Whether your buying priority is safe and convenient family transportation, towing capability, performance, value, or you simply have a specific budget ceiling, our categories here deliver the definitive independent expert insights.

The 2025 Volkswagen ID.4 and 2025 Volkswagen ID.5 have been detailed for Australia ahead of a mid-year launch.

Volkswagen Australia will initially offer the ID.4 and ID.5 mid-size electric SUVs in Pro and GTX variants, with both featuring an 82kWh lithium-ion battery (77kWh usable) and a full suite of standard equipment.

The ID.4 and ID.5 Pro feature a rear-mounted 210kW/545Nm electric motor with a WLTP-rated 550km (ID.4) or 556km (ID.5) driving range, while the GTX adds a front-mounted motor for a 250kW/545Nm total system output with all-wheel drive and a slightly reduced range.

The rear-wheel drive ID.4 and ID.5 Pro are capable of a 135kW DC fast-charging speed, while the ID.4 and ID.5 GTX have a faster 175kW speed that can add 178km of driving range in 10 minutes at an ultra-rapid public charging station.

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While Volkswagen Australia has not formally announced prices for the ID.4 and ID.5, it has confirmed the most affordable variant at launch – the ID.4 Pro – will be targeted at the popular Tesla Model Y Long Range, which is listed at $78,400 before on-road costs.

The ID.4 GTX sports variant will be priced around $12,000 more than the current Tiguan R SUV with a panoramic sunroof, which equates to around $88,000 before on-road costs – below the Luxury Car Tax limit for fuel-efficient vehicles.

It is capable of a 5.4-second 0-100km/h sprint compared to 5.1 seconds in the turbo-petrol Tiguan R.

Volkswagen Australia did not comment on expected pricing for the coupe-styled ID.5, but it should command a $1500 to $3000 premium over an equivalent ID.4 variant based on overseas pricing.

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Lower-end ID.4 and ID.5 models are expected to arrive in Australia post-launch with less equipment or smaller batteries, such as the ‘Pure’ variants available in Europe with a 52kWh battery, a 125kW rear-mounted motor, and a 345-kilometre driving range.

Standard equipment for the ID.4 and ID.5 Pro includes 19-inch alloy wheels, a 12.9-inch infotainment system, wireless Apple CarPlay and Android Auto, a panoramic glass roof, a hands-free electric tailgate, a Mode 2/3 charging cable, dynamic chassis control, adaptive matrix LED headlights, and a full suite of active safety technology.

ID.4 and ID.5 GTX variants add all-wheel drive, 20-inch alloy wheels, a Harman/Kardon audio system, and top sports seats with integrated headrests.

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A heat pump – which requires less energy to heat the vehicle’s cabin in cold weather – will be optional in Australia. Metallic and premium paint options will also be available at extra cost.

“Why we make it optional is because if you buy an ID.4 in Rockhampton, you’re probably not going to need the heat pump. If you bought one in Tassie, or Mount Hotham, you might want to want to take the heat pump option,” said Volkswagen Australia spokesperson Daniel DeGasperi.

The 2025 Volkswagen ID.4 and 2025 Volkswagen ID.5 electric SUVs are due in Australia around June or July, with full details – including pricing and detailed specifications – to be announced closer to launch.

Volkswagen Australia will triple the amount of SUVs it offers in the $60,000 to $90,000 price bracket over the next 12 months, with the ID.4 and ID.5 Pro and GTX models to be joined by the flagship new-generation Tiguan 195TSI R-Line and the facelifted entry-level Touareg 190TDI.

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2025 Volkswagen ID.4 and ID.5 confirmed features

2025 Volkswagen ID.4 and ID.5 GTX features

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2025 Volkswagen ID.4 and ID.5 price guide

In case you haven’t heard, the MG4 is compact electric vehicle creating quite the buzz in Australia.

This hatchback, constructed on a bespoke EV platform, is being commended for its competitive pricing, making the transition to electric increasingly appealing.

Launched in August 2023 in Australia, it is offered in two variants – Excite and Essence – with a selection of three battery capacities.

Featuring the company’s inaugural use of the Modular Scalable Platform (MSP), the MG4 is designed to offer a dynamic driving experience. Moreover, the eagerly awaited MG4 X-Power, a high-performance electric hot hatch, is anticipated to hit the Australian market later in the year.

