WhichCar By Wheels

Mentsu wo tamotsu is the Japanese term for it. We’d call it ‘saving face’ and it’s key to understanding the changes behind the new Mazda CX-60. It’s always fascinating when cultures abrade against other and when those two cultures are that of the upfront Aussie and the Japanese keen to save honour, it’s downright intriguing.

The backstory first. When we first drove the Mazda CX-60 way back in 2022, it impressed with a number of attributes but its ride wasn’t one of them. It felt niggly and nervous, and at odds with the company’s upmarket aspirations for the vehicle. A subsequent long termer in the Wheels garage only confirmed our suspicions that this was a vehicle that could have used some local suspension tuning. Other issues raised their heads too. Driveline shunt, gearbox calibration and a number of other engineering glitches blotted the CX-60’s copybook. It had such potential, but was annoyingly flawed in too many areas.

None of these seemed major impediments in the greater scheme of things. They were all easily eminently solvable, but it’s been a process. Don’t forget that Mazda has already had one slightly half-hearted stab at it, by fitting different rear shock absorbers to CX-60s built after October 2023 – and then making these parts available to existing owners as a retrofitted item.

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Mazda Australia were, as you might expect, pretty frank about the situation. While they pointed to the encouraging sales figures, they claimed that feedback from both customers and the reviews of journalists allowed them to push the Japanese mothership to effect remedial changes. In short, they acknowledged the shortcomings of the CX-60.

But speaking to Toshiaki Aoki, the chief engineer behind the product, a different story emerges. To Aoki, this was just the normal facelift and update process at work. While I’m not about to claim that he was being economical with the truth, there was clearly a different cultural viewpoint.

“Right after the launch of the original CX-60, and that’s when we started the development of this updated version. Actually, normally, when a new vehicle is introduced, then right after that, the next program starts,” he stated, suggesting that this was business as usual for Mazda.

It’s not. No car has this sort of major surgery wrought on its suspension if there wasn’t much wrong with it in the first place. To whit, Mazda have done away completely with the CX-60’s rear anti roll bar, and have effected remedial surgery on the springs, dampers and bushings in order to fix the ride quality issues.

Push Aoki a bit harder on why such changes were required and he cedes a little. When asked if Mazda should have tested locally on Australia’s poor quality country roads, he notes that “I believe we should have understood the customers’ driving scenes better and more accurately… we are considering what needs to be done to better understand the market. We are trying to figure out the ways that we can adapt in terms of accurately assess and evaluate the local conditions.”

“I don’t think it was a good situation because the [old] vehicle moved too much before it could be balanced. The vehicle body moved not only up and down but also sideways. It moved a lot,” he explains.

As well as attempting to address the CX-60’s ride issues, the vehicle has come in for some modest equipment revisions, an update to the trim structure, a few engineering tweaks to the plug-in hybrid versions, a new entry-level engine is in the works and, best of all, it’s had a serious haircut on price – around $10k in some instances. Mazda claims that these revised asking prices reflect the sums that the vehicle was transacting at before, but it seems like a tactic to reignite interest in the CX-60. It could well work.

The entry-level version that will join the six cylinder 3.3-litre diesel and petrol variants and the 2.5-litre plug-in hybrid will be a normally-aspirated 2.5-litre Skyactiv-G powerplant, driving the front wheels exclusively. This is likely to be a stop-gap model that brings the CX-60’s entry price down in the interim before the all-new CX-5 arrives. We’ll have more details on that engine later. As it stands now, the opening point of the range is $50,240 before on-road costs for the new G40e Pure turbocharged inline-six petrol trim. That’s a 209kW CX-60 for much the same price as a 140kW CX-5 G25 GT SP. Seems like strong value to us.

Rather helpfully, Mazda had examples of the old version of the CX-60 for us to batter over Lang Lang Proving Ground’s worst surfaces and then do a compare and contrast with the new model. The differences weren’t stark, but represented a more than worthwhile improvement in body control and passenger comfort. Where the old car would never seem to settle onto its springs and induce quite severe head toss on the savage diagonal runnels on the test route, the newer vehicle boasted far superior compliance. There’s now a more controlled feel as the dampers run towards the end of their travel, and the softer springs bring a little more polish to the secondary ride.

