SUV Reviews

If at first you don't succeed... Porsche is trying again with turning a popular SUV electric. But after the disappointment of the Macan, will the brand have better luck with its bigger Cayenne. We test drive the new Porsche Cayenne Electric on-road, off-road, through sand dunes and even down an airstrip to put it to the ultimate test.

“Wow, is that a Bentley?”Our week with Hyundai Motor Group luxury brand Genesis’ GV60 provided its fair share of surprises.Yet the fact that onlookers mistook it for one of Britain’s (via Volkswagen Group) finest wasn’t actually one of them, given the blatant similarity with the badging and cross-hatch grille.Recently facelifted with a substantially lower starting price, the new base GV60 Series II enters a busier class of small electric SUVs from when the original launched in 2021.How does it play out today? Kicking off from $88,300 (all prices are before on-road costs), the GV60 Advanced rear-wheel drive (2WD) is now the most affordable new Genesis in Australia.But it remains a bit more expensive than most direct and more popular premium small electric SUV rivals, despite enduring a dramatic power cut from 234kW to 168kW.This includes the BMW iX1 AWD (from $77,900), as well as the substantially cheaper Mini Countryman SE, Renault Megane E-Tech, Volvo EX40 and Zeekr 7X.The Advanced claps back in a number of ways, however.For starters, it’s one of the few electric SUVs in this class (along with the Renault and Zeekr) using a dedicated EV architecture (E-GMP), instead of sharing a platform with an internal combustion engine (ICE) sibling. This cuts compromise and pays dividends for efficiency.Secondly, the GV60 features 800-volt electrification rather than almost every other rivals’ 400V system, substantially speeding up charging. This is a remarkably sophisticated machine.And, thirdly, convenience items abound, with walk to/away central locking, heated front and rear outboard and vented electric front seating, a toasty steering wheel and powered tailgate.Other GV60 features include:A (bigger) battery at 84kWh offering 561km of WLTP rangeA (significantly larger) widescreen display at 27 inchesA heat-pump heater with driver-only zoning to help rangeMulti-level single-pedal drive using regenerative braking via paddle shiftersVehicle to Load (V2L) external appliance poweringFive years free servicingBackup Light Guide – a reverse-gear light projection on to the gutter to help avoid alloy wheel rashThe consensus is the Advanced neither looks nor feels like an entry-level proposition. Expensive, but worth it. The facelifted GV60 remains an attractive, rounded compact SUV/crossover with a sporty premium hatch look.For 2026 it ushers in redesigned lighting elements, reprofiled bumpers, more body coloured trim, revised alloy wheels and a new underbody cover for improved aero efficiency.But the GV60 has always lived in the shadow of its somehow more glamourous E-GMP siblings, the elegant Hyundai Ioniq 5 and racy Kia EV6. Particularly as they cost significantly less.At least Genesis has been able to meet brand expectations inside. The GV60 seems more compact inside than other electric SUVs in its class, and even against the Ioniq 5 and EV6.However, the new elongated touchscreen with its improved graphics (whilst retaining button access functionality), sumptuous front seats, lovely steering wheel and quality materials do elevate it.Again, there’s nothing base about the Advanced.Genesis also provides plenty of surprise and delight items, like that anti-gravel-rash kerb illuminator, drawer-style glovebox, tunnel storage under the centre console, strange swivelling gear-lever ball and secret storage thanks to a compartmentalised boot floor.Cargo capacity is limited by the coupe-like styling, so can’t match a BMW iX1, though with 432 litres VDA (expandable to 1460L), it is far better than, say, a Mazda3 or Toyota Corolla.However, the lack of a spare wheel is a disappointment. Under the bonnet is 53L of additional ‘frunk’ storage, so that’s also helpful.That’s because the 168kW/350Nm electric motor is on the rear axle, driving the rear wheels. This layout gives the Genesis an unexpected athleticism, which in turn makes it fun to drive fast.Acceleration is still very brisk despite the power downgrade, and in Sport throttle response is downright rapid, while the smooth power delivery is matched by the linear, controlled steering, that provides a decent degree of feedback. In the wet it’s easy to momentarily break