SUV Reviews

Back in 2022 Kia launched its first standalone battery electric car, the EV6. It was a hit among punters and reviewers, thanks to sporty dynamics and a unique design. Four years later, a lot has changed in Australia’s EV sector. Is the Kia EV6 still relevant? Or have newer EVs stolen its thunder?

As the great philosopher, Kermit the Frog, famously said: "It’s not easy being green."It is getting easier being a ‘green’ car company in Australia, as more and more motorists make the switch to electrification. And for Skoda, the Czech brand with the green logo, this is the perfect time to start leveraging its broad array of mild-hybrids, battery electric vehicles and, perhaps most timely of all, plug-in hybrids (PHEV).That’s what we’re reviewing here, the Skoda Kodiaq PHEV, which joins the local line-up at just the right moment. PHEVs are all the rage at the moment, with China leading the charge (pardon the pun), but with the European brands quickly catching up.PHEV sales are up ‘only’ 62.5 per cent in the first two months of 2026, which is noticeably down on 2025’s massive 130 per cent sales boom. It’s still a growing segment, coming off a low base, but it is clear that Australians are embracing PHEVs more than ever before.Only a few years ago many brands dismissed the technology as only a ‘bridge’ towards fully electric vehicles and therefore of limited appeal. But as some Australians remain reluctant to go ‘all-electric’ in a hurry, Skoda anticipates that PHEV will actually be a “long bridge” that could span a decade or more in this country.So with that in mind, is the Kodiaq PHEV the right car at the right time? Or another case of so close, yet so far for a brand that continues to find itself as a niche offering despite closing in on two decades in Australia.The on-paper specifications look promising. The Kodiaq PHEV system combines a 110kW turbocharged petrol engine with an 85kW electric motor (integrated into the transmission) to produce a combined output of 150kW, paired to a 25.7kWh lithium-ion battery. That battery provides enough energy for up to 110km of electric-only driving, according to Skoda, while helping it achieve a claimed fuel economy figure of 1.9L/100km.And it does all this in a large SUV capable of fitting a family of five in comfort. That's right, while the petrol Kodiaqs are all seven-seaters, the PHEV is a five-seat-only proposition. So if you need a third seating row, best look elsewhere.What typically sets Skoda apart from its rivals is its thoughtful design, with the so-called ‘simply clever’ touches, like the pop-out door edge protectors, cleaner for the touchscreen and rubbish bins in the door pockets.While these sorts of things may seem like small, inconsequential elements, they are often very helpful in the day-to-day life of driving a family vehicle. For example, there is an extra storage compartment in the rear, which gives your kids or friends a place to stow their bottles and other small items.From a technology and presentation perspective the Kodiaq does a nice job fitting into a space above the mainstream. There’s a 10-inch digital instrument display and a 13-inch multimedia screen and a pair of wireless smartphone charging pads.Also of note, despite most of the multimedia system being run via the touchscreen, Skoda utilises its ‘smart dials’ for easier, on-the-move, functionality for the air-conditioning and driving modes. For those unfamiliar, these ‘smart dials’ can perform multiple functions as they can change through different menus with a press and then you rotate them to adjust. As an example, you can switch between fan speed and drive modes by pressing the centre of the three dials.So, how does this smart new powertrain and clever interior stack up on the road? Well, there’s good news and some not-so-good news for Skoda.On the plus side, the Kodiaq drives with the sort of direct and responsive nature we expect from Volkswagen Group vehicles. They have a firmness to the ride that translates to a more dynamic and engaging driving experience compared to your average, mainstream large SUV. It’s certainly a cut above what you get from some Chinese-built PHEV rivals.The powertrain did a good job of seamlessly switching between the various options it has. Over more than 150km of driving, mostly on open roads to the south of Sydney, we saw a return of 3.8L/100km on the Kodiaq’s own trip computer. Obviously that’s a lot more than the official claim, but with more urban, stop-start driving, getting closer to, or even below, 3.0L/100km seems achievable, and would be a good result for an SUV of this size.As for the negatives, unfortunately for those who have driven previous generation Skodas (or Volkswagens) this new Kodiaq just doesn’t feel as solid and as refined as before. Most notable is the door rattles, particularly noticeable on bumpy back roads. It’s very uncharacteristic for Skoda, but it’s the same experience we had when we test drove the Volkswagen Tayron (the Kodiaq’s German twin) and it suggests there has been some sort of change behind-the-scenes that has impacted the build quality the brands were once renowned for.It’s especially disappointing when you consider the price, $63,490 plus on-road costs or a current drive-away deal of $68,990, which means it’s not a cheap car and should have a semi-premium feel to it.Still, that’s a competitive price amongst its direct rivals, the Mazda CX-80 PHEV starts at $75,750 (plus on-roads) and the Kia Sorento PHEV range kicks off at $71,130 (plus on-roads). But with the new BYD Sealion 8 arriving with a seven-seat option from $56,990 (plus on-roads) and the Chery Tiggo 8 starts at just $45,990 drive-away, it won’t be easy for Skoda to cash in on the PHEV fandom.

