SUV Reviews

Volvo's EX30 Cross Country is the new adventure-focussed top-shelf variant in the company's small electric SUV line-up. This five-seat compact crossover has a dual-motor electric set-up (producing a combined 315kW and 543Nm), all-wheel drive, raised suspension, 190mm ground clearance and an exterior that more than hints at its off-road aspirations and is peppered with cool quirky touches.

We’re only a month into our long-term test of the Chery Tiggo 8 plug-in hybrid SUV and we may have already set a record: most kilometres travelled on a single tank of fuel - 869km.And we weren't even trying to be fuel efficient, the opposite actually. I hardly charged it, drove with the climate control blasting non-stop, carried heavy stuff in the boot, drove on motorways for hours, did short trips just to buy hot chips and sat in the car idling for ages doom scrolling while our toddler slept in her car seat.And still we got 869km from one full 60-litre petrol tank and only charged the 18.4kWh battery twice. From experience I can tell you most large SUVs with a four-cylinder combustion engine will give us about 450-600km of range from their tanks with our kind of driving. Regular hybrids tend to go a little further. About 650-700km. I have yet to test a plug-in hybrid properly, long term, but the Tiggo 8 isn't even one of those. It’s a super hybrid. That’s what these long-range plug-in hybrids with large batteries are called and they live up to their name with the ability to go a long way on a tank of fuel. According to Chery, the range of the Tiggo Super Hybrid is more like 1200km and it official combined cycle (urban/extra-urban) fuel consumption figure is 1.3L/100km. Our average on test was 6.1L/100km.To hit almost 900km without trying is impressive. Really impressive.The Tiggo 8 has a 1.5-litre, four cylinder engine which produces 105kW and 2145Nm, as well as a 150kW/310Nm electric motor driving the front wheels. Charging the lithium-ion battery is done through a fast charger which can quickly top up this battery when depleted in about 30 minutes. There was so much varied driving this month, spanning mid-December to mid-January, I feel for our Tiggo 8. It's been through torture, thrown into the end of the school year, the start of the holidays, as well as three birthdays and one Christmas, all of it requiring us to be places near and far. Our little family of four includes a three-year old and an 11-year old, together creating a perfect storm messiness and being rough on a car. From reappearing biscuits to doors being slammed way too hard the Tiggo 8 has seen it all and probably can never unsee it.The Tiggo 8 handled its baptism of chaos perfectly. This large seven-seater is comfortable, spacious and practical. I can also testify, it hasn't shown any signs of wear and tear... unlike me. It's also excellent value for money.Our Ultimate grade is $49,990, drive-away, at the time of writing and the list of included features is extravagant, from three-zone climate control, heated and ventilated front seats and 15.6-inch media screen to the head-up display and 10.25-inch driver display. There’s also an excellent-sounding 10-speaker Sony audio system, Apple CarPlay and Android Auto plus built in sat nav.However, while the front passenger seat has a massaging function the driver's seat doesn't. That’s a bit odd.Adding to the value equation is a long seven-year, unlimited kilometre warranty, plus an eight-year, unlimited kilometre battery warranty.As for the way the Tiggo 8 drives, the ride is comfortable, but handling isn’t superb. Despite having It doesn’t enjoy twisty roads as much as some I've piloted on my test runs, with traction and body control systems sometimes struggling.But most of the time we were doing urban duties and for that the Tiggo 8 performed well - apart from the way stationary gear shifting requires a lot of pressure on the brake pedal to enable engagement of Reverse or Drive. This makes three-point turns slow and frustrating for everybody involved including other drivers.The Tiggo 8 scored it's maximum five-star ANCAP safety rating in 2025. And I'm happy to report driver-assist safety tech isn’t overly intrusive, unlike many new cars we've experienced recently.Well, that’s it for the first month and now that I know how fuel-efficient the Tiggo 8 is, I want to see just how far I can go on one tank. That said, I'm already off to a bad start, the battery is on 20 per cent and I keep putting off charging it. Anyway, let's see how far we get this next month.Acquired: December, 2025Distance travelled this month: 869kmOdometer: 7757kmAverage fuel consumption this month: 6.1L/100km (measured at the pump)