rear-wheel traction.And while the suspension possesses a sporty edge, the Advanced’s ride quality is also supple enough when comfort is a priority. The E-GMP’s chassis sophistication really shines through. If you’re a driving enthusiast, the small premium you pay for a GV60 is worth it for the dynamic flair delivered. Being an E-GMP EV, the efficiency’s not too bad at all, especially considering how much we enjoyed the Advanced out on our rural road drive. Our average was 15.8kWh/100km (indicated), and were on track to achieve about 485km range from the big 84kWh battery. The WLTP range is 561km. More sedate commuting would see that improve markedly. Scoring a five-star ANCAP rating in 2022, the GV60’s update saw the addition of a broader amount of advanced driver assistance systems (ADAS) tech – namely improved lane-support capabilities.Along with autonomous emergency braking (AEB), the Advanced includes 10 airbag, surround-view cameras, safe-exit assist and what Genesis calls Full Micro Lens Array LED headlights for better nighttime illumination.Still on security, Genesis offers a five-year/unlimited kilometre warranty (130,000km for fleet buyers) with roadside assistance, trailing Kia and Hyundai’s seven-year guarantee. Why not all for one and one for all?On the other hand, servicing is free for the first five years.

When the Cadillac Lyriq launched in Australia, it was met with mixed opinions from the road testers of this publication. The style, the price, the apparent target market - question marks above the latter in particular. Would anyone bite?Now, Cadillac’s first EV in Australia has been updated and it brings a new model grade into the fold. This is the 2026 Cadillac Lyriq-V. The V denotes the American brand’s V-Series performance models, think of it like BMW’s M. What it means is the mid-size electric SUV now has the option of some bite, even if it lacks the bark, as well as a slightly more menacing look and some other little inclusions.Its dual-motor all-wheel-drive system boasts 459kW and 880Nm instead of ‘just’ 384kW/720Nm, useful for launching near-2.7 tonnes of US-sourced EV (built there in right-hand drive) to 100km/h in just 3.4 seconds.You’d expect to be paying a fair chunk for that then, especially given the Lyriq originally launched at more than $120,000 (though now $90,000). Not quite - Cadillac has managed to keep even the quicker version of the Lyriq under the six-figure mark at $99,000 before on-roads.One way it’s managed this is keeping a fairly identical specification between the Sport and the V when it comes to the features and interior.It shares a 92kWh Lithium-ion battery with the Sport grade, now the only other Lyriq available with the Luxury grade gone, though the extra power at hand in the V means a 471km WLTP range instead of the 503km in the Sport.Cadillac says with its 7.4kW AC charging you can add around 32km of range an hour, or 98km per hour of charging with three-phase 22kW AC charging.When using its max 130kW DC charging, ten minutes will add 107km of range, though the brand doesn’t supply a charge time for the standard 10-80 per cent charge. We’d estimate about half an hour.Inside, the inclusions run almost the same as the Sport:Electrically adjustable heated and ventilated front seats with massage functionHeated rear seatsNappa leather upholsteryHeated steering wheelAmbient interior lightingAcoustic windshieldTri-zone climate control 33.0-inch curved multimedia touchscreen with 9K capabilityRotary multimedia control23-speaker AKG sound system with Dolby Atmos3 USB-C portsWireless Android Auto and Apple CarPlayWireless phone chargingWhere it differs is one of the five drive modes - V-Mode with performance settings and launch control. There’s also a set of adaptive dampers rather than the passive single-mode set on the Sport, plus the brakes are painted red. Sporty!The styling also features darker 22-inch wheels instead of silver 21s, and body-colour trim instead of the Sport’s chrome. Of course, there’s V-badging and interior trim elements too.Black Nappa leather and a combination of chrome, silver and wood-style trim makes the Lyriq’s interior feel more classically upmarket than high-tech, but that seems to suit the brand.There’s a wide screen that incorporates the driver display and multimedia touchscreen which is low and doesn’t impact visibility while also fitting in nicely with the interior, plus there are plenty of physical buttons for controls including the climate and the multimedia. The latter