By Callum Hunter

Kia has revealed a bold new flagship that elevates the South Korean brand into a genuine technical leadership role.

The company took the wraps off the final production version and confirmed key details of its EV9 seven-seat SUV at an event in Seoul, showcasing its unique exterior design, flexible interior layout, long-range powertrain and promising that the range-topping GT-Line will offer cutting-edge Level 3 autonomous driving capability.

Final specifications and prices will be released closer to its showroom arrival in Australia later this year, with Kia Australia announcing it has secured an initial batch of 400 vehicles that should arrive in either September or October.

Already being marketed as the new lighthouse for Kia’s global model range, the EV9 is expected to become the Korean brand’s most expensive model to date and will likely command a starting price north of $80,000 plus on-road costs, with top-spec versions easily capable of eclipsing $110,000.

Utilising a modified version of the familiar 800V e-GMP platform that also underpins a wide variety of Hyundai, Kia and Genesis electric vehicles, the EV9 is the largest of them all, riding on a vast 3100mm wheelbase and measures 5010mm long, 1980mm wide and 1780mm tall.

These dimensions make it 200mm longer, 80mm wider and up to 80mm taller than the current Kia Sorento, and marginally bigger than the eight-seat Hyundai Palisade.

An official ground clearance figure hasn’t been published yet but Kia has confirmed all variants will roll on aerodynamically optimised 19-, 20- or 21-inch alloy wheels as standard.

Three battery-electric drivetrains will be on offer from launch: Rear-Wheel Drive (RWD) Standard, Rear-Wheel Drive Long Range and All-Wheel Drive (AWD) Long Range.

The entry-level powertrain features a single 150kW/350Nm electric motor – mounted to the rear axle – and a 76.1kWh lithium-ion battery, which provides the ability to accelerate from 0-100km/h in 9.4-seconds. Kia has yet to disclose an official driving range for the entry-level model.

Opting for the Long Range version adds another 10kW to the equation – reducing the sprint time down to 8.2sec – but, more importantly, includes the addition of a bigger 99.8kWh battery that ensures this particular EV9 can travel up to 541km between recharges.

In classic EV fashion, the AWD Long Range features an electric motor on each axle and churns out combined outputs of 283kW/600Nm. However, an extra 100Nm will be on hand courtesy of an optional Boost function that will become available later via the new Kia Connect Store – an online platform where EV9 owners will be able to purchase additional features either outright or on a subscription basis.

No official driving range for the top-spec powertrain has been locked in yet, but a 6.0sec 0-100km/h claim (5.3sec in Boost mode) has been announced.

As for charging capabilities, Kia says up to 239km of range can be added in just 15 minutes when using DC fast charging. However the brand hasn’t nominated a maximum charging power. The smaller existing EV6 that uses the same platform can be charged at up to 350kW, so odds are the long-range EV9s will at least match that.

Despite its obviously big and blocky proportions, the EV9 boasts a relatively slippery drag coefficient of 0.28Cd thanks to active air curtains, 3D-sculpted and aerodynamically optimised underbody, aero wheels and the longest spoiler ever fitted to a Kia production car.

Inside the cabin you’ll be hard-pressed to find any leather or animal products given it’s the first Kia model to embrace the brand’s ‘Design Sustainability Strategy’, which aims to phase out leather in favour of more sustainably sourced and ‘bio-based materials’ such as corn, sugar cane, natural oils, recycled PET bottles (up to 70 per vehicle) and fishing nets.

The EV9 will be available in both six- and seven-seat layouts, with the former offering two captain’s chairs in the second row featuring an innovative swivel function that allows passengers to turn their seats and face those in the third row.

Whether or not this feature passes local Australia Design Rule certification remains to be seen, but other configurations include a traditional three-position bench and a three-person relaxation pew that can be reclined on-demand, for example when charging.

The range-topping GT-Line model will eventually offer Level 3 autonomous driving technology courtesy of the new Highway Driving Pilot system.

It uses a total of 15 sensors including two lidars to scan for objects in a full 360-degree field of view, “enabling it to detect and react to the road and other users to prevent potential collisions”.

This function won’t be available from launch and will only be offered in select markets where Level 3 vehicle autonomy has been approved by law; more details will be released closer to its rollout.

Other stand-out features include Remote Smart Parking Assist 2, Auto Terrain mode, configurable front lighting signature, curved display comprising a 12.3-inch virtual cockpit, 12.3-inch infotainment system and a 5.0-inch control module, 2500kg maximum braked towing capacity and 3.68kW vehicle-to-load (V2L) functionality.

Active and passive safety equipment will include blind-spot collision-avoidance assist, lane keeping assist, speed limit assist, navigation-based smart cruise control, Highway Driving Assist 2 and both rear cross-traffic and parking collision-avoidance.

“The Kia EV9 transcends all aspects of traditional SUV thinking and represents the pinnacle of Kia’s design and engineering capabilities,” Kia president and CEO Ho Sung Song said.

“Created to meet the needs of all family members, the EV9 also spearheads Kia’s rapid transition to a sustainable mobility solutions provider.”

Kia Australia has promised the EV9, like all of its other vehicles, will have a suspension tune specifically suited to Australian consumer tastes and road conditions, with local testing to commence soon.

 

Disclaimer: Images supplied by Kia.

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 Feann Torr, carsales.com.au

BMW’s all-new iX3 highlights a problem with the German’s brand naming convention. If you didn’t know what it physically looked like, the iX3 could easily be forgiven for assuming it is either a mid-range of the new iX dedicated EV, or a high-riding version of the ground-breaking i3 city commuter. Or, exactly what it is, an electrified version of the popular of the X3 mid-sized SUV.

Based on the German car-maker’s top-selling model in Australia, the battery-powered iX3’s $114,900 price tag makes it considerably cheaper than similar European e-SUVs, such as the dedicated-electric Audi e-tron, Jaguar i-PACE, Mercedes-MENZ EQC and even BMW’s own larger iX.

With a claimed 460km range and a strong feature list, is it a better option? Let’s find out...

Electric convention

There’s nothing fancy about the BMW iX3. At first glance, it looks just like any other version of the popular soft roader. Is that a good thing? It depends on how you want the world to see you.

If you want to make a visual statement with an electric car, the iX is certainly more appealing. If you just want a practical, classy, well-equipped vehicle that happens to be electrified, then the iX3 does just that.

Priced from $104,900 plus on-road costs, it might sound expensive but compared to the dedicated-electric Mercedes-Benz EQC ($124,300 plus ORCs) and larger luxury e-SUVs such as the Audi e-tron ($137,100 plus ORCs) and Jaguar I-PACE ($137,832 plus ORCs), it’s already off to a good start. And that’s compared to the ‘entry-level’ model grades of its rivals.

You get quite a bit of EV juice for your money, starting with a solid 460km claimed range (WLTP) – more than the Mercedes and Audi, but slightly less than the Jaguar.

Available only in a single specification, it comes loaded with standard equipment, including twin 12.3-inch screens that are some of the prettiest you’ll see in a modern car today. The head-up display is likewise crisp, clear, and useful.

Other standard features include a wireless phone charger, heated and electrically adjustable front seats, with lumbar and side bolster adjustment for the driver, leather trim, 20-inch alloy wheels, adaptive suspension, a large panoramic glass sunroof and three-zone automatic climate control.

You also get a very tasty 16-speaker Harman Kardon stereo, along with the latest BMW Cockpit Professional 7 operating system, which features wireless Apple CarPlay, wireless Android Auto, digital radio and internet updates for news, weather and so on.

It does miss out on a few niceties though, such as ventilated/cooled seats and the ability to power household appliances (V2L), like with the Hyundai IONIQ 5 and Kia EV6.

