SUV Reviews

The CX-6e is the second model to arrive in the Mazda's recent EV push, and it gives the brand a model to go head to head with top-selling EVs like the Tesla Model Y and the Zeekr 7X. And, like both those rivals, the CX-6e is produced in China, through Mazda's partnership with Changan. We put it to the test at is Australian launch to see how it measures up.

It may look like the old one but this new BYD Atto 3 Evo is a very different proposition. The company has given its popular mid-size SUV a major upgrade, introducing an all-new, rear-wheel drive option for the first time. So how does this new version stack up? We put it through its paces to find out if the unseen changes make up for the lack of new looks.

BYD clearly has no plans on settling for second-best. The fast-rising Chinese brand looks set to finish 2026 as the closest rival to Toyota. And now, hot on the heels of announcing the cheapest electric vehicle in the country, it has now added the most-affordable plug-in hybrid, too. The Atto 2 DM-i is the newest addition as the brand looks to expand its range in Australia. In theory it ticks a lot of boxes, too. It gives buyers looking for cheaper running costs a new option. It should appeal to those looking to electrify but not ready for the all-electric switch. And, it’s also just an affordable small SUV, regardless of what’s under the bonnet.  So, does it actually tick those boxes? Well, let’s start with the question of value, and the Atto 2 DM-i makes a strong opening statement. There are two models to choose from and both start under $30,000.  The Essential kicks off the line-up at just $24,990, before on-road costs, which is cheaper than the Chery 5 hybrid (from $31,990), GWM Haval Jolion hybrid (from $32,990) and is even cheaper than the petrol-powered Hyundai Kona (from $33,700). Even the better-equipped Premium starts at just $29,990, before on-roads, which is an impressive number for a hybrid, let alone a plug-in hybrid. Especially when the Atto 2 EV is priced from an already appealing $31,990 for the Dynamic and $35,990 for the Premium. Despite its modest price the Essential still comes equipped with: 360-degree view parking cameras Adaptive cruise control Traffic sign recognition Forward collision warning Rear collision warning  Rear cross-traffic alert LED headlights  Keyless entry and ignition Four-speaker sound system 10.1-inch multimedia touchscreen Wireless Android Auto and Apple Car Play Premium adds: Vehicle-to-load (V2L) 50W wireless smartphone charger 12.8-inch multimedia touchscreen Eight-speaker sound system Panoramic sunroof Synthetic leather seats Ambient lighting Obviously the key difference between the Atto 2 models is the powertrain. The DM-i uses a 1.5-litre four-cylinder petrol engine paired with an electric motor that makes a combined 122kW in the Essential and 156kW in the Premium. Both are equipped with BYD’s trademark Blade battery with lithium iron phosphate (LFP) chemistry. The Essential has a 7.85kWh battery that provides 39km of EV range and a claimed fuel economy return of just 1.0L/100km. The Premium gets a much larger 18.03kWh battery, which means a 90km EV range, and a claimed fuel economy figure of 0.7L/100km. Obviously that is a very impressive and attention-grabbing figure but like all plug-in hybrids, the published economy is a best-case-scenario, so don’t expect to see 1.0L/100km or less in the real-world. Our test drive was predominantly on open roads, so it wasn’t representative of what you’ll likely find in a predominantly urban environment, which is where a PHEV shines. So we’ll reserve our judgement on the efficiency of the Atto 2 DM-i until a later date. What our test drive did clearly demonstrate is that the Atto 2 is a well-built car. It may not be particularly quick, but it’s not weak either, comfortably cruising at 80km/h and faster on the open road.  It also did a nice job when the going got twisty. Again, measuring it against its mainstream and affordable peers rather than any dynamic benchmark, the Atto 2 DM-i felt solid and predictable on the road. The ride was respectable and soaked up bigger bumpers with relative ease, which is commendable on such an affordable car. One issue this reviewer had whilst driving was the seating position, which reminded me of my 1982 Alfa Romeo Alfasud. By that I mean I wasn’t able to find a comfortable position as the pedals felt too close and I couldn’t get the steering wheel close enough. That may be a specific issue for taller drivers, but driving comfort is important for anyone who tries it on for size. Fortunately there is plenty of space for other things, including a claimed 20 in-cabin storage spots and a new, larger boot. It now measures 425L, which is 45L more than the electric Atto 2.  It may be a cheap car, but BYD has included all the safety features you should reasonably expect in any modern car. That includes the previously listed technology including forward and rear collision alert and similar smart safety assists, so BYD should be commended for not cutting corners. However, it must be noted ANCAP has not tested the Atto 2 independently yet. As for its ownership credentials, BYD offers a six-year/150,00km warranty, which is only average in this age of seven years (or more) and unlimited kays coverage from many of the big name brands.