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JUMP AHEAD

• Pricing and features
• Safety
• Key rivals
• Should I put it on my shortlist?

Pricing and features

The MG4 Essence 64 is priced at $47,990 before on road costs– $9000 over its entry- level Excite variant.

It’s a five-seater compact car, and dimensionally is similar to favourites like the Hyundai i30 and Toyota Corolla.

It comes equipped with a 62.1kWh battery pack, and has a quoted 435 kilometres claimed WLTP driving range on a full charge.

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You can expand the driving range by stepping up to the Excite 64, but if you’re after more specifications you’ll want to move to the Essence 64.

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Safety

ANCAP, the independent authority on vehicle safety in Australasia, has awarded the MG4 Electric with a five-star safety rating.

The vehicle comes equipped with a suite of collision prevention technologies, such as autonomous emergency braking, active lane support, and fatigue monitoring systems.

The Essence 64 packs in plenty of safety spec, including:

The entire MG4 range is covered by a seven-year, unlimited-kilometre warranty and roadside assistance.

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Key rivals

As one of the most affordable electric vehicles in Australia, the MG4 Essence 64 encounters competition from other cost-effective electric hatchbacks, sedans, and compact SUVs, including:

• BYD Dolphin
• GWM Ora
• MG ZS EV
• BYD Atto 3
• BYD Seal

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Should I put it on my shortlist?

In the landscape of MG’s electric vehicle offerings, the MG4 distinctly sets itself apart from the current ZS EV, showcasing notable improvements and advantages. This new model shines with its affordability, enhancing its appeal by outperforming its predecessor in almost every category. Despite a few minor drawbacks, the MG4’s value, especially at its price point, is hard to overlook.

The MG4 Essence 64 offers an engaging driving experience and plenty of added features, not to mention the added range. For those contemplating the shift to electric, the MG4 might just be the beacon leading the way.

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Is the 2025 VW Tiguan crucial?

Just a little. The Tiguan is Volkswagen’s global best-seller nowadays, so its jump into a third generation – when the previous two have sold more than seven million units – is far from inconsequential.

Not least when VW has looked a little on the ropes of late, facing the backlash of its recent ergonomic missteps. This car is an important step on the road to recovery.

Which might explain why VW has played the Tiggy’s new look with the straightest of bats. Where the outgoing car has chiselled lines and some neat tension to its design, its replacement looks, well, bland.

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At least to our eyes. Perhaps familiarity, or seeing it alongside more wackadoodle rivals, will reveal such subtle styling to be a masterstroke. We’ll keep our minds open.

VW has played things safely for European buyers, too. Naturally, this third-gen car gets more electrification than ever, most notably a pair of plug-in hybrid models dubbed eHybrid, but pure petrol and even diesel remain on the menu.

Aussie buyers, meanwhile, are initially limited to just petrol cars.

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Should we be ticked off?

Not truly. Good as the eHybrids are, covering around 100km purely on electric and 900km overall, a stock 1.5-litre TSI car is getting on for 300kg lighter, bringing all manner of benefits.

Australia’s range is yet to be defined, but European buyers get a choice of 96kW and 110kW outputs, both driving the front wheels through a seven-speed dual-clutch automatic transmission. Mild hybrid technology smooths out the idle-stop procedure and quells the engine during deceleration.

The 2.0-litre TSI lives on too, with 150kW and 195kW tunes, the latter just like you’ll find in the front of a Golf GTI and good for a perky 5.9sec sprint to 100km/h.

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Both 2.0-litre versions channel their outputs through a dual-clutch auto and all-wheel-drive combination to yield the Tiguan’s headline 2300kg towing capacity.

No manuals remain anywhere in the range, in fact, with the design team decluttering the centre console as a result – gear selection is now via the right-hand column stalk a la Mercedes-Benz, with the wipers and indicators incorporated on the left.

The resulting room allows for copious smartphone storage and wireless charging as well as a natty new drive mode dial that lifts the ambience more than you might anticipate.

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How does it drive?

Well, MQB-platform cars have always possessed pretty sharp reactions, and it would appear VW’s new MQB Evo base is similarly alert.

