Articles by Byron Mathioudakis

Cheaper Mazdas are here to stay.The 2 hatchback and its CX-3 little SUV spin-off have both had a stay of execution in Australia. Mazda has confirmed availability of the current generations will continue well into next year, giving the Japanese brand continuing presence in the lower-end of the new-car market.This is despite recent reports stating that the CX-3 and 2 will be phased out this year in Japan, with production of the latter ceasing last month in favour of higher-profit vehicles at the Hofu plant.Mazda Australia Managing Director Vinesh Bhindi said production out of Thailand will continue as it has with both models for most of their long lives, with consistent supply guaranteed for out market into 2027.“The current Mazda2 and CX-3 are here to stay, even though there are some articles out there suggesting otherwise,” he told CarsGuide.“It is depending on region, but in Australia, both those vehicles will stay because the Thailand production facility is still continuing. So even though they are to be discontinued in Japan, they will (still) get to us. (Production) continues.“I'm not sure about what happens in Japan. But for Australia, we source both those cars out of Thailand, from our factory in Thailand, and we will continue to do so.”The 2 Evolve automatic from $27,290 (all prices are before on-road costs) in both five-door hatchback and four-door sedan guises, is currently the cheapest new Mazda in Australia, while the CX-3 Pure 2WD auto starts from $30,670.In March, 2026, the average Manufacturer's Suggested Retail Price (MSRP) of a new Mazda vehicle in this country was about $56,740.With the 2 and CX-3 released in Australia back in 2014 and 2015 respectively, they remain two of the oldest models on sale today.Small specification updates and some safety upgrades along the way, as well as a minor facelift for each late last decade, are about the extent of any meaningful changes, while both models have maintained their original petrol engine choices the entire time.Bhindi also refuted speculation that newer rules surrounding Australian Design Rule and ANCAP crash-test requirements are forcing Mazda Australia’s hand in discontinuing these models.“No, we will have (2 and CX-3) all this year and all of next year,” he reiterated.“(They) comply with the ADR. And as long as they are (still) being manufactured in right-hand drive, we will have them.”Last year, Mazda shifted 4346 2s, coming in at second place behind the MG3 at 8350 sales, to command nearly 23 per cent of total light-car volume against the latter’s 44 per cent. And while that was a 19 per cent decline over the year before, it was ahead of the total segment fall of nearly 28 per cent.More impressively, the CX-3 led the Light SUV class convincingly, with 15,429 registrations for a 29 per cent market share.While that was down 16.4 per cent in a segment that fell by only five per cent, the Mazda managed to stay ahead of the far-newer, second-placed Toyota Yaris Cross’ 10,928-unit tally (for a 20.5 per cent share), which was actually up by 33 per cent year-on-year.With that sort of growth potential, it is clear that Mazda Australia wants to keep a strong presence in the light SUV corner.Watch this space.

After the embarrassment of the failed Mazda MX-30 electric vehicle (EV) of 2021, the Mazda CX-6e will undercut the Tesla Model Y by some margin when it lands in Australia late this year.While exact numbers have yet to be divulged, ‘mid-$50,000’ pricing was mooted by senior company executives at the first local outing for the all-electric mid-sized SUV in Melbourne.This of course suggests anything from about $54,000 for the Chinese-built newcomer, against $58,900 (before on-road costs) that the base Model Y currently commands in Australia, reflecting a similar price gap that exists between the closely-related Mazda 6e from $49,990 and Tesla Model 3 sedan from $54,900.Not much else was revealed other than a left-hand-drive prototype of the CX-6e itself, except that it will share the 78kWh Lithium Iron Phosphate (LFP) battery for over 450km WLTP range, rear-axle-mounted 190kW electric motor and rear-wheel drive powertrain as the 6e.In Europe, the same vehicle delivers 290Nm of torque to help it manage the 0-100km/h sprint-time in 7.9 seconds on the way to a 185km/h top speed, as well as 195kW DC charging capacity for a 10-80 per cent top-up in under 25 minutes and 11kW AC charging capability.The newcomer features nine airbags and a long list of standard advanced driver-assist systems (ADAS) technologies. Luggage capacity varies from 468 litres to 1434L with the back seat folded down.Closer to home, Mazda also went to some lengths to point out the CX-6e’s extensive level of Australian road tuning over the Changan Deepal S07 on which it is based upon, as part of a “near future driving experience” matched to European and Australian road environments.To that end, there have been modifications to the electric power steering, dampers, tyres (supplied by Michelin), software tuning and sound-deadening structures to quell noise/vibration/harshness, among other changes.Mazda also claims advances in the CX-6e’s ergonomics, calling it a “human-centric’ cockpit using Mazda’s Human Machine Interface philosophy. How the 26.45-inch centre display’s lack of physical buttons for fundamentals like the climate control system affects future Euro NCAP scores for its lack of hard buttons is not yet known.For now, Australia will only have the EV model, even though a range-extender version of the Mazda exists elsewhere.That employs a 1.5-litre four-cylinder petrol engine (in place of the frunk under the bonnet) powering a 31.73kWh LFP battery, providing up to 160km of (non-WLTP) range.A twin-motor all-wheel drive version may also be in the pipeline, but the company wants to gauge buyer response before committing to more-expensive models.Still, with soaring oil prices combined with the accessibility of around 150 dealers nationwide, the keenly-priced CX-6e could become one of Mazda’s most popular models in Australia.More information will be revealed closer to the near end-of-year release date.