includes a panel of buttons in the centre console and a scroll wheel, which feels like BMW or Mazda was the inspiration - not in any way a criticism as those systems were some of the best.There’s also a Dolby Atmos feature in the already excellent sound system, though the highest quality audio can only be accessed through the native Amazon Music app and not via a phone mirroring player, which is a shame.It shares the Sport’s set of safety features including the six airbags, a little on the low side for a car this size with no front-centre airbag, plus adaptive cruise with lane centering and lane-keep, intersection auto emergency braking (AEB), cyclist alert, front and rear park-assist and automatic park assist.It doesn’t have an ANCAP rating, but its advanced driver assist systems (ADAS) don’t interfere much so it’s a case of swings and roundabouts.The five-year/unlimited km warranty and free roadside assist period is five years, which is now about standard for a premium brand. There's also the usual extra warranty on the high-voltage battery, eight years or 160,000km, whichever comes first.Service intervals are a very comfortable 24 months or 24,000km, whichever comes first, but Cadillac’s servicing costs are case-by-case, with no published estimated pricing or capped-price offers.Essentially, despite a couple of missing pieces, Cadillac has fulfilled the premium brief of the Lyriq. But what about the performance brief of the V?A week behind the wheel including one long drive in the twisty surrounds of Melbourne revealed a car that’s a little more nuanced than expected.The standard Lyriq was already fairly brisk for a mid-size SUV at almost 2700kg with its 4.9sec sprint to 100km/h, but the extra power afforded to the V means people watching you take off from the lights are genuinely surprised, especially given the Cadillac’s luxury lean.The acceleration isn’t brutally instantaneous, not shoving you back into your seat as much as quickly spooling into play, and there’s a paddle for ‘regen on-demand’ which can be pulled as firmly as needed to engage the regenerative braking at the desired strength.The SUV’s weight comes into play during enthusiastic driving, but its adaptive suspension does a decent job of balancing comfort on rough roads with control in tight cornering. There’s less body roll and pitching than you might expect from something this comfortable on a highway drive, though the Lyriq-V is still not a super-focused sports car.

Forthing is yet another new Chinese brand that has officially arrived Down Under. It's being imported by Ateco Automotive which also sells Renault, Ram and LDV in Australia. Forthing's first model in Australia is the Taikon 5, which is a mid-size SUV available in both electric and range-extender hybrid guises. Does it have enough pull to draw your attention away from a BYD, Chery or Geely?

Leapmotor hasn’t had the greatest start in Australia, with its first model, the C10, receiving a lukewarm response at best.Since then, each new model has represented a big leap, if you will, over that car. The B10 small SUV has been well received and the B05 hatch that’s coming soon promises to be more of a driver’s car.Later this year Leapmotor will introduce a smaller all-electric SUV, the B03X, that should further improve the brand’s fortunes.It’s already a hit in its native China where it dethroned the Tesla Model Y as the country’s favourite electric SUV after a 15-month reign and European orders are also strong.It faces a challenge in Australia, though, as its competitors include the popular BYD Atto 2 and Jaecoo J5 EV. It is shorter in length than those two models, but roughly the same height and width. It will also be cross shopped with electric hatchbacks like the BYD Dolphin, GAC Aion UT, Geely EX2 and MG4 Urban.Leapmotor is ready for a fight, however. The brand confirmed the B03X will start from $30,000, drive-away, which will instantly make it the cheapest electric SUV in Australia when it arrives in the fourth quarter of 2026.Full pricing and spec is being kept under wraps until closer to the launch but the little EV will be offered in two model grades, both packing a 53kWh battery.Standard gear is generous and while we don’t quite know what each grade will get, it should be offered with LED lights all around, remote entry via an app or NFC card, power folding and heated exterior mirrors, auto air conditioning, synthetic leather seats, heated front seats and steering wheel, power adjust front seats, ambient