How am I already saying goodbye to the new Porsche Macan 4S?After three months of ‘ownership’, I am seriously going to miss this fully electric, second-generation mid-size SUV.This long-term review of the Macan 4S will explain why. It is broken up into three parts, with the first covering its pricing, features, safety and ownership credentials, while the second deep-dived its design and practicality. You can check those two out directly below – if you haven’t already.But for this third and final instalment, I’m going to finally share my driving impressions and overall verdict.Let’s get to it, shall we?I had very high hopes for how well the Macan Electric would drive.Why? Firstly, it’s a Porsche, so it has no choice but to be a phenomenal driver’s car, such is the legacy of the German sports car specialist.Porsche also has form with driver’s EVs with the Taycan large sedan and wagon. It was the first car I drove that was a phenomenal sports car that just happened to be all-electric.Point being, the Macan Electric is in very good company, so it has a lot to live up to.Thankfully, it has done exactly that. The 4S, in particular, strikes the best balance between everyday liveability and staggering performance – at least for me.Yes, its dual-motor, all-wheel-drive set-up produces 352kW of power and a heady 820Nm of instantaneous torque. And that’s before you engage launch control, at which point overboost kicks in to temporarily raise the former to an even handier 380kW.This all means the ‘mid-range’ Macan 4S can sprint from 0-100km/h in just 4.1 seconds. In reality it feels like a sub-four-second proposition – Porsche is known to underquote its acceleration claims.Either way, it’s that level of fully electric acceleration that will send you into the second row – or the boot, depending on where you’re sitting, and that’s even without the Sport drive mode active.That also extends to rolling acceleration, making overtaking as confidence-inducing as highway merging.Curiously, all of this straight-line performance isn’t accompanied by an electric soundtrack, as Porsche provides in the Taycan. The purist in me appreciates the Macan’s unashamed ‘silence’, but the fake noises can be a bit of fun when done well.But there’s more to performance than just what you can do in a straight line, because let’s face it: nearly all AWD EVs can accelerate quickly.The good news is the Macan 4S can also attack a corner with the level of vigour you’d expect from a two-door sports car.Yes, physics cannot be fully denied as the Macan 4S does have a higher centre of gravity owing to its SUV nature. But its body control is very strong, so much so that you’ll find yourself happily tipping it into any corner at speed without concern.Handling performance can be taken to the next level with the adaptive dampers in the Macan 4S’ steel suspension, which have Normal, Sport and Sport Plus modes.But the reality is Normal is so accomplished to begin with that you’ll find yourself sticking with the default setting in 99.9 per cent of situations.Sport and Sport Plus also progressively diminish the Macan 4S’ well-balanced ride comfort. Some will say Normal is itself on the firmer side, but it is damn-near perfect in my humble opinion, with road imperfections dealt with confidently.The standard 20-inch wheel and tyre package also helps here, with its high-profile rubber providing better ride comfort over its larger alternatives.It also helps that the Macan 4S benefits from Porsche’s market-leading steering, which is just about as good as electrically assisted systems get.The steering is well-weighted and direct, offering the driver a genuine connection with the road, one which will lead them to looking for excuses to go for a drive.As a result, parking is a breeze, with the Macan 4S able to be slotted into a space with ease. And if you need reassurance, its surround-view cameras have a high resolution, which is rarer than it should be.Visibility, in general, is pretty good all around, with even the steeply raked rear window providing an acceptable level of vision. The B-pillars are on the thick side, but not devastatingly so.When it comes to the real-world performance of the Macan 4S’ other advanced driver-assist safety systems, they fare very well. Mercifully, you don’t get any consistent beeps and bongs to annoy you to no end, like so many new cars these days.And when the lane-keep assist does spring into action, it does its steering wheel nudges progressively, while haptic feedback replaces any incessant audible alerts.The speed limit warning can also be turned off. Better yet, it will stay off until you decide to turn it back on again. That’s right; it will not default to active when the ignition is switched.Being an EV, the Macan 4S' NVH (noise, vibration and harshness) levels are another strong suit due to its lack of an internal-combustion engine. That said, wind noise can be heard at highway speeds, although it can be easily drowned out by the Bose sound system.So, what don’t I like about the Macan 4S’ drive experience? Well, there is one thing: its lack of convenient one-pedal driving, which most EVs offer as part of their regenerative braking systems.It helps to decrease energy consumption while improving driveability by allowing the driver to modulate the accelerator to come to a full stop – no second pedal required.I love one-pedal driving, but Porsche forges its own path by only offering regenerative braking with an optional level of deceleration that’s the equivalent of engine braking in an internal-combustion car. Point being, it won’t even come close to getting the Macan 4S to a standstill without engaging the brake pedal.Predictably, its actual friction brakes offer a strong level of performance considering the weight at play, with the seamless blending between them and the regenerative braking some of the best I’ve sampled.In my third and final month behind the wheel of the Macan 4S, I averaged 18.6kWh/100km over 841km of driving, which mostly took place in city traffic. That’s slightly better than the 18.8kWh/100km and 18.7kWh/100km I achieved in months one and two, respectively.My month-three effort equates to a real-world driving range of 514km, based on the Macan 4S battery’s useable capacity of 96kWh. Again, that is a confidence-inspiring number.Acquired: October 13, 2025Distance travelled this month: 841kmOdometer: 6891kmAverage energy consumption this month: 18.6kWh/100km

