By Bruce Newton, carsales.com.au

Toyota is set to become the underdog as it faces-off against Tesla with the introduction of its first-ever dedicated electric car.

The Japanese giant has revealed Australian details for its bZ4X EV, which has been priced competitively against its direct rival and Australia’s most popular electric vehicle, the Tesla Model Y.

The bZ4X will be offered locally in two model grades, with the entry-level version costing $66,000 (plus on-road costs) and featuring a single motor configuration with two-wheel drive while the flagship variant tops out at $74,900 (plus ORCs) and has a dual-motor set-up with all-wheel drive.

By comparison, the Tesla Model Y is slightly more affordable at the lower end, with the RWD model costing $65,400 (plus ORCs) but is more expensive at the other end with the Long Range AWD version costing $74,900 (plus ORCs) while the range-topping Model Y Performance, for which Toyota does not offer a direct rival, has a sticker price of $91,000 (plus ORCs).

Other rivals include the Hyundai IONIQ 5 (priced from $65,000 to $84,000 plus ORCs) and the Kia EV6 that costs between $72,590 to $99,590 (plus ORCs).

So far, Toyota claims to have received 122 orders in less than a week, from more than 7000 expressions of interest. The Japanese brand says that only 1500 examples of the bZ4X will be shipped to Australia this year, suggesting the market leader does not have massive ambitions for its first EV.

That number compares to the 28,769 Tesla Model Y EVs sold in Australia in 2023. Nevertheless, Toyota’s marketing chief Sean Hanley talked up the bZ4X’s importance at the recent Australian launch.

“The bZ4X is not just an electric car – it’s the foundation for the next phase of our electrification strategy that hits a sweet spot with its mid-size SUV dimensions, space and functionality,” he said.

“As the first Toyota BEV, it will accelerate our multi-pathway approach that’s designed to help our customers lower their tailpipe carbon emissions while leaving no-one behind.”

The 2WD Toyota bZ4X is powered by a 150kW/266Nm electric motor mounted on the front axle, while the AWD’s dual-motor set-up offers 160kW/337Nm with a three-stage X Mode for off-roading.

Both models have a 71.4kWh (gross) lithium-ion battery pack that delivers a claimed 436km range for the 2WD and 411km for the AWD based on WLTP testing. The maximum DC fast-charging rate is up to 150kW.

By comparison, the Tesla Model Y RWD has a 455km WLTP range and the AWD Long Range a 533km WLTP range.

The bZ4X comes with a five-year/unlimited-kilometre warranty, extending to seven years on motor and driveline with logbook services. The high-voltage battery is covered for up to 10 years.

Toyota also offers capped-price servicing for the first five years/75,000km with each 12-month/15,000km service costing $180.

See our full specs and equipment list below.

Toyota bZ4X FWD specifications and equipment:

Mechanical

• 150kW/266Nm front-mounted permanent magnet synchronous electric motor
• Front e-Axle single-speed transaxle
• 71.4kWh lithium-ion battery
• 535km range (NEDC) / 436km range (WLTP)
• Front MacPherson strut and rear multi-link suspension with coil springs
• Ventilated 328mm front and 317mm rear disc brakes
• Electric power steering

Exterior

• Poly-ellipsoidal LED headlights with adaptive high-beam system, dynamic auto levelling and follow-me-home light control system
• LED daytime running lights
• Heated side mirrors with auto power folding
• LED side mirror indicators
• LED tail-lights
• Rear fog lamp
• 20-inch alloy wheels with 235/50R20 tyres
• Privacy glass for rear side, quarter and back windows
• Front and rear air spats
• Six available colours with solid, metallic and pearl paint finishes

Interior

• Sporty front seats with fabric and SofTex trim
• Reclining rear seats with fabric and SofTex trim
• 60/40 split-fold rear seatbacks
• Front and rear floor mats
• Shift-by-wire dial drive selector with integrated electronic park brake
• Leather-accented steering wheel
• Driver and passenger sun visor vanity mirrors with LED lighting
• Five seats

Safety

• Toyota Safety Sense: Pre-collision safety system with pedestrian and daylight cyclist detection, plus left/right intersection function
• Active cruise control
• Lane trace assist and emergency driving stop system
• Road sign assist (speed signs only)
• Vehicle stability control
• Front and rear parking support brake including parking sensors
• Reversing camera
• Seven airbags: driver and front passenger front and side, centre-front, side curtain
• Pitch and bounce control
• Two rear ISOFIX points, three rear top-tether mounts
• First-aid kit

Comfort and convenience

• Dual-zone climate control
• Smart entry and start
• Auto front wipers
• Auto-dimming rear-view mirror
• 7.0-inch multi-information display
• Tilt-and-telescopic steering wheel adjustment
• 8-way power adjustable driver seat with vertical headrest adjustment
• 2-way driver seat power lumbar adjustment
• 6-way manual adjustable front passenger seat with vertical headrest adjustment
• Heated front seats
• Passenger occupant detection
• Rear air vents
• Driver and passenger seatback pockets
• Rear seat vertical headrest adjustment
• Power tailgate
• 4 x cup holders (2 front/2 rear), 8 bottle holders (2 in each door)
• Tyre repair kit

Infotainment/Multimedia

• 12.3-inch multimedia display with cloud navigation and DAB+ radio
• Toyota Multimedia Connect (12 months complimentary)
• Wireless Apple CarPlay and wireless Android Auto
• 4 x USB-C ports, 1 x UBC-A
• 12V accessory socket
• 6-speaker audio system

Toyota bZ4X AWD additional features over bZ4X FWD:

Mechanical

• 80kW/168.5Nm front and rear-mounted (160kW/337Nm total) permanent magnet synchronous electric motors
• Front and rear e-Axle single-speed transaxles
• 485km range (NEDC) / 411km range (WLTP)

Exterior

• Roof spoiler
• Roof rails
• Side mirrors with memory and reverse auto adjust
• Panoramic roof
• Gloss black bonnet accent

Interior

• Premium SofTex seat trim
• Heated steering wheel

Comfort and convenience

• Memory function for driver seat adjustment
• Ventilated front seats
• Qi-compatible 10W wireless charger
• Kick sensor for power tailgate

Safety

• X-Mode with two off-road drive modes: Snow/Dirt, Deep Snow/Mud
• Panoramic view monitor
• Blind spot monitor with Safe Exit Assist
• Intelligent Parking Assist
• Multi-terrain sensing Downhill Assist Control and Crawl function

Multimedia

9-speaker JBL premium sound system

How much does the 2024 Toyota bZ4X cost?

• Single-motor/two-wheel drive – $66,000
• Dual-motor/all-wheel drive – $74,900

* Prices exclude on-road costs

 

Disclaimer: Images supplied by Toyota Australia.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Bruce Newton, carsales.com.au

Hybrids are a great way to reduce running costs without compromising performance and everyday useability. Toyota has long been a pioneer for petrol-electric powertrains, and now Hyundai is following in its wheel tracks with an expanded range of fuel-sipping alternatives, which now includes the updated 2024 i30 Sedan.

Positioned between the standard models that have a conventional 2.0-litre petrol engine and the high-performance i30 Sedan N, the Hybrid features a unique 1.6-litre turbo four-cylinder paired to an electric motor and is offered in three model grades.

But there’s more to it than just that. Let’s find out more…

How much does the Hyundai i30 Sedan Hybrid cost?