lighting, rain-sensing wipers and scheduled charging.Tech is covered with a 14.6-inch multimedia display housing most vehicle functions, an 8.8-inch driver’s display, sat-nav, over-the-air updates and a 12-speaker audio system.In news that will be a relief to some, the B03X will also come with wireless Apple CarPlay and Android Auto, unlike Leapmotor’s first Australian model, the C10 SUV.Safety wise it comes with seven airbags and no less than 21 advanced driver assistance features as well as front and rear parking sensors and a 360-degree camera.Lookswise it follows Leapmotor’s design philosophy to a T. More than many other newer Chinese brands, Leapmotor’s design flows neatly through each new model. There’s a clear link between the C10, B10, B05 and now the B03X.It’s a clean design and on the B03X that means no sharp lines - it’s a rounded look at the front with an appealing headlight signature. Side on it looks tall with a chunky C-pillar and blacked out pillars and frames for a floating glasshouse look.Thankfully the B03X has hidden rather than pop-out exterior door handles which is a win. That’s likely a response to China’s crackdown on pop-out handles.The adorable LED tail-light signature looks like an open mouth and eyes, but not in a creepy way.The cutesy vibe continues in the cabin. You’ll find a smiley-faced Leapy character - Leamotor’s mascot - hidden in a number of spots in the front of the cabin.The interior design is relatively well executed. It’s not groundbreaking but at least it adds a bit more than the cheap minimalism found in some rivals.There’s plenty of soft-touch material on the doors and dash and the interior colour choices include darker hues as well as light greys mixed with a royal blue.Leapmotor claims there are 33 storage spaces in the entire car. I didn’t count but that sounds like a lot.The power window switches are counterintuitive because you press up to put the window down and vice versa.The front seats don’t have a huge amount of upper or lower body bolstering so they’re not particularly supportive but they are comfortable.The gear shifter is on the steering wheel which is becoming common and it frees up console space. That centre console sits a little too high for me.Storage wise there is a long, deep centre bin and an open space under the console. On top there’s a phone charger next to two narrow cupholders.You can fit bottles in the door cavities but not wide ones.Virtually all vehicle functions are housed in the large 14.6-inch multimedia screen, or via two toggles on the steering wheel.Tesla started this nonsense and it seems a bunch of mostly Chinese brands are happy to play follow the leader.The frustrating lack of buttons means diving into menus to find things and spending time to work out how to move your mirrors.However, the multimedia screen is logically laid out and it has clear, crisp graphics. The screen is customisable so you can curate your own home screen. The 8.8-inch driver display is small but clear.The rear seat is surprisingly spacious, with ample head, toe and legroom, but there’s not a huge amount of room across the bench. Two large adults would be fine in the back but three would be a stretch.There’s no fold-down armrest in the centre and no air vents of any kind in the rear which was noticeable on our drive as we had a third person in the rear seat. You do get a USB-A and -C port.The rear seats are flat but comfortable and there’s a handy feature Leapmotor should probably thank Honda for - Magic seats! Pull a lever on the seat base and it flips up on both sides to allow more space to load tall items.Leapmotor says the boot can swallow 510 litres, but I suspect that’s with the multi-level boot floor in its lowest position. That’s more space than the last Australian-made Holden Commodore, by the way.Underneath that is another neat feature - a 105L waterproof bin with a plug so you can hose it out. However, it means you don’t get a spare wheel of any kind. There was no tyre repair kit to be found in our test cars, so presumably you would need to put your charge cables and the repair kit in that under-floor storage.The Leapmotor B03X is a single motor, front-wheel-drive EV delivering 145kW of power and 200Nm of torque.It can cover 0-100km/h in 8.6 seconds and has a maximum speed of 160km/h.The 53kWh battery is good for a WLTP driving range of 382km, which is a bit more than the BYD Atto 2, while energy use is 15.7kwh/100km.There’s an 11kW onboard charger for AC charging but DC maxes out