There’s less pitchiness in the vehicle than before, the steering has been revised to reduce vibration through the column, understeer has been reduced by lowering the mounting point of the front knuckles and a propensity for lift-off oversteer has been reduced by removing the rear-anti roll bar.

Put simply, it’s a more comfortable and composed car than before. The steering software and stability control system have also been appropriately tuned to account for these changes to vehicle dynamics. The net result is a more comfortable ride without sacrificing too much of the CX-60’s alertness. It’s still taut-ish, but it’s no longer wearingly unsettled. The compromises have been managed smartly.

These improvements apply across the board, but the 2.5-litre plug-in hybrid version has come in for some additional attention. The old car was afflicted by significant driveline shunt, especially in town at light throttle loadings, and new software has been installed to allow for a more cultured take-up of drive. The handover between the internal combustion engine and the electric motor has also been finessed. The improvement here is noticeable, but that transition is still not exactly butter-smooth. All three of the CX-60 powertrains drive through an eight-speed automatic gearbox that uses clutches rather than a torque converter, and the clutch actuation and slippage has been refined to deliver smoother shifting and part-throttle response.

It’s just a shame that the CX-60 was rushed to us post-COVID without these engineering issues addressed. Perhaps the company was so keen to leverage its reputation for sporty handling that it took its eye off the fact that most buyers who choose large(ish) SUVs prioritise comfort, stability and safety over an invigorating steer. Mazda’s decision to engineer a range of large-capacity internal combustion engines in an era of downsizing also looks a mis-step, especially in the face of the new NVES emissions regulations that are looming on the horizon.

None of which makes this revised CX-60 a bad car. Quite the contrary in fact. What we had already was a good looking, well built and intriguingly engineered SUV that was close to being a genuine contender. Now that the impediments to choosing it have belatedly been massaged away, it’s a fairly easy vehicle to recommend. Choosing the best buy in the line up isn’t the work of a minute though.

All three of the current powertrains have something to be said for them. To date, Aussie buyers have voted with their wallets in favour of the G40e 3.3-litre petrol engine, which comprises 45 percent of all CX-60 orders. Some 30 percent then choose the P50e 2.5-litre plug-in hybrid, leaving 25 percent keeping chimney sweeps in business with the D50e 3.3-litre turbodiesel.

The diesel is interesting. While you can feel the extra weight in the nose versus the petrol and (especially) the PHEV, the not insignificant matter of 550Nm of torque gives it an easy-driving feel and it has a character all of its own. Like the G40e petrol engine, it features mild hybrid tech, with re-gen braking, but it’s only rated for towing up to 2000kg (braked) where the other two can tow up to 2500kg. Apparently that’s down to a historic cooling issue and it would have been good to have seen that particular shortcoming addressed in this update, but that one obviously slipped down the priority list.

The CX-60 remains probably the best vehicle in its class in terms of interior finish, and the new trim structure adds an element of additional choice for buyers. At the base of the range is a new Pure grade, after which it ascends through Evolve, the new Touring variant, GT and the flagship Azami, which tops out at $81,490 for the PHEV. The Azami is also offered with the option of Takumi Package (with a white interior) or the SP Package (tan with suede effect finishes), which will set buyers back an additional $2000. At present, all trim levels are offered with all three engines, but that’s likely to change with the introduction of the 2.5-litre SkyActiv-G engine. This is available in the CX-60 in the Japanese market in a 138kW/250Nm state of tune at the moment, although those figures may change slightly for the Aussie homologated unit.

Other changes? A new Zircon Sand metallic colour has been added to the palette for 2025, there’s additional sound-absorbing insulation in all models and the Active Sound Enhancer, an engine sound symposer that pipes fake engine noise into the cabin, has been dialled back in volume.

Mazda has created a better CX-60 at a more aggressive price. Of course, there’s an argument that it should have done so straight off the bat three years ago, and that it’s a day late and a dollar short in its efforts to make good. Indeed, some buyers may have tried the CX-60 and decided that it wasn’t for them. It’ll take something to get them to give this otherwise impressive vehicle a second chance, and given the development costs of the car, that’s a mistake that Mazda can ill afford. Still, better late than never.