Although Hyundai Australia has confirmed the i30 Sedan Hybrid will be available in three model grades – standard, Elite and Premium – only the entry-level version is currently available as the mid-grade and flagship versions are yet to begin production in South Korea. They will start arriving in local showrooms later this year.

For now, the i30 Sedan Hybrid costs $33,000 plus on-roads, which equates to a $4000 premium over the equivalent non-hybrid entry model. It is expected that Elite and Premium models will have the same price difference between Hybrid and regular models when they arrive.

Hyundai is also hoping to add sporty N-Line trim options to the i30 Sedan Hybrid at some point as well.

The i30 Sedan Hybrid’s most direct competitor is the Toyota Corolla hybrid sedan, which starts at $32,320 (plus ORCs) for the Ascent Sport. Other key small sedans are the Kia Cerato and Mazda3, although neither is available with hybrid power.

What equipment comes with the Hyundai i30 Sedan Hybrid?

The 2024 Hyundai i30 Sedan Hybrid arrives in line with a facelift across the entire model range with a new exterior look that features a revised front-end, which now has a split grille and becomes sleeker.

Otherwise, the low and angular fastback exterior is fundamentally retained.

Standard equipment for this model includes 16-inch alloy wheels and a space-saver spare tyre (i30 2.0 gets a full-size spare), leather trim for the steering wheel and gear knob, cloth seats, an electronic park brake, dual-zone climate control with rear vents and rain-sensing wipers (the latter two are items the i30 2.0 misses out on).

There are five exterior paint colour choices, of which Atlas White is the only one that won’t cost you an extra $595.

The Elite and Premium models add a host of key features, including smart key remote access and push-button start, ambient mood lighting, leather seat trim, power and memory for the driver’s seat, heating and ventilation for the front seats, a heated steering wheel, a glass sunroof and even extendable sun visors (very handy when the sun is low in the sky and blazing through the side window).

The i30 Sedan Hybrid comes with a five-year/unlimited-km warranty, a minimum 12 months of roadside assistance and 12-month/15,000km service intervals. The first five visits to the workshop currently average out at $430 each under Hyundai’s capped price servicing program. You can prepay for five years to lock that price in or take your chances there won’t be increases over time.

What technology does the Hyundai i30 Sedan Hybrid feature?

The 2024 Hyundai i30 Sedan Hybrid comes with a familiar 8.0-inch infotainment screen and 4.2-inch digital instrument cluster. While other models get upgraded tech and the Bluelink app, the base model misses out.

Apple CarPlay and Android Auto can be connected wirelessly or via cable. A larger wireless smartphone charging pad is included, there are now front and rear USB-C outlets (as well as a USB-A up-front), and audio is broadcast via a six-speaker system.

AM and FM radio are included, but there is no digital radio, embedded sat-nav or ‘Sounds of Nature’ elevator muzak.

Higher-spec models will get a 10.25-inch infotainment screen and 10.25-inch digital instrument cluster.

What is the Hyundai i30 Sedan Hybrid like inside?

The interior of the 2024 Hyundai i30 Sedan Hybrid continues the fuss-free persona of its predecessor. It’s not very flashy but feels well-built and workmanlike in its presentation.

Importantly, it’s quite spacious inside thanks to the car’s overall 4710mm length and 1825mm width. That’s nearly 100mm longer than a Toyota RAV4 mid-size SUV and only 30mm narrower.

The driver sits behind a steering wheel with reach and rake adjustment and there is manual height-adjust on the seat to help get comfy. The steering wheel gets four horizontal spokes, which is a bit of an unusual look, and there are no gearchange paddles on this or any non-N Line/N i30 model.

Instead, manual changes can be performed via the T-bar auto but seem of limited use. The same could be said of rotating the drive modes through eco, normal, sport and smart, as the impact on the powertrain was limited and the suspension is passive.

Infotainment controls are basic and familiar Hyundai stuff, with physical buttons for audio and the climate control. If you’re a bit of a luddite (like me), then this car is easy to understand and operate.

Storage options include reasonably sized door pockets, dual cup holders and a lidded bin in the centre console, and a big glovebox with a large owner’s manual. Both vanity mirrors in the sun visors have lighting. There’s also a sizeable grab handle for the passenger on the centre console (or is it just there for styling?).

Rear-seat access is easy via wide-opening doors, which presents a bench seat with a truly impressive amount of leg, elbow, and headroom (despite the fastback roof) for two 180cm-plus passengers. Even with a 180cm driver comfortably in place, the rear-seat passenger won’t be compromised.

Offered in the rear are two USB-C points, air-con vents adjustable for direction and force, small door pockets and a fold-down armrest with dual cup holders. But there is only one map pocket (on the passenger seat).

The boot is sizable at 474 litres and the rear seat splits/folds flat to create plenty more space. Annoyingly though, there is no opening button on the boot lid – you access it via the key fob or the lever next to the driver’s seat.

There are no storage cubbies or nets in the boot to stop small items rolling around either, while the boot lid hinges are goosenecks that intrude into the space.

How safe is the Hyundai i30 Sedan Hybrid?

Like the original model that first launched in 2020, the 2024 Hyundai i30 Sedan Hybrid arrives without an ANCAP safety rating and is unlikely to ever have one.

That’s because ANCAP hasn’t tested the i30 sedan and there is no data available from its European partner NCAP as it’s not sold there.

That omission aside – and it means many fleet buyers have already scratched this car off their lists – the i30 Sedan Hybrid has a reasonable safety equipment list.

This is led by Hyundai’s SmartSense suite of driver-assistance features that includes autonomous emergency braking (AEB) – which can now detect motorcyclists and direct oncoming traffic – adaptive cruise control with stop & go, lane follow and keeping assist, intelligent speed limit assist and driver attention monitoring.

Other safety items include six airbags, a rear-view monitor, front and rear parking sensors, tyre pressure monitoring, rear occupant alert, three child seat top tethers, two ISOFIX restraints and LED headlights with dusk sensing.

However, the base model does miss out on blind spot collision avoidance, safe exit warning, rear cross traffic alert and avoidance, parking collision avoidance and an auto-dimming electro chromatic interior mirror.

The entry-level i30 Sedan Hybrid also misses out on the Bluelink connected car app, which has automatic collision notification and emergency SOS call, as well as a bundle of convenience features including remote lock/unlock.

What powers the Hyundai i30 Sedan Hybrid?

The 2024 Hyundai i30 Sedan Hybrid combines a 1.6-litre petrol four-cylinder engine with a low-capacity electric motor and a tiny 1.32kWh lithium-ion polymer battery.

The engine and motor produce combined maximum outputs of 104kW and 265Nm and drive the front wheels via a six-speed dual clutch transmission.

The powertrain can run solely as an electric vehicle at low speeds if there is charge in the battery, as a petrol-only vehicle at higher speed and links the two motors together in most circumstances.

This is done without input from the driver. Unlike Toyota hybrids, there is no dedicated EV button allowing the driver to make the choice to run solely on electricity (although the request is often rejected because of lack of battery charge or speed).

How fuel-efficient is the Hyundai i30 Sedan Hybrid?

With its fuel-saving electric assistance doing its part, the 2024 Hyundai i30 Sedan Hybrid has a claimed average consumption of just 3.9L/100km on 91 RON petrol, matching the equivalent Toyota Corolla hybrid sedan.

On a two-hour drive program that spent a lot of time cruising in the country near Albury/Wodonga, the i30 averaged 4.3L/100km according to its trip computer. That’s pretty good.

