Urban Reviews

The Subaru Crosstrek rivals the likes of the Honda HR-V, Hyundai Kona, Mazda CX-30 and Toyota Corolla Cross, but there are areas where it's better and some where it's not. We investigate the fuel efficiency, practicality, driveability and value-for-money of this small SUV.

There’s no denying the elephants in the room here, but we’re going to recommend today’s ASX anyway, and here’s why.Bad news first.Mitsubishi’s latest small SUV has been priced out of contention in Australia, even compared to the (sadly since-discontinued locally) Renault Captur on which it is based.And the cost situation is worse than it first seems.The range starts from $37,740 (all prices are before on-road costs, or MSRP) for the LS, which we advise against, since it lacks sufficient advanced driver-assist systems (ADAS), including blind-spot monitoring and adaptive cruise control. Perhaps that’s why it only gets a four- out of five-star ANCAP rating.For those you’ll need the Aspire from $42,690. Ours is the $46,490 Exceed (gulp), that builds on the latter’s broader safety package and features a wireless charger, heated steering wheel, privacy glass, ambient lighting, Google connectivity and 18-inch alloys with a powered driver’s seat, heated front seats, leather upholstery, sunroof, two-tonne paint and glossier trim.Note, though, there is no hybrid availability against petrol-electric rivals like the Honda HR-V, Hyundai Kona, Nissan Qashqai e-Power and Toyota’s Yaris Cross, Corolla Cross and C-HR HEVs, further hurting the ASX’s value-for-money perception. And that’s before considering one of the better, cheaper Chinese hybrids like the MG ZS Hybrid+.Plus, Mitsubishi seems to have shot itself in the foot rehashing a badge that previously bore a basic, noisy and stiff-riding battle axe from 2010 that cost 50 per cent less than the newcomer.We suspect the new ASX’s high pricing may be so to cover the available, and strongly recommended, conditional 10-year/200,000km warranty offer, activated in lieu of the standard five-year/unlimited item if serviced with Mitsubishi.Which brings us to the good news.The extended warranty is essential insurance against highly-publicised and expensive dual-clutch transmission (DCT) failures such gearboxes are prone to. Brands using them include Chery, Ford, Haval, Renault and Volkswagen.And that Captur connection also means the Spanish-built Mitsubishi is a highly engineered, quality small SUV based on what is considered to be one of the most agile and dynamic platforms currently available – that of the Renault Clio supermini.As such, and in contrast to the diamond brand’s dreary previous small SUV offering, the ASX is a pleasure to drive.Under the bonnet is a Nissan-derived 1.3-litre four-cylinder turbo-petrol engine. Pumping out a healthy 113kW of power and above-class-average 270Nm of torque, it imbues the lightweight ASX with punchy performance – as long as the powertrain is not in 'Eco' mode. We’ll return to that in a bit.In default 'Comfort' mode and more urgent 'Sport' setting, this behaves like most turbo-engine/DCT combos in that, when the pedal is initially applied at standstill, there is an annoying moment’s hesitation, before the car then either launches or suddenly lurches forward, depending on how much of a rush you’re in.Whichever, speed comes on quickly and slickly, aided by the sinewy ASX’s superior power-to-weight ratio and snappy throttle response. Especially in Sport mode, which holds on to each ratio for longer while providing even-faster changes, especially via a set of natty paddle shifters.After that, choosing Eco mode is like disconnecting the turbo, with noticeably doughier acceleration. It feels starkly underpowered if you’re in a hurry but sufficient for pootling about and is meant to save fuel.Speaking of which, we still managed 7.2 litres per 100km (against an ADR 81/02 combined cycle average of 6.4L/100km), which isn’t bad given how much we thrashed ours about. And, remarkably, this Euro can drink from the 91 RON standard unleaded bowser.Then there’s the Mitsubishi’s dynamic character, with steering that is also pleasingly interactive, providing beautifully balanced handling and feel, backed up by nicely controlled cornering grip. Quality 18-inch Continental tyres help soften what is a quite a firm, but never harsh, ride as a result, taking the edge off most bumps. Either way, this is far comfier and quieter than the old ASX to ride in.The French are famous for their sumptuous seats, and while the Exceed’s leather isn’t as lovely as cloth, they provide excellent bracing and support. And they’re set up for a fine driving position, which isn’t always a given for European left-hand drive natives.Without the (overly) minimalist mega-screen dominance of more-modern rivals’ interiors, the ASX’s dashboard seems a little dated, reflecting the second-gen Captur’s seventh journey around the sun.Yet, it is no less functional and perhaps more so than many alternatives, with a pleasing mix of clear electronic instrumentation and touchscreen access for multimedia and vehicle settings on one hand and physical buttons for most essentials like the (effective) climate control, cruise and seating/mirror settings on the other. Literally, since everything’s within easy reach. Storage is plentiful and overall quality seems high.Fixes for any future facelift? Rear vision isn’t great, the gear-shifter is fiddly and some of the black plastic finish doesn’t align with the Exceed’s premium aspirations.Despite being classed as a small SUV, the ASX is more-compact than most, being more akin to Mazda CX-3 size. This is obviously reflected in the second-row accommodation’s tight knee room for taller travellers, though the seating is fine and the inclusion of air vents and USB ports appreciated. But the lack of rear cupholders (there’s no folding armrest) is disappointing.We’re are fans of the rear bench’s ability to slide forward and back to vary available cargo capacity, that is rated at a decent 484 litres, or 1596L with the 60/40 backrests folded down, and includes a solid removable floor for hiding stuff underneath. Below that is a handy space-saver spare wheel, which we commend Mitsubishi/Renault for.