Yet another Chinese EV for our shores. How will the Jaecoo J5 EV stand out from the crowded pack?

Nissan was an electric car pioneer, but you probably have never heard of, or seen, its latest EV.The Nissan Ariya had a rocky start, after being blocked from sale in Australia for several years due to it not meeting Australian Design Rules for a rear middle child seat anchor point.Nissan Australia wanted the federal government to bend the rules. It didn't, and eventually the factory implemented the change and it was cleared for sale here.This means Australia doesn’t get a new model but one that has been on sale overseas since 2022.Now that it's here we’ve got the chance to test the range-topping Evolve over the next three months to see how it fares in the real world.The Ariya arrives in Australia as a four-tiered range with the choice of two battery sizes and front or all-wheel drive.It is priced similar to rivals such as the Kia EV5 and Tesla Model Y.Prices start at $55,840, before on-road costs, for the Engage grade and jump $4000 to the Advance variant.Both are fitted with a 63kWh battery that powers a single motor, which sends 160kW/300Nm to the front wheels and delivers a driving range of up to 385km.The $63,840 Advance+ and $71,840 Evolve AWD variants use a bigger 87kWh battery, with the Evolve adding a second motor for all-wheel drive.The single motor in the Advance+ makes 178kW/300Nm and the dual-motor all-wheel drive ups the ante to 320kW/600Nm.That extra grunt drops the claimed driving range from 504km in the Advance+ to 487km in the Evolve.All grades have a max charge rate of 130kW when connected to a DC fast charger, which will fill the battery from 10-80 per cent in 35 minutes in small battery versions and 40 minutes for the larger battery variants.The AC charging limit for the 63kWh battery versions is 7.4kW, which will top the car’s cells up from 10-80 per cent in nine hours. This jumps to 22kW in the 87kWh versions — which is an optional extra in the Advance+ and standard in the Evolve — and drops the 10-100 per cent charge time to four and a half hours.The DC charging times are fairly middle of the pack and are about the same as the Kia EV5, but behind the Tesla Model Y and Volkswagen ID.4.Our Evolve AWD is packed with kit, along with a plush and well sorted interior fitout.Passengers are greeted by blue Nappa leather wrapped seats that are heated and ventilated up front with the heating function extending to the rear window seats.The driver’s seat is 12-way power-adjustable and the front passenger’s is eight-way moveable.There are high-end items such as blue suede on the dashboard, door trims and front centre arm rest.A huge panoramic sunroof lets the light in, and crucially has a proper headliner cover to block the summer heat.Dual 12.3-inch digital screens dominate the dashboard, with one controlling the multimedia functions and the other the driver’s instruments. The driver’s display isn’t as customisable or high-tech as some newer EVs.A head-up display complements the screens and projects vital information onto the windscreen in front of the driver such as travelling speed and the prevailing speed limit.It rides on 20-inch wheels — a jump up from the 19-inch units on other grades — with aerodynamic wheel covers.There is LED lighting front and back and a two-tone paintwork, with our test vehicle finished in copper with a black roof.The Ariya has the typical modern electric SUV look, which resembles an egg or computer mouse, a style that promotes aerodynamics over good looks.The Ariya is a mid-size SUV, about the same size as a Toyota RAV4. It feels larger inside thanks to its flat rear floor and wheels pushed to all four corners, which helps liberate cabin space.The boot is on the smaller side for a mid-size SUV, holding just 408 litres in our Evolve. This is about 60 litres less than the other variants due to the extra space needed for the second motor.As with nearly every electric car there is no spare tyre, just a fiddly tyre repair kit.Initial impressions from our first month on the road put the Ariya in the middle of the pack in terms of dynamics, but its range is sub-par.After about 500km of driving we are probably looking at 380 to 400km on a single charge in the real world, which is not ideal and well behind rivals, especially considering the size of the battery. We are regularly seeing energy usage of more than 21kWh per 100km.On the road it is a sweet machine with well-weighted and direct steering and there is excellent pedal feel, which combine to deliver confident motoring.I’m a big fan of the single pedal drive mode, too, which ups the regenerative braking to boost energy fed back into the battery and reduces the need to use the brake pedal with the driver just lifting off the accelerator to start slowing down.The suspension struggles at times to control the Evolve’s more than 2200kg kerb weight. The two-wheel drive big battery version weighs about 150kg less and that makes a big difference.It’s not overly fast despite its ample outputs, but this is a family SUV not a red hot performance car, so I think its acceleration is just where it should be — peppy but not extreme.One thing that needs to be mentioned is Nissan's 10-year conditional warranty. If you service your Ariya at a Nissan dealer you'll be covered by an industry-leading 10 year/300,000km guarantee. That's built-in value that is hard to beat.There is also cost-effective servicing, with logbook maintenance required every 20,000km or 12 months costing $299 for each of the first five workshop visits.Next month we’ll dive into more of the Ariya’s practicality and expand on the drive experience after more time behind the wheel.2026 Nissan Ariya Evolve AWD Acquired: December 2025Distance travelled this month: 471kmOdometer: 6214kmAverage energy consumption this month: 21.4kWh/100km