But let’s crunch some real numbers. Assuming a 2.0-litre i30 can achieve its claimed 6.0L/100km (unlikely), the hybrid averaging 4.3L/100km and 91 RON costing $1.90 (yeah, I know, it’s a guestimate), then, at an average 15,000km per year for each car, it would take more than eight years to reclaim the price difference between the petrol and Hybrid versions.

If you increase the 2.0’s consumption average to (a more realistic) 7.0L/100km and the Hybrid’s premium would still take more than six years to recover. Of course, rising petrol costs (not a wild prediction) would also work in the hybrid’s favour.

But yes, there are more holes in these calculations than a Swiss Cheese.

Of course, finances aside, you will be puffing out tonnes less CO2 over time with the Hybrid.

Being an orthodox hybrid, the i30 sedan cannot have its battery recharged by plugging in. It accrues charge regeneratively when lifting off the throttle or braking.

What is the Hyundai i30 Sedan Hybrid like to drive?

The 2024 Hyundai i30 Sedan Hybrid delivers a totally a fuss-free experience.

For starters, there is nothing complicated about the user experience, unlike a plug-in hybrid or dedicated electric vehicle. The computers do all the work in blending how the petrol and electric motors operate and there is no requirement for recharging – simply re-fill the petrol tank at a service station and you’re back on the road.

The good news here is the electric motor fills in a shortage of low-speed torque from the petrol engine, meaning tip-in throttle acceleration is solid. Again, it’s a step-up on the 2.0-litre/CVT combo in the standard i30.

We know from previous experience with hybrids that performance is significantly curtailed when the battery runs out and the electric motor isn’t available. But that didn’t happen during our drive and, even when depleted, the little battery will quickly start recharging and contributing again.

On the move, the powertrain and transmission combine for efficient and smooth progress. It’s only challenged when sharp climbs and/or hairpins are thrown into the mix that there is some unruly revving and gear hunting.

Its well-calibrated traction control keeps the front wheels from spinning and there’s no sign of steering tug or rack rattle.

Another key element that makes the i30 Hybrid nicer to drive than the standard models is the upgrade to a multi-link rear suspension set-up.

The non-Hybrid models (except for the high-performance N) have a regular torsion beam, which doesn’t offer the same level of control, compliance, and overall comfort – especially if the dampers haven’t been tuned to suit local road conditions.

So, it’s a good move and one that contributes to the i30 Sedan Hybrid having a comfortable ride at most speeds, good body control and reliable, responsive handling.

Overall, this is a car that’s neither too sloppy nor too sharp to drive. At a pinch you could see it wearing an N Line badge.

During our test drive only a bit of tyre noise on coarse surfaces and some intrusion from sharp edges at low speeds disturbed the cabin, along with the usual (and incessant) Hyundai bings and bongs for over-speeding and driver monitoring. They default to on and can be switched off in the infotainment display, but not as easily as the annoying lane keeping. As we have previously mentioned this is a common issue with Hyundai and Kia vehicles.

Should I buy a Hyundai i30 Sedan Hybrid?

There’s a lot to like in a not very memorable way about the 2024 Hyundai i30 Sedan Hybrid. It pleases in the same way finding $10 on the pavement will or getting bumped up to business class on a Melbourne-Sydney flight. Nice at the time but not a defining experience.

The positives are delivered quietly: a competent drive, a spacious interior and a frugal drivetrain. It’s also well under $40,000 on the road, has a solid warranty and Hyundai build quality to support it.

But sedans are not so fashionable these days and it’s the base model so it’s not lavish.

If you decide affordable, unfussed and low-emissions motoring is your priority then the 2024 Hyundai i30 Sedan Hybrid should fit the bill.

2024 Hyundai i30 Sedan Hybrid at a glance:

Editor’s Rating: 7.8/10

Price:  $33,000 (plus on-road costs)	Transmission: Six-speed dual-clutch automatic
Available:  Now	Fuel: 3.9L/100km (ADR Combined)
Powertrain:  1.6-litre four-cylinder petrol-electric	CO2: 92g/km (ADR Combined)
Output: 77kW/147Nm (electric motor: 32kW/170Nm)	Safety Rating:  Not tested
Combined output: 104kW/265Nm

 

Disclaimer: Images supplied by Hyundai.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Tim Britten, carsales.com.au

If you know anything about Australia’s favourite summer sport, cricket, then you understand why the best players are in the middle of the batting order. The openers are there to be flashy and unsettling and take the shine off the ball. But it’s legends like Richie Benaud, Steve Waugh and Shane Warne that did all the heavy lifting. That’s because they are all-rounders.

If you look at it like that, the Isuzu D-Max is the Warnie amongst the team of the century in dual-cab utes that are hitting sixes all over the country at the moment. It might not be as polished as its peers, but it’s certainly reliable, dependable and a little more rugged than its peers.

While the Ford Ranger and Toyota HiLux battle it out for the captain’s role, the D-Max’s position in the middle order seems relatively well assured. It’s been that way since it first arrived in 2008.

But Isuzu isn’t complacent about its skillset and has continued to deliver a raft of improvements in the latest generation that are designed to cement its status – and ranking. So, let’s see if the near range-topping LS-U+ model can bowl us over.

How much does the Isuzu D-MAX LS-U+ cost?

The 2024 Isuzu D-Max LS-U+ sits near the top of an extensive model line-up, in between the standard LS-U and the flagship X-Terrain, and costs from $63,500 (plus on-road costs). That’s a $2500 premium over the non-plus version, but a $4000 saving compared to the X-Terrain.

That positions it on the same level as the likes of the Ford Ranger XLT (from $63,990 plus ORCs), the Toyota HiLux SR5 (from $60,490 plus ORCs) and the new, range-topping Mitsubishi Triton GSR (from $63,840 plus ORCs) that recently went on-sale in Australia.

Consumers should note, however, that a substantially upgraded model is set to arrive Down Under by the middle of the year with revised exterior styling, a new interior design and more features. Isuzu has yet to confirm any details, but it is expected that prices will increase across the range.

What equipment comes with the Isuzu D-MAX LS-U+?

The plus element in the D-Max’s nomenclature refers to a host of extra features over the standard LS-U model that are designed to add a touch more luxury and convenience to its working-class cabin.

These includes black-stitched leather interior trim elements, an eight-way power-adjustable driver’s seat with lumbar support and heating for both front seats.

That’s on top of an already extensive list of standard equipment, such as keyless entry with push-button start, dual-zone climate control with rear air vents, colour-coded exterior panels, bi-Led headlamps with automatic high beam and 18-inch alloy wheels.

Isuzu’s standard warranty is a small step ahead of most of the competition at six years/150,000km (whichever comes first), with seven years of roadside assist.

Capped-price servicing totals $3689 over seven years or 105,000km.

What technology does the Isuzu D-MAX LS-U+ feature?

The 2024 Isuzu D-MAX LS-U+ a 9.0-inch infotainment screen with embedded sat-nav, wired Android Auto and wireless Apple CarPlay, AM/FM/DAB radio and voice recognition. There is no wireless phone charging capability.

However, it does have an eight-speaker stereo and digital info displays on the (otherwise analogue) instrument panel.

What is the Isuzu D-MAX LS-U+ like inside?

