SUV Reviews

Toyota is the long-serving hybrid king, but its crown is slipping as a gaggle of new petrol-electric rivals from brands new and familiar line up to take their shot. The big Kluger family SUV is the prime example. It’s rare for a Toyota hybrid not to absolutely dominate its rivals in the sales charts, but the tastes of Australians on the look out for a big, comfy family SUV have changed. The current Kluger is more than five years old now, and not much has changed in that time except for a few nips and tucks. We’re piloting the top-of-the-range Grande grade, which starts at $85,065 (before on-road costs). That’s a pricey number, which is a cool $8000 more than the equivalent Hyundai Santa Fe, $10,500 more than the Kia Sorento and $15,000 more than the plug-in hybrid BYD Sealion 8. There are cheaper options in the range, the GX ($62,410) and GXL ($71,930). Toyota backs its vehicles with a five year/unlimited km warranty, which is the industry standard. It is starting to look underwhelming compared to seven years, and even 10-year terms offered by some rivals. Toyota’s servicing costs still beat the competition, with the first five scheduled log book visits costing $335 each, with intervals every 15,000km or 12 months. The Kluger has everything you need, if not necessarily everything you want. The Grande gets 20-inch wheels, up from 18-inch units on lesser grades, there is LED lighting front and back, roof rails, rear spoiler and chrome covered grille. Inside buyers can expect a 12.3-inch multimedia screen - up from eight inches in the GX - and a digital driver display of the same size. A head-up display, which projects vital information such as travelling speed, prevailing speed limit and safety warnings onto the windscreen in front of the driver, is standard. There is wireless Apple CarPlay, but you’ll need a cord to connect to Android Auto.  The Grande is the only grade to get a wireless device charger, but all get five USB-C charging ports. Sat-nav is standard and the Grande gets an 11-speaker JBL stereo, ambient lighting, driver’s seat memory and a panoramic sunroof. You’ll find more in competitors for less. The Kluger is like a big comfy couch. Its power-adjustable front seats are wrapped in good-quality synthetic leather and are heated and ventilated. The cabin is festooned with soft-touch materials, with supple coverings on the dash, door trims and most high-touch areas. Faux-wood inserts add to the cabin’s living-room feel. A high seating position and plenty of steering wheel adjustment give you great vision out the front and make it easy to find a comfy driving position for all shapes and sizes. The second row can easily accommodate taller teens and adults, but the third row is best left for smaller kids. I had two child seats - one forward and one rear facing - in the second row with room for a small adult to fit in between. There are Isofix points for the two window seats in the second row and each has a seat-back anchor point. There are none in the third row. One big fail is the second row has a 60:40 split, except the 60 is on the driver’s side. This means to load people through to the third row they either have to go through a narrow opening or do it from the road side. The boot is decent at 552 litres when five seats are deployed but it shrinks to 241L when all seven are in place, ballooning to 1150L with the second row folded down. There is a full size spare tyre. Under the bonnet is the Kluger’s crown jewel, Toyota’s 2.5-litre four-cylinder petrol engine paired with three electric motors and a small battery. All this adds up to 184kW of grunt sent to all four wheels and a combined fuel use of 5.6 litres per 100km. It does require pricier premium unleaded fuel. The Kluger’s American bent shines through the engine. It sounds gruff, with an uncanny rumble for a hybrid when you put your foot down, and it has plenty of oomph for a big rig. It is easy to see why Toyota’s tech is so popular, as the electric motors and petrol engine work seamlessly together blending petrol and electric grunt when needed. It isn’t as efficient as it reads on paper, with it nearly impossible to hit the 5.6-litre claim. The Kluger is built for comfort with softly sprung suspension that soaks up bumps and lumps of all sizes. The trade-off is there is more leaning and pitching through corners that you might like, but it is a fair compromise for a big rig made for moving people around, not for race tracks. It is quiet on the road, with the outside world kept at bay. As with most Toyotas it is an easy machine to pilot, with well-balanced steering that provides a good amount of feedback and inspires confidence in all conditions. Toyota has ticked all the Kluger’s safety boxes, as you’d expect for a vehicle pitched at growing families. It will automatically hit the brakes if it detects a potential collision with a car, pedestrian or cyclist. You’ll be warned if a car is in your blind spot and if one is approaching from the side as you reverse. A range of sensors will help keep you centred in your lane, and tug the steering wheel if it thinks you are drifting out of your lane. The beauty of this Toyota tech is it actually works as intended, when needed and isn’t constantly beeping and intruding when it is not welcome. There are also front and rear parking sensors, reversing and bird’s-eye view cameras to make parking the big rig as easy as possible.

