SUV Reviews

The S grade opens the 2026 Kia Seltos family, and it shares its hybrid powertrain with the rest of the family – a 1.6-litre petrol engine, a six-speed dual-clutch automatic, and a front-mounted electric motor. It’s front-wheel drive and its outputs are a not-very-exciting 112KW and 265Nm. It’s yours for $37,990 before on-road costs, or you can add the Safety Pack, which ups the active safety suite, and ups the price to $40,150. Standard equipment in the S includes: 16-inch alloy wheels Roof rails Flush door handles and LED lighting Two-tone seats are fabric Dual-zone climate control Smart key for remote engine start Twin 12.3-inch screens 5.0-inch climate panel in the middle Wired and wireless Apple CarPlay and Android Auto. There’s no wireless charge pad, however, which kind of defeats the purpose of the latter.

When new back in 2020, the Skoda Kamiq was widely considered car-of-the-year material. Nowadays it’s an oddball in an era of endless electrified SUVs, most with nearly identical interiors, inadequate chassis tunes and numb driving experiences. Still, by offering an engaging alternative with Volkswagen DNA from Eastern Europe, stuffed with an electric-free turbo engine and named after a jam-filled biscuit, the Kamiq is nothing if not unique. How does it stand scrutiny in such a different world six years on? Unveiled in 2019, the Kamiq has sister models in the VW T-Cross and scores of others VW Group vehicles based on the sixth-gen Polo supermini’s MQB A0 platform, so it's getting on now. All run alongside the company’s new small electric vehicle architecture dubbed MEB+, underpinning this year’s promising ID. Polo and its SUV spinoffs the ID. Cross and Skoda Epiq twins. These are essentially the Polo, T-Cross and Kamiq’s respective long-term replacements, but for now the latter trio will remain in production. That brings us to the Kamiq Series II, a near-invisible facelift from 2023, led by revised lighting, updated multimedia and fresh trim. Now, from $44,990 drive-away (d/a), the Monte Carlo is the range topper, above the Select fitted with a 1.0-litre three-cylinder turbo that, from $33,990 d/a, represents strong value. Set up with a 110kW/250Nm 1.5-litre four-cylinder turbo petrol engine, the Monte Carlo is Skoda-speak for sporty. Equipment levels reflect the Kamiq’s loftier price point, and include LED adaptive headlights Keyless entry/start Adaptive cruise control, as part of a long list of standard advanced driver-assistance systems (ADAS) Auto folding/heated mirrors Heated sports front seats Powered driver’s seat Sports steering wheel with paddle shifters Panoramic fixed glass roof Satellite navigation Climate control Cloth upholstery Powered tailgate 18-inch alloy wheels There's no T-Cross equivalent with the 1.5-litre engine, and the Kamiq is sharply priced against other sporty small SUVs from Europe, like the Renault Captur-based Mitsubishi ASX and Alfa Romeo Junior. However, it is expensive against most mainstream small SUV rivals, many of which offer electrified powertrain alternatives as well as larger interiors. This could wear Audi rings. Still looking crisp, the Kamiq has aged well, while the Monte Carlo’s striking alloys, subtle body kit, black roof and racy trim help give it a purposeful stance. It’s probably the best looking of all the MQB-A0-derived SUVs. Skoda was also ahead of its time with the interior design and layout, with a clean minimalism that only really needed a larger (now 9.2-inch) touchscreen and (10.2-inch) electronic instrumentation to look contemporary. Small enough to be properly compact, yet big enough to be actually usable, the Kamiq offers acres of front-seat space, especially legroom. Access/egress is easy, the lofty front seats are absolutely brilliant, combining excellent comfort and support, and vision out is good. Other plus points include a fine driving position, configurable instrumentation, lots of storage (with bottle storage in the doors, a drawer under a front seat and a receptacle for the standard umbrella) and effective ventilation. And, behold! Cloth trim and a manual handbrake. Nice. Along with the fixed glass roof, glossy trim, contrasting