Urban Reviews

Kia’s Sportage model tapped into a rich vein of buyer interest when it was launched here and, by the time the QL (Kia’s internal name for the model) range turned up, the Sportage was an established and popular franchise. Which is probably part of the reason Kia decided to make the Sportage line-up such a comprehensive one. There was only one body style; a five-door SUV wagon (which was what everybody wanted anyway) but beyond that there was lots of choice. Trim levels started with the base Si, then moved to SLi and finally to Platinum. The Platinum badge was dropped in 2017 and replaced with the GT-Line tag to bring the Sportage into line with the rest of the Kia range in Australia. At about the same time, a new variant called Si Premium was slotted in between the Si and SLi. The base version was available with a 2.0-litre petrol engine with 114kW or a turbo-diesel of the same size making 136kW but a lot more torque (400Nm played 192Nm). The Si Premium was a 2.0-litre petrol proposition only, but the SLi could be had with either engine as well as the option of a 2.4-litre petrol engine with 135kW. The Platinum and its replacement GT-Line, meanwhile, were available with either the 2.4-petrol or turbo-diesel engines. All variants were fitted with a six-speed automatic transmission and while the 2.0-litre versions were all front-wheel drive, the others featured an on-demand all-wheel drive system that engaged the rear axle when grip levels dictated. The Sportage of this vintage was popular for some good reasons. It was big inside compared with its competitors and overall build quality was better than average, too. The locally-tuned suspension and steering worked wonders in making the car more comfortable and agile than it might have been, and the turbo-diesel engine option made for very frugal, relaxed motoring. On the downside, the base 2.0-litre engine felt flat and gutless, and for cars built before July 2018, the ADAS (Advanced Driver Assistance Systems) systems such as autonomous emergency braking, lane-keeping assistance and forward collision warning were only available if you ponied up for the Platinum or GT-Line models. Those features became available across the board after that 2018 facelift, but some ADAS functions such as blind-spot monitoring and rear-cross traffic alert were still restricted to the GT-Line variant.   Overall, this make and model seems pretty robust and many owners have had trouble-free runs. But there is one major thing to watch and that’s oil consumption and early engine wear on either of the petrol engines offered in the Sportage. The engine problems with petrol-powered Sportages concern what’s called piston-slap and bore scoring, both of which are symptoms of accelerated internal engine wear. There are several theories on what causes this, but debris left over from the machining process at the factory as well as poor engine design are just two of them. Either way, if your Kia Sportage engine is making a ticking or tapping noise or consuming lots of engine oil, chances are you have one of the dud engines. There was not a safety recall for this, but Kia Australia was looking at each case on its own merits. The bottom line is that a lot of petrol engines in Sportages (and other Kias) were replaced at Kia’s cost, so that’s the first thing you should check when assessing any second-hand Sportage; has the engine been replaced? If it has, great. If it hasn’t, then the engine probably wasn’t a 'bad' one in the first place. Kia’s own database (via a dealership) should be able to determine what cars were fitted with replacement engines. We’ve also heard of a lot of Kias of this vintage with peeling paint. White seems to be the most affected colour, and it seems as though a bad batch of paint from the supplier was the cause. Again, Kia was sorting this out on a case-by-case basis. The Sportage was recalled twice by Kia, the first to check the anti-lock braking module which could pose a fire threat. The second recall was also for a fire risk as the software that controlled the heater core’s temperature could allow the core to run too hot. You can check out the details at https://www.vehiclerecalls.gov.au/ .   The first-gen cars were the ones that missed out on the ADAS active safety gear unless you paid for the flagship model. With that in mind, go for a later, second-gen car if you’re shopping for anything but the Platinum or GT-Line versions. On the basis of those engine problems, we’d probably give the petrol-engine Sportage a miss, too. Plenty of Sportages of this vintage have reached the 200,000km mark while still having plenty of life left in them. And if the engine problems haven’t occurred by then, it’s a pretty safe bet they aren’t going to surface now. The turbo-diesel, in particular, draws on Kia’s decades of engineering experience in designing and building small-capacity diesel engines, and should be a good long-term prospect provided it’s serviced correctly.   The absolute plum buy would be a post-facelift turbo-diesel GT-Line which got all the ADAS functionality as well as a new eight-speed automatic transmission and all-wheel drive. The diesel engine is far and away the best option in this car and the new automatic only made it better. If you can stretch to a very late example of this car, say from 2020 or 2021, you should find it still has a small amount of the factory seven-year warranty remaining, which is huge peace of mind in any second-hand car. Prices for QL Sportages start at between $7000 and $10,000, but for that you’ll be buying a 2.0-litre petrol example with as many as 200,000km on board. At the other end of the scale, prices can reach the low-$30K mark, but that should get you into a low-mileage, high-specification turbo-diesel car, even with some of that all-important factory warranty remaining.   Kia’s dealer network in Australia has something like 140 dealerships across the country, so parts and service should be no problem. Equally, there’s no shortage of independent workshops that know their way around a Kia Sportage and that will generally be a less expensive option. Parts supply is no problem and Kia’s status as a major global brand means service and repair parts are available form a wide range on online sellers.   The Sportage was a good sales performer for Kia and the brand sold upwards of 10,000 examples per year while the QL model was on sale. So, there are now plenty for sale as used-cars, and the bigger online sales sites often have literally hundreds to choose from via private sellers and licensed dealers.

