Car Reviews

The flagship of the Polestar 4 range is the Longe Range Dual Motor which kicks off at just under $90,000 - slipping in under the Luxury Car Tax threshold.Interestingly, both the Single Motor and Dual Motor share the same standard features list. The difference is with the powertrain, and with some options packs that include things like fancy Nappa leather - but it is sustainably sourced.The Long Range Dual Motor has a motor on each axle for all-wheel-drive grip, and the power and torque is bumped to 400kW and 686Nm respectively. You’ll get to 100km/h in just 3.8 seconds. Range in the Dual Motor drops to 590km and efficiency sits between 18.7 and 21.7kWh/100km.As with the Single Motor, the Dual Motor comes standard with Android Automotive operating system, Google Built-in, wireless Apple CarPlay, an eight-speaker audio system, a 15.4-inch multimedia display, solar system-inspired ambient lighting, eight-way power driver’s seat and six-way powered passenger seat, 20-inch aero wheels and the camera-based interior mirror that replaces the rear windscreen. It also gets a healthy list of standard safety gear. 

Sitting above the GX, the LandCruiser Prado GXL will make up more than 50 per cent of 250 Series sales in Australia, says Toyota.It makes sense on paper, with niceties like heated and ventilated front seats, synthetic leather upholstery, eight-way power adjust driver's seat, a 12.3-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto along with seating for seven occupants.With the new Prado's enhanced off-road capability and greater sealed road comfort, the latest GXL should make the ideal fit-for-purpose family vehicle.But all is not perfect. Because this body-on-frame Prado needs to accomodate a 110-litre fuel tank, 17.4-litre AdBlue tank, full-size spare tyre, hybrid battery and a pair of chairs out back, there's no space to put fold the third row below the floor. That means even when not in use, there's another 100mm added to the boot's load height. To keep the floor flat with the third row stowed, Toyota has implemented flimsy plastic boxes – far from an ideal solution.It is a shame but don't let it put you off the Prado. The rest of the cabin is fantastic. In the front there are plenty of soft, squishy materials including knee pads on the transmission tunnel. Two cup holders in the centre are a good size, the door bins accept a one-litre bottle and there's a deep centre cubby.The second row has good leg and headroom with an excellent view out thanks to a 30mm lower window line than the old car. Annoyingly, there's a piece of hard black plastic on top of the transmission tunnel, making the middle seat (that doubles as an armrest) quite uncomfortable.There are two more USB-C ports in the second row, matching the two in the third and three up front for seven total charging points. The second row also gets its own climate zone for a total of three, with vents in the roof to easily cool your face instead of knee caps.Accessing the third row is made pretty simple by the generous door aperture and tumble-forward 60/40 split backrest. Once back there, space is at a premium, though, compared to monocoque alternatives such as the Hyundai Palisade.Under the new, sculpted aluminium bonnet, the Prado packs a familiar 2.8-litre turbo-diesel four-cylinder. Like in the updated HiLux, the '1GD-FTV' gets a 48-volt integrated starter-generator system to extend engine start-stop times and improve fuel efficiency to 7.6L/100km. Outputs are still the same, though with peak power 150kW and torque 500Nm.A new eight-speed automatic shift smoothly and decisively, also bringing a lower first gear (almost negating the need for low range) and taller cruising gear. Along with the 30 per cent stiffer body and frame, the Prado is now certified to tow a 3500kg braked load.At speed on sealed surfaces, the GXL's 18-inch alloy wheels, all-terrain tyres and passive dampers are so well matched. The way it shrugs off huge pot holes yet retains body control through lumpy corners is fantastic. Quiet, too, with minimal wind noise despite what the retro boxy shape suggests.Also going against the visual theme are the latest safety aids, including nine airbags, lane-trace-assist, driver-attention monitoring, speed limit assist, adaptive (or regular, thankfully) cruise control, rear cross-traffic alert and more. Crucially, the systems did not beep and bong constantly like some other brands attempts, and are easy to disable.Perfectly-calibrated stability control and ABS systems give you nearly as much confidence on unsealed roads, aided by the full-time 4WD system with a lockable torsen centre differential.On slower, technical terrain, the GXL gets the job done with seamless Crawl Assist and clever off-road traction control, yet it is missing a locking rear differential. The clearance stats aren't amazing, either; approach and departure angles are 31º and 17º and the 210mm ground clearance saw us tickle the top of a termite nest.The Altitude, with its locking rear diff and stabiliser disconnect, is the choice for hardcore off-roaders. In all trims, the chunky controls are laid out in a straightforward manner.What all will appreciate is the new electronic power-assisted steering system. It has 3.24 turns lock-to-lock and varies the level of resistance depending on speed, making for an effortless drive at low speeds — be it parking in the multi-storey or scaling a 30-degree rock — while weighting up at 100km/h.Like the Prado that came before, maintenance is due every six months or 10,000km at a price of $390 per visit for the capped price period. The Prado has a five-year/unlimited kilometre warranty that can be extended to seven providing the 4WD is serviced on time.Does the GXL still deserve to be the most in-demand Prado? On paper, yes, with a reasonable asking price and extra practicality of seven seats. Yet the GX's more usable boot, lower price, and nice cloth upholstery means it is worth a look when shopping at this end of the Prado range.

You could look at the CX-80 Pure as evidence that the brand’s new 'Mazda Premium' strategy - and the prices associated with it - is still finding its feet in Australia. 

The MG ZS Hybrid+ Excite, the entry grade model in the line-up, is priced from $33,990 drive-away, which pushes this new model into a financial space the previous generation ZS didn’t occupy.