textures and colourful stripes, they elevate the interior. It even smells premium. The rear seat is inviting too for an SUV this small. Comfy if firm fixed backrests and outboard cushions provide fine accommodation. Most usual amenities are present, including air vents, USB-C ports, grab handles and hungry door pockets, but a centre armrest is a missing and cupholders are AWOL. Further back, the Kamiq offers 400 litres of VDA cargo capacity, that balloons out to 1395L with the 60/40 backrests folded. There are hooks and a 12V outlet for a bit of extra practicality, and – praise be – a space-saver spare wheel lives underneath the very deep floor. Thank you, Skoda. Shared across most VW Group small cars and SUVs, the 1.5-litre four-cylinder turbo-petrol engine is a muscular performer that relishes high revs and delivers its power very smoothly. On the move, throttle response is markedly strong. But the slick seven-speed dual-clutch transmission can’t be rushed off the line, and will feel laggy (especially in this era of EVs) if you’re expecting instant acceleration. There’s a slight delay (depending on driving mode), as the turbo and gearbox spool up, before the Monte Carlo then thrusts forward. There’s a dreamy ease to the way the Kamiq’s steering does its thing, for connected cornering and creamy, flowing handling. Beautifully modulated brakes and nicely nuanced driver-assist tech add to the Skoda’s deeply sophisticated chassis tune. Except for the ride quality over bumpier roads, with suspension that can feel stiff. It’s such a shame that comfort/dynamic dampers aren’t fitted. Oh, and there’s too much road noise at speed coming through. Still, on smoother surfaces, the Monte Carlo drives like a luxury SUV. The Monte Carlo’s also commendably economical for a sporty little SUV. We averaged 6.9 litres per 100km, against the official combined figure of 5.3L/100km. The trip meter said 6.7. The range average is about 940km. When it was new, the Kamiq scored a five-star ANCAP rating (since expired), and comes with a long list of ADAS tech, including exit warning as well as six airbags. Skoda is ahead of its Euro compatriots by offering a seven-year/unlimited kilometre warranty. Service intervals are every 12 months or 15,000km. Five- and seven-year pre-paid service packs are available at $2600 and $3500 respectively.

The all-new Seltos is a big deal for Kia, with this all-hybrid small SUV expected to be the brand's second-best seller in Australia. That's what they think, but what really matters is what you - the buyer - thinks. So should you choose this over a Toyota Corolla Cross or any of the other army of small SUVs on sale in Australia? We put the new Seltos to the test to find out.

The Suzuki Fronx has been on sale in Australia for almost 18 months and it hasn’t necessarily flown off the shelf. Until the end of September a total of 1186 examples of this Chery Tiggo 4, Hyundai Venue, Kia Stonic and Mahindra XUV3XO-rivalling light SUV were sold. For reference, Suzuki sold almost five times as many Jimnys over the same period. However, Suzuki is still offering the Fronx in a single, range-topping trim for an appealing $29,990, drive-away. At this price point, the uber-popular Chery Tiggo 4, as well as versions of the GWM Haval Jolion are essentially lineball. The Indian-built Suzuki Fronx was hit with a one-star (from a possible five) ANCAP safety rating late in 2025, just months after it launched. The Australian independent vehicle crash-testing authority noted the Fronx performed poorly in adult and child occupant protection during testing. Additionally, the rear passenger seatbelt retractor failed during one of its tests, sparking a recall and Suzuki warning to not use the rear seats. This has thankfully been rectified and a modified component has been introduced at the production facility. While the Fronx’s physical crash-test safety performance isn’t high, it does have the standard fare of safety features. These include: Six airbags Autonomous emergency braking (AEB) Blind-spot monitoring Rear cross-traffic alert Lane-keep assist Adaptive cruise control Traffic sign recognition Surround-view camera Rear parking