Articles by Tom White

Hyundai’s Australian arm expressed cautious optimism about the company’s range of new ladder-frame 4WD products, despite the announcement at the brand’s recent investor day that they would be designed and built in the USA.Speaking to CarsGuide at the launch of the Palisade XRT Pro, Hyundai Australia General Manager of Product Planning Jonathan Lam said he wasn’t concerned about the CEO’s announcement for what could be a key new product for the brand.“The way we typically approach it is that we don’t worry too much about sourcing first, we worry about the product first," he said.“What head office does is they look at, okay, what does Australia want, what does Europe want, what does America want and so on.“They put all of that together and take a look. Where do the major markets have overlaps? If we distil one product into two or three projects or even a singular project that’s flexible enough to adapt to these markets around the world, then what would that look like?“Then, based on where the project is going they decide where it should be built in our many factories around the world.“So sourcing isn’t the be all and end all of it, it’s almost really the last step.“Think of it from a different perspective. Even in our current portfolio, there are cars that are built in multiple plants all across the world. So say, Santa Fe, we take it from the Korean plant, but they also manufacture them in America so just because it’s out in public that a certain model might be being designed and manufactured in America, doesn’t mean that it’s automatically off-limits for the rest of the world.”The upcoming family of ladder-frame products from Hyundai has been teased by the Boulder and Crater 4WD concepts.The new frame architecture they use will sit above the brand’s current matrix of H platform city cars (Venue, Inster), K platform small cars (Kona, i30), N platform mid-sizers (Tucson, Santa Fe), and e-GMP platform EVs (Ioniq 3 to Ioniq 9).The company’s global President and CEO Jose Munoz said recently the upcoming frame family, which is also expected to spawn a ute, will account for 50 per cent of the company’s growth aspirations until 2030.The new 4WDs are all expected to use new range-extender hybrid powertrains. The first implementation of this system will be on the updated Santa Fe early next year.While Lam couldn’t comment further on the future 4WD products for Australia, including what they might be or when we might see them, General Manager for Corporate Communications, Bill Thomas, added that Australia in particular gets a helping hand from South Korea.“Over the years, I’m always surprised by the high level of support we get from head office. In theory we’re such a small percentage of global volume, but the level of support we get is always higher.”On the topic of sourcing for Hyundai, when asked if the brand was more open to more vehicles manufactured in China, like the recently launched Elexio mid-size EV, Lam said many factories around the world still had potential to serve right-hand-drive cars to Australia.“We’re not averse to sourcing cars from other countries outside of just South Korea. It’s a big proportion of our current sourcing, but we’re open to sourcing cars from China, Czech Republic, Türkiye.“What’s more important is whether the product is right for our market and whether there’s a financial case to be made for it.”While Hyundai Australia has been lucky to secure some right-hand-drive exclusives, like the first-generation Palisade and the second-generation Veloster hatchback, it has also been forced to make some tough decisions.Recently, this included culling the well-received i30 hatchback from the line-up, as the cost of sourcing the latest version from Europe, where it is built, became prohibitively expensive.Now stripped down to only the go-fast N hatch and sedan range sourced from South Korea, this looks set to continue into the future, with the next-generation sedan already having been spied testing in Australia.Next for Hyundai will be the introduction of the Ioniq 3 electric crossover, next-generation i30 Sedan, and next-generation Tucson mid-sizer, all of which are expected in Australia in the first half of 2027.