The Polestar 4 is offered initially in two ‘Long Range’ grades, kicking off with the Single Motor that is rear-wheel drive.

At the bottom of the new 2025 Toyota Prado range is the GX. Historically pitched at fleet buyers, the latest iteration is much more than a miner's delight.Yes it has rubber floor mats, a polyurethane steering wheel and manual-adjust seats but the cloth upholstery — made from 30 per cent recycled PET bottles — is soft, temperature stable and the seats are mighty supportive.The Prado GX also gets all the technology of the GXL, including a 12.3-inch multimedia touchscreen, wireless Apple CarPlay and Android Auto, 7.0-inch digital driver's display and remarkably clear, powerful 10-speaker sound system. Visually distinguishing features include LED daytime running lights and main beams, black wheelarch cladding, 18-inch alloy wheels and no roof racks.The treatment really suits the new Prado's heritage-inspired styling. It's a blocky shape with carefully-sculpted reliefs adding drama. Nods to previous Toyota products include the HiLux Surf-inspired tailgate and heritage look square mesh grille. Aussie cars sadly miss out on the retro round headlights.Stowage spaces are generously sized, including the centre cubby, and icy cold dual-zone climate control is standard. Five USB-C ports match the GX's five-seat capacity and the second row is more spacious than the car it replaces with a good range of adjustment on the reclinable back rest. Thanks to a 30mm lower window line, vision out is excellent, too.The floor is still high, though, and there's a hard plastic cover on the transmission tunnel that renders the middle seat rather uncomfortable.Toyota quotes VDA boot capacities of 954 litres with five seats in place or 1895L with the 60/40 backrest folded. There's a step from the boot floor to the back seats, making the load bay uneven. It also has quite a high floor owing to Toyota having to pack a now-smaller 110-litre fuel tank, 4.3 amp hour battery and full-size spare tyre under the floor.Out on the road is where you feel the biggest changes between the new 250 Series and its 150 Series forebear, with the new 3.24 turn lock-to-lock electronic power assistance system the star. Light at low speeds, it firms up on country roads with minimal dead-zone around the straight-ahead. There's almost no kickback over bumps, either.With 18-inch alloy wheels, highway terrain tyres and passive dampers, the GX is the most basic Prado chassis you can get and also the most resolved. Plenty of body control even at the NT’s elevated 130km/h speed limit, excellent bump absorption and great cabin isolation over rough corrugations and broken surfaces. Point the long, attractive aluminium-bonneted snout towards some unsealed roads and the Prado reveals another level of talent. The full-time 4WD system with lockable Torsen centre diff means plenty of traction no matter the grip levels. Smart ESC tuning helps trim lines in loose conditions without clamping down on fun and visibility is excellent thanks to those upright A-Pillars. With a smaller wheel and tyre package, the GX’s on-paper off-road credentials aren’t incredible; approach and departure angles of 31º and 17º are decent but the 210mm ground clearance is less than a Subaru Forester. Lucky we don’t drive on paper — the Prado’s seamless Crawl Assist and clever off-road traction control mean the GX effortlessly clears the sort of challenges a weekend warrior might throw at it. The Altitude, with its locking rear diff and stabiliser disconnect, is the choice for hardcore off-roaders. You can also replace individual pieces of the front bumper system, rather than needing to get a whole new single piece item. We didn’t get to sample how the new Prado pulls a load with its improved 3500kg braked towing rating. The carry-over 2.8-litre turbo-diesel four-cylinder gets a new V-Active 48-volt starter generator, turbocharger, intercooler and still produces 150kW and 500Nm. It's adequate motivation, but for a similar price Ford will serve you a V6-powered Everest.A new eight-speed torque converter automatic shifts smoothly and quickly with decisive logic. The lower first gear means you rarely need to engage four-low, while a higher top ratio contributes to an improved 7.6L/100km combined fuel efficiency rating. To lower NOx emissions, the Prado now has a 17.4-litre AdBlue tank that should go around 8700km between fill-ups. A glimpse at the spec sheet would suggest the new, much-improved Prado is best in GXL guise but don't write the sub-$80K drive-away GX off, it has everything you need and is remarkably well-appointed. The Prado’s practical boot in five-seat guise only adds to the base model’s appeal.

The Azami is the flagship offering in what Mazda calls it flagship five-seat SUV, the CX-70, and you can have it with one of two big and powerful engines.

The GT trim level marks the entry point to the new CX-70 range, but it’s actually more of a mid-tier grade, as opposed to a true entry-level car (or what Mazda would call a Pure).

Smack-bang in the middle of the GX range is the Overtrail, which lists at $122,250, and is designed to be the most off-road-focused model of the range.

The Sports Luxury is the most expensive GX, at $128,200, before on-roads, and it gets 22-inch wheels, adaptive suspension, better lighting and a fixed glass roof with a sun shade.Inside, there’s a 21-speaker Mark Levinson stereo, leather seats with a massage function for the front row and a digital rear-view mirror, amongst other added goodies. The big question with seven-seaters is how much room you have in the back, and the GX is pretty generous. I had plenty of room for my 175cm frame behind the driver’s seat, and climbing into the back was relatively easy, too.The middle-row seats collapse and fold out of the way, meaning you can climb into the third row without too much grunting. And once there, you’ll find room for adults along with two of the five USB connection points dotted around the cabin.Every GX scores a very punchy 3.5-litre twin-turbo V6 petrol engine, along with a 10-speed automatic that feeds the power to all four wheels. The engine produces 260kW and 650Nm, and it feels plenty sprightly.