when using Apple CarPlay or Android Auto maps.

The adaptive cruise control didn’t react to slowing cars in another lane, unlike some other cars we’ve tested – though it keeps a wider gap than we’d like, even in the lowest setting, inviting cars to slot in and push you further back.

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Warranty and running costs

As with all Mazdas, the CX-5 is covered by a five-year/unlimited-kilometre warranty.

It has five years of capped-price servicing and complimentary roadside assistance, with no requirement for annual dealer servicing to retain it, unlike some other manufacturers.

The CX-5’s service intervals now align with most of its competitors at 12 months or 15,000 kilometres, whichever occurs first – up from 10,000km.

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In total, the Mazda CX-5 G35 turbo will cost $2576 to service at the dealer over a five-year period, with the dearest service being the four-year/60,000km interval at $849 due to the requirement for new spark plugs.

The Honda CR-V and Toyota RAV4 are cheaper to service at the dealer over the same period at $995 and $1300, respectively, while a Volkswagen Tiguan 162TSI AWD will cost $4390 – or $3650 with a pre-paid five-year service plan.

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VERDICT

The Mazda CX-5 might be getting old, but it’s still an excellent midsize SUV – especially with its class-leading dynamics and strong 2.5-litre turbo-petrol.

We’d recommend the G35 GT SP if you’re after the extra power from the turbo – it still has enough standard equipment to keep you happy – or suggest sticking with a non-turbo G25 model instead if the turbo’s added grunt (and higher fuel consumption) is less appealing.

With its smaller size and older cabin technology, up-to-date rivals like the Toyota RAV4, Hyundai Tucson and Honda CR-V should also be considered with most alternatives also offering the choice of a hybrid.

Ulimately, as nice as the CX-5 is, it needs a tech refresh, more space, and a fuel-efficient hybrid option to truly compete in this crowded segment – things the next-gen model expected in 2025 should address.

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Specifications

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Here are the latest cars from Grays that have appeared on our radar.

2017 Abarth 124 Spider Manual

The market for an open road stormer has many options, with one of the more unique choices being Abarth’s 124 spider – the stylish adaptation of Mazda’s fun MX-5.

This sub-80,000km example should scratch any manual driver’s itch.

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2011 Porsche Cayenne Diesel

Porsche’s Cayenne saviour has always offered a good balance of practicality and brute force.

Being over a decade old has allowed for the depreciation demons to complete their work, potentially allowing for a bargain pick-up

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2019 Tesla Model 3

The introduction of the new Highland Model 3 has taken a lot of attention from the previous generation Tesla sedan.

This example has over 250,000km on the odometer, placing its battery well outside Tesla’s 192,000km warranty, but it could be an opportunity to find an affordable entry into the EV world.

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1968 Holden HK GTS Monaro

Classic Australian muscle is vying for your attention with this clean and tough Monaro.

Surely a potential collectible here.

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1970 Jaguar E-Type Series 2

Continuing with collectible classics is this Series 2 Jaguar E-Type convertible.

This import has been converted to right-hand drive and retains the elegance and beauty that has made the E-Type a classic.

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2015 HSV GTS sedan

And finally we have more Aussie muscle that garnered the attention of speculators after Holden’s shuttering.

This 6.2-litre V8 HSV GTS has fewer than 12,000km on the odometer, being a very low-kilometre example that should quirk an eyebrow for a potential V8 fan.

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Take a look at Grays’ entire listings here [↗]

AdBlue is essentially a marketing term for a fluid used in the catalytic convertor fitted to the exhaust systems of some diesel cars.

It is injected into the exhaust gases and burnt at very high temperatures to break down harmful nitrogen oxides. Some diesel engines need AdBlue to help them meet tough Euro 6 emissions standards that regulate what level of harmful emissions can exit a car’s exhaust.

Which cars use AdBlue?

AdBlue is common in trucks and is now used in a number of late-model diesel cars and SUVs produced by a growing number of manufacturers including Renault, Citroen, BMW, Audi, Volkswagen, Ford, Mazda and Toyota. Mercedes-Benz calls its AdBlue systems BlueTEC, and you’ve probably seen that badge around.

What is AdBlue made from?

AdBlue is composed of deionised water (67.5%) and high-purity urea (32.5%).

What’s urea?

Urea is a chemical compound that is widely used in a variety of applications, including fertilisers, animal feed, and the production of plastics and other industrial products.

Urea is in urine, can you use that instead?

We’d (sorta kinda) love to say yes, but no, you can’t. Your pee is only about 3.0 percent urea (the rest is mostly water), which is well short of the 32.5 percent needed for AdBlue to do its thing.

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How does AdBlue work?

Firstly, AdBlue isn’t mixed with the diesel fuel. So don’t do that.

Instead, it works with the exhaust gases after they come out of the engine. It is stored in a separate storage tank with its own inlet, and is sprayed into the exhaust stream in measured doses. It then reacts with the nitrogen oxide in the exhaust gases and, via the catalytic converter, is transformed into nitrogen and water.

So, let’s say somebody added AdBlue to the fuel tank… what then? Asking for a friend.

If you your friend accidentally poured AdBlue into the fuel tank, don’t start the car.

The fuel tank will need to be drained, as it could damage the engine and corrode fuel lines. Despite the harm caused by pouring AdBlue in the fuel tank, most cars have the two inlets next to each other – though you can clearly tell them apart, as the AdBlue cap is generally blue and the pipe is too small for a fuel filler.

Do I need AdBlue for the car to run?

Mechnically, AdBlue isn’t required for the engine to work. However, because it keeps emissions within legal requirements, the car’s engine is programmed to stop working if there is insufficient AdBlue, or another liquid in the tank. You should get sufficient warning via your car’s multi-function display before this occurs.

How much AdBlue does a car use?

The average car uses about five percent of AdBlue as it does diesel fuel, which is about a litre for every 1000km travelled.

The storage tank is designed to be big enough so the AdBlue lasts within scheduled service intervals. If you run low before your next service, you can top it up yourself.

Is it easy to top it up?

Topping up is as simple as refilling your window washer reservoir. However, while AdBlue is considered a non-hazardous liquid, it is corrosive – so be sure to wash any part of your body and the car paintwork affected by a spill. And don’t forget the above warning about getting it in your fuel tank.

How much does AdBlue cost?

It’s relatively inexpensive when compared with something like motor oil.

That said, the price can fluctuate based on the cost of urea production, which requires plenty of energy, mostly in the form of natural gas. Prices can vary, but for a ballpark figure, a 2.0-litre bottle costs up to $30 from a car dealership, but for just $2.50 more you can get a 10-litre bottle.

It’s also available at auto accessory stores from a range of brands, some which you’ll recognise from their engine oils. Be sure to check if they’re suitable for your vehicle. If in doubt, buy it from your car manufacturer.

AdBlue has a shelf life of at least 12 months so you could get a couple of top-ups out of it.

Earlier AdBlue coverage

“So where did you land?” I asked a friend when he said he’d put an order on a car.