This might sound a little mean, and I really don’t mean it to, but the new Mitsubishi Pajero is, quite literally, shockingly good when you meet it in person. Shocking because, on paper, it had begun to sound a little like another Mitsubishi roll-the-arm-over special. A platform borrowed from the Mitsubishi Triton, an engine borrowed from the same ute, which was itself borrowed from the previous Triton, such is its vintage. And all from a brand without a known passion for the latest in cabin materials and technology. So it’s a relief to finally encounter the Pajero in person and to discover that any misgivings are unwarranted. On first impressions, at least, this feels like a true return to form for Mitsubishi, and for the iconic Pajero nameplate. Granted, all of our time was spent in the top-spec GSR grade ($84,990), which sports the best stuff, including 20-inch black alloy wheels and the very nice two-tone camel-and-black leather trim, but even the cheapest GLS grade ($68,490) gets plenty of high-tech stuff, including twin 12.3-inch displays and a 12.3-inch driver display. All get an underbody-mounted spare wheel, too. On the price for a second, whether that's a bargain or not depends on how you see the Pajero. It's less than something like a Toyota Prado, but more than other ute-based SUVs like the Ford Everest or Isuzu MU-X. This isn’t an ASX time machine, and nor is it a warmed-over Triton with an SUV body. It feels genuinely fresh, new and modern, and it might just be the best vehicle the brand has launched in years. To know for sure, we’ll have to wait for the official launch later this year, but after our brief off-road sample, the signs are looking good. Mitsubishi made the deviously ingenious decision to have us lap the same off-road circuit twice – once behind the wheel of the old Pajero, and once driving the new one – and the difference was staggering. I liken it to a bit like mobile phones. The first Pajero is a clunky Blackberry, and the new one is an iPhone 18, both will perform the same basic tasks – calls, texts, emails – but the way they achieve those goals is starkly different.  The first Pajero remains capable, but it is a rough, rugged donkey ride up the side of a mountain. The new one, with its clever traction and off-road brain, feels massively more comfortable and luxurious, with the suspension able to soak up so much more punishment before bouncing its occupants around the cabin. The steering, too, feels far more switched-on and responsive, with fewer lock-to-lock turns and far more engagement. It’s as about as comfortable as it gets in the bone-punishing world of off-roading, and I would argue a damn site more pleasant than most dual-cab utes, including the Triton. Off-road purists might stare at you through their beards and tell you that there's something charming, romantic even, about a rough-and-ready analogue 4WD that's now missing from the modern Pajero. But these people like sleeping outside even after the invention of the flushing toilet, and so are not to be listened to. We know already that Mitsubishi has dodged electrification entirely for Pajero, and instead fitted a 2.4-litre single-turbo-diesel four-cylinder engine making 150kW and 480Nm. Despite calling it newly developed, the engine actually dates back to the Triton before the current Triton. There’s a new eight-speed automatic on board, too, and the prerequisite 3.5-tonne towing capacity, along with a fuel use promise of around 7.0 litres per hundred kays. Is that enough power to shift a vehicle this big on a freeway overtake? I have no idea, to be honest. I don’t think I cracked 20km/h on the off-road circuit. Still, the grunt didn’t underwhelm. The Pajero sports Mitsi’s off-road tech, like Super Select 4WD with 4 High and 4 Low with a centre diff lock, along with a separate switch for the rear diff lock, but the track we were on wasn’t challenging enough for us to use all of them. Still, there were places where Pajero old and new both struggled for grip, and the new one found traction sooner, and with less fuss in the cabin. At 4920mm long, 1925mm wide and 1910mm tall, it’s a big unit, and it feels it off-road, where obstacles feel close to the expensive bits of the metal. Helping mitigate that somewhat is the off-road camera that shows you what’s happening outside the car, but that seems to be the only piece of technology that’s been teleported from the past, with the image blurry and underwhelming. Like the mid-grade Exceed, our test GSR is a seven-seat only proposition (though you can opt for five seats in the entry-level GLS), and space in the second row is both ample and comfortable. The seatbacks of the two front seats are home to USB-C charging ports, and there’s a home-style power point between them, which is a great addition, and one you usually only find in electrified vehicles. There’s also rear seat heating in the window seats, and climate settings, too. See what I mean about this feeling more modern than most Mitsubishis? There is a bit of weirdness in the third row, though. Getting in is easy enough – you pull a level and the seat folds flat and forwards, making it easy for my 175cm frame to climb in. Once in though, there are raised portions on the floor of both sides of the cabin, making it impossible to sit with both feet flat and even on the floor, so you end up tilting towards the centre. Adults will hate it, though kids can sit back there easily enough. And kudos to Mitsubishi for blending old and new all over the cabin, and for displaying a real attention to detail, too. The big screens are joined by physical controls for the air-con and volume, for example, and I love the way 'Pajero' has been hot-stamped into the leather in places like on the grab handles. So yes, shockingly good so far. The real test still awaits, but this is looking good for Mitsubishi. Add a 10-year (conditional) warranty and 10 years of capped-price servicing, and the brand could be onto a winner.