The latest lux EV is coming soon. The Range Rover Sport Electric will hit Australian shores in March 2027 and we had a brief taster at the global launch. Beneath the skin, the Range Rover Sport is almost identical to the similarly sized Range Rover, sharing the same MLA Flex platform, powerful 800-volt hardware, battery and drive units. All developed in-house, despite being based on an architecture chiefly designed to house petrol or diesel power, engineers claim the EV with a big battery weighs the same as the plug-in hybrid version. Borrowing an approach taken with the flagship model, there are few visual tell-tales you're looking at the all-electric Sport, unless you spot the closed-off grille and fresh wind-cheating 22-inch wheels. Just one powertrain will be offered with the Sport Electric when sales start early next year, the same set-up as the large Range Rover EV producing an identical 404kW of power which is joined by a muscular 850Nm torque peak. That translates to a reasonable 0-100km/h dash of 4.5 seconds, which is a bit behind rivals like the Porsche Cayenne S (3.8 seconds). The 118.5kWh battery doesn't come close to matching the forthcoming long-legged BMW iX5 (845km), but the 600km claimed NEDC figure beats the Cayenne S (571km, WLTP), especially when the Brit firm insists you can travel up to 536km in the real world. Plug it in and, thanks to those punchy 800-volt electrics, a 10-to-80 per cent top-up takes around 22 minutes, which isn't bad, but its 350kW peak charging is some way off the 460kW rate a BMW iX5 is capable of. After ten minutes, up to 220km of range can be added, says the Brit brand. This is decent, but can't match the 350km added in the BMW iX5 – but crucially – only if you can find a fast enough charger. Use the standard 22kW AC charger and a 0-100 per cent top-up takes less than eight hours. Like the Range Rover, there's no frunk to stow cables, but at least the 647-litre boot is large enough. Since there's so much in common between the Range Rover and the Sport, engineers have gone to greater lengths to distance the two models in the way they drive. That explains why it sports active anti-roll bars and firmer air suspension spring rates that are missing on its sibling, curbing body lean and providing a fractionally less cosseting ride but introducing sharper steering and better body control Compared with the regular combustion-powered version, it also helps that the battery pack mounted between the axles drag the overall centre of gravity down by 75mm. Behind the wheel, the Range Rover Sport instantly feels more engaging than its sister car but equally smooth and quiet, with plenty of performance available thanks to its instant torque. Land Rover hasn't bothered with a pair of paddles to alter brake regeneration. Instead there is light or standard regen, plus a one-pedal mode for those who live in town. The latter is also useful for those who go off-roading as it allows you to climb over large rocks or traverse inclines without having to juggle two pedals. Even without locking differentials or a low-range gearbox, the Sport is claimed to go just as far in the rough as its combustion siblings, with torque carefully measured out up to 100 times quicker than a V8's hardware could. Wading through deep rivers remains pegged at an identical 900mm. The EV could submerge even deeper, thanks to a waterproofed battery, motors and inverters, but then water would start flooding through the air vents. While claimed to go further off-road than rivals, the Range Rover Sport is still ultimately outdriven back on road by the Porsche Cayenne Electric when it comes to thrills behind the wheel. The Porsche can also tow up to 3500kg with the towing package versus the Range Rover Sport's disappointing 2500kg, but we think many will still prefer the comfort and quiet of the Brit. Inside, the Sport still provides for a towering driving position and an impressive mixture of quality materials, aside from the black centre console, which is beginning to feel its age and is at odds with its high price of admission. In comparison, the Cayenne, feels much more modern and boasts plentiful physical switchgear to aid ease-of-use. In Australia, the Range Rover Sport will be available with Dynamic HSE or Autobiography trims. The entry model is likely to come with the following: 21-inch alloy wheels Meridian 3D surround sound system Soft semi-aniline leather 20-way-adjustable heated and ventilated front seats Head-up display The Autobiography will add: Upgraded headlights 22-inch alloy wheels 22-way-adjustable massage chairs Heated and ventilated rear seats The Range Rover Sport Electric has yet to be crash tested, but the combustion versions were rated the full five stars for protection by both EuroNCAP and ANCAP back in 2022. The large luxury SUV comes with Land Rover's five-year, unlimited-kilometre warranty and eight-year/160,000km protection for the high-voltage battery. Expect the Range Rover Sport to come with the option of pre-purchased, fixed-price servicing for up to five years. The Range Rover Sport Electric has been priced from $226,518 for the Dynamic HSE, and $249,518 for the flagship Autobiography, with all pricing excluding on-road costs.