He knows me well and we’d been talking about a decent-sized SUV for him and his family for months. “Mitsubishi Outlander,” he almost muttered behind his hand. I congratulated him – he thought I’d shout at him, but we had spoken about the now familiar current-generation machine. It was a good choice, I assured him.

The times are gone where it was a “well it’s cheap” choice and now it’s competitive rather than bargain basement. So competitive that customers are asking the Japanese company for a bit of variety in its line-up on the styling front, which it has duly delivered in the form of the LS Black Edition.

JUMP AHEAD

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

How much is it, and what do you get?

The Black Edition kicks off at $42,490 before on-road costs and is based on the second step in the Outlander range, the LS.

It’s a front-wheel drive seven-seater, so promises pretty decent bang for your buck before you even get going.

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The LS picks up wireless Apple CarPlay and the larger touchscreen – making the wireless charger useful for around half of us – while the Black Edition drops the roof rails for a black roof, free metallic paint and bigger, black-painted alloy wheels. It’s a lot of car for the money.

You also get third-row seating (the Outlander isn’t a true seven-seater but a 5+2), which means the full-size spare is swapped for a space-saver.

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How do rivals compare on value?

The Outlander belongs to the medium SUV segment but its physical size verges on the next segment up.

A couple of other contenders match that description. The first and most obvious is the Nissan X-Trail which is based on the same platform and shares the same engine and transmission. It’s a nicer – but more expensive – car, with a more comfortable attitude to its ride and an even better interior.

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There are even little tricks like wider-opening rear doors that make it that little bit easier to live with. Servicing is more expensive than the Outlander, however, and it doesn’t have a 10-year warranty.

A Volkswagen Tiguan Allspace fits in well here too. It is also more expensive than the Outlander and the front-wheel drive 110TSI – while my pick – is a bit sparsely appointed compared to the Outlander. It’s also slightly costlier to service and doesn’t have a long warranty either.

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Interior comfort, space and storage

One of the main reasons the Outlander is a good choice is the vast interior space afforded by its growth in size.

The middle row is expansive in all directions and one of the reasons the LS is a decent idea for families is that the sunroof doesn’t make teenagers miserable (upper versions lose a lot of headroom to the glass roof, so best avoided if you have taller folks to carry around).

You get rear air vents, bottle holders in the doors and cup holders in the fold-down armrest. The third row is really just a pair of folding jump seats, which are a bit of a Lego challenge.

To ensure the third-row seats can fully fold, their long narrow headrests are stored separately under the boot floor in an admittedly very sensible packing spot that means they won’t roll around. The seatbacks are short and you’re relying on the middle row’s sliding ability to fit anyone human-sized in.

Every direction is marginal for anyone really and the windows are tiny. I’m not certain of the point of these seats but at least Mitsubishi is honest in calling the Outlander a 5+2.

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Maximum boot space with the rear row folded is 478 litres, rising to 1466 with the middle row also out of the way. With all three rows in play, the boot is a 163L proposition, which is okay, but will only hold a few bags of shopping or a pile of beach towels or whatever.

Up front, you have a comfortable pair of manually adjusted seats with a quite fetching mix of fake leather and fake suede, neither of which are objectionable. I actually quite like this mix because the seats hold you in and don’t get too hot but seem easily cleaned.

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There’s a big wireless charging pad for your phone plus USB slots, a console bin and two cup holders. The door bins also hold a bottle each. It’s very spacious and the view out is excellent.

Here in the cheaper seats it’s a fairly blandly coloured cabin but has all the things that make this a good interior – it’s hardy and well made and only the slightly chintzy volume knob is a misstep.

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What is it like to drive?

Another major thing about the Outlander is that it’s actually quite nice to drive.

There aren’t really any duds in this segment, but the Outlander’s ride and handling balance is mostly very impressive. It can get a bit niggly on poor urban surfaces and isn’t a big fan of concrete roads, but I think the blame for both of these shortcomings can be sheeted home to the 20-inch alloys of the Black Edition as the regular LS’s 18s are a bit more comfortable and a bit quieter.

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It’s not what you’d call powerful, however. The 2.5-litre four-cylinder petrol spins up 135kW which is okay but 245Nm isn’t a lot more than you find in many compact SUVs.

Driving the front wheels through a continuously variable transmission (CVT), it actually does alright because that type of transmission is pretty good at extracting the most out of modest torque outputs and in fact almost revels in it.

Throwing more torque at a CVT is usually a recipe for flaring and droning, both of which the Outlander is mostly immune to. As CVTs get better I have to leave behind my formerly well-founded prejudice against them.

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It’s a good car to drive over long distances, too, with a cabin that settles down into a pretty quiet sort of place.

The steering and brakes also work really well together, with sensible weight in the former and a positive feel to the latter. While the engine might struggle a little with a fully loaded car on top of a nearly 1800kg kerb weight, the brakes are more than up to the job.

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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

Mitsubishi claimed 7.7L/100km on the combined cycle, which I initially thought was a bit brave.

That 8.3L/100km on-test figure is not a bad result for such a big fella and it’s not the first time I’ve got a low-eight result on a petrol Outlander. It would be nicer if the tank was a bit larger, but given the vast majority of these will never/rarely leave the city, it’s probably not a big deal.

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How safe is it?

The current-generation Outlander scored a five-star ANCAP safety rating in 2022, which will expire in 2028.

The airbag count includes a driver’s knee airbag and a front-centre airbag that deploys between passengers when the system thinks you might clash heads.

In the second row are two sets of ISOFIX points and three top-tether anchors. The third row does not have top-tether anchors, nor do the curtain airbags reach that far back.

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Warranty and running costs

Mitsubishi offers the longest new-vehicle warranty in Australia, a 10-year/200,000km affair that reverts to five years/100,000km if you break any of the conditions.

One condition of the warranty is that you keep servicing at Mitsubishi. Pricing isn’t outrageous but isn’t Toyota cheap, ranging from $299 through to $849 per interval (every 12 months or 15,000km).

More of them are $299 or closer to it than $849, which is the last hurrah at service number 10. Five years of servicing will set you back $1595 while the full decade is $4340, a big jump on the yearly average of the first five years.

Also, the capped-price servicing offer lasts for 150,000km rather than the warranty’s 200,000km.

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VERDICT

The Outlander LS Black Edition is just like every other Outlander – pretty good.

Whether you think an extra couple of grand is worth it for the looks and the bigger wheels for a bit of toughness is entirely up to you, but you can know that either way you’re getting a lot of car for the money.

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JUMP AHEAD

• Part 1: Introduction
• Part 2: On yer bike!
• Part 3: Greaster!

It’s Wheels trivia-night time! What does the second-generation Volvo XC90 have in common with the likes of a 2002 Ford BA Falcon, 2004 VW Golf Mk5, 2007 Hyundai FD i30, 2008 Jaguar XF, 2010 Kia Sportage, and 2017 Toyota C-HR?

I’ll avoid making you read the answer upside-down at the bottom of this page… The XC90 started a product renaissance for its brand.