Kia’s Sportage model tapped into a rich vein of buyer interest when it was launched here and, by the time the QL (Kia’s internal name for the model) range turned up, the Sportage was an established and popular franchise. Which is probably part of the reason Kia decided to make the Sportage line-up such a comprehensive one. There was only one body style; a five-door SUV wagon (which was what everybody wanted anyway) but beyond that there was lots of choice. Trim levels started with the base Si, then moved to SLi and finally to Platinum. The Platinum badge was dropped in 2017 and replaced with the GT-Line tag to bring the Sportage into line with the rest of the Kia range in Australia. At about the same time, a new variant called Si Premium was slotted in between the Si and SLi. The base version was available with a 2.0-litre petrol engine with 114kW or a turbo-diesel of the same size making 136kW but a lot more torque (400Nm played 192Nm). The Si Premium was a 2.0-litre petrol proposition only, but the SLi could be had with either engine as well as the option of a 2.4-litre petrol engine with 135kW. The Platinum and its replacement GT-Line, meanwhile, were available with either the 2.4-petrol or turbo-diesel engines. All variants were fitted with a six-speed automatic transmission and while the 2.0-litre versions were all front-wheel drive, the others featured an on-demand all-wheel drive system that engaged the rear axle when grip levels dictated. The Sportage of this vintage was popular for some good reasons. It was big inside compared with its competitors and overall build quality was better than average, too. The locally-tuned suspension and steering worked wonders in making the car more comfortable and agile than it might have been, and the turbo-diesel engine option made for very frugal, relaxed motoring. On the downside, the base 2.0-litre engine felt flat and gutless, and for cars built before July 2018, the ADAS (Advanced Driver Assistance Systems) systems such as autonomous emergency braking, lane-keeping assistance and forward collision warning were only available if you ponied up for the Platinum or GT-Line models. Those features became available across the board after that 2018 facelift, but some ADAS functions such as blind-spot monitoring and rear-cross traffic alert were still restricted to the GT-Line variant.   Overall, this make and model seems pretty robust and many owners have had trouble-free runs. But there is one major thing to watch and that’s oil consumption and early engine wear on either of the petrol engines offered in the Sportage. The engine problems with petrol-powered Sportages concern what’s called piston-slap and bore scoring, both of which are symptoms of accelerated internal engine wear. There are several theories on what causes this, but debris left over from the machining process at the factory as well as poor engine design are just two of them. Either way, if your Kia Sportage engine is making a ticking or tapping noise or consuming lots of engine oil, chances are you have one of the dud engines. There was not a safety recall for this, but Kia Australia was looking at each case on its own merits. The bottom line is that a lot of petrol engines in Sportages (and other Kias) were replaced at Kia’s cost, so that’s the first thing you should check when assessing any second-hand Sportage; has the engine been replaced? If it has, great. If it hasn’t, then the engine probably wasn’t a 'bad' one in the first place. Kia’s own database (via a dealership) should be able to determine what cars were fitted with replacement engines. We’ve also heard of a lot of Kias of this vintage with peeling paint. White seems to be the most affected colour, and it seems as though a bad batch of paint from the supplier was the cause. Again, Kia was sorting this out on a case-by-case basis. The Sportage was recalled twice by Kia, the first to check the anti-lock braking module which could pose a fire threat. The second recall was also for a fire risk as the software that controlled the heater core’s temperature could allow the core to run too hot. You can check out the details at https://www.vehiclerecalls.gov.au/ .   The first-gen cars were the ones that missed out on the ADAS active safety gear unless you paid for the flagship model. With that in mind, go for a later, second-gen car if you’re shopping for anything but the Platinum or GT-Line versions. On the basis of those engine problems, we’d probably give the petrol-engine Sportage a miss, too. Plenty of Sportages of this vintage have reached the 200,000km mark while still having plenty of life left in them. And if the engine problems haven’t occurred by then, it’s a pretty safe bet they aren’t going to surface now. The turbo-diesel, in particular, draws on Kia’s decades of engineering experience in designing and building small-capacity diesel engines, and should be a good long-term prospect provided it’s serviced correctly.   The absolute plum buy would be a post-facelift turbo-diesel GT-Line which got all the ADAS functionality as well as a new eight-speed automatic transmission and all-wheel drive. The diesel engine is far and away the best option in this car and the new automatic only made it better. If you can stretch to a very late example of this car, say from 2020 or 2021, you should find it still has a small amount of the factory seven-year warranty remaining, which is huge peace of mind in any second-hand car. Prices for QL Sportages start at between $7000 and $10,000, but for that you’ll be buying a 2.0-litre petrol example with as many as 200,000km on board. At the other end of the scale, prices can reach the low-$30K mark, but that should get you into a low-mileage, high-specification turbo-diesel car, even with some of that all-important factory warranty remaining.   Kia’s dealer network in Australia has something like 140 dealerships across the country, so parts and service should be no problem. Equally, there’s no shortage of independent workshops that know their way around a Kia Sportage and that will generally be a less expensive option. Parts supply is no problem and Kia’s status as a major global brand means service and repair parts are available form a wide range on online sellers.   The Sportage was a good sales performer for Kia and the brand sold upwards of 10,000 examples per year while the QL model was on sale. So, there are now plenty for sale as used-cars, and the bigger online sales sites often have literally hundreds to choose from via private sellers and licensed dealers.

The 2026 Mercedes-Benz GLB replaces the popular, boxy GLB and EQB models but now it has more tech and represents better value-for-money. The line-up features two mild-hybrid and two electric grades. Like other grades, the flagship GLB350 4Matic has a solid list of standard gear: Keyless entry and start 10.25-inch driver instrument display 14-inch central multimedia touchscreen Google Maps Digital radio Heated and power-adjustable front seats 360-degree camera Head-up display Black synthetic leather Ambient lighting Heated front seats Privacy glass from the B-pillar back Power tailgate Panoramic fixed glass roof Automatic climate control 20-inch alloy wheels Standard safety gear is also extensive and it works well on the road with few interventions. The all-wheel drive GLB350 4Matic ups power and torque to 260kW/515Nm and has a 0-100km/h dash time of 5.5 seconds. The dual-motor GLB350's range is 554km and it uses 17.7kWh/100km of energy. The new GLB uses an 800-volt architecture supporting DC fast charging up to 320kW. Under the right conditions at a high-powered DC charging station, you can technically add up to 260km of range in 10 minutes, according to Mercedes. AC charging capacity is available up to 22kW and there are four regenerative braking modes, as well. Like all grades, the GLB350 has seven seats but Benz says only people up to 171cm tall should sit in the third row. The second row seat base rolls forward and back to make it easier to get into the back row.