There is no escaping the 2026 Tesla Model Y L. All you have to do is look around on our roads and you will see the massive impact the fully electric SUV has had in a short amount of time. Of course, the Model Y L is a long-wheelbase version of the ‘regular’ Model Y with six seats across three rows. Yep, there is a pair of captain’s chairs in the second row, so the occupants are getting similar treatment to the driver and front passenger. And there is the two-seat bench in the third row, which is handy when you’ve got more than five passengers to drive around. This turned out to be a very in-demand configuration, with zero-emissions drivers having largely been left in the cold when it comes to three-row options – but not anymore. That said, does the Model Y L deserve to be so popular? We are going to find out in this two-part long-term review, with this first instalment set to detail its pricing, features (including safety), powertrain, driving range, charging, warranty, servicing and design. The second and final part will deep dive the Model Y L’s practicality, my driving impressions and all-important final verdict. The 2026 Tesla Model Y L Premium All-Wheel Drive is priced from $74,900 plus on-road costs, which makes it $6000 dearer than the equivalent ‘regular’ Model Y, the Long Range All-Wheel Drive. The Model Y L only has few three-row EV rivals, with the new Mercedes-Benz GLB electric (from $74,990) almost matching it on price, while the Kia EV9 (from $97,000), Hyundai Ioniq 9 (from $119,668) and Volvo EX90 (from $124,990) are larger and much more expensive. Go broader and similarly sized and specified three-row SUV rivals include the Hyundai Santa Fe Calligraphy Hybrid (from $77,150), Toyota Kluger Grande Hybrid (from $85,065) and Kia Sorento GT-Line PHEV (from $86,115). Point being, the Model Y L is very well positioned, which is why our roads are flooded with examples since its March 2026 launch. The 2026 Tesla Model Y L comes with an impressively long list of standard equipment,  including: Dusk-sensing LED lighting Rain-sensing windshield wipers 19-inch Machina 2.0 alloy wheels with aero covers Multi-link suspension with adaptive dampers Tinted glass roof Keyless entry Rear privacy glass Hands-free power tailgate Keyless start Artificial leather and suede upholstery First-row 16-inch touchscreen multimedia system with over-the-air updates Digital radio 18-speaker sound system (three more speakers than any other Model Y) Heated steering wheel Power-adjustable front seats with heating, ventilation and thigh extension Dual-zone climate control Second-row 8.0-inch touchscreen multimedia system Power-adjustable and -folding second-row seats with heating Power-folding third-row seats Ambient lighting Meanwhile, the Model Y L’s standard safety features impressively include: Forward collision warning Autonomous emergency braking (AEB) with pedestrian detection Lane-keep assist Steering assist Adaptive cruise control with stop and go functionality Blind-spot monitoring Cross-traffic alert Surround-view cameras with dash cam and Sentry Mode Front and rear parking sensors Note the Model Y L has a maximum five-star ANCAP safety rating based on the 2025 protocols, matching the regular Model Y despite its larger frame. For $149 per month, the Model Y is optionally available with Tesla’s hyped Full Self Driving (Supervised), which upgrades its autonomous capabilities to a staggering degree, with the driver inputs not required when active. I will soon be publishing a standalone article on FSD with all of my thoughts on its real-world use cases and performance, so stay tuned for that. But it is fair to say that my passengers and I have been astounded by how effective it is on Australian roads, which makes you wonder what the not-too-distant future will look like. So, what is the Model Y L missing? Well, there is still no smartphone mirroring of any description, including wireless Apple CarPlay and