Specifications

ModelCX-60 G40e Touring
Price$58,240
Engine3.3-litre inline-6
Power209kW @ 5000-6000rpm
Torque450Nm @ 2000-3500rpm
Transmission8-speed auto
Claimed fuel consumption and CO27.4L/100km and 174g/km
0-100km/h6.9sec






Kia Australia has announced local details for the facelifted Sportage mid-size SUV, which is now entering local Kia showrooms priced from $37,990 plus on-road costs. The updated Sportage has dropped all manual transmission variants, though the hybrids are now available in all-wheel drive form.

The price of entry to the Sportage range has climbed by $4995 thanks to the shelving of the manual transmission though like-for-like, it’s still climbed by $2995.

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

S 2.0L FWD$37,990
S 2.0L diesel AWD$43,390
SX 2.0L FWD$40,480
SX 2.0L diesel AWD$45,880
SX 1.6T hybrid FWD$46,450
SX 1.6T hybrid AWD$49,450
SX+ 2.0L FWD$45,080
SX+ 1.6T AWD$47,080
SX+ 2.0L diesel$50,480
GT-Line 1.6T AWD$53,990
GT-Line 2.0L diesel AWD$56,400
GT-Line 1.6T hybrid FWD$57,370
GT-Line 1.6T hybrid AWD$60,370
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Helping to justify the added cost, every model in the facelifted Kia Sportage range has gained standard equipment, with the S now featuring keyless entry with push button start and a larger 12.3-inch touchscreen with over-the-air updates and the Kia Connect smartphone app, the SX+ gets a wireless phone charger, highway driving assistance and a heated steering wheel, and the top-spec GT-Line includes a head-up display and dynamic welcome lighting.

The exterior of the Kia Sportage has received a light nip and tuck, with new lighting units, bumper and wheel designs, while inside has gained a new two-spoke steering wheel and a larger 12.3-inch touchscreen across the range.

The new touchscreen has also brought the ‘Kia Connect’ suite of live services to the Sportage for the first time, with seven years of complimentary access.

As before, there are four drivetrains in the Kia Sportage range: a 2.0-litre naturally aspirated and turbocharged 1.6-litre petrol engines, a 2.0-litre turbo-diesel and a turbocharged 1.6-litre four-cylinder hybrid.

Kia is yet to detail engine figures for the line-up, though the 1.6T is now equipped with an eight-speed torque converter automatic transmission – not the former seven-speed dual-clutch unit – and the hybrid is now available with all-wheel drive.

Sportage S standard equipment:

Sportage SX model adds:

Sportage SX+ model adds:

Sportage GT-Line model adds:

The facelifted Kia Sportage is now entering local Kia showrooms, with the first deliveries due to
commence soon.

MG Motor Australia has announced local pricing and specifications for the new HS Super Hybrid, which is a plug-in hybrid variant of the HS mid-size SUV. Priced from $52,990 drive away, the Super Hybrid system is the first hybrid variant of the new HS range, with the non-plug-in Hybrid+ also due to join sometime in 2025.

Under the bonnet of the HS Super Hybrid is a 105kW/230Nm turbocharged 1.5-litre four-cylinder petrol engine that’s paired with a 154kW/340Nm electric motor for combined outputs of 220kW of power and 350Nm of torque. The electric motor draws power from a 24.7kWh battery for a WLTP-rated electric-only driving range of 120km.

The HS Super Hybrid is rated at 0.7L/100km for combined fuel consumption, with CO2 emissions of 17g/km when fully charged. But with the battery depleted and in regular hybrid mode, the company says that it will still use under 5.0L/100km and it’s reportedly capable of driving more than 1000km from a full tank of fuel and a fully charged battery.

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The HS Super Hybrid’s battery can be charged using a type two connection and a full charge using a 7kW charger occurs in four hours, or just over seven hours using a 10-amp charger.

Unlike the petrol HS, which offers a base model Vibe, the Super Hybrid range starts at the mid-level Excite and pricing starts at $52,990 drive away with the top-spec Essence priced at $55,990 drive away.