Five years of free access to the ChargeFox recharging network is a nice sweetener, although the standard three-year/unlimited-km warranty is insulting when its rivals offer almost double that.

The battery warranty is more respectable at eight years or 160,000km and capped-price servicing costs vary from $1200/$1650 (for four or six years respectively with unlimited kilometres) for basic coverage to $4605/$5500 (for four or six years respectively with unlimited kilometres) for the Plus package that includes consumable items such as brake pads and discs.

Service intervals are undefined. Instead, BMW uses a condition-based servicing system that monitors individual components and notifies owners in advance when a service is due.

Impressive features

The 2022 BMW iX3 is an exceptionally pleasant vehicle to drive in all conditions not just because of its solid fundamentals and smooth, silent powertrain, but also due to a range of proactive semi-autonomous driving assistants fitted as standard.

Active cruise control with stop-and-go function, steering and lane control assist with active lane guidance and lane keeping assist with active side collision protection deliver impressive levels of automated steering, braking and acceleration on freeways and roads with good lane markings.

Safety features such as autonomous emergency braking, front and rear cross traffic alert, crossroads warning, speed limit assist and an evasion assistant are also nice-to-haves, and the 360-degree parking camera system, front and rear parking sensors and autonomous parking systems got a good workout during this test, working well to take the stress out of city parking.

The BMW iX3 even comes with ‘acoustic pedestrian protection’ that makes a sound between zero and 30km/h to warn pedestrians and cyclists of its presence.

It’s fitted with six airbags covering front and rear passengers and retains a top five-star safety rating from independent safety authority ANCAP. However, that rating is based on the 2017 BMW X3’s and today’s scoring regime is much stricter.

In terms of tech, the wireless phone charger works well but when running wireless Apple CarPlay and charging the phone at the same time, it gets so hot the charger often has to switch off. Also, running wireless CarPlay creates a delay on phone calls, which is a disincentive to use it.

Other than that, the infotainment systems work well, and the gesture control function is much more intuitive than earlier iterations for adjusting volume and pausing music, for example.

Convincing adaptation

The 2022 BMW iX3 adapts the conventional underpinnings designed to use internal combustion engines to fit the electric powertrain, which differs from the similar sized iX which is built on a dedicated EV platform.

But it doesn’t compromise the iX3 in any way. With a single electric motor on the rear axle that produces 210kW and 400Nm, it’s not as beefy as some rival twin-motor EVs yet throttle response is instant and persuasive, shifting the 2.2-tonne German SUV’s chubby mass with charismatic ease.

The e-motor consumes electrical power at a claimed rate of 18.4kWh per 100km (delivering a 460km on the WLTP cycle, factoring in regenerative braking) which is almost achievable in real-world scenarios.

During our testing, with most days above 30 degrees centigrade and requiring heavy and sustained blasts of cool air-conditioning, the BMW iX3 range dropped by almost 100km so you’d be looking at a range of under 400km in hot weather.

It’s not as efficient as a Tesla Model 3, Australia’s most popular EV, which has a smaller 50kWh battery pack and manages 13.2kWh/100km.

The iX3 also isn’t as rapid off the mark either, although its feels much quicker than the claimed 0-100km/h time (6.8sec), squeezing your chest into the seat under full throttle acceleration.

BMW’s fifth generation eDrive powertrain is a very suave operator and cleverly engineered too. It combines the single-speed transmission, the charging and driving units, high-voltage battery, and generator for energy recuperation in one housing, which is fed energy from a 74kWh lithium-ion battery.

Another boon of the BMW iX3’s electric motor, which is not the usual permanent magnet type but rather a current-excited synchronous electric unit, is that it doesn’t use as much rare earth material.

That BMW is attempting to acquire cobalt and lithium supplies semi-sustainably – including from Aussie sources – should be seen as another win for those chasing more sustainable modes of transport.

The Bavarian carmaker also reckons it can recycle 96 per cent of the battery cell material at the end of its lifecycle. Question is, will it?

Battery charge times are competitive, although unlike new Porsche, Audi, Hyundai, and Kia vehicles with 800V electric architecture, the BMW iX3 has a 150kW charging ceiling.

On a 150kW fast-charger, which ChargeFox offers around Australia at shopping centres and the like, it takes a claimed 32 minutes to charge the battery from 10 to 80 per cent. On an 11kW charger – typically a three-phase AC wall box – it’ll take seven and half hours to go from zero to 100 per cent.

If the only option is a domestic AC outlet, the sort of regular power point you’d find in your home, it’ll take 44 hours to charge the battery from zero to 100 per cent.

A better drive

Squeezing a new-generation – and heavy – EV powertrain into a conventional platform is usually fraught with compromises, but BMW has delivered a beautifully resolved dynamic package.

The BMW iX3 offers what is arguably one of the best blends of ride comfort and driving dynamics of any X3 to date, and part of that is because BMW’s chassis boffins had to soften the suspension to deal with the extra weight that a giant battery pack brings.

A supple ride quality is initially quite a shock, given the taut ride of traditional X3s and the iX3’s sporty 20-inch alloy wheels. But like Barry Manilow, the German luxury SUV is smooth and sophisticated, gliding over speed bumps and cruddy roads with nonchalant ease.

Despite the added weight it also somehow manages to be adept at scything through bends, the rear-drive layout creating a decisive front-end and the adaptive suspension ensuring a flat cornering attitude with plenty of grip. I wasn’t expecting this vehicle to be so enjoyable to drive at higher velocities.

There’s plenty of room for four adult passengers – five at a pinch – and the boot doesn’t lose too much cargo space over the regular BMW X3 (40 litres less), despite the massive underfloor battery pack. As a bonus, it can tow up to 750kg and has a roof load limit of 100kg.

The BMW iX3 is a comfortable, quiet, and superbly refined vehicle, but it’s not perfect in every sense. The Vernasca leather upholstery doesn’t have the supple quality of some competitors and part of me wishes there were a few more unique touches in the cabin. Instead, you only get a few blue highlights here and there to denote its unique electrified configuration.

Look twice

The 2022 BMW iX3 is not a game-changing EV and it may be overlooked or even ignored by virtue of its conventional design. But the more I drove this vehicle the more impressed I was with its all-round capabilities and polished execution.

Those who decide to sign on the dotted line won’t be disappointed.

Sure, you could go for any number of premium rivals that have been designed from the ground-up as electric SUVs, including the bigger and pricier BMW iX EV, which starts at $135,900 plus ORCs.

But the sales charts suggest consumers prefer the convention and cost advantage of the iX3 as BMW has sold almost twice as many than its iX over the last couple of months.

It might not scream EV, but the BMW iX3 proves you can teach an old dog new tricks and, right now, it’s the cheapest and best model in its class.

2022 BMW iX3 at a glance:

Editor’s Rating: 8.1/10

Price:  $104,900 (plus on-road costs)	Battery:  74kWh lithium-ion polymer
Available:  Now	Range:  460km (WLTP)
Powertrain:  Single electrically excited synchronous motor	Energy consumption: 18.4kWh/100km (WLTP)
Output: 210kW/400Nm	Safety rating:  Five-star (ANCAP 2017)
Transmission: Single-speed reduction gear

 

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 Sam Charlwood, carsales.com.au

For a brand that epitomises the ability to go anywhere, Jeep has never been here before. The American off-road icon steps into a new league – and challenges established luxury brands – with its all-new fifth-generation Grand Cherokee, which arrived in Australia late last year, first with flagship, long-wheelbase, seven-seat L variants.

Five-seat models – simply called Grand Cherokee – are now available too, but it’s the Grand Cherokee L that drives the Jeep brand into uncharted territory, offering a new dimension of luxury, technology, and space without any compromise to its legendary off-road capabilities. But it does come at a price.