Android Auto, which are expected these days. And then there is the inexplicable lack of a driver’s display, be it a digital instrument cluster or a head-up display. In case you are wondering, the speedometer is in the top right corner of the first-row touchscreen, which is something you will get used to despite it lowering your eye line from where it should be: firmly on the road. The Model Y L also does not come with an onboard Type 2 charging cable, which is what you will need if AC charging at home or on the road. Tesla sells a mobile charger kit for $600, but it should be included in the purchase price. Disappointing. Similarly, Tesla sells a roof sunshade as an accessory for $180, but it should be standard in Australia, where the UV is known to punish locals. Speaking of the sun, a sunglasses holder is also missing in action. The Model Y L is fitted with dual electric motors, split across its front and rear axles for all-wheel drive. Infamously, Tesla doesn’t disclose power and torque outputs, but the Model Y L produces 378kW and 590Nm, according to industry sources. These outputs enable the Model Y L’s claimed 0-100km/h sprint time of 5.0 seconds, which despite its increased weight, is just 0.2s slower than the lighter Model Y Long Range All-Wheel Drive it is based on. The 2026 Tesla Model Y L has a confidence-inspiring WLTP-rated driving range of 681km, which is the longest of any Model Y variant, exceeding the Long Range All-Wheel Drive’s 600km claim. Tesla also infamously doesn’t publish battery details, but the Model Y L is fitted with an 88.2kWh NMC battery (86.0kWh useable), according to industry sources. For reference, the Model Y Long Range All-Wheel Drive makes do with a 79.0kWh NMC battery, so the Model Y L’s $6K premium is even more justified. In my first six weeks living with the Model Y L, I averaged a stunning 14.5kWh/100km over 2142km of driving, which included a high share of usually inefficient highway driving. This equates to a real-world driving range of 593km, which while 88km short of the Model Y L’s claim, is still a ridiculously good return in reality. Considering the Model Y L’s hefty weight and powerful dual-motor powertrain, this highlights how Tesla remains one of the market leaders when it comes to electric-motor efficiency. The Model Y L supports up to 250kW of DC fast charging, with a 10-80 per cent charge taking about 30 minutes, which is on par for most EVs these days. That said, one of Tesla’s DC fast chargers (aka Superchargers) can add up to 288km of driving range in just 15 minutes, which is pretty good if you are on the go. Up to 11kW of AC charging is also supported when using a wallbox instead, with a 0-100 per cent charge taking 8.2 hours. It is worth noting that 3.3kW vehicle-to-load (V2L) functionality is also supported by the Model Y L, with drivers able to handily power other devices (e-bikes, power tools etc.) using its battery. Like all Tesla Australia models, the Model Y comes with a five-year/unlimited-kilometre warranty, which, while a year longer than before, is still behind the seven-, eight- and 10-year terms we are now seeing from several brands. The Model Y L’s battery is covered by a separate eight-year/192,000km warranty, though, which is on par for an EV. When it comes to service intervals, the Model Y L does not have any. Like other Tesla Australia models, it has a condition-based maintenance plan instead, with the vehicle prompting the driver when something requires attention. That means capped-price servicing is unfortunately also unavailable, with service pricing dependent on what is involved. But as we know from years and years of EV ownership, the Model Y L will require more infrequent servicing than an internal-combustion model, which is one of the big benefits of zero-emissions driving. The Tesla Model Y L’s exterior looks like it was designed by three different people. The front end is very RoboCop following the Model Y’s