Upon its 2014 reveal, the successor to Volvo’s first-ever SUV heralded a completely new design language for the brand while also, not insignificantly, introducing the company’s SPA scalable large-car platform, along with drivetrains limited to just four cylinders.

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The XC90’s elegant yet muscular styling led to equally successful reboots of Volvo’s sedans and wagons, the second-generation XC60 medium SUV and the first-ever XC40 compact SUV arguably the pick of the designs.

In just a few years, Volvos had transformed from vehicles that were merely admirable to being genuinely desirable.

There was also greater sophistication about the way they drove. The XC90 was embraced by judges to be rated a Finalist at the 2016 Wheels Car of the Year, and the XC60 and XC40 would take unprecedented consecutive wins for a brand across 2018 and 2019.

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Question two: Why has Wheels chosen a nine-year-old vehicle for its long-term fleet?

If you answered, ‘Because the XC90 late last year won the Wheels Best Large Luxury SUV award’… give yourself a tick and a big pat on the back.

“The brilliant, beguiling XC90 … has matured like a fine cabernet sauvignon,” we said in our comparison as the XC90 triumphed over established rivals such as the BMW X5 and Lexus RX, the GV80 from Hyundai’s still-new luxury brand Genesis, and upmarket challengers from mainstream brands in the form of the Mazda CX-90 and Volkswagen Touareg.

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The B6 sits between the $100,990 Ultimate B5 Bright and the $128,990 Recharge Ultimate

Our long-term tester is the same mid-range XC90 – the $108,990 (before on-road costs) Ultimate B6 Bright powered by a 220kW turbocharged four-cylinder petrol engine that’s supplemented by an electric supercharger.

The B6 sits between the $100,990 Ultimate B5 Bright (with a less powerful petrol engine) and the $128,990 Recharge Ultimate (with a plug-in petrol-electric drivetrain).

Options taking our as-tested price to just under $120,000 – and a drive-away price of about $130,000 – include $3750 air suspension (which we recommend over the standard steel springs for the best all-round driving experience), a $1100 massage function for the front seat, and a $4700 Lifestyle Pack that adds a panoramic sunroof and Bowers & Wilkins audio system.

You may have noticed one other extra in the pictures. We asked Volvo if they would kindly fit a Volvo Accessories bike rack to help us give it a true family-lifestyle ownership experience.

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As the ‘Ultimate’ part of the model name indicates (and applies to all XC90 models), there’s a high level of standard equipment.

Headline items are 21-inch black ‘diamond cut’ alloy wheels, 12.3-inch digital driver cluster, head-up display, Nappa leather upholstery, electric multi-adjust front seats with heating and ventilation, heating for outboard rear seats and steering wheel, second-row blinds, four-zone climate control, surround-view camera, and hands-free tailgate operation.

As it has been since 2002, the XC90 is a seven-seater in classic 2-3-2 configuration. The middle row’s centre seat continues to offer a clever, integrated booster seat – which seven-year-old Eddy has his eyes on already.

The neighbours – long accustomed to the amazing assortment of press cars that change regularly on the Spinks driveway – have also been over for a sticky-beak. Most are owners of seven-seater SUVs, which include a Skoda Kodiaq RS, Mitsubishi Pajero Sport, and Land Rover Discovery Sport (but with a Defender 130 on order).

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There’s unanimous love for the Vapour Grey solid-effect metallic, described elaborately by Volvo as a “neutral grey with a misty touch, inspired by windswept Scandinavian limestone houses”.

If we were configuring our own XC90, it would be a close decision between this and Denim Blue.

Our test car’s interior palette is a combination of off-white ‘Blond’ and dark ‘Charcoal’ with grey-ash wood trim, with ‘Amber’ another two-tone option featuring tanned upholstery. Or there’s the heavily black monotone ‘Charcoal’ cabin, which is possibly the most kid-friendly choice.

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Every choice is embellished with an Orrefors crystal gear selector.

So, a decade after it was first unveiled – and with Volvo’s electric EX90 alternative arriving later this year – does the Swedish seven-seater SUV remain relevant for family life in 2024?

We’ll discover the answer to that biggest of questions over the coming months.

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On yer bike!

XC90 ditches its training wheels; straps on roof rack

It’s one of those cherished, proud-parent moments when your child starts to ride a bike for the first time without either stabilisers or your guiding hand. The next milestone is venturing onto the open road, followed by longer rides (which don’t threaten any “I’m tired and wanna go home, Dad” protests).

For a few years, we simply lobbed our boys’ two bikes into the back of our Mazda CX-5 (now sold), of course taking extra care if my prized racing bike was also in the cargo mix.

With Seb now 10 and on a bigger bike, and seven-year-old Eddy also stepping up in size by taking Seb’s previous bike (as the youngest of three brothers, I finally get to enjoy the upsides of hand-me-downs!), our long-term Volvo XC90 was an opportunity to test the benefits of a bike-rack system for the first time.

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Offered a choice of roof-mounted or towbar-mounted arrangement, we went with the former – the ‘classic’ bike-transport option in our eyes.

There are three Volvo Accessories components involved, not including the XC90’s standard roof rails. These are the Load Carrier bars and two Bicycle Holders (sold individually).

The carrier bars, made from 30 percent recycled materials, have been shaped to help reduce wind noise and wind resistance, while they have maximum roof loads of 100kg for driving or 300kg when the vehicle is static (most applicable for roof tents).

Volvo also offers a fork-mounting option for bikes, which brings two advantages: a bike is a little bit lighter to lift without one wheel attached, and it is better at limiting swaying or the rattling of a bike frame in its holder. The keep-all-wheels-on Bicycle Holder seemed far more appealing to us, however. Especially with its theoretically easier mounting.

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The key to the mounting simplicity is a grapple arm, which you lift to a 45-degree angle – then lift the bike until its lower frame rests into the grapple.

Rest the front and back wheels into the adjustable holders, then you twist a torque-limiting knob to close the grapple’s ‘hand’ and secure the wheels with diagonal quick-release straps.

Something I hadn’t considered, though, is my average height of 5ft 8in – virtually lineball with the XC90’s 1776mm height. With my footballer’s arms (i.e. my strongest muscles are in my legs), it makes for a challenging reach even with my 8.8kg racer, and more so with Seb’s 12kg mountain bike. Our angled driveway doesn’t help.

Perhaps I should have asked for a V60 Cross Country wagon (just 1.5 metres tall), though my solution is to increase ‘my’ height by stepping onto a sturdy toolbox, positioned approximately in line with the raised grapple. It just means taking the toolbox on trips.

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There’s still the odd fumble in my first few mounting attempts, one a particular scare when I almost drop Seb’s bike onto the XC90’s glass roof. Dismounting the bikes is consistently the easier part.

As a roof-cargo newbie, it takes me a couple of drives – and regular glances upwards through the XC90’s panoramic ceiling – to trust that I’ve secured the bikes properly.

One successful transport drive south of Sydney takes Seb and I on our first big bike adventure, joining a mate and one of his daughters for a long, sunny morning ride along the mix of bike lanes and promenades from Kyeemagh to San Souci’s Captain Cook Bridge.