So, is it a genuine alternative to popular European luxury SUVs? Let’s jump behind the wheel and find out…

New ground

The previous-generation Jeep Grand Cherokee was a polarising vehicle.

It was loved by Jeep aficionados for its off-road capability and lauded by caravaners for its towing ability, but the now superseded model was also plagued by reliability issues and infamously became one of the most recalled vehicles in Australia, with more than 20 separate call-backs during its 11-year tenure.

However, the latest 2022 Jeep Grand Cherokee L puts those issues in the rear-view mirror.

The iconic American marque is marching forward with the fifth-generation model with the option of seven seats, new tech, new safety and eventually electrification.

At the same time, the newcomer does without diesel or V8 petrol options – and subsequently loses some of its towing ability.

It’s a paradigm shift that also coincides with a bold move upmarket in price, so let’s see whether the new move pays off.

European dreams

There are plenty of headlines to take in with the new 2022 Jeep Grand Cherokee L, including price.

Initially available exclusively in seven-seat L configuration, Jeep’s new flagship is priced from $82,750 plus on-roads for the entry-level Night Eagle variant – a $22,300 premium over the most affordable version of the outgoing Grand Cherokee five-seater.

The four-variant Grand Cherokee L range then moves up to $88,750 (plus ORCs) for the mid-range Limited, through the $103,250 (plus ORCs) Overland and topping out at $119,450 (plus ORCs) for the flagship Summit Reserve.

Five seat versions of the Grand Cherokee are offered in Night Eagle ($77,950 plus ORCs), Limited ($83,950 plus ORCs) and Overland ($98,450 plus ORCs) specification.

All versions of the Jeep Grand Cherokee line-up will be powered exclusively by an updated 210kW/344Nm 3.6-litre petrol V6 in Australia, following the local axing of V8 and diesel options.

There’s also a plug-in hybrid 4xe powertrain on the horizon, though timing and pricing of that variant is still being finalised before its arrival.

Standard equipment across the 2022 Jeep Grand Cherokee L range includes Uconnect 5 infotainment with navigation and Apple CarPlay and Android Auto, leather-trimmed and powered/heated front seats with lumbar adjustment and a height-adjustable Power Liftgate.

On the safety front, all grades also feature automatic LED headlights, blind spot monitoring with rear cross path detection, adaptive cruise control with stop-and-go, active lane management, autonomous emergency braking (with pedestrian and cyclist detection), drowsy driver detection and traffic sign recognition.

The Jeep Grand Cherokee L is yet to be formally crash-tested by ANCAP.

Limited variants add niceties including premium black leather trim, heated front and second row seats, premium audio, a digital rear view mirror and 360-degree camera view.

The Overland version features adjustable air suspension, Nappa leather trim, dual pane panoramic sunroof, a hands-free powered tailgate and more, while the top-shelf Summit Reserve scores quilted leather trim, 12-way electrically adjustable front seats with massage function, Berber wool floor mats, open-pore Waxed Walnut wood trim, a 19-speaker McIntosh audio system, active drive assist with automated parking functionality.

The Grand Cherokee is backed by Jeep’s five-year/100,000km factory warranty, five years’ roadside assist (when serviced by Jeep) and capped-price servicing which costs $399 annually across 12-month/12,000km intervals.

A full-size steel spare wheel is fitted as standard, stowed underneath the car.

Bigger and yet less

Based on an all-new monocoque platform, the new 2022 Jeep Grand Cherokee L measures a sizeable 5204mm in length and rides on a 3091mm wheelbase.

As we’ve mentioned, Jeep’s enduring Pentastar V6 occupies the engine bay of all three models. Asked why the previous diesel V6 and V8 HEMI engines have been discontinued, Jeep officials claim it is future-proofing the Grand Cherokee L – and ultimately can’t see long-term relevance from either option.

That thinking could shoot Jeep in the foot in the interim, as the V6 dictates a lower braked towing capacity of 2813kg – against the 3.5-tonne rating of its predecessor, and the predominant benchmark of its peers.

It’s worse news for the flagship Summit Reserve model, which has a lower tow rating of 2268kg.

Both Night Eagle and Limited grades come with Jeep’s Quadra-Trac I active four-wheel drive system with single-speed transfer case (no low-range), while the Limited adds Selec-Terrain traction management and the Overland and Summit Reserve add the Quadra-Trac II 4x4 system with two-speed active transfer case plus Quadra Lift air suspension.

None of the initial Grand Cherokee L variants boast lockable differentials – items fitted to the rivalling Toyota LandCruiser 300 Series and Nissan Patrol – while water wading depth is rated at a so-so 530mm.

Moving upmarket

The previous Jeep Grand Cherokee was clearly an SUV that appealed to a broad audience.

Your correspondent can remember the hysterical antics of the ballistic Grand Cherokee Trackhawk lapping the legendary Phillip Island Grand Prix circuit, the prodigious off-road and towing ability in the GC diesel, as well as its seamless passage during a long road trip.

On face value, the new Jeep Grand Cherokee L adopts a narrower, more upmarket skillset – at least until more electrified variants arrive.

Climbing into the mid-range Grand Cherokee L Limited, occupants are treated to a modernised cabin environment replete with digital displays, soft-touch materials, and acres of interior space.

There’s a distinct step up in cabin presentation and materials from the ageing predecessor, with an updated (and quick-thinking) 10.1-inch infotainment system which bears close resemblance to Land Rover’s Pivi Pro unit, plus a matching digital display in the instrument cluster and an assortment of supporting USB-A and USB-C ports.

The centre screen is user-friendly and legible with its layouts and is complemented by steering wheel-mounted buttons and voice functionality to fast-track certain commands.

Elsewhere, the updated dashboard centre fascia feels relatively fussy with its layout, even if the arrangement of buttons and switchgear is intuitive and orderly.

There are a couple of tell-tale oddities to the Jeep’s American origins too: the heated steering wheel button is still located to the left of the touch-screen – a left-hand drive legacy – and the new rotary dial gear selector doesn’t have a shortcut button for park; so, unlike rivalling units, you have to twist it anti-clockwise back to home for ‘P’.

As for vision, the outward view is open and largely unobscured, while cabin space is generous across the first two rows and incidental storage is sound.

The second row, in particular, is generous in its layout, complemented by air vents in the B-pillar and behind the centre console, plus additional USB ports and a 230-volt household power outlet.

The second-row seat is relatively flat, though occupants are treated to soft-touch materials plus integrated sunshades in the door cards.

The middle seats fold and tumble to provide a clean pathway through to the third-row bleachers, which is likewise serviced by separate air vents and USB outlets.

But it is best suited to small kids or short trips with limited knee-room and smaller windows.

The Grand Cherokee L offers three child top-tether points in total – one in the third row, two in the second row – plus two ISOFIX attachment points in the second row.

The boot is long in proportion, though slightly narrow compared with the competitive set on account of wheel-arch intrusions and arm rest/amenities for the third row.

Measuring a claimed 1328 litres with the rearmost seats folded flat, there’s ample boot space for several large suitcases, or a designer pram.

That space extends to 2395 litres with the second row folded flat, or 487 litres with all seats in place – about the same as a small hatchback.

There’s an electric tailgate on the models we tested, but Jeep goes against the grain by placing the button inside the boot instead of the outer lip of the tailgate.

One for all terrains

Our first local foray with the 2022 Jeep Grand Cherokee L is an unashamedly honest one, taking in country roads, an epic mountain pass and trails within the glorious yet undulating Monga National Park in southern NSW.

In short, there’s little hiding in these conditions.

The all-new seven-seater initially plays on its luxury pretentions when pulling away from the kerbside, with light steering, an open glasshouse plus an assortment of outward-facing cameras partly mitigating its mammoth turning circle and bulky proportions.

