Articles by Byron Mathioudakis

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)

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.

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

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

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.

Subaru has confirmed that it is investigating different avenues back into the ute market, as the eternal search for a worthy successor to the now-legendary Brumby/BRAT of nearly half a century ago continues.However, while yet another collaboration with Toyota is likely given the latter’s 20 per cent stake in the Subaru Corporation, a version of the recently-redesigned Toyota HiLux has been ruled out.According to Subaru Australia General Manager, Scott Lawrence, there is no current or planned discussion around Toyota’s existing ute out of Thailand for one very important reason.“It's a common question, both from journalists and particularly regional areas online,” he told CarsGuide with a sigh at the recent launch of the seventh-generation Subaru Outback.“It is an interesting proposition. What I would say is we need to do what's right by the brand. And many people would say, ‘grab a HiLux, you know, and talk to Toyota about a co-brand,’ as if it was that easy.“But I don't even know if that is right for the brand.”Lawrence reckons there needs to be considerable planning, design and engineering input from both parties right from the very beginning, leaning on each of their respective strengths and experiences, for any tie-up to work successfully.This has not been the case for the current-generation of HiLux, which is a substantial facelift of the previous iteration launched all the way back in 2015.“With the collaborations between Toyota and Subaru, in fact, all brand collaborations, need to be equal,” he believes.“It needs to be input from both sides. Subaru has got great experience in building awesome cars with capability, and Brumbys comes to mind as one that you still see driving on the roads today.“There is discussion around Subaru Corporation as what that looks like in the 2020s, so it is a live discussion. Would I love a commercial ute? Yes, but it needs to be right. It needs to be Subaru.“So, the ultimate question of a co-brand collaboration, of course there are always discussions. But, I think that the big question is, what is Subaru’s territory in the commercial space? And there's lots of exciting discussions going on, but nothing, nothing is shared at this point.”Asked if the rumoured dual-cab ute based on the next-generation version of the Toyota Corolla Cross or coming Toyota RAV4 redesign is a perfect project for such a collaboration (and basis for a future Subaru Brumby), Lawrence was a little bit less forthcoming.“So, the question is, do I see a future for a monocoque style ute?” he said.“That is a really fun conversation and discussion, of ladder-frame versus monocoque. There is the Ford Maverick in the US, of course. (But that is) a much smaller segment, with very few players in that space.“That is a discussion. That is a discussion, yeah. But again, there is nothing more I can share in that space.”So, no chance of a rebadged Toyota HiLux – at least not in the current iteration.And possibly a collaboration on a monocoque-bodied dual-cab ute in the vein of the Ford Maverick, shared with Toyota, and possibly based on either a Subaru Global Platform or Toyota New Global Architecture toolset as per the Toyota Corolla Cross successor.Surely that would be the closest we would get to a modern-day Subaru Brumby!Watch this space.

For 25 years and four generations, the Nissan X-Trail has been an okay mid-sized SUV choice. But the e-Power extended-range electric vehicle hybrid has been a standout since arriving in 2023. Fast, refined, sophisticated and fun, it redefined class standards, though buyers were slow to realise. Now, a minor facelift brings improvements, but are they enough for the Nissan to finally break through?

$19,990 drive-away is back! The sub-$20,000 barrier has been breached by a popular new model in Australia, bucking a long-term trend of continuous price hikes.More importantly, and in a first since the Suzuki Swift jumped well beyond $21,000 at the beginning of this decade, the car in question is not based on an older or outmoded design nearing the end of its lifecycle, but something released relatively recently as an all-new proposition.That model, inevitably, is the latest iteration of the second-generation MG3, which has already seen a couple of price cuts since the entry-level Vibe CVT automatic grade arrived in Australia during the second half of last year.Initially set at $21,990 drive-away, it dropped by $1000 last month, but is now retailing at $19,990 drive-away until the end of March.However, this latest price is conditional, since it comes with the proviso that is highly unusual at a national retail level - that a member of the buyer’s family must be, or have been, an owner of an MG vehicle.Snappily branded as the “MG Family $1,000 Off” campaign, an MG dealer told CarsGuide that it “includes existing and previous owners and their immediate families, taking in spouses, children (including step/adopted ones) and parents.”Whether previous family ownership extends to the pre-Chinese ownership era of MG Rover models from before 2005, like the ZT, ZS and ZR, as well as the TF and MGF roadsters of the ‘90s, could not be confirmed.In some cases, proof may also be required before the $19,990 drive-away price can be applied at the point of sale – otherwise the Vibe CVT grade returns to the standard $20,990 drive-away.Furthermore, the sub-$20K pricing applies only to new (so not demonstrator) MY25.5 MG3s (so already built and presumably landed in Australia), and in white or black and with a black interior, and while stocks last. They must be sold and delivered to the customer by March 31, 2026, and excludes fleet, government and rental buyers.The real significance of this is the fact that, unlike the previous first-generation MG3 that first entered production all the way back in 2011, the newer (ZP22) version only dates back to 2024.This means it has significantly more safety features, including autonomous emergency braking (AEB) and some advanced driver-assist system (ADAS) technologies.As we said earlier, this hasn’t been the case since the contemporary Swift jumped in price during 2021.And while the MG3 currently has a four-star crash-test rating with ANCAP, its nearest competitor on price, the one-segment-size-down Kia Picanto, remains untested.Note, too, that, even at $20,990 drive-away, the MG3 Vibe CVT is by some margin currently the cheapest new vehicle in Australia, undercutting the base Picanto Sport manual at $22,140 drive-away by over $1100, and $2250 for the auto version that is the more-appropriate point of comparison.Well specified, the Vibe CVT is powered by an 81kW/142Nm 1.5-litre four-cylinder petrol engine, driving the front wheels via a CVT continuously variable transmission.Standard features include 15-inch steel wheels, cloth upholstery, a reversing camera, a 10.25-inch touchscreen display, Apple CarPlay/Android Auto connectivity, adaptive cruise control, AEB, blind spot monitoring, lane departure warning/assist, rear cross-traffic alert, speed sign recognition and a seven-year/unlimited kilometre warranty (like Kia’s), but increased to a 10-year/250,000km conditional guarantee of serviced at an MG dealer.