The Tiggy is an ever-faithful partner, its front flicking nicely into corners and the rear axle following tidily. Grip is unfailingly strong and handling utterly consistent. Body roll is impressively minimal for an SUV, too. It’s all very smart – but stops short of anything approaching true involvement.

And while a newly slippery aero profile (under 0.3Cd, beating a Ferrari Enzo) ensures the new Tiguan is quiet and placid at a cruise, the ride quality – particularly at low speeds – could be much better resolved.

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A caveat is that VW only laid on top-spec Tiguans for us to drive, on either 19- or 20-inch alloys, and the base 17s and 18s might mitigate this problem.

But crikey is it boisterous over low-speed bumps and ruts, which feels like a facepalm when so many of these will trundle to and from suburban school gates or office car parks.

Another footnote is that we predominantly tried cars with the optional dynamic chassis control – perhaps a more balanced passive setup will strike a fairer balance.

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At least the interior is a paragon of comfort. There are still no proper climate controls, but everything else is intuitive and the massive (albeit optional) 15-inch touchscreen hovers reasonably well in your field of vision (a 12.9-inch display is standard).

A ChatGPT-boosted voice command system is designed to alleviate how often you flick your eyes from the road to fiddle with stuff, too, but in practice, it feels a bit of a work in progress.

It handles in-car requests reasonably well but fluffs its lines as you try increasingly obtuse trivia queries. Expect its abilities to ramp up with updates, however.

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What about the old-fashioned stuff?

The Tiguan has barely grown in its jump from Mk2 to Mk3, all the better for parking it easily in cities – something the car can optionally do itself, even remotely for the last 50 metres of your journey.

Yet boot space has swelled by 37 litres for a total of 652L with the rear seats still in place or a stocky 1650L once they’re flipped down.

Keep ‘em up and there’s decent space for two adults, not least because VW has ensured there’s plenty of room to tuck feet under the front seats, a common demerit in fully electric crossovers.

The bench slides fore and aft and the seatbacks can recline. Quality is pretty high too, with plush materials where your eyes and hands most frequently fall and harder-wearing plastics where they don’t. Heated, vented and massaging seats all lie on the options list or within plusher trim levels.

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Is it worth waiting for the 2025 Tiguan?

This is one heck of a competitive segment, but Tiguan gen-three appears to make a selling point of blending into the background.

No wild design language or radical switch to full electrification here; traditional values sit at its core, perhaps to prove VW has sat up and paid attention to recent ergonomic critique.

This interior feels like it was too far down the line for a full fix, but it’s an improvement on early Mk8 Golfs, and the car beneath it handles tautly. It’s just a shame the ride is so tough, at least on the big rims.

Australian sales start in late 2024 and though we doubt you’re salivating in anticipation, this new Tiguan feels like a neatly if conservatively put-together option in a crowded marketplace.

The MG4 is a small electric car making waves in Australia.

Built on a dedicated electric vehicle (EV) platform, the hatchback is gaining praise for its sharp price-point, making the swap to electric a tempting choice.

In August 2023, it debuted in Australia, available in two models – Excite and Essence – and with three choices of battery sizes.

The MG4 introduces the company’s first electric vehicle (EV) utilizing the dedicated Modular Scalable Platform (MSP), aimed at delivering a sporty feel. Additionally, the high-performance MG4 X-Power electric hot hatch is set for its Australian release later this year.

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Pricing and features

Before on-road costs, the MG4 Excite 51 is priced at just $38,990, making it one of Australia’s cheapest EVs.

The MG4 Excite 51 is a five-seater small hatchback, and dimensionally is similar to petrol-counterparts like the Hyundai i30 and Toyota Corolla.

It comes equipped with a 50.8kWh usable lithium-iron-phosphate (LFP) battery pack, a single electric motor and is a rear-wheel drive.

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Excite 64, Essence 64 and Long range 77 variants – as the names imply – all have larger battery capacities meaning they provide additional driving range.

Safety

ANCAP, the independent authority on vehicle safety in Australasia, has awarded the MG4 Electric a five-star safety rating.

The vehicle comes equipped with a suite of collision prevention technologies, such as autonomous emergency braking, active lane support, and fatigue monitoring systems.

It demonstrated strong performance in tests for autonomous emergency braking, notably in situations involving turning across the path of an oncoming vehicle. However, it showed variable outcomes in tests for AEB Pedestrian scenarios.