The L feels stable on-road and its initial bump compliance and cabin insulation are moderate: not quite as refined as other air-suspended models like the Volkswagen Touareg, but not a million miles away, either.

The Grand Cherokee L brakes with adequate force and shifts weight appropriately to the outside wheels upon entering a corner. Compared to its rivals, we’d say the Jeep feels a little more disconnected from the road and more cumbersome between changes in direction.

But all told, body control is admirable, and it feels appropriately surefooted and safe at all times.

That brings us to the engine. Jeep’s Pentastar V6 has been around for yonks and has powered an assortment of different models, including the Gladiator ute launched in 2020.

In the circa-$100,000 Grand Cherokee L, the engine is relatively unfussed in daily conveyance, working well with the eight-speed automatic transmission to get down to business.

The trouble arises when you ask a little more. The V6 becomes quite coarse as it climbs the rev dial, and languid when truly called upon.

It means that overtaking manoeuvres or a change in speed limits often requires the gearbox to kick back two or three ratios for the engine to find its sweet spot.

That’s ultimately what’s required when peak torque doesn’t materialise until 4000rpm.

The resulting fuel use sits at about 12.5L/100km on our first drive, just above the official claim.

The lack of immediacy casts more doubt as to the new Jeep’s towing ability. We’ll reserve full judgement for a proper tow test, but the initial feeling is that it’s going to be a tad underpowered for the caravan crew in V6 form.

With a reduction in towing capacity for the new model, Jeep is keen to spruik its off-road wares, which makes our off-road stint near beautiful Nelligen, NSW, quite an important one.

The Grand Cherokee L initially makes light work of fire trails and moderate obstacles, again offsetting its sheer size with some clever electronic features.

Head-toss over rough terrain feels a little livelier than the benchmark Toyota LandCruiser 300 Series in isolation.

Additionally, there are a few caveats to be mindful of in the Jeep as we begin traversing more arduous terrain.

The first is that only the Overland and flagship Summit Reserve model get low-range four-wheel drive, hill descent control and five-stage height-adjustable air suspension. And no model gets diff locks.

It means the Night Eagle and mid-range Limited tends to struggle over rougher country, despite a minimum 215mm ground clearance and decent approach and departure angles. The solution to the Night Eagle and Limited’s equipment shortcomings is seemingly to approach obstacles (especially hills) with more gusto than you’d expect as a means of getting over them.

Doing so also mitigates the Pentastar V6’s occasional torque hole. The atmo-petrol cannot quite match turbocharged or larger-capacity rivals where immediate grunt is concerned, meaning you need to be a little more discerning with the go-fast pedal; let the engine lag too much and it won’t react quickly enough to get you out of a spot of bother.

Ultimately, the Jeep Grand Cherokee L conquered everything before it across a six-hour off-roading exercise.

The Overland and Summit Reserve models are undoubtedly more superior option off-road, though no model feels up to the capability of dedicated off-road rivals.

Clashing in

The new 2022 Jeep Grand Cherokee L certainly takes the iconic American marque to new heights – though it’s not all rosy.

You sense the best is yet to come for the full-size Jeep, both in terms of the more affordable five-seat options plus the advent of electrification (which should in turn bring greater off-road ability and towing capacity).

For now, the Jeep Grand Cherokee L isn’t quite sure what it wants to be, lacking the towing and off-road nous to truly match rivals, with not quite enough refinement to truly rival the German triumvirate and with a V6 engine that leaves you wanting a little more.

As they say in the classics, watch this space.

2022 Jeep Grand Cherokee L at a glance:

Editor’s Rating: 7.5/10

Price:  from $82,750 (plus on-road costs)	Transmission:  Eight-speed automatic
Available:  Now	Fuel:  10.6L/100km (ADR Combined)
Engine:  3.6-litre V6 petrol	CO2: 243g/km (ADR Combined)
Output: 210kW/344Nm	Safety rating:  Not rated

 

Disclaimer: Images supplied by Jeep.

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

They say third time lucky, but, in the case of the Nissan X-Trail, it might actually be the fourth. The Japanese brand first launched its compact soft roader in 2000 and, since then, has soldiered on through three competent but largely forgettable generations.

This time though, the latest X-Trail promises to stretch well beyond the boundaries of mediocrity, especially at the top of the range with two e-Power hybrid models – the Ti and Ti-L flagship – that introduce new fuel-saving technology and deliver an unprecedented level of refinement, sophistication and quality.

Has the Nissan X-Trail blossomed from being disposable to desirable? Let’s check it out…

New territory

The 2023 Nissan X-Trail e-Power with e-4ORCE (to give it its full name) sits atop the newly launched fourth-generation mid-size SUV range, priced from $54,190 (plus on-road costs) for the Ti and $57,190 (plus ORCs) Ti-L that we will focus on for this review.

As such, the e-Power models elevate the X-Trail into a higher price point, costing $4200 more than the regular Ti and Ti-L variants with a conventional petrol engine.

That’s reflective of their complex petrol-electric dual-motor all-wheel drive powertrain. There are cheaper single-motor front-wheel drive X-Trail e-Power models offered overseas, but for now at least they aren’t coming here.

Rivals for the X-Trail e-Power are many and varied, reflecting the massive amount of competition in the medium SUV segment.

But there are only a handful that have a similar but different electrified skew: The Mitsubishi Outlander Plug-in Hybrid EV (PHEV) and the Toyota RAV4 Hybrid – Australia’s top-selling SUV and hybrid.

If fuel-saving is a strong consideration, then maybe a turbo-diesel Hyundai Tucson might be of interest as well.

Or if you just want to skip the petrol-electric halfway house then the Nissan Leaf battery-electric hatch is also in this price range.

The high road

The 2023 Nissan X-Trail Ti-L e-Power justifies its price tag with more standard equipment than any other model in the X-Trail range.

Not even the petrol-powered Ti-L with the 2.5-litre four-cylinder engine has 20-inch alloy wheels with Michelin tyres. But it does come with a spare tyre, whereas the e-Power has a temporary inflation kit. So, it’s a bit of give and take.

Otherwise, both Ti-L versions do share almost the same level of luxury equipment above and beyond the rest of the range, including quilted Nappa leather-accented seat trim, a Bose 10-speaker audio, heated steering wheel, ambient interior lighting in the console and doors, heated outboard second-row seats, driver’s seat and door mirror memory system, rear sunshades and motion sensing for the power tailgate with position sensing.

The two X-Trail e-Power models exclusively include active noise cancelling and a V-Motion grille in black too.

Other equipment highlights include a panoramic sunroof, tri-zone climate control (that worked well on a stinking hot day), 10-way power adjustable front seats with heating, roof rails and privacy glass.

The Nissan X-Trail is covered by a five-year/unlimited-km warranty with five years of roadside assistance. Service intervals are 12 months or a short 10,000km and cost an average $508.16 for each the first six times you visit the dealership.

Star power

All models in the 2023 Nissan X-Trail range, including the e-Power versions, have a five-star ANCAP safety rating based on the 2021 testing protocols.

The Ti-L is fitted with the full suite of Nissan’s ProPILOT system, which offers semi-autonomous control of braking and acceleration and has a stop-and-go function for heavy traffic.

The autonomous emergency braking system with junction assist operates above 5km/h. It works when travelling forward and in reverse and can react to pedestrians and cyclists between 10km/h and 80km/h but may not spot them in dim or dark conditions.

Adaptive cruise control with traffic sign recognition, lane departure warning and prevention, rear cross traffic alert and , driver monitoring are also standard features.

There are seven airbags, including one fitted centre-front to prevent head knocks. LED headlights with adaptive high-beam and LED taillights and daytime running lights are standard across the range.