In month two of ‘owning’ a 2026 Zeekr 7X RWD, it has proven to be very easy to live with, which is something you can’t say about a lot of new cars these days (hello, annoying safety alerts).I introduced the all-electric mid-size SUV last month in part one of this three-part long-term review, covering its pricing, features (including safety), powertrain, efficiency, warranty and servicing.But in this second instalment, I will be deep-diving the 7X’s design inside and out, as well as its all-important practicality.Without further ado, let’s get to it!From certain angles, you could mistake the Zeekr 7X for any number of Chinese electric SUVs.That said, its signature design element is arguably the ‘eyebrow’ that connects its LED headlights together and wraps around the front wheelarches.This black panel is more apparent if your exterior paint isn’t also black, but it helps to break up the otherwise grille-less, concave wall of body colour.A full-width daytime running light (DRL) bisects the eyebrow, providing even more visual punch.Look a little closer and you’ll notice the 7X has a clamshell bonnet, which is seldom seen.Its haunches are muscular, a theme that carries over to the side, which has mostly smooth door panels with the obligatory pop-out door handles.For the RWD, the latter automatically opens the doors slightly when a hand is placed on them, significantly reducing the effort to open them fully.The windows are frameless, adding to the luxury feel, while the arms of the side mirrors are unusually separated and stacked to accommodate some cameras and sensors for the safety systems.Underneath the RWD’s well-defined wheelarches are a nice-looking multi-spoke set of 19-inch alloy wheels.The roofline avoids the headroom-reducing ‘coupe’ trend and remains relatively boxy, although its C-pillars spruce things up with floating elements.At the rear, the 7X is at its most anonymous with its full-width LED tail-lights and large, black bumper insert, although the former sits just below a ducktail spoiler of sorts, which is borne of the rear wheelarches and contributes to the concave theme that carries over there.Inside, the 7X RWD makes a very strong first impression.Instantly, you’ll find yourself searching for the spec sheet to double check its sub-$60K price, such is the high level of its perceived quality.This genuine sense of luxury carries all the way through the cabin, with soft-touch materials used on seemingly every surface.Covering the seats, armrests and door inserts, the RWD’s artificial leather upholstery is so supple that I initially thought I’d accidentally picked up the keys for the flagship Performance, which has high-end Nappa coverings.A textured vinyl is the secondary material, which is applied to the dashboard, centre console and door inserts.The door shoulders and cards are even stitched to make things that little bit fancy.Rubberised bottoms and felted sides elevate the door bins, while layered LED ambient lighting links the dashboard with all four doors, creating a wraparound effect.The general interior design is otherwise full of straight lines and features plenty of layers, resulting in a structured feel.And then there’s the technology, with a 13.0-inch digital instrument cluster ahead of the driver, providing all the key information they need, but without the level of customisation that some may want.Located to the left, the 16.0-inch touchscreen draws eyes with its ‘floating’ style and relatively thin bezels.However, the large display misses the mark with its positioning, as in most driving positions the left side of the steering wheel conceals the far end of its right side, which is where a number of shortcut buttons are displayed, whether you’re using the default multimedia system or wirelessly smartphone mirroring. Whoops.The multimedia system itself is easy enough to use once you’re familiar with it.Specifically, you will find yourself having to learn Zeekr’s names for some common functions, but once you are there you can confidently find what you need.It is great to see Zeekr include a row of physical controls below, but it is a shame that none of them are for operating the dual-zone climate system.Granted the touchscreen’s controls are omnipresent in its bottom row, but nothing beats the ease of something physical, which is a big reason why the increasingly rare steering wheel buttons here work so well.Another climate-related annoyance is the fact that the direction of the front air vents can only be controlled via the touchscreen.There are a multitude of options, but it would be nice to physically move the air to just the right spot – like the good, old days!I would also like it if the indicator stalk clicked into place when in use, as that physical feedback is currently missed.Visibility is also compromised via the wedge-shaped side mirrors and letterbox-shaped rear window, which is further compromised by the protruding second-row headrests.And then there is the square-shaped key fob, which inexplicably lacks an