Wagon Reviews

Before the first decade of the 21 century was up, there was evidence the cult of the SUV was well and truly gathering pace. Conventional sedans, hatchbacks and even station wagons were falling victim to the almighty SUV, and even station wagon stalwarts like Volvo were revisiting their future model plans. Which is why diverse Volvo V70 station wagon line-up of previous generations was pared back to just a single model – dubbed T6 AWD - for the 2008 launch of the third-gen V70. Gone were the cooking models and five-cylinder variants with and without turbochargers and in was a high-spec turbocharged six-cylinder V70 with all-wheel drive. In a packaging sense, this was still very much a classic Volvo wagon with a boxy outline and lots of room inside relative to its footprint. But the sharp-edged look of previous V70s was softened a little. And where did the previous V70’s customers go for their next Volvo station wagon? To the new XC70, of course, with its jacked-up ride height, tacked on wheel arch extensions, range of trim and driveline options (including a then-sexy turbo-diesel option) and SUV persona. Which left the V70 with its more conventional looks and stance as some kind of orphan. Thing is, it was probably the better of the two Volvos to drive, with better suspension control and the lower ride height making it more dynamic. A facelift in 2010 brought a revised engine with slightly more power and a claim of better fuel efficiency. In an overall sense, the V70 was a great car. It typified Volvo’s approach to sensible car-making at a time when the company was being pushed into the fashion-driven SUV world. But when you consider that even a Volvo SUV was never going to be an off-road vehicle, the plane-Jane V70 is now the smarter buy. With a very similar all-wheel drive system to the XC70, the V70 is all but as competent on slippery or loose surfaces. And nobody has ever complained about the versatility or practicality of a Volvo two-box wagon. Volvo has made its name on reliability, but like any modern car, increasing complexity can take its toll on this aspect. Because of that, Volvo’s once rock-solid reputation for going the distance had faded a little by the time the V70 came along, and it’s fair to say overall reliability was no longer any better than most other mass-market European brands. Volvo’s simpler (non-turbocharged, front-wheel drive) designs were much less likely to give trouble; proof that complex machinery is often more highly strung. The biggest reliability glitch experienced by the V70 was a tendency for some engines to consume excess oil. In the worst cases, entire engines were being replaced under warranty, and you’d like to think any V70s still out there have been fixed or never had the problem in the first place. A compression check prior to purchase would still be a good idea, however. Some V70s also suffered from poor shift quality in the transmission, and this was sometimes traced back to dirty fluid or a transmission that required a reflash. In a smaller number of cases, the clutches inside the transmission were subject to premature wear. Like any high-performance turbocharged engine, the turbo unit can have a finite lifespan and is almost considered a consumable item. Allow for this in your budget. The same goes for the individual ignition coils which can break down over time, and the V70 seems pretty hard on suspension bushes (probably a function of its 1800-plus kilo kerb mass) and all-wheel drive loads. Cars like this are also hard on brakes, but in the Volvo’s case, the advice is to replace not just the brake pads but also the rotors at the same time. This can get pretty expensive. Make sure all the interior electronics work properly, too. If these are on the blink, you could be chasing intermittent problems for a long time. Despite Volvo’s reputation for building safe cars, it’s interesting to note the V70 was recalled on a couple of major safety fronts over the years. A batch of cars built in 2008 was recalled to check the operation of the side-airbag system, while some cars built in 2010 and 2011 were recalled to check the front airbag deployment. Long after the third-gen V70 was discontinued, a recall notice was also issued to check for front seat belt mounts (cables) that could fray and fail over time. The V70 was also recalled to check cooling fan and fuel-pump operation, and you can check out these recalls in detail by visiting: https://www.vehiclerecalls.gov.au/. Early-build cars were the ones most likely to suffer from reliability issues, so the later the build-date, the better the car is likely to be now. The oil burning problems were reportedly solved by the time the 2012 model landed, so a car with an earlier build date is the one to avoid. People don’t tend to buy Volvo station wagons to look at them in the driveway. So, it’s not uncommon to see examples with 250,000km or even more showing. With proper servicing, this should not signal the end of the vehicle’s useful life, but you’d need to see proof of the correct servicing before handing over the money. The post-facelift version of the V70 had more power from the same engine, so it’s probably the one to choose. Beyond that, there’s not much of a decision to be made as the V70 was only available in one trim level and specification (T6 AWD). If you’re looking for more options in the same package, perhaps look at the previous model (the second-gen V7 from 2000 to 2007) which had a choice of petrol engine outputs, two- or four-wheel drive layouts and different trim levels to suit different budgets. Failing that, the XC70 that sold alongside the third-gen V70 offers turbo-diesel power. Roughies with really high mileage are around for less than $10,000 now, but there’s probably better value in spending closer to the low-teens for something with a service record and more moderate kilometres on board. Volvo is a huge global brand and its cars are sold around the world. So, even if you are struggling to find a part in Australia (unlikely) you can always cast the (inter)net wider and shop overseas for cheaper parts. Be wary of seller you aren’t familiar with, and check out buyer feedback to make sure you’re dealing with a reputable supplier. While earlier versions of the V70 were decent sellers for Volvo in Australia, this version was a pretty slow mover in the showroom. It’s unlikely more than a few hundred were sold which is why they’re now hard to find second-hand.

