Family Reviews

In many ways, the Tiggo 9 Elite Super Hybrid is a massive deal.Priced from just $52,990 (before on-road costs), it seems like red-hot value, saving $7000 over the Ultimate flagship released last year.The Chery is also $4000 cheaper than the next cheapest plug-in hybrid (PHEV) seven-seater large SUV, the BYD Sealion 8 also from China, $14,000 below Korea’s Kia Sorento and almost $23K shy of Japan’s Mazda CX-80 full-sized alternatives.Equipment levels are also a knockout, with luxuries like powered and heated front seats offering driver's side massaging, 360-degree camera views, a panoramic sunroof, powered tailgate and 19-inch wheels.Plus, all of the essential advanced driver-assist systems (ADAS) are present. Just note there is no airbag coverage for third-row occupants, nor any ANCAP crash-test rating. Pity.But there is decent ownership protection with a seven-year/unlimited kilometre warranty, as well as capped-price servicing covering that period.The Tiggo 9’s interior is equally generous.Large, spacious and pleasantly presented, the Chery offers sumptuous front seats, a fine driving position, heaps of storage, ample ventilation and impressive build quality.Little details add a lot, like Mercedes-mimicking door-mounted powered seat switches, a chilled/heated console box, a cooled phone-charger cradle, buttonless start/stop, and proximity key. All thoughtful inclusions.Chery has also tried to make the big 15.6-inch touchscreen less annoying, with clear markings, configurable onscreen short cuts and a slick operation.But no buttons mean the usual limitations stand. Menu searching is distracting and potentially dangerous. Often a second prod is required. The ‘Hello Chery’ interface is risibly useless. The climate control set-up is bafflingly fiddly. And there is no direct audio volume access.The 9’s joyously light-filled second row seems great initially, with a 60/40 bench that slides and reclines, ample space and more unexpected luxuries like separate climate controls and four air vents.But low seat cushions force an awkward knees-up posture for longer-legged passengers. And sliding both halves of the bench is tiringly heavy.Which leads to the Tiggo 9’s biggest red flag. Chery hasn’t bothered engineering the middle seats for right-hand drive (RHD) markets, meaning the only viable third-row access is via the road side. In the traffic.That’s where the smaller seat tips forward to allow easiest entry and egress. This could be dangerous as children are forced to clamber out onto the trafficked road side.What of third-row access via the left door? When folded, the bulkier backrest is too high for most people to traverse. And dragging the base forward to create a slim gap to squeeze past is a hefty workout.Once in the third row, there’s reasonable comfort for two adults if the middle-row seat is slid forward, aided by reclinable backrests, cupholders, ventilation, storage and lighting.Note, however, there are no provisions for child seats. Nor can the left passenger exit without assistance since only the right seat ahead has a release lever, again forcing people to alight into the traffic. Fail.Further back, as with most seven-seater SUVs, there isn’t much cargo capacity with all seats up (143 litres), rising to a very handy 819L and 2021L in five- and two-seater modes respectively.Frustratingly, the Chery also lacks a spare wheel, while a tyre repair kit is Velcroed to the carpet. There’s no storage for the luggage blind when the third row is occupied and nowhere for the charging cable either.Speaking of which, a 105kW/215Nm 1.5-litre four-cylinder turbo-petrol engine, mated to two front electric motors, delivers 225kW of power and 450Nm of torque to the front wheels. Down from the AWD’s 34kWh item, the Elite’s 19kWh battery allows for 90km of EV-only range, or 1250km all-up, though these use the less-accurate NEDC and not WLTP testing.Does the Tiggo 9 redeem itself on the road? Drive it sedately and most things are done impressively well. Slick, light, easy and comfortable, it’s actually quite sweet around town.In EV mode, acceleration is willing and smooth, with instantaneous response and strong all-round performance. In the hybrid setting, the transition to the internal combustion engine is not as seamless as hoped, with a slight delay and a faint hiccup under heavier throttle, but there’s still enough muscle for fast and spirited driving on the go.Beware that wet roads can result in scrappy wheel spin and front axle tramp.While artificial in feel, the steering is effortless and quick-witted, providing useful manoeuvrability around town. Ride comfort, too, is exceptional, due to cushy suspension that soaks up bumps with ease.But beyond 80km/h, the steering feels too sensitive, making it difficult to modulate smoothly as constant corrections are required to keep it straight. That the ADAS lane-keep tech randomly nudges the Chery into line doesn’t help, joined in by endless driver-fatigue warnings. Urrgh.This is heightened by the soft suspension that promotes excessive body movement and pitch, requiring further steering inputs and more over-correction… it’s an endless, fidgety drag that promotes motion sickness and driver fatigue.This isn’t good enough. Chery would benefit from proper Australian road tuning.On a more positive note, we managed about 50km of EV-only driving between petrol engine intervention, as well as 5.7 litres per 100km against the outrageous 1.5L/100km claim.That translates to a combined range figure of nearly 1230km, which is very close to the 1250km NEDC rating. Impressive.