attached point for a key ring or the like, making it easier to lose than it should be.Other than that, the 7X’s interior is a practicality masterclass for a mid-size SUV.Up front, the seats are extremely comfortable. Perhaps Zeekr tapped into some of the expertise of its sister brand, Volvo.Amenities wise, the door bins accommodate up to three regular bottles, while there are two cupholders in the centre console, complete with a sliding lid.Behind them is a very deep central storage bin, which has a lid that opens from either the driver or passenger side.In front are two wireless smartphone chargers, which complete the bridge design, with a large, open storage tray located below, alongside two USB-C ports.The wide but shallow glovebox can only be opened via the touchscreen, which is becoming a bit of a trend these days.There is no overhead sunglasses holder in an otherwise faultless first row.In the second row things are arguably even more impressive, with a ridiculous amount of legroom available behind my 182cm driving position.Headroom is also generous, at more than two inches with the panoramic sunroof’s sunblind in place.Three adults can sit abreast in relative comfort, too, with the almost flat floor affording them plenty of foot space, while the availability of power reclining is a rare win alongside the B-pillar air vents that deliver vastly better upper-body ventilation.Three top-tether and two ISOFIX anchorage points are on hand for fitting child seats, a task that is made easier with the rear doors, which open up to a handy 90 degrees.When it comes to amenities, there are map pockets affixed to the front seat backrests, while the rear of the centre console features a small, pop-out cubby.The door bins can accommodate two regular bottles at a pinch, while the fold-down armrest features two cupholders and USB-A and -C ports.Behind the power tailgate is a generous 539L boot, which can expand to a cavernous 1978L by stowing the 60/40 split-fold rear bench, an action that can be done from behind with the available pull tabs.Either way, the boot floor is flat, with the lack of a load lip making loading bulkier items that little bit easier.Underfloor storage is also present and accounted for, with the front section featuring a deeper bin that happily swallows up EV charging cables, while the rear area is shallower but still useful.Loose loads can also be secured with either the four tie-down points or two bag hooks, while a 12V power outlet is on hand for a vacuum to clean up any messes.And there’s even more storage space in the 7X RWD’s 62L frunk, which can be accessed via the touchscreen inside.There is no additional latch to open, while gas struts mean the bonnet holds itself up. Nice.In my second month with the 7X RWD, my average energy consumption was a slightly higher 15.9kWh/100km, which equates to a real-world driving range of 447km.That is just 33km shy of its WLTP claim, which is seriously impressive considering my 932km of driving for the month included a long, relatively inefficient highway drive from Melbourne to Phillip Island.And with that we’ve reached the end of this second instalment of my long-term review of the 7X RWD.The third and final part will see me deliver my long-awaited driving impressions in full, as well as my overall verdict.See you then!Acquired: January 21, 2025Distance travelled this month: 932kmOdometer: 4760kmAverage energy consumption this month: 15.9kWh/100km

Chinese electric cars are too cheap, they are heavily subsidised by the Chinese government and no other carmaker, particularly those from Europe, can ever get close on price.Right? Well, maybe not.Skoda has emerged as an unlikely challenger to the Chinese electric brands, with the new Elroq Select 60 not only rivalling the best from China on technology but also beating them on price. It almost sounds too good to be true, but it might be the best-value, electric, mid-size SUV available on the market as I type this.Think I’m being hyperbolic? Well, consider this. The new Elroq Select 60 is priced from $49,990 drive-away. For comparison, the much smaller Hyundai Kona is priced from $54,000 (plus on-road costs) and the similar-sized, Chinese-built, Hyundai Elexio starts at $59,990 drive-away, so right away the value is obvious. But then, when you compare it to what the Chinese are offering, the deal starts to look even better. Yes, there are cheaper options, such as the $40,990 Geely EX5 and $45,888 Leapmotor C10, but neither can match the Elroq in terms of quality, both in terms of design and driving dynamics.In terms of pure popularity, the BYD Sealion 7 is one of the most popular electric SUVs on the market, behind the Chinese-made Tesla Model Y. Both of those models cost more, significantly so, with the BYD starting from $54,990 and the Model Y from $58,900 - both of those prices exclude on-road costs.When you compare the Elroq to other electric mid-size SUVs, the value equation looks even better, the Toyota bZ4X starts at $55,990, the Subaru Solterra