MG HS Super Hybrid pricing (drive away):

Excite:$52,990
Essence$55,990
MG HS Super Hybrid Excite interior

MG HS Super Hybrid Excite standard equipment:

HS Super Hybrid Essence interior

HS Super Hybrid Essence model adds:

The first MG HS Super Hybrids will land in Australia in September.

MG HS Super Hybrid Excite

French sports car maker Alpine has unveiled the A390 electric sports SUV, which it will use to relaunch in Australia.

Last seen in 2022, Alpine’s then only product – the A110 coupe – had to be cut from Australia because of local side impact regulations and it’s not been seen since.

Now with the reveal of the A390, Renault’s local distributor Ateco Group has announced that the Alpine brand will be reintroduced to Australia, likely sometime in 2026.

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Revealed as a performance fastback SUV, the Alpine A390 uses the same ‘AmpR’ Medium platform as cars such as the Renault Megane E-Tech and measures 4615mm long, 1885mm wide, 1532mm tall and rides on a 2708mm long wheelbase. That makes it 15mm longer and 30mm wider, though 153mm lower than a Toyota RAV4, while its 532-litre boot is almost identical in size.

For now, just an 89kWh lithium-ion battery will be available in the A390, enabling an estimated range of up to 555km (WLTP). Using a 400V architecture, the A390 can be DC fast charged at up to 190kW, with 11kW (/optional 22kW) AC charging also available.

Two A390 models will be available – GT and GTS – and both use a tri-motor drivetrain with active torque vectoring. The GT makes 295kW/650Nm for a claimed 4.8 second 0-100km/h time and the higher-performance GTS boosts outputs to 345kW/808Nm, dropping the 0-100km/h time to just 3.9 seconds.

Standard features on the A390 GT include 20-inch alloy wheels with Michelin EV tyres, a Nappa leather steering wheel, a 12.3-inch digital driver’s display, a 12-inch portrait touchscreen with inbuilt Google software, an 850-watt 13-speaker Devialet sound system and electric front sports seats.

The GTS further adds larger 21-inch wheels with Michelin Pilot Sport 4S tyres, Nappa leather upholstery, Sabelt front sports seats with massaging, semi-autonomous driving functionality and an upgraded ‘XtremeSound’ audio system again from Devialet.

Australian details for the Alpine A390 are yet to be announced.

It’s incumbent on us to usually make some sort of proclamation at some point in a review on whether the vehicle in question represents good value or not. It’s rarely a very difficult process to arrive at that conclusion based on pricing and relative merits or otherwise. The reason I temper my words here is that I’ve just driven the new Mercedes-Benz G 580 and I’m torn as to whether this is a quarter of a million dollars well spent or whether it’s a very artful grift. I don’t think there’s a middle ground either.

Over the last few years, we’ve become accustomed to Mercedes asking a huge amount for a G-Class. It’s one of those vehicles that seems to transcend the normal rules on pricing and occupy a space where Mercedes could conceivably charge double and not see much in the way of fluctuation in demand.

You could almost imagine Professor Brian Cox explaining it as a place in the automotive universe where the normal mathematics of pricing and demand fold in on themselves and disappear. Right there, teetering on this event horizon of unfathomability is the $365,900 G63 AMG. It’s now been joined by the all-electric G 580, priced at $249,900 for the standard car and $299,900 if you want to go all-in on the Edition One version.

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Look beyond the lurid Manufaktur South Seas Blue Magno paintwork aside – most G-Class buyers still choose base Obsidian Black – and this appears for all the world like the G-Class that we’ve grown up with since 1979. Think about that for a minute. Over 46 years the block-like shape has barely changed. 46 years after Porsche launched the very first 911, 991-series prototypes were driving around in Zuffenhausen. There’s tradition and there’s G-Class tradition.

So you still get the side opening rear hatch, the boxy wing-mounted front turn signals and the metal door strikers that mean the G 580’s doors still slam shut with a pronounced clack. The windscreen pillars still stand almost vertical and the aerodynamics are still more akin to a commission housing block than a modern passenger vehicle. Heck, it’s even built in a ladder frame in the same Steyr plant as the originals.