MG already had an MG4 electric hatchback, but at a moment in time when fuel prices are soaring and demand for electric vehicles is at an all-time high, the Chinese brand is introducing a second. The MG4 Urban is an all-new small car that shares little in common with its namesake. We test drive this new small electric car to see how it performs in terms of value, space and performance.

The enduring family workhorse of the small SUV segment, the ageing Suzuki Vitara finally goes hybrid for its second facelift, adopting a mild-hybrid 48V ISG (Integrated Starter-Generator) set-up similar to the one proven on the smaller Swift supermini, to bring consumption down whilst keeping prices reasonable. But, has the Japanese engineered and European-built small SUV changed enough?

Sporty small SUVs are pretty thin on the ground lately. The criminally-underrated Ford Puma vanished years ago, the sophisticated Renault Captur is AWOL and the athletic Mazda CX-3 is 11 and counting.But three terrific little newcomers from last year are vying for a spot on the keen driver’s podium.Mahindra’s plucky XUV 3XO is a steal at $24,000, drive-away. There’s the spirited Renault Captur-cloned Mitsubishi ASX from (gulp!) $40K, drive-away. And this - the facelifted Kia Stonic. Sitting pretty in-between from $30K, drive-away, is this the Goldilocks zone of sporty small SUVs?Calling the MY26 Stonic ‘new’ is a stretch, given it’s based on the 2017 German-designed, Rio supermini-based original, with a fresh nose, tail-light and bumper treatments.While that Rio connection is central to the littlest Kia SUV’s urban appeal, the upright proportions and 165mm ground clearance promote easy access to the cabin.The Stonic’s revamped interior certainly drags it up to date, with a classy dashboard redesign that adopts the modish rectangular electronic screen look, housing a pair of varying displays for instrumentation and multimedia, according to how much you’re prepared to pay.The mid-spec Sport, from $34,490, drive-away (or $32,290 before on-road costs), seems to be the sweet spot of the Stonic ensemble.Building on the base S’s keyless entry/start, wireless Apple CarPlay/Android Auto, power folding/heated mirrors, reversing camera, front and rear parking sensors, roof rails and 16-inch alloy wheels, the Sport adds an inch-larger wheels, climate control, rain-sensing wipers, adaptive cruise control as part of a wider list of advanced driver-assist safety (ADAS) tech, extra USB-C ports, privacy glass and a larger (from 8.0-inch to 12.3-inch) multimedia screen. A worthwhile upgrade.The Sport also scores inbuilt sat-nav, but at the cost of requiring wired CarPlay, the result of a silly feud with Apple, allegedly. Still, the dash’s look and layout are as modern and slick as any rival from China.Actually, better than most, since the Stonic maintains its clear and easy-to-navigate screen presentation, but adds quality, tactile buttons, knobs and controls that are designed to not distract the driver.Other plus points include ample cabin space up front, an excellent driving position, supportive front seats, good all-around vision, lots of storage, effective climate control and decent noise-suppression abilities, endearing us to the South Korean crossover.The Stonic’s back seat is tight for larger folk, and a bit basic overall. While the boot area is decently shaped, there’s only 352 litres of cargo capacity, extending to 1155L with the 60/40 split-fold backrests dropped. Below the class average, this betrays the Rio connection.And while we’re whining, where is the spare wheel? A tyre-repair kit is inadequate for Australia. Perhaps the optimistic ‘mild-hybrid’ specification gave Kia license to lose the fifth wheel?Under the bonnet is an 88kW/172Nm 1.0-litre three-cylinder turbo-petrol engine, driving the front wheels via a seven-speed dual-clutch transmission (DCT) only.But for one important way, this is a very modern European powertrain in the Volkswagen, Renault, Ford tradition. Petite, peaky and parsimonious.A muted thrum gives the Stonic a pleasing rasp as those sweet little revs rise. Acceleration feels adequate and nothing more in 'Eco' mode, but the engine and DCT software in 'Normal' and 'Sport' seem to extend each ratio’s lung capacity, for noticeably punchier performance and more-eager throttle response. A 10.8-second 0-100km/h claim feels conservative.But here’s where the Stonic really earns its sporty small SUV stripes, because the chassis set-up (complete with an Australian-road tuning) is slightly biased towards firmness, but not to the detriment of ride comfort.Combined with a light yet alert steering set-up, handling is precise, planted and in control, encouraging a keener driver to go faster and give it more if the conditions align. Quality Continental rubber helps here, too.It’s such a shame Kia ignores the six-speed manual version, for an even higher degree of driver interaction.Back in the urban jungle, the Stonic does a fine job traversing bumps big and small, and while there is some suppleness to the suspension (struts up front, a torsion beam out back), sometimes a bit more damper travel would be nice.Fitted with stop-start and a 48-volt mild-hybrid system that feeds regenerative brake energy back into the electrical system to help save fuel, the Kia returns an impressive 5.0 litres per 100km (combined cycle, AS 81/02) for a corresponding carbon dioxide emissions rating of just 116 grams/km. That’s about 900km between refills.All familiar European fare. Where the Stonic diverges is its tolerance for regular 91 RON petrol and E10, which is a bonus.No ANCAP rating exists, though the 2017 original scored a maximum five stars, but that would be unlikely despite autonomous emergency braking (AEB), lane keep assist and blind-spot monitoring, since rear-cross traffic alert and reverse automatic braking are absent. The Sport and GT-Line have collision-mitigation tech when turning at an intersection.Finally, Kia’s seven-year, unlimited kilometre warranty applies. Better than average, not the best.