is priced from $63,990 and notable Zeekr 7X starts from $57,900.What makes the Elroq Select 60 even more impressive is, while it has less equipment than the other variants in the range, it still comes well-specced for the price. Standard equipment includes 19-inch alloy wheels, LED headlights and tail-lights, keyless entry and start, a 13-inch infotainment screen, a 5.0-inch digital instrument display, dual-zone climate control and heated front seats. Yes, there are cloth seats, instead of leather, and the trims used in the cabin are less premium than more expensive alternatives, but the overall level of fit and finish in the cabin leaves a positive impression.Further to that are the ‘simply clever’ features that are a Skoda trademark, like an umbrella housed in the driver’s door and the mobile phone pockets on the back seats, which add to the positive impression of the cabin and the feeling of value.Skoda has also included an array of passive and active safety features, including adaptive cruise control, lane keeping assist, rear cross-traffic alert, turn assist and a rear-view camera as well as Volkswagen Group’s mild autonomous ‘Traffic Assist’ functionality.While it’s a generous amount of safety, it could do with some fine-tuning for the real world. In particular the active lane keeping assistance, which asks you regularly to take control of the steering wheel on the freeway, even when you have your hands firmly placed on it. It needs a significant amount of torque applied, enough for the Elroq to move in the lane, or it will sound an alert and vibrate your steering wheel.The net result of this system is you need to noticeably veer in your lane on the freeway every minute or so, which is not particularly safe and would likely get you pulled over by the police if they were following you. Skoda isn’t the only brand with such a system, but it’s yet another example of modern active safety needing improvement in real-world conditions rather than being rushed into cars to meet on-paper safety requirements.In terms of powertrain specifications, the Elroq Select 60 gets a unique powertrain compared to the rest of the range, which currently includes the 85 Select and 130 Years Edition; the latter of which will be replaced later this year by the new Elroq Sportline.Unlike the 210kW/545Nm powertrain in those models, this cheaper option gets a single, rear-mounted electric motor good for 150kW and 310Nm. It also has a smaller battery, 63kWh instead of 82kWh, which provides a driving range of 395km. Skoda also claims a ‘city range’ of more than 500km, for those who plan to primarily drive in the urban environment, so while the overall range is a significant drop from the 529km for the 85 Select, the range is still very liveable for most people.Perhaps where the Elroq shines best, and most clearly sits ahead of its Chinese rivals, is its on-road driving dynamics. The rear-mounted motor, and therefore rear-wheel drive layout, means the Elroq feels more like driving a premium sedan than a modern SUV. The steering is responsive and direct, while the suspension manages to find a nice balance between controlling the weight of the car and not jarring the occupants on every bump. The chassis has the firmness you expect from a Volkswagen Group product, which only helps that responsive, dynamic feeling even further.But around town, at lower speeds, it feels quiet and comfortable, so it feels like it would be an easy SUV to live with.

Never in my more than 20 years of writing about cars has a new car confused me so much as the Skoda Enyaq Select 60.It didn’t help that Skoda Australia launched it right alongside the Elroq Select 60, because the two cars share the same platform and much of the same design. The key difference being the Enyaq is slightly longer but, they share an identical wheelbase.Its similar looks and price with the Elroq do mean you have to pay attention to the details. And if you do, and look closely at those details, you become less confused about the Enyaq Select 60 and start to become impressed.That’s because this new addition to the Czech brand’s line-up is very much targeted at the more affordable end of the electric, mid-size SUV market. We’ll get to the specifications in a moment, but the most important figure is the price - $50,990 plus on-road costs. Considering the closely-related Volkswagen ID.4 is priced from $59,990, the Toyota bZ4X starts at $55,990, Subaru’s Solterra starts at $63,990 and even the new Hyundai Elexio is priced from $58,990, Skoda has positioned the new Select 60 variant very, very competitively in the increasingly crowded electric SUV space.However, more importantly, the popular Chinese mid-size EVs, such as the BYD Sealion 7 (from $54,990), Zeekr 7X (from $57,900) and Deepal S07 (from $53,900) are all more expensive too, meaning Skoda has positioned itself as a genuine rival to some of the most popular EVs in the country.And that’s before you factor in the current drive-away price of just $54,990 that Skoda Australia