Once a common sight on our roads, wagons have fallen out of favour somewhat as a result of the ever-growing popularity of SUVs and utes. But is a wagon a better and more family-friendly vehicle than a bigger, taller SUV or ute? And what if that vehicle has a mild-hybrid system onboard? That's where Skoda’s Octavia new mild hybrid comes in.

Ford’s Escape SUV has had a bit of a chequered past in terms of how it was marketed and what it represented. But, fundamentally, the version we saw launched here in 2020 as the fourth-gen Escape (the ZH model in Ford-speak) was more or less a third-generation Ford Kuga, engineered in Germany and built in Spain.Confused? Wait till you see the model line-up. Ford went against years of tradition by dumping established names such as Ambiente and Trend and kicked the new Escape off with the model simply badged FWD (front-wheel drive). From there, the range flowed through the ST-Line FWD and ST-Line AWD (all-wheel drive), then the rather grandly named Vignale (Ford picked up the Vignale badge as part of its buyout of De Tomaso in the 1970s) in both FWD and AWD forms.And shortly after the initial launch, Ford followed up with a model dubbed ST-Line PHEV which, as the name suggests, featured a plug-in hybrid driveline and was front-wheel drive.The vehicle itself was a five-seat mid-sized SUV that was actually pretty sporty to look at and, even in entry-level form, provided pretty stunning performance thanks to a racy driveline. All variants apart form the PHEV used a 2.0-litre petrol engine with a turbocharger for a rather stirring 183kW of power and lots of torque. Both FWD and AWD versions used the same eight-speed conventional automatic transmission.The PHEV was the odd-one-out, with its normally aspirated 2.5-litre four-cylinder engine and electric motor accounting for 167kW and driving through a continuously variable transmission (CVT).Far and away the biggest compliment the Escape gets is for its performance. That torquey turbo motor puts out plenty of power, meaning performance is pretty impressive as a result. So, if a mid-sized SUV with five seats and some decent straight-line stomp is what you’re after, then the Escape is indeed very possibly what you’re looking for.Beyond that, however, the Escape is a bit me-too and kind of disappeared into a sea of similarly sized, similarly priced SUVs from literally dozens of carmakers.The Escape doesn’t have a perfect reliability record, but it is better than the model it replaced. It’s still a pretty complex piece of machinery, though, so there are a few things to check before buying. A complete service record is also crucial to long-term reliability, as it is with any make or model.The news here is better than for previous Escapes, but still not perfect. That’s mainly because the old EcoBoost 2.0-litre engine was known for catastrophic failures and engine fires due to a flawed basic design. That engine had too little sealing surface area on the head gasket which meant that coolant could leak into the cylinders. When that happened, the engine could overheat to the point of causing a fire, or simply destroy itself in the process.But post-2020 versions of the engine used a more robust crankcase design that eliminated that problem.But the hybrid Escape wasn’t so lucky and has experienced problems with its high-voltage battery which could present a fire risk if it was one of the ones that had an inbuilt flaw in its construction. If you were unlucky enough to buy one of those (and there was no way to tell in the showroom) the flaw could have produced an internal short-circuit that may have caused a fire or complete battery failure down the track. The advice from Ford to owners of these cars was to not charge the battery beyond 80 per cent and to only drive in EV Auto mode until the car could be checked (see recalls section).Aside from that, the Escape has also been known to suffer cracked exhaust manifolds (which mounts the turbocharger) and premature fuel pump failures. Some owners have also experienced carbon build up in the engine’s valves. The Escape’s engine uses direct-injection so the valves are not `rinsed’ off by the fuel as it’s injected into the engine. A build up of carbon is often the result, but to be fair, this is not a Ford-specific thing and many other makes and models are similarly affected.Like a lot of complex vehicles, the Escape has had its share of safety recalls for owners to deal with. For the full story, you can check out