But while there’s clearly more than a nod to tradition, the G 580 is radically different beneath the slab-sided sheetmetal. There’s a massive double-stacked 124kWh battery under the floor, of which 116kWh is useable. You get independent suspension up front and a solid rear axle, and four independently controlled electric motors and a low-range gearset for each one. Yes, it really does have a 108kW/291Nm motor and gearset for each wheel.

This allows it do some fairly remarkable things. You’ve probably seen footage already of the G 580 performing the G-Turn, in effect pirouetting in its own length. It can also perform a manoeuvre called G-Steer, which reverses the inside rear wheel in a turn, effectively causing the whole vehicle to pivot around that point. From behind the wheel, it feels like a slow-motion drift that you need to counter-steer against, but it allows you to very quickly reduce the turning circle of the G 580 in tight off-road spots.

It’s easy for these party pieces to give the impression that the G 580 is a bit of a superficial attention seeker, but that would be doing it a disservice. Despite packing 432kW and 1164Nm, Mercedes doesn’t want it compared with the petrol G63 AMG. It’s not that sort of car. Instead, it’s been designed to offer unparalleled ability in the rough stuff. And you don’t need a trio of locking differentials if you can instantly and minutely control what each wheel is doing in software. Mercedes makes the point that it’s the only car it builds that can be one-wheel drive.

Open the charging flap and there’s a neat little rubber diaphragm, designed to waterproof the female part of the charging apparatus, necessary because the G 580’s 850mm wading depth is 150mm more than any of the combustion-engined variants sold worldwide. It features beefier underbody protection, with a 26mm-thick carbon composite plate to keep that battery pack clear of any shark’s teeth in the track, which is just as well as the kerb weight of 3085kg means it’s not the nimblest car you’ll ever have driven.

It’ll accelerate through 100km/h in just 4.7 seconds and, like almost every other G-Wagen, it feels imperious at first and then feels a proper handful once you fool yourself into thinking straight line speed equals sportiness. The body control is fairly languid and even with adaptive dampers, the ride is a little unsettled, with slow steering. Tradition, you see?

It even has a digital sound signature, courtesy of the G-Roar sound symposer. It’s a little meek on startup, but if you plonked someone who wasn’t hugely car literate in the passenger seat of the G 580, there’s enough of a background rumble that they’d probably never twig that it was powered by batteries and not petrol.

This makes it possibly the easiest sell of an EV to an owner moving from a petrol version. The WLTP-mandated range of 473km gives it some legs, it’s better off road than any of its combustion-engined siblings and it still absolutely looks and feels the part. It’ll even charge at up to 200kW if you can find a DC fast charger.

Is all of this worth $250,000? That’s a tough one. A diesel LandCruiser will have the range to get to places the G 580 could never be able to countenance here in Australia. For weekend warriors, it probably has more than enough capability to get you out, soak up as much off-road challenge as you’re able to handle and get you home again, but it’s an expensive SUV to be out mud-plugging in. Chances are it’ll be more of an urban flex, a toy chosen by those who are merely reassured by the depth of its ability. How these people perceive the value proposition seems initially opaque. Look at the order books, however and it all becomes significantly clearer. As Mercedes and many other European manufacturers are rapidly realising in this increasingly electric era, history, it would appear, is bank.

Specifications

ModelMercedes-Benz G580 with EQ Technology
MotorsQuad permanent magnet synchronous
Transmission1 speed plus low-range reduction gearset
Battery size124kWh (gross) 116kWh (net)
Max power432kW
Max torque1164Nm
Kerb weight3085kg
L/W/H/WB4624/1931/1986/2890mm
0-100km/h4.7sec
Range473km (WLTP)
Price($299,900 Edition One)
On saleNow

KGM Australia has announced that its new Actyon SUV will be launched on June 1, 2025, which is also the date that KGM SsangYong Australia will become KGM Australia. Following in the footsteps of its global parent, the SsangYong name will be retired.

Joseph Lee, managing director of KGM Australia, commented: “It’s timely we fully embrace the KGM branding here in Australia and celebrate the latest vehicle design language with a brand logo re-fresh, to align with KGM’s global identity and better reflect our commitment to design excellence.”