The Zeekr 7GT has become one of the more hyped new cars headed to Australia before the end of 2026, which is surprising because it’s a station wagon. This new entrant into the fully electric arena will sit alongside the very successful 7X in the challenger brand’s line-up as a more low-slung option with seriously sporty aspirations. For this preview drive, right-hand drive cars weren’t quite ready yet, but we were offered the opportunity for a bit more wheel time than we’ve had before, on the track and in the snow. What does it tell us about this intriguing non-SUV option? Read on to find out. I know you’re probably hoping to know how much the Zeekr 7GT will cost, but we still don’t have that specific detail. What the brand did tell us is the fully electric wagon will come in the same three core variants as are available over in China and Europe - a base standard range rear-wheel drive, a mid-spec long-range rear-wheel drive and a top-spec performance-oriented all-wheel drive. If it follows the same pricing structure as it does overseas, the 7GT will be more affordable than its 7X mid-size SUV sibling, with a starting price of around $55,000 if the usual conversion stays true. Expect the range to top out around the $70K mark by the time you walk up to the top-spec all-wheel drive. This means you’re paying combustion car prices for EV performance, with rivals including the Subaru WRX Sportwagon (from $58,490), Skoda Octavia RS (from $64,990 in wagon form), or on the EV front, the Tesla Model 3 (from $54,900 - no wagon available). As to features, we can look to the European market for an idea of what to expect. There, all versions of the 7GT score the dash-dominating 15-inch multimedia touchscreen, and shaped 13.0-inch digital dash, similar to the 7X's. Higher variants get a 35.5-inch head-up display, while other standard kit includes a panoramic sunroof and LED headlights. Inside, trim ranges from black textile on the base car through to a blend of Nappa leather and synthetic materials on the higher-grade cars. In Europe these are able to be chosen either in black or white, while a wider array of interior colours, including sporty suede-style bucket seats. Zeekr even hinted at the possibility of doing a special fourth trim level which could be a range-topping sporty model. One thing is for sure, Zeekr is selling cars on the feeling the interior leaves you with. Like the 7X, the 7GT continues to subvert expectations of how a Chinese car can look and feel from the inside. The commitment to nice materials, solid ergonomics, and even slick software leaves you with the impression that you’re in something European rather than Chinese. This is no doubt largely to do with the fact Zeekrs are at least partially designed next door to Volvos and Polestars at Geely Group’s Gothenburg facilities in Sweden. The same goes for the outside, where the 7GT has the proportions of a sporty Euro wagon, with the more Chinese-leaning design motifs personifying its ‘hidden energy’ design language. To that end, it shares its minimalistic bar-style face with the 7X, familiar frameless doors, but with a bespoke rear design which integrates a bar-style LED below a little lip spoiler on the tailgate, with an edgy split-spoiler adding some intrigue to the roofline. It’s a cool looking machine, with an array of aggressive wheel choices, but I have no doubt that it will continue to set Zeekr apart from the rest of the Chinese pack. How does it drive? We sampled both rear-wheel drive versions (which have 310kW/440Nm) and the top-spec all-wheel drive version (475kW/710Nm) at the track, as well as just the AWD on the snow. What did we learn? Both drivetrains are punchy, and the steering and feedback on offer continues to be a highlight. This car has some attitude behind the wheel, and while the power might sound overwhelming, the somewhat strict stability control keeps things sane. That having been said, when we had the opportunity to turn it off on the snow, even the all-wheel drive version would get super rear-happy, proving it’s got a bit of chaos to share, allowing massive drifts in the right conditions. One big question mark is suspension. The 7GT has been criticised overseas for being a bit soft compared to the kinds of Euro rivals it’s planning to take on, and sadly with only Chinese-spec cars to test this time around on conditions hardly representative of Aussie roads it’s hard to tell how this all-important factor feels this time around. We hope the brand will have at least a regional suspension selection tailored more to the tastes of Aussie buyers by the time it arrives. I wasn’t a huge fan of the reliance on touchscreen menus, which can be a tad fiddly, even with a few shortcut buttons and a volume dial. However, the 7GT impresses with its 456-litre boot capacity (similar to many mid-size SUVs) and up to 65-litre frunk, too. Its electrical architecture also promises up to 450kW of DC charge speed, with a 13 minute estimated charge time from a slightly more common 350kW stack, according to Euro specs. It gets 3.3kW of vehicle-to-load as well. Safety kit is yet to be confirmed, but the 7GT was recently awarded a maximum five-star Euro NCAP rating to the latest tough standards, which the brand will no doubt be hoping carries across to Australia’s ANCAP scheme. Expect a so-so five-year, unlimited kilometre warranty, but service intervals for the related 7X are only every two years and reasonably priced.