Geely has confirmed details of its upcoming Monjaro mid-size SUV ahead of its Australian launch.Now confirmed and seen for the first time in right-hand drive, the version of the Monjaro headed to Australia is the recently-updated model riding on Geely’s GEA-Evo architecture.It will hit our shores in the first half of 2027, and it will slot in Geely's local range as a more premium alternative to the existing, slightly smaller Starray EM-i.It will arrive only as a plug-in hybrid for the Australian market, and the brand tells us the range will span three trim levels in either front- or all-wheel drive.All versions come with a 40kWh battery pack, which is more than double the size of the one in the Starray. It offers 170km of WLTP electric driving range, and is paired to a 1.5-litre turbocharged four-cylinder petrol engine.Local power figures are yet to be revealed, but the Monjaro EM-i produces up to 250kW/667Nm in overseas market specifications.Other standard features in the Monjaro EM-i range include a 15.4-inch multimedia touchscreen, a 25.6-inch head-up display, a large digital instrument cluster and a power tailgate.Other features available, likely depending on the trim level, will include up to 20-inch alloy wheels, adaptive damping suspension, message front seats with heating and ventilation as well as heated rear seats.The Monjaro EM-i also features vehicle to load (V2L) and vehicle to vehicle (V2V) power output at up to 6.6kW.Geely says the Monjaro is equipped with the group’s latest safety technology, including seven airbags and ‘star armour’ chassis cage for crash safety, as well as the full array of active safety kit.The exterior will be available in five colours, while the interior will have three colour choices. It also has a larger boot capacity than the Starray.While pricing is set to be revealed closer to the Monjaro’s local launch, expect it to be more expensive than the Starray, which is priced from $37,490 to $44,990 locally.This indicates pricing more similar to the mainstream competition like the Toyota RAV4, Hyundai Tucson, or Kia Sportage. Geely tells us the Monjaro will be competitively priced considering the kit it offers.The Monjaro EM-i is one of three new models joining Geely’s line-up and doubling its model range in 2027.The first half of the year will also see the introduction of its Camry-rivalling Emgrand sedan, also as an EM-i plug-in hybrid.It will arrive in two variants with an 18.4kWh battery granting it an 80+km WLTP electric driving range.It also pairs a 1.5-litre engine to a gearbox mounted electric motor, for over 180kW of power and 250Nm of torque.There is no word yet on whether Geely will also introduce the plugless hybrid ‘i-HEV’ versions of these cars, which were recently unveiled internationally.Using a new ultra lean burning 1.5-litre petrol plugless hybrid system from Horse Powertrain, the i-HEV system was benchmarked to be more efficient than Toyota’s hybrid system, and Geely claims it can consume as low as 2.22L/100km when fitted to the Emgrand sedan.While the brand had no comment on adding the plugless hybrid system to the Australian line-up for now, Geely Australia CEO Alex Gu told CarsGuide in May of 2026 that he was pushing for Australia to be one of the firs markets to receive the tech.Once the Emgrand, Monjaro, and Battleship 700 are added to Geely’s line-up, it will span six models, adding to the existing EX2 hatchback, EX5 electric mid-sizer and Starray plug-in hybrid.

Geely has confirmed the Battleship 700 off-road SUV for the Australian market.The brand said the large plug-in hybrid 4WD will hit our shores in the second half of 2027 and will top-out the Geely range for the time being.At this stage, few local details can be confirmed, even including the SUV’s name, which may be changed by the time it arrives domestically.Battleship 700 is its Chinese name, while it is alternatively called the Galaxy Cruiser, and debuted under its internal code name of KO11 in Europe.The Battleship 700 is over five meters long making it a rival to everything from the BYD Denza B8 through to the Toyota LandCruiser 300 series, although with styling cues taking inspiration from the Land Rover Defender.Its plug-in hybrid system is closer in design to the Denza B8 than GWM Tank 500 Hi4-T in that it drives the front wheels via a combination of the engine and electric motor, with a purely electric rear motor set-up. It does not feature a driveshaft connecting the transmission at the front to the axle at the rear, and has no transfer case.The brand could confirm the Australian market will receive a high-specification version of the SUV, featuring the full array of off-road features.It will use the most powerful powertrain combination consisting of a 2.0-litre turbocharged engine in the front and a total of three electric motors, one in the front and two in the rear.In China this set-up produces up to 830kW and is the most powerful off-road SUV in its class. It is said to be able to sprint from 0-100km/h in just over four seconds.In place of a driveshaft between the two axles, the Battleship 700 gets a 47kWh battery pack, which is said to provide up to 170km of fully electric driving range.The Battleship 700 rides on a newly-developed ladder architecture for upcoming off-road vehicles from Geely, and features adjustable-height air suspension, off-road specific software modes, an 800mm wading capability and importantly a rear differential lock between the two electric motors.It also features a full-size spare wheel on the swing-open tailgate, an 800-volt electrical architecture for ultra fast charging, vehicle-to-load and a full-size household outlet in the boot.Inside, it scores features like a panoramic sunroof, 12.3-inch digital dash, and 15.6-inch multimedia touchscreen, a fridge/heater under the centre console, standard synthetic leather interior trim and up to 23 speakers for the sound system.It also features the more high-end version of Geely’s software suite (more similar to what appears on Zeekr models), as well as adaptive damping in the suspension.It can automatically park itself, and features a ‘crab turn’ mode to rotate on the spot.The Battleship 700 in 2.0-litre tri-motor form starts from the equivalent of around $56,500 in China, stretching to $81,460 for the top-spec ‘Land Yacht’ version.With the usual additional 15 - 20 per cent added by the time most Chinese vehicles land in Australia, you can expect pricing in the realm of $70,000 - $98,000 by the time it arrives in Australia.The Denza B8 it will compete against costs $91,000 before on-roads in Australia.This places it well at the top of the brand’s range, but it undercuts the Zeekr 8X and 9X luxury SUVs.Geely said it received 43,900 orders within 60 minutes of the order books opening for the car in China on the 15th of September.The Battleship 700 is one part of a massive expansion for the Geely brand in Australia, building off the early success it has achieved with the EX5 and Starray EM-i SUVs.Also in 2027 the brand will also be adding the Emgrand, a Camry-rivalling sedan, and Monjaro mid-size SUV in the first half of the year, doubling its range from three to six vehicles.Geely made its debut in the top-10 best selling brands in Australia for the month of August, not even 18 months after it arrived locally with the EX5.