https://www.vehiclerecalls.gov.au/ and search for this model, but in the meantime, here’s a thumbnail look at those recalls.The first was for early examples which may have had a fault in the engine-bay airflow management system. Shutters under the nose of the car that were designed to open and close as necessary may not have opened when they should have, and that posed a fire risk if there had been a fuel or oil spill at the same time.A batch of 2021-built cars were recalled to check the bonding of the glass panel of the panoramic sunroof which could detach at speed.PHEV Escapes built until 2024 were recalled to check for a manufacturing fault that could have led to a fire if the engine suddenly blew up (literally). Equally seriously, a batch of 2021 cars were recalled to check for excess play in the steering which could have led to steering failure if unchecked. The Escape was also recalled to check the reversing camera system which could glitch out and leave the screen blank when drivers most needed the system.Then there was the high-voltage battery problem we’ve already touched on. Apparently, a manufacturing flaw in the battery itself could lead to thermal runaway and an intense fire. It’s hard to imagine any Escape PHEV not having been checked for this problem by now, but it’s still worth making sure. You can do that at a Ford dealership.Like a lot of cars, Ford gradually worked the bugs out of the Escape, so the best one now (and the one least affected by recall notices) is a late-model example. The later the build date, the better, more bug-free the car is likely to be.You’ll see the odd Escape for sale with more than 160,000km, but that will definitely be in the minority. Most for sale now have travelled closer to 100,000km or even less, suggesting there’s plenty of life left in them. There are even a few for sale online that are showing super-low mileage, suggesting they may actually be leftover demonstrator models, even though the Escape officially left showrooms back at the end of 2024.As a car ages, the difference between the cheapest and most expensive variants when brand new starts to shrink dramatically. With that in mind, the Vignale is the one to look for now. Do you really need an all-wheel-drive Escape when a front drive will do the job? Not really, but the all-wheel-drive option helps tame that feisty little engine’s power delivery and gives a safety margin on most road surfaces, wet or dry.The one we’d avoid would be the PHEV. Aside from the longer list of potential faults, it just never seemed as resolved or sorted as a modern PHEV should have been. And you’ll be missing out on that ripper little turbo motor which is clearly the highlight of the entire car.Prices start at about $15,000 for cars in good condition and with relatively low kilometres showing. You’ll be buying a front-drive car for that sort of money, although you might get lucky and spot an all-wheel-drive version for under $20,000.A high-spec all-wheel-drive, late-model Escape is yours for about $30,000 or more, and should have fewer than 50,000km on its odometer. The best value is probably somewhere between those two extremes, and look for a car with some factory warranty remaining. That’s great peace of mind.Ford has one of the biggest dealer networks in Australia and, thanks to the long history of Ford vehicles in this country, many of those are situated in regional areas. As such, repair and service parts should never really be a problem, even though the Escape is something of an orphan in this market.Parts are readily available through traditional retailers and there’s good online support, too. Servicing can also be handled by any decent independent workshop which should also be able to stamp the service handbook to protect any remaining new-car warranty.The Escape was largely overlooked by buyers, mainly because the mid-sized SUV market was, and is, such a crowded space. Plenty of competition from other established badges such as Mazda, Toyota and Nissan, as well as the march of the Chinese brands, meant that the Escape was ignored by many.The result was that, even in its best year (2020) Ford sold just over 2000 Escapes; a long way short of the 35,000 sales recorded by the Toyota RAV 4 the same year. And that’s why even the big online sales sites now have less than 100 ZH Escapes for sale right now.

The Denza B8 introduces a luxury plug-in hybrid to the upper-large SUV segment but does it make enough of a splash to stand out against its heavy-hitting rivals?