is introducing this new Enyaq with. That should put it on the radar for anyone looking at any sort of mid-size EV at the moment, regardless of brand or where it’s built.Obviously, to achieve this price Skoda has had to make some cuts, but that doesn’t mean the Select 60 is a stripped-out shell. On the contrary it comes with all the important stuff and a bit extra.This includes a 13-inch infotainment screen, a 5.0-inch digital instrument display, tri-zone climate control, keyless entry and start, heated front seats, a heated steering wheel, LED lighting and 19-inch alloy wheels. What’s missing is leather-trimmed seats and other plush elements, but the cloth-trimmed seats look nice and overall the cabin treatment is simple but sophisticated.It also has Skoda’s trademark ‘simply clever’ features, like an umbrella housed in the driver’s door and a small pop-down handle to help close the boot.There’s also plenty of safety equipment, including adaptive cruise control, lane keeping assist, rear cross-traffic alert, turn assist, a rear-view camera and Volkswagen Group’s mild autonomous ‘Traffic Assist’ functionality.In terms of technical specifications, the Select 60 isn’t the same as the more expensive Sportline 85 model. This cheaper variant’s rear-mounted electric motor makes 150kW and has a 410km range from its 63kWh battery.The more expensive Enyaq offers up 210kW and 547km of range thanks to an 82kWh battery, so this is clearly an area where Skoda has been able to save money and pass that onto customers.Unless you jump into the Enyaq Select 60 straight after driving the more potent variant, chances are you’ll be more than happy with the performance its powertrain offers. It’s certainly not a ludicrously fast EV, but it isn’t trying to be and offers up smooth, effortless performance that will make it an ideal SUV for urban duties.However, the somewhat unusual rear-engine layout (which is becoming more common in two-wheel-drive EVs) combined with the experience and knowledge from Skoda and the wider VW Group means the Enyaq is a pleasure to drive on the open road.On winding and flowing country roads, the Enyaq feels stable, responsive and composed, which is not something all of its rivals can claim, particularly those from newer brands to Australia. Even the traditionally firm European ride feels more forgiving and less harsh than many rival models, with Skoda/VW clearly doing a good job of controlling the weight despite the heavy batteries; a challenge for even some of the so-called ‘legacy’ carmakers.Given its design, presentation, performance and, most importantly its price, perhaps the most confusing aspect of the Enyaq Select 60 is why Skoda remains overlooked by so many EV buyers.Yes, there are bigger names in the market (even though Skoda is closing in on its 20th anniversary in Australia) but the brand has clearly been usurped by many newer brands when it comes to EV buyers looking to make their next purchase.

I’ll tell you, if there was a time to be winning CarsGuide’s long-term lottery, now is that time. I don’t know if you’ve been following the news, but the USA appears to have declared war on cheap petrol, or something, which has sent the pump prices soaring across Australia.People are hoarding petrol like its Covid-era toilet paper, and – as I write this – the price for the cheapest E10 fuel is $2.32 per litre. A month ago, it was $1.66. Now is not the time to be running a long-term vehicle with an engine that has any kind of ‘V’ in front of it, and a diesel dual-cab would make you weep, given diesel is even more expensive (and in fact sold out in many places right now).But not I, for my long-term chariot is the humble Leapmotor C10 REEV (in Design trim, currently $47,888, drive-away), which promises to properly sip fuel, given its pocket-sized petrol engine is only used to charge the battery or to provide power to the electric motor, but never to drive the actual wheels.An EV with the backup of a petrol engine should you run out of power. Or that’s the promise, at least. But there is one catch.If you read my first dispatch, you’ll know I treated the C10 REEV's power supply like an afterthought over our first month together, topping it up when I could but not overly stressing when it was running low on power or fuel, and trusting the universe (or Leapmotor’s engineers) to get me to where I was going. My fuel use was predictably higher than you might expect, averaging a pretty ordinary 7.3L/100km of fuel. But this month I tried, really I did, to make amends.I charged the C10 more frequently, either via my home wallbox or using Australia’s surprisingly expensive DC charging infrastructure. And my fuel use… got worse. Over the past 480 kilometres, my fuel use has been 8.9L/100km. Now to be fair, I haven’t been fiddling with the drive modes, though I will this month. I've just been letting the hybrid brain do its thing, but still, that's not great.But I think I have identified the issue. See, the C10 REEV’s 28.4kWh battery is way smaller