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After 20-odd return kilometres, there’s no moans, only smiles, from Seb. The next test will be taking Eddy.

If cycling isn’t your thing and you’re more of a winter-sports bunny, the Volvo Accessories range includes two types of roof holders for skis/snowboards – one offering the convenience of slide-out accessibility.

There’s an even greater assortment of roof boxes if, somehow, the XC90’s gigantic boot isn’t sufficiently commodious for all your gear.

Our next adventure will take us closer to the Snowies, with a visit to Canberra to see family. No bikes for this one – we’ll be sticking steadfastly to four wheels.

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Greaster!

Jez’s fuel figures? 12 galaktobourekos per 100km

It’s greaster time! Or Greek Easter, as the more religious members of my expanded family would prefer I call it. This means an annual pilgrimage down to Canberra, where much of the Greek side of the family resides.

With small- or medium-sized SUVs we’ve taken for the three-hour drive to the nation’s capital from Sydney, the boots would typically have little space once packed with luggage and kids’ paraphernalia. Naturally, the latter occupies most space. Such is the XC90’s voluminous cargo compartment, however, we’re able to pack our long-weekend belongings into the rearmost area without needing to fold the third-row seats.

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Not that either of the boys plans to sit right at the back for the journey. Eddy occupies what has become his favourite spot in the Volvo – the clever centre middle seat with its integrated booster cushion. It gives him a great view through the windscreen.

The inset seat that pops up by pulling a handle predates even the original XC90, launched in 1990 as another safety world-first by the Swedes. The fold-down-and-out set-up in the 850 and 900 series was more basic than today’s design, though.

It epitomises the big Volvo’s impressive cabin versatility. The second row comprises three individual seats that slide fore/aft so families can balance luggage/ occupant space, while also allowing parents to have a smaller child within closer reach of the front seats.

Each seat can be folded flat, while the outboards feature a tilt-slide handle on the top of the seat for access to the third row.

Twin USB-C ports hide behind a flip-open cover, one of the signs of how the XC90 has been updated over the years, while second-row passengers are also treated to window blinds, netted storage pouches, a centre armrest with concealed popup cupholders, and ventilation is directed not just from the rear of the centre console but also the (smartly trimmed) B-pillars. The boys like the panoramic roof blind to be retracted so the cabin has more light.

Our whole family gets to appreciate the benefits of the XC90’s optional air suspension, an extra that Wheels has said is a worthwhile purchase for the improvement it brings to ride quality and body control over the standard steel springs.

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It especially excels on freeways, where the ride feels at its most relaxed without any unwelcome bounciness. The light steering that aids urban manoeuvrability remains linear at higher speeds, with on centre accuracy adding to the effortless long-distance motoring.

As does the four-cylinder petrol engine, which provides energetic performance when needed and always sounds civilised.

As with all long trips, we have Waze activated via Apple Carplay (wired rather than wireless) for warnings or proposed route changes. There’s one sandwiched section of enjoyable respite from the largely dull run down to Canberra – from where a left turn detours from the Hume Highway onto the Federal Highway and past Wollogorang before eventually straightening up ahead of Collector.

Less freeway, more dual carriageway (as us Poms would call it), the snaking two-lane has a mix of fast, constant-radium corners and S-bends. It’s an average-speed monitoring zone for trucks only, and mobile speed cameras don’t seem as common lately.

The XC90 may be a big, heavy SUV, but excellent body control delivers confident cornering. It has nothing to do with any enthusiasm here that the rear seat of the Volvo is a right old mess when we arrive in Canberra. Empty chip packets, tissues, pillows and kids’ shoes and magazines are strewn across the second row; there are pictures, though they probably need a ‘Censored’ warning.

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Far more pleasing to the eye is Canberra in May. Autumn brings beautiful, thinning trees of assorted colours as well as gardens and pavements thickly carpeted with fallen brown and golden leaves.

A quick check of the trip computer before we start unloading the car indicates we’ve used 9.4 litres of premium unleaded for the 280km, circa-three-hour journey down.

That’s respectable efficiency … and less than we’re about to consume over the next three days in a Greek gorge-fest of koulouria, spanakopita, tsoureki, and other foods that taste as wonderful as they sound.

Departing for home, it’s not just a farewell to Canberra. The trip is a sign-off for our XC90 long-termer. It may well be the last time we ever drive one, with the upcoming EX90 large electric SUV set to replace it.

It only need look at its predecessor for the blueprint on how to execute a highly practical and amply luxurious seven-seater family SUV.

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The previous generation of the Nissan X-Trail medium SUV was a favourite of buyers around the world – so, when the new model arrived in time for 2024, it had big boots to fill.

• Introduction
• Pricing
• Body styles
• Key features
• Optional features
• Safety
• Comfort & practicality
• Boot space
• I like driving, will I enjoy the X-Trail?
• Which X-Trail engine uses the least fuel?
• Towing capacity
• Warranty & servicing
• Which version of the Nissan X-Trail does Wheels recommend?
• Key rivals

Early signs show the new X-Trail is having no trouble living up to expectations, having already won key comparisons first in petrol form when it defeated all-comers in our Best Medium SUV 2023 test, and then again in E-Power hybrid form against the popular RAV4 Hybrid.

It also achieved a top-four finish at 2023 Wheels Car of the Year, fending off not only its direct segment rivals, but most of the market’s newcomers in every class.

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Nissan X-Trail pricing

Depending on which of the five available models you choose, the X-Trail is available with five or seven seats, a choice of two engines, and an off-road variant.

Engine choices include a 2.5-litre petrol engine, available with front-wheel- (FWD) and all-wheel-drive (AWD) drivetrains, or the new E-Power 1.5-litre three-cylinder petrol-electric hybrid with ‘E-4orce’ AWD.

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What body styles are available with the X-Trail?

Like all of its rivals, the X-Trail is a five-door SUV only. But, as noted, it can be had in five- and seven-seat forms.

The X-Trail drives either its front wheels or all four wheels, depending on the version. It is classed as a medium SUV, in the volume-selling segment.

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What features are there in every X-Trail?

The features listed below are standard in the entry-level model and will appear in higher-grade models, unless replaced by more premium equivalent features.

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What key features do I get if I spend more?

Entry level: X-Trail ST

The most affordable X-Trail is the five-seat X-Trail ST with the 2.5-litre petrol engine coupled with a continuously variable automatic transmission (CVT) and front-wheel drive. Spending around $3040 more will bring the seven-seat ST with the same powertrain, plus all-wheel-drive.

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X-Trail ST-L

Stepping up to the X-Trail ST-L brings a choice of five or seven seats, which come trimmed with black synthetic leather, heated front seats and a driver’s seat with eight-way power adjustments.

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The five-seater comes with Nissan’s Divide N Hide cargo system, featuring an adjustable boot floor that allows for flexible storage options – and hiding your valuables.

The ST-L also comes with a choice of E-Power hybrid powertrain and e-4orce electronic 4×4 system, which is a five-seat-only configuration. Unlike the five-seat petrol variant, it misses out on the Divide N Hide cargo system and a spare wheel – if you get a flat you’ll have to make do with a ‘goo’ puncture repair kit.