sensors Notably lacking is a driver attention monitoring system and intelligent speed limit assist. Both are usually culprits of annoying chimes in other vehicles. Annoyingly, Suzuki markets this car as the Fronx Hybrid, which isn’t technically correct as it's a 12V mild-hybrid, not a Toyota-style series-parallel hybrid. The 1.5-litre naturally aspirated four-cylinder petrol engine is augmented with a tiny electric motor for total system outputs of 75kW and 136Nm. There’s not enough oomph for electric-only driving and this renders the mild-hybrid bits as glorified engine idle stop-start. With the petrol engine there’s only just enough performance to keep up with urban traffic. Once out on the open road the transmission is always kicking back a gear to keep up pace. On the flipside, claimed fuel consumption is fantastic. It’s 4.9L/100km on the combined (urban/extra-urban) cycle, with its 37-litre fuel tank allowing for a theoretical total range of 755km. During my testing I saw an average of 5.7L/100km, which is higher than the claim, but considerably less than more powerful rivals. Proper series-parallel hybrids, like the Toyota Yaris Cross, use less though. Despite the lack of grunt, there’s a quaint charm to the Fronx, like many Suzukis. It’s humble and honest. Around town the car feels nimble thanks to its circa-1000kg kerb weight. It’s a joy to chuck around in the bends, though the steering does have a vague feeling off-centre. A bugbear with the mild-hybrid powertrain is the regenerative braking can engage with a shunt when easing off the accelerator. Then when coming to a complete stop the regen disengages at around 25km/h, requiring an alteration in brake pedal pressure. You get used to it but it takes a while to get your head around. The ride and comfort in such a small car defies its exterior dimensions. It’s settled even at higher speeds, though a considerable amount of road and tyre noise enters the cabin. In terms of equipment Suzuki has chucked everything it can at the Fronx to make it stand out from the crowd, including: 16-inch alloy wheels LED headlights 9.0-inch touchscreen multimedia system Wireless Apple CarPlay and Android Auto Six-speaker sound system Head-up display Wireless charger Paddle shifters Electric park brake Climate control Keyless entry and push-button start Black and brown leather-accented upholstery Heated front seats Despite the generous list of included features, there’s no escaping how plasticky the interior is. It cheapens the feel, though having numerous physical buttons is a godsend. Space in the second row is decent for a light SUV, though there aren’t many amenities. There are two USB ports, as well as a cavity for storage. No air vents or fold-down armrest. With the rear seats upright there’s 304 litres of boot space, which isn’t outstanding, but this expands out to 1009 litres with the rear seats folded. Frustratingly there is no spare wheel due to the high-voltage battery components. There’s only a tyre repair kit. The Fronx is covered by a five-year, unlimited-kilometre warranty, which is mediocre now, especially among mainstream brands. There’s also five years' of roadside assistance provided you service at Suzuki dealers when required. The first five services are capped-price and total $2005, or $401 on average per service. That's pretty pricey for a light SUV; almost double what you’d pay to service a Toyota Yaris Cross Hybrid. Though the Toyota is more to buy initially.

Even though times are tougher now, economically, and people’s belts are a little tighter Genesis, Hyundai’s prestige spin-off, has released its GV80 line-up, which is headlined by the GV80 Black SUV and GV80 Black coupe.  These new range-toppers – based on the GV80 Signature 3.5-litre V6 turbo-petrol all-wheel drive – are aimed at setting the gold standard for plush vehicles.

Lepas is yet another brand from Chery that's launching in Australia and its first model is an electric mid-size SUV. Does it have what it takes to stand out from the crowd?

Look out Tesla Model Y and BYD Sealion 7, XPeng has updated its G6 and we've tested what we think is the pick of the line-up - the Rear Wheel Drive Long Range.