The Subaru Solterra and Toyota bZ4X are co-developed EV twins under the skin. Subaru has recognised shortcomings in the first version of its electric car and released a comprehensively upgraded version. We drive it to find out if it's now a stronger category competitor.

We're running Hyundai's tiny new electric city car as a long-termer. Here are our first impressions.

Volkswagen has a new large SUV in the Tayron. Replacing the Tiguan Allspace and taking on some of the duties left by the departing Touareg, it’s now the brand’s key seven-seat family offering. Does it carve out its own identity?

Hyundai's Kona sits at the top of the Aussie small SUV sales chart with multiple options across naturally aspirated, turbo and hybrid models. We've spent a week with Hybrid Elite version to see if it's more than a one trick fuel economy pony.

Like a few brands lately, Polestar made waves when it arrived in Australia, but has since struggled to capitalise on the original hype.One of its issues is that it arrived with just the one product, the Tesla Model 3-rivalling Polestar 2, which seemed inherently limited in how well it could do.But the brand has fleshed-out its range now with the sporty Polestar 3 mid-size SUV, and the car we’re looking at for this review - the Polestar 4. Does it have what it takes to keep building this premium challenger brand in an increasingly tough landscape? Let’s find out.First up, what exactly is the Polestar 4? The Swedish brand pitches this EV up as a direct rival to the new electric Porsche Macan, but one glance at the pictures and you might have noticed that this car isn’t an SUV.After driving it, I find the assertion that the Polestar 4 is some kind of ‘crossover’ even harder to believe. Really it’s a slightly pumped-up segment-bender which is definitely closer to an executive sedan than a standard mid-size SUV. Then again, its long roof and high bootline make it feel like some sort of coupe.I am all for this. SUVs are a dime a dozen, and cars like this with genuinely interesting proportions are hard to come by. Plus, as I’ll explore later, it has benefits when it comes to actually driving it.We also have to talk about the rear window. The Polestar 4 doesn’t have one, instead forcing you to rely on a digital rear vision mirror. You get used to it but it never seems to make up for the missing depth perception a real mirror provides.How much does the Polestar 4 cost? The car we're driving is my pick of the range. It’s a Long Range Single Motor with the pricey (but worth it) Plus Pack.The Long Range is, in fact, the base car, starting at $78,500 before on-roads, while the Plus pack adds a further $8000 of kit bringing the total to $86,500.Once you’ve ticked the boxes to get to this point, Polestar tries to tempt you into a Dual Motor - which doubles your power (from 200kW to 400kW) for $88,350 - but don’t go for it. Once you add the missing items, you’re at almost $100,000 and at that price this car makes a bit less sense.Having said that, the Polestar 4 impresses compared to rivals. The aforementioned Porsche Macan EV starts from a whopping $129,800 while only offering slightly more power and range. Based on the segment-bending design of the Polestar 4, I’d also consider its closest rivals to be the BMW i4 (eDrive 35 - $88,000), Mercedes-Benz EQE (300 - $136,600), or perhaps even the equally strange Hyundai Ioniq 6 in specced-up Epiq guise ($82,000). Interestingly all of those options offer similarly long driving ranges, but it certainly makes the value case for the Polestar and its 620km WLTP range evident.Standard kit at this money is fine, you get the recycled(ish) interior trim, big screens, big wheels, ambient lighting - basically the lot - but it’s worth splurging for the Plus Pack because you just get so many luxurious and convenient additions