GWM has finally opened the order books for its Tank 300 Hooke Edition in China, as a massively overhauled version of the 4WD specialised for off-road performance.The brand has opened ‘blind orders’ taking a small deposit from interested buyers ahead of a full specification and pricing release for the Chinese market.The Hooke edition was originally teased a year ago at the Shanghai motor show, teasing significant upgrades for hardcore off-roading. The Hooke edition is named after the Hooke Trail off-road park in the Helan Mountains bordering Inner Mongolia to the west of Beijing. The park is notorious for its challenging trails, and is essentially China’s version of the famous Moab trail, which Jeep products are ‘trail rated’ for.While it was speculated at the time the Tank 300 Hooke Edition would be equipped with GWM’s new 4.0-litre V8, which it was teased alongside in Shanghai, the version just launched in China is equipped with the carryover 2.0-litre turbo petrol engine. Producing 170kW/400Nm, it is mated to a nine-speed torque converter automatic transmission with a low-range transfer case.The focus for this new variant is instead a significant underbody overhaul. The usual double wishbone independent front suspension has been replaced with a more rugged solid axle to match a similar set-up on the rear axle.The tweaked layout plus suspension changes mean the Tank 300 can now accommodate up to 40-inch tyres, and its off-road specifications have also been changed as a result. It has a reinforced front axle housing, with stronger control and trailing arms in the suspension. The overall suspension rigidity has been increased by 38 per cent.It also now has a significantly improved approach angle of 41 degrees, while the departure angle remains the same at 34 degrees. It has front and rear locking differentials similar to other high-end Tank 300 grades.The 300 Hooke Edition also comes equipped with downsized 18-inch wheels, redesigned front and rear bumpers, specific black trim for some exterior pieces, pre-wired towing, and a snorkel.The new version expands on an already broad Tank 300 range.In Australia, the 4WD is available in 2.4-litre diesel, 2.0-litre turbo petrol, and 2.0-litre ‘Hi4-T’ plug-in hybrid. The brand is even set to add a V6 version to the Chinese line-up in the near future.In China, the new Hooke edition is also added on top of the ‘Hi4-Z’ plug-in version, which trades away a rear solid axle linkage for dedicated electric motors and a longer EV driving range from a larger battery capacity.The Tank 300 is GWM’s third best-selling vehicle in Australia, ranking behind the Jolion small SUV, H6 mid-sizer, and Cannon ute range. While not one of the best-selling ladder frame off-roaders in Australia, it performs decently for its segment, and sells more than ten times the volume of the Jeep Wrangler from which it clearly takes inspiration.GWM is on a big new model push in Australia, introducing new 3.0-litre turbo diesel variants of some of its ute and 4WD range, as well as expanding on the portfolio of its EV-focused Ora sub-brand, which it needs to bring down its emissions liabilities under Australia’s new vehicle efficiency standards (NVES).It will also introduce an overhauled and tougher-looking version of the boxy Subaru Outback-rivalling Haval H7, as well as new plug-in versions of the regular Cannon ute.Stay tuned for more on GWM’s model range expansion in 2027 and beyond imminently.