All X-Trails come with a reversing camera and most X-Trails (with the exception of the X-Trail ST) come with a 360-degree monitor. There are front and rear parking sensors but no auto parking assistant.

Reflected onto the windscreen is a 10.8-inch head-up display that provides navigation, driver assistance and road information.

Child seat tethers are fitted to all second-row seats and ISOFIX mounts are in the outboard seats.

Most X-Trails come with an internal mirror that also offers a camera view. Previously sampled examples of this tech have proved a bit disconcerting, but the Nissan version is clearer and therefore quicker to view.

On top of all that, Ti-L models come exclusively with door mirrors that tilt when reversing.

Digital Playground

As is par for the course these days, Nissan has joined the rush to digitise the cabin of the latest-generation X-Trail.

With the Ti-L, the driver has a 12.3-inch digital instrument cluster while a larger 12.3-inch touch screen sits proudly in the dashboard and takes care of all infotainment and other non-driving vehicle functions.

Included as standard equipment is embedded sat nav, Bluetooth connectivity and smartphone mirroring with wireless Apple CarPlay and cabled access to Android Auto, as well as an audio system with AM/FM and DAB+ digital radio.

Smartphones can be charged wirelessly, and there are four USB connections (2 USB-A and 2 USB-C) and 2 12V power outlets throughout the cabin.

And, thankfully, there are physical buttons for climate and some audio controls rather than being buried in the touchscreen.

As for the instrument cluster, it includes a power meter, speedometer and sub menus including a trip computer, an informative energy flow graphic, audio settings and a safety display for driver assist settings (among other things).

The screen can be easily swapped from a traditional look with dual dials to something more modern where the sub menus occupy more space.

All X-Trails come with intelligent key access and push-button start. However, only the Ti-Ls come with remote engine start.

A stunning transformation

Compared to its immediate predecessor that first appeared in 2014, the 2023 Nissan X-Trail’s cabin is a stunning transformation.

It features a sweeping, modern cabin design, uses materials that look and feel top notch (although the piano black does quickly get smudgy) and at first glance it has the fit and finish expected of a Japanese-built vehicle.

We’re clearly experiencing the best on offer in the Ti-L, but the Ti is not far off it in terms of premium appointments and all X-Trails share an impressive amount of interior space up-front and in the back with its sliding three-way split/folding rear seat.

That’s despite the new model being physically shorter than its predecessor, although it does ride on a wheelbase that is both longer and wider than before.

One option missing from the Ti and Ti-L models – both in petrol and e-Power form – is the seven-seat three-row configuration that’s offered in the entry-level ST and ST-L models.

It would add to the value proposition, but also decrease boot space, which would drop from a generous 575 litres to 465 litres.

With design touches like a flying bridge centre console, the X-Trail is a storage king throughout the cabin. The boot is definitely the best bit with its modular storage options. I could remove one panel and drop a large suitcase into the hole created. Then, the panel re-inserts vertically to ensure cargo stays in place. Simple and helpful.

The driver gets reach and rake adjustment for the steering wheel and plenty of seat adjustment to ensure a comfortable driving position.

In the rear seat, there are climate controls, USB outlets, plentiful storage and a good view out. Entry and exit are aided by wide-opening doors.

Hybrid, but not as you know it

The 2023 Nissan X-Trail Ti-L e-Power has a hybrid petrol-electric powertrain, but one that operates differently to almost everything else. It is known as a range extender hybrid.

That means the petrol engine – in this case a variable-compression 1.5-litre turbo-petrol triple – is used purely to generate electrical charge.

That electricity is fed to the small 1.8kWh (useable) lithium-ion battery which then power the electric motors that are mounted on each axle and act as an all-wheel drive system that Nissan calls e-4ORCE.

Nissan insists the petrol engine never drives the wheels, unlike the hybrid system in the Toyota RAV4.

The front electric motor generates 150kW/330Nm and the rear e-motor 100kW/195Nm. The petrol engine is rated at 106kW and 250Nm.

The combined output is rated at 157kW, but no torque figure is given. It feels substantial in the driving (which we’ll get to shortly).

The Nissan drives the front and rear wheels via single-speed reduction gears. Nissan claims e-4ORCE’s rear torque response is up to 10,000 times faster than a mechanical AWD system.

Counting the numbers

One of the arguments Nissan puts in favour of the 2023 Nissan X-Trail Ti-L e-Power is it is more frugal than the orthodox models and therefore saves you money at the pump.

The claimed consumption rate for a Nissan X-Trail ePower is 6.1L/100km versus 7.8L/100km for a 2.5-litre Ti-L 4x4. Working on $2 per litre of fuel and driving 15,000km per annum, that equates to eight years to reclaim the $4200 difference paid upfront.

Bear in mind the e-Power might stretch its advantage around town where the e-motors will have more influence. But countering that is the fact the 2.5-litre engine uses cheaper 91 RON fuel versus the 95 RON recommended for the hybrid. All up, it’s not the most compelling argument financially to spend the extra dosh.

However, there are ways to stretch the e-Power’s fuel advantage. EV Mode – as its name suggests – runs the car as an EV. But that only lasts a short time because the battery is so small.

Brake and E-Pedal modes are measures designed to boost electricity regeneration. The latter offers an almost single pedal experience, eventually slowing the car to walking pace when the accelerator is lifted.

In the real world, experimenting with EV, e-Pedal and brake modes, our average came out at around 6.7L/100km (7.4L/100km on a shorter, hillier section with gravel).

Combined with a 55-litre fuel tank that delivers a range beyond 800km, which is well beyond most fully-electric cars – although, based on our experience , you have emitted around 124,000 grams of CO² doing it.

Unique experience

Where the 2023 Nissan X-Trail Ti-L e-Power with e-4ORCE really shows off the value of its hybrid powertrain is in the driving rather than the fuel consumption numbers.

The front e-motor has been designed to intentionally produce higher outputs than the rear e-motor to act like a traditional front-wheel drive vehicle. As such, it has excellent response when the accelerator is pressed with smooth and quiet acceleration. Even up steep hills it surges forward.

It feels more perky in real life than its on-paper specifications, quicker than the dreary 7.0sec 0-100km/h claim and more agile than its porky 1911kg kerb mass might suggest. It’s also a notable advance over the 2.5-litre four in conventional X-Trails.

The weird bit is the way the petrol engine behaves in contrast with what you’re doing with the accelerator. It will idle along doing its charging thing at times when the e-motors are revving hard scaling a hill.

The engine will even turnover rolling down a hill to expel excess electricity if the battery is full and the e-motors aren’t working (it doesn’t use fuel in this mode though).

Aligning with the alert and responsive powertrain – it’s well alert and responsive in normal and sport but stultifying in Eco drive modes – is a chassis system underpinned by a new platform that delivers a distinct step up in road holding and comfort compared to the old X-Trail.

It’s much more controlled and competent in its responses to the electric-assist steering, has better body control in corners and – dare I say it – is even a little bit of fun to drive. The steering is light for low-speed operation and weights up at speed, especially in Sport drive mode.

Nissan says e-4ORCE helps smooth out handling by distributing power and braking force to individual wheels and aids the ride by using the regenerative braking function of the rear e-motor to reduce pitch and dive.

Just a note here on the ride quality. It is little sharper in the Ti-L with its 255/45R20 rubber than the less aggressive 235/55R19s on the X-Trail Ti. Adaptive damping would help here. The fatter tyres also generate more road noise.

Cruising on the freeway enabled the engagement of ProPILOT, which proved almost as intuitive as the excellent Ford Ranger/Everest driver assist systems we’ve recently sampled. It maintained its position in the centre of the lane well, but even in its mildest mode it jumped away from white lines as if they were the bumpers on a bowling alley.

Can it go off-road?