BMW has made so much noise about its latest electric ‘Neue Klasse’ models, the iX3 and i3, it’s easy to forget about its expansive line-up of internal combustion models. While the shift to electrification is undeniable, there’s still a healthy appetite for petrol cars, especially when it comes to high-performance models like the BMW M135. Even though the hot hatch segment is slimmer than it once was, there’s still a few solid options at the premium end. At $85,500 before on-road costs, the BMW competes with other Germans including the Volkswagen Golf R ($71,990), Audi S3 ($78,800) and Mercedes-AMG A35 4Matic ($89,700) as well as Japan’s finest, the Honda Civic Type R ($85,000), although the latter is manual only. So it’s more affordable than the Benz but pricier than the Audi. Luckily BMW includes a healthy standard features list for the M135. The M135 comes with the following: 10.25-inch digital driver’s display 10.7-inch multimedia display with BMW Operating System 9 Wireless Android Auto and Apple CarPlay Wireless smartphone charger Digital radio Keyless entry and start Head-up display Powered tailgate Active LED headlights with high-beam assistant 12-speaker harman/kardon audio system Heated front seats Heated M Performance leather steering wheel Panoramic sunroof Front sports seats with lumbar support and massage function Over-the-air updates BMW Intelligent Personal Assistant Personal eSIM and onboard 5G connectivity On top of that the safety offering includes: Auto emergency braking (AEB) Steering and Lane Control Assistant Adaptive cruise control with Stop & Go Lane keeping assistant with active side collision protection Lane change warning Front and rear cross-traffic warning Rear collision warning Overspeed warning Surround-view camera with 3D view Park assist The Brooklyn Grey metallic paint of the test car is a $1700 option. For too long BMWs and other European carmakers scrimped on features, instead relying on their premium brand position to sell cars. Not anymore. The standard features list in the M135 stacks up and it makes for a properly premium small car. A couple of years into its lifecycle, the 1 Series is still a handsome little hatchback, with a squat stance and lovely proportions. The redesigned front end gives it a sharper modern look, too. Inside it features integrated twin screens familiar to other BMW models and while it doesn’t have the latest in-car tech from the iX3, it’s still an appealing cabin. The screens and air con vents are all angled towards the driver which adds to the cockpit feel. There are few buttons aside from what’s next to the gear shifter on the console - drive modes, demisters, hazard lights - but the cabin doesn’t feel overly minimal. Being an M Performance model the M135 gains some snazzy interior touches like red and black synthetic leather upholstery on the seats and door panels which brightens the space considerably. It’s sporty yet still looks premium. Those front seats offer the perfect level of upper and lower body support. Some BMW M car seats are so heavily bolstered they’re almost uncomfortable. That’s not the case here. The M steering wheel has a flash of red at 12 o’clock and like most BMW tillers it’s a bit too thick for me. But the paddle shifters look good and got some use during a dynamic drive. Storage wise there’s a long but shallow centre bin, a couple of cupholders and a wireless charger. The door bins are awkwardly shaped so only smaller bottles will fit, but there is an extra nook for other items. The multimedia setup is not as intuitive as the latest setup in the iX3. The app page features lots of little icons that change dynamically based on what you’ve used most recently. It’s not a challenging system to navigate, which is a plus. There’s two USB-C ports up front if required. The panoramic glass sunroof only has a mesh fabric blind and while it’s much better than some similar shades from other makes, nothing can beat a solid blind when it comes to keeping Australia’s blazing sub out of the cabin. Sitting behind my six-foot tall driving position, the rear row is quite cramped. Legroom is tight - my knees touch the back of the front seats. The roof has been scalloped out for more headroom but it’s still tight because of the sunroof. It has a bulky transmission tunnel so the middle seat is all but useless. There’s two USB-C ports, short and narrow bottle holders, a centre armrest with two cupholders and knee-level air vents. Boot space is 380 litres (increasing to 1200L with the rear seats folded) which is better than the Audi S3 (325L). It has a powered tailgate standard. There’s no spare wheel, only an awful repair kit, but the M135 has handy dual-level boot storage. Under the sculpted bonnet of the M135 is a 2.0-litre four-cylinder turbocharged petrol engine delivering 233kW of power and a meaty 400Nm of torque. It drives all four wheels via BMW’s xDrive system and has a seven-speed dual-clutch ‘Steptronic’ transmission. It can hit 100km/h in just 4.9 seconds and official fuel use is 7.8 litres per 100 kilometres. Over a week of both easy urban driving and enthusiastic back road blasts, I recorded a thirstier 10.3L/100km. Poke your right foot and you’re met with a beat of turbo lag followed by incredible acceleration - that 0-100km/h time is no joke. The engine note is also a delight and adds to the whole experience. BMW’s smooth seven-speed dual-clutch snaps through the gears at the perfect time almost every time. Accelerating quickly to a lower speed limit might require a flick of the paddle shifter. The brakes with the sexy blue callipers are incredibly strong and the steering is super sharp, changing direction crisply. The M135 has loads of grip, holding on to the road even when pushed up a sharp, sweeping incline. Phenomenal stuff. Ride quality is mixed - it’s firm which isn’t surprising for a European hot hatch that’s designed for performance driving. It’s less noticeable at speed on a twisty back road. That firmer ride is more evident driving on pockmarked urban roads at lower speeds, where it can get a little jiggly. But by no means would this sway me from owning the M135. Drive modes include Personal, Sport and Efficient - I didn’t bother trying the latter. Sport mode makes the BMW even quicker, to the point where you need to hold the steering wheel even tighter, particularly on uneven road surfaces. I never felt in danger of losing control or even losing traction.The engine note amps up a notch, too. One quirk that won’t annoy everyone is the auto stop/start. I turned it off every time I drove the car as I found it a little laggy. The advanced driver assist systems work without interruption in the background. No need to switch any of these off. European brands like BMW continue to lead the way with this tech. The M135 is covered by BMW’s five-year/unlimited kilometre warranty which is now the norm for premium brands. BMW’s ‘condition-based servicing’ means the car’s computer tells you when it needs a service. Currently a five-year/80,000km pre-pay package is $2470.

