SUV Reviews

For many families a three-row, seven-seat SUV is the ideal transport solution. Add an efficient plug-in hybrid powertrain, sharp price and high standard specification and the equation just gets better. But as much as the BYD Sealion 8 has going for it, there are some areas we think could be improved. Check out our family-focused review to see if it ticks all your new car boxes.

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

Cupra is the Volkswagen Group's charismatic Spanish brand and the Terramar is a category-busting compact crossover-style SUV with plug-in petrol-electric hybrid power. Does it do enough to capture your attention ahead of well-specified and sharply-priced options from China, Japan and Europe?

The Cadillac Lyriq is a stylish contender in Australia's luxury EV SUV market but does this handsome American represent a genuine alternative to prestige European marques in this space?

The Zeekr X is a small SUV that's big on stuff and – compared to its sibling vehicle, the Volvo EX30 – low on price. Is that enough to kickstart the X's sales in Australia? We put the updated model to the test to find out.

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

In the past three months I’ve spent more than 40 hours behind the wheel of the Nissan Ariya e-4orce covering more than 1300km in the process and something has become pretty obvious.The Ariya is an all-rounder. It gets a lot of pass marks, a few please explains, but one feature is hard to ignore.Its greatest selling point is its amazing ownership credentials.Nissan backs its cars with a conditional 10 year/300,000km warranty, which is the best in the game.Buyer beware, though, you need to service your vehicle at a Nissan dealership for every scheduled visit or it reverts to a five-year/unlimited km guarantee.This also applies to Nissan’s roadside assistance program that can be extended for the same 10-year period.Nissan further sweetens the deal with a capped price servicing deal for the first five workshop visits, that will set you back $299 a pop. There isn’t really another area where the Ariya paces the field.Our dual-motor Ariya has an 87kWh battery, which continually falls short of its claimed 487km driving range. We’d bank on about 400km from a full charge.Even if we compare the claimed range with some key competitors — the Tesla Model Y, Kia EV5 and Zeekr 7X — the sub-500km limit isn’t good enough.It also doesn’t have any cost advantages, especially against newer rivals.Our range-topping Evolve e-4orce grade costs $71,840, before on-road costs, which is more than the Model Y Premium ($68,900), and about the same as the Kia EV5 GT-Line ($71,770) and Zeekr 7X Performance ($72,990).The Model Y and 7X have a significantly longer range, more hi-tech features and are faster, while the EV5 is arguably more luxuriously equipped on paper.Electric cars are meant to feel hi-tech, but the Ariya doesn’t feel much different from a petrol, diesel or hybrid SUV.When charging there are next to no readouts to show the progress or applications to whittle away the time as you wait to fill up.DC charging speed is okay at 130kW maximum, but well below the rate rivals can accept.One area the Ariya does show up some of its rivals is build quality.The Ariya we lived with no doubt had a hard life with a year’s worth of weekly media loans with often mechanically unsympathetic motoring journalists behind the wheel.But our test car had no noticeable rattles, no heavily worn surfaces or electrical quirks.The cabin is well put together with top-shelf material used throughout. A particular highlight is the synthetic suede material that covers the dash and door trims. It is soft to touch and breaks up the hard faux wood veneer and plastic surfaces, leaving a premium feel throughout the cabin.It is also good to see the quality extend to the back row, which is where carmakers usually try to cut costs.The cabin is also extremely spacious, with a completely flat floor and giant panoramic sunroof giving it a light and airy feel.I managed to fit two child seats — one front and one rear facing — with ease and the back row has its own aircon vents and charging ports for older passengers.There is a lack of storage options up front. The two narrow glove boxes in the dash are handy, but the top deck of the centre console only has two cupholders and a wireless phone charger with no easily accessible spots for nick-nacks.The boot is on the smaller side. A full size pram will take up most of the space and you’ll likely have to take out the parcel shelf to fit it.For a weekend adventure up the coast I made do with a plane-compatible pram, a range of overnight bags and some totes. Some smaller items needed to be fitted on the front passenger seat floor.As with most electric cars there is no spare tyre, with owners forced to make do with a fiddly repair kit. It simply isn’t good enough for a family car.On the road the Ariya is a solid performer. It exerts great body control through the corners thanks to all the weight of the battery under the floor.Over consistent bumps on the road that weight can get very unsettled, with suspension struggling to keep the car’s circa 2200kg mass in check. A brief drive of the single motor version previously showed a more settled and comfortable ride, thanks to its lighter weight.That weight also dulls its performance. Despite its 320kW and 600Nm the Ariya Evolve e-4orce completes the benchmark 0-100km/h sprint time in 5.6 seconds.I’m okay with that, as this is a family SUV not a potent performance car. So, I would say its performance is right where it needs to be.There are several drive modes, including 'Eco', 'Normal' and 'Sport' that can adjust how the power is delivered and the bite of the regenerative braking.The single pedal drive mode — called 'e-pedal' in Nissan speak — is a winner. It allows you to drive with just the accelerator pedal, where you push down to go and lift off to stop. It is easy to get used to and the increased regenerative braking will help add more juice to the battery while you come to a stop.2026 Nissan Ariya Evolve AWD Acquired: December 2025Distance travelled this month: 300kmOdometer: 7042kmAverage energy consumption this month: 21.5kWh/100km