The 2027 BYD Seal 6 is a plug-in hybrid rival to the Toyota Camry with a competitive price and a long driving range available either as a sedan in Essential grade, or as a wagon (Touring) in Premium grade.  The Touring Premium starts from $39,990 before on-road costs and comes with extra features and an upgraded drivetrain over the sedan. While the Essential comes with a decent amount of standard kit, including wireless phone mirroring, synthetic leather upholstery, power-adjustable front seats and a 12.8-inch multimedia touchscreen, the Touring Premium adds features like a panoramic sunroof and heated and vented front seats. It’s powered by a hybrid system consisting of a 1.5-litre, four-cylinder petrol engine that helps an electric motor drive the front wheels, drawing power from a 19kWh battery to deliver 163kW and 260Nm in total. The battery is good for 100km of electric driving under WLTP conditions, and when combined with a full 65L fuel tank means a driving range of well over 1000km overall. Consumption ranges from 0.8L/100km to 4.1L/100km with either a full or depleted battery. The BYD Seal 6 boasts a five-star ANCAP rating, with seven airbags and a safety suite including adaptive cruise control with forward collision warning and automatic braking intervention. BYD has a six-year/150,000km warranty, plus an eight-year/160,000km warranty for the battery. Servicing is every 20,000km or 12 months, with the first five services totalling $2775, an average of $555 a visit.

Once a common sight on our roads, wagons have fallen out of favour somewhat as a result of the ever-growing popularity of SUVs and utes. But is a wagon a better and more family-friendly vehicle than a bigger, taller SUV or ute? And what if that vehicle has a mild-hybrid system onboard? That's where Skoda’s Octavia new mild hybrid comes in.