recent facelift, while the side is overly familiar given it did not change with that update, aside from new wheel designs. And then there is the rear, which is arguably the Model Y’s coolest angle because of its tail-lights, which are actually reflected onto the tailgate. The Model Y L distances itself from the regular Model Y with its unique wheels, longer roofline and doors, and more upright tailgate, which integrates another brake light, a lip spoiler and exclusive badging. Point being, it is pretty easy to tell the difference between the Model Y and Model Y L in traffic. That said, you are anonymous when driving any Model Y, such is its prevalence these days. But depending on your point of view, that might not be such a bad thing. Inside, Tesla’s bare-bones approach has pioneered a generation of basic interiors, whereby large touchscreens dominate up front and, in some cases, are not accompanied by driver displays of any sort. As mentioned, I am not a fan of this trend, but there is no denying that Tesla interiors have a high-quality feel, with the selection of materials used better than what you see in most European premium models these days. And with that we have reached the end of my first instalment of this long-term review. Stay tuned for next month when I will explore the Model Y L’s practicality and driving performance before delivering my overall verdict. See you then! Acquired: August 5, 2026 Distance travelled this month: 2142km Odometer: 2603km Average energy consumption this month: 14.5kWh/100km

The flagship model grade of the new Porsche Cayenne Electric line-up is the Turbo. And while it doesn’t have an actual turbocharger, it has plenty of performance. Surprisingly, the Cayenne Electric Turbo is actually cheaper than the existing Cayenne Turbo E-Hybrid, starting at $259,800 for the SUV and $272,000 for the Coupe.  As the flagship it comes fully-loaded with equipment, including: 22-inch alloy wheels Unique lower front bumper Porsche Active Aero Dynamics with active Aeroblades HD-Matrix LED headlights Panoramic roof with variable light control Adaptive sports seats with 18-way adjustment 14-speaker Bose premium sound system While this new electric version has the same basic silhouette of the previous Cayenne, this new model is longer and lower than the internal combustion versions, giving it a more modern look. Inside, is a very contemporary and practical cabin, with curved screens for the digital instrument display and the multimedia system, as well as the option to add a third screen in-front of the passenger.  The overall level of fit and finish, the detail and quality of the materials is exactly what you’d expect from a premium brand and an SUV at this price point. Performance is always a high benchmark for any Porsche with a ‘Turbo’ badge and that’s no different for the Cayenne Turbo. Its dual-motor, all-wheel-drive electric powertrain can make a staggering 850kW of power and 1500Nm of torque, although that power is only on boost and it typically uses ‘only’ 630kW. With the full 850kW in use, the Cayenne Turbo has a claimed 0-100km/h time of just 2.5 seconds, which is hard to believe for such a big SUV.  The extra performance does come at a small cost, with the Cayenne Turbo having the lowest driving range of the line-up (only 5km less than the Cayenne), at 537km. This is courtesy of a 106kWh battery that Porsche builds itself at a special factory specifically for the Cayenne. As for safety, the Cayenne Electric is as well equipped as you should expect a car at this price to be. There are all the features that have become the norm, including speed limit warning, autonomous emergency braking, lane keeping assist, etc. But it’s not the fact that it has all the safety features that’s impressive, it’s the level of calibration. Yes, the speed limit warning will go off if you speed, but generally the other safety systems were very well-behaved and understated during our drive.