I don’t think it’s unfair to say that, for many, the Toyota bZ4X was underwhelming when it launched.  It was fairly pricey, didn’t break ground in terms of range or features, and here in Australia we were so late to the party it had been updated overseas before it even landed. Toyota has some catching up to do, and the Touring variant of the bZ4X might be just what it needs to do that. Or at least it might be if it wasn’t $14,000 more expensive than the base 2WD bZ4X. Starting from $69,990 before on-road costs, the Touring with its larger body is the priciest of the three bZ4X grades, with the base starting at $55,990 and the standard AWD at $67,990. Admittedly, the Touring only being $2000 more expensive than the standard AWD is fair, it’s just a big jump up from the starting point for the 2WD. Also consider the bZ4X once started from $66,000 before on-roads for the 2WD and suddenly a sub-$70K top-spec seems okay, even if it’s not that competitive against the likes of the BYD Sealion 7 (tops out at $63,990) or the Mazda CX-6e ($56,990 for the highest spec). For the $70,000-plus price you’ll end up paying drive-away for the Toyota bZ4X Touring, you could probably get the same for less: Synthetic leather upholstery Heated and vented front seats Heated steering wheel Dual-zone climate control  Panoramic sunroof Two wireless phone chargers 14.0-inch multimedia touchscreen 7.0-inch digital driver display Four USB-C ports (2x front, 2x rear) Vehicle-to-load (V2L - 220V/1500W) Nine-speaker JBL sound system DAB radio Built-in sat-nav Wireless Android Auto and Apple CarPlay Under all that there’s a 74.7kWh battery that powers two electric motors, one front and one rear, for an all-wheel-drive system that makes 280kW of power (each motor has a max 269Nm output) and feels pretty peppy - 0-100km/h arrives in just 4.4 seconds. Test that out too many times, though, and you’ll not get near Toyota’s claimed range of 488km, which can be topped up from 10 to 80 per cent in about 28 minutes thanks to its fairly standard 150kW DC fast-charging (as opposed to the also-decent 22kW AC charging speed). The Touring rides on 20-inch alloy wheels with aero inserts, weighs 2065kg and is 4830mm long - 140mm longer than the standard bZ4X. It’s 1860mm wide and 1675mm tall, and thanks to its stretched dimensions gets a 603-litre boot with the rear seats up. Given the bZ4X Touring rides on the same TNGA platform as the standard bZ4X, it should be no surprise the driving experience is similar. The Touring feels very sensible. Its steering is direct without being too sharp, and makes it easy to get into a nice flow on a winding road. The ride is compliant, though not wallowy, striking a nice balance of control and comfort - though something between the contact point and cabin is causing a bit of unnecessary road noise. Aside from the 4.4sec sprint to 100km/h, however, there’s something a bit frustrating about controlling the bZ4X’s speed, and that’s a lack of one-pedal driving. The option for stronger regen and a one-pedal driving mode would help recover more energy but also make those used to EV driving more comfortable behind the wheel. Ergonomically, the driver display will probably bother some drivers - it’s visible over the steering wheel rather than through it. Peugeot has done the same for some time and the lower wheel position is said to be less tiring for your arms, but people do not like change. I don’t mind it. Oh, and if anything goes awry there are eight airbags and a very well-tuned safety system that doesn’t interfere with your driving - trust Toyota to get stuff like this right, thankfully Toyota’s standard five-year/unlimited kilometre warranty covers the bZ4X Touring, of course, but the high-voltage battery is covered for eight years/160,000km, and two years of extra motor warranty can be added by servicing annually with Toyota dealers. Servicing is capped at $190 for the first five years with intervals every 12 months or 15,000km.

EVs have come a long way in a short time. Many electric cars have price parity with petrol cars, and now electric utes can go stride for stride with diesel workhorses… at least in some areas. MG’s new U9 electric ute is easily the most capable zero-emissions dual-cab on the market, and even goes toe-to-toe with some of Australia’s favourite machines. On paper it has the razzle to get your attention and on the showroom floor it has the dazzle to get you to sign on the dotted line. There is only one variant to choose from, priced at $78,990 (before-on road costs), which is about the same as the new electric Toyota HiLux BEV. The U9 EV sits on a rugged ladder-frame chassis, which is the same type of underpinnings used by the Ford Ranger, Toyota HiLux and more. A max towing capacity of 3500kg is something no other electric ute can do and showcases its diesel-matching capability. The HiLux BEV can only muster 2000kg, and even the standard plug-in hybrid BYD Shark 6 can only pull up to 2500kg. Payload is underwhelming at just 685kg, which means there isn’t much load-lugging