The Kia K4 was a massive shakeup for the South Korean carmaker when it launched in Australia last year as it ditched the popular Cerato nameplate.Launching initially in sedan guise only, the K4 hasn’t been the sales hit the Cerato was, at least yet. The K4 Hatch has now arrived and it could help correct the course.Measuring 27cm shorter overall than the sedan, the K4 Hatch has a shorter rear overhang. This makes the K4 look more European and contemporary than the more conventionally styled sedan.Another benefit of the shorter rear hangover is it's easier to park in tight parallel car spots. This can make a world of a difference to small car buyers.While shorter overall, the K4 Hatch’s wheelbase remains unchanged from the sedan. This means the almost tardis-like interior space carries over, especially for second-row passengers.Overall boot space (438L) is down slightly on the sedan (508L) but the boot opening is much larger and the space itself is squarer and usable for big, bulky items. It’s also great to still see a space-saver spare wheel under the boot floor.Another big shakeup that coincided with the introduction of the hatchback body style was a slight change to what powers the non-GT-Line K4 trims.It’s still a 2.0-litre naturally aspirated four-cylinder engine but produces slightly less power and torque (110kW/180Nm vs 112kW/192Nm). It’s also mated to continuously variable transmission (CVT) rather than a torque-converter automatic. The same set-up can be found in the Kia Seltos and Hyundai i30 Sedan, among others.While this engine has never been an outright performance beast, the CVT does make the most of what it has to offer. It’s happy to flare the revs when required to get up to speed, but you get that monotonous engine drone as there's no gear changes.At higher speeds the engine does run out of puff and it frequently needs to dip above 3000rpm in order to maintain highway/freeway speeds.Despite this, fuel consumption has improved dramatically thanks to the CVT. Kia claims it consumes an average of 6.1L/100km, versus 7.4L/100km for the MY25 K4 Sedan. In the real world I saw an average of 6.9L/100km across 350km of urban/highway driving, which is considerably better than what I got in previous testing of the K4 Sedan with the six-speed torque-converter auto.It’s disappointing the K4 still only has a 47L fuel tank which is small for the segment and means you’ll need to be refuelling more frequently.Another redeeming factor for the lack of engine power is how comfortable and dynamic the K4 Hatch is to drive. Like the sedan it has received a local ride and handling tune and that is evident in and around town, as well as on the open road.The car reacts to pimply urban roads with suppleness and even larger bumps at higher speeds don’t unsettle the ride.This is complimented by the steering which is direct and has a nice weight to make the car feel fun to drive on the open road but not too unwieldy in tight, urban streets.The K4 Sport+, which is the penultimate trim level in the line-up and the highest trim with the 2.0-litre non-turbo engine, is priced from $39,090 before on-road costs, regardless of the body style. This is getting up there in terms of price compared to similarly specced rivals like the Toyota Corolla Hybrid and Subaru Impreza.Standard equipment includes 17-inch alloy wheels, LED headlights, a 12.3-inch digital instrument cluster, 12.3-inch touchscreen multimedia system with wireless Apple CarPlay and Android Auto, a 5.0-inch climate control screen, synthetic leather upholstery and heated front seats.However, for almost $40,000 before on-road costs this K4 misses out on a wireless charger and it has a plastic steering wheel instead of a leather- or synthetic leather-wrapped unit.Beyond this, the K4 Sport+ comes with the entire active safety suite including autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, adaptive cruise control with lane centring and lane change assist, plus front and rear parking sensors and a reversing camera. Strangely a surround-view camera isn't offered across the line-up.There are also seven airbags, an emergency SOS calling function, plus ISOFIX child-seat anchorages on the two outboard rear seats and top-tether points on all rear seats.Like all Kias, the K4 is covered by a seven-year, unlimited-kilometre warranty. This is now becoming standard among mainstream carmakers.Servicing is required every 12 months or 15,000km, whichever comes first. The first seven services cost a total of $3883, which averages out to $554 per service. This isn’t cheap and you’ll pay less for servicing an equivalent Hyundai i30 or Toyota Corolla Hybrid.