Geely has not only put a price-tag on its highly anticipated Battleship 700 4WD, but says it sold 43,900 units within an hour of the books opening in China.The over-five-meter long plug-in hybrid (PHEV) off-roader starts from the equivalent of $41,754 in its Chinese home market, with prices stretching to nearly double that - $81,460 for the flagship ‘Land Yacht’ edition.There are a total of six variants available, across three powertrains and three main trim levels.The entry-level powertrain is a 1.5-litre turbocharged petrol unit (120kW/255Nm) available in either single-motor front-wheel drive (350kW/605Nm) or tri-motor all-wheel drive (690kW/1165Nm), while the top-spec powertrain is tri-motor all-wheel drive only with a larger 2.0-litre turbo petrol engine producing a total of 830kW/1330Nm.All versions come with a 47.14kWh CATL LFP battery pack, allowing a driving range of up to 305km on the 2WD cars, or up to 280km for the tri-motor all-wheel drive versions, although this is to the more lenient CLTC measuring standard.The three trim levels are dubbed Explorer, Peak and Land Yacht. All versions also get adaptive dampers, while 2.0-litre tri-motor versions score height-adjustable air suspension and a low-range driving mode with a rear differential lock.The big 4WD has no driveshaft connection between the front and rear axles, with that space taken up by the large battery. This makes it closer in layout to rivals like the Denza B5 rather than the GWM Tank 500, with the rear axle being purely electrically driven.This means the Galaxy 700 needs to rely more heavily on its software terrain modes for its off-road prowess.Every variant scores features like LED lights all-round and massive 20-inch alloy wheels, while the large internal screens run Geely’s latest and more high-end Flyme 2 software suite which features some similar features to the system featured in Zeekr models.The Battleship 700 is yet to be confirmed for the Australian market, but Geely choose to bring it here; it would be a no-brainer for it to go with the all-wheel drive versions only.With the usual 15 - 20 per cent premium added to Chinese vehicles by the time they are converted to right-hand drive, compiled and shipped to Australia, we could expect pricing to land in the realm of $70,000-$98,000 if the brand sticks to the higher trim levels.This would easily make it Geely’s flagship, whilst still leaving breathing space above for its Zeekr premium arm and its more road-focused 8X and 9X luxury plug-in hybrids.It would also place it in similar pricing territory to the GWM Tank 500 Hi4-T plug-in hybrid (from $75,990), whilst undercutting the Denza B8 (from $91,000).The Battleship 700 is part of a wave of new box-style off-roaders buying into the Chinese market trend.GAC has also recently priced its similar Yue 7 off-roader in China. It is significantly less powerful and not quite as nicely appointed but is also significantly more affordable than the Geely, starting with a predicted price of A$52,000 to around $65,000 for 4WD versions once the usual conversion is added from its Chinese price.Other options which are expected for an Australian debut in the near future include those from Chery’s iCaur and Jetour brands, as well as from its Freelander joint-venture with Land Rover.Stay tuned for more on the Geely Battleship 700 as the brand is expected to confirm more of its plans for 2027 imminently.

Toyota’s recently-appointed CEO has detailed cost-cutting measures Toyota will resort to in order to reduce the break-even point of its model range in a new interview.Speaking to industry source Automotive News, CEO Kenta Kon explained the company would be targeting items as small as doorhandles and seat designs so new models can pay for themselves sooner.“Breakeven volume is a very important key performance indicator for us but what we’re seeing now is an upward trend of the breakeven volume. We have to bring it into a downward trend,” he told Automotive News.Toyota’s profit margins have been slashed since 2024, and Kon is expected to draw on his experience trimming Toyota’s overheads during the global financial crisis to help the brand recover.He said the brand would be targeting the “wide variety and number of parts” across the millions of vehicles the company builds each year.According to the publication, these changes will affect such things as doorhandles, headrests, wing mirrors, and material choices throughout the cabin of the brand’s range.This cumulative improvement is part of Kenta Kon’s wider strategy to lean back on Toyota’s Japanese philosophical manufacturing principles to keep the company sustainable.Not only will this mean cost reduction through the Kaizen mindset of continuous improvement, but Kon also spends a significant amount of time visiting front-line factory locations (genba) specifically to hear about efficiency roadblocks from staff, according to Toyota’s own in-house publication Toyota Times.  He is also known to send senior office staff like accountants on similar trips so that they can truly understand the inner workings of Toyota.“People in certain areas already have this awareness of what needs improvement but there might be mechanisms that hinder it. I support them to clear those obstacles,” he told Automotive News.It is part of a sweeping array of behind-the-scenes changes for the brand which are designed to be less noticeable for the end consumer compared to the more drastic strategies being implemented by other automakers around the world.Nissan and Volkswagen, for example, have been forced to consolidate their manufacturing footprints with widely-publicised factory closures, axing significant numbers of employees, and completely overhauling model ranges. They must do so as they face an existential threat from unprecedented levels of new competition from China, increasing trade barriers around the world, and a higher-inflation environment.Other strategies recently implemented by Toyota include plans to increase revenue through new in-car software subscriptions (which the brand expects to be worth up to A$26.7 billion) and a plan to increase the amount of recycled materials used in its cars to up to 30 per cent.It is also working on implementing next-generation manufacturing techniques with its joint-venture partners in China.Expected to underpin a new Lexus model in the near future, the brand has invested in gigacasting techniques which reduces weight, cost, and complexity in electric vehicles.It also represents a shift for the brand in developing new manufacturing techniques outside of Japan.The first vehicle using this technology is expected to debut in 2028.