capacity if you have a full complement of passengers on board. At its heart is an enormous 102kWh Lithium-Ferro-Phosphate (LFP) battery that delivers a driving range of up to 430km, according to the benchmark WLTP test cycle. It can absorb up to 115kW via a DC connector, which isn’t express and will take 42 minutes to fill the battery from 20 to 80 per cent. It can suck up a max 11kW of AC juice, which will take about 12 hours to fully recharge. Four-wheel-drive grip comes from two electric motors that pump out a combined 325kW and 700Nm. This is good enough to propel it from 0-100km/h in 5.8 seconds, which puts it in Ranger Raptor territory. There are no diff locks, high and low gears and it can only wade up to just 550mm. It does have good ground clearance at 230mm, which can be increased via plush air suspension. Approach and departure angles are 29- and 25-degrees, which is ok. MG claims the U9 EV is a lifestyle vehicle, which is code for a vehicle that won’t tackle the harshest off-road tracks but feels more at home around town and on light adventure duties on weekends. So it fits the brief. On the road it is a capable performer, with a groundswell of torque delivering urgent shove when called upon. The U9 EV has ditched the leaf springs found in conventional load luggers for a more sophisticated multilink set-up that helps it feel more SUV like on the road. Steering is well weighted and direct, again it feels more like an SUV to steer than a ute. One thing the U9 EV can’t hide is its bulk. It feels enormous on the road, more so than even super-sized American utes. There is good seat and steering wheel adjustment to help you find a comfy driving position. Vision is compromised out the front, with it hard to see over the giant square bonnet. It made traversing bumpy ground and short descents difficult. Luckily it has an array of sensors and cameras to help you navigate tight spots and rough terrain. It barely cracked a sweat doing a short tow test with a light caravan weighing under a tonne. As with many Chinese electric cars, safety tech is overbearing with plenty of beeps and bongs. It isn’t the worst I’ve experienced but still not ideal. The U9 EV is plenty practical, with several 220-volt powerpoints in the tray to help you charge your tools, power appliances and campsite. A front cargo space (or frunk) under the bonnet holds up to 236L, which means ute owners finally have a spot to put their shopping that won’t scramble the eggs on the way home. And a full-size spare is standard. Step inside and the cabin is not too shabby, either. The first thing you notice is there are actually buttons and dials on the dashboard and steering wheel, giving you tactile control over climate, multimedia and driving assist functions, which is a welcome break from the minimalist interior craze of the past few years. Passengers are greeted by leather-wrapped seats up front that are power adjustable, heated, with the driver’s seat ventilated and offering a massage function. The steering wheel is heated and the rear seats are covered in synthetic leather. There's a 12.3-inch touchscreen and a driver display of the same size. Apple CarPlay, Android Auto, sat-nav and an eight-speaker JBL stereo are all standard. There is LED lighting front and back, 64-colour ambient lighting inside, dual-zone air conditioning, wireless device charger, two USB-A and USB-C charging ports and over-the-air update capabilities. The U9 EV is a commercial vehicle so isn’t eligible for MG’s conditional 10-year warranty. Instead it can bump its standard five-year guarantee up to seven years/160,000km if serviced with an MG dealer every scheduled workshop visit. A service is due every 24 months/30,000km and the price for 10 years of logbook services is $2755. Safety is comprehensive with all the boxes ticked, including: Auto emergency braking Adaptive cruise control Lane keep assist Lane departure warning Blind spot warning Rear cross-traffic alert Rear collision warning Door opening warning Driver monitoring system 7 airbags 360 degree camera Front and rear parking sensors

Part of being a Polestar 3 owner is knowing that almost everyone you’ll meet will ask you what a Polestar 3 is. But the other part is knowing you have what I think is one of the most exceptional electric SUVs on the planet. Print this out on a piece of paper and hand it to people who ask: The Polestar 3 is the largest SUV in Polestar's line-up It’s called the 3 because it’s the third car from Polestar It takes close to 20 minutes to charge It has a bit more than 600km of range Goodbye now Stuff you don’t have to tell them is that this one, the one we’ve tested, is the cheapest Polestar 3 at $116,700, before on-road costs, and that’s because it’s the kind with just one motor (at the rear for rear-wheel drive) and the smaller battery at 92kWh. Still, that battery in this updated Polestar 3 is bigger than the 82kWh battery in the previous version and that price is less than you would have paid for this SUV last year ($118,420, BOC). This updated Polestar 3 brings