After three years on sale in Australia, Toyota's performance-focused GR Corolla has been given some mid-life love.Toyota says the chassis is stronger thanks to extra structural adhesive used to bond key areas together (mostly the underbody and rear wheel wells). And that’s on top of the fact the car’s frame is already hand-finished in the Toyota Gazoo Racing factory in Motomachi, Japan, with additional bracing and spot welds to enhance rigidity. An extra inlet on the three-cylinder turbo-petrol engine’s secondary intake duct draws cool air from the front grille to lower intake air temp at faster engine speeds. The lower part of the grille has also been revised with new vent sections for engine cooling and airflow management into the front wheel arches.  And inside, the standard JBL audio system has stepped up from eight to nine speakers with the addition of a subwoofer in the boot.At the same time, the ‘Active Noise Control’ system has been tweaked to keep the cabin quieter most of the time and ‘Active Sound Control’ has been added to synthetically beef up the turbo-triple’s throaty induction noise and growling exhaust note when the driver has the bit between their teeth.But the rest of this hi-po hot hatch’s standard specification is unchanged, as is the price at $67,990, before on-road costs, for the manual version and $70,490 for the auto.Somehow, cooler air entering the cylinders hasn’t upped engine outputs, which remain at a stout 221kW at 6500rpm and 400Nm from 3250-4600rpm.That torque number, 30Nm higher than the launch GR Corolla, was inherited from the initial, limited-run Morizo Edition in a late 2024 model year update that also introduced availability of an eight-speed torque-converter auto transmission (as per our test example) alongside the standard six-speed manual gearbox.And the ‘GR-Four’ all-wheel-drive system retains its electrically-controlled multi-plate clutch on the rear axle with Torsen-type limited-slip differentials front and back.And the rest of it’s all there, from the 18-inch Enkei alloys shod with Yokohama Advan V601 (235/40) rubber, to the bulging bonnet, macho body kit (incorporating roughly 5000 vents and ducts), bigger brakes, sporty interior and forged carbon roof insert.So, is it still the pocket-rocket GR Yaris’s heavy-hitting big brother, with the power and dynamics to match serious competitors like the Honda Civic Type R ($79,000, drive-away), Subaru WRX tS Sport Sportswagon ($63,290, BOC) and VW Golf R ($71,990, BOC)? We spent a sporty week behind the wheel to find out.Aside from the dynamics and performance tech, which we’ll get to shortly, the GR Corolla boasts a healthy standard features list. As it should, with cost-of-entry comfortably more than double that of an entry-level Corolla Ascent Sport ($29,610, BOC).Highlights include a head-up display, LED exterior lights, leather and synthetic suede trimmed sports front seats (also heated), dual-zone climate control, a heated steering wheel, a 12.3-inch multimedia touchscreen, the JBL audio set-up (including wireless Android Auto and Apple CarPlay), racy alloy pedal covers, wireless phone charging and adaptive cruise control (auto only).The aero-influenced body kit incorporates a bulging alloy bonnet and safety’s through the roof with the ‘Toyota Safety Sense’ suite including auto emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, road sign assist, seven airbags and heaps more.Bundle in a super-competitive $395 capped-price annual service cost for the first five years and the GR Corolla stacks up well on value-for-money relative to its competitive set.It might accelerate from 0-100km/h in a bit over five seconds, and we’ll get to the drive experience in a moment, but the GR is still a five-door hatch. And it inherits the good