SUV Reviews

BYD is on a roll with unprecedented growth and a knack for innovation consumers didn’t know they wanted.But how does its least-expensive small SUV EV, the new Atto 2, stack up?Offered in two grades from $31,990 (all are before on-road costs) for the Dynamic and $35,990 for the Premium as tested here, the Kia Seltos-sized Atto 2 screams its value proposition from the rooftops, given the low pricing, high specification and family-friendly proportions.However, the BYD delivers less power at 130kW, a smaller battery at 51.3kWh and a lower battery range of up to 345km (all figures quoted are WLTP) than its immediate competition.For instance, Chery’s Jaecoo J5 EV with 150kW and 58.9kWh battery starts from where the Atto 2 leaves off at $35,990, but boasts a 402km range, while its 150kW E5 (previously Omoda) Urban cousin with a 61kWh battery and 430km range is just $1000 extra.Still, none can touch the Dynamic’s $32K starting price. And that’s no Les Mis spec either, with keyless entry/start (driver’s side only though), rear camera and parking sensors, climate control air-con, rain-sensing wipers, 10.1-inch touchscreen, wireless Apple CarPlay/Android Auto and digital radio. But cloth would be nice rather than the standard vinyl trim.There’s also a decent wedge of Advanced Driver Assist Systems (ADAS) tech, including Autonomous Emergency Braking (AEB), lane-keep assist, blind-spot monitoring, rear cross-traffic alert and adaptive cruise control.Paying $4.0K for the Premium’s 360-degree camera set-up, 12.8-inch rotating touchscreen, heated/vented front seats with powered adjustability for the driver, an audio upgrade, glass roof (thankfully with sunshade) and roof rails are nice rather than must-haves.It also scores a trusted tyre brand (Kuhmo) in lieu of mysterious Westlake items. Speaking of which, neither offer a spare wheel. That’s unacceptable in Australia.Which is a pity because it is clear BYD’s engineers created a compact SUV that is stupendously user-friendly, starting with its effortless ease of entry/egress afforded by big doors and a high roofline.After taking in the airy and attractive cabin presentation, you’ll also likely be impressed by the various and very-welcome switches on what is an invitingly clean and high-quality dash.The layout is still heavily screen-based, but at least most of the oft-used functions have hard buttons to press. They’re neatly arranged and natural to learn, meaning the Atto 2 sidesteps the alien feel of most other software-based interiors from China. And when using the electronic displays, they’re slick, responsive and logical.Indeed, most of the touchpoints look and feel good, from the big cupholders and inclined phone charger pad in the driver’s eye line, to the simple column shifter and equally delightful detailing that’s prevalent in a lot of the complementing textures deployed throughout.BYD has also looked after the big stuff, starting with a commanding driving position that helps with good all-around vision, ample (electronic) instrumentation, strong ventilation, a large glove box and all the storage you’re ever likely to ask for.Reflecting its role as a family car (or ride share staple), the lofty rear seat is equally complete in execution, with unimpeded access, stacks of space even for taller adults, a pleasantly-angled fixed backrest and sufficient (outboard) cushion support.If you’re into box ticking, this BYD’s got you covered out back, with a folding centre armrest containing cupholders, USB A and C ports, a (single) rear vent, map pockets with segmented device storage, overhead lights and grab handles. Clearly, the Atto 2’s been designed from the inside out.Further behind is a practical, sensible boot area that’s a cinch to load and unload, with the somewhat high-set floor at least hiding extra storage underneath for cables and such. Capacity is rated at 380 litres, or 1320L with the 60/40 backrests folded down.Push the start button and select Drive, and the BYD continues to stand out amongst its Chinese compatriots by being a surprisingly decent drive.Depending on which mode you’re in, performance ranges from adequate to energetic, with the front wheels chirping in 'Sport' mode if you’re in enough of a hurry. BYD says 0-100km/h takes 7.9 seconds.Power delivery is smooth, quiet and assured, as you’d expect from an EV, with our Premium’s Kuhmo rubber keeping things under control in heavy rain conditions when tested. Speaking of which, our trip computer showed we averaged around 16.3kWh/100km during our time with the BYD, which seems about average.The Atto 2’s steering is also set up to feel light for low-speed parking ease, yet precise enough when the turns become tighter, displaying notable levels of roadholding grip. Feedback from the wheel is a bit too muted for enthusiasts to get excited about, and there is some rattle from the rack through bumpy bits, but the suspension (struts up front and a torsion beam out back) does a good job isolating its occupants from the rough stuff. So far, so good.But push on harder, say through a faster corner, and over a rougher patch of bitumen, and the soft suspension starts to feel wallowy, with a disappointing heaving motion that discourages any sort of sporty driving.Meanwhile, the ADAS will keep trying to apply steering correction. The little stabs of pull become incredibly tiresome, with the steering feeling sticky and artificial, instead of smooth and fluid, on a straight road at speed as a result. A driver should not have to turn off the safety functions to avoid fighting off tiring, distracting electronic interference.Great around the suburbs, the Atto 2 thus is flawed as a highway cruiser. The solution is an Aussie road tune. A back-to-back drive in the far-more-sophisticated Kia EV3 will reveal what’s possible.That said, the BYD is 33 per cent cheaper and that will be more than enough for most EV buyers to put up with any dynamic inadequacies.