than the EV version’s 69.9kWh, and so its all-electric driving range is somewhere between 100kms and 150kms. Now that’s pretty good for a plug-in hybrid, but if you do a lot of driving – and I do – you find that the battery can be depleted pretty quickly.And then it gets weirder still. Because this is designed to drive as an EV, when the battery is depleted you find you have almost no power underfoot while the petrol engine does double duties in charging the battery and providing power to the motors. It's a weird, perhaps even dangerous, feeling, when you pull out onto a busy road and not much of anything happens. Once the battery takes on a little charge things do return to normal.If you have a home charger, and plug in with zeal, then a microscopic fuel bill will be your reward. In fact, CarsGuide reader David tells me that he is averaging 4.2L/100km using higher-octane 98RON fuel, and that a careful charging schedule sees him using even less. But if you're a bit like me, then you can expect to see numbers slightly worse than a good hybrid mid-size SUV. Elsewhere, I’m finding the Leapmotor C10 REEV a little hit and miss in places. You’ve heard my rant about the key before (which you have to tap on the wing mirror to unlock, lock and turn off the vehicle), and it’s true that the Leapmotor app is a massive improvement.But I find the proximity lock and unlock function takes a pretty laissez-faire approach to its job, working sometimes, and then simply deciding not to. And the curse that is the key card continues to haunt my life. Even with the app enabled, you still need to place the credit card-style key on the wireless charging pad to actually start the car, which kind of defeats the purpose of using the app in the first place. The air-conditioning can take ages to chill on the hottest of Sydney days, and I find the lack of buttons infuriating. The wireless charge pad is only slightly less powerful than a sun dial (my phone has gone flat while sitting on it), and it also occasionally mistakes my empty baby seat for an actual baby, and honks the horn when I try to walk away. At least I think that’s the reason, though it’s possible it just doesn’t like me.The flipside, though, is its sharp pricing, clever powertrain, ferociously generous equipment list, oodles of space, and pretty agreeable driving dynamics in town. The cabin is impressively quiet, the ride pretty comfortable, and – with the battery charged – the acceleration is plenty perky, too.It's also amazing how quickly we've gotten used to equipment that was, until recently, reserved for only the most expensive cars. My C10 Design is less than $50k on the road, and arrives with heated and ventilated front seats, a heated steering wheel, an air purifier, an integrated dashcam recorder – the list goes on.There are some quirks to iron out, though. It's onto the next month.Acquired: January 2026Distance travelled this month: 480.1kmOdometer: 8974kmAverage fuel consumption this month: 8.9L/100km

Chinese manufacturer Deepal calls its new full-electric large SUV a 'multitruck' but does the E07 offer sufficient load-hauling and towing capabilities to validate such a claim?

Chery is popping out new brands in Australia left, right and centre. While originally part of the model name that marked the Chinese carmaker’s re-entry into the Australian market, Omoda has now been spun off into its own brand under the Omoda Jaecoo umbrella.The 2026 Omoda 9 is the brand’s flagship model and is currently the most expensive Chery model offered locally.It’s only offered in one trim which is priced from $61,990 before on-road costs. This puts it on par with the likes of the BYD Sealion 8, Mitsubishi Outlander PHEV, as well as the related Chery Tiggo 9 Super Hybrid.Notably however, the Omoda 9 only comes with five seats, making it more of a budget alternative to the likes of the Lexus RX and Volkswagen Touareg.Available as a sole range-topping grade, the Omoda 9 is filled to the gills with kit. Highlights include 20-inch alloy wheels, LED headlights, power tailgate, dual 12.3-inch screens, 12-speaker Sony sound system, head-up display, 50W wireless charger and black synthetic leather upholstery.If this isn’t enough there are luxurious features like a built-in fragrance system as part of the climate control, retractable door handles, walk-away locking, plus heated and ventilated front and rear seats. Now that’s flash for a car that’s under $70K.While there is lots of tech, there is no real defining feature that makes this car uniquely an Omoda. The same can be said for the exterior design, which from some angles can be generic and others it borders on tacky.This extends to the cabin where there's a smattering of interior ambient lighting that can strobe along frenetically to your music if you’d like.While it’s nice having some physical switchgear for features like the climate control and drive modes, it’s frustrating having to tell new passengers where the button is to open the door every time they hop in. The