and not-so-good practicality attributes of its more everyday 12th-gen (E210) Corolla stablemates.A 2640mm wheelbase means while there’s ample space for the driver and front passenger the rear seat is relatively tight with just enough leg and headroom for full-size adults. A small rear door aperture makes entry, and particularly egress, a Houdini-like escape exercise.Modest boot volume has been an Achilles heel for the current Corolla from day one and the GR’s 213 litres is even smaller than the standard hatch’s 217L thanks to the performance version’s AWD and sports exhaust hardware underneath. And that’s despite the GR forgoing the standard line-up’s space-saver spare for an inflator/repair kit.Against an official combined cycle (urban/extra-urban) fuel economy figure of 9.5L/100km we saw an on-test average of 12.3L/100km, including a mix of suburban and city commuting as well as some more enthusiastic sessions.Not outrageous for a performance-focused hot hatch, and if it’s fuel efficiency you’re after, there’s always the standard four-cylinder hybrid Corolla models.Speaking of enthusiastic sessions, the GR Corolla remains an ultra-capable and satisfying performance drive.Brilliant steering response and road feel, balanced and buttoned-down in quick cornering, the strut front, double-wishbone rear suspension keeps the car stable and predictable at all times.The Yokohama rubber delivers impressive grip and helps the car clearly communicate what’s going on, the slick AWD system putting the power down brilliantly.Ride is relatively firm over typically bumpy suburban surfaces and pock-marked B-roads. But that’s a price engaged drivers will no doubt pay happily. And on the upside, the sports front seats are comfy and supportive.  As the turbo triple spins furiously towards its 7000rpm rev ceiling that characteristically coarse three-cylinder engine note builds to a smile-inducing bark. Some of that raucous noise may be synthetically enhanced. In fact, there are ’sound patterns’ to accompany each drive mode - ‘Normal’, ‘Sport’ and ‘Eco’. But you can switch it all off and the engine and exhaust still sound great.The eight-speed auto, however, is not the snappiest. If you’re used to the rapid-fire ratio changes of a dual-clutch, the comparatively relaxed shifts from this transmission (even in manual mode at higher revs) will be a less than pleasant surprise.

The already angry looking Toyota GR Yaris GTS race car for the road has been given an Aero Performance package that not only makes it more dynamic but it now looks downright furious.

We're running Hyundai's tiny new electric city car as a long-termer. Here are our first impressions.

The GT-Line is the flagship model in the K4 Hatch range, sitting at the top of the four-model line-up, and breaking well in the $40K range, with its sticker price of $43,790.Unlike the rest of the K4 range, which are powered by a 2.0-litre engine, the GT-Line gets its own engine and transmission combination, a 1.6-litre turbo that makes 142kW and 265Nm paired with an eight-speed automatic.The K4 hatch is slightly shorter and slightly lower than the Cerato it effectively replaces, but there is some clever interior packaging, so much so in fact that Kia says you get more legroom and headroom in both the front row and the second row than you did in the old Cerato, but marginally less shoulder room in the back seat.What does that mean in real terms? It means that I think you'd actually get away with this as a family car, at least in terms of passenger space.Sitting behind my own 175cm driving position, I had tonnes of knee room and enough headroom to get comfortable. Yes, it would be tight with three adults across the back, but you could have two kids back there, or a child seat or two, easily.