The D-Max LS-U+ cabin isn’t flashy in its design, but it does present well and feels well built. The stitched part-leather seats are pleasantly supportive for a long day behind the wheel and there’s plenty of room for full-size adults in front and back, which will please owners who task their utes with work duties during the week as well as weekend family outings.

While the LS-U+ is mostly good – it’s a step behind the Ranger in terms of technology and presentation – we found the sat-nav has a highly reflective touchscreen that makes it hard to read during the day. And, even when you can, the menu system is more complicated than it needs to be.

How safe is the Isuzu D-MAX LS-U+?

The 2024 Isuzu D-MAX is fitted with eight airbags and scored a maximum five-star ANCAP safety rating when it was first released in 2022.

IDAS (Intelligent Driver Assistance System) is Isuzu-speak for a suite of safety equipment that includes high- and low-speed autonomous emergency braking (AEB) with intersection turn assist, post-collision braking, adaptive cruise control, traffic sign recognition, lane keeping aids, blind spot monitoring, rear cross traffic alert, multi-camera parking assistance and trailer sway control.

Automatic, self-dipping and self-levelling LED headlights as well as LED daytime running lights are also used from LS-U upwards, as are rear parking sensors and ‘walk away’ door locking that automatically activates when the driver leaves the cabin.

Refinements for the MY23 model year introduced a new feature that automatically disables blind spot monitoring and rear cross traffic alert when a trailer is being towed (trailer sway control is standard), adding to the ability to manually de-select lane keep functions, also when a trailer was being towed, that was introduced in 2021.

What powers the Isuzu D-MAX LS-U+?

The familiar 3.0-litre four-cylinder turbodiesel is at the heart of the 2024 Isuzu D-MAX LS-U+, delivering 140kW at 3600rpm and 450Nm of torque between 1600-2600rpm.

Those outputs place it below the smaller-capacity 2.0-litre Ford Ranger and 2.8-litre Toyota HiLux but the engine’s steady torque delivery – with 300Nm available from just 1000rpm – is such that it continues to satisfy the legions of trailer-hauling Isuzu fans.

How fuel efficient is the Isuzu D-MAX LS-U+?

Isuzu claims the D-Max LS-U+ consumes a combined average of 8.0L/100km, which is fairly respectable amongst its rivals. In the real world, we managed around 9.3L/100km during our week-long test period.

What is the Isuzu D-MAX LS-U+ like to drive?

The first-generation D-Max built a loyal customer base on the strength of its rugged driving character and affordable price tag.

And, in this generation, it continues as one of the hardest-working utes in its class, with excellent towing and four-wheel drive capabilities. But the LS-U+ proves it is no longer the cheap and cheerful option it once was.

It has lost almost all of the agricultural elements of its predecessor, and now exudes a confident and charming, more car-like manner in the way it rides and steers.

The engine can still be a bit gruff and noisy under heavy acceleration, but the 3.0-litre turbo-diesel has more than adequate passing power and strong hauling ability on the hills. Unlike the all-disc-braked Ford Ranger, Volkswagen Amarok and GWM utes, the Isuzu makes do with the otherwise universally accepted set-up with front ventilated discs and rear drums, which perform well.

Although the steering is quite low-geared (the wheel has a sizeable 3.75 turns lock-to-lock), the D-Max is really not a handful – as some utes still are – on roundabouts or in sharp corners. In a recent carsales comparison against the Toyota HiLux, we gave the nod to the D-Max for its better all-round composure on sealed roads.

The new gas-strut-damped tailgate helps take the weight out of loading items in the tray while the tub liner that comes from LS-U upwards means one less stop at the 4x4 aftermarket store.

How good is the Isuzu D-MAX LS-U+ off-road?

It’s an excellent choice for those that need to get off the beaten track, whether that is for work or pleasure. The 2024 Isuzu D-Max matches the class-leading HiLux in every discipline other than wheel-travel-challenging terrain where the Toyota’s off-road traction control system worked wonders and the Isuzu, lacking a similar system, was left floundering.

The MU-X SUV, which is the wagon version of the D-Max, has off-road traction control and this, hopefully, will eventually find its way into the ute with the mid-life facelift due to arrive later this year.

The transmission typically takes a little time to lock in low range 4WD. And, once that happens, there’s not a lot that will stop the D-MAX, what with its rear diff lock, workable approach/departure and breakover angles, 240mm ground clearance and 800mm wading depth.

How much can the Isuzu D-MAX LS-U+ carry?

The Isuzu D-max LS-U+ has a competitive 985kg payload capacity and its style side tray, now with a standard tub liner, offers similar dimensions to the HiLux.

Its maximum braked towing capacity is the segment-standard 3500kg and the D-Max has repeatedly proven itself as one of the best bets if you’re hauling, with impressive control and stability as well as that ample engine torque.

Should I buy an Isuzu D-MAX LS-U+?

The popularity of the Isuzu D-Max is not by accident. It delivers a no-nonsense, hard-working character that is perfectly suited to being a tool of the trade vehicle during the week and a play toy for adventurous families on the weekend.

The one downside is the imminent arrival of a heavily upgraded D-Max, that is likely to arrive before mid-year and which should rectify many of the complaints we’ve made mention of here, in particular the infotainment system and off-road traction control.

If you can’t afford to wait, the current LS-U+ has plenty going for it.

2024 Isuzu D-MAX LS-U+ at a glance:

Editor’s Rating: 7.7/10

Price:  $63,500 (plus on-road costs)	Transmission: Six-speed automatic
Available:  Now	Fuel: 8.0L/100km (ADR Combined)
Engine:  3.0-litre four-cylinder turbo-diesel	CO2: 207g/km (ADR Combined)
Output: 140kW/450Nm	Safety Rating:  Five-star (ANCAP 2022)

 

Disclaimer: Images supplied by Carsales.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Carsales Staff

In a sea of SUVs, Honda is keeping the traditional family afloat with its new-generation Accord set to arrive in Australia in the coming months.

The Japanese car maker revealed the 11th-generation of its iconic mid-sized sedan in 2022, with sales initially limited to North America, China and in Honda’s domestic market where traditional sedans still remain relatively popular.

But, as reported by carsales last December, Honda’s local division received local certification for the new Accord to be sold in Australia, indicating the company was intent on expanding its reach.

Now, Honda Australia has officially confirmed the Accord will go on-sale in Australia in the second quarter and will be exclusively available with a hybrid powertrain.

It has yet to reveal any pricing or specification details, but it is expected to be only offered as single model with an extensive list of standard equipment and safety features. The only choice customers will be able to make is from a simple palette of exterior colours that will likely include Platinum White, Lunar Silver, Meteoroid Grey and Crystal Black.

“The Honda Accord has a rich history in the Australian market as a sophisticated, luxurious flagship model which has been a customer favourite since its arrival in 1977,” said Honda Australia director Carolyn McMahon.

“This new model offers the premium feel that Accord is renowned for, coupled with all the additional technological advances that customers are becoming accustomed to, including Honda’s e:HEV hybrid powertrain that delivers a dynamic combination of performance and efficiency.”

The new Accord is bigger, sleeker and more advanced than its predecessor, and will be the first Honda offered in Australia with embedded Google software.

The e:HEV powertrain, which combines two electric motors with a 2.0-litre four-cylinder petrol engine, is also likely to become the most powerful iteration yet, given the North American versions produce a healthy 152kW/335Nm – compared to the CR-V’s 135kW/335Nm.

Market-specific information and technical data will be released soon in preparation for the local launch before mid-year.