The first-generation Toyota C-HR was popular in Australia, however the second-generation model hasn’t yet lived up to its predecessor when it comes to sales. One of the main reasons is because the current C-HR, which launched in 2023, is considerably more expensive. This is primarily due to it being built in Turkiye, rather than Japan, which in turn attracts import tariffs. The 2026 Toyota C-HR line-up is currently priced as follows: C-HR GXL Hybrid: $46,940 C-HR Koba Hybrid: $53,890 C-HR GR Sport Hybrid: $58,890 All prices are before on-road costs On test here is the mid-spec Koba Hybrid with the optional two-tone paint and panoramic glass roof ($2700). This brings the as-tested price to $56,590, before on-road costs, or $62,107 drive-away in Victoria. This is a lot of money for a mid-spec, mainstream, small SUV. It’s considerably more expensive than the Hyundai Kona Hybrid, Honda HR-V Hybrid and even the larger and more practical Toyota Corolla Cross. At this price point it's even more expensive than the European Volkswagen T-Roc and is somewhat in line with the larger UK-sourced, hybrid-only Nissan Qashqai. Another reason why the current C-HR is more expensive is because it's hybrid only. In Koba form there is a 1.8-litre hybrid powertrain with a total system output of 103kW. This may sound mediocre, but around town there’s plenty of oomph. The majority of the low-speed driving is handled by the electric motor and it will occasionally dip into EV mode at highway and freeway speeds. Toyota claims the C-HR Koba consumes an average of 4.0L/100km, which is very low. Surprisingly, fuel figures like this are achievable in the real-world too. I saw as low as 3.7L/100km in the city and around 5.5L/100km on the freeway. There is a 43L fuel tank which allows for a theoretical total range of up to 1075km. A minimum of 91 RON regular unleaded petrol is required. While the C-HR is zippy in urban areas, building up speed requires it to engage the petrol engine more. There is enough power to make do, but the engine sound above 80km/h is coarse and unrefined. It’s not helped by the road and tyre noise that enters the cabin at higher speeds. Given the price tag this is disappointing, but many European rivals also suffer the same issue. Even though the hybrid engine’s performance isn’t awe-inspiring, the way the C-HR drives is. It’s built on Toyota’s TNGA-C platform which it shares with the current Corolla and Prius, among others. This small SUV is nimble and fun to drive, even in your everyday commute. There’s an element of the driving experience that is similar to the go kart-feel of a Mini Cooper. Even the suspension is compliant, though the large 19-inch alloy wheels transmit harsher bumps into the cabin. Thankfully as the car is so small, you can typically dodge big potholes. Unlike many new-generation cars, this version of the C-HR is actually 30mm shorter than the original. However, it’s 37mm wider, allowing for more shoulder-to-shoulder passenger space. The exterior design looks sophisticated and upmarket for Toyota, however the flush door handles are a faff to use. Interestingly though, there’s no rear wiper, which is annoying. Inside there is a lovely cockpit feel with all the key touchpoints within easy reach of the driver. The front seats also have a sporty look and hug you in nicely. The second row clearly isn’t the main focus, but compared to the original C-HR it's not as claustrophobic. However, amenities are extremely limited. There’s only a single cupholder on each door. No rear air vents, no centre armrest. There is 388L of boot space with the rear seats upright, which doesn’t sound amazing on paper, but in practice it’s decent. The current Toyota C-HR Koba has a five-star ANCAP safety rating based on testing conducted in 2024. The following safety equipment is standard: 10 airbags Autonomous emergency braking (AEB) Blind-spot monitoring Rear cross-traffic alert Lane-keep assist Adaptive cruise control Driver attention monitoring Surround-view camera Front and rear parking sensors Semi-autonomous parking assist The C-HR is covered by a five-year, unlimited-kilometre warranty, and the high-voltage battery is covered for eight years or 160,000km. Servicing at Toyota dealers also allows the driveline and battery warranty to be extended out to seven and 10 years, respectively. Logbook servicing is required every 12 months or 15,000km. The first five services are capped at $275 each, which is competitive for the segment.