The E-Power does bring a couple of extras though, including active noise cancellation to reduce cabin noise and conversely, an acoustic vehicle alerting system that lets pedestrians hear you when creeping around in EV mode.

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X-Trail Ti

Higher up the chain, the X-Trail Ti comes with both powertrains, but drops the 2.5-litre petrol with front-wheel-drive. Unfortunately, it also comes without the option of a seven-seat configuration.

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The Ti stands out with chrome side moulding, and silver front and rear lower fascia.

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X-Trail Ti-L

The range-topping X-Trail Ti-L brings about $3000 worth of extras to the Ti spec.

X-Trail N-Trek

The recently released X-Trail N-Trek adds off-road focused features to the range. The N-Trek is $3600 more expensive than the equivalent ST-L variant, yet cheaper than the Ti AWD by $100.

Note: At the time of this review, the N-Trek variant had not yet been released.

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How safe is the Nissan X-Trail?

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The 2024 Nissan X-Trail was awarded a five-star ANCAP safety rating, scoring 91 and 90 per cent for adult and child occupant protection categories respectively.

In the crash-test assessment for child occupants based on six- and 10-year-old children, the X-Trail scored 23.3 points out of a possible 24.

It also did well in the safety assist tests, gaining a 97 per cent pass rate.

However, it scored significantly lower in the vulnerable road users’ rating, notching up a 74 per cent score.

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Seven airbags (dual front, side, curtain, and front-centre) feature across the X-Trail range.

ST-L grades and above also include Nissan’s ProPilot+ safety suite, allowing semi-autonomous highway driving in certain situations.

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How comfortable and practical is the Nissan X-Trail?

Capable as the previous model X-Trail was, it spent the latter half of its decade-long lifecycle feeling a tad uninspiring whenever you hopped into the cabin.

This new model oozes showroom appeal, with nice materials and features that seem well put together.

Plenty of thought has gone into the design and practicality, with a host of little bins and compartments around the cabin, intuitively laid out switches and dials.

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The entry-level ST is comfortable, while the ST-L spec’s faux leather seats bring a sense of elegance and a couple more seat adjustments for the driver.

Stepping up to the Ti and Ti-L adds a more premium feel with leather upholstery, including plush Nappa leather in the range-topper, a panoramic touchscreen, LED mood lighting and a full-size sunroof that makes the cabin feel more airy.

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Front seat occupants in each variant benefit from two USB ports (one USB-A and one USB-C) to charge their phones or sync music, with the upper spec Ti and Ti-L gaining a wireless phone charger and wireless Apple CarPlay – but only wired Android Auto.

Two cup holders feature in the textured centre console, located above a rubberised storage tray that is perfect for small bags or notepads. Good-sized door bins and a deep central cubby with a butterfly-opening lid finish the up-front practicalities.

Rear space and comfort

The X-Trail’s rear pew is raised to offer a stadium view to the windscreen over the front occupants.

It’s easily wide enough for three across the bench, and those over 180cm tall have good leg, and headroom even with the sunroof installed.

Apart from the entry-level five-seat ST, whose rear bench splits 60:40, the X-Trail’s rear seats split 40:20:40, can recline little and feature a centre armrest and a centre pass through to the boot.

Rear seats can slide back and forth and recline a little, but the bench itself is a little narrow and lacks under-thigh support for those with longer limbs.

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But it’s wide, which means three adults can sit in relative comfort. Whoever draws the short straw to sit in the middle will have enough room to put their feet on either side of the transmission tunnel.

Rear-seat accoutrements include map pockets behind both front seats, two more USB ports (one USB-C and one USB-A), door bins with bottle holders, and two cupholders in the fold-down centre armrest.

There are also air vents back there, and passengers in the Ti and Ti-L can set their own temperature.

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The X-Trail has cast metal door hinges that allow for the rear doors to open out to 85 degrees, which makes life easier for folk with young children who need to load car seats and the kiddies who sit in them – speaking of which, there are outboard ISOFIX anchors and three seat tethers.

The wide-opening door also makes it easier for adults to get in and out without groaning.

That said, few adults would be able to gracefully climb into the third row of the seven-seat X-Trails, which is quite cosy and only really suitable for small children – or, if adults, very short and uncomfortable trips.

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How much boot space does the Nissan X-Trail offer?

Five-seat petrol versions have the largest boot capacity at 585 litres, while the E-Power hybrid is listed at 575 litres.

The seven-seat option, available for the ST and ST-L, reduces space to 465 litres with the third-row folded flat.

That does put the X-Trail ahead of key five-seat rivals like the Toyota RAV4 (540L), Mazda CX-5 (442L) and Kia Sportage (543L) for load-lugging ability.

The five-seat 2.5-litre petrol X-Trails come with Nissan’s modular boot dividers that allow two carpeted sections to be arranged in 16 different configurations to secure bags, hide valuables or store longer items.

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The 2.5-litre X-Trails come with a space-saver spare wheel under the boot floor, while the E-Power versions have a tyre repair kit.

The 40:20:40 split seatback provides a centre passthrough, the retractable cargo blind has its own storage spot under the boot floor, and there’s a 12-volt power outlet.

No bag hooks or seatback release handles are two notable omissions,

A power tailgate is standard on the Ti and Ti-L grades.

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I like driving, will I enjoy the X-Trail?

In this regard, the X-Trail is solid rather than excellent. Nissan has opted for a ride/handling balance that favours comfort over agility – but that doesn’t mean it’s entirely lacking in dynamic ability.

The ride is significantly better than with the previous model, thanks to a complete overhaul of the chassis and suspension tuning. The new X-Trail is both confident on its feet and comfortable, and road noise is notably low.

But ride comfort comes at the expense of handling, and on more demanding roads the X-Trail is prone to body roll – significantly more than rivals such as the Mazda CX-5 or Volkswagen Tiguan. The light steering can also feel aloof, so it feels like there is a disconnection between the steering wheel and the road.

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On the Ti’s bigger 19-inch rubber, the ride can be brittle over sharp, low-amplitude road imperfections and corrugations.

A driver’s SUV it is not, but what the X-Trail gives away in outright dynamics it makes up for in day-to-day comfort and refinement around town and on highways.

Performance-wise, the 2.5-litre petrol engine and continuously variable transmission (CVT) combo is similar to the previous model, but with just a hint more power and torque.

AWD versions also have a revised system with five drive modes: Off-road, snow, auto, eco and sport.

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The carry-over CVT has the same droning nature that you’ll either dislike or not notice at all.

The engine, however, is a free-revving unit that is more refined and less thrashy than the previous version with reduced levels of noise, vibration and harshness making their way into the cabin.

Without a turbo (and there’s no diesel option either), low-down torque is a little lacking and, while initial acceleration is strong off the mark, the performance drops off quickly unless the engine is revved hard.

But for most day-to-day duties, the combination of a revised petrol engine and CVT auto will be happily adequate for most owners.

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The E-Power hybrid powertrain offers punchier and more responsive performance.