at 133kW. At that rate you should be able to top up from 10 to 80 per cent battery power in roughly 21 minutes.The B03X has vehicle-to-load capabilities meaning you can charge or run small appliances with your car.On the road the Leapmotor is quite a competent car. The 8.6sec acceleration time is solid for a car like this. There’s no point in a six second 0-100km/h time for an urban SUV. It can be a little sluggish off the mark which is surprising for an EV. This was evident pulling into traffic via the short motorway on-ramps of Southern Spain where the launch program was held.Ride quality is mostly good but the roads we drove on are pretty smooth. Some uneven road sections proved it’s not all smooth sailing in the B03X but overall it’s compliant. We will reserve final judgement on ride quality until we drive it on Australia’s deeply average roads.Steering is light and dull but that’s not a major issue in an urban runabout and many potential buyers likely won’t care. However, Leapmotor has listened to feedback and will roll out an over-the-air update in a couple of weeks that aims to address the lifeless steering.There are three drive and steering modes including Sport, as well as three regenerative braking modes.We drove this car on some twisty Andalusian mountain roads and it handled much better than expected. It’s certainly a massive improvement over the dreadful Leapmotor C10. It won’t corner like an Alfa Romeo Junior Elettrica but it’s also half the price. It’s more in line with an Atto 2.Some wheel skidding and traction loss is possible when accelerating hard or changing direction at the last minute - not surprising given the FWD’s 200Nm of torque - but the Yokohama 18-inch wheel and tyre package does a decent job.Leapmotor says it has a tight 10-metre turning circle and it’s an absolute breeze to park.The advanced driver assist systems (ADAS) are not as loud as some of its rivals, but it is still intrusive, despite Leapmotor working hard on ADAS calibration. The over-speed warning in particular is incessant. But thankfully you can change the levels or turn most ADAS functions off completely via the settings.There’s no Euro NCAP rating just yet but Leapmotor says it is hoping for a maximum five stars.

Subaru has launched an Outback... as an EV. The Trailseeker combines the Subaru adventuring spirit with electric capability. Is it a combo that will work? Time will tell.

We’re not sure exactly what was going on in Hyundai’s marketing department at the end of the first decade of this century, but somebody was definitely having two bob each way.Up until 2010, the Tucson had been Hyundai’s mid-sized SUV entrant, but that badge disappeared the same year as the ix35 hit showrooms as the Tucson’s replacement. But after just five years on sale, the ix35 was itself replaced by none other than the Tucson.Confused? Us too, but to keep it simple, if you’re shopping for a Hyundai-made mid-sized SUV built between 2010 and 2015, the ix35 is the badge you need to look for.Meantime, leaving nomenclature out of it, the LM (as it was known internally) ix35 was a bread-and-butter kind of family SUV with familiar overall proportions and nothing too confronting mechanically.It could be had in three trim levels (Active, Elite and Highlander, in that order) and with a range of driveline options. There was a 2.0-litre petrol engine with 122kW, a 2.4-litre petrol with 130kW and a 2.0-litre turbo-diesel with 135kW and lots more torque than the petrol variants.The 2.0 petrol was available with either a five-speed manual or six-speed automatic transmission and was front-drive only. The 2.4 petrol and the turbo-diesel were fitted exclusively with the six-speed automatic and were all-wheel drive, although they used on-demand AWD, and operated as front-drivers in most conditions.Conventional wisdom says late-model Hyundais are pretty stout things, even if they don’t offer much in the way of driving excitement. The ix35 makes sense if all you want is a roomy (for its size) box with which to move people and their belongings. But even then, there are some reliability problems to note, and driveability was never anything better than average.Overall, there are better, more entertaining choices in a second-hand SUV of this type.Again, it goes against the mood for this brand, but the ix35 did have some serious reliability issues that, even though they didn’t affect every example, should make you weigh things up carefully before making a purchasing decision.Something very