The Suzuki Vitara will go down in history as one of the true pioneers of the modern automotive history.The 1988 original sparked the SUV era with its urban off-road chic, prompting Toyota to refine and greatly capitalise on the concept for the seminal, first RAV4 of 1994, that instantly became the template for others to follow.Strangely, Vitara wouldn’t go full SUV until the fourth-generation arrived in mid-2015, after years of holding on to Suzuki’s proper 4x4 roots in the same way that the ultra-successful Jimny still does today.That Vitara, known as the LY series, remains current to this day, helped by great design and superb proportions that have helped keep the Japanese SUV from The Grim Reaper all this time.It’s also a sporty and even fun drive, with direct steering, predictable handling and an actual, torque-converter automatic transmission, instead of the continuous variable transmission (CVT) alternative favoured by many, far-more mundane rivals.But there-in lays the problem with the latest, Series III facelift, released earlier this year and now dubbed the Vitara Hybrid. Its age plus a lack of real change are really starting to show.Take, for instance, the Hybrid badge emblazoned on the (completely unchanged since 2019 Series II facelift) tailgate.Today’s small SUV buyers expecting an advanced, series-parallel hybrid petrol-electric powertrain as (again) trailblazed by Toyota nearly 30 years ago will, instead, be met with a mild-hybrid system with a 48-volt integrated starter motor generator acting as an electric motor, and small 48V 8Ah lithium-ion battery. Admittedly, that’s more than what Mazda’s so-called “M Hybrid” system provides, but that’s not saying a lot.Though Suzuki’s hybrid does add an additional 12kW/50Nm of power and torque respectively, adding 15Nm more torque overall than before, the ageing 1.4-litre four-cylinder turbo ‘Boosterjet’ engine it is paired to is 21 per cent less powerful than the proceeding non-electrified version.That would be OK if there was a corresponding 21 per cent drop in fuel consumption, but the ADR 81/02 consumption figures have only edged down incrementally, by 0.1 and 0.3 litres per 100km depending on grade compared to before. The best average figure is 5.8L/100m, which is only in the region of a 1.7 to four per cent slide.If you’re seeking a Vitara Hybrid with Toyota-hybrid levels of fuel economy, you may be disappointed, as the larger Corolla Cross hybrid returns 4.2L/100km while the smaller Yaris Cross hybrid is at just 3.8L/100km.Especially as the Suzuki also prefers to sip from the more-expensive premium unleaded petrol bowser.And speaking of prices, there’s the $39,990 drive-away pricing for the base Vitara Hybrid 2WD, extending to $45,990 for the (albeit better-equipped) AWD version.That’s a lot more than what the preceding non-Hybrid 1.6-litre model started at (from $31,990 before on-road costs), though – in fairness to the company – reflects the huge increase in the cost of shipping from the Hungary plant that provides Australia with its Vitaras.But that’s somewhat more than the Yaris Cross GX hybrid’s $31,790 and just a bit under the larger Corolla Cross GX hybrid’s $37,440 (both before on-road costs), and exactly the same as the Honda HR-V e:HEV starts at (returning 4.3L/100km), which, like the Toyotas, is newer, more-modern and technically-advanced than the Suzuki.Surely 11 years of production have amortised the development costs of the fourth-gen Vitara. Shouldn’t it be cheaper as a result?The last point about modernity is also obvious inside, as the Vitara continues with much the same dashboard design, layout and hardware as the 2015 original. Again, back then, Suzuki’s stylists were clearly ahead of the game, as the basics remain sound and the whole thing is well built, but there is very little for current owners to trade-up to the 2026 model when, trim changes, digital speedo, updated multimedia set-up and removal of the analogue clock in the centre air vent aside, the cabin feels nearly identical. And, in contrast, every rival seems at least one-generation newer inside.What we’re saying is that the Vitara remains a good car, but one that cannot compete on value for money, fuel economy or performance compared to its many, fierce strong-hybrid competitors from Japan, South Korea, China and Europe. Expectations must be tempered.Throw in a now-void five-star ANCAP crash-test rating (it expired years ago due to age), as well as a very average five-year warranty against some others’ seven and even conditional 10-year schemes, and we reckon we deserve a newer, better Suzuki small SUV.Luckily, the e-Vitara all-electric small SUV looks very, very promising, so don’t dismiss Suzuki yet. Let’s just hope the pricing is as sharp as the styling and packaging are.Watch this space.