It differs from other hybrids in that the combustion engine lacks a mechanical link to the driven wheels, so power is delivered to the road purely through the electric motor – like an EV.

On batteries alone in ‘EV-mode’, the X-Trail can accelerate and travel beyond low speeds for up to four kilometres, thanks to its slightly larger 2.1kWh battery (versus 1.5kWh of the Toyota RAV4 hybrid).

The downside to the e-Hybrid concept is, at 100km/h on flat ground, the petrol engine is constantly humming away to keep the small battery topped up.

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This means higher fuel consumption than a standard hybrid, although our comparison with the RAV4 Hybrid shows it is not far off the best in the segment.

Officially, Nissan claims 6.1L/100km for the X-Trail E-Power on the combined cycle, which isn’t too bad for a medium SUV – particularly if you value punchy turbocharged performance.

Though weighing in at 1880kg empty, the X-Trail E-Power provides well-judged steering and a willingness to take corners at speed, though its ride typically struggles to deal with rougher road surfaces.

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Which X-Trail engine uses the least fuel?

The X-Trail E-Power hybrid is the more efficient of the two available powertrains, with an official combined fuel economy of 6.1L/100km.

Our testing bettered this claim, with 6.0L/100km achieved in a week of urban and highway driving.

Unlike conventional hybrid systems, which use a battery until dead or under heavy load and then switch to combustion-powered drive, Nissan’s innovative E-Power with e-4orce system is made up of a high-output 1.8kWh battery pack that is constantly charged by the turbocharged variable compression petrol engine. The result is constant electric power to the twin electric motors (150kW front, 100kW rear, outputting a combined 157kW/330Nm).

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The wheels are driven purely by electric motors, with the combustion engine only used to charge the battery with energy not salvaged from regenerative braking.

Nissan recommends using RON 95/98 petrol for the E-Power engine, though you can fill up with cheaper RON 91, which results in a slight increase in fuel consumption.

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The X-Trail’s standard naturally-aspirated 2.5-litre four-cylinder engine is a revised version of the old model’s petrol engine.

It’s paired exclusively to a CVT automatic and produces 135kW/245Nm, which is a 9kW/19Nm improvement over the old model.

Official combined fuel economy is 7.4L/km for the five-seat FWD variants, and 7.8L/100km for the seven-seat AWDs.

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What is the X-Trail’s towing capacity?

Towing has been improved across the X-Trail range, with 2.5-litre petrol versions now capable of towing 2000 kilograms braked – 500kg more than before.

The hybrid X-Trails can tow up to 1650kg braked. All versions can tow up to 750kg unbraked.

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How long is the warranty and what are the Nissan X-Trail’s servicing costs?

As per the wider Nissan range, the X-Trail is covered by the brand’s five-year/unlimited-kilometre warranty, with complimentary roadside assistance across the same period.

Maintenance is required every 12 months or 10,000 kilometres, whichever occurs first.

Capped-price servicing is available for the first five years, at the following cost:

• 12 months/10,000km – $363
• 24 months/20,000km- $469
• 36 months/30,000km – $504 (AWD: $532)
• 48 months/40,000km – $587
• 60 months/50,000km- $657 (AWD: $696)

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Which version of the Nissan X-Trail does Wheels recommend?

The X-Trail ST-L spec has everything you need, but the 2.5-litre AWD X-Trail Ti is the pick of the range.

For about $3700, you get a heap of desirable extras over the equivalent ST-L that make it feel a lot more premium than its near-$50,000 retail price tag suggests.

You do lose the third row of seats, but the X-Trail is best suited as a five-seater – if you really need a seven-seater you’re best looking at its Pathfinder sibling. Or our three favourite full-size seven-seaters: the Kia Sorento, Toyota Kluger, and Hyundai Palisade.

And while the E-Power hybrid provides better performance and refined ride, the improvements to the 2.5-litre petrol powertrain have made it a good all-rounder for town and highway duties.

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What are the Nissan X-Trail’s key rivals?

• Hyundai Tucson
• Kia Sportage
• Mazda CX-5
• Mitsubishi Outlander
• Subaru Forester
• Toyota RAV4
• Volkswagen Tiguan

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The Toyota Corolla Cross should have been one of the simplest decisions for Toyota’s product team.

Yet, it took the Japanese giant until October 2022 to bring this lifted and restyled Corolla to Australia’s SUV-hungry shores.

And the wait has been worth it. The Corolla Cross may not be the most exciting new launch for enthusiasts, but it’s a small SUV that has repeatedly shown its dominance in regular group tests and against its rivals at Wheels Car of the Year 2023.

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Of course, the quirky C-HR hung around as Toyota’s small SUV of choice, but that is a vehicle focused more on coupe-like style than practicality, so it doesn’t offer comparable cabin space to the new Corolla Cross.

The Corolla hatch has likewise become less practical in its current generation, making the Corolla Cross the obvious choice for those needing more room, with nearly as much interior space as the medium-sized RAV4 on a footprint not far from the Corolla sedan. It’s built on the same TNGA platform and has a similar engine range to the familiar non-lifted Corolla.

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JUMP AHEAD

• Pricing
• What body styles are available for the Corolla Cross?
• What features are standard in every Corolla Cross?
• What key features do I get if I spend more?
• How safe is the Corolla Cross?
• How comfortable & practical is the Corolla Cross?
• How much boot space does the Corolla Cross offer?
• I like driving, will I enjoy this car?
• Which Corolla Cross engine uses the least fuel?
• What is the Corolla Cross’s towing capacity?
• How long is the warranty & what are the Corolla Cross’s servicing costs?
• Which version of the Corolla Cross does Wheels recommend?
• What are the Corolla Cross’s key rivals?
• What might annoy me?
• What might I miss that similar cars have?
• What’s the infotainment system like?
• Where does Toyota make the Corolla Cross?
• Are there plans to update the Corolla Cross soon?

Pricing

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What body styles are available for the Toyota Corolla Cross?

The Toyota Corolla Cross is a five-door, five-seat small SUV.

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What features are standard in every Toyota Corolla Cross?

The features listed below are standard in the entry-level model and will appear in higher-grade models unless replaced by more premium equivalent features.

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What key features do I get if I spend more?

Walking up through the range brings higher-class upholstery, more connectivity features, and larger touchscreens.

It’s also worth noting the significant differences between the powertrains – the AWD GXL and Atmos, for example, are the only variants fitted with independent rear suspension.

The mid-spec GXL adds:

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As a luxurious range-topper, the sunroof-equipped Atmos also gets:

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How safe is the Toyota Corolla Cross?

The Toyota Corolla Cross has been rated five stars by ANCAP under the 2022 testing protocol.

Expected safety features such as eight airbags, ABS and ESC are supplemented by a raft of relatively modern driver assistance aids.

If there’s one nail in the Corolla Cross hybrid, it’s an ABS tune that triggers too soon and impedes confidence on wet and bumpy surfaces.

The GXL and Atmos are both equipped with 360-degree camera systems, and the Atmos has the ability to show a higher-quality picture and predict objects beneath the vehicle.