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Key rivals

As one of Australia’s cheapest electric cars, the MG4 Excite faces competition from other budget-friendly electric hatch, sedan and small SUV options, including:

• BYD Dolphin
• GWM Ora
• MG ZS EV
• BYD Atto 3
• BYD Seal

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Should I put it on my shortlist?

Within MGs EV line-up, when compared to MGs current ZS EV, the MG4 highlights the new model’s distinct advantages. It’s not only more affordable but also improves upon its predecessor in nearly all aspects. While it’s not without its flaws, there’s a lot to appreciate, particularly its price point.

However, at this price there are other options to consider. The GWM Ora starts at a competitive $39,990 before on-road costs and the BYD Atto 3 has already made a lasting impression on our shores.

The MG4 Excite 51 offers a good driving experience, decent economy all with plenty of power a good amount of power. This could be the car you need to make the switch to electric.

The federal government showed three possibilities for its New Vehicle Efficiency Standard (NVES) and is taking final feedback ahead of announcing its strategy.

One of the benefits claimed is savings on fuel, with more efficient vehicles proposed to save an average of $5710 over five years and $17,000 over the life of a vehicle, according to the government which has yet to release its modelling.

The Climate Council [↗] has investigated the potential of more fuel-efficient cars in Australia and found that buyers could save big on fuel bills, but perhaps not quite as much as the government is promising.

For new passenger cars, the average consumption in Australia is 6.9L/100km which compares rather unfavourably to Europe’s 3.5L/100km fleet average.

In the government’s preferred middle ground, new car sales here will be at that figure by 2027 and is better than the softest standard’s final goal of 99g CO₂/km.

The Climate Council notes Aussies could save $720 per year if we match Europe’s fleet average while catching up with the US saves a still-significant $520 annually on fuel.

The modelling promises even bigger savings for light commercial vehicles, with the Climate Council calculations showing a $1105 saving for matching the US fleet (6.1L/100km) and $1250 for equalling the EU (5.6L/100km).

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In Australia where dual-cab utes are popular and necessary for more tasks, it may prove tricky to match Europe’s low emissions from our current 9.9L/100km.

The Climate Council sites the Isuzu D-Max as an example, as the ute only sold in the UK and Europe with an ‘RZ4E’ 1.9-litre engine that achieves 6.7L/100km.

This is a skewed comparison as to get the 3500kg towing capacity Australians demand, buyers need to opt for the 3.0-litre ‘4JJ3-TCX’ mill that consumes 8L/100km, emits 207g CO₂/km and makes up the lion’s share of Aussie sales.

Still, it’s damning that Australia remains so far behind the United States considering that market’s best-selling vehicle is the Ford F-150 full-size pick-up.

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Will the NVES affect new car prices?

We won’t know until the government releases its strategy and charges but the Federal Chamber of Automobile Industries (FCAI) says any tax attracted by polluting vehicles is likely to be passed onto the customer by OEMs.

The FCAI warns that penalising emissions will therefore increase the price of vehicles that are popular today, such as utes and petrol family-sized SUVs.

However, the Climate Council denies this quite fiercely and notes that vehicle emissions standards have been in place the world over for years. In a global sense, then, manufacturers are well-versed in making more efficient vehicles including 4x4s and commercial vehicles.

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What may suffer, at least initially, is the lag between standards being put in place and the reaction from manufacturers.

Brands with ranges concentrated on utes and SUVs or without significant hybrid offerings, such as Isuzu and Subaru, may struggle to meet targets initially.

Some, such as Volvo, have already made their promises while Volkswagen (also in a good position) will focus mostly on EVs and existing powertrains, choosing not to offer efficient new-gen plug-in hybrid and three-cylinder powertrains in its Golf small car range locally.

With the proliferation of SUVs and electric cars, you’d think car manufacturers might’ve given up on small combustion-engined cars.

Yet Volkswagen is launching a heavily revised Mark 8.5 Golf this year and Honda’s excellent new Civic has been lauded for its chassis poise and grown-up cabin.

Subaru hasn’t been quite as ambitious in developing the 2024 Impreza. This sixth-gen hatch shares an engine and the Subaru Global Platform with its predecessor – though it’s 10 per cent stiffer thanks to more structural adhesive. There’s no more sedan, even in the United States, so an Impreza hatch is your only choice.