Hyundai has entered a new era, with the debut of its off-road focused XRT Pro sub-brand to live alongside its already-successful N performance arm.Despite many of Australia’s off-road and towing-focused buyers considering diesel a non-negotiable, Hyundai says choosing to leave the fuel type behind won’t cost it sales.Hyundai Australia's General Manager of Product Planning Jonathan Lam said diesel was never part of the next-gen Palisade’s design from the beginning, despite acknowledging diesel power made up the lion's share of the previous-generation's sales.“I don’t think this generation Palisade was ever designed with a diesel engine available,” he said.“We think that that was more due to the 2WD being available with petrol and the all-wheel drive only being available with diesel,” he said.“Now that we have all-wheel drive petrol, all-wheel drive hybrid, based on consumer sentiment I think that is working well for our market.”“If you look at why customers are purchasing diesel, it’s mainly about low-end torque, fuel consumption, overall cost of fuel and so forth, but we also think that we can tick a lot of those boxes with hybrids," Lam continued.“So with hybrid available across more of the models in our range, instead of offering diesel as a powertrain or in some cases even as the default powertrain, we’re aiming to switch those buyers over to hybrid.“I’d say it’s working. Our hybrid mix is growing year after year.”The brand said its latest hybrid mix had grown to a whopping 57 per cent across its line-up, meaning Hyundai Australia is already almost achieving the company’s global aspiration to be 60 per cent electrified by the end of this decade.Australia’s recently-introduced New Vehicle Efficiency Standard (NVES), which introduced penalties for high-emitting engines, are one of a similar array of laws across the globe that have caused Hyundai to stop development on new diesel powertrains into the future.Lam said the band wasn't hearing from dealers that customers were missing a diesel option.“For cars where we’ve switched diesel out, we haven’t seen that we’re actually missing out on a big part of the market,” he said.The brand admitted there are a few unknowns for the XRT Pro, and it was yet to be seen how such a unique vehicle would be received in the market.Lam expects roughly 10 per cent of Palisade sales to be toward the $79,900 (before on-roads) XRT Pro, which sits in the middle of the large SUV's range.The monocoque-based XRT Pro is playing at a similar price to popular diesel ladder frame SUVs, while offering turbo petrol power and less towing capacity, with at least some off-roading capabilities thanks to lifted suspension, a more rugged bodykit, all-terrain tyres, new drive modes and an electronic rear differential lock.While the brand boosted towing capacity for this variant specifically, it is only by 200kg, bringing the total to 2200kg, significantly short of the industry 3500kg benchmark for most large SUVs.The upgrade, Hyundai said, was largely in the combination of the turbocharged petrol engine and eight-speed automatic transmission in place of a de-tuned turbo engine and gearbox-mounted electric motor for the rest of the Palisade range.Yet, the towing uptake is said to be “considerably high” across the existing Palisade range, so the brand considered it important to bring it up to the “maximum we can achieve on this platform,” suggesting these limitations wouldn’t be helped along by the inclusion of a diesel powertrain anyway.Hyundai's representatives also added that the carryover 3.5-litre naturally-aspirated V6, which is still an option for the Palisade in the USA, was never made available in right-hand drive format.Hyundai’s representatives explained that the brand is “certainly looking at other powertrain options for XRT Pro” in the future, although they weren’t prepared to elaborate further.A fair assumption is future XRT Pro models may use the much-touted range-extender hybrid technology, which Hyundai has globally said will be its next chapter, and will debut on an updated Santa Fe overseas imminently.The range-extender system will also be the primary powertrain for its upcoming larger ladder-frame products.The ladder-frame project, expected to be built in- and serve the American market primarily, will spawn various vehicles previewed by the Boulder and Crater concepts. It will also spawn a pick-up model.The brand said at its recent investor day the ladder-frame vehicles would account for 50 per cent of Hyundai’s sales growth, cashing in on the boxy off-road trend.As for more XRT Pro variants locally, Lam said it would be “fair to assume” the next logical step would be a properly toughed-up Santa Fe, so keep an eye out for that in the near future.