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How comfortable and practical is the Toyota Corolla Cross?

The Corolla Cross’s cabin is a dreary affair; montaged grey and black plastics leave it bereft of any colour.

You’ll find a more premium vibe in rivals such as the Mazda CX-30 and Honda HR-V but, that said, it is very functional and the plastics are hardwearing.

As with design, there isn’t much in the way of clever storage solutions in the Corolla Cross, though the basics are covered: cup holders, console bin with 12-volt socket, smartphone tray (that lacks wireless charging capability until you get to Atmos), decently sized glovebox and door pockets with sizeable bottle holders.

The GX leans into the unadorned Corolla Cross aesthetic with switch blanks and a polyurethane steering wheel that you could forgive the base model until you look at the $30K price tag – the Kia Seltos has a nicer cabin at this price.

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Impeccable assembly must be noted, as should the very comfortable manual-adjust chairs appointed in black cloth.

Although there’s no height adjustment for the passenger, even the base car gets welcome power in-out lumbar support.

Walking through to the GXL may bring more pleasant upholstery but the bargain basement headliner and switch blanks remain, making it hard to justify the $3750 upcharge, even if the 10.5-inch screen and dual-zone climate control are appreciated.

Although the Atmos gets ‘premium’ leather-accented upholstery (that certainly feels like vinyl), a power-adjustable driver’s seat and front seat heating to fill up the switch blanks, it falls short of the Nissan Qashqai in material quality.

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Adults will find more legroom than in a C-HR or Corolla hatch, though the Cross’s rear quarters are, as expected, short of a RAV4.

The Atmos adds a wireless phone charging pad, which isn’t rubberised so phones tend to slide off under brisk acceleration but at least helps bolster the sole USB-A port for front occupants and make wireless Apple CarPlay (Android Auto is wired) a neater experience.

Neat bottle holders are integrated into the rear doors, but with only one map pocket pouch and no centre armrest (even in the flagship Atmos), the Corolla Cross isn’t the most well-thought-out in the segment.

Oddly, contemporary USB-C ports are located in the rear cabin along with two rear air vents. Adults will find more legroom than in a C-HR or Corolla hatch, though the Cross’s rear quarters are, as expected, short of a RAV4.

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How much boot space does the Toyota Corolla Cross offer?

Cargo capacity ranges from 380L in the hybrid AWD Atmos model fitted with a tyre mobility kit, up to a generous 436L in petrol GX and GXL trims.

Clever features are minimal, with no net or shopping bag hooks, and only a little extra storage beneath the floor. The Corolla Cross may not have the most excellent boot, but it’s a hell of a lot better than the tiny Corolla hatchback.

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I like driving, will I enjoy this car?

Inspiring might not be the right word, but the Corolla Cross exhibits a level of polish and chassis fluidity (especially the AWD variants) rarely seen in this class.

This all starts with Toyota’s much-lauded global architecture, which has transformed the Japanese giant’s products across the board, and the Corolla Cross benefits from the underlying excellence.

Up front are MacPherson struts, and – unlike the Corolla hatch and sedan – out back is either a torsion beam in FWD models (that you can tell Toyota has worked hard to refine) or a multi-link independent set-up in the AWD hybrid.

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The result is a smooth and compliant ride around town and confidence in the country.

Handling may not be the defining yardstick of a small SUV, but a vehicle that balances great roadholding with comfort deserves praise.

Its steering system (2.7 turns lock-lock) aids enjoyment being light and easy around town but accurate enough in the country. The Corolla Cross is a cohesive drive, and almost surprisingly so given the mushy, granular brake feel seems to do everything it can to erode confidence.

As for engines, Toyota expects the base GX fitted with the 126kW/202Nm 2.0-litre petrol four-cylinder (revised with a new timing chain case, valve covers and slicker oil specified) to be the volume-seller. It’s an advanced four-cylinder but lags behind downsized turbo rivals in mid-range punch. The automatic continuously variable transmission (CVT) also holds the engine’s RPMs high under heavy acceleration.

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It is worth spending an extra $2500 on the front-drive hybrid if you can.

The extra punch of the electric motor raises output to 146kW (Toyota doesn’t list combined torque), equalling a 2.0-litre turbo Volkswagen T-Roc 140TSI.

The latest hybrid tech packs a lithium-ion battery and promises a sportier, more responsive drive. There are three drive modes: Eco, Normal and Power, with the latter sharpening throttle response and subtly increasing steering weight for a more athletic feel.

Another $3000 for the AWD, though, is harder to justify. In Atmos trim, the multi-link rear end helps polish the bump-thump introduced by its 18-inch alloys, but the GX and GXL’s squishy Bridgestones don’t need the extra sophistication. There’s no extra power on paper, either, despite the 30kW electric motor on board.

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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

The front-wheel drive Corolla Cross hybrid uses the least fuel on the ADR 81/02 combined cycle, averaging 4.3L/100km.

While we haven’t managed to match this exactly in testing, the Corolla Cross FWD hybrid got closer to its official figures than most cars do, returning repeatable stints in the 4-5L/100km range.

Every Corolla Cross will accept 91 RON or E10 unleaded petrol.

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What is the Toyota Corolla Cross’s towing capacity?

None can tow more than 750kg, braked or unbraked.

The 2.0-litre petrol variants can only tow 725kg (GX, GXL) and 735kg (Atmos) unbraked.

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How long is the warranty and what are the Toyota Corolla Cross’s servicing costs?

The Toyota Corolla Cross is backed by a five-year/unlimited-kilometre warranty. Keeping your servicing up to date at a Toyota dealer will see this extended to eight years for the hybrid powertrains.

Servicing is due every 12 months or 15,000km – whichever comes first – and with visits capped at $230 each for the first five years, a scant $1150 is needed to keep your Corolla Cross service book stamped up.

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Which version of the Toyota Corolla Cross does Wheels recommend?

It’s a tricky conundrum, as there are benefits and drawbacks to each model.

If you’ve got money burning a hole in your pocket then an Atmos AWD feels fully-featured owing to its cabin-lifting light headliner, filled-in switches and power-adjustable driver’s seat. But, at more than $50K on the road, it’d be hard to walk past a RAV4 Cruiser and into a Corolla Cross.

The GXL is, truly, all most will need but it’s odd how obvious Toyota made the mid-spec’s omissions. It’s a struggle, and this is probably why Toyota expects the pared-back GX to be its volume seller.

Despite its shortcomings, the GX hybrid FWD is the best value Corolla Cross you can get – it’s a solid runabout and you needn’t spend much more on a Corolla Cross.

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What are the Toyota Corolla Cross’s key rivals?

• Mitsubishi ASX
• Nissan Qashqai
• Hyundai Kona
• Kia Seltos
• Mazda CX-30
• Honda HR-V
• Kia Niro
• Subaru XV
• Skoda Kamiq
• Volkswagen T-Roc
• Chery Omoda 5
• MG ZST

What might annoy me?

The Corolla Cross is an inoffensive vehicle for most and therefore isn’t likely to cause major dramas during ownership.