KGM Actyon 5
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Under the bonnet of the KGM Actyon is a turbocharged 1.5-litre four-cylinder petrol engine making 120kW of power and 280Nm of torque. A six-speed automatic transmission is standard across the range, while the Actyon is rated at 7.6L/100km for combined fuel consumption and 174g/km of CO2.

Measuring 4740mm long, 1920mm wide, 1680mm tall and riding on a 2680mm long wheelbase, the KGM Actyon. That makes it 140mm longer than a Toyota RAV4, while the Actyon’s 668-litre bootspace (which opens to 1568L with the rear seats folded) is large for the segment and 126L larger than a RAV4.

Five exterior colours will be offered: ‘Grand White’, ‘Space Black’, ‘Iron Metal’, ‘Latte Greige’ and ‘Royal Copper’, with all but the white hue attracting an extra $700 charge. The interior is only available with black leather.

KGM Actyon 4

KGM Actyon pricing (drive away):

K50$47,000
K60$50,000

KGM Actyon standard equipment:

KGM Actyon 6

Actyon K60 model adds:

As with KGM SsangYong, the KGM Actyon will be covered by a seven-year/unlimited km warranty with five years of roadside assistance.

The KGM Actyon will go on sale on June 1, with first deliveries to commence from that date.

KGM Actyon 2

Price: From $40,000 drive away
Drivetrain/economy/CO2 emissions: 2.2L turbo-diesel, 133kW/400Nm, 6-speed auto, 4WD, 8.6-9.0L/100km, 226-236g/km
Dimensions: Up to 5409mm long, 1950mm wide, 1855mm tall, 3210mm long wheelbase
Towing capacity/GVM/GCM: 3500kg/2880-2980kg/6380-6480kg
Warranty/roadside assistance/service intervals: Seven-year/unlimited km, five years of roadside assistance, annual/every 15,000km
Five-year service cost: $2298 ($459 per year)

Rating

Things we like

  • Excellent value for money
  • Optional XLV pack adds further capability
  • Great warranty and service package

Not so much

  • More grunt would be appreciated
  • No more manual transmission option
  • Outdated lap-only rear middle seatbelt
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The dual-cab ute market in Australia is one of the more fiercely competitive segments in the world, with over 20 entrants from a wide range of car makers and even more due to arrive later this year.

One of the best value entrants is the KGM SsangYong Musso, which starts from just $40,000 drive away. In a market where most base model utes easily hit the $50,000 mark, that’s very refreshing. But is there more to the Musso than its value equation?

Price and equipment

Under the recently rebranded KGM SsangYong brand (KGM SsangYong has also announced it will become KGM Australia from June 1, 2025), the Musso offers three grades in Australia: base ELX, mid-spec Adventure and top-spec Ultimate. Each grade is also available in either standard form, or as the XLV, which increases the length for more capacity.

2025 KGM SsangYong Musso pricing (drive away):

ELX$40,000
ELX XLV$41,500
Adventure$43,500
Adventure XLV$45,000
Ultimate$46,000
Ultimate XLV$47,500

Musso ELX standard features:

XLV adds:

Musso Adventure adds:

Musso Ultimate model adds:

Ultimate Luxury Pack (+$3000) adds:

Interior and practicality

The interior of the Musso is a very comfortable and well finished place to spend time, and features quality that’s above a lot of the competition. While there aren’t soft touch materials everywhere, it still has a soft touch dashboard and lower trim, and it’s quite well screwed together. It really feels more like an SUV than a ute – not a surprise given that it shares so much with its Rexton SUV sibling.

Centre of the cabin is a new 12.3-inch touchscreen with features such as wired Apple CarPlay and Android Auto. It’s a really easy system to use and screen quality is also good. It would, however, be good to see features such as satellite navigation added to it. The digital driver’s display also measures 12.3-inches and looks good.

The Musso’s cabin offers good visibility, and its front seats are quite comfortable. Annoyingly, the base ELX doesn’t feature reach adjustment for the steering wheel, but the driving position is otherwise well featured with a good amount of adjustment.

The rear of the Musso is quite spacious for the segment and two tall adults will be quite comfortable. Even the base ELX features air vents, while stepping up to the Ultimate with the optional luxury pack even adds heated outboard rear seats. Unfortunately, all Musso models still use a lap sash rear centre belt.