Look out, Toyota, BYD, MG and Nissan, because Mazda is working flat out to have its unique hybrids ready for Australia, starting from later next year.That is when the completely in-house developed SkyActiv-Z hybrids will debut in North America, meaning Australians can expect to see the CX-5 hybrids arrive in Australia for the MY28 range of Mazda’s best-selling mid-sized SUV.And, just to be clear, this is proper electric motor-added hybrid technology, as opposed to the very mild-hybrid powertrains as found in the 2.5-litre Skyactiv G petrol engines dubbed “Mazda M Hybrid technology”.“I can confirm that a hybrid CX-5 powertrain is in its latest stages of development,” according to Mazda Australia Director of Sales and Marketing, Jarrod Gieschen.“With rigorous testing currently being carried out, we expect to see hybrid tech available in the United States next year, then thereafter in Australia."Additionally, along with a new standard ‘more’ mild-hybrid set-up that will prioritise affordability as well as better fuel economy, there will also be a higher-performance Strong Hybrid model offering the best of both worlds, if Mazda is to be believed.This will effectively fill the gap left by the now-discontinued G35 2.5-litre four-cylinder turbo model.According to Gieschen, the latter will combine performance with efficiency.“When it comes to the G35 turbo powertrain, offering it in the line-up does not make sense once we have our full suite of powertrains for this vehicle,” he said. “So, we have to be a little bit more patient (as) the hybrid powertrain will effectively replace this option.”In the outgoing CX-5 G25 Turbo AWD, it delivered 170kW of power and a hefty 420Nm of torque – though at the expense of relatively high fuel consumption out in the real world, at around 11.0 to 11.5 litres per 100km. The official ADR 81/02 figure is 8.2L/100km.Mazda Australia Managing Director Vinesh Bhindi added that after the launch of the 6e and CX-6e electric vehicles supplied by Changan out of China, the SkyActiv-Z program will be his company’s next big priority in this country.“After this, our focus will be the Mazda hybrid system, which … is its testing phase,” he said. “Some of us have driven it and it’s great.”Last year, Mazda released some SkyActiv-Z hybrid innovation details, including its super-lean fuel mix to greatly boost engine combustion efficiency, as well as improved thermal properties that actually turns otherwise wasted heat into stored energy for the electric motor, thermoelectric-style.It is believed that both features significantly lower fuel consumption and carbon emissions.So why the long wait for hybrid in CX-5?Bhindi revealed it needed to meet brand expectations before being ready for the market.“We want it absolutely as soon as possible,” he said.“But we do understand that they are priorities, and for Mazda Corporation right now, it is making sure the Mazda hybrid system absolutely delivers what the engineers are planning to give to the market, and then following on from that, again, what's next and at what cadence.”To reiterate, SkyActiv-Z is a Mazda-driven development, and is believed to use none of the series-parallel technology found in the Toyota-supplied hybrid found in the North-American-market CX-50 hybrid.