In early 2021 Volvo got on the EV front foot with a commitment to phase out all internal-combustion engine (ICE) models, including hybrids, by 2030. Volvo Car Australia went one further and staked a claim for an all-EV line-up by 2026. But the Swedish brand walked all that back a bit in 2024, citing changing market conditions and slow infrastructure growth to arrive at its current 2030 goal of 90 to 100 per cent of global sales consisting of fully electric and plug-in hybrid models with a modest percentage of hybrids, if required. No matter which way you cut it, though, Volvo has been pushing the pure-electric vehicle barrow hard for some time and the EX90 is its current flagship. As its name implies the seven-seat EX90 is effectively a zero tailpipe emissions equivalent of the long-serving XC90 ICE SUV and the Plus variant we’re testing here is a single-motor, rear-wheel-drive entry grade sitting under the top-spec dual-motor, all-wheel-drive Ultra. Unlike many ‘base’ models the Plus boasts an impressively long list of included features for its $124,990, before on-road costs, asking price. Aside from the performance and safety tech we’ll get to shortly, standard spec highlights include: Four-zone climate-control Heated steering wheel 14.5-inch multimedia display 9.0-inch instrument screen Head-up display LED headlights (active), tail-lights & DRLs Power-adjustable steering column Rain-sensing wipers 20-inch alloy wheels Panoramic roof 360-degree camera view Synthetic leather trim Hands-free power tailgate Heated power front seats (with driver memory) Heated second-row seats Power-folding third-row backrests Bose audio (14-speaker with digital radio) Google Assistant, Google Maps and Google Play Store Wireless Android Auto/Apple CarPlay Wireless phone charging There’s more, but even that list is what you’d expect plus a little more from an SUV in this price bracket and our test example included half a dozen options including Bowers & Wilkins hi-fi sound ($3000), an electrochromatic panoramic roof ($1500), 21-inch rims ($1200), tinted rear windows ($1050), ventilated front seats ($1000) and Denim Blue metallic paint ($0). Price as tested is $132,740, before on-road costs. A strong alternative to the Cadillac Vistiq (from $116,000), Kia EV9 GT-Line (from $121,000) or Hyundai Ioniq 9 (from $119,668), all before on-road costs.   At just over five metres long, more than 2.0m wide and over 1.7m tall with a 2985mm wheelbase, the EX90 is a sizeable machine. The Charcoal upholstery and Light Ash wood trim elements on our test car lift the interior vibe, although the grind of family life would mean keeping the cleaning kit handy. Plenty of breathing space up front with loads of storage including big door bins, a lidded central box, cupholders, an under-console bay and a glove box (which no matter how many times we pressed the on-screen opening button refused to cooperate). The 40/20/40 split-folding second row seat is comfy and supportive with each section sliding individually to allow negotiation with those in the third row for extra legroom. The Volvo offers lots of headroom for me at 183cm tall and ample width, although the rear centre spot is best thought of as an occasional position. Cupholders, bins, vents and pockets aplenty. With the second row set for adequate legroom for me, the third row lines up as a kid-friendly zone doubling as emergency adult accommodation. Still, there are cupholders and storage bins back there. There are no less than six USB-C sockets throughout the cabin and a 12-volt socket in the boot. Speaking of the boot, its capacity is a handy 324 litres with all seats up, expanding to a generous 697L with the (power-folding) third row backrests lowered and 1316L with the second and third rows down. The power tailgate operates hands-free and there’s a 46L front boot under the bonnet. But the bad news is there’s an inflator repair kit rather than a physical spare tyre. Not good enough. Power in the EX90 Plus is provided by a single electric motor sending a healthy 245kW/480Nm to the rear wheels and claimed 0-100km/h acceleration is a snappy 6.8 seconds. The battery is a 92kWh NMC (Nickel Manganese Cobalt) pack which is good for a claimed range of “up to 479km” and the EX90’s 800-volt architecture means on a 300kW DC charger it goes from 10 to 80 per cent full in 24 minutes, which is average for this kind of set-up. Claimed energy use on the combined (urban/extra-urban) cycle is 21.6kWh/100km and over a mix of city, suburban and freeway running over a week on test we saw an average of 19.0kWh/100km. Not bad and a real-world range approaching 480km should be eminently doable. Once underway the EX90 Plus is an effortless, comfortable and stress-free drive. The front seats are great and although you can feel the car’s 2.6-tonne weight in quicker corners the suspension is well calibrated and the steering (adjustable through three settings) provides surprisingly accurate response and decent road feel. It’s quiet, which sounds like stating the bleeding obvious in an EV, but even in this context the refinement is serene. Acceleration is rapid, to the point where it’s hard to justify the dual-motor Ultra’s 500kW/870Nm and the adjustable regenerative braking works beautifully, although it’s worth noting the maximum single-pedal mode doesn’t bring the car to a full stop. There’s also a ‘Creep Mode’, which sounds disturbing but is designed to help you nudge ahead in heavy traffic as the car in front of you moves on. We gave it a try but ultimately opted for the off position. In fact, there are a thousand and one adjustments available through multiple vehicle set-up screens. Too many to detail here, but suffice it to say fine-tuning is a fun and worthwhile activity. That said, there are too many in-screen controls for my liking. Everything from the climate set-up to opening the glove box. Things like exterior mirror adjustment and steering wheel position are referred to switches on the steering wheel but it feels like an unnecessary complication. No surprise, active (crash-avoidance) safety tech is extensive with things like lane-keeping, speed limit warnings and driver attention alerts operating without undue interference. There are seven airbags on board if a sheet metal interface can’t be avoided. Although the EX90 tracks maintenance requirements and tells you when it's time for a service, the nominal interval is 12 months or 15,000km. A service plan covering the first three workshop visits will set you back a competitive $1490, and a Service Plan Plus, including wear and tear items like wiper blades as well as brake discs and pads doubles that number to $2990. Volvo’s five-year/unlimited kilometre warranty is still par for the course in the premium part of the market and there are 39 Volvo dealers across the country (with the exception of the Northern Territory).