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.

Renault has revealed its Niagara ute as part of a massive overseas push for the French brand.The Niagara is a true ute, being based on a car-derived platform, rather than a rugged ladder frame that underpins most dual-cabs sold in Australia.In its initial target market of South America, it will do battle with the successful Ford Maverick, the BYD Mako ute, and the incoming new Volkswagen Tukan.The Niagara rides on Renault’s recently-launched RGMP platform, which is a heavily updated version of the CMF-B platform that underpins the new-generation Mitsubishi ASX, Nissan Juke and Renault Arkana.Renault says this helps it maintain ‘the comfort of an SUV with the versatility of a pick-up’ although it does have some rugged capabilities, with up to 233mm of ground clearance, approach and departure angles of up to 22.1 degrees front and rear.It also scores a cargo bed with 938 litres of total available space, with a payload of 654 kilos. It also features a rolling cover as standard, and an electric tailgate. Renault says it has best-in-class towing of 710kg for this style of monocoque ute.It also features suspension specifically designed for the rough conditions of South America, as well as an ‘exclusive rear axle’ design. Unlike most utes, it features multi-link suspension in the rear, which Renault says both improves ride comfort and stability on poor road surfaces.The brand says special attention was paid to integrating the cab section to the load bed area in order to create a more harmonious design with more seamlessly connected parts.Powering the Niagara is a 1.3-litre turbocharged petrol (and flex-fuel) engine. It produces 115kW/270Nm in front-wheel drive variants, or 120kW/270Nm in all-wheel drive versions and can be chosen either with a six-speed manual or a six-speed dual clutch automatic.All-wheel drive versions have an on-demand torque split system, which relies on the traction sensors to send drive to the appropriate axle automatically. When driving on the road, the system defaults to front-wheel drive like most on-demand AWD SUVs.The brand says the Niagara underwent 800,000km worth of testing across South America in preparation for its launch, including extreme heat, tough road conditions and long-distance journeys.At 4940mm long, it is slightly smaller than its closest rival sold in Australia, the KGM Musso EV.Feature-wise it also incorporates full LED exterior lighting, as well as a modern cabin featuring a 10.1-inch multimedia touchscreen and a 10.2-inch digital instrument cluster. It also features an electronic shifter for automatic variants to free up centre console space.The new ute is part of a push by Renault to be one of 14 new models built for markets outside of Europe by 2030 and to that end the Niagara is built in Argentina.With the notable focus on South America though, it looks as though the Niagara will join the list of cool-looking would-be replacements for cult hits like the Subaru Brumby or Proton Jumbuck, which may never see Australian shores.Like most of its rivals built for and in Latin American markets, it is likely to remain exclusively in left-hand drive, with unique flex-fuel engines not sold in our market and likely with lower levels of safety equipment needed to either comply with Australian Design Rules or secure a high ANCAP score.Renault joins a list of embattled brands in Australia’s increasingly competitive market, with its sales shrinking 7.5 per cent year on year. The French brand is faring significantly better than its nemesis Peugeot locally, but remains a niche offering with its 2959 units this year on a similar level to brands like Chevrolet, Mini and KGM.