The short answer is probably but we didn’t get to try out how far off the beaten track it could go during our time with the 2023 Nissan X-Trail Ti-L e-Power.

It does have a specific off-road drive modes to support such a thing. However, all we did was drive on some gravel roads, which was drama free.

The lack of a proper spare tyre is a bit worrying though if you were to consider venturing any further.

Serious contender

The 2023 Nissan X-Trail Ti-L e-Power is an impressive piece of work. It is significantly better than its predecessor, which had fallen to the back of the pack by the time it was replaced.

The stumbling block is the price. At around $60,000 on the road, the X-Trail Ti-L e-Power is nudging up against some heavy-hitting opposition that extends far beyond the obvious family SUV rivals.

But that doesn’t detract from Nissan’s achievement here. It is to be congratulated for delivering a stylish, interesting and enjoyable vehicle that deserves to be taken seriously.

2023 Nissan X-TRAIL e-POWER Ti-L with e-4ORCE at a glance:

Editor’s Rating: 7.7/10

Price:  $57,190 (plus on-road costs)	Transmission:  Single-speed reduction gear
Available:  Now	Fuel:  6.1L/100km (ADR Combined)
Powertrain:  1.5-litre three-cylinder turbo petrol-electric	CO2: 139g/km (ADR Combined)
Output: 106kW/250Nm (electric motors: 150kW/330Nm and 100kW/195Nm)	Safety rating:  Five-star (ANCAP – 2021)
Combined output: 157kW (torque NA)

 

Disclaimer: Images supplied by Nissan 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 Carsales staff

There’s a lot of hype surrounding the new-generation Ford Ranger dual cab ute.

And now the blue oval has sprinkled a little more X-Factor into the range with a special edition Wildtrak X model that bridges the gap between its popular Wildtrak model and the flagship, performance-focused Raptor.

Aimed at off-road enthusiasts and adventure seekers, the Wildtrak X will be available in Australian showrooms in the second half of the year priced at $75,990 plus on-road costs.

Key among its unique features that improve on the standard Wildtrak’s already impressive on- and off-road credentials, the X models has a widened track, increased ground clearance and exclusive Bilstein Position-Sensitive Dampers with End Stop Control Valve (ESCV) technology and nitrogen-charged external reservoirs.

It also has Trail Control – a low-speed cruise control system when off-roading - and Trail Turn Assist – which brakes the inside rear wheel to reduce the turning radius on tight turns – functions, as well as General Grabber AT3 all-terrain tyres on uniquely designed 17-inch alloy wheels.

The combination of new suspension, wheels and tyres results in a 30mm wider track width front and rear, and an additional 26mm of ground clearance compared to the existing Wildtrak.

Distinguished by an exclusive new optional Cyber Orange paint colour and standard Matrix LED headlights with auxiliary LEDs integrated into a new off-road grille with Cyber Orange accent strip, the Wildtrak X also comes with a steel bash plate, cast aluminium side steps and Wildtrak X badges on the front doors and tailgate.

There are also black Ford oval badges front and rear, plus distinctive Ranger lettering across the bonnet, while the grille surround, bumper H-bar, wheel lip mouldings, fender vents, mirror caps, door handles and rear bumper are all finished in asphalt black.

The Wildtrak X features the premium Bang&Olufsen audio system that is optional in the standard Wildtrak, plus the bigger 12.4-inch digital instrument cluster from Raptor and Platinum variants and an overhead auxiliary switch bank for aftermarket accessories.

Also added is Ford’s Flexible Rack System, which makes carrying various cargo easier by comprising a Sliding Load Rack that can be locked into five positions along the length of the load bed, combined with the Folding Roof Racks that store inside the rails when not in use.

The clever system can be operated by one person and doesn’t require any tools to set up or stow.

Inside the cabin, the Wildtrak X boasts new leather-accented seat trim with Miko suede and Wildtrak X logos embroidered into the seatbacks while Terra suede wraps the glove box, instrument cluster hood, door trim and centre console rails.

There’s also distinctive Cyber Orange contrast stitching on the seats, steering wheel, gear shifter and upper glove box, as well as all-weather floor mats front and rear.

The Wildtrak X will be exclusively offered with the 2.0-litre Bi-Turbo diesel engine that produces 150kW and 500Nm and adopts the Raptor’s full-time four-wheel drive transmission with a 10-speed automatic gearbox. With the addition of Adblue diesel exhaust fluid, Ford claims the Wildtrak X is the first Ranger variant to meet the Light Duty Truck EU Stage 6 emissions level.

Towing capacity remains the same 3500kg as the standard Ranger Wildtrak.

Ford says Trail Turn Assist helps drivers negotiate tight bends on narrow tracks by applying the brake on the inside rear wheel, reducing the turning radius.

It’s designed to be used on loose surfaces at speeds under 19km/h and can be used when the vehicle is engaged in either 4H or 4L and the rear differential is unlocked. In certain circumstances, Trail Turn Assist can reduce the Wildtrak X’s turning circle radius by up to 25 per cent, providing significant benefits when navigating tricky off-road conditions.

Meantime, Trail Control – as seen in the Ranger Raptor – helps drivers maintain a constant low speed while off-road, simply by selecting a set speed below 32km/h.

Similar to the drive mode on Ranger Raptor, the Wildtrak X’s Rock Crawl mode is designed to help drivers traverse uneven, rocky terrain in a controlled manner at low speed.

This drive mode requires low range 4WD to be engaged and will automatically lock the rear differential for maximum traction.

Rock Crawl mode will also automatically actuate a unique throttle and transmission calibration designed to help the driver traverse the terrain as smoothly as possible.

“We have designed and engineered Wildtrak X with the overlanding community front of mind,” said the Ranger’s chief platform engineer, David Grice.

 

Disclaimer: Images supplied by Ford.

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 poured some sugar on the sour news that its stylish all-electric new Polestar3 SUV will arrive in Australia later than anticipated.

Originally planned to launch locally before the end of this year, the all-electric offshoot of Volvo has confirmed the first models now won’t arrive here until the first quarter of 2024.

But the sweetener is that the Polestar 3 will cost less than the brand had previously announced, with the two-model line-up starting at $132,900 plus on-road costs – saving potential owners more than $2000.

The Swedish brand has confirmed full pricing and specifications for the 2024 Polestar3, while also opening the official order book with customers now able to secure an order with a $1000 deposit.

Two all-wheel-drive versions will be available at launch, including the standard Long Range Dual Motor and a premium version with a Performance Pack that is priced from $141,900 (plus ORCs).

That will position the Polestar 3 in one of the most competitive segments for electric vehicles against the likes of the Audi Q8 e-tron, BMW iX, Jaguar I-Pace and the upcoming Mercedes-Benz EQE SUV and next-generation Porsche Cayenne. And not forgetting the 2024 Volvo EX90 with which it shares the same fundamental underpinnings with.

However, where the Volvo EX90 will be offered more as a family-friendly seven-seater, the Polestar 3 will be exclusively limited to a five-seat configuration while also having a more sporting driving character.

In standard form, the Long Range Dual Motor version produces 360kW/840Nm from its twin electric motor set-up while the Performance Pack unlocks higher outputs of 380kW and 910Nm.

Both variants are powered by a large-capacity, CATL-sourced 111kWh lithium-ion battery pack that yields a maximum (WLTP) driving range of up to 610km from a single charge.

A 400-volt electrical architecture allows a peak charging rate of 250kW and both Polestar 3 models have a 2200kg towing capacity.

Specification highlights for Australian vehicles include adaptive dual-chamber air suspension, a full-length panoramic glass roof, full LED lighting, retractable door handles with proximity sensing, rear torque vectoring, 14.5-inch infotainment interface with Over-the-Air updates, heat pump and 21-inch alloy wheels.