In a world of more and more electric car drivers are you a Subaru Impreza driver? You either know this already or might know after our quick review of the Impreza 2.0S. Ten years ago the Impreza was one of the go-to small small cars buyers choose, along with the Hyundai i30, Mazda 3 and Toyota Corolla. These four small cars ruled suburbia and they’re still Aussie favourites, but the world is changing and now more people are heading to electric cars and hybrids such as the Chery Tiggo 4 SUV and MG 4 hatch. And that reminds me, opting for the Impreza represents a choice not to buy an SUV, too.  In fact, buying one of these is showing a bit of resistance to just doing what everybody else is and that’s pretty great. The 2.0S is the most expensive grade in the Impreza range at $40,990, before on-road costs, which is about $7500 more than the entry-grade 2.0L. Can I just also throw it out there that for less than $8000 more there’s the close-to-perfect-for-the-money sporty sibling to the Impreza - the entry grade Subaru WRX with the six-speed manual gearbox?  I don’t know… you’ve come this far, knocked back an EV, snubbed SUVs… and the WRX is iconic and probably one of the best performance cars I’ve driven for the dollars. Totally up to you. Did I say it had a manual? All right, I’ll stop. The 2.0S is good value and I think the standard features list is better than almost all its rivals with a 10-speaker Harman Kardon sound system, leather seats (heated up front and power driver’s), 11.6-inch media screen with Apple CarPlay and Android Auto, a wireless phone charger, proximity unlocking, 18-inch alloy wheels and LED headlights.  Some quality touches such as the alloy pedal trims and rear door sills with mountain motifs just reinforce the Subaru reputation for making affordable cars that (I think) are so much better than they need to be. That better-than-it-needs-to-be business I’m talking about is apparent in the driving of the Impreza, too. All-wheel drive is completely unnecessary, but the stability and traction it brings makes this a safer and more enjoyable car to drive. Same goes for the horizontally-opposed 'boxer' engine. A very different design to its rivals' powerplants, it sits lower and improves handling. The ride comfort is also lovely for a car at this price, and if that’s what you're looking for the WRX with its harder ride is definitely not for you. Really, the only part letting the side down here is the continuously variable transmission (CVT) which I’ve always felt stifles a car’s ability to lock in power to its wheels and that affects the fun factor for me, big time.  You can’t get the Impreza with a manual, unfortunately, so you’ll have to live with acceleration which isn’t bad but also not great. The Impreza’s four-cylinder engine with its 119kW and 196Nm is more than capable but, yes, the CVT clips its wings. Even with a dull CVT I think the Impreza is a lot more fun to drive than an EV, and being a regular hatch rather than an SUV makes it so lovely to pilot with none of that wobbling raised wagons do through every roundabout and over speed bumps. Talking of SUVs, the Impreza and the Subaru Crosstek small SUV are very closely related in almost every way apart from looks, but the engine and platform are identical.  Even so, the Impreza is much better to drive because of its lower ride height which brings better dynamics.  The only downsides are for those who want to sit a bit higher in traffic and the scrapping of the Impresza's surprisingly low front lip on driveways (occasionally... sorry, Subaru!).    The 2.0-litre four-cylinder engine in the Impreza does not have a hybrid system and its 7.5L/100km official fuel consumption is looking very high in an era where large hybrid SUVs are boasting 6.0L/100km. I saw that figure go up to an average of 16.5L/100km according to the trip computer and that’s after 177km of motorways, suburban roads and city streets. In the Impreza’s defence this test car had not been run-in and had less than 50km on the odometer at the start of my test and fuel consumption is considerably higher in the first 1000km of a car’s life. So, I’d expect the fuel consumption to drop a lot closer to the 7.5L/100km Subaru says you should see.    This is important. The Impreza was updated with new safety features last year which helped it achieve a maximum five-star ANCAP rating in 2025.  So, if you’re buying an Impreza make sure it was built after April 2025 as this version received the update which included traffic sign recognition to an already solid list of safety technology. Fortunately, the safety tech is not too intrusive in terms of alerts which are currently a big source of complaints regarding new vehicles. Standard safety features include’s Subaru 'EyeSight' camera-based system, AEB (auto emergency braking), lane keeping assistance and blind-spot warning. All of the expected safety items are covered in the Impreza. Onto another kind of coverage, the warranty, and the Subaru Impreza is covered for five year, unlimited kilometre. Servicing is recommended every 15,000km or 12 months. Subaru has capped price servicing for the Impreza and you can expect to pay about $2450 over five years.   That warranty is short compared to many rivals and that service pricing - ouch! It's high. As a prospective Impreza owner, ready to ignore what many buyers are doing in choosing an EV, you’re also picking a hatch over an SUV which is almost the default bodystyle for consumers now. I really like that individualism.  I also like the styling of the Impreza. It’s a pretty little beastie and the new Citron Yellow Pearl paint adds to the insect-like look. You can see my little video on the paint colour, too. It’s not as rare as you might think and many brands use it in their ranges. The Impreza is only offered in hatchback form which is better for practicality than a sedan with the rear tailgate opening wide and offering 291 litres of boot space which also happens to be the same cargo capacity of the Crosstrek SUV. That’s on the smaller side but the Impreza isn’t huge at 4490mm long. Cabin space is good, however, and even at 189cm tall I can sit behind my driving position with legroom to spare and headroom back there is good, too. Cabin storage is more than adequate too with big door pockets, shelves in the dash and four cupholders onboard.

The Civic Type R might be the best front-wheel drive hot hatch ever built. It's almost certainly one of the greatest cars of this century so far. In fact, you can meet me outside if you reckon the Type R isn’t the most capable sports car of its kind ever built. Now that we’ve got that out of the way, let’s get into why. The 2026 Honda Civic Type R, at an uncomfortable $85,000, drive-away, isn’t a car you can just go and buy. At least not all the time. The latest run launched in July this year, with just a tick under 100 units anticipated for local buyers. Deliveries start in December. It’s more expensive than another benchmark rival, the VW Golf R, by almost $15,000 and it’s not as practical to live with. But even though you can run your daily errands in the Civic Type R, that would be doing it a disservice. See, the Type R is a five-door hatchback with only four seats, and the front two are very figure-hugging sports bucket seats. It’s also only available in manual, so that rules it off the list for some seeking an easy daily driver.  