The Japanese-built Impreza is a more handsome car than before, sporting new bumpers with a broad front intake and neat lower valance.

Subaru has tidied up the side profile with a single confident swage line encapsulating the glass, while at the back, smaller LED tail lights and a more pronounced roof spoiler lend it a sportier look. Evolution, not revolution, then.

JUMP AHEAD

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

How much is it, and what do you get?

Prices are up by $4200 at the low end (that’s 15 per cent) and $5200 for the range-topping 2.0S, meaning the Impreza range spans $32,490-$37,990 before on-road costs.

To justify the price increase, Subaru has focused on enhancing technology and crafting more premium cabin vibes, with lashings of soft-touch materials and supportive seats.

We’re driving the mid-spec $34,990 (before on-road costs) 2.0R which replaces the Premium. While it misses out on the leather upholstery, premium Harman Kardon sound system, sunroof, and built-in navigation of the range-topping 2.0S (pictured), the R is equipped with about everything else you could reasonably want, making it the range’s sweet spot.

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That equipment includes full LED lighting with auto high-beam, dual-zone climate control, tyre pressure monitoring, driver recognition, and keyless entry (front doors only), as well as a leather-appointed steering wheel and gear selector.

Cloth-appointed front seats are heated and the driver gets eight-way power adjustment. There’s even a nifty camera system that displays a top-down view or close-up angle of the front near-side wheel so you don’t kerb the machine-faced 18-inch alloys.

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How do rivals compare on value?

Each grade is a little dearer than an equivalent Toyota Corolla or Hyundai i30, though Subaru would argue that the Impreza’s class-exclusive (at this price) AWD system gives it an edge. We’d agree.

A Mazda 3 G25 Evolve SP (at $35,670 before on-road costs) is perhaps the 2.0R’s most deadly rival, with a punchier engine and suave cabin presentation.

There’s even another Subaru to consider, the Crosstrek 2.0R ($38,490 before on-road costs), that ups off-road capability at the expense of boot space.

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Interior comfort, space and storage

Subaru’s typically sturdy build is present and correct, with materials that balance a soft touch with the sense they’ll provide long-term durability.

The cabin’s crowning glory is an 11.6-inch portrait touchscreen that’ll be familiar to Outback owners. It’s backed by Subaru’s latest Starlink operating system with large touch targets and smooth operation.

Wireless Apple CarPlay and Android Auto are allied with a strong six-speaker sound system. There are myriad ways to keep devices charged, including an inductive charging pad, a 12-volt socket, and both USB-A and USB-C ports (2x each) accessible to front and rear passengers.

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Two cup holders, generous door bins, and a deep central bin for stowage are found within and, despite not having grown its wheelbase, the new Impreza’s 15mm length and 5mm width boosts have improved second-row space.

It remains one of the most spacious cars in its segment, ahead of the Mazda 3 and Toyota Corolla for head and leg room, as well as width for three at a pinch. A supportive fold-down armrest caps off the rear quarters.

Unfortunately, the boot is no better than before. Still having to package double wishbone rear suspension, rear differential, and full-size spare beneath the boot floor means only 291L of VDA capacity. The floor is quite high, and while there are wet storage zones on each side, a Hyundai i30 offers greater space.

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What is it like to drive?

Australian Imprezas are all fitted with Subaru’s 2.0-litre flat-four ‘boxer’ engine producing 115kW at 6000rpm and 196Nm at 4000rpm.

There’s little excitement from the four-banger and standard automatic continuously variable transmission (CVT). Although ‘S’ mode (accessible using steering wheel buttons) brings a sportier throttle response and holds higher engine speeds than the default ‘I’ setting, it barely improves the Impreza’s unhurried acceleration.

During testing the Impreza was able to reach 100km/h from rest in 10.8 seconds, which is a fair way off a front-drive Toyota Corolla petrol hatch (we timed one at 9.6 seconds in 2019) and that tardiness is noticeable when accelerating away from junctions and joining motorways.

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That said, this hatch isn’t about stirring your soul or rapid launches. The engine, although requiring revs to keep pace up hills, is mostly hushed – as is wind noise.