 

Disclaimer: Images supplied by Honda Australia.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Alexandra Lawrence, carsales.com.au

Australian families are more willing than ever to drive into unchartered territory. It wasn’t all that long ago that locally built sedans and station wagons with big six-cylinder or V8 engines were the default choice. But times – and tastes – have changed dramatically in recent years, especially since the demise of Australia’s homegrown automotive industry, with a significant shift towards SUVs and electrification.

This has opened the door for new brands to fill the void, like China’s GWM Haval which has quickly established itself with a range of budget-friendly, feature-packed soft roaders. Its most popular model is the mid-sized Jolion, which is a compact five-seater that is available with either a conventional petrol engine or with a hybrid powertrain.

We’re spending a few weeks with the highest-spec Jolion Ultra Hybrid to see what it’s like to live with. So, let’s find out.

How much does the GWM Haval Jolion Ultra Hybrid cost?

The GWM Haval Jolion range consists of six models that range in price between $28,490 drive-away and $40,990 drive-away.

In our case, we’re at the pointy end of the scale, with the Jolion Ultra Hybrid priced at $41,485 drive-away by the time you’ve added its eye-catching Glacier Blue paint job ($495), a premium colour offered only on hybrid-powered models.

That pale blue i30 N-esque colour is rather handsome, and if you’re lucky like us, you’re bound to get a few compliments.

The flagship Jolion Ultra Hybrid comes equipped with 18-inch alloy wheels, LED headlights with sequential daytime running lights (DRLs), a panoramic sunroof, keyless entry with push-button start, tinted windows, heated front seats, a colour head-up display, 7.0-inch digital instrument cluster and a 12.3-inch central touchscreen with smartphone mirroring, AM/FM radio and Bluetooth connectivity.

In terms of safety, there’s seven air bags, including a front centre airbag, as well as blind spot monitoring, lane keep assist, adaptive cruise control, brake assist, forward collision warning, traffic sign recognition, autonomous emergency braking (AEB) with pedestrian and cyclist detection and more.

Apowered tailgate, ventilated front seats and in-built satellite navigation are conspicuously absent, which we would like to see at this price point.

Under the bonnet, petrol-electric versions of the Jolion are powered by a 70kW/125Nm 1.5-litre naturally aspirated four-cylinder petrol engine mated to a 110kW electric motor, which produce combined outputs of 139kW of power and 375Nm of torque.

Drive is sent to the front wheels via a dedicated hybrid-only automatic transmission.

According to GWM, average fuel consumption is claimed to be 5.0L/100km on a combined cycle, while the 1530kg SUV can accelerate from 0-100km/h in a respectable 8.2 seconds.

What’s good about the GWM Haval Jolion Ultra Hybrid?

On paper, there’s a lot to like about the 2024 GWM Haval Jolion Ultra Hybrid with a generous list of standard equipment and good value for money.

It also lives up to the promise in terms of how it drives. The Jolion is a genuinely pleasant machine to travel around in, thanks to light (albeit vague) steering, decent get-up-and-go from its hybrid powertrain and a reasonably well-sorted ride – not something that can be said about some vehicles coming out of China.

The Jolion Hybrid feels resolved around town and tackles bigger lumps and bumps with confidence and without throwing around your passengers too much. There’s a sense of poise to the way it corners, but it could be a little more resolved in stop-start traffic: you don’t have to accelerate too hard out to send it into wheel-spinning mayhem.

With its self-charging hybrid set-up, there’s no need to worry about charging stations or cables, but unlike some other hybrid cars (including the Toyota RAV4), there’s no specific button to allow you to drive in EV-only mode at low speeds.

Admittedly, though, it does a great job of making all the powertrain decisions, shifting seamlessly between petrol and electricity.

If you couldn’t hear the droning of the petrol engine or the almost imperceptible buzz of electricity, it’s difficult to know which engine is doing the heavy lifting. That’s a good thing.

With a full tank of fuel, the instrument cluster shows an estimated 900km of driving range, and for a good while we thought the digital fuel gauge was faulty because it seemed like forever before the fuel bars started to drop.

But we couldn’t match GWM’s 5.0L/100km consumption claim and the only comprehendible figure we could get from the touch-screen’s various menus and sub-menus was 9.0L/100km and 4.1kWh/100km.

Still, that’s much better than some other figures it gave us at various times: 1512.0L (and 5.8kWh), 1962.6L (and 5.9kWh), and our favourite, 22586.0L/100km (and 0.0kWh).

Clearly, some tech (or user) issues going on and we’ve reached out to GWM for an explanation.

It’s frustrating that you can’t view fuel consumption (beyond instantaneous numbers) on the instrument cluster, and diving into the convoluted graphs and tables in the touch screen leaves you (or at least me) perplexed.

That aside, there’s loads of tech packed into an otherwise minimalist cabin, where there’s enough room for four average-sized adults to get around comfortably.

The second row offers plenty of legroom and headroom, even with that big panoramic sunroof, along with two USB-A ports, air vents, a centre arm rest and ISOFIX child seat anchorage points on the outboard seats.

What’s not so good about the GWM Haval Jolion Ultra Hybrid?

For all the positives, we encountered a few annoyances during our time with the 2024 GWM Haval Jolion Ultra Hybrid.

They probably won’t be deal breakers but, for starters, you only get one full-size cup holder in the centre console, along with a smaller piccolo-sized space next to it. That means you’ll have to fight the front passenger if you’ve both ordered a large, iced latte… a common occurrence in our household.

Another gripe relates to the infotainment unit. The large 12.3-inch unit itself is clear and responsive, but it needs more shortcut buttons, or perhaps physical buttons to navigate through the functions easier.

For example, if you’re using Apple CarPlay for maps and you want to adjust the climate control, you can hit a shortcut button to take you to a climate menu, but there’s a lot of fiddling to get back to the CarPlay screen, which is both distracting and irritating.

Meanwhile, there’s only one way to control volume and that’s via buttons on the steering wheel, meaning front passengers have to reach over and disturb the driver (which is dangerous) if they need to control the volume.

Other tech concerns include the hit-and-miss keyless entry. Some days it was fine, while on several occasions I had to dig through several bags to find the key fob to unlock it manually. Ah, the good old days…

The budget-friendly pleather (faux leather) seats get extremely hot in the summer heat – due in part to a mesh-only sun blind in the panoramic roof, which doesn’t fully block out the sun – and, with no seat ventilation, you end up sitting in a pool of sweat after a short while.

On the plus side, the dual-zone climate control cools the cabin quickly.

We also experienced some quality concerns, such as when the parcel tray in the boot refused to stay in place because the looped strings that are supposed to hold it up didn’t remain fastened.

Elsewhere, the steering wheel (also faux leather) feels rather cheap and the wheel itself can’t be adjusted for reach, just tilt, which is no good for those with short limbs.

In terms of driving the Jolion Ultra Hybrid, there isn’t much to complain about.

It’s effortless and surprisingly competent on the road, however low-speed manoeuvres are hindered by the inconsistent rotary gear selector that seems to require an unnecessary amount of brake force before it allows you to go from drive to reverse and vice versa. Three-point turns can be frustrating.

Another frustrating experience is the adaptive cruise control’s inconsistent performance, which will randomly slow down (below your set speed), particularly on multi-lane motorways, and with nothing (cars, bikes, trucks, pedestrians, birds) around.