Being a mid-size SUV means the MG HS Super Hybrid is placed in one of Australia’s most competitive segments. But does it do enough to earn a spot on your shortlist?

Time’s up! Our three-month long-term test of the Volkswagen ID.5 Pro is over and I have so many thoughts about this electric car. It does some things way better than its rivals but misses the mark slightly in other areas.This is the stuff you learn over a longer period of time as an owner would discover, too.The Volkswagen ID.5 is one of the best mid-sized electric SUVs I’ve driven. The emphasis is on the word "driven", however.Sure Volkswagen might not be the first brand you think of when it comes to EVs, especially given the enormous variety offered by Chinese brands, but the company’s cars are nearly always excellent to drive and the ID.5 is no different.Some EVs are just quick at accelerating but the rest of the driving experience feels half baked, from the ride and handling to the steering and driving position.The ID.5 isn’t all that quick when it comes to accelerating (0-100km/h in 6.7 seconds) compared to some EVs, but all the components that make a superb driving car are there.The steering is accurate and well weighted, the suspension setup offers both a comfortable ride and sporting handling, the seating position makes you feel part of the car, and, being rear-wheel drive, the ID.5 Pro benefits from better traction, good balance and a sporty feel.The next best ID.5 Pro takeaway is the 543km driving range which is equal to many petrol SUVs. For city dwellers like our family who only do between 60 and 150km a week, it was enough to last a couple of weeks between charges.This month, for example, we only travelled 238km. But keep in mind we have two cars in our family - the one we own and the car I’m testing. If we were a one-car family, then you might find the ID.5 needs to be charged weekly.Batteries are very different to petrol tanks and charge can be used up faster, depending on the type of driving. Motorways tend to deplete the charge, whereas lower-speed city driving with lots of braking will conserve the charge. The ID.5 does well on this front. Official energy consumption is 16.3kWh/100km, but we averaged 18.8kWh over three months. Still, many electric SUVs hover above 20kWh and I’m sure with more conservative driving the ID.5 would easily hover around the official consumption figure.And my final best bit of the ID.5 is the design. I wasn’t sold on the styling at first and I still think this car looks inflatable and odd, but it’s such a refreshing change from all the SUVs that seem to look the same. With this unique design the ID.5 oozes premium car quality inside and out. The ID.5’s biggest drawback is the lack of cabin practicality, and not just in terms of outright space. It feels like VW didn't prioritise storage solutions, which isn't great for a medium sized SUV that'll be considered by families.Seriously, I have driven two smaller electric SUVs recently with far more space and cleverer interior packaging than the ID.5. This lack of clever storage is unusual for a Volkswagen which is a brand that prides itself on its utility.Electric cars don’t have drive shafts and transmission tunnels eating into cabin space so there really is no excuse.The boot’s usability is reduced due to the sloping coupe roofline and there’s no front boot here, either. The mechanically identical ID.4 has a more practical boot. With 549 litres on offer, the boot is large enough for shopping, just don't try to fit anything too tall in there.Yes, there are door pockets and cup holders, but that’s about it. A family needs trays, large covered areas, hidey holes and deep wells for all of the bits and pieces that follow them.Add to this a cabin without physical buttons, but with touch-sensitive haptic controls instead for everything from volume to temperature control, and the car loses points for functionality.The ID.5 would suit people without children or those whose children have flown the nest. But for busy parents the ID.5 doesn’t offer the kind of help needed in terms of space and practicality. If only there was a fully electric version of the Volkswagen Tiguan! This would be perfect. That said, the ID.5 really is lovely to drive and for those looking at buying an electric car that is as good to pilot as the best combustion cars, this is it. This electric SUV is also appealing thanks to its unique design that differentiates it from the same-same design of so many modern EVs. Acquired: March 2026Distance travelled this month: 238kmOdometer: 2633kmAverage energy consumption this month: 18.1kWh/100km

It's easy to make a vehicle work on the road or off-road, but it's much harder to make it excel in both situations. But that's precisely what Range Rover did with the Sport model which combines effortless cruising with genuine off-road ability. It even looks great. But that's where the cheering stops, because this is a vehicle with a very patchy reliability record. But should you ignore it now?