The C5 Hybrid Urban is a small SUV with plenty of standard equipment, hybrid power and a price that might make some of its rivals a little nervous. But is it actually any good?

Here’s a mildly deflating fact. Outperforming BMW’s brilliant 3 Series, the X2 is the one-time “Ultimate Driving Machine” brand’s fourth best-selling model in Australia, behind three more SUVs, the X5, X3 and X1. The swoopier version of the latter, it competes against other popular if dull premium small crossovers, like the Mercedes-Benz GLA and Volvo XC40, and is closely related to the Mini Countryman. But a week in the newly revised and de-specced base sDrive20i M Sport forced us to reassess our attitude. Not much visually, given that the second-gen version only landed in 2024, remains quite fresh, and still possesses the same surprised-looking nose and somewhat odd proportions. The X1 is prettier. However, mechanical updates see new cleaner Euro 6e powertrains. These include a switch in the base X2 from the $77,300 (all prices are before on-road costs) xDrive20i M Sport with a 150kW/300Nm 2.0-litre four-cylinder turbo petrol engine and all-wheel drive (AWD), to a $72,800 125kW/280Nm 1.5-litre three-cylinder turbo unit with 48-volt mild-hybrid electrification and front-wheel drive (FWD). Remember back in the 2000s when BMW ribbed rivals for being FWD… Note that, to reinstate four cylinders and AWD in an X2, you’ll now need to spend an extra $20K for the (albeit more-powerful) M35i xDrive AWD from $96,700. Sneaky. Equipment levels include: • Adaptive LED headlights • Adaptive cruise control, as part of a long list of standard advanced driver assistance systems (ADAS) • Head-up display • Wireless Android Auto and Apple CarPlay • Wireless smartphone charger • BMW’s connected services subscription service with emergency callout • Digital key with auto entry with walkaway lock • Artificial suede and leather upholstery • Heated and powered front sports seats with driver’s side memory • Sat-nav with augmented view • Surround-view reverse camera with auto-parking assist • Powered tailgate • xLine sports body kit and interior package • 19-inch alloy wheels Our car is fitted with a $6500 Enhancement Package, which adds metallic paint, sunroof, 12-speaker audio upgrade, front-seat lumbar with massage function and a heated steering wheel. Or, in other words, nearly $90K drive-away for a base X2 FWD. Oof. That said, the interior presentation really is up to brand expectations. Getting in and out isn’t too bad for a sleekly silhouetted SUV, and once in, the front row feels both vast and cosy all at once. Much of that has to do with the utterly superb bolstered front seats, that hold and caress you in all the right ways, whilst providing vast legroom. Unsurprisingly, the X2’s driving position is first class, with thoughtful access to all the main controls, starting with the gear shifter, which is surely one of the best in the business. The same applies to the auto climate set-up and performance, offering each occupant the luxury of personal temperature control. And storage is downright abundant. Quick and crystal clear, the extended curved display screen features one of the best multimedia operating systems in the business, with set-and-forget connectivity and bombastic audio quality. Moving into the back-seat area, headroom should also be fine for most folk, despite the fastback roofline and small-ish apertures, and legroom is OK too. The comfy seats offer a nicely shaped cushion and reclinable backrest, along with access to a full array of expected amenities. These, together with a tight fit and finish, compelling textures and alluring lighting ambience, help explain why today’s BMW small SUVs are such a big hit. Our only notes are fat pillars and shallow side glass do limit vision and the hexagonal instrumentation is no patch on BMW’s historic dials that remain paragons of elegance Further back, the X2’s cargo capacity extends from a useful 515 litres to 1400L with all three (fiddly) backrests folded flat, and there’s some extra underfloor storage too, but the lack of a spare wheel is a black mark. Tyre repair kits are insufficient for Australia. At the other end of the BMW, behind that crass illuminated oversized kidney grille, is that 125kW/280Nm 1.5-litre three-cylinder turbo-petrol engine with 48-volt mild-hybrid electrification, complete with a 0.9kWh Lithium-Ion battery. For maximum efficiency, it sends power to the front wheels via a seven-speed dual-clutch transmission (DCT), and is assisted by an integrated electric motor providing an additional 15kW and 55Nm. Now, this really is a powertrain of two halves. In regular driving modes, the performance is adequate, with lively off-the-line acceleration, unless you’re in a hurry, because flooring the throttle only seems to result in further delay. We found that selecting Sport helped reduce that. One spooled up, though, the three-pot turbo really comes alive, roaring along as the revs soar, providing strong yet silky-smooth performance. Find a string of corners, pull the left paddle shifter into Boost mode, and there’s an added wallop of thrust, accompanied by a rorty exhaust note that puts you in mind of the Toyota GR-developed Lexus LBX Morizo. Combined with the X2’s lovely, tactile steering, fluid handling and sturdy, controlled chassis, the BMW SUV turns into a frenetic and fun driving machine. Very on-brand. Unfortunately, so is the stiff suspension’s hard ride, as well as the endless tyre drone, on anything other than ultra-smooth surfaces. Pity. At least the sDrive20i delivers on economy, with the trip computer displaying an impressive 6.8 litres per 100km – against the 6.5L/100km claim. Top the tank up with premium 95 RON unleaded, and over 800km between refills is possible. There’s no ANCAP crash-test rating, but the high level of safety tech suggests you’re in safe hands, while the ADAS tune is mercifully nuanced so unobtrusive. The X2 comes with a five-year/unlimited kilometre warranty and the X2 has condition-based service intervals. We recommend annually or every 10,000km. There is no capped-price servicing but pre-paid packages are available, including a five-year/80,000km one for $2495. This is cheaper than five-year service packs for the Audi Q3, Volvo XC40 and Mercedes-Benz GLA.