some substantial changes and if you’re thinking about buying one your timing is good. Not only has the battery size gone up and the price down, the electric architecture has increased from 400V to 800V, which now allows it to charge at a super-fast 310kW for the Rear motor. Even higher spec Polestar 3s can charge at 350kW now. There aren’t a great deal of 350kW chargers around yet but the Polestar 3 is future-proofed against being outdated by new tech quickly. We only had the Polestar 3 Rear motor variant for a week and despite daily driving with plenty of urban roads and motorways the 604km range (WLPT) was way more than we needed and we handed the SUV back with 350km of range and 68 per cent charge left in the battery. That equates to an energy efficiency of 15.4kW/h/100km. I’ve become used to seeing 20kWh/100km for large SUVs, so this is outstanding. Polestar says you should see between 17.6-21.6kWh/100km, so we did well. The Rear motor variant might be the most affordable Polestar 3 but it has more range than the priciest Performance grade (593km) and a smidge less than the all-wheel drive Dual Motor (635km). This entry-grade Polestar 3 is good value considering it’s a prestige car and a rival to the closely related Volvo EX90 and Mercedes-Benz EQE.  The standout standard features include: 20-inch wheels Active LED headlights Power tailgate Panoramic glass roof Three-zone climate control 14.5-inch display (with Android Automotive operating system) Google connected services Apple CarPlay and Android Auto New-gen NVIDIA computer processor Head-up display 10-speaker audio Wireless charging Nappa leather trim (animal welfare secured) You’d be wise to also check out the Zeekr 7X because it's made by the same Chinese company that owns Polestar - Geely. Yes, Polestar is branded as a Swedish company and while its cars are designed in Sweden, many of Polestar's cars are made in China. However, the Australian-spec Polestar 3 is now sourced from the USA.  Geely owns Polestar, Volvo and Zeekr. The brands share the same tech, but with different designs although I think Polestars and Volvos look the most similar. You can see that especially in the front and rear lighting designs and also in the minimalist interior styling. Polestars are more avant garde than Volvos and nothing proves this more than the Polestar 3 which is this brand’s version of Volvo's tall, boxy and conservative looking EX90 SUV. There are elements to the Polestar 3’s design that make me go “ooohh” and other bits which make me go “huh?”. Things that make me go huh? The integrated spoiler on the bonnet is the biggest one, but so is the side profile and the rear quarter panel treatment. I don’t find it appealing and I think the sloping roofline reduces practicality and the boot’s cargo capacity. But there are lots of “ooohs” as well. I do love how futuristic and prestigious the Polestar looks and there’s also a beefy toughness to the exterior with the muscular rear haunches and the wide body look. That image here of the boot open from the rear shows off how wide this beast is.  That width isn’t an illusion - the Polestar 3 is 1968mm across and that’s not including the wing mirrors which when added bring the total to 2120mm. That's like Bentley-Bentayga SUV wide and the 2985mm wheelbase is also long and limo-like.  And that does equate to a roomy cabin, with enormous amounts of legroom and headroom in the second row even for me at 189cm tall. Boot space behind the second row is 575 litres which is about 100 litres less than the boxier EX90, but there is a 24-litre front boot, too. I love the interior. Not only is it practical with an excellent use of space for storage but the cabin is sumptuous, comfortable and modern. The quality feel is better than so many higher priced rivals. That comfort extends into the serene and effortless driving experience.  Yes, the 0-100km/h in 6.5 seconds acceleration time of the Rear motor variant we tested isn’t as brutally quick as the Dual motor’s 4.7sec or the Performance’s 3.9, but it’s definitely not slow. That long wheelbase means ride comfort is lovely, and dynamically the Polestar 3 feels stable and planted thanks most likely to not being a tall top heavy traditionally shaped SUV and more station wagon with a bit of extra ground clearance. The Polestar 3 really benefits from its Volvo connection when it comes to safety, scoring the maximum five-star ANCAP rating in 2025 with 94 percent for child occupant protection and 90 per cent for adult occupant protection.  There’s AEB (the forwards, rear and junction kind), lane keeping assistance and blind spot warning with steering assistance.   There are also nine airbags, five exterior cameras, one radar and 12 ultrasonic sensors. The Polestar 3 is covered by a five-year, unlimited kilometre warranty, while the battery has an eight-year/160,000km warranty. That isn’t outstanding compared to mainstream brands. The good news is servicing for the first five years or 100,000km is complimentary with five years' roadside assistance also free of charge.