The Renault Symbioz is a new, small SUV from the French brand. We drove at its Aussie launch this year, but this is the first time we’ve lived with it for a week and I almost feel sorry for the thing. You see, the Symbioz was sparkling clean, fresh from being built in Valladolid, Spain before landing in the middle of a battlefield of Aussie suburbia with a four-year-old who immediately smudged chocolate in the seat and an 11-year old with more appointments and commitments than a prime minister. The Symbioz that I tested for family friendliness is the entry-grade Techno with the mild hybrid system. It was a long week. Here’s how it went... The Renault Symbioz model range is small in Australia consisting of only two grades. We tested the entry-level Techno mild hybrid, although you can get a full hybrid. The list price of the Symbioz Techno mild hybrid is $36,990 before on-road costs, which is a lot more expensive than some Chinese rivals like the Jaecoo J5 or a Chery Tiggo 4, and a smidge more than the Honda HR-V, Toyota Corolla Cross or Mazda CX-30. It is, however, more affordable than the hybrid-only Nissan Qashqai. The Symbioz Techno is worth the extra money even if the value isn’t as good as a Chinese SUV, because the difference is higher quality fit and finish and a more enjoyable car to drive. Standard features on the Techno include 18-inch alloy wheels, proximity unlocking, push-button start, a 10.4-inch media screen and 10.25-inch digital driver’s display, climate control, Apple CarPlay and Android Auto, plus Google Automated services. The seats are a synthetic fabric and that means chocolate wipes straight off, thankfully. Our test car is fitted with the optional electronic glass roof which turns from transparent to opaque thanks to a dispersed polymer liquid crystal film between the sheets of glass. The beauty of this is that there's no need for a sunshade that could reduce head room. Check out my video here to see it work. Yes, while value isn’t one of the Renault Symbioz’s strengths it does have a lot of compelling attributes. Four attributes stand out as the strengths: the design, quality feel, practicality and the way it drives. I truly believe that the Symbioz is the best-looking small SUV for the price right now. I love the rear design especially with the razor-sharp tail-lights, but the entire vehicle is superbly styled and looks far more expensive than the price tag. The same goes for the interior and not just the design, but the feel of the fabrics and materials, switches and the steering wheel. Many SUVs try to aim for a stylish look, but few achieve the feel. This also goes for the thoughtful layout of this cabin that places everything within reach and where it should be. The practicality of the Symbioz is also outstanding. As a mum to two kids that insist on bringing everything everywhere, a small SUV (it’s 4.4m long) is generally too small for us. But the excellent storage, occupant space and boot, which expands from 460L-592L because the rear row is on rails, has me rethinking that rule.  If you’re a family in an urban setting but need all the storage and room that kids and adults require, then seriously consider the Symbioz. The materials are also easy to clean and feel hard wearing, too. Finally, the way the Symbioz drives is so engaging. Yes the 1.3-litre four-cylinder petrol engine has a bit of the dreaded turbo lag and yes the seven-speed dual-clutch transmission can be a little clunky. In a world of fully electric cars with seamless stop and go, this engine and transmission feels a bit antiquated, but the Symbioz is still so enjoyable to pilot in an old-school way. As much as I love EVs for urban duties like the daycare drop off, grocery shopping and after-school sports dashes, I’d missed how fun these little runs can be in something with great handling and steering and a grunty little engine. Well, as mentioned the price is a bit steep, but you’re getting a nicer car for the money than many rivals. Also the warranty is only five-years/unlimited kilometres, which is falling behind many mainstream brands. Servicing is required every 30,000km or 12 months. You can buy a five-year service package for $2700 which is about $540 a visit and that’s expensive compared to a few rivals. And then there’s the fuel consumption. The mild hybrid isn’t as fuel efficient as the full hybrid and because I drove it like a rally queen, I used an average of 10.5L/100km over about 150km of driving. The official fuel consumption is 6.4L/100km but personally I don’t think they were flying this small SUV to school and pre-school to Scouts to Kung Fu to birthday parties and tutoring all with just 15 minutes to get to all of these places.  With more moderate urban driving, a lower figure is certainly achievable. Finally, the Symbioz has not been rated by ANCAP, but its Continental equivalent, EuroNCAP only gave it four-out-of-five stars for safety. This was partly because it lacks a front centre airbag and front knee airbags, as well as average occupant protection for the driver.