China’s GAC burst onto the scene in Australia earlier this year as one of the latest in a sea of new brands.It already offers a number of models locally and on test here is the GAC Aion V. Lining up as the brand's volume seller, it’s a mid-size electric SUV rival to the likes of the BYD Sealion 7, top-selling Tesla Model Y and Zeekr 7X among others.Two variants are offered locally, Premium and Luxury. The latter is the focus of this review and it’s priced from an incredibly competitive $44,590, before on-road costs. This undercuts all the aforementioned electric SUVs and is priced closer to the Geely EX5 and Leapmotor C10.For this affordable price you get a bucketload of standard equipment. Highlights include 19-inch alloy wheels, LED headlights, an 8.8-inch digital instrument cluster, 14.6-inch touchscreen multimedia system, wireless Apple CarPlay and Android Auto, a nine-speaker sound system and leather upholstery.There are also niceties including a panoramic glass sunroof, interior ambient lighting, a centre console fridge, a fold-out second-row tray table, a heated steering wheel, plus heated and ventilated front seats with a massage function as well as heated rear seats. That’s a lot for a car under $45K.While a lot of tech works quite well I experienced some issues reliably connecting with wireless Apple CarPlay. It would sometimes connect straight away, whereas other times it would refuse and I’d resort to using Bluetooth instead.In terms of design, the Aion V is largely non-descript on the outside. While it looks futuristic and spaceship-like, many brands have similar design themes and this means it doesn’t stand out from the crowd.The same can be said inside where it’s clear GAC has drawn inspiration from Tesla. You can tell this because there is a big central touchscreen, what appears to be two wireless chargers on the centre console but is actually only one, plus scroll controls on the steering wheel.One of the few differences is there’s thankfully a digital instrument cluster ahead of the driver which is much easier to glance at while driving.Due to the overall minimalist interior design, you need to use the central touchscreen for virtually everything. This includes changing the climate control or drive mode, toggling the heated and cooled seats, as well as altering the side mirror position. It’s a little too dependent.It’s even more annoying on the move because this car incessantly beeps at you when you take your eyes off the road to use the touchscreen. The driver attention monitor is too sensitive and needs a software update to either allow it to be switched off easily or change the sound and volume.I have similar frustrations with the intelligent speed limit assist, which, like the driver attention monitor, has loud chimes and defaults to 'on' status every time you hop back into the car.It’s worth noting the Aion V received a maximum five-star ANCAP safety rating based on testing conducted in 2025.Standard safety highlights include seven airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, front and rear parking sensors and a surround-view camera system.The Aion V is firmly a mid-size SUV and is roughly the same size as a Toyota RAV4. Riding on a dedicated electric architecture there’s plenty of space in the first- and second-row, plus a generous amount of boot space.Surprisingly you can opt for a space-saver spare wheel as a no-cost option which is great peace-of-mind for road trips out of town.Power comes from a single, front-mounted electric motor that produces 150kW and 210Nm. While these numbers may not seem earthshattering, they get this family SUV moving along at a decent pace.Unlike many EVs, especially from new Chinese carmakers, I appreciate the fact GAC hasn’t given the Aion V a ridiculous amount of power. A family hauler like this doesn’t need to be a performance car.The electric motor is fed by a 75.3kWh Lithium Iron Phosphate (LFP) battery which allows for a WLTP-claimed range of 510km.Claimed energy consumption is 16.7kWh/100km, according to WLTP testing, and during my 445km of urban and rural testing I achieved an average of 16.1kWh/100km, according to the trip computer, which is better than the claim.The Aion V is particularly efficient in and around the city where it can leverage its regenerative braking as much as possible, whereas out on the open road and in colder weather the energy consumption can skyrocket towards 25kWh/100km and above.DC fast-charging is available at rates up to 180kW, allowing a 10 to 80 per cent charge in 24 minutes, whereas AC charging is up to 11kW, allowing a 0 to 100 per cent charge in 8.5 hours. These aren’t revolutionary figures but are good for the price point.What surprises me most about the Aion V is that while it has the appealing price tag and heaps of standard kit, it isn’t a dog’s breakfast to drive, like some tech-heavy Chinese electric SUVs.This car has solid handling characteristics, even when you get out in the twisties. It’s helped primarily by the well-weighted steering that feels like it’s connected to something.You can tell the suspension is tuned more towards comfort than racy dynamic response but it doesn’t float and mope about like many of its similarly-priced rivals. The bigger bumps are soaked up with ease and it doesn’t take multiple movements to settle.Aion V owners are covered by an eight-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered for eight years or 200,000km, whichever comes first.GAC is still scaling its dealer network in Australia and is currently targeting urban areas. It hasn’t detailed logbook servicing intervals or pricing for any of its models yet.