Its 2.0-litre turbo-petrol four-cylinder engine is probably a bit much for the daily grind, too, producing 235kW and 420Nm and sending that entirely through the front wheels. But there is a Comfort mode, and you even get a wireless phone charger. Heated seats? No, but the climate controls are always there - because they’re physical buttons and knobs. And the knobs are delightfully clicky. This is all to say that when you shell out your $85K, you’re paying more for what’s under the metal than the mod-cons in the cabin. Here’s what you do get: 10.2-inch digital driver display  9.0-inch multimedia touchscreen Wireless Apple CarPlay and wired Android Auto Digital and AM/FM radio Bluetooth and USB connectivity Eight-speaker audio LogR performance data tracking system  Red suede-style upholstery Type R sports bucket front seats Alloy shift knob Alloy sports pedals Wireless phone charger Dual-zone climate control Keyless entry with push button start LED headlights (auto-levelling and dusk-sensing) and tail-lights 19-inch black alloy wheels Michelin Pilot Sport 4S tyres (265/30 ZR19) It all comes together in a package that looks rather aggressive and modern, but feels just far enough removed from the software-driven cars of today that it’s still focused on the driving experience. The exterior styling in particular when it comes to the FL5 Type R (launched in 2023) compared to the more angular FK8 that proceeded it seems to be less divisive. It looks slightly less like it’s come off the screen of an anime, for better or worse. Some specific praise can be levelled at the toning-down of decorative elements that made the FK8 look overly busy. But that doesn’t mean it’s any less suited to total road domination. The FK8, a car I spent plenty of time in during the late 2010s, won awards all over the world for its prowess.  I’ve driven the FL5 on track, but not on public bitumen before this road test. It was immediately obvious this car holds the same ability to turn from a sharp yet manageable city car into a slick corner-hunting weapon outside of urban areas. Nothing had been lost between FK8 and FL5. Praise be. The current Type R continues to be arguably the most capable hot hatch around, with its individual elements - steering, brakes, clutch, all of it - working perfectly and obediently to make this Civic move as quickly as possible. And with little fuss. The front tyres are surely working hard, but there’s mechanical grip in abundance and the helical limited-slip differential ensures traction. It also does this without sacrificing ride quality. Even in Comfort there’s cornering ability on tap, while Sport or R+ don’t turn the chassis into a giant shaker. It's the rear axle that’s particularly impressive, though. Its multi-link rear follows the MacPherson and dual-axis strut fronts with such compliance it’s as if the engineers whipped a fear of rebelling into the Type R’s back-end. During most road tests, there’s little point in trying to push a car - even a sports car - to 10 tenths. Most people won’t and it’s not sensible to try. But, more than most cars, the Type R feels like you could if you wanted to. On a winding road outside of Melbourne, the Type R felt mechanically flawless. Its shift-feel is smooth but decisive, steering is precise and weighted perfectly for input adjustment, throttle response and brakes require no guesswork, and even its seat should hold most drivers in a sturdy position. No notes. The boring bits when it comes to Type R ownership aren’t as grim as you might expect from such a pricey hot hatch. Where some performance cars would push fuel consumption into double-figures, the Type R’s mill only sipped 8.9L/100km on a very spirited route with some highway driving either side. Its claimed consumption under WLTP testing is 7.1L, so that feels reasonably achievable. Honda’s warranty and service schedule is also decent, all things considered. The five-year/unlimited kilometre warranty is starting to feel the bare minimum, but Honda’s $199 capped price for the first five services (every 10,000km or 12 months) is excellent.

The first-generation Toyota C-HR was popular in Australia, however the second-generation model hasn’t yet lived up to its predecessor when it comes to sales. One of the main reasons is because the current C-HR, which launched in 2023, is considerably more expensive. This is primarily due to it being built in Turkiye, rather than Japan, which in turn attracts import tariffs. The 2026 Toyota C-HR line-up is currently priced as follows: C-HR GXL Hybrid: $46,940 C-HR Koba Hybrid: $53,890 C-HR GR Sport Hybrid: $58,890 All prices are before on-road costs On test here is the mid-spec Koba Hybrid with the optional two-tone paint and panoramic glass roof ($2700). This brings the as-tested price to $56,590, before on-road costs, or $62,107 drive-away in Victoria. This is a lot of money for a mid-spec, mainstream, small SUV. It’s considerably more expensive than the Hyundai Kona Hybrid, Honda HR-V Hybrid and even the larger and more practical Toyota Corolla Cross. At this price point it's even more expensive than the European Volkswagen T-Roc and is somewhat in line with the larger UK-sourced, hybrid-only Nissan Qashqai. Another reason why the current C-HR is more expensive is because it's hybrid only. In Koba form there is a 1.8-litre hybrid powertrain with a total system output of 103kW. This may sound mediocre, but around town there’s plenty of oomph. The majority of the low-speed driving is handled by the electric motor and it will occasionally dip into EV mode at highway and freeway speeds. Toyota claims the C-HR Koba consumes an average of 4.0L/100km, which is very low. Surprisingly, fuel figures like this are achievable in the real-world too. I saw as low as 3.7L/100km in the city and around 5.5L/100km on the freeway. There is a 43L fuel tank which allows for a theoretical total range of up to 1075km. A minimum of 91 RON regular unleaded petrol is required. While the C-HR is zippy in urban areas, building up speed requires it to engage the petrol engine more. There is enough power to make do, but the engine sound above 80km/h is coarse and unrefined. It’s not helped by the road and tyre noise that enters the cabin at higher speeds. Given the price tag this is disappointing, but many European rivals also suffer the same issue. Even though the hybrid engine’s performance isn’t awe-inspiring, the way the C-HR drives is. It’s built on Toyota’s TNGA-C platform which it shares with the current Corolla and Prius, among others. This small SUV is nimble and fun to drive, even in your everyday commute. There’s an element of the driving experience that is similar to the go kart-feel of a Mini Cooper. Even the suspension is compliant, though the large 19-inch alloy wheels transmit harsher bumps into the cabin. Thankfully as the car is so small, you can typically dodge big potholes. Unlike many new-generation cars, this version of the C-HR is actually 30mm shorter than the original. However, it’s 37mm wider, allowing for more shoulder-to-shoulder passenger space. The exterior design looks sophisticated and upmarket for Toyota, however the flush door handles are a faff to use. Interestingly though, there’s no rear wiper, which is annoying. Inside there is a lovely cockpit feel with all the key touchpoints within easy reach of the driver. The front seats also have a sporty look and hug you in nicely. The second row clearly isn’t the main focus, but compared to the original C-HR it's not as claustrophobic. However, amenities are extremely limited. There’s only a single cupholder on each door. No rear air vents, no centre armrest. There is 388L of boot space with the rear seats upright, which doesn’t sound amazing on paper, but in practice it’s decent. The current Toyota C-HR Koba has a five-star ANCAP safety rating based on testing conducted in 2024. The following safety equipment is standard: 10 airbags Autonomous emergency braking (AEB) Blind-spot monitoring Rear cross-traffic alert Lane-keep assist Adaptive cruise control Driver attention monitoring Surround-view camera Front and rear parking sensors Semi-autonomous parking assist The C-HR is covered by a five-year, unlimited-kilometre warranty, and the high-voltage battery is covered for eight years or 160,000km. Servicing at Toyota dealers also allows the driveline and battery warranty to be extended out to seven and 10 years, respectively. Logbook servicing is required every 12 months or 15,000km. The first five services are capped at $275 each, which is competitive for the segment.