Although the sporty 225/40 18-inch Yokohama Advan V105 tyres can be vocal on coarse-chip country roads, they do quieten down on smoother asphalt. Those 18-inch alloys also tend to get hung up around town on expansion joints and sharp-edged bumps, despite the Impreza’s plush primary ride.

Equipped with sticky tyres and a symmetrical all-wheel drive system, the Impreza is gripped up through smooth bends. The sharp 2.6-turn lock-to-lock steering (with a version of the WRX’s dual-pinion rack) helps it feel athletic.

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The Impreza’s soft springs are matched with even looser dampers, though, and lazy body control is the result.

So while there’s plenty of tyre grip on testing roads, mid-corner bumps leave the 2.0R flummoxed. It also fidgets constantly, finding bumps and lumps in the road where rivals such as a Golf or Civic iron out imperfections.

The Impreza has gained some weight, which could play a part in its softer edges, and although some of that has gone into a stiffer body shell the doors don’t shut with a satisfying clunk. The new 2.0R weighs 1435kg (tare), some 52kg more than the old Premium.

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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
• What is the WLTP emissions and range test?

ANCAP is yet to rate this generation of Impreza, but it ships with a long list of safety features courtesy of Subaru’s latest camera-based EyeSight suite.

Front AEB, adaptive cruise control, rear cross-traffic alert, blind-spot monitoring, driver attention monitoring and nine airbags (two more than before) are all present.

Most are well integrated, save for the lane-keep assist which is overly sensitive and weights the steering up when it detects you drifting towards lane markings, making it difficult to adjust the Impreza’s trajectory smoothly.

The driver attention monitoring system can be helpful, recommending a coffee break after time spent behind the wheel.

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How much fuel does it use?

Subaru’s idle-stop system works quite well (and tells you exactly how many millilitres of fuel you’ve saved during a trip).

However, fuel economy isn’t the Impreza’s strong suit – it’s a long way off a Toyota Corolla or Hyundai i30. We saw 10L/100km in typical suburban driving, where front-drive rivals would be closer to 7.0L/100km.

On a 200km country run the Impreza’s fuel consumption improved, with the trip computer showing 8.2L/100km. By week’s end, the trip was showing 8.8L/100km.

It only requires 91 RON petrol, which will save some money at the bowser, and the 50L tank gives a decent cruising range.

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Warranty and running costs

Subaru covers the Impreza with a five-year, unlimited-kilometre warranty. Up there with everyone else save for Kia’s lengthy seven-year guarantee.

The Japanese brand stipulates service intervals of 12 months or 12,500km, costing you $2373 over five years. That averages out to $474.60 annually.

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VERDICT

The latest generation of Impreza remains reassuringly competent. But there’s a bigger issue than competence: like all small cars, the Impreza is struggling against the popularity of SUVs.

For this hatch, that’s an even bigger problem – with no sedan, the popularity of the closely related Crosstrek, and the WRX performance variant being a break-out model of its own, the conservative Impreza’s unique selling point is more diluted than ever.

It’s telling that Subaru chose to quietly release this latest-gen Impreza (which feels more like a deep facelift in truth) without the fanfare of a media launch.

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That said, Subaru has shown an interest in offering more choice down under; a richly equipped and efficient hybrid could resonate, while a sporty 2.5 RS model (as seen in the US) could nab the attention of i30 N Line buyers.

With a more presentable and connected cabin than ever before, the unique draw of all-wheel drive and Subaru’s proven track record of manufacturing fit-for-purpose cars, the Impreza is worth a look and test drive.

But we’d suggest taking a close look at rival hatches, or even other options in the Subaru showroom, before taking the plunge.

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Sales figures show us each month what the most popular used cars are for Australian buyers, but popular doesn’t also mean best.

When it comes to that ultimate status symbol – the luxury car – you should make sure the three models below are high on your list of cars to consider.

JUMP AHEAD

• Near new: Genesis GV80
• Mid range: Infiniti Q50 S
• Budget: Lexus LS

Near new: Genesis GV80

Baby-Bentley looks, Korean value for money

Most modern luxury cars from prestige brands you wouldn’t want without a warranty, which is why we recommend a vehicle big on value, big on luxury, and one safe for those who want to own it for the long-term: the Genesis GV80.