The GWM Tank 500 might look like a big and bruising off-road-ready SUV, but it’s actually a time machine. How else to describe it? In a world in which the uptake of electrification is booming (so far this year, some 207,000 vehicles with a diesel engine have been sold, compared to 334,000 with some sort of electrification), GWM has fitted its Tank with an all-new and newly developed diesel engine, swimming strongly against the tide in the process. But GWM makes the very solid point that 207,000 is still a very big number, and in the segments this new 3.0-litre four-cylinder engine will compete (it is also fitted to the Cannon Alpha ute), the numbers are even stronger. In fact, the brand’s data shows that, in 2025, some 92 per cent of the large body-on-frame SUV segment was diesel, along with 86 per cent of the ute market. And yes, those numbers have been falling in 2026. But it’s still a big prize. "I know it'll drop, but in that core space there's still an incredible amount of diesel customer base out there. Based on either geography, or how they use it, or their budget, they still want to do it, they still want to drive diesel. And we believe we'll have a technical advantage over many of those brands that have owned that segment for a long time,” says GWM Australia’s Chief Operating Officer, John Kett. "We know that there are still customers there, and even though it's almost a sin to talk about, they're still buying.” All of which is why we find ourselves behind the wheel of this new and diesel-powered Tank. The new engine arrives in two Tank 500 variants, the Lux, currently $65,990 drive-away across the country, and the top-spec Vanta, which costs $71,990, also on the road. GWM says that, given the relatively small jump between the two, most people will end up springing for the flagship. The obvious big rival here is the Ford Everest, in which you can have the entry-level Active with the smaller engine on the road for around $60k at the moment. Everything else though – from Sport all the way to Platinum – will cost you from $70k to more than $90k on the road. It’s hard to accuse GWM of skimping on the features, either. Check our detailed price and features story for the details, but you get a heap of stuff across both grades, and especially in the Vanta. The biggest part of this story, though, is the engine, with the 3.0-litre, four-cylinder unit producing 170kW and an impressive 620Nm. That’s a lot of torque for a four-cylinder engine, too, and while the on-the-road performance doesn’t quite live up to the spec sheet promise, it never feels underpowered, either. To further extol the virtues of diesel donks in this segment, this new powertrain has had exactly the impact on the other critical capability benchmarks you might expect; towing is now 3.5-tonne braked for the first time, and the driving range (helped by the choice of one or two massive fuel tanks) is between 1098km and 1845kms. And with proper low range and twin diff locks, it will go about as far off road as you want to take it, too. Another unexpected perk is GWM’s ability to dodge AdBlue, with the additive simply not required here. Fuel use is a promised 7.1L/100km, which is impressive for a car this size, too. Behind the wheel, the first thing you notice is the level of refinement. I’m sure there’s an office block’s worth of sound deadening on board here, but it works, with this diesel feeling smoother and often quieter than some petrol and even hybrid powertrains I’ve driven recently. Yes, it makes its presence known when you really plant your foot, but if you’re used to diesels being loud, clattering, clanging things, you’ll be pleasantly surprised here. The Tank 500 has been fettled by GWM’s Aussie ride and handling ace, and there is definitely a refreshing sense of cohesion to the drive experience. It feels heavy in places, sure. And the steering can be soft in that way that makes you want to telegraph your inputs a bit, but the body control is strong, and the ride good at smoothing out country bumps and imperfections. In fact, on those sort of flowing, not-too-tight corners, you can pretty easily forget your steering a big bruiser at all. Sharp inputs are never your friend in a car like this, and if you get too aggressive with the steering wheel you can certainly feel yourself swaying, but it's an overall impressive effort, with car matching engine and vice versa. Off the tarmac, the Tank 500 proved ready and willing, too. I’m no Marcus Craft, but with low range engaged and one or both diff locks activated, the GWM walked up every muddy, slippery, rutted climb we threw it at, even wearing its road tyres. The only question mark that remains is towing. A published towing limit is one thing, but how a vehicle feels pulling big weight is another thing entirely. But for that, we’ll have to wait and see. The other boon in the 500 is space, with the three-tow Tank delivering one of the better third-row experiences I’ve had lately. I’m 175cm, and I found that by shifting the second row forward, I had enough room in both rows to get genuinely comfy. I know the third row is mostly reserved for kids, but this is one SUV in which you could definitely get adults back there in an emergency. There’s a piddly 98 litres of cargo space with all three rows in place, but that grows to 795 litres with the second row folded. Drop both rows, and you get a massive 1489 litres. I won’t bore you with the details here, but safe to say all those acronyms you expect to see are present and accounted for, and after covering a heap of kays, none of them felt overly annoying. Its five-star ANCAP rating, earned in 2024, only currently applies to the electrified versions, but GWM is confident it will apply here, too. It’s also covered by a seven-year, unlimited kilometre warranty, with seven years of roadside assistance and seven years of capped-price servicing. Speaking of which, service intervals are pegged at 12 months of 15,000kms, and the first seven years of ownership will cost $3760, or $540 per service.

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