The Musso’s tray is large and also has four tie down points. But if you need more space, the XLV adds a 300mm longer tub for an extra 251 litres of capacity, as well as a 110mm-longer wheelbase for extra interior space. Handily, even the ELX features an assisted tailgate.

Performance and economy

The KGM SsangYong Musso range uses a 2.2-litre four-cylinder turbo-diesel engine that’s mated to a six-speed automatic transmission and a part-time four-wheel drive system with high and low range. In the standard car, it makes 133kW and 400Nm, with the XLV adding 20Nm more torque.

KGM SsangYong claims combined fuel consumption of 8.6L/100km (9.0L/100km for XLVs) and CO2 emissions of 226g/km (XLV: 236g/km). All Mussos feature a 75-litre fuel tank.

On the road

Based on the same body-on-frame platform as the seven-seat Rexton SUV, the Musso drives well. While it’s not as keen a handler as the Ford Ranger is, it’s comfortable and entirely pleasant to drive. Part of that pleasantness is due to a coil spring rear suspension set-up, which is still quite rare in the ute segment.

While the engine’s outputs aren’t amazing, the Musso’s secret weapon is just how quiet it is. The sound deadening used is fantastic and only under full acceleration is the engine really heard – it is far quieter than rivals like the Triton, BT-50 and D-Max.

Service and warranty

The KGM SsangYong Musso is covered by a seven-year/unlimited km warranty with five years of
roadside assistance.

Its service intervals are once-yearly/every 15,000km and a five-year/75,000km service cost is
$2298 ($459 annually).

Verdict: should I buy a KGM SsangYong Musso?

While it could be more powerful and offer more up-to-date safety features such as adaptive cruise control, the KGM SsangYong Musso is definitely a product that you shouldn’t overlook. Its chief drawcard is its amazing value equation – that you can get a well rounded and well equipped dual cab 4×4 diesel automatic ute for under $40,000 drive away is amazing in this day and age.

But unlike some rivals, the Musso isn’t rough around the edges – it’s actually relatively refined and nice to drive. Its cabin is good quality, its warranty is long, it’s practical and offers good payload and towing capability. On the checklist for a well-rounded dual-cab ute, it ticks an awful lot of boxes.




Subaru Australia has revealed pricing and specs for the sixth generation Forester mid-sized SUV.

Set to arrive in local showrooms from July 2025, the new Forester range brings enhanced performance, efficiency, and technology to one of Subaru’s most popular nameplates.

Unveiled to the public at the recent Melbourne Motor Show, the latest Forester is available in seven variants, including four petrol-only models and three featuring Subaru’s new strong Hybrid e-Boxer system. Pricing begins at $43,490, with all models built around Subaru’s renowned Symmetrical All-Wheel Drive platform, with dependable grip and handling in all conditions.

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The big headline is the debut of the next-generation Hybrid e-Boxer powertrain, which combines a 2.5-litre Boxer petrol engine with a 90kW electric motor and 1.1kWh battery. This system offers smoother, quieter acceleration, instant torque delivery, and an impressive driving range of over 1000km per tank. Unlike mild hybrids, Subaru’s strong hybrid seamlessly transitions between petrol and electric power depending on driving conditions, enhancing both performance and fuel economy.

For ICE devotees, Subaru has also refined its familiar 2.5-litre direct-injection petrol engine, now delivering 136kW and 247Nm, with improved responsiveness and reduced noise, vibration, and harshness. All variants, petrol and hybrid alike, offer 220mm ground clearance, X-Mode off-road assist, and newly tuned suspension and steering for greater on- and off-road control.

Pricing

Subaru Forester AWD$43,490
Subaru Forester AWD Premium$46,490
Subaru Forester AWD Sport$48,490
Subaru Forester AWD Touring$50,990
Subaru Forester AWD Hybrid$46,490
Subaru Forester AWD Hybrid Sport$54,990
Subaru Forester AWD Hybrid Touring$55,990

Inside, the updated Forester features a 11.6-inch HD infotainment touchscreen with wireless Apple CarPlay and Android Auto, a Qi wireless phone charging pad, and in select hybrid models, a 12.3-inch digital driver display and 360° Surround View Monitor. Enhanced sound insulation and ergonomic seating add to the cabin’s comfort.