Should I buy a GWM Haval Jolion Ultra Hybrid?

The 2024 GWM Haval Jolion Ultra Hybrid is impressive in many ways.

At its core, it is an affordable, compact SUV that is both spacious and loaded with equipment and delivers a decent driving experience with respectable fuel economy.

It’s also affordable to service and run, backed by GWM’s generous seven-year/unlimited-kilometre warranty (battery covered for eight years/unlimited).

It’s not perfect though, and this is an SUV that presents great value for money for those able to live with its quirks.

2024 GWM Haval Jolion Ultra Hybrid at a glance:

Editor’s Rating: 7.5/10

Price:  $40,990 (drive-away)	Transmission: Two-speed automatic
Available:  Now	Fuel: 5.0L/100km (ADR Combined)
Powertrain:  1.5-litre four-cylinder petrol-electric	CO2: 116g/km (ADR Combined)
Output: 70kW/125Nm (electric motor: 110kW/250Nm)	Safety Rating:  Five-star (ANCAP 2022)
Combined output: 139kW/375Nm

 

Disclaimer: Images supplied by Carsales.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

Bruce Newton, carsales.com.au

Mazda has revealed the ‘Goldilocks’ variant of its new range-topping large SUV family.

The Japanese brand recently revealed the five-seat, two-row CX-70 that sits between the CX-60 and CX-90 models, and almost immediately confirmed it will arrive in Australian showrooms – potentially as soon as the end of 2024.

Using the same fundamental underpinnings and mechanical configuration, the CX-70 is the third member of the new-generation Mazda Large Product Group (MLP). But that didn’t make it an instant ‘yes’ for the local operation in deciding whether to offer it in Australia as Mazda has another SUV in the pipeline.

A fourth MLP variant, the Mazda CX-80, is also on its way but has yet to be unveiled. It’s a seven-seat version of the narrow-body CX-60.

The four new SUVs form the core of a ‘Mazda Premium’ strategy designed to push the brand upmarket, retain customers stepping out of more mainstream models such as CX-5 and generate more profit per vehicle sold.

The new CX ‘0’ models replace the previous CX-8 and flagship CX-9 seven-seat SUVs that have been killed off by Mazda.

As per the other CX ‘0’ models, the CX-70 only comes to Australia in all-wheel drive form when other markets also take rear-wheel drive versions of its new platform.

It will be powered by the new 3.3-litre turbo-petrol and turbo-diesel e-Skyactiv inline six-cylinder engines (with eight-speed automatic and 48V mild-hybrid system) already on offer with the CX-60 and CX-90 in Australia.

However, the plug-in hybrid four-cylinder powertrain is not part of the CX-70 launch line-up. The PHEV has been offered with the CX-60 since it debuted in July 2023 and is expected to be added to the CX-90 range late in 2024.

Mazda Australia has yet to finalise pricing and exact specifications for the CX-70, but it is expected to slot between the CX-60 – which is priced from between $60,400 (plus on-road costs) and $86,100 (plus ORCs) – and the range-topping CX-90, which starts at $74,900 (plus ORCs) and tops out at $100,935 (plus ORCs).

It has yet to reveal any technical details or measurements either, but it claims that occupant seat space for both the first and second row of seats are the same as CX-90. Wheelbase and tracks are also expected to be identical.

Because of its dedicated five-seat layout, the CX-70 will have additional luggage space in the boot under the floor where the third row of seats are located in the CX-90. It also debuts in a Mazda an electric remote fold-flat function for the rear seats.

Apart from a few minor detail changes in its design, such as dark rather than chrome trimmings, a revised front bumper and a different grille, the rakish silhouette appears to be identical to the CX-90.

Suggestions the CX-70 would adopt a swoopier coupe-style roofline than the CX-90 have not been borne out.

Inside, the CX-70 comes with exclusive Burgundy interior trim highlights, but otherwise appears similar to the basic themes of the CX-60 and CX-90.

Mazda says the CX-70 introduces a Mazda a new monitoring system that pulls the car up to a stop if the driver is judged not to be engaged in the driving process.

It has also confirmed a 2500kg braked towing capacity but has yet to clarify if that applies to both petrol and diesel variants. In both the CX-60 and CX-90 the diesel is limited to 2000kg (braked) while the petrol claims 2500kg.

The CX-60 has received a rather lacklustre welcome from the motoring press since it launched in Australia, with concerns expressed about its ride quality and the calibration of the PHEV drivetrains.

Despite that, it has gone close to matching Mazda’s initial sales forecasts of 500 sales per month. On sale from July to December last year, it averaged 463 sales.

Since it went on sale in August last year, the CX-90 averaged 120 sales per month, which fits in-line with Mazda’s 100-150 sales estimate.

The CX-8 averaged 450 sales per month in its last full year on sale in 2023, while the CX-9 averaged 391 sales per month.

 

Disclaimer: Images supplied by Mazda.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Carsales Staff

Some of Australia’s most popular family SUVs will become more expensive next year due to changes in the Luxury Car Tax threshold.

The Federal Government recently announced alterations to what it considers to be a ‘fuel-efficient vehicle’, effectively halving the maximum average fuel consumption figure – from the current 7.0L/100km benchmark to 3.5L/100km – from the start of the 2025/2026 financial year.

At present, a 33 percent LCT tariff is applied to every dollar in the transaction price above $76,950 for all vehicles or $89,332 for fuel-efficient vehicles with an average consumption figure at or below the threshold of 7.0L/100km.

The changes were announced by Federal Treasurer Jim Chalmers in December as part of the government’s Mid-Year Economic and Fiscal Outlook, which claimed the revisions were designed to tighten “the definition of a fuel-efficient vehicle” while also further encouraging Australian consumers to consider electric vehicles.

The report claims the changes are expected to increase LCT revenue by $60million in the first year of their application.

The consequence is that dozens of popular family vehicles that are currently exempt from LCT will likely be hit with significant price increases, including high-grade hybrid variants of the Toyota Kluger and Lexus NX and ultra-efficient turbo diesel seven seaters like the new Mazda CX-90.

Unsurprisingly, the automotive industry has slammed the decision, with Federal Chamber of Automotive Industries (FCAI) chief Tony Weber declaring it counterintuitive and again calling for the LCT to be abolished altogether.

“The LCT penalises Australian consumers, as it imposes unnecessary additional taxes on many low emission technology vehicles,” he said.

“The changes announced today in MYEFO slug Australians with more taxes and make vehicles less affordable. The change to indexation is just another cynical revenue grabbing exercise.

“If the Australian government wants to modernise the LCT, they should remove it as part of true tax reform for the transport sector including consideration of a road user charge.”

Australian Automotive Dealer Association (AADA) CEO James Voortman echoed these sentiments and also declared the LCT redundant given the reasons behind its initial establishment.

“These changes to the luxury car tax (LCT) have made a bad tax even worse,” he said.

“The LCT is an outdated tax meant for a time when Australia still manufactured cars – it should have been abolished years ago, but now it’s being used to further tax fuel-efficient cars.

“The Australian government should be encouraging the uptake of fuel-efficient vehicles, not increasing the tax on them.

“The best way the government can use the LCT to achieve a 43 per cent reduction in greenhouse gas emissions by 2030 is by abolishing the tax altogether.”

 

Disclaimer: Images supplied by Carsales.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Carsales Staff

Polestar has confirmed Australian details for its newest additions – the Polestar 3 and flagship Polestar 4 SUVs – ahead of their arrivals in the middle of the year.