After months of price-rise predictions, the redesigned Mazda CX-5 has come in below expectations, at least with the cheaper versions.On sale now, with deliveries scheduled from July, the new CX-5 starts from $39,990 (all prices are before on-road costs) for the new Pure grade, which is $2750 more than the old base Maxx did previously.But that was with the now-discontinued G20 2.0-litre four-cylinder petrol engine with front-wheel drive (2WD), while the Pure switches to the G25 2.5-litre, six-speed automatic all-wheel drive (AWD) set-up, which is now standard across the range.In the previous version, the cheapest CX-5 G25 AWD was the $45,600 Touring, meaning that the latest model undercuts many mid-sized SUV AWD rivals – a first for the series in a long time.This includes the Nissan X-Trail ST AWD and Mitsubishi Outlander ES AWD from $42,615 and $43,240 respectively, though both come with seven seats, as well as the Subaru Forester AWD (from $43,490), Kia Sportage SX+ AWD (from $47,580), Toyota RAV4 GX hybrid AWD (from $49,340), Hyundai Tucson Elite hybrid AWD (from $50,850) and Volkswagen Tiguan 150TSI Elegance 4Motion (from $56,850).And while cheaper electrified Chinese alternatives exist, like the BYD Sealion 5 PHEV, Chery Tiggo 7 PHEV, Geely Starray PHEV, GWM Haval H6 hybrid and MG HS hybrid, all are 2WD up to the CX-5 Pure AWD’s $40K price point, underlying the Japanese SUV’s unique competitiveness.Next up is the new Evolve AWD from $42,990, effectively replacing the old Maxx Sport G25 2WD from $40,960 and Touring G25 2WD from $43,100.From there, every grade is more expensive than its corresponding AWD predecessor, as the Touring AWD from $47,990 (up $2390), GT SP AWD from $51,990 (up $1030) and Akera AWD from $54,990 (up $1840) illustrate.Some of the other changes made to the latest CX-5 may not please everybody.The previously-standard head-up display and wireless Apple CarPlay/Android Auto are no-longer available on the base grades.Now offering 132kW and 242Nm, the G25’s power and torque figures fall by 8kW and 10Nm respectively, to meet stricter Euro-6d emissions requirements. Yet the combined average fuel-consumption figure remains at 7.4 litres per 100km while CO2 emissions edge up to 173 grams/km,The old G25 Touring 2WD, as well as the G35 GT SP Turbo AWD and G35 Akera Turbo AWD models fitted with a 170kW/420Nm 2.5-litre turbo, have been eliminated, dropping the range from eight to five grades.And the long-awaited hybrid engine(s) that Mazda reckons will more than make up for the AWOL turbos as well as the D22 turbo-diesel engines dropped way back in late 2023 may still be up to two years away.As reported earlier, the freshly-streamlined CX-5 range also features a completely redesigned body, sharing no parts with the previous version, despite very similar stylistic themes. Length is up 115mm from before, with a 50mm higher bonnet and 30mm of extra height. The back doors are also longer, and they now open at nearly 90 degrees for easier cabin access.Underneath, the continuing SkyActiv transverse architecture is said to be 50 per cent new, despite fundamentals like the MacPherson strut-front and multi-link rear end remaining.Mazda says it sought to improve ride comfort via lower-rate springs and higher-response dampers compared to the previous CX-5, whilst also increasing steering/handling responses. Key differences include different dampers, spring rates, bump stops, stabiliser bars and tyres, with extensive real-world testing and fine-tuning conducted.A 115mm wheelbase stretch benefits rear-seat kneeroom by 64mm and extends cargo length by 45mm, aided by a lower scuff plate to facilitate loading/unloading.These address consumer resistance to the previous CX-5’s comparative compactness compared to RAV4, X-Trail, Outlander and others.The dashboard has also been completely redesigned, adopting a generic-2020s horizontal-look instrument panel that dispenses with Mazda’s lauded climate-control buttons for simplified, screen-based access and functionality that the company claims minimises disruptions whilst maximising minimalism.As such, and among myriad other changes, the previous lower-console controller gives way to capacitive switches with short/long push selection or swipe action on the new steering wheel’s spokes; there’s added emphasis on voice control; and configurable widgets are now part of this touchscreen-heavy operation.It is anticipated that traditional CX-5 buyers and future ANCAP crash-rating testers may have opinions on such developments.Speaking of safety, a long list of advanced driver-assist systems tech are fitted on all grades, such as autonomous emergency braking (front and rear), lane-departure warning/assist, blind-spot monitoring and adaptive cruise control with full stop/go. An app with connected services allows for remote location, some vehicle functionality/control and auto emergency services notification if required.Standard features on the Pure include a 12.9-inch touchscreen, 10.25-inch instrumentation display, wired-only Apple CarPlay/Android Auto, cloth trim, dual-zone climate control, rain-sensing