Apart from extra power and torque, the Performance Pack adds grippier Pirelli P Zero tyres on lightweight forged wheels and adaptive dampers.

The first models to arrive in 2024 will come standard with (what will eventually become optional) Plus and Pilot packs, which throw in a bunch of extra goodies such as a 25-speaker Bowers & Wilkins audio system with 3D surround sound, soft-closing doors, head-up display and Pilot Assist.

Bi-directional charging capability will also be included out of the box, offering vehicle-to-load (V2L) and eventually vehicle-to-grid (V2G) functionality.

Drivers, passengers and other road users alike will be protected by an arsenal of five radar modules, five external cameras and 12 external ultrasonic sensors as standard.

Further, the aforementioned Pilot Pack can be ordered with an optional LiDAR system that adds another three cameras, four ultrasonic sensors and cleaning functions for the front- and rear-view cameras.

The catch is these LiDAR-equipped vehicles aren’t expected to arrive on Aussie soil until the third quarter of 2024 and will cost an extra $6000.

Other options will include premium paint colours among the six hues available ($2000), 1.3-megapixel HD LED headlights ($3000) and ‘animal welfare’ Nappa leather ($7500), which is one of three interior trim options including wool and bio-attributed MicroTech vinyl.

Polestar Australia says it has already received almost 7000 expressions of interest in the 3 since its unveiling in October last year.

“Polestar 3 is a highly anticipated addition to the Polestar range in this market,” CEO Samantha Johnson said.

“We know Australians want more electric vehicles that are ‘fit for purpose’ and with Polestar 3 we will deliver just that – a new, premium benchmark for driving excellence, technological integration and sustainability for the electric age.”

The number of vehicles available to Australia and exact delivering timings for the Polestar 3 are yet to be confirmed and will be announced in the lead-up to the model’s local launch.

The 2024 Polestar 3 will be quickly followed on sale by the Polestar 4 medium SUV, the 2025 Polestar 5 grand tourer and the 2026 Polestar 6 roadster.

How much does the 2024 Polestar 3 cost?

• Long Range Dual Motor – $132,900
• Long Range Dual Motor with Performance Pack – $141,900

* 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 Bruce Newton, carsales.com.au

Patience has become a standard feature for new car buyers with long wait times for in-demand new models like the Ford Ranger Wildtrak with its grunty new V6 turbo diesel engine.

But there are options that can help you skip the 12-month-long Wildtrak queue, such as choosing the four-cylinder twin-turbo model.

Sure, it’s not the headline act of Ford’s all-new dual-cab ute range, and it’s not as powerful as the V6, but it’s not as expensive and the wait list is not as long – thereby saving you both time and money.

To find out whether the Ranger Wildtrak 2.0 Bi-Turbo is a good choice, we spent an extended amount of time with one. Consider this more of a road trip rather than just a road test.

Premium price

The 2023 Ford Ranger Wildtrak 2.0 Bi-Turbo is the most expensive Ranger model without a V6 engine and will set you back $67,990 plus on-road costs. That’s a saving of $3200 in comparison to the Wildtrak V6 – if you can get one.

Available exclusive with a dual-cab body style, it is powered by the familiar 154kW/500Nm 2.0-litre four-cylinder twin-turbo diesel engine introduced late in the previous model’s lifecycle with a 10-speed automatic transmission and part-time 4x4 system.

It is built more as a flexible lifestyle vehicle rather than solely designed as a tool-of-trade vehicle, and, as such, it is equally capable of dressing up for a night out on the town, getting muddy on the weekends and rolling up its sleeves at the work site during the week, or trekking up the east coast of Australia with the family as we’ve done for this review.

Ford isn’t alone in creating a jack-of-all-trades ute, with plenty of alternatives to the Ranger Wildtrak including the Isuzu D-Max X-Terrain, Mazda BT-50 Thunder, Nissan Navara Pro-4X and the Toyota HiLux Rogue.

Distinguishing features

The Wildtrak is easily distinguished from lower-grade Ranger models with its unique grille design and 18-inch alloy wheels wrapped in Goodyear Wrangler all-terrain rubber as well as standard side steps, roof rails and a sports bar with integrated tie-down points, plus a drop-in bedliner and a powered roller shutter for the tray.

There are also full LED headlights with C-clamp driving lights, exterior mirrors with puddle lamps and illumination in the rear load box.

Inside the cabin, the Wildtrak is equipped with dual-zone climate control (with rear vents), pull-out cupholders, eight-way power adjustment for the heated front seats with leather accented trim and contrasting orange stitching as well as the Wildtrak logo embossed in the headrest.

The driver is treated to both rake and reach adjustment in the steering wheel for the first time, allowing more flexibility to suit a wide range of driving positions, while there is a new e-shifter design for the gear lever and an electronic park brake.

There’s also an embedded modem that enables the FordPass smartphone app which allows owners to monitor critical elements such as the fuel level and tyre pressures, as well as remotely start and stop the engine, lock and unlock the doors and identify its precise location.

The Ranger comes protected by Ford’s five-year/unlimited-kilometre warranty. It has 12 months/15,000km service intervals, with the cost of each of the first four scheduled visits capped at $329. It goes up from there, spiking over $700 twice.

New safety standard

The Ford Ranger Wildtrak sets the benchmark in its class for safety with a comprehensive array of new driver assist systems.

The autonomous emergency braking (AEB) system now includes cyclist detection and intersection assist. The adaptive cruise control adds stop-and-go and an intelligent function paired with traffic sign recognition that can automatically adjust your speed to the legal limit.

Other new features include blind spot detection that takes your trailer into account if you are towing. There is also rear cross traffic alert with reverse brake assist, lane departure warning and centring, a basic steer assist, road edge detection, post-impact braking and a split-screen 360-degree camera.

Active parking assist is now fully automated and the Wildtrak continues to have front and rear parking sensors.

The Wildtrak is fitted with an integrated trailer brake controller in the dashboard for towing. It links into an enhanced trailer sway control system that will automatically brake individual wheels to keep the vehicle and trailer stable.

The new Ranger achieves a five-star ANCAP rating, achieving high scores (above 80%) in some of the adult and child occupant impact protection tests. However, it didn’t do so well in the compatibility test, with the safety assessors stating that there’s a high risk to occupants of other vehicles involved in a crash with the Ranger.

ANCAP also points out the Ranger dual-cab is only fitted with child seat top tethers in the outboard rear seats, so child seats cannot be fitted legally in the middle pew of the bench seat.

The Ranger now comes equipped with dual front, side chest-protecting and side head-protecting curtain airbags, as well as driver and passenger knee airbags.

There’s also a new centre airbag which provides added protection for front seat occupants in side-impact crashes.

Not so humble anymore

The latest Ford Ranger Wildtrak is perfect proof of how quickly the humble ute has changed lanes in recent years.

In the past, ute owners were lucky if they got air conditioning and an AM/FM radio as standard equipment. And now… well, you only have to peer into the cabin of the Ranger Wildtrak to see how far it has come.

The 12.0-inch infotainment touchscreen in the centre of the dashboard is the headline act in a vast technology upgrade.

Running Ford’s latest-generation SYNC 4A operating system, it features embedded sat nav with voice assistant, wireless smartphone mirroring for Apple CarPlay and Android Auto, a six-speaker audio system, controls for the climate control and a screen specifically for off-roading that displays important vehicle information such as roll and pitch angles.

The Wildtrak also comes with wireless phone charging and USB-A and USB-C points front and rear.

Sadly, it misses out on the widescreen 12.4-inch digital instrument cluster that’s reserved for the Ford Ranger Raptor and the new V6-only Platinum. Instead, it makes do with the smaller 8.0-inch panel that means the tacho still gets scrunched up in the corner.