Volvo’s all-electric premium brand will triple its model offerings in 2025 and build on the Polestar 2 sedan that first launched the brand in 2021 with the Polestar 4 positioned to challenge the Tesla Model 3 as the country’s best-selling electric vehicle while the Polestar 3 is aimed at stealing premium customers away from the likes of BMW, Mercedes-Benz and Audi.

Both models are around the same size, but the 3 has a more conventional wagon-style SUV body while the 4 introduces a new, long-slung aesthetic that Polestar says “transforms the aerodynamics of a coupe and the space of an SUV into a new breed of coupe SUV.”

The 3 is due to arrive in local showrooms first, from around June, and will be available in four model grades – all of which are exclusively powered by a dual-motor set-up and feature a 111kWh battery pack that provides up to 610km of driving range.

Prices start at $132,720 (plus on-road costs) for the entry-level Dual Motor Long Range and $144,420 (plus ORCs) for the Long Range Performance Pack that increases peak power outputs from 360kW/840Nm to 380kW/910Nm.

Both variants can also be optioned with the Plus Pack for an additional $11,700 which brings a premium Bowers and Wilkinson audio system, heated rear seats, 21-inch alloy wheels, soft closing doors and the choice between either certified animal welfare wool or vegan synthetic leather trim. Also available is the optional Pilot Pack with Lidar for an additional $6000 which offers improved object detection for the advanced safety systems and future proofs the vehicle for the potential of fully automated driving when regulations allow for hands-free operation.

Metallic paint options include the no-cost Magnesium and $2000 Jupiter, Thunder, Midnight and Space. The premium Snow colour costs $2300.

Three Nappa leather trim options are available for $7500, while other options include 1.3-Megapixel HD LED headlights ($3000), 22-inch rims ($3000), privacy laminated acoustic rear side windows ($700) and a fully automatic electric tow bar ($2900).

The Polestar 4 is scheduled to join the expanded line-up a few months later and will be offered with the choice of either Single Motor or Dual Motor configurations, priced from $81,500 (plus ORCs) and $93,050 (plus ORCs) respectively.

The entry-level Polestar 4 is expected to become the brand’s top-selling model, challenging the likes of the Tesla Model Y, Kia EV6 and Hyundai IONIQ 5.

While it is priced higher than any of its rivals, both models will be powered by a large capacity 102kWh battery pack that delivers up to 600km of driving range.

Like the updated Polestar 2 sedan, the Single Motor Long Range variant of the 4 has a 200kW/343Nm electric motor driving the rear axle while the Dual Motor Long Range adds an additional motor on the front wheels – for all-wheel drive traction – that delivers a maximum combined output of 400kW/686Nm (and 560km of driving range).

Standard equipment across the range includes an eight-speaker sound system, dual-zone climate control, adaptive cruise control, auto-dimming rearview mirror, glass roof, launch control, 20-inch alloy wheels, keyless entry and start, adaptive dampers and a pollen filter.

Headline safety equipment comprises autonomous emergency braking (AEB) front and rear, forward and reverse collision warning, rear cross traffic alert, emergency steering assist, secondary collision mitigation, automatic SOS call, lane keep assist, driver attention detection, blind-spot monitoring and rear seat reminder.

Available colours will include Magnesium, Gold, Electron, Storm, Space, Snow and Gold – all of which are metallic. Magnesium is a no-cost option, but Space, Storm and Electron carry a $1750 premium, while Snow and Gold are available for $2300.

The Pilot pack is standard on the Polestar 4, but a Plus pack adds $8000, Pro pack $2500 and Performance pack $7200.

Other options include 21-inch Sport wheels ($2500), electrochromic panoramic roof ($2700), rear side window privacy glass ($700) and body-coloured lower cladding ($1400).

Buyers can choose between charcoal or zinc deco interior trim with the standard charcoal ‘bio-attributed’ MicroTech upholstery, both at no cost. However, ‘mist-tailored knit with zinc deco’ adds $1400. You can also opt for the $7000 ‘animal-welfare’ Nappa leather in charcoal or zinc.

How much does the 2024 (MY25) Polestar 3 cost?

• Long Range Dual Motor – $132,720
• Long Range Dual Motor with Plus Pack – $144,420
• Long Range Dual Motor with Performance Pack – $144,420
• Long Range Dual Motor with Performance and Plus Pack – $156,120

How much does the 2024 (MY25) Polestar 4 cost?

• Long Range Single Motor – $81,500
• Long Range Dual Motor – $93,050

* Prices exclude on-road costs

 

Disclaimer: Images supplied by Polestar.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Carsales Staff

The Toyota RAV4 Hybrid will have a new challenger in 2024.

Hyundai has recently revealed details of its updated Tucson mid-size SUV that is due in Australian showrooms by the middle of this year, confirming it will be offered with a hybrid powertrain for the first time.

The facelifted softroader will provide a fuel-efficient alternative to the petrol-electric RAV4, which has been hamstrung by its own popularity with new owners forced to wait up to two years for delivery.

The upgraded Tucson is expected to be offered with a choice of four powertrain options, including carry-over versions of the current 2.0-litre petrol, 2.0-litre turbo diesel, 1.6-litre turbo petrol and the new Hybrid, which pairs the latter engine with an electric motor and small battery pack.

Hyundai Australia has yet to announce final specifications for the 2024 Tucson line-up, and it remains to be seen if Hyundai will be restricted by similar availability issues to sister brand Kia, which is limited to offering only front-drive versions of its new Sportage Hybrid, immediately putting it on the back foot against the Toyota RAV4 Hybrid and Nissan X-TRAIL e-POWER – both of which are exclusively offered with all-wheel drive.

Regardless of how many wheels it will turn, the Korean hybrid system out-punches its Japanese rivals with combined outputs of 169kW/350Nm compared to the Toyota’s maximum 160kW and Nissan’s 157kW. However, it can’t compete with the 179kW/510Nm system offered in the GWM-Haval H6 Hybrid in terms of sheer firepower.

A six-speed automatic transmission will be offered on all Tucson Hybrids, with European versions consuming between 5.9L/100km (front-drive) and 6.6L/100km (all-wheel drive) on the WLTP cycle.

Alongside the addition of a hybrid powertrain, the 2024 Hyundai Tucson features a number of subtle exterior styling changes, including more segmented daytime running lights within a bolder new front grille and a revised front bumper, as well as fresh alloy wheel designs and a new rear apron designed to emphasise the Tucson’s width.

However, it’s a different story within the cabin, where the changes are abundantly clear: the existing Tucson’s centre fascia-mounted infotainment system has been binned in favour of the new-generation dual-screen arrangement as per the related Kia Sportage.

The switch has also seen the digital instrument cluster relocated from under the dash-top to in front of it, which not only facilitates the dual-screen set-up but also brings it more into the driver’s line of sight.

A new steering wheel is also present, along with a redesigned HVAC panel, integrated air vents and a heap more straight lines as the Tucson transitions away from the familiar curved theme and towards a space-liberating horizontal design.

Hyundai Australia will release more details of the 2024 Tucson line-up, including price and specification adjustments, ahead of its arrival in local showrooms this year.

 

Disclaimer: Images supplied by Hyundai.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Carsales Staff

The potential for hydrogen-powered electric vehicles to become a viable option in Australia has been boosted by a groundbreaking deal between rival car makers and two of the country’s leading energy suppliers.