Honda’s HR-V hasn’t been a consistent member of the local new-car community. While Honda launched the original HR-V in early 1999, before 2002 was out, the badge had disappeared from showrooms. And it wasn’t until 2015 that the HR-V made its return to Australia.In the meantime, the local market had changed with the cult of the SUV sweeping all before it. Which meant the new HR-V, rather than trading on the novelty of its 1999 original, hit the market as just another compact SUV.Mind you, this wasn’t just an HR-V thing, the whole aura around the Honda brand had also pretty much dissipated during those years, making the new HR-V’s job even more difficult.With its hidden rear door handles, the CR-V at first glance looked like a three-door, but was actually a five-door in line with buyer expectations in 2015. Even so, the rear seat was pretty cramped and if the HR-V is destined for family-car duties it will suit younger families with smaller kids best.There was only one driveline offered, a 1.8-litre four-cylinder petrol engine mated to a continuously variable transmission (CVT). The engine did not feature turbocharging as many did by then, but instead used Honda’s 'V-Tec' variable valve timing system which helped boost output. But the numbers tell the story and with just 105kW of power and 173Nm of torque, the HR-V was definitely on the mild side. All HR-Vs were front-wheel drive.Trim levels started with the VTi, VTi-S and the flagship VTi-L. Honda updated the vehicle in 2017 to include sat-nav, but the basic car remained unchanged.Within Honda, this model HR-V is known as the 'RU5'.The HR-V is a good car generally, although the accommodation has come in for some criticism over the years. The main complaints are that tight rear seat, but the front seats have also been criticised for a lack of comfort.But all is forgiven when the HR-V shows off its party piece, its clever rear seat which sees the cushions fold up to meet the backrest and you suddenly have a space wide and tall enough to swallow a push-bike.Reliability seems to be up to Honda’s usual high standards with very little in the way of known, recurring faults.The HR-V seems to follow Honda tradition here by being a pretty solid deal. Some owners have reported problems with the electronics, however, so a close check of all the buttons and switches is important before handing over the money.The biggest shadow is the one that lurks over every car with a CVT - the prospect of transmission woes in the future.The most common mechanical issue we uncovered concerns the HR-V’s CVT. But it’s worth noting even though the CVT is the main contributor to repair bills, it’s by no means a big chance to run amok. In fact, compared with the CVTs used by many other manufacturers, the Honda’s unit is a much better durability proposition.This is possibly because, unlike many carmakers, Honda doesn’t just buy in its CVT. Instead, the company designed and engineered its own CVT to take advantage of its efficiency potential without the long-term reliability hassles. And it seems to have worked.That said, some HR-V owners have reported juddering on take-off, a whining noise from the CVT and even slippage as the car tries to accelerate or travel up a hill. In some cars, these symptoms would symbolise the beginning of the end. But in the Honda’s case, the good news is the fix is usually quite simple.Those problems are very often caused by nothing more challenging than contaminated transmission fluid. This is crucial stuff in a CVT as the fluid not only cools the transmission, but also provides the driving force and the friction the steel belts need to make the whole thing work. Which is why a change of fluid in a HR-V has often fixed all these problems at once and for good.For the record, the experts reckon changing the fluid in your Honda CVT every 40,000km at the outside is the way to go, and should keep any problems at bay.Beyond that, some owners have reported the multimedia system freezing, but Honda dealers can usually fix that with a re-boot or a re-flash of the computer.The RU5 Honda HR-V is almost completely clear of safety recalls. The only one listed for the car was for examples built between 2018 and 2020 which could have had a faulty fuel pump. The pump had the potential to suddenly fail without warning, leaving the vehicle stranded wherever it was when the failure occurred.A Honda dealer will be able to tell you whether a particular HR-V was affected and whether the pump has been replaced as per the recall.Since Honda left the mechanical package alone as the HR-V aged, there’s not much to choose between the various years of manufacture. Instead, the HR-V we’d avoid would be one with a tow-bar fitted.The CVT lacked sufficient cooling for the HR-V to be a tow-vehicle, although there’s a chance (a very slight one) some owners added a transmission cooler to get around this. In any case, a