While it can’t compete with the Germans for ultimate brand prestige, nor is its interior quite as fine, it’s still a very pleasing place to be – an SUV that tries hard to make you feel spoiled.

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Used examples can be had with a bit of new-car warranty remaining for around $90,000 – which might seem a lot, but by luxury car standards, it’s a bargain.

With tonnes of space, we especially like the twin-turbo V6 and recommend one with the optional Luxury Package – granting equipment such as Nappa leather trim, soft-close doors, suede headlining and a driver’s massage seat.

Described as a Korean rip-off Bentley Bentayga, there are certainly worse cars you could imitate.

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Mid range: Infiniti Q50 S

Flawed but fantastically affordable

We could have included any number of Audis, BMWs, Mercedes-Benzes and Jaguar–Land Rovers in our second-hand luxury-car picks, but the idea of owning most of them without a warranty makes our heart rate increase slightly, and our eyes a bit glassy. We like you too much, dear reader, to inflict such financial harm upon you.

While the Infiniti Q50 with its wacky steer-by-wire system hardly garnered the love of road-testers when it was new, in 2024 you stand to benefit from one of its most impressive features: depreciation. Nobody’s heard of an Infiniti, let alone a Q50, so they’re cheap as chips.

Our pick would be the S, which comes with a 268kW/546Nm hybrid rear-drive V6, and with a circa-2014 build, can be had for as little as $25,000. It’s quiet, comfortable, there’s leather, a sunroof, heated seats and electric everything – and unlike most of the aforementioned Euros, it will go for miles without too much hassle.

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Budget: Lexus LS

Corolla reliability meets limousine luxury

If you’re shopping for a luxury car on a budget, resist the temptation to buy that suspiciously cheap V12 Rolls-Royce and get a vehicle that is much more likely to provide years of trouble-free, cosseting motoring: a Lexus.

As the S-Class or 7 Series of the Lexus range, it’s hard to go past a range-topping LS. Produced between 2006 and 2017, you can get yourself an XF40 fourth-generation LS for between $20,000 and $60,000, depending on age and mileage, and that rewards you with tonnes of space, deep-pile carpets, quietude, all manner of mod-cons that you don’t have to worry too much about breaking, and a 4.6-litre naturally aspirated V8 paired to a buttery-smooth eight-speed torque converter auto. Plenty of safety features, too.

Best of all, you can sleep at night long after the warranty has expired, as 300,000km of effortless motoring is possible so long as you look after it and service it.

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The updated 2025 Volvo EX40 and 2025 Volvo EC40 electric SUV twins have debuted with mild updates – and new names.

Previously known as the XC40 Recharge – an all-electric variant of the XC40 small SUV – and the C40 Recharge, Volvo has standardised the names of its most popular electric cars to EX40 and EC40, respectively, to match its newest models.

This includes the EX30 light SUV and the EX90 large SUV, both due in Australia this year, along with the China-only EM90 people mover.

All-electric replacements to the current XC60 and S90, likely badged EX60 and ES90, are understood to be in final development.

Volvo plans to become an all-electric brand in Australia by 2026 with the launch of five new models – including the EX30 and EX90 – ahead of the Chinese-owned Swedish brand’s global mandate to be fully electric by 2030 and entirely carbon neutral by 2040.

The latest update to Volvo’s nomenclature also sees the ‘Recharge’ branding dropped from its plug-in hybrid vehicles, which are now solely denoted by a ‘T6’ or ‘T8’ suffix depending on power outputs.

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“The new and streamlined model name standard makes it even easier for existing and new customers to understand which of our models are fully electric and which are hybrids,” said Volvo.

“By aligning our trailblazing first electric models with the rest of our electric car portfolio, we simplify choice for consumers as we continue to electrify our line-up and refresh our hybrids,” added Volvo chief commercial officer and deputy CEO Björn Annwall.

Model-year 2025 updates for the EX40 and EC40 are limited to a new Performance software package for dual-motor variants, which will also become available as an upgrade for 2024 models in selected markets.

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The Performance update aims to improve acceleration with a 25kW power boost, unique pedal mapping, and a ‘Performance’ drive mode to unlock the full 325kW output.

Volvo is also introducing Black Edition variants for the EX40 and EC40 – along with the internal-combustion XC40, which retains its nameplate.