The local arms of Toyota and Hyundai have signed a memorandum of understanding with Ampol and Pacific Energy in Australia to jointly develop a network of hydrogen refuelling stations across the country.

While the announcement did not provide a timeline, and there are no financial commitments, the parties have agreed to work together to accelerate the availability of hydrogen as an alternative fuel source.

At present, there are only a handful of hydrogen refuelling stations in Australia – including one at each of Toyota’s and Hyundai’s head offices in Melbourne and Sydney respectively, and single stations in Brisbane, Canberra and Geelong, the latter of which, at Viva Energy, is the only station available to the public and exclusively for heavy vehicles.

And, there are only two hydrogen fuel cell passenger vehicles currently in production, the Hyundai NEXO SUV and Toyota Mirai sedan.

About 50 examples of both Fuel Cell Electric Vehicles (FCEV) are currently being subjected to fleet trials in Australia, where they’re so far available only to business and government customers via a lease program.

However, Hyundai says the NEXO will be offered to the public on a subscription basis and Toyota plans to sell its second-generation Mirai to private buyers from around 2025.

Mercedes-Benz, Honda, Hyundai and Toyota are at the forefront of FCEV technology. The latter is developing hydrogen-powered light trucks with Isuzu, has revealed a hydrogen-fuelled HiLux concept in the UK and said it is studying battery-electric, plug-in hybrid and FCEV versions of its LandCruiser.

Hyundai has also promised a wider range of fuel-cell vehicles will be available within the next few years and has made a massive investment in the development of hydrogen-powered heavy vehicles and trucks.

Meantime, INEOS is planning to eventually produce an FCEV version of its new Grenadier off-roader and the Australian-developed, Ford Ranger-based H2X Warrego FCEV ute is already available to fleets.

The agreement between Hyundai, Toyota, Ampol and Pacific Energy aims to establish a network that will ensure these vehicles have the necessary infrastructure to operate properly and become available to Australian customers.

“Since 2018, Toyota has been expanding our hydrogen capability here in Australia, first with local trials of our Mirai FCEV sedan and then with the establishment of Victoria’s first hydrogen production, storage and refuelling facility,” said Toyota Australia president and CEO, Matthew Callachor.

“This month, we announced plans to locally assemble and distribute the EODev GEH2 fuel cell generator in Australia and this joint collaboration announced today provides further opportunities to explore and grow this vital technology.”

Hyundai Australia CEO Ted Lee added: “In 2021, Hyundai deployed 23 NEXO Fuel Cell Electric Vehicles into Canberra as a partner in the ACT Government’s hydrogen station project – the first hydrogen refueller of its kind in Australia.

“Our consortium partners have a great track record of deploying energy and refuelling infrastructure, along with hydrogen fuel cell vehicles. Hyundai looks forward to working with our experienced partner companies and the broader government and business community in the ACT to help the transition to a cleaner and greener transport future.”

For their part, energy companies Ampol and Pacific claim they will support the rollout of hydrogen-fuelled vehicles.

“Hydrogen can play an important role in delivering decarbonisation benefits for transport and developing the right infrastructure to support a successful rollout is key,” said Ampol managing director and CEO, Matthew Halliday.

“The MoU establishes a collaborative working relationship between the parties, who are all required to develop the necessary hydrogen ecosystem to make hydrogen use as a transport fuel feasible.”

Pacific Energy CEO Jamie Cullen said: “Our purpose at Pacific Energy is to transition the world to a clean energy future. To be successful, we know we must collectively lean into bold opportunities that help accelerate our journey towards net zero, and we know hydrogen and zero emissions vehicles play an important role in this approach.”

Toyota Australia vice-president sales, marketing and franchise operations Sean Hanley added: “This partnership agreement brings together four like-minded companies that are all leading proponents of Australia’s growing hydrogen economy.

“Both Toyota and Hyundai have fuel-cell electric vehicles in customer programs while Ampol and Pacific Energy are heavily invested in growing sustainable energy development and distribution.

“This is a vital development because hydrogen ecosystems must involve sectors uniting so they can bring together their skills, technologies and applications.

“It’s an agreement that demonstrates a commitment to work together on further opportunities to explore and grow this vital technology… which will play a role in the transition to more renewable energy sources [for vehicles]. “This is yet another important chapter in our multi-pathway approach to decarbonisation.”

Chicken and egg

Speaking to journalists at the announcement, Hanley said hydrogen-powered cars are ideally suited to Australia with long-range driving capabilities and quick re-fuelling times once the network has been established.

“The cars are here. We just need to get an infrastructure to support them. But… in fairness to energy companies, they need a commitment to vehicles coming to this country to sustain their investment.

“At Toyota, we believe hydrogen has a role to play, particularly in heavy vehicles.

“When you look at what we use vehicles for in Australia… hydrogen is an outstandingly good fuel source and a solution for a carbon-neutral commercial vehicle that has to tow, has to have range and doesn’t take a long time to fill.

“Hydrogen works in that regard so once we can establish an infrastructure it’s got an incredibly good future.”

Hanley reaffirmed Toyota’s commitment for public sales of the Mirai within the next few years.

“We haven’t determined that [exactly when] yet… but as soon as we have an expansion of the infrastructure that can support an expansion of Mirai sales we’ll be doing it,” he said.

“We said around 2025 would be an ambitious horizon and depending on infrastructure whether we can realise that or not, but hopefully this announcement will help accelerate that.

“We’ve always said that to build a hydrogen infrastructure you need to bring government, energy, car companies all together, so this is a really positive step towards that and there’s a long way to go.

“The cars are fine, we just need the infrastructure to support them.”

The senior Toyota executive said FCEVs would be no different to other powertrain technologies when it came to assuring the public of their safety.

“The hydrogen fuel cell is a safe car. Our job is, like any technology we bring to market, to dispel the myths and one of those myths will be around the safety of hydrogen,” he said.

He also reiterated that Toyota would continue to offer a broad selection of powertrain options for Australians, including new models with internal combustion engines, hybrids and battery electric vehicles.

“I think ICE engines will be around for a long time,” he said. “I don’t see oil and petrol ending any time soon.

“These things [FCEVs] take five minutes to fill and they have a good range. If you had the refuelling infrastructure, it’s really no different to what people do today.

“The only barrier for hydrogen right now is how you make it and that will rely on fossil fuels for a period of time until we get more renewable energy into the grid, and secondly the infrastructure.

“There’s no barrier with the car. It drives like any other car and I’m sure the Hyundai car drives like any other car and is a great car too. The only thing stopping both of them is somewhere to fill it.”

Asked what price the Mirai would be sold at, Hanley said: “They are just EVs with a fuel-cell. They’re not cheap but over time as you get infrastructure, scale and volume…

“It’s a bit like the hybrid story. They weren’t cheap back in 2011 and today they have price parity within between about $2500 and $4000 of an ICE engine.”

Speaking to British magazine Autocar at last month’s Japan Mobility Show in Tokyo, Toyota’s chief technology officer Hiroki Nakajima said the Mirai had “not been successful” because widespread hydrogen refuelling stations have been “difficult to realise”.

There are reportedly only 57 hydrogen refuelling locations in the US – all of them in California – and Toyota has sold about 2600 Mirais in the US so far this year, which is an 80 per cent on the same period in 2022 and more than the entire first-generation model.

 

Disclaimer: Images supplied by Toyota Australia.

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