The Renault Symbioz is a new, small SUV from the French brand. We drove at its Aussie launch this year, but this is the first time we’ve lived with it for a week and I almost feel sorry for the thing. You see, the Symbioz was sparkling clean, fresh from being built in Valladolid, Spain before landing in the middle of a battlefield of Aussie suburbia with a four-year-old who immediately smudged chocolate in the seat and an 11-year old with more appointments and commitments than a prime minister. The Symbioz that I tested for family friendliness is the entry-grade Techno with the mild hybrid system. It was a long week. Here’s how it went... The Renault Symbioz model range is small in Australia consisting of only two grades. We tested the entry-level Techno mild hybrid, although you can get a full hybrid. The list price of the Symbioz Techno mild hybrid is $36,990 before on-road costs, which is a lot more expensive than some Chinese rivals like the Jaecoo J5 or a Chery Tiggo 4, and a smidge more than the Honda HR-V, Toyota Corolla Cross or Mazda CX-30. It is, however, more affordable than the hybrid-only Nissan Qashqai. The Symbioz Techno is worth the extra money even if the value isn’t as good as a Chinese SUV, because the difference is higher quality fit and finish and a more enjoyable car to drive. Standard features on the Techno include 18-inch alloy wheels, proximity unlocking, push-button start, a 10.4-inch media screen and 10.25-inch digital driver’s display, climate control, Apple CarPlay and Android Auto, plus Google Automated services. The seats are a synthetic fabric and that means chocolate wipes straight off, thankfully. Our test car is fitted with the optional electronic glass roof which turns from transparent to opaque thanks to a dispersed polymer liquid crystal film between the sheets of glass. The beauty of this is that there's no need for a sunshade that could reduce head room. Check out my video here to see it work. Yes, while value isn’t one of the Renault Symbioz’s strengths it does have a lot of compelling attributes. Four attributes stand out as the strengths: the design, quality feel, practicality and the way it drives. I truly believe that the Symbioz is the best-looking small SUV for the price right now. I love the rear design especially with the razor-sharp tail-lights, but the entire vehicle is superbly styled and looks far more expensive than the price tag. The same goes for the interior and not just the design, but the feel of the fabrics and materials, switches and the steering wheel. Many SUVs try to aim for a stylish look, but few achieve the feel. This also goes for the thoughtful layout of this cabin that places everything within reach and where it should be. The practicality of the Symbioz is also outstanding. As a mum to two kids that insist on bringing everything everywhere, a small SUV (it’s 4.4m long) is generally too small for us. But the excellent storage, occupant space and boot, which expands from 460L-592L because the rear row is on rails, has me rethinking that rule.  If you’re a family in an urban setting but need all the storage and room that kids and adults require, then seriously consider the Symbioz. The materials are also easy to clean and feel hard wearing, too. Finally, the way the Symbioz drives is so engaging. Yes the 1.3-litre four-cylinder petrol engine has a bit of the dreaded turbo lag and yes the seven-speed dual-clutch transmission can be a little clunky. In a world of fully electric cars with seamless stop and go, this engine and transmission feels a bit antiquated, but the Symbioz is still so enjoyable to pilot in an old-school way. As much as I love EVs for urban duties like the daycare drop off, grocery shopping and after-school sports dashes, I’d missed how fun these little runs can be in something with great handling and steering and a grunty little engine. Well, as mentioned the price is a bit steep, but you’re getting a nicer car for the money than many rivals. Also the warranty is only five-years/unlimited kilometres, which is falling behind many mainstream brands. Servicing is required every 30,000km or 12 months. You can buy a five-year service package for $2700 which is about $540 a visit and that’s expensive compared to a few rivals. And then there’s the fuel consumption. The mild hybrid isn’t as fuel efficient as the full hybrid and because I drove it like a rally queen, I used an average of 10.5L/100km over about 150km of driving. The official fuel consumption is 6.4L/100km but personally I don’t think they were flying this small SUV to school and pre-school to Scouts to Kung Fu to birthday parties and tutoring all with just 15 minutes to get to all of these places.  With more moderate urban driving, a lower figure is certainly achievable. Finally, the Symbioz has not been rated by ANCAP, but its Continental equivalent, EuroNCAP only gave it four-out-of-five stars for safety. This was partly because it lacks a front centre airbag and front knee airbags, as well as average occupant protection for the driver.