wipers, front/rear reverse sensors, front/rear parking sensors and 17-inch alloy wheels.The Evolve adds items like keyless entry/start, heated front seats, rear-seat air vents, (reinstated) wireless CarPlay/Auto and smartphone charger and heated/folding mirrors.The $5K jump to the Touring is a result of artificial leather/suede trim, powered driver’s seat with memory, (reinstated) head-up display, heated windscreen, powered tailgate, heated steering wheel, roof rails and more.The GT SP includes adaptive LED headlights, 360-degree monitor with see-through view, a 12-speaker premium (Bose) audio upgrade, ambient lighting, powered front passenger seat, leather upholstery, heated rear outboard seats, glossier trim and 19-inch alloys.Finally, the Akera adds vented front seats, a 15.6-inch touchscreen, panoramic sunroof, remote powered tailgate functionality and personalised driver-settings memory, among other items.Mazda hopes the KG boosts CX-5 sales by 10 per cent over 2025 levels, to around 25,000 units. The sales split is predicted to be 20/30/20/15/15 per cent for Pure/Evolve/Touring/GT/Akera respectively.Since the KE series debuted in Australia in February, 2012, some 325,000 CX-5s have been sold, as part of a worldwide total of five million units. Mazda's local best-seller here over the past seven years, last year it accounted for a quarter of all the brand's volume.

What a month! The war in the Middle East has created serious panic for commuters stung by soaring fuel prices.A way out of that spiral is getting into an electric vehicle (EV), and there are still several models available at heavily-discounted prices to make the transition from internal combustion engines easier.Here are a handful of electric bargains we found online at a minimum of 30 per cent off retail, with odometers capped at 10,000km for that fresh-car feel. Many had barely breached 2500km.To be sure, there must have been at least three examples at the lower prices advertised to make this list at the time of publishing. Most are dealer demonstrators, and all will bring savings if you depend on your vehicle on a daily basis, since the bulk of their early depreciation has already occurred.Kia Niro EVThe second-gen Niro launched in 2022 from an eye-watering $65K, putting punters off from what was a pleasant, competent and likeable mid-sized crossover EV. Sales stalled, and Kia discontinued it. But there are still a handful of MY23 demos at under $40K. That’s over 40 per cent off retail!New price: $65,300 before ORCSeen for: $36,000 drive-away (MY23, demo)Hyundai InsterCharming, chuckable and ideal for urban commutes, the Inster can be had for over 33 per cent off retail if you’re willing to snap up one of the demos doted around the country.New price: $43,500 drive-awaySeen for: $28,990 drive-away (MY25, demo)Renault Kangoo E-TechAbout a half-dozen demo examples of Renault’s terrific little Kangoo E-Tech from 2023 are still available for under $40K, representing another 40 per cent saving. The little French van is also indecently fun. What a bargain!New price: $66,500 before ORCSeen for: $38,000 drive-away (MY23, demo)Hyundai Kona ElectricSpacious, agile and refined, the electric version of the Kona small SUV punches above its weight, as reflected by its current mid-fifties price point. Which means that a 30 per cent saving with just 3000km on the odo make this a no-brainer buy.New price: $54,000 before ORCSeen for: $38,000 (MY24 demo)Audi Q4 45 e-tronOne of our favourite premium EV SUVs, the Q4 e-tron combines high couture with sophisticated engineering, for an on-brand luxury experience that will have you seeking the long way home.New price: $93,000 drive-awaySeen for: $66,000 drive-away (MY25, demo)Ford Mustang Mach-E SelectThe Mustang Mach-E is an enigma. Disregard the baggage associated with the pony-car image and instead revel in a sporty, dynamic and surprisingly practical family car with ample range. Yes, it’s the pre-facelift model, but the savings are worth it.New price: $73,400 drive-awaySeen for: $50,000 drive-away (MY23, demo)Jeep AvengerArguably the most athletic Jeep in history, the Avenger is a sweet-driving, decently packaged and well-presented city-sized SUV with relatively minor off-road capabilities. Built in Poland, it’s related to the Peugeot 2008 EV.New price: $53,990 before ORCSeen for: $37,000 drive-away (MY24, demo)Subaru Solterra TouringSubaru’s version of the Toyota bZ4X has really struggled to secure buyers, with the up-spec Touring launching at nearly $84K before quickly being reduced to $77K. Though facelifted and improved, there are loaded demos advertised in the low-fifties drive-away, offering a lot of EV for the money.New price: $76,990 before ORCSeen for: $53,000 drive-away (MY24, demo)Fiat 500eItalians know how to make a chic urban runabout and Fiat’s stylish 500e is no exception. Rapid yet refined, its small battery is quick to charge, still provides over 311km of WLTP range and the handling is a lot of fun.New price: $52,500 before ORCSeen for: $36,000 drive-away (MY23, demo)

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?