tow-bar is not what you want to see on a second-hand HR-V.Hondas have long had a reputation for going the distance and the HR-V seems to echo that. There are plenty still getting around with 200,000km-plus on their odometers and performing well.As with any second-hand car, however, you need to buy one with a complete and up to date service history, or you’re taking a bigger punt than you need to. Modern Hondas seem to follow the dictum that they’ll be good long-term prospects provided they’ve been serviced correctly, and potentially problematic if not. Fortunately, Honda owners seem to understand this.The price difference between the various specifications was a decent chunk of change when new, but these days, the difference between a VTi and a VTi-L is much less. So the smart money says buy the highly specified version and enjoy the trinkets and convenience items.On a more practical level, the VTi-S and VTi-L were fitted with autonomous emergency braking (AEB) which worked up to 32km/h, while the VTi didn’t have this feature. That makes the higher-spec models even more appealing if it’s a younger driver who is going to be using the vehicle.The cheapest RU5 HR-Vs around now will be relatively high-milers with an early build-date. The starting price seems to be around the $10,0000 to $12,000 mark, but be prepared for the car to have covered 200,000km or more. Clearly, though, the HR-V is capable of this sort of mileage without becoming too much of a gamble.A late-build example in decent specification with very low kilometres on board can be had for around the $30,000 mark, or perhaps a little more.As well as traditional parts stores, Hondas are generally very well looked after by online sellers when it comes to repair and service parts. The Honda brand also has a huge enthusiast following, making parts and service even easier in this country.Just be careful when buying from overseas online sellers you haven’t dealt with before. But that goes for any make and model, not just the Honda.Honda’s changes to the way it retails cars a few years ago, also came with a slashing of the number of dealerships. In Melbourne alone, 10 dealerships were closed leaving just three at the time. These days, there are about 90 Honda dealerships across Australia, with around 60 of those in regional areas which is a high percentage for a brand like Honda.The HR-V was never a huge seller here, although you will find anything up to 300 for sale on the bigger online websites. The problem is its stablemate, the larger CR-V with the option of seven-seats, was seen by many families as the better way to go, leaving the HR-V somewhat ignored.

Testing a family car isn’t all road trips and beach vacations, it’s the little things, the short trips, the meat and potatoes of life.That’s exactly what this month was about with the Geely Starray plug-in hybrid doing the daily daycare and preschool drop offs, shopping runs, work commutes and everything in between to find out how the Starray is to live with day in, day out.It’s a mid-size SUV, which rivals the BYD Sealion 6, Toyota RAV4 and Mazda CX-5. It measures 4740mm long, 1905mm wide, 1685mm high with 2755mm between the front and rear axles.There’s a reason this size of vehicle is the most popular in the nation, it balances the need for interior space with the ability to handle our compact city streets.I fit the Starray into my 1960s era carport, but I can only open one door the entire way, the other about halfway.The Starray's design doesn’t rock the boat. It is intentionally inoffensive from nearly every angle, with its rounded front and rear ends, sharp headlights, blocky G-E-E-L-Y badging on the rear tailgate and stylish 19-inch alloy wheels. It won’t turn too many heads, but it won’t furrow a brow either.Keyless entry grants access to the car as you approach and locks as you walk away. It makes a nice little musical sound as it locks and turns off - it’s an instant hit with the kids, they laugh every time.There is no starter button, the car turns on when it senses the key, you’ll just need to engage drive with the steering column-mounted gear selector. To turn off, select park, get out and walk away.Inside, the Starray’s inoffensive theme continues.The Starray follows the same trend as many of the new wave of Chinese cars that have landed on our shores in the past years.It has a slick looking interior that glitters on the showroom floor and jumps off the spec sheet, but after a few months living with it the lustre starts to rub off a little.The synthetic leather wrapped seats are comfy and the six-way adjustment means most will find the right spot to sit. Throw in the memory function for the driver and a multi-house can all steer in comfort. There are also speakers built into the driver’s headrest for phone calls, it sounds odd at first but I’m into it. It makes hearing with big and small kids in the car much