Before the first decade of the 21 century was up, there was evidence the cult of the SUV was well and truly gathering pace. Conventional sedans, hatchbacks and even station wagons were falling victim to the almighty SUV, and even station wagon stalwarts like Volvo were revisiting their future model plans. Which is why diverse Volvo V70 station wagon line-up of previous generations was pared back to just a single model – dubbed T6 AWD - for the 2008 launch of the third-gen V70. Gone were the cooking models and five-cylinder variants with and without turbochargers and in was a high-spec turbocharged six-cylinder V70 with all-wheel drive. In a packaging sense, this was still very much a classic Volvo wagon with a boxy outline and lots of room inside relative to its footprint. But the sharp-edged look of previous V70s was softened a little. And where did the previous V70’s customers go for their next Volvo station wagon? To the new XC70, of course, with its jacked-up ride height, tacked on wheel arch extensions, range of trim and driveline options (including a then-sexy turbo-diesel option) and SUV persona. Which left the V70 with its more conventional looks and stance as some kind of orphan. Thing is, it was probably the better of the two Volvos to drive, with better suspension control and the lower ride height making it more dynamic. A facelift in 2010 brought a revised engine with slightly more power and a claim of better fuel efficiency. In an overall sense, the V70 was a great car. It typified Volvo’s approach to sensible car-making at a time when the company was being pushed into the fashion-driven SUV world. But when you consider that even a Volvo SUV was never going to be an off-road vehicle, the plane-Jane V70 is now the smarter buy. With a very similar all-wheel drive system to the XC70, the V70 is all but as competent on slippery or loose surfaces. And nobody has ever complained about the versatility or practicality of a Volvo two-box wagon. Volvo has made its name on reliability, but like any modern car, increasing complexity can take its toll on this aspect. Because of that, Volvo’s once rock-solid reputation for going the distance had faded a little by the time the V70 came along, and it’s fair to say overall reliability was no longer any better than most other mass-market European brands. Volvo’s simpler (non-turbocharged, front-wheel drive) designs were much less likely to give trouble; proof that complex machinery is often more highly strung. The biggest reliability glitch experienced by the V70 was a tendency for some engines to consume excess oil. In the worst cases, entire engines were being replaced under warranty, and you’d like to think any V70s still out there have been fixed or never had the problem in the first place. A compression check prior to purchase would still be a good idea, however. Some V70s also suffered from poor shift quality in the transmission, and this was sometimes traced back to dirty fluid or a transmission that required a reflash. In a smaller number of cases, the clutches inside the transmission were subject to premature wear. Like any high-performance turbocharged engine, the turbo unit can have a finite lifespan and is almost considered a consumable item. Allow for this in your budget. The same goes for the individual ignition coils which can break down over time, and the V70 seems pretty hard on suspension bushes (probably a function of its 1800-plus kilo kerb mass) and all-wheel drive loads. Cars like this are also hard on brakes, but in the Volvo’s case, the advice is to replace not just the brake pads but also the rotors at the same time. This can get pretty expensive. Make sure all the interior electronics work properly, too. If these are on the blink, you could be chasing intermittent problems for a long time. Despite Volvo’s reputation for building safe cars, it’s interesting to note the V70 was recalled on a couple of major safety fronts over the years. A batch of cars built in 2008 was recalled to check the operation of the side-airbag system, while some cars built in 2010 and 2011 were recalled to check the front airbag deployment. Long after the third-gen V70 was discontinued, a recall notice was also issued to check for front seat belt mounts (cables) that could fray and fail over time. The V70 was also recalled to check cooling fan and fuel-pump operation, and you can check out these recalls in detail by visiting: https://www.vehiclerecalls.gov.au/. Early-build cars were the ones most likely to suffer from reliability issues, so the later the build-date, the better the car is likely to be now. The oil burning problems were reportedly solved by the time the 2012 model landed, so a car with an earlier build date is the one to avoid. People don’t tend to buy Volvo station wagons to look at them in the driveway. So, it’s not uncommon to see examples with 250,000km or even more showing. With proper servicing, this should not signal the end of the vehicle’s useful life, but you’d need to see proof of the correct servicing before handing over the money. The post-facelift version of the V70 had more power from the same engine, so it’s probably the one to choose. Beyond that, there’s not much of a decision to be made as the V70 was only available in one trim level and specification (T6 AWD). If you’re looking for more options in the same package, perhaps look at the previous model (the second-gen V7 from 2000 to 2007) which had a choice of petrol engine outputs, two- or four-wheel drive layouts and different trim levels to suit different budgets. Failing that, the XC70 that sold alongside the third-gen V70 offers turbo-diesel power. Roughies with really high mileage are around for less than $10,000 now, but there’s probably better value in spending closer to the low-teens for something with a service record and more moderate kilometres on board. Volvo is a huge global brand and its cars are sold around the world. So, even if you are struggling to find a part in Australia (unlikely) you can always cast the (inter)net wider and shop overseas for cheaper parts. Be wary of seller you aren’t familiar with, and check out buyer feedback to make sure you’re dealing with a reputable supplier. While earlier versions of the V70 were decent sellers for Volvo in Australia, this version was a pretty slow mover in the showroom. It’s unlikely more than a few hundred were sold which is why they’re now hard to find second-hand.

In just a couple of years, it will have been a decade since the current Mazda 3 made its debut. In that time, it’s outlived many a rival to remain one of just a couple of traditional hatchbacks on sale alongside the ever-present Toyota Corolla, Honda Civic and, if you count it as a Cerato successor, the Kia K4.  But how does the 2026 Mazda 3 feel in a new car market that looks very different to the late 2010s when it was just a pup?  Refreshingly simple and tactile is the quick answer to that question. But let’s get into why. The specific variant on test here is the Touring hatch, which is the top-spec as far as grades with the smaller 2.0-litre four-cylinder engine go.  It starts from $35,410, before on-road costs, and can be had with the brand’s Vision package for an extra $2000 to add surround-view parking cameras, front cross-traffic alert and driver monitoring as well as traffic support (lane and speed assist) and front parking sensors. It’s worth adding, in my view. The Touring also scores: Leather upholstery  Electric front seats Wireless Android Auto and Apple CarPlay Wireless phone charging  Keyless entry and push-button start Dual-zone climate control Two USB-C ports 10.25-inch multimedia touchscreen Multimedia control wheel 7.0-inch TFT driver display Digital radio Satellite navigation Paddle gear shifters Back to the engine, the 114kW/200Nm 2.0-litre petrol unit falls short on paper compared with the 2.5-litre engine also available (with 139kW/252Nm), but the Touring’s outputs are adequate for a front-wheel drive hatchback. Its 5.9L/100km fuel consumption figure is where some might have doubts over the Mazda 3’s suitability, especially when real-world driving returns a figure in the mid 7.0-litre region, but its lack of a hybrid option means it falls behind its contemporaries regardless of opinion. Still, its six-speed automatic torque-converter transmission is smooth and makes decent use of the modest four-pot. The real treat from behind the wheel is the steering and its ride, though. The Mazda 3 is almost a dynamic benchmark in terms of elevating a capable hatchback into one that’s fun to drive without the assistance of more power. The 3’s steering is direct and weighted just right to be engaging without being tiring, and there’s a level of communication from the front wheels during dynamic driving that you won’t find in a lot of new small cars. While the engine can seem like it’s working hard at times, if you value a car with direct feedback and confidence-inspiring handling, the Mazda 3 will keep you happy. Stepping up to a G25 with the larger engine isn’t a bad move, though. The seating position, control placement and general ergonomics of the cabin make doing anything on the move a breeze, especially the scroll wheel that operates the multimedia screen. It’s on the way out in the next generation if the new Mazda CX-5 is anything to go by, which is a shame. It means not needing to lean and use the Mazda 3’s touchscreen on the move and allows you to navigate both its (ageing but easy) native software or a phone mirroring system. Similarly, the driver display is visually getting on in years, but it’s elegant and shows you what you need to know. It’s also housed in a perfectly shaped binnacle for looking at through the top of the steering wheel. It’s one of the little things that make the interior of the Mazda 3 as impressive as the exterior when it comes to design. The sleek interior manages to blend minimalism and function without sacrificing buttons, a lazy cost-cutting move many manufacturers (including Mazda in its newer models) have started leaning on. Climate controls and a few shortcut buttons around the multimedia control wheel, not to mention the traditional gear shifter, all blend nicely into an interior that rivals (and in some cases bests) the interior design of some highly-regarded European brands. Its gorgeous exterior design does have a downside, though - the boot is relatively small and the rear seat feels tight for adults, plus there’s not a lot of light and the thick C-pillars result in a rather large blind-spot. There are a couple of things to consider if a Mazda 3 is on your list, starting with its safety credentials. Because the current generation was tested in 2019, its maximum five-star rating has expired and it’s unclear how the car would perform against current testing procedures. Mazda has updated the safety kit for the 3 in that time, with some ADAS (Advanced Driver Assistance System) features and seven airbags working to keep occupants safe, the tech is ageing and the 3 is missing a front-centre airbag that can be important in side impacts. The Mazda 3 is covered by the brand’s five-year/unlimited kilometre warranty, which is starting to lag behind other mainstream brands, while servicing averages $475 for the first seven years (subject to change), every 12 months or 15,000km. Mazda also offers five years of roadside assist.