The Skoda Enyaq finally arrived in Australia in 2024 following many delays and bleak initial fanfare.After only a year on sale locally, the mid-life facelift arrived and it has dramatically improved the mid-size pure-electric SUV's appeal. Not only from a stylistic perspective, but from a choice, value and efficiency standpoint.On test here is the Enyaq 85 Sportline SUV which is now the mid-spec trim in the line-up, notably with the traditional SUV body style over the polarising ‘coupe’ SUV one.It’s priced from $63,990, drive-away, which is surprisingly competitive in its cut-throat category. Key rivals include the popular Tesla Model Y RWD ($58,900, before on-road costs), BYD Sealion 7 Premium ($54,990, BOC), XPeng G6 Long Range ($59,800, BOC) and the Zeekr 7X Long Range RWD ($63,900, BOC).If this is too much, Skoda now offers the entry-level 60 Select SUV, priced from a mind-blowing $54,990, drive-away.Although the 60 Select SUV offers a fantastic entry price, the 85 Sportline SUV firms as the sweet spot as there’s plenty of standard equipment.Highlights include matrix LED headlights, 20-inch alloy wheels, a 5.0-inch digital instrument cluster, 13.0-inch touchscreen multimedia system, eight-speaker sound system, tri-zone climate control, synthetic leather and suede upholstery, heated front seats with a massage function and heated outboard rear seats.The only features that aren’t standard include a surround-view camera, semi-autonomous park assist, premium sound system, panoramic glass sunroof and an illuminated grille. These are all available as optional, or standard on the Enyaq 85 Sportline Coupe.Key Skoda highlights are ‘Simply Clever’ touches throughout the car, including an umbrella in the driver’s door, roll-up rear side window shades, charging cable bags, plus the plethora of boot-related goodies, among countless others.These kind of features make a car much more liveable, personable and practical. Speaking of the latter, the Enyaq SUV has a cavernous amount of interior storage, especially in the second row and boot.Although it’s an SUV, this car is incredibly close to being a lifted wagon. Even more so with the slightly lower ride height in this Sportline trim.One of the few practicality downsides is the front cupholders are too small. It’s strange because the centre console is designed with storage in mind. Rather than placing them horizontally, it would be smarter to package them vertically alongside the gear selector so there’s more room for larger drinks.In terms of driving, I appreciate how the Enyaq feels like a normal car that just happens to be electric. There’s no learning curve. You’re able to just get in and drive.In saying this, though, it took me a bit to realise there is no traditional ‘Park’ button or switch. You just flick on the electric handbrake and that also engages Park.The Enyaq’s handling is engaging with direct steering, especially out on the open road. The ride is also surprisingly compliant despite the sport suspension and hefty 20-inch alloy wheels, though tyre roar on coarse-chip roads proliferates through the cabin as in many European cars.With its single, rear-mounted electric motor producing a healthy 210kW and 545Nm, the Enyaq 85 Sportline is no slouch. Unless you’re wanting the security of all-wheel grip, it’s makes you question why you’d even want the flagship RS trim.Another benefit of sticking with the 85 Sportline over the RS is you get better efficiency. Skoda claims it has a WLTP combined cycle (urban/extra-urban) energy consumption of 15.9kWh/100km.During my testing which included urban driving, as well as a 700km country round trip, I saw as low as 13kWh/100km in the city and up to 20kWh/100km in the pouring rain and a strong headwind on the freeway. My as-tested average worked out as 16.6kWh/100km after 970km of driving.Although this is slightly higher than the claim, the urban consumption in particular is Tesla-rivaling and much better than the pre-update Enyaq.Skoda claims the Enyaq 85 Sportline SUV, with its 82kWh lithium-ion battery, can travel up to 547km, according to WLTP testing. Using my as-tested consumption a theoretical range of 464km is possible as the battery pack has a net value of 77kWh.This seems to be more realistic as during my road trip the range readout proved to be a little fickle, especially once the battery charge hit the lower end of the scale.During one 100km highway section of my road trip where I started with 40 per cent charge and 196km of claimed range, I reached my destination with 14 per cent and only 59km of claimed range. Talk about range anxiety…In terms of charging, AC charging is up to 11kW and DC charging is up to 135kW. These aren’t revolutionary figures, but with the latter, a 10 to 80 per cent charge is claimed to only take 28 minutes.The Enyaq received a maximum five-star ANCAP safety rating back in 2021. Standard safety kit includes nine airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, front and rear parking sensors as well as a reversing camera.As noted above, a surround-view camera and semi-autonomous park assist is optional on the 85 Sportline SUV, but standard on the Coupe. This isn’t ideal but not a deal-breaker.Like all Skodas, the Enyaq is covered by a seven-year, unlimited-kilometre warranty. The high-voltage battery is also covered for eight years or 160,000km.Logbook servicing is required every two years or 30,000km, whichever comes first, which is fairly standard for EVs. A six-year pre-paid service package costs $1450, whereas a 10-year pre-paid service package costs $1990. This is great value.

The Mahindra Scorpio now comes as one variant: the Z8L+. This 4WD wagon has seven seats, a stack of standard features, a low-range transfer case, an automatic rear diff lock and its price-tag – at just under $50 grand – won’t give your accountant a migraine. But no mechanical changes mean no more power and torque than before.

The Subaru Outback has a hard-won reputation for family-focused practicality blended with all-wheel drive light off-road ability. We help you decide if it's a solid used car bet.