easier.The steering wheel also has good adjustment, which will accommodate drivers of all shapes and sizes.Heating and ventilation functions for front-seat passengers are appreciated. As is the head-up display that projects vital information such as prevailing speed limit and travelling speed onto the windscreen in front of the driver.One of the Starray’s weak points is nearly all functions are controlled through the large 15.4-inch central multimedia screen. This means to you’ll need to jump into the screen to adjust most features.It wins back some points with a few shortcut buttons for the demister, internal air and auto air-con, plus a rotary dial for volume control.There are decent storage options with a two-tier centre console. The top deck has two cupholders, wireless device charger, and smallish covered bin. Underneath there is a large open area ideal for a handbag. Large bins in the doors can hold a water bottle and more.One thing that has constantly infuriated me is the Around View Monitoring (AVM) camera. This view is designed to help you not bump into things when you are turning.It switches on every time you engage your indicator, with the camera view taking over the central screen, which turns off CarPlay. Not a great user experience when you are relying on regular map directions, or have a toddler screaming for a song.It also just seems completely unnecessary when stopped at the lights waiting to make a turn.There is plenty of room in both rows. Front and back-seat passengers are spoiled for head, shoulder and legroom.The back seat during my test has been occupied by a forward and a rear-facing child seat, but a small adult has ridden in the middle seat with relative comfort.Rear seats have their own dedicated air-con vents, with two directional controls. And there is a USB-A and -C charging port for the bigger kids.A huge panoramic sunroof with a proper sunshade lets the light in when needed, and has been ideal to distract a fussy baby on the move.A power tailgate grants access to a 428-litre boot, which is an ok size. A full-size pram takes up a large portion of the space, but it can absorb a travel pram, baby bag and the weekly shop easily.It is a good shape — wide and not too deep — which means shorter people can reach all corners of the cargo area.You can remove the floor to boost capacity to 528 litres. This is because there is no spare tyre, which is one of my biggest gripes with modern cars. The fiddly repair kit is only good for small punctures, and is confusing for first-time users.Overall the Starray handles the family duties with aplomb, and will put some of the big names on notice.Next instalment I’ll cover how the Starray is to drive and give a final verdict. Stay tuned.2026 Geely Starray EM-i Inspire Acquired: March, 2026Distance travelled this month: 339kmOdometer: 3115kmAverage fuel use this month: 6.5L/100km

The Mazda CX-5 Akera is flagship model grade in the newly redesigned and enlarged version of the Japanese brand’s global best seller.Priced from $54,990 before on-road costs, the Akera builds on the GT SP’s equipment stash of adaptive LED headlights, a 360-degree monitor with under-car view, leather trim, a powered front passenger seat, heated rear outboard seats, 12-speaker Bose audio, ambient lighting, glossier trim and 19-inch alloys with a 15.6-inch central touchscreen, panoramic sunroof, vented front seats, gesture-activated powered tailgate, personalised driver-settings memory, paddle shifters and more.Also standard are heated front seats, a powered driver’s seat with memory, a head-up display, heated windscreen, heated steering wheel, 10.25-inch instrumentation, wireless Apple CarPlay and Android Auto, a smartphone charger, heated/folding exterior mirrors, a powered tailgate and unique 19-inch alloys.There is plenty of safety too, including advanced driver assist systems (ADAS) like autonomous emergency braking (AEB), front and rear cross-traffic alert, lane support systems, a blind-spot monitor, adaptive cruise control and traffic sign recognition.Under the bonnet is Mazda’s long-lived G25 2.5-litre four-cylinder naturally aspirated petrol engine. If you use regular petrol it makes 132kW of power and 242Nm of torque, but those numbers are bumped up by 6kW and 15Nm to 138kW and 257Nm respectively if using 95 RON-plus premium petrol.As with all CX-5s, drive is sent to all four wheels via a six-speed automatic transmission and part-time AWD system that, in Sport mode, distributes torque more evenly for more grip. There is also an Off-Road mode for gravel, sand or snow situations.The Akera’s combined average fuel consumption number is 7.4 litres per 100km, for a carbon dioxide emissions rating of 173g/km. This engine is tuned to operate on 91 RON standard unleaded petrol.From 2028 the Mazda will gain its first strong hybrid, to better take on the Toyota RAV4 hybrid and Nissan X-Trail e-Power.