It’s our last chapter with the XUV 3XO - Mahindra’s super-affordable small SUV. We’ve covered three months and a couple of thousand kays in this diminutive thing, and it’s largely served its purpose as my daily runabout, with a few freeway kilometres thrown in for good measure. I’ve had friends and family ride along, I’ve packed the boot to its absolute capacity and I’ve fueled it up regularly. I’ve found annoyances and things I love about it along the way. Now, having handed the keys to my affordable little Mahindra SUV long-termer back, would I recommend it to someone looking for an affordable entry-level car? Read on to find out. Overwhelmingly the thing I’ve liked about this little car is how simple and straightforward it is. Unlike many of its rivals which are full of convoluted software, annoying over-thought features, and sometimes deal-breakingly intrusive driver aids, the XUV 3XO is the kind of car you can just hop in and go without thinking about it. It has a physical start switch, a simple shifter, familiar and logically-placed switchgear and sensible ergonomics. These things shouldn’t be a flex in 2026, but because so many rivals from China seem insistent on touchscreen dependency, cost-cutting disguised as minimalism, and tech for tech’s sake, the Mahindra is refreshing to use. In some ways I think of it as the successor to once-affordable small cars from Japan which were like this. The primary cost you’ll pay is that it isn’t as fancy or up-to-date as some rivals. It’s a shame there’s no hybrid powertrain option for example, and the screens feel small compared to rivals. For someone just looking for zero learning curve, though, this could be the small car antidote you need, especially at this one’s keen $26,990, drive-away price. Still, it has all the basic kit you really need, with some luxuries like a wireless phone charger and wireless phone connectivity. Small, traditional spec details ignored by a lot of cars at this cheap end of the spectrum have been thought of, too. For example, the 3X0 doesn’t get a cheap or no-name tyre package, featuring a nice set of Goodyears which soak up bumps pretty well and provide an appropriate amount of traction, even when the little turbo engine is pushed. I said in my last chapter I think the Mahindra XUV 3XO is sharply-styled and certainly Mahindra’s best looking product. Some folks I took for a ride-along disagreed, with opinions ranging from ‘weird’ to ‘ugly’. I really like that it comes in fun colours, but apparently you all want to stick to monochrome because I was told the ‘Citrine Yellow’ my car came in was "too much like mustard". Then again, I also think the concept of ‘resale’ is the most boring one to curse a lot of modern cars. Annoyingly, if you want the Citrine Yellow, Dune Beige, or Nebula Blue colours you have to splash for this top-spec AX7L version, as the base AX5L comes in the usual palette. Apparently people care about this ‘resale’ concept less these days, too, because they seem willing to take a chance on a new Chinese brand over brands which traditionally perform well in this department like Honda, Mitsubishi and Toyota. If you’re considering the Mahindra get the fun colours, this brand is hardly known for its great residuals. One thing universally praised by friends and family is the impressive amount of room on the inside of this little Mahindra despite its modest footprint. At 182cm tall I am easily able to find a comfortable driving position, but I also fit behind my own driving position with a small amount of airspace for my knees. Plus, the back of the front seat is clad in soft finishes, so even if you were taller than me, at least your knees will be pressing against something soft. Headroom is great in the front and acceptable in the rear, with the sunroof eating a little into headspace. I had enough room for my head still, however. The rear seat is also impressively wide, and there’s no rise in the floor for a driveshaft, as there’s no all-wheel drive 3XO, so there’s even room for a middle passenger to put their feet. Cabin storage is decent, with big cupholders in the front and rear doors, which it needs because the two in the front console and rear drop-down armrest are quite shallow for taller vessels. As mentioned in the last chapter, it also has an array of glorious buttons, even a dedicated climate panel, reducing the dependence on the touchscreen. On the flipside, there are limited additional storage options in the cabin, with only a tiny armrest box, and no big pass-under tray like many rivals with more luxurious bridge-style consoles get. For me, this meant a lot of objects ending up on the passenger side floor or on the back seat. The boot is the real party trick, though. Looking at this car in its side-profile, and you’d be forgiven for thinking it barely has one. There’s almost no distance between the rear window and the back of the car itself, and yet through brilliance of design the boot is good for a vehicle in this class. It’s deep, offering 364 litres of space (better than the 200-300 offered by many rivals) and is able to take two of the three CarsGuide luggage cases at a time. It even has a space-saver spare under the floor. I found some interesting, albeit minor, quality issues with my car. Stuff that you almost never see on Japanese, Korean, or even Chinese cars these days. The most egregious example was the rear LED strip which seemed like it was slightly loosely secured to the boot lid. This resulted in an irritating plastic squeaking noise, both when you shut or opened the boot lid, but you could also hear it over bumps and corrugations on the road. The boot seemed to creak and groan in the corners, perhaps flexing. It is made of a very light and thin metal. The floor mat across the rear also didn’t fit precisely and moved around when you put your feet on it as though it was an aftermarket accessory which didn’t quite get the floor measurements right. The 3XO is also pretty noisy at freeway speed, but this is to be expected for a small and light car in this class. Remember to check out part one of this review on why this car is actually pretty good to drive. Last chapter I singled out fuel consumption as a major downside, with this little SUV throwing back a less than impressive 7.4L/100km, but in the time since it has managed to redeem itself. Fuel consumption overall dropped to just 6.4L/100km, which is less than the official figure of 6.5L/100km. This is probably due to introducing a lot more more freeway kilometres, but it speaks to the difference between urban, mixed and high-speed fuel consumption on a car like this with a traditional six-speed automatic transmission. The fuel tank is also a bit small. At 42 litres I was re-filling more often than I would have liked. While the 3XO is largely free of the array of deal-breakingly annoying safety tech which plagues a lot of its rivals from China, it also hasn’t been ANCAP tested, and if it were, I fear it wouldn’t fare well. On paper it ticks a few boxes, with six airbags and things like auto emergency braking and lane keeping aids, but it rides on an older platform and misses out on blind spot monitoring, instead using a blind spot camera system.