wrong was going on in Hyundai’s engine department at this point in history. All three of the ix35’s engines suffered (to some extent) with some serious issues that saw Hyundai replacing entire engines under warranty in an attempt to stay in favour with its customers.The problems mainly centred around engines that consumed excess oil (to the point where some owners were caught out with empty sumps between services) and rattling engines that were signalling their death knock.The consensus is these problems were caused by poor manufacturing accuracy, leading to cylinder scoring, at which point the engines became noisy (particularly when cold) and started to burn oil. The fix was to either rebuild the engine with a new crankcase or, more commonly, replace the whole engine.Other issues reported over the years have been interior trim peeling (most notably steering wheel covers) and flaking paint caused by a bad batch of paint that affected other carmakers (including Toyota) and was traced to the top coat not adhering properly to the undercoat at the factory.This model Hyundai has had its share of recall notices over the years, some of them more serious than others, but a couple posing a definite safety risk. They include a recall to check the seat belt tensioning system, and a driver’s airbag that could have been assembled incorrectly and not deploy as it was designed to.Leaks were another ix35 recall theme, with oil leaks from the sump, fuel leaks and transmission fluid leaks all creating recall notices. There was also a recall to check some cars for a brake system that could allow brake fluid to contaminate the ABS module, leading to braking problems.You can check out the full details including what batches of cars were affected at: https://www.vehiclerecalls.gov.au/If you’re buying a petrol ix35, the ones to avoid on the basis of the engine problems and oil burning were the ones from the first generation built between 2010 and 2013. If, however, you’re after a diesel version, the post-facelift cars (2013 to 2015) seem to be the problematic ones.Either way, you’d want to know the service history of any second-hand ix35 and be prepared to shell out for a pre-purchase inspection which would include a compression test and perhaps even a bore-scope examination of the engine.The number of ix35s still floating around with 250,000km on board, or even more, suggests the engine problems were a bit random and clearly didn’t affect every car.We’d still be a lot happier, though, with an example with less than 160,000km on its odometer, along with an up-to-date and complete service history as some proof of it having a chance at going the distance. A car with a factory replacement engine (and documentation to support this) would also be preferable to one with no history.The turbo-diesel ix35 was always the better one to actually drive thanks to its beefier power and torque delivery. The added safety of all-wheel drive only reinforces this view. The petrol versions do the job, but they can feel breathless and stretched a bit tight at freeway speeds when fully loaded.Right now, you’ll find sellers with early-built, high-mileage examples of the ix35 with an asking price of about $5000 or even less. But these are best left to speculators. Better value is to be found in the $8000 to $10,000 price range where you start to find diesel examples with much more moderate mileage showing. Don’t forget that service history.Hyundai is a big brand not just in Australia, but globally. So, spare parts are not hard to find. Neither is a workshop that can navigate what is, fundamentally, a pretty straightforward vehicle.There’s a huge online market for parts to suit cars like this one, but be wary of online sellers you haven’t used before. Don’t rule out parts recycling yards for spares like body panels and some mechanical parts.Despite the problems some owners experienced with this car, Hyundai managed to sell plenty of them here, with sales peaking at about 18,000 per year at one point. That gave it a huge chunk of the market in its segment, but those mechanical problems took their toll, leading to the badge being replaced by the revived Tucson model in 2015.Some owners were forced to walk away from their ix35s when the cost of repairs became more than the value of the car itself. But the sheer sales figures when things were looking good mean there are at least a couple of hundred ix35s for sale on the bigger online sites.

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.