Suzuki’s first electric vehicle (EV) is more than it seems.Badged e Vitara, it will be aimed directly at the BYD Atto 2 and Kia EV3 small SUV set when sales commence mid this year.And, despite the familiar name, this is like no other Suzuki that’s come before, as our preview test drive demonstrates.But let’s get one thing straight first.The existing, fourth-generation Vitara, released way back in 2015, continues with a facelift, upgraded mild-hybrid turbo-petrol engine and updated multimedia. That starts from a hefty $40K drive-away, raising the question: how much will the e Vitara cost?Suzuki’s not saying just yet, but we’re thinking from mid-to-high 30s for the e Vitara Motion 2WD, placing it in between the BYD Atto 2 and evergreen Atto 3.That base grade comes with a slightly smaller battery than most rivals. It's a 49kWh LFP item courtesy of BYD and capable of 344km WLTP range, yet is well specified, with a heat pump for greater thermal efficiency, climate control, 10.1-inch touchscreen, 360-degree camera, fabric seats, ambient lighting, a slide/recline rear bench and 18-inch alloys as standard.There’s also a decent level of advanced driver-assist systems (ADAS), including auto emergency braking (AEB), rear cross-traffic alert and lane-keep tech.Then there’s the e Vitara Ultra that’s expected to start from under $50K, adding AWD, a 61kWh battery for 395km of WLTP range, as well as adaptive LED headlights, a glass roof with sun shade, wireless charger, Infinity audio upgrade, heated front seats and artificial leather upholstery.Helping keep this electric Suzuki cost competitive is down to economics – the petrol Vitara comes expensively from Hungary while the e Vitara arrives from India, where it is built, in big volume, alongside its Toyota Urban Cruiser clone.Yep, there’s a Toyota version. There’s also a lot of Toyota underneath Suzuki’s freshman EV.Dubbed 'Heartect e', this box-fresh skateboard architecture was co-developed with Toyota, and features a Suzuki SUV-first multi-link suspension.Larger than the old one, the e Vitara measures in at 4275mm long, 1800mm wide and 1635mm high, while its 2700mm wheelbase represents a sizeable 300mm stretch. For an EV, a kerb weight between 1700kg and 1860kg is commendable.Yet the chunky design reflects Suzuki’s heritage with its exaggerated cladding extending up and over the wheel arches, broad stance and handy 180mm ground clearance.That sizeable wheelbase benefits interior packaging too.Two things stand out the second one steps (easily and effortlessly) into an e Vitara.Firstly, the cabin is longer and broader than the diminutive exterior proportions suggest, with decent space front and rear, including for headroom. Nice.And, secondly, this is a junior Toyota bZ4X/Subaru Solterra in its dashboard shape, style and character.We’re talking about the long, rectangular screen, the graphics within the 10.25-inch electronic driver display, the central touchscreen layout, the row of (thankfully) physical buttons and volume knob below for the climate control, as well as the entire ‘two storey’ centre console set-up, down to the gear selector, armrest and lower-level storage.Even the squarish steering wheel and related switchgear seem Toyota.These, along with the comfy seats, excellent driving position, strong ventilation, general practicality and high-quality presentation, really elevate the brand’s interior presentation. The e Vitara feels solid and expensive inside.The same applies with the rear seat, that also benefits from a slide and recline function for the split-fold bench. USB ports, ventilation and cupholders speak to family-friendly functionality.Except… out back. The floor is high and the aperture smallish. With the rear bench slid all the way back, VDA capacity is just 238 litres, rising to 306L pushed forward. With backrests down, that rises to 562L. And there’s no spare wheel, just an infernal tyre-repair kit. Not happy, Suzi.At the other end, the e Vitara offers a choice of two powertrains – a single, AC synchronous electric motor driving the front wheels, as well as second electric motor on the rear axle for AWD.The 2WD models make 106kW of power and 193kW of torque, compared to the AWD’s combined 135kW and 307Nm, as a result of the rear e-Axle, made up of an electric motor, inverter and reduction gears working simultaneously, contributing 48kW and 114Nm.Are these outputs enough for a 1.8-tonne electric SUV?A brief spin on mostly suburban and rural back roads around outer Sydney in the base FWD model revealed a quiet, smooth and competent EV.Designed to be as benign as possible, a squeeze of the throttle resulted in brisk acceleration, with plenty of power