These variants are exclusively painted in onyx black, matched with high-gloss black trim, 20-inch five-spoke alloy wheels, and microtech or textile charcoal interiors.

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The latest updates for the EX40 and EC40 follow a comprehensive revision introduced in Australia in late 2023, which saw both models receive faster charging, more driving range, and a switch from front to rear-wheel drive for single-motor variants.

Volvo has also developed a more efficient combustion cycle for the XC60 and XC90 B5 mild-hybrid petrol variants, which should result in CO2 emissions reduction and a four per cent fuel consumption reduction for the XC60 or two per cent for the XC90.

A Volvo Australia spokesperson said the 2025 Volvo EX40 and 2025 Volvo EC40 should arrive in Australia around July or August, pending any production delays.

Sales figures show us each month what the most popular used cars are for Australian buyers, but popular doesn’t also mean best.

When it comes to the hugely popular large SUV, you should make sure the three models below are high on your list of cars to consider.

JUMP AHEAD

• Near new: Toyota Kluger
• Mid range: Santa Fe
• Budget: Kia Sorento

Near new: Toyota Kluger

Big, yet feels small to drive, and sips fuel

Toyota’s Kluger Hybrid applies the RAV4 Hybrid’s excellent 2.5-litre petrol/electric powertrain to answer a question few large seven-seaters can. Namely: How do you haul a big family without a thirsty big petrol or turbo-diesel?

With a 6.0L/100km city consumption figure (5.6L/100km combined), Kluger Hybrid is massively more frugal than the now-discontinued 3.5-litre V6 petrol, which officially used 11.8L/100km(!) in city driving.

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It’s also thriftier than the alternatives on the used market, and does its best fuel-saving work in the ’burbs, where the average Kluger will do most of its driving.

As with many Toyotas, there’s a substantial wait time for a new Kluger Hybrid so while used prices are high, at least you could drive away today in a ’22 model with manufacturer’s warranty.

Pay around $50K for a base GX or spend about $5K more on a Kluger GXL eFour, which brings nav, powered and heated pews, three-zone climate and a powered tailgate, though if you’re averse to clammy artificial leather, stick with the cloth-seated GX.

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Mid range: Santa Fe

Impressive all-rounder offers terrific value

Thirty five thousand bucks buys you a low-kilometre, low-to-mid grade Hyundai Santa Fe as recent as 2021, or even a higher-mileage Highlander, which represents a fine way to haul a large family in comfort and style.

But which powertrain to choose? With a robust 440Nm, we reckon the 2.2-litre turbo-diesel best fits the job, as did the vast majority of new buyers. Helpfully, the oiler’s better buying used than the 3.5-litre petrol V6, too.

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If the price of entry to Hyundai’s popular seven-seater seems high, well, that’s today’s used market. But it also reflects the model’s stout resale, supported in the initial years by the brand’s five-year, unlimited-kilometre warranty.

Target an Elite grade, which comes standard with the 2.2 diesel, eight-speed auto and AWD, and get niceties such as leather, powered front seats, 8.0-inch multimedia/nav, Infinity audio, dual-zone climate, proximity keys, a power tailgate and 18-inch alloys.

Alternatively, forego some fruit and opt for a newer, lower-kilometre Active (or Active X, if you can find one).

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Budget: Kia Sorento

Kia’s definitive SUV is both suave and stocked

A 2017/18 Kia Sorento with a year’s warranty left is a shrewd buy for seven-seat family-wagon shoppers looking to stretch a $25K budget as far as humanly possible.

Resist the allure of GT-Line and Platinum grades because, while you’ll find some in the $25-30K range, you’ll get far more mileage from a well-maintained, low-kilometre Si, Sport or SLi. You can take your pick of V6 petrol FWD or turbo-diesel AWD, which both feature an eight-speed automatic transmission.

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Thankfully, the range-opening Sorento Si is pretty well equipped, with an 8.0-inch multimedia/nav unit, Apple CarPlay and Android Auto, digital radio, a reversing camera, dual-zone climate control, LED DRLs and 17-inch alloys.

On the safety front, you get AEB, lane-keeping assist and adaptive cruise, which is great.

The Sport adds leather and 18s – nice – while the SLi adds 10-speaker Harman Kardon audio, proximity keys, powered front seats, and a powered tailgate – nicer, still.

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