Three months with the MY26 Skoda Elroq Select 60 have come and gone in the blink of an eye.The segment-straddling, fully-electric SUV has been a pleasure to ‘own’ because of its city-friendly size that would surely make Goldilocks blush.But there is more to the Elroq story than its practicality, as its European nature should mean it is also one for the keen drivers. But is it?That is what we are going to find out in this third instalment of our long-term review of the entry-level Select 60.In part one we detailed its relatively keen pricing and surprisingly high specification, while the second explored its Euro design and aforementioned practicality. To find out more click the links directly below.Now, it is time to go for a drive before I deliver my overall verdict on the Elroq. Let’s go!Simply put, the Elroq is a joy to drive.A lot of EVs these days are not particularly engaging behind the wheel, but this Czech model flips the script with its well-balanced ride and handling.The Elroq Select 60 may lack adaptive dampers, but its MacPherson-strut front and multi-link rear suspension delivers a level of suppleness over potholes and speed bumps – without being too soft like a lot of its new Chinese competitors. Some would say it is firm, but it is definitely not jarring.At the same time the Elroq maintains good body control when pushed hard through your favourite set of corners, enough that you will want to drive around them again.Handling in general is strong, offering plenty of confidence, with grip plentiful despite the rear-wheel drive set-up, which is a rarity in the small-car segment.RWD is much more fun than front-wheel drive, as you’re pushed out of corners rather than pulled, plus there is, generally, the benefit of a tighter turning circle, which is perfect for the city.The electric power steering is nice and direct, albeit on the lighter side when it comes to weighting, but I don't mind it around town, where it makes low-speed manoeuvres, like parking, much easier to execute.The steering wheel is a little too thin for my liking, but I got used to it quickly enough.The MY26 Select 60 on test here only produces 150kW and 310Nm from its single electric motor, which is a significant 60kW/235Nm short of other Elroq variants.As a result, the Select 60’s 0-100km/h sprint time of eight seconds flat is 1.4 seconds slower than the other Elroq variants, which you will certainly notice when merging onto or overtaking on the highway.But the reality is most of your acceleration in the Select 60 will be to 40-60km/h and in those instances it will feel very spritely, as most EVs do.Noise, Vibration and Harshness (NVH) levels are predictably good, given the Elroq is an EV that operates almost silently.Some road and tyre noise can be heard at higher speeds, but it thankfully never drones.Where the MY26 Elroq disappoints, though, is with its regenerative braking.Two levels are on offer, with the default the equivalent to engine braking in an internal-combustion model, while the B mode for the single-speed automatic transmission offers stronger energy recuperation.That said, the B mode is still not the equivalent of one-pedal driving, which is an EV signature I have sorely missed over the past three months.Thankfully, Skoda Australia has confirmed the Elroq’s MY27 update introduces a one-pedal option, meaning new owners will be able to drive by just modulating the accelerator pedal.The performance of the friction brakes is strong, should you need to properly use the left pedal.However, the blending between the regenerative and friction braking could be better.Also, the friction brakes start to bite when the right pedal is partly depressed, which takes some getting used to.In what seems to be a shock these days, the Elroq’s advanced driver-assist systems are rather pleasant in the real world.The lane-keep and steering assist functions are relatively well measured, while the adaptive cruise control is nicely calibrated – although it is not particularly energy efficient if you are trying to maximise your driving range (more on that in a moment).There are also no incessant over-speed or driver-attention warnings to combat – hooray!That said, it is a shame surround-view cameras are unavailable in the MY26 Select 60, even as an option.And the reversing camera you do get is shockingly low-resolution, which should not be a thing in 2026.The front parking sensors are also intermittently a little too sensitive in traffic, but it is by no means a deal-breaker.In my third and final month behind the wheel of the MY26 Elroq Select 60 my average energy consumption was 15.8kWh/100km over 1068km, a slightly higher proportion of which was in the city.This more efficient environment meant that result was 0.1kWh/100km and 0.3kWh/100km better than I managed in months one and three.My three-month average was 15.9kWh/100km over 2797km, which equates to a real-world driving range of 371km, based on the MY26 Select 60’s useable battery capacity of 59kWh.That is just 24km short of the MY26 claim and still good enough for a regular urban commuter, but I would personally be paying the premium for the long-range MY26 Elroq, which promises up to 529km between charges.Acquired: May 6, 2026Distance travelled this month: 1068kmOdometer: 3755kmAverage energy consumption this month: 15.8kWh/100km

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.