in reserve once speed quickly increased.Suzuki says the AWD can scoot to 100km/h from standstill in a lively 7.4 seconds, some 2.2s faster than the 2WD, yet the latter certainly seems rapid enough.Like the related Toyota bZ4X, a push of a button provides some single-pedal slowing-down braking ability.As with the regular Vitara, the electric version brings light yet responsive steering, so it’s quite enjoyable to dart around busy traffic.And even on bad roads, the suspension seemed to do a good job isolating us from bumps and noise intrusion. You’d never call the chassis sporty, but there’s an underlying solidness keeping things under control.In fact, and not surprisingly, the e Vitara seemed very Toyota-like in its dynamic abilities during our brief drive.Toyota, with Subaru’s support, also helped develop the electric Suzuki’s AWD system, which includes variable torque distribution between the axles according to traction needs, as well as a limited-slip diff in Trail Mode for extra-slippery conditions.A very short stint around a controlled 4WD course provided evidence of some decent off-road prowess.A promising start, then, but what will the electric Suzuki really be like on Australia’s roads? You’ll need to check back in with us when our full testing commences mid-year.That’s when we’ll also find out if the e Vitara’s efficiency claims come anywhere near the stated combined average WLTP figures of 14.9kWh/100km for the 2WD and 16.6kWh/100km for the AWD.It’s also worth noting that, while there is room for improvement with a 2025 European NCAP rating of four stars, the e Vitara is better than Suzuki’s recent form with the three-star Swift supermini.We’re also hoping the newcomer improves on the brand’s existing, mediocre five-year/unlimited km warranty, which is below many rivals’ seven-year schemes nowadays. More info, including service intervals and pricing, will be revealed closer to the e Vitara’s mid-year launch.

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.

Late last year marked two significant milestones in the history of Mitsubishi Motors Australia Limited (MMAL).Firstly, it celebrated 45years as the entity that took over the failing Chrysler Australia Limited, including all the manufacturing facilities, in October, 1980,And secondly, with the latest ASX from France arriving as the belated replacement for the 15-year-old previous version that new Australian Design Rules forced off the market by the end of 2024, it signalled the end of the pure Mitsubishi passenger car in Australia.In both cases, a car supplied by somebody else saved the day. By the late 1970s, the Sigma by Mitsubishi kept Chrysler afloat after the latter’s Valiant large car’s sales plummeted, while nowadays MMAL’s best-seller is derived from the Nissan X-Trail platform (and petrol powertrain).From here on in, every model bar the Triton ute and its coming Pajero Sport-replacing SUV off-shoot is based on cars from another manufacturer that remain rivals in the marketplace.It’s worth noting of course that Nissan in Australia and New Zealand is using a lightly-modified Triton as the Navara replacement from this month, so the model sharing does go both ways.But, is this development such a bad thing?How many of the now-discontinued Mitsubishi-only models were worthy of a brand behind bona fide classics like the Lancer GSR Turbo, Magna family car, Starion sports coupe and full-sized Pajero 4WD?These were all ambitious, innovative, highly-engineered and beloved icons that helped change the face of motoring. In contrast, some of the diamond brand’s latter offerings – hello LA Mirage – merely served as the face of mediocrity.Let’s list each of the new-age Mitsubishis, sold here as well as globally, to see whether the switch to out-sourcing has resulted in better or worse passenger cars for consumers as a result.The 2026 ASX is the first Mitsubishi rebadge job sold in Australia, being a lightly-facelifted version of the pre-facelift second-generation Renault Captur (that is, by the way, currently off-sale here and there’s no sign of the MY25 Series II version of the French car).But the Euro newcomer has very, very big shoes to fill, given that the previous ASX became a huge hit (after a slow start back in 2010) in the emerging small SUV segment that it ultimately helped establish.Don’t get us wrong. In its early days, the ASX was a capable yet easy to handle urban crossover with efficient powertrains and a sufficiently spacious interior that ably served as a second family car.But successive facelifts and obvious cost-cutting measures diluted an ageing architecture derived from the 2007 Lancer, meaning it ended up as a cheap, dull