Mercedes-Benz has combined its GLB petrol and EQB electric models into one for the second-generation version. It is still boxy and offers space for seven, but is now heavier on Benz's latest tech. The line-up features two mild-hybrid and two electric grades, with the GLB220 4Matic (all-wheel drive) the pricier mild-hybrid. It's more affordable than the model it replaces and features a much greater level of standard gear than its predecessor. On top of the standard kit from the GLB200, the 220 adds: A ‘transparent’ bonnet Terrain mode Nappa leather sports steering wheel Suspension with adjustable damping AMG Line and Night Package styling 20-inch AMG multi-spoke alloy wheels Both mild-hybrid versions of the GLB are powered by a 1.5-litre four-cylinder turbo-petrol engine with 48-volt mild-hybrid tech that includes a 1.3kWh lithium ion battery. The all-wheel drive GLB220 4Matic gets a power and torque boost to 140kW/300Nm for a 7.5-second 0-100km/h time. Both petrol grades use an eight-speed dual-clutch automatic transmission. It sips 6.5L/100km, just 0.4L more than the 200. Standard safety gear is extensive and it works well on the road with few interventions. Like all grades, the GLB220 4Matic has seven seats but Benz says only people up to 171cm tall should sit in the third row. The second-row seat base rolls forward and back to make it easier to get into the back row.

The all-electric Skoda Peaq won't land in Australia until early 2028, when we think it will be priced from around $80,000 for the base version and stretch to around $90,000 for the models with the large battery. That means the big three-row SUV should go up against the more expensive Hyundai Ioniq 9 (from $119,750) and Kia EV9 (from $97,000), as well as the much pricier Volvo EX90 (from $124,990), but it could face a threat from the mid-size Mercedes-Benz GLB Electric (from $74,990). Sadly, even with its late arrival, the all-new Peaq narrowly misses out on the Volkswagen Group's next-generation EV technology that isn't due to land until 2029, with Skoda hoping its combination of smart looks, high-quality, practical and versatile cabin, plus a smooth, comfortable drive will address that deficit. From launch, the Skoda Peaq comes with three different powertrains – the rear-wheel drive Peaq 60 and Peaq 90 and an all-wheel drive Peaq 90x. The entry Peaq 60 is powered by a 59kWh (useable) Nickel Manganese Cobalt (NMC) chemistry battery that is combined with a single rear-mounted motor that produces 150kW and 350Nm of torque. Off the line, the most affordable Skoda SUV takes 8.5 seconds to reach 100km/h from standstill. Towing is limited to 1800kg. Choose the middle-rung Peaq 90 and you bag a much bigger 86kWh battery pack and a beefier rear motor that pumps out 210kW/545Nm for a brisker 7.1 second 0-100km/h, although its towing capacity remains unchanged. To tug up to 2000kg, you'll need the all-wheel drive Peaq 90x that boasts an additional e-motor that drives the front wheels and ramps up power to 220kW. A combined torque output hasn't been disclosed, but with all four driven wheels, the 0-100km/h dash falls to 6.8 seconds. To provide some context, the entry rear-drive Kia EV9 takes around 8.2 seconds to sprint to 0-100km/h, but the dual-motor versions are much quicker than the Skoda, taking between 4.5-6.0 seconds to hit the same benchmark, depending on the version. The Korean can tow up to 2500kg. Not only does the Skoda Peaq adopt the brand's latest Modern Solid design language that draws styling cues from the well-received Vision 7S concept, but the new Tech Deck snout, smooth surfacing and aerodynamic tricks above and beneath the bonnet have slashed the drag coefficient to around 0.25Cd. This sees the Peaq 60 capable of averaging a respectable 14.7kWh/100km, although its modest 59kWh battery size and sheer weight mean its claimed WLTP-verified range is still limited to just 459km. A better match for many will be splashing out on the Peaq 90 which, with the 86kWh battery, still manages to return a claimed 15kWh/100km, which allows it to travel up to 649km before it needs plugging in. Choose the four-wheel drive Peaq 90X flagship and the quickest Skoda SUV still returns 15.8kWh/100km for a 613km claimed range. All of those figures are better than a Kia EV9, with the rear-drive entry model only able to cover 449km, while the longest range all-wheel drive models can only drive up to 512km. The Skoda Peaq is based on a heavily upgraded version of the Volkswagen Group's MEB platform that was first rolled out on the VW ID.3 back in 2019, so it has to make do with lowly 400-volt electrics that limit charging speeds, compared to the 800-volt electrics that come with the Hyundai Ioniq 9 and Kia EV9. That explains why, while a Kia EV9 can be topped up at between 210kW and 220kW, the Peaq 60 can only handle a charge of up to 160kW for a 27-minute 10 to 80 per cent charge. A Peaq 90 sees that rate increase to around 199kW, but the bigger battery sees top-up times increase to 28 minutes. Those wait times could seem less competitive with the arrival of a new Chinese seven-seater that will normally boast peak charging well beyond 350kW, for a top-up of comfortably less than 20 minutes. With its standard 11kW AC charger (a 22kW AC charger isn't available) a 0 to 100 per cent top-up takes six hours 30 minutes for the Peaq 60 and around nine hours for the Peaq 90. As you might hope, the new Skoda Peaq offers plenty