it makes it hard to say no.Sure there’s the (very good) Harmon Kardon audio system, but you also score the fancy illuminated door trims, cool-looking light grey contrast trims, high-end LED headlights, auto-dimming exterior mirrors, tri-zone climate, additional power adjustments for the front seats, a heated steering wheel and heated seats, as well as 22kW(!) AC charging capability.I mean, come on. I know they ‘get you’ with it - the Plus should have been its own trim level, but seriously, if I was already spending this much I’d be ticking that box.Maybe the real sell is this car's driving range, though. The Polestar 4 can travel ridiculously far on a single charge. It feels nearly akin to just driving a petrol car. In my time with the car covering a significant distance, I was always impressed with how much range was left every time I turned it on.I even took to charging it like I use a petrol car - just once every week or two as required. Thankfully, despite its enormous battery, it also charges relatively quickly. The maximum charging speed of 200kW should see the Polestar 4 charge from 10 to 80 per cent in around half an hour, but on the more prolific 150kW charging stations, I was seeing around 40 minutes.The 22kW AC charging rate available on the Plus Pack is a rare addition - only a handful of cars in Australia can do this. Unfortunately, there are fewer chargers that can, which makes this more of a future-proofing feature.Of the WLTP-claimed 620km range, my car was reporting closer to 590km in the real world according to my back-of-the-napkin numbers. With this much driving range you won’t notice the small deficit. I scored 16.4kWh/100km of energy consumption, which is not bad for a car this size.Here's some food for thought on the battery front though: Polestar claims to be the sustainability brand, and yet this car seems emblematic of the brand’s mission butting heads with its need to be a luxury automaker.Sure, a 100kWh battery gives it an enviable driving range, and the brand publishes a quite thorough emissions report which claims that the Polestar 4 is more carbon efficient than a combustion car or even a plug in hybrid (if you go by BMW’s similar emissions report for its 530e, for example).My issue with this is that 100kWh could be three or four plug-in hybrids instead of one Polestar 4. Which of those two options will theoretically remove more carbon from the atmosphere over 20 years? The maths kind of speaks for itself.The Polestar 4 is very nice to drive, giving off big luxury sedan vibes rather than the occasionally overbearing nature of some SUVs in this class. As you sit comparatively low in it, it hides the weight of the batteries well, and its 200kW motor provides plenty of immediate thrust while not being as overwhelming as, for example, the Tesla Model 3 Performance.So it’s a better tourer than a lot of EVs in my opinion. It’s also pretty quiet on the open road, and the attention to detail in the driver feedback and inputs is as European as they come, whether it's the sleek steering feel, or the smoothly integrated regenerative braking. Not too much, not too little.The ride is also relatively plush, offering a degree higher comfort than we’re usually used to from EVs with batteries this big. It’s not perfect though, and some terrain can catch it off-guard, making you feel the heft for a harsh moment.Still, it’s an impressive machine which manages to avoid the extremes.A final note on the ownership piece for this car. Polestar offers a five year and unlimited kilometre warranty with matching roadside assist, which is only really okay these days. However, it will cost you nothing to service the car for those first five years or 100,000km, which is pretty compelling, especially when combined with potentially ultra-low running costs from a home solar system.