gloss black finish of the steering wheel button sections also get smudgy and gross quickly.Under the bonnet there’s a complex plug-in hybrid (PHEV) powertrain with a 1.5-litre turbocharged four-cylinder petrol engine and no less than three electric motors – two on the front axle and one on the rear.Total system output is a massive 395kW, which is arguably too much for a car like this. It allows for a 0-100km/h sprint in 4.9 seconds. Pretty wild for a 2.2-tonne SUV.Making up a fair portion of this heft is a ginormous 34kWh lithium-ion battery pack. Omoda claims this allows it to travel up to 169km on electric power alone, which is around the same as what the original Nissan Leaf EV offered. Adding the 70L fuel tank, it’s claimed this SUV can travel up to 1100km, which is useful on long-distance journeys.I took this car on a long-distance trip to my family’s farm, around 350km north west of Melbourne. I could have made it there and back on a full battery charge and tank of fuel, but I ended up refuelling just as I neared Melbourne as I was testing how the engine charges the battery on the move.My sister, who was a passenger for the journey, enjoyed the comfort and plushness the Omoda 9 provides. However, we both noted how high the front seats are positioned and how pinched the seat bases are.If you’re not a car person and view a car purely as a means of transportation, you’ll likely enjoy the driving characteristics of the Omoda 9. It’s insulated, quiet and disconnected from the road, allowing you to be in your own bubble.However, this also means that the Omoda 9 has little feel from behind the wheel. It has some of the lightest steering I’ve experienced. It feels like I’m driving in a video game rather than real life as there’s virtually no resistance.The same can be said for the ride. While wafty and soft, there is a lack of body control and it can get bouncy in the cabin. You do need to remember how heavy this big SUV is, though.In order to counter this there are adaptive dampers as standard. In ‘Normal’ mode it rounds off speed bumps nicely but it takes the car multiple movements to settle over high-speed undulations, whereas in ‘Sport’ mode it’s a little more controlled, but still not enough.The Omoda 9 received a five-star ANCAP safety rating in 2025. Standard kit includes eight airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, front and rear parking sensors, as well as a surround-view camera.A lot of the safety features work well and stay in the background, only activating when required. The only outlier to this is the driver attention monitor which struggles to detect your eyes when wearing sunglasses. This needs to be turned off using the touchscreen every time you drive the car.Owners are covered by an eight-year, unlimited-kilometre warranty with eight years of roadside assistance. Logbook servicing is required every 12 months or 15,000km and the first eight services totals $3343, which averages out to about $418 per service. Not too bad for a big, plug-in hybrid SUV.

The enduring family workhorse of the small SUV segment, the ageing Suzuki Vitara finally goes hybrid for its second facelift, adopting a mild-hybrid 48V ISG (Integrated Starter-Generator) set-up similar to the one proven on the smaller Swift supermini, to bring consumption down whilst keeping prices reasonable. But, has the Japanese engineered and European-built small SUV changed enough?

Suzuki’s first electric vehicle (EV) is more than it seems.Badged e Vitara, it will be aimed directly at the BYD Atto 2 and Kia EV3 small SUV set when sales commence mid this year.And, despite the familiar name, this is like no other Suzuki that’s come before, as our preview test drive demonstrates.But let’s get one thing straight first.The existing, fourth-generation Vitara, released way back in 2015, continues with a facelift, upgraded mild-hybrid turbo-petrol engine and updated multimedia. That starts from a hefty $40K drive-away, raising the question: how much will the e Vitara cost?Suzuki’s not saying just yet, but we’re thinking from mid-to-high 30s for the e Vitara Motion 2WD, placing it in between the BYD Atto 2 and evergreen Atto 3.That base grade comes with a slightly smaller battery than most rivals. It's a 49kWh LFP item courtesy of BYD and capable of 344km WLTP range, yet is well specified, with a heat pump for greater thermal efficiency, climate control, 10.1-inch touchscreen, 360-degree camera, fabric seats, ambient lighting, a slide/recline rear bench and 18-inch alloys as standard.There’s also a decent level of advanced driver-assist systems (ADAS), including auto emergency braking (AEB), rear cross-traffic alert and lane-keep tech.Then there’s the e Vitara Ultra that’s expected to start from under $50K, adding AWD, a 61kWh battery for 395km of WLTP range, as well as adaptive LED headlights, a glass roof with sun shade, wireless charger, Infinity audio upgrade, heated front seats and artificial leather upholstery.Helping keep this electric Suzuki cost competitive