If there’s one thing you can’t complain about in 2026 it’s a lack of affordable electric vehicles. There are now plenty of zero-emissions options and they’re not the kind of short-range hatchbacks you might be imagining either.Cars like the Leapmotor B10 we’re testing here are cleverly-sized small SUVs with all the ingredients to set them up for success (and to keep away those ever-higher fuel bills).There are also options in this class and at this price-point from BYD, Chery and Jaecoo. But what sets this Leapmotor apart? Let’s take a look.For this review we’ve got a top-spec Leapmotor B10 Design. To get into one of these, you’re looking at a before on-roads cost of $40,888, which puts it in a similar league to the BYD Atto 3, Chery E5, Jaecoo J5 and MG S5.All of these rivals land in a very close price radius, with most of them being more affordable than our top-spec Leapmotor, but one key difference is its significant driving range.At a WLTP-certified 434km from its 67.1kWh battery pack, it should out-drive the Chery E5 (430km), Atto 3 (345km), and Jaecoo J5 (402km) to the same measure, and you’ll have to spend several thousand dollars more to get into the longer range versions of the Atto 3 or MG S5, at which point you may as well buy a Geely EX5 or GAC Aion V which have more range and are in a full size-category up.So, in some ways, the B10 Design is the ideal blend of spec, price and driving range in this entry-level part of the market.Like all Chinese cars, this Leapmotor small SUV is value-packed with highlights of its spec including generous synthetic leather interior trim, heated and ventilated seats, a 12-speaker audio system, panoramic sunroof (with powered shade, no less!), a 14.6-inch central multimedia touchscreen with wireless Apple CarPlay and Android Auto.Most importantly (aside from the aforementioned driving range) the brand has responded to negative feedback on the safety suite of its larger C10 SUV by adding a custom settings shortcut to the steering wheel of the B10, allowing you to pre-set a driving profile and activate it with the double-tap of a button.It’s also very much right-sized for city slickers. It’s a small SUV which is narrow enough to dart down laneways and easily fit in parking lots, with a big enough interior space for a growing family. At 182cm tall, I fit comfortably in all five seating positions.Drawbacks? There’s no key? More accurately, the brand expects you to use your phone as the key, with the only back-up being a credit card thing.You tap it on the mirror to unlock, and have to place it on the wireless phone charger to start the car. It’s weird and annoying and makes me wonder what would be so hard about having an actual remote with buttons.On the topic of buttons, the B10 hardly has any on the inside for controlling key functions. Almost everything has to be done through the central screen which is inconvenient at best and dangerous while you're trying to drive at worst.In addition, the strange flip-down cupholders are useless for holding anything which isn’t the right-sized bottle. So, get used to putting things in the armrest box or listening to them slide around in the tray below.For a car so focused on software, what’s on offer here is only just fine. It’s better than some of its rivals in that the menus and shortcuts are at least logically located, but it’s never fun scrolling through menus to find a setting which should have been a button in the first place.And the Leapmotor B10 drives surprisingly well. Like other cars in this class it’s got soft and spongy suspension, which makes it very comfortable but means it lacks body control in the corners. It’s not as overtly soft as the GAC Aion UT I drove recently, so there’s at least something to be said for it in the handling department. Doubly so, since the B10 is rear-wheel drive - an oddity in this small SUV segment.The steering is heavily electrically assisted and very light as a result, although it maintains a bit of feel to the front wheels.I’m sorry to report its rear-driven nature doesn’t exactly make it feel like a sports car. Cleverly-tuned traction systems make sure the 160kW/240Nm is strong but not wild enough to overwhelm the LingLong factory tyres.Sporty machine, this is not, but I walked away relatively impressed with how quiet, comfortable, and smooth it is. With the car set to my custom safety settings, it has no dealbreakers from behind the wheel.I drove mine in mainly commuter scenarios and beat the official energy consumption handily. My car was reporting an amazing 12.7kWh/100km in my travels. When I subtract the distance I travelled from the remaining range it landed at about 480km which is a lot more than the WLTP 434km official figure.Confusing things further, the trip computer has two methods for calculating range, static or dynamic, and both were way off. The static one reported the less accurate NEDC range pro-rata, and the dynamic computer consistently and drastically underestimated the remaining range. Very strange.This longer-range version of the B10 can charge at a maximum speed of 168kW on a fast DC charger which is plenty. Officially the charge time is around half an hour, and on a 75kW unit, mine charged from 10-90 per cent in around 40 minutes.

Initially a 1.6-litre four-cylinder plug-in hybrid, Peugeot's 408 is now a 1.2-litre, three-cylinder mild 'plug-less' hybrid with $10K slashed off its price tag and fuel economy to frighten the mainstream medium SUV players it now competes with. We spent a week behind the wheel to see if the new package gives this niche player more market bite.

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.