We have found some grievances, though.

Its brake pedal feel makes this a tricky car to drive smoothly at low speeds, and the hybrid’s excessive ABS intrusion can be alarming. It also seems cheap of Toyota not to offer the multi-link suspension on the front-drive Cross variants – the Japanese giant does it for the Corolla hatch and sedan, so why not the Cross?

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What might I miss that similar cars have?

Mostly in the boot.

As much of a step up as the Corolla Cross is for practicality over a Yaris Cross or Corolla hatch, next to rivals with such niceties as…

• The Volkswagen T-Roc’s adjustable rear bench
• The Skoda Kamiq’s clever nets and interior solutions
• The Nissan Qashqai’s ‘divide-n-hide’ boot storage system

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What’s the infotainment system like?

The Corolla Cross debuted Toyota’s new-look infotainment system in Australia.

The base car gets an 8.0-inch screen with wireless Apple CarPlay and wired Android Auto, while the GXL and Atmos get a 10.5-inch unit with in-built navigation with live traffic.

Its interface presents better than before, but the colours are still washed-out compared to high-contrast rivals. The boot-up time has also been drawn out, the Atmos taking 20-22 seconds to become responsive.

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Along with the new multimedia system comes a 12-month subscription to Toyota Connect – a phone app that offers remote control features as well as telematics that can automatically call emergency services if needed when things go awry.

However, Toyota will charge you $9.95/month after the first year for the basic package, while the more involved telematics service including send-to-car navigation directions and theft tracking is $12.50/month on top of that.

It’s worth noting that Kia and Hyundai offer their connected services free for the duration of their warranty periods, but neither has defined a post-warranty pricing plan yet.

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Where does Toyota make the Corolla Cross?

The Toyota Corolla Cross is built in multiple configurations for different countries – including in close-to-home Thailand – but all Australia-bound examples originate in Japan.

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Are there plans to update the Corolla Cross soon?

As the Corolla Cross is new to the market and launched with the brand’s newest telematics features, expect it to hang around for a little while yet. We’d wager two-four years before a significant facelift comes along.

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Chery has added a new entry-level Omoda 5 variant to its Australian line-up, with the Omoda 5 FX arriving with a driveaway price tag of $27,990.

It replaces the Omoda 5 BX as the new entry-level variant, utilising the same 1.5-litre turbo-diesel engine that produces 108kW and 210Nm. It includes many of the same features to be found in the BX, but the FX does get 17-inch alloy wheels; fabric seats with synthetic leather bolsters; single-zone air conditioning; a six-speaker Sony sound system; and Halogen projector headlights.

“The FX model is a welcome addition to the Omoda 5 range, offering consumers more choice, whilst maintaining our focus on value for money” said Lewis Lu, Chief Executive Officer at Chery Australia.

The Omoda 5 received a five-star ANCAP safety rating when it was tested in 2022. It also includes Apple CarPlay and Android Auto within its modern infotainment system.

Chery’s small SUV was introduced locally in 2023, after the Chinese brand took a break from selling here in 2014. Since its re-entry, it has notched up a healthy sales figure of more than 7000 units.

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An all-electric variant has also been mooted to join the Australian line-up this year.

Omoda 5 FX features

• ‘Hello Chery’ voice control
• 10.25-inch digital driver’s display
• 10.25-inch touchscreen
• 17-inch alloy wheels
• 6-way power driver’s seat
• Fabric seats with synthetic leather bolsters
• Single-zone air conditioning
• Six-speaker Sony sound system
• Halogen projector headlights
• Acoustic windscreen
• Ambient lighting
• Tyre Pressure Monitoring System

Omoda 5 BX adds

• 18-inch alloy wheels
• 8-speaker Sony audio system
• Dual-zone climate control
• LED headlights
• Vinyl upholstery
• Wireless Apple CarPlay, wired Android Auto
• Wireless smartphone charging

Omoda 5 EX adds

• 360-degree camera
• Heated steering wheel
• Opening sunroof
• Power adjust passenger seat
• Power tailgate
• Puddle lights (logo)
• Red accented wheels, mirrors, brake callipers
• Seat heating

Whether it’s brand-new, an exotic, or one you’ve owned for a while, there’s nothing worse than returning to a car park to discover that someone else has carelessly slammed their door into your beloved car, leaving an unwanted dent that could devalue it.

Sometimes, it’s impossible or impractical to find a decent car park that appears to be risk-free. This is where an accessory like Dent Guard could come in handy.

Dent Guard is an Australian-owned company that offers magnetic or suction-cup side protection panels meant to prevent dings and scratches from people opening their car door into yours or from a shopping trolley bumping into your car.

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The magnetic product is suitable for most small to medium-sized vehicles with steel doors, while the suction-cup version, also priced at $199, is intended for cars with aluminium doors, like the Tesla Model 3 and Model Y.

We had the opportunity to test the magnetic Dent Guard product to see if it’s something you should consider for your car.

At $199 for a two-pack, the Dent Guard is 100 per cent Australian-made and has been developed with our climate in mind. The softly padded material developed for Dent Guard also attaches to the car to avoid scratching the paint.

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Attaching Dent Guard to a car is a relatively simple process, taking less than a minute once you’re accustomed to the process.

It’s as easy as attaching the strap above the seatbelt buckle, and then shutting the door after making sure the strap isn’t tangled up. It’s thin enough that the door will still open and shut as usual. However, it could be more difficult to install in a tighter space where other objects are closer than usual, which is where the product should be used in the first place.

With the strap in place, you can then fold out the Dent Guard to cover the side of your car. We tested it on one of Australia’s favourite SUVs, the midsized Mazda CX-5, and found that it does a decent job of covering the lower part of the door with protection in the areas where another car door could impact.

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If you own a bigger SUV or a dual-cab ute, the current size of the Dent Guard might not be adequate. The brand says a larger size option is “coming soon,” along with a full-colour range and customisable prints to complement the current black, charcoal, silver and white versions.

Once you return, it’s as simple as reversing the installation process, with the side panel folding down neatly – a similar process to a windscreen sun shade but not as cumbersome – for storage in the boot.

There were some concerns expressed that a person could come along and cut the security strap with a sharp object to steal or tamper with an attached Dent Guard set, but that seems like an unlikely (and unfortunate!) scenario – albeit one that is not impossible.

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The soft material of the Dent Guard is said to be “scratch-resistant” to avoid damaging the vehicle’s paint. We’d still recommend trying to install it on a relatively clean car, rather than one that is dirty to avoid this risk altogether (the target market for a product like this probably likes to keep their car clean, anyway…).

Overall, the Dent Guard is worth considering if you want to protect your car from pesky dents and scratches in busy and tight car parks. Note the “busy” and “tight” parts. It’s not something we’d recommend using during your weekly grocery shop at the local supermarket.

Instead, it should really be considered in riskier situations, like if you frequently visit a busy shopping centre – especially during the Christmas rush – or a narrow inner-city parking garage. It’s also a good option if you’re leaving your car at the airport often or for an extended period of time where there would be frequent car and people movements nearby.

Pricing: $199