of space inside for a large family. After all, it measures in at 4874mm long, 1865mm wide and stands 1664mm tall with a generous 2965mm wheelbase, designers have been able to maximise the space within. Even though it's aimed at the Hyundai Ioniq 9 or Kia EV9 rivals, both of those cars are larger still (5010mm, 1980mm, 1750mm). That explains why the third row in the Skoda is more suited to kids, rather than adults, but space can be made by sliding the second row forward. Luggage space with all seats in place is limited to around 299 litres - which probably isn't enough for most families of five, but stow the third row and its luggage-carrying capacity rockets to a plentiful 935 litres. Up front, there's even a decent 37-litre frunk that can store cables and the rear parcel shelf when not in use. Designed with families in mind, the rear doors open wide, there's loads of leg- and headroom in the second row, tri-zone climate control and lots of vents. ISOFIX mounting points are limited to the two outer pews and the front passenger seat. In the front row, the Peaq feels made up of premium materials, while the dash comes with a large 13.6-inch portrait-mounted multimedia display that runs a new Android-based software. Ahead of the driver is a 10.25-inch digital instrument cluster that's clear, with all the tech easy to use. There is even three big paddles that act as shortcuts for climate controls, proper buttons on the steering wheel and a large roller for the volume that could all be operated while wearing oven mitts, aiding the ease of use for even the most ham-fisted on the move. As well as loads of cubbyholes, we love the pair of illuminated Qi2 magnetic wireless phone chargers that handily secure your phone when charging. The Skoda Peaq is perfectly judged for its family wagon role. Even with the least powerful Peaq 60 powertrain, there's enough torque to shrug off the kerb weight that hovers around 2200kg. Like other MEB models, the Peaq comes with MacPherson struts up front that's combined for a multi-link rear suspension. Air springs, aren't even an option, but even without them, the big Skoda manages to deliver a smooth and comfortable ride over a rough road. Body roll is well contained, with the Peaq providing plenty of confidence behind the wheel. The Czech brand will offer adaptive dampers as an option, which might be worth considering as they will be able to switch from a soft, plush ride to the extra body control you might need when driving loaded with passengers and luggage. Around town, a tight turning circle for the rear-drive versions means the Peaq feels more agile than its rivals, and should be easier to park than the longer Kia EV9. The drawbacks of buying the Skoda Peaq involve its limited charging speeds that aren't as competitive as they should be, meek performance off the line and a lack of thrills behind the wheel, although many owners will warm to its relaxed, laid-back nature of how the Skoda drives. Our car had an irritating hardware or software glitch that saw the multimedia undergo multiple factory resets unprompted. With more than a year to go until it arrives in Australia, there's little intel on how the Skoda Peaq is shaping up for our market, instead, we're forced to look at what's happened in Europe, which might indicate what the local line-up might look like. In markets like the UK the Peaq is available in nine different paint options. Standard on the Skoda Peaq are: 19-inch alloy wheels Multi-function steering wheel LED headlamps and tail-lights Seven seats Two USB-C ports in front, two USB-Cs in 2nd row, two USB-Cs in third row Climate control Heated height-adjustable front seats, with electric adjust lumber support 13.6-inch multimedia system 10.25-inch digital instrument cluster Variable boot floor Dual Qi.2 magnetic chargers Electric sliding parcel shelf Mid-spec models in Europe add: Matrix LED headlights Remote park assist 360-degree camera view Lane assist and traffic light detection Illuminated grille High-grade Sportline variants get: 20-inch alloy wheels Gloss black exterior features Adaptive dampers Three-spoke sport steering wheel with paddles for brake regen Options include the Relax pack that adds massage seats, a folding table and a more powerful Sonos sound system. There's also the option of adding ventilated seats with adjustable footrests. Acoustic glass, brackets for iPads and an electric folding tow bar are all cost extras. The Skoda Peaq has yet to undergo crash tests by either Euro NCAP or ANCAP but, when it does, expect it to be awarded the full five stars for protection. Standard safety kit includes: AEB with pedestrian and cyclist detection Adaptive cruise with traffic jam assist Lane-keep assist Blind-spot monitoring Turn and crossroad assist Front and rear cross-traffic alert Traffic sign recognition Front and rear parking sensors 11 airbags Predictive speed sensor Exit warning  Like any other Skoda, the all-new Peaq arrives with a comprehensive seven-year, unlimited-kilometre warranty, with a further eight-year/160,000km protection for the high-voltage battery, plus a further 24 months roadside assistance. The expected service interval for the Peaq should be every 24 months/30,000km, whichever comes first. Like the small Elroq, the new flagship Skoda EV will come with either a pay-as-you-go fixed price servicing, or the option of pre-paid eight- and 10-year service packs for an additional cost on purchase.