Safety remains a focus of the new models, with all equipped with Subaru’s latest EyeSight® Driver Assist system, featuring a wide-angle camera and emergency driving stop function, along with nine airbags, Subaru Vision Assist, and a Driver Monitoring System.

Customers can pre-order the all-new Forester now through Subaru Australia’s website or at local retailers.

Specifications

Petrol

Forester AWD

Forester AWD Premium adds:

Forester AWD Sport adds:

Forester AWD Touring

Forester AWD Touring adds:

Hybrid

Forester AWD Hybrid:

Forester AWD Hybrid Sport

Forester AWD Hybrid Sport adds:

Forester AWD Hybrid Touring adds:

We recently brought you the early European reveal of the BMW M2 CS but ahead of late 2025 first Australian deliveries, BMW has unveiled further details about its higher performance variant of its M2 sports coupe.

For starters, the new M2 CS makes more power and is both stiffer and lighter compared to the regular M2. Under the bonnet of the M2 CS is an upgraded version of the standard M2’s turbocharged 3.0-litre petrol inline six engine, matching the outputs of the current M3 and M4 Competition.

Making 390kW of power and 650Nm of torque, the M2 CS’s outputs are 37kW/50Nm stronger than the regular M2 and power is sent to only the rear wheels through an eight-speed automatic transmission.

6

The M2 CS’ claimed 0-100km/h sprint of 3.8 seconds is 0.2-seconds quicker compared to the M2, while its 0-200km/h time of 11.7 seconds is a 1.2-second improvement as well. Its top speed is an electronically limited 302km/h.

BMW has upgraded the M2’s chassis for the CS makeover, including an 8mm-lower ride height, stiffer springs and dampers and additional settings for the stability control and driving modes specifically for track driving.

While BMW has given the M2 CS more power and enhanced its dynamics, it’s also made it lighter compared with the M2. According to BMW, it’s approximately 30kg lighter thanks to the use of carbon-fibre-reinforced plastic parts, as well as forged alloy wheels.

The exterior and interior of the M2 CS have also seen light upgrades with more aggressive exterior styling, including a new rear diffuser and ducktail spoiler, while the interior features M bucket seats and more carbon fibre trim.

Four exterior paint finishes are available for the Australian market: ‘Black Sapphire metallic’, ‘BMW Individual Velvet Blue metallic’, ‘M Brooklyn Grey metallic’ and ‘M Portimao Blue metallic’.

BMW M2 CS pricing (plus on-road costs):

M2 CS$172,900

CS-specific standard equipment:

The first Australian deliveries of the BMW M2 CS will commence in late 2025.

The Royal Automobile Club of Victoria (RACV) has made an urgent call for Victorians to wear their seatbelts every time they enter a vehicle after fresh data revealed a disturbing spike in seatbelt violations and road deaths.

In the first quarter of the 2024–25 financial year alone, more than 8,500 motorists were caught not wearing seatbelts – resulting in over $3.3 million in fines. This surge suggests that Victoria could surpass last financial year’s total of 34,744 seatbelt offences, according to Victoria Police statistics.

The spike in non-compliance comes amid an increase in road fatalities. As of midnight on May 20, 2025, 118 lives have been lost on Victorian roads this year – an 8.3 per cent rise from the same period last year. Over the past five years, 130 people who died in crashes were not wearing seatbelts at the time of the incident.

RACV Head of Policy James Williams said the figures underscore the critical importance of buckling up. “Failing to wear a seatbelt is a simple, but deadly mistake,” he said. “Seatbelts save lives. Choosing not to wear one puts you, your passengers, and other road users at risk.”

Victorian law mandates that seatbelts must be worn correctly at all times, with offenders facing a $395 fine and three demerit points. Williams emphasised that accidents can occur anytime, making seatbelt use non-negotiable for safety.

RACV is urging all drivers and passengers to take the following actions to protect themselves:

“Wearing a seatbelt is one of the simplest actions we can take to reduce road trauma,” Williams said. “It takes just seconds to click in – and it could save your life.”