Mazda hasn’t forgotten the little things. Most carmakers are moving away from little hatchbacks as sales dwindle as buyers jump into SUVs instead. Mazda has stayed true to its roots by refreshing its ageing Mazda2 instead of tossing it into the too hard basket, giving new and urban drivers a quality choice of wheels. The 2 is no longer the sub-$20,000 proposition it once was with the base Evolve grade tested here starting at $27,290 (before on-road costs). The better-equipped GT grade adds $1200 to the price, and you can get the GT in sedan form for the same price. That makes it about $2000 cheaper than the most affordable Toyota Yaris, which has the added benefit of hybrid power, and about $3000 thriftier than the Volkswagen Polo. A new wave of Chinese machines undercut it, with the MG3 about $7000 cheaper, while even BYD’s electric Atto 1 costs about $5000 less. Relying on purely petrol power the Mazda2 shows its age without any form of electrification in an era when hybrid is king and electric is the wannabe usurper. It uses a 1.5-litre naturally aspirated four-cylinder engine that makes 81kW and 142Nm, matched to a conventional six-speed automatic transmission that drives the front wheels. Mazda claims it drinks just 5.0 litres of the cheapest petrol per 100km. Rival hybrids slash at least 1.0L/100km off that figure and deliver more zip from the petrol-electric combo. The 2 is a handsome machine, and has its competitors beat for design. It wears Mazda’s trademark features with an elegance long gone from small cars. Buyers can expect 16-inch black alloy wheels, LED headlights with auto on and off feature, auto folding black side mirrors, chrome exhaust and a little body coloured garnish in the front grille. Step inside and you’re greeted by a cabin that hasn’t been corrupted by modern distractions. A 7.0-inch multimedia display is small by modern standards, but that’s probably a good thing for young drivers. It is controlled via the touchscreen or rotary dial in the centre console when stationary, with touchscreen controls taken away when moving. The idea being you keep your eyes on the road more. The rotary dial is a bit of overkill as the screen controls so few functions that a touchscreen would suffice. It comes with wired Apple CarPlay and Android Auto smartphone mirroring, digital radio and in-built sat nav. The driver’s instruments are analogue with just an old school digital readout that gives Casio watch vibes for some functions. A head-up display is one of the most useful features in modern cars, and a must for new and experienced drivers alike. Mazda’s head-up display uses a little folding clear screen to project vital information such as travelling speed, posted speed limit and some safety warnings in front of the driver in an easy to view and read spot. Passengers are greeted by black cloth-wrapped seats with red contrast stitching that are well cushioned and comfortable enough for long drives. The GT grade ups the ante with synthetic leather and suede upholstery. A leather-wrapped steering wheel, gear shifter and hand brake give it a more premium feel. Well placed and easy to read steering wheel buttons for volume, multimedia, cruise control and answering the phone are a win for users. There are physical dials for climate functions that are easy to use on the go and a pair of USB-A ports up front so modern phone users beware you’ll need a different charging cord or adapter. A physical handbrake means storage options in the centre console don’t go much further than two cupholders and very small storage bin. This is a little car, so storage options in general are limited. This extends to the rear seat, which is cramped and best suited for only two adults and long-legged humans might struggle on longer trips. Front facing child seats can fit easily but rear facing or capsule seats will severely restrict front-seat passengers. The boot is mini at just 250 litres, so think moderate weekly shop or a few overnight bags. If you need more the sedan ups it to a substantial 440 litres. You can fold down the back seat in both to liberate more space. It does have a space-saver spare tyre under the boot floor, which is a positive. The Mazda2 is one of the most compact machines you can buy at 4085mm long, 1695mm wide, 1495mm tall and with a wheelbase - the distance between the front and rear axles - of 2570mm. You’ll feel tiny on the road, with dual-cab utes and large SUVs towering over you, but in urban environments, tight city streets and underground carparks, the size difference pays off with easy commuting and access to parking spots others just drive right by. It is a commendable city driver that feels most at home in traffic and city streets, as it feels a little breathless and lightweight on motorways. The small engine is perfect for urban driving but you’ll need to work it hard to get up to speed with power delivered very high in the rev range. This means you’ll hear the engine revving to the sky when you accelerate. It feels asthmatic when travelling up steep hills with the car noticeably struggling on the sizeable inclines in and around Sydney. In flatter cities such as Melbourne or Adelaide you’d barely notice it running out of puff. It is a great little car to steer, with great feedback, well balanced, direct and responsive steering. It is light, so you’ll feel bumps and lumps along the way but it does a great job of ironing out the road imperfections for a little machine. Road noise is intrusive at higher speeds and on coarse chips roads, but mostly it is composed and refined. Mazda’s driver’s side mirror is magnified, which takes some getting used to and the jury is still out if it is absolutely necessary. All driver aids work as advertised. The car automatically applying the brakes if it detects a potential collision, it’ll warn you if something is in your blind spot or if a car is approaching from the side as you reverse and an array of sensors will help keep you centred in your lane. Mazda backs it cars with a five year/unlimited kilometre warranty, which is par for the course these days and quickly becoming a subpar package as more brands switch to seven, eight or ten-year guarantees. Seven years of capped price servicing will cost $3286, which is pricey compared to the rival Toyota Yaris. Owners need to visit the workshop every 15,000km or 12 months, whichever comes first.