Buyers looking for a mid-size electric SUV are absolutely spoiled for choice these days, with a bevy of options from new, near-new and established brands. GAC is one of China’s biggest carmakers and the Aion V is its answer to the Geely EX5, Kia EV5 and Tesla Model Y. The Aion V follows a familiar Chinese electric SUV formula with sharp pricing, high-tech features and mid-tier outputs and battery size. It does do something a little different, though. Its design is a break from the homogeneous silhouette of others, and its cabin is more family friendly than any other EV I’ve tested. It has been a slow seller, with 656 finding a home in the first eight months of this year. Things are picking up, with a third of those sales happening in August. It is still a long way off Australia’s favourites, with the Model Y selling more than 31,000 units through the same period, followed by the BYD Sealion 7 (17,277) and Geely EX5 (10,737). We’re about to find out if the Aion V deserves to be in more driveways through our long-term test. The range is simple, with just two grades to choose from and I’m testing the top-spec Luxury model. The base Premium starts at $42,590, before on-road costs, and the Luxury variant costs $44,590, BOC. That’s a competitive price, with the Geely EX5 line-up ranging from $41,990 to $45,990, BYD’s Sealion 7 starting at $54,990 and the Tesla Model Y costing upwards of $58,900. It also undercuts other Chinese rivals such as the Leapmotor C10 ($45,888), MG S6 ($49,990 drive-away) and Deepal S07 ($53,900). At its heart is a circa-75kWh Lithium-Ferro-Phosphate (LFP) battery that feeds a single electric motor that sends 150kW and 210Nm to the front wheels. It can drive up to 510km between charges, according to the benchmark WLTP test cycle. GAC claims it can absorb up to 180kW via a DC fast charger and 11kW when plugged into an AC connector. All that puts it at the upper end of the scale for mid-size electric cars, and better than anything in the $40,000 range.  The Aion V comes with all the bells and whistles, and there isn’t a whole lot separating the Premium and Luxury grades. On the outside buyers can expect 19-inch alloy wheels, LED lighting front and back, folding side mirrors and roof racks. The inside is pretty swish but has a minimalist vibe favoured by so many Chinese-sourced electric cars. Inside some of the biggest highlights are a 14.6-inch multimedia screen paired with a 8.8-inch driver’s display and a head-up display that projects vital information such as travelling speed and safety warnings onto the windscreen in front of the driver. There are synthetic leather wrapped, power-adjustable seats trimmed in a mix of synthetic and genuine leather with a massage function in the Luxury Grade. All grades have heated and ventilated front seats and heated rear seats. There is a spattering of USB-A and -C charging ports throughout, and a wireless device charger up front to keep all the family's devices fully juiced. A large panoramic sunroof lets the light in and it has an electric shade, which is a blessing in the hot Australian sun. The Luxury grade also gets a second-row tray table, sun visors with larger lit vanity mirrors, a car fridge in the centre console and a PM2.5 air quality sensor. The cabin is absolutely cavernous thanks the car’s boxy shape and long wheelbase - the distance between the front and rear wheels. Rear seat passengers are treated to hectares of leg, shoulder and headroom. I fitted two child seats in the second row — one forward and one rear-facing — with plenty of room to spare. Taller teens and adults would be able to sit comfortably on longer trip thanks to the flat rear floor and rear air con vents and large windows. The cabin fit out is fairly minimalist, with no physical buttons or dials, with every vehicle function controlled through the touchscreen. This is fiddly, distracting and screams of cost-cutting, but the worm has turned on this interior layout and many carmakers are going back to old school controls in their next vehicles. The cabin materials are pleasant enough, but they don’t feel of the highest quality. The two-spoke steering wheel was a particular annoyance. The homogenous nature of it meant you would lose where north and south were when undertaking three-point turns or parallel parking, meaning you'd have to take your eyes off where you were going to correct the steering wheel. There are plenty of handy storage options in the cabin, but the centre console fridge feels a bit like a gimmick. The boot is an okay size, but the lack of a spare tyre is a fail. You can get a space-saver as an optional extra, but it should be standard. A tyre repair kit is hard to use and doesn’t work on all punctures, and is a bad result for owners. GAC backs its vehicles with an eight year/unlimited km warranty and the battery is guaranteed for eight years/200,000km. That’s one of the best warranties in the business, only the conditional 10 year warranties from MG, Mitsubishi and Nissan trump it, but they require you to service your vehicle at that brand’s dealership every visit or it resorts to a shorter guarantee. GAC throws in five years of roadside assistance, too. GAC doesn’t have a capped priced servicing program, but has said it is planning to bring one in. It has recommended prices instead for its 15,000km/12 month service intervals, although they are not guaranteed prices. But if the service centre sticks to the recommended schedule it’ll set owners back $2446 for the first seven workshop stop overs, which is on the affordable end of the spectrum. Next instalment I’ll dive into how the GAC is to drive and how it handles daily life with a family of four. Acquired: July Distance travelled this month: 795km Odometer: 10,378 km Average energy consumption this month: 15.9kWh/100km