and dated proposition by its 10 birthday. Only low prices and a long warranty helped prop up the old timer.In contrast, the Captur-derived version possesses the verve, spark and flair of the Clio supermini that sired it, making it one of today’s better small SUVs.That the French ASX comes with the peace-of-mind of a conditional 10-year warranty means this a smart ticket to sophisticated European SUV ownership, and without the high maintenance costs to boot. An absolutely terrific buy!Since 2022, the current Outlander mid-sized SUV has shared its CMF-CD architecture and PR25DD petrol engine with today’s fine Nissan T33 X-Trail.But this is not more-widely known or acknowledged. At least Mitsubishi in Japan completely redesigned the body and cabin, meaning that you would never know the connection – even from behind the wheel, since the fourth generation to wear the badge feels and behaves differently.Plus, the massive interior’s family-friendly practicality and optional (and pioneering) plug-in hybrid electric vehicle (PHEV) powertrain further add some of that old-time Mitsubishi innovation.Sure, the petrol models are in no way sporty or sophisticated to drive, but at least this Outlander delivers exactly what the badges on its big posterior promise.And the latest version is a whole lot better to drive and sit inside than the dreary and unrefined previous one. We call this another win for buyers.Still listed on Mitsubishi’s website today, despite being officially discontinued at the end of 2024, the old Eclipse Cross was meant to replace the previous ASX back in about 2017, before the latter’s unforeseen mid-life sales rally forced the struggling brand to keep it in production.This also explains why the cash-strapped company offered two different yet near-identically-sized small SUVs, even down to sharing – along with the previous Outlander – an identical 2670mm wheelbase and ageing 2007 Lancer-based platform.At least Mitsubishi bothered to introduce a new powertrain in the Eclipse Cross – a smooth yet gutsy 1.5-litre four-cylinder turbo petrol engine, bypassing the tired old 2.0-litre and 2.4-litre “World Engine” units co-developed with Chrysler and Hyundai during the mid-2000s.Still, with so much SUV overlap and awkward styling, the sales of the old Eclipse Cross never lived up to expectations.But the nameplate, which has roots to the US-market Eclipse sports coupe of the late ‘80s, lives on in Europe, adorning the rear of a re-badged Renault Megane E-Tech electric vehicle.Given that is widely regarded as one of the world’s better EVs, this a loss for local Mitsubishi fans since Australia is not getting it any time soon, but a big win for European Eclipse Cross buyers.For older Australians, the Colt name conjures up memories of a Toyota Corolla-rivalling 1980s hatchback with neat styling and a bizarre eight-speed manual Super Shift gearbox. Yep, look it up, kids.That had been badged as the Mirage in Japan since 1978, and went on to evolve into six generations of Lancer small cars from 1983, with Australia finally granted the Mirage for the CE series from 1996-2004. This went on to become of the most acclaimed Mitsubishis ever sold here.Exhuming the Colt badge, its replacement was a boxier, taller supermini in the vein of the Mercedes A-Class, with excellent packaging and sophisticated engineering.So, you can imagine the indignation when the Mirage name returned from 2012 on a cheap city car that was designed for low-cost accessibility and lightest-possible weight. Commendable in theory, in execution this was as loud and unrefined as its predecessor was calm and refined. Regularly starring in worst-car listings, its only legacy is proving that a low price does not equal high value.The 2026 Colt, on the other hand, is derived from the Renault Clio, which remains one of the sweetest European superminis the world has ever known. We’d love to see it in Australia with the backing of MMAL.Derived from an extended version of the Renault Captur known as the Symbioz, the 2026 Grandis is a small-ish medium-sized SUV in the mould of the Kia Seltos, complete with hybrid tech.That name though. Grandis will forever be associated with Mitsubishi’s take on the Toyota Tarago-dominated people-mover scene of some 20 years ago in Australia.While there is a gaping hole in MMAL’s local SUV line-up between ASX and Outlander, the latest Grandis is not quite the right fit, being too small to lure buyers away from the Toyota RAV4 heartland.A larger, Nissan Qashqai-derived crossover may be on the cards sometime in the future. Renault already sells a version of that in Europe as the Austral – a model ironically not slated for Australia.