Zeekr has made quite a name for itself for its range of aggressively priced premium performance SUVs. The 7X and upcoming 8X and 9X have generated quite a lot of hype. It seems though, that this Chinese brand has more to prove. It doesn’t just want to undercut established premium brands on the SUV front, it wants to appeal to rusted-on enthusiasts with its upcoming fully electric 7GT wagon. That’s right, a brand-new sporty station wagon designed to take aim at the likes of the BMW 3 Series, Mercedes-Benz C-Class and Audi S5 in 2026. Does this Euro-flavoured Chinese wagon have what it takes to impress? We briefly drove one in China to find out. First things first, what do we know about the 7GT for Australia? For one, it’s been locked-in judging by recent comments from the Australian division's boss, Frank Li. He said it was difficult to tell what order the brand’s range of cars will arrive, but with the 9X flagship SUV due before the end of 2026, it seems likely we’ll see the 7GT either very late in 2026, or early 2027. Interestingly, the 7GT (known as the 007GT in China) has a sedan variant as well (simply the 007 in its home market) although the brand hasn't said much about it, suggesting it will be a wagon-only offering in Australia. As for the price? The 7GT starts from the equivalent of around A$42,000 and tops out at around A$52,000 in China, suggesting a range of around A$55,000 - $70,000 by the time the car lands in Australia. Price wise, this could put it in a similar league to mainstream wagon offerings like the Skoda Octavia (from $66,000), Subaru WRX (from $58,490) and Cupra Leon (from $69,990). Like the 7X SUV which came before it, it will be an upgrade on those mainstream rivals by offering fully electric power with significant driving range, while also significantly undercutting premium wagons like the BMW 3 Series (from $98,800), Audi A5 (from $92,900) and Genesis G70 (from $80,265). It is unclear whether the 7X will be offered in a single high-performance specification or if Zeekr will also offer an entry-level price-leading variant. The powertrain choices in China include a rear-wheel-drive version (still offering a whopping 370kW/545Nm and a 0-100km/h sprint time of 4.8 seconds) or an all-wheel drive with 585kW/812Nm and 0-100km/h sprint in just 2.85 seconds (faster than a Porsche Taycan Turbo). The entry-level version of the 7GT is powered by a 75kWh battery pack offering up to 702km of driving range, with a larger 103kWh battery pack offering up to 880km of driving range (both driving ranges calculated to the more lenient CLTC measuring standard). With a 900-volt electrical architecture, the 7GT can charge ultra fast, 10 to 80 per cent in as low as 10 minutes on a compatible DC charger, according to the brand. Penned in Europe at Geely’s facilities in Gothenburg, Sweden, the 7GT gets European proportions with a split spoiler topping off the roof, and a ducktail shaping the boot line. Sadly, Australian Design Rules will prohibit the character-enhancing animated DRL clusters above the headlight strip, as is also the case for the 7X. Sitting in the 7GT and you’d be forgiven for thinking you were sitting in a Volvo or a Polestar - two other Geely-owned brands. The commitment to interior materials and cabin ergonomics has always put Zeekr a cut above its Chinese contemporaries, doubly so in the 7GT which sits nice and low and sports a rising console platform, which culminates in a large but not excessive central touchscreen. There’s even a control dial and a couple of shortcut buttons below, which can’t be said for a lot of this car’s Chinese rivals. Space is good in both the front and rear seats for me at 182cm tall, and the 7GT also has a surprisingly large boot despite its coupe-looking roofline. We only had a chance to briefly drive the 7GT on a small test circuit in a car park in China, which consisted of a 0-100km/h sprint, brake test, and a moose-test style slalom, however, I’ve also driven this car’s sedan version, the 007, on Geely’s actual racing track in Ningbo, which gave a bit more insight into its performance and limitations. Quite predictably, it’s blisteringly fast, with the kind of silent, brutal acceleration anybody who has driven a Tesla will be familiar with. As soon as you go to turn a corner though, the Euro flavour for the Zeekr again helps to set it apart. The steering in the 7GT feels much more natural, like something you’d experience in a Volvo or Polestar as opposed to the lifeless or overly electrified feeling you get from some otherwise-good EVs. Judging the suspension is difficult as the drive was on curated and perfectly flat tarmac surfaces, but riding lower than its SUV siblings, the 7GT feels comparatively slick when attacking corners and chicanes. Perhaps the biggest issue facing anything electric is weight, and while the 7GT might hide it well at commuter pace, the track sessions in the 007 were frequently slowed down after only a handful of laps to manage heat in the brakes. This is worth noting if you’re thinking about a family car that also makes short work of more expensive combustion cars at a track day.

Remember the humble family station wagon? Audi has just launched a plug-in hybrid version of its A5 Avant in Australia. It has introduced it in the liftback body style too with up to 100km of electric range.

Cupra’s unorthodox approach to the Australian market is deliberate, and perhaps best exemplified by the newest addition to the Leon range - the Leon Sportstourer VZe.

The Audi S5 Sedan and S5 Avant join the new Audi A5 from launch as the more performance-focused variants in the line-up, coming in at $114,900 and $117,900 respectively.

As the Audi A4 badge goes electric for now, the A5 becomes its spiritual successor. The Audi A5 has just landed in Australia in Sedan or Avant wagon form, and there's a fast S5 version too. We sampled them all during the winter launch in Victoria to find out how it stacks up.

The new Skoda Superb is now the only mainstream passenger car left in Australia. Is there a reason for this, or is this a hidden gem?