is down to economics – the petrol Vitara comes expensively from Hungary while the e Vitara arrives from India, where it is built, in big volume, alongside its Toyota Urban Cruiser clone.Yep, there’s a Toyota version. There’s also a lot of Toyota underneath Suzuki’s freshman EV.Dubbed 'Heartect e', this box-fresh skateboard architecture was co-developed with Toyota, and features a Suzuki SUV-first multi-link suspension.Larger than the old one, the e Vitara measures in at 4275mm long, 1800mm wide and 1635mm high, while its 2700mm wheelbase represents a sizeable 300mm stretch. For an EV, a kerb weight between 1700kg and 1860kg is commendable.Yet the chunky design reflects Suzuki’s heritage with its exaggerated cladding extending up and over the wheel arches, broad stance and handy 180mm ground clearance.That sizeable wheelbase benefits interior packaging too.Two things stand out the second one steps (easily and effortlessly) into an e Vitara.Firstly, the cabin is longer and broader than the diminutive exterior proportions suggest, with decent space front and rear, including for headroom. Nice.And, secondly, this is a junior Toyota bZ4X/Subaru Solterra in its dashboard shape, style and character.We’re talking about the long, rectangular screen, the graphics within the 10.25-inch electronic driver display, the central touchscreen layout, the row of (thankfully) physical buttons and volume knob below for the climate control, as well as the entire ‘two storey’ centre console set-up, down to the gear selector, armrest and lower-level storage.Even the squarish steering wheel and related switchgear seem Toyota.These, along with the comfy seats, excellent driving position, strong ventilation, general practicality and high-quality presentation, really elevate the brand’s interior presentation. The e Vitara feels solid and expensive inside.The same applies with the rear seat, that also benefits from a slide and recline function for the split-fold bench. USB ports, ventilation and cupholders speak to family-friendly functionality.Except… out back. The floor is high and the aperture smallish. With the rear bench slid all the way back, VDA capacity is just 238 litres, rising to 306L pushed forward. With backrests down, that rises to 562L. And there’s no spare wheel, just an infernal tyre-repair kit. Not happy, Suzi.At the other end, the e Vitara offers a choice of two powertrains – a single, AC synchronous electric motor driving the front wheels, as well as second electric motor on the rear axle for AWD.The 2WD models make 106kW of power and 193kW of torque, compared to the AWD’s combined 135kW and 307Nm, as a result of the rear e-Axle, made up of an electric motor, inverter and reduction gears working simultaneously, contributing 48kW and 114Nm.Are these outputs enough for a 1.8-tonne electric SUV?A brief spin on mostly suburban and rural back roads around outer Sydney in the base FWD model revealed a quiet, smooth and competent EV.Designed to be as benign as possible, a squeeze of the throttle resulted in brisk acceleration, with plenty of power in reserve once speed quickly increased.Suzuki says the AWD can scoot to 100km/h from standstill in a lively 7.4 seconds, some 2.2s faster than the 2WD, yet the latter certainly seems rapid enough.Like the related Toyota bZ4X, a push of a button provides some single-pedal slowing-down braking ability.As with the regular Vitara, the electric version brings light yet responsive steering, so it’s quite enjoyable to dart around busy traffic.And even on bad roads, the suspension seemed to do a good job isolating us from bumps and noise intrusion. You’d never call the chassis sporty, but there’s an underlying solidness keeping things under control.In fact, and not surprisingly, the e Vitara seemed very Toyota-like in its dynamic abilities during our brief drive.Toyota, with Subaru’s support, also helped develop the electric Suzuki’s AWD system, which includes variable torque distribution between the axles according to traction needs, as well as a limited-slip diff in Trail Mode for extra-slippery conditions.A very short stint around a controlled 4WD course provided evidence of some decent off-road prowess.A promising start, then, but what will the electric Suzuki really be like on Australia’s roads? You’ll need to check back in with us when our full testing commences mid-year.That’s when we’ll also find out if the e Vitara’s efficiency claims come anywhere near the stated combined average WLTP figures of 14.9kWh/100km for the 2WD and 16.6kWh/100km for the AWD.It’s also worth noting that, while there is room for improvement with a 2025 European NCAP rating of four stars, the e Vitara is better than Suzuki’s recent form with the three-star Swift supermini.We’re also hoping the newcomer improves on the brand’s existing, mediocre five-year/unlimited km warranty, which is below many rivals’ seven-year schemes nowadays. More info, including service intervals and pricing, will be revealed closer to the e Vitara’s mid-year launch.