For a long time, there has been ‘proper’ off-road SUVs and then everything else.If you were an off-road enthusiast, you’d only ever consider a ladder frame offering, like a Prado or an Everest, for example.Big, rugged, diesel and sometimes not the most comfortable thing to keep, they offer unmatched capability.Meanwhile, if you just wanted a comfortable family SUV there are no shortage of options, but almost all of them, AWD or not, are close to useless when the gravel gets loose or the mud is rutted.What if you wanted something in between, though? A comfortable family SUV with just enough ability to get you to some of the more adventurous places?That’s what Hyundai is asking with this new Palisade XRT Pro.This more capable version of the Palisade heralds a new era for Hyundai in Australia. It introduces the XRT Pro badge to our market, which Hyundai says is the off-road equivalent of its performance N division.Standard XRT cars will be option-packed to look a bit tougher, while XRT Pro versions will be distinct model grades with genuine enhancements to off-road ability.To that end, the XRT Pro sits in the middle of the Palisade line-up. Priced at $79,900, before on-road costs, it is more expensive than the base Elite hybrid, but below the luxury-spec Calligraphy grades. It is only available in the mainstream eight-seat (2+3+3) layout.It’s tough to pick rivals for the Palisade because it’s unique in the market now the Nissan Pathfinder and VW Touareg are gone. It offers more interior space than a Ford Everest (Tremor - $79,990) or Isuzu MU-X (X-Terrain - $77,100) which it competes with on price, but doesn’t quite offer that level of off-road ability despite its enhancements.This new Palisade has a raft of enhancements and changes from the Elite or Calligraphy. One of the biggest ones is that it introduces a new engine option.Gone is the 2.5-litre turbo-petrol hybrid set-up (245kW/460Nm combined) paired with a six-speed automatic. In its place is a more traditional 2.5-litre turbo-petrol non-hybrid (207kW/422Nm) and eight-speed automatic transmission.To enhance its off-road abilities, the XRT Pro also gets an automatic electronic limited slip differential on the rear axle, increased clearances (see table below), additional traction modes in the software (Mud, Sand and Snow), topped off with some excellent Continental all-terrain tyres from the factory, cladding modest 18-inch wheels.It even has real chassis-mounted recovery hooks as part of its revised bumper design.In addition, its eight-speed auto allows additional towing capacity, but only by 200 kilos to a new total of 2200kg (albeit with a 160kg tow ball download).Outside, it gets a unique bodykit to help enhance its clearances, while inside it gets synthetic leather trim with XRT graphics and seat stitching.So, do all those enhancements make a difference, and does it compromise the Palisade on-road to get there?We sampled the car on- and off-road to find out.The big SUV’s upgrades make a big difference. While it might not have the same wheel travel and lacks low-range gearing or a manually-lockable rear differential which define the ability of most diesel ladder frame options, the XRT Pro will get you in and out of some tough terrain.The enhancements to ground clearance gives it a surprising amount of ability to clamber over objects, while the tyre package offers a much better level of grip on loose surfaces than the usual SUV tyre which ships on a car like this.The limited slip rear differential is the real star of the show, though. It’s a shame it is automatic, as a manual locking mode would allow more control in hairy situations, but it was the main factor for the big SUV climbing up slippery, angled surfaces, including muddy and rocky ones we tested it on.The drive modes help alter the traction response, how quickly the diff locks, and how keen the SUV is to shift, which can all help make a difference on particular surfaces. They are no substitute for low-range gearing, though.In addition, while the bodywork has been tweaked to help offer a bit more clearance, this isn’t quite the same as offering rock sliders, underbody protection or frame rails to take big hits. Getting outside the Palisade’s ability could end in expensive damage.With knobbly all-terrains, a switch away from electrified hybrid power, and tweaked suspension, it’s easy to see how this XRT Pro could be compromised as a big luxury tourer.However, I was largely impressed to find this isn’t the case. The Continental tyres are super quiet, offer good grip on dry tarmac and don’t seem to impact the well-weighted steering, the locally-tweaked ride is excellent, and the turbo engine is very quiet at the lower end of the rev range and shifts nice and smoothly with the eight-speed auto.The 2.5 turbo is noisy and harsh at high revs, but the biggest downside is fuel consumption. At 11.5L/100km officially (and what I saw in my limited testing) it’s painful in an environment of fuel costing $2.00+ a litre. At least it takes 91 RON.The Palisade XRT Pro is covered by the brand’s seven year/unlimited kilometre warranty, with a matching service price schedule. It comes to an average of $536 a year which is neither cheap nor expensive for something in this class.