Everyone comfortable?

The 2023 Ford Ranger Wildtrak 2.0 Bi-Turbo’s capability as a long-distance tourer isn’t only due to its refined driving behaviour. A top-notch cabin helps as well.

The front seats are excellent and the ability for the driver to get comfortable is aided by the improved steering column adjustment and sizeable pedal box with left footrest.

Storage in the cabin is pretty generous, reflecting the Ranger’s core tradie brief. There are big door bins in the front and back, dual glove boxes, a sizable centre lidded bin and some other storage holes tucked away.

In the back there are dual seatback pockets and a fold-down centre arm rest with a double cup holder.

As per the previous generation, the rear seat backrest folds down and the base flips up to aid versatility. Most utes only do one or the other.

The huge touchscreen sits a bit low for my taste. I’d also prefer it to be slightly angled toward the driver.

It is commendable Ford has retained physical buttons for temperature and volume controls but being at the bottom of the screen they are too far away. Some of the identifiers on buttons and controls on the dash and steering wheel are also a bit small to decipher with ageing eyes.

The embedded sat-nav map isn’t as distinct as the ones on offer through CarPlay either.

Trying to navigate around the cluster and the touchscreen menus and sub-menus also takes some learning as well. The back button gets a hefty workout! As we’ve already said, the digital instrument cluster is also a little underwhelming.

And then there’s the stubby e-shifter. It just doesn’t work as comfortably and easily as it should. It requires a fully stretched hand to clasp it, press the detente and move through the gears.

The resistance of the shift is not pronounced enough. Overshooting when shifting from drive into reverse and ending up in park happens too often.

There’s no manual shifting by the lever or by flappy paddles either. The only way to manipulate the gearing is via push buttons on the side of the e-shifter, which is clumsy and awkward.

A sport mode would sharpen up the transmission and make manual changes less needed. But that is only offered with Raptor for some reason.

The load box of the Ranger gets a big thumbs up. The hard cover provides excellent security and it meant we didn’t have to unpack at overnight stops. Swim gear and beach chairs stayed onboard the whole five weeks.

It would be great if Ford added better overhead lighting to the load box, perhaps in the sports bar. There is lighting inside but it’s low down and can get covered over easily.

If you don’t have a torch, searching around in there at night can be a clumsy affair.

Panther power

The ‘Panther’ 2.0-litre twin-turbocharged diesel engine in the 2023 Ford Ranger Wildtrak 2.0 Bi-Turbo is an evolution of the DOHC 16-valve four-cylinder introduced to the previous-generation pick-up back in 2018.

Claimed power output actually drops by 3kW compared to the old model to 154kW (at 3750rpm), but the 500Nm torque rating (at 1750-2000rpm) remains the same.

Bolted to the back of the Panther is an updated version of Ford’s 10R80 10-speed automatic transmission with closer gear ratios.

Capping it off is the familiar part-time 4x4 system with a low range transfer case, a locking rear diff and electronic aids such as hill descent control.

For the first time, Ranger Wildtrak comes with a Terrain Management System that tailors the throttle response, gear shift programming and stability control parameters across six modes: Eco, Normal, Tow/Haul, Slippery, Sand and Mud and Ruts.

Fuel for thought

The 2023 Ford Ranger Wildtrak 2.0 Bi-Turbo claims a 7.6L/100km average fuel consumption on the ADR combined cycle, while the same model with the larger 3.0-litre V6 turbo diesel has a claimed consumption of 8.4L/100km.

Over the five weeks and 8000-odd kilometres we drove the Ranger, the fuel consumption came out higher than both at 9.4L/100km – and it tallied with the trip computer so you can have faith in what the Ford software is telling you and expect the V6 to have a similar discrepancy in real-world situations.

Not your average ute

The 2023 Ford Ranger Wildtrak 2.0 Bi-Turbo is the most capable, quiet and comfortable dual-cab ute I’ve had the pleasure to spend an extended amount of time riding in and driving.

It goes closer to bridging the gap between ute and SUV than any load-lugger before it. In fact, it shames some current rivals such is its superiority.

It’s a big wrap, and driving from Melbourne to Far North Queensland and back helped solidify my opinion.

While the drivetrain is familiar, it also feels smoother and more responsive than before, mostly because the 10-speed is now better sorted.

Yep, you can still sense it jumping about in the low gears but not as much. Once up and running it’s darn good, combining with a willing engine to deliver solid performance.

At tip-in throttle there is the occasional touch of lag as engine and transmission try to get rolling. Very occasionally, the gear-change clunked home uncouthly as well.

We weren’t heavily loaded – two adults, two dogs and about 80-100kg of gear at most – so how the Panther responds with a full payload or a caravan behind we couldn’t assess.

The new chassis with its wider tracks, longer wheelbase and outboard rear shocks delivers a more stable and comfortable driving and riding experience than before. Its old-school 4x4 system means it runs in two-wheel drive at highway speeds and in urban areas, but for the most part it retains its poise.

Typical of modern Ford, the electrically assisted power steering is well tuned and light which makes it easy to manoeuvre such a big vehicle in tight confines. And it is a surprisingly how accurately it changes direction on a winding road. Okay, it’s not a sports car, but it is pretty keen for a ute.

The ride quality is exceptional for a load-hauler, only really becoming intrusive on rugged roads with no load onboard. Then it dances and jiggles a bit, but not really badly. A less aggressive, more road-biased tyre might also sooth this aspect of its behaviour if you are not that interested in off-roading.

The Ranger’s driver assistants add up to a very effective semi-autonomous driving system. The Wildtrak stays centred in its lane on freeways and highways and the adaptive cruise’s ability to adjust its speed by reading speed signs is mostly effective.

During one evening as dusk turned to darkness on the Bruce Highway in Queensland, the adaptive cruise did insist on reading off-ramp limits and slowing down to 80km/h rather than the digital signs on gantries on the freeway that advised it was full steam ahead at 110km/h.

The Wildtrak also has a habit of warning the driver to put hands back on the steering wheel when they are already there. Apparently, there’s a software fix Ford has already instituted for this.

The only real question after all these kays is whether the V6 Ranger would have done the trip with even more poise. It says a lot about the Ranger that I’d happily do the trip again to find out.

Off the beaten track

The 2023 Ford Ranger Wildtrak 2.0 Bi-Turbo is very capable off-road. That’s known from previous experiences rather than from this trip.

We grappled with some gravel roads, a bit of sand and some very low-key water crossings, but nothing that challenged the Ranger’s capabilities in any way.

But pondering this question does remind me the V6 Ranger gets the more sophisticated set-and-forget 4x4 system that can run in all-wheel drive on the highway.

Considering it’s already fitted to Bi-Turbo 4x4 versions of the closely related Ford Everest SUV, it’s a surprise it’s not in the Wildtrak four-cylinder as well. It’s a logical upgrade.

Should I buy a Ford Ranger Wildtrak 2.0 Bi-Turbo?

Yep, absolutely. If you want a top-spec Ranger and can live without the V6 then the 2023 Ford Ranger Wildtrak 2.0 Bi-Turbo is a heartily recommended buy.

Sure, the smaller engine isn’t as convincing as the V6, but it’s only marginally inferior and by no means a dud.

It’s also competitive against any other four-cylinder dual-cab ute engine out there.

And the rest of the package trumps any other dual-cab rival.

It’s one of the more expensive examples of the breed, but driving it, sitting in it, and appreciating the high-tech equipment list you can see where the money was spent.

It all adds up to a great vehicle for any trip, whether it’s a quick spin to the shops or a month on the road to top of the country.

2023 Ford Ranger Wildtrak 2.0 Bi-Turbo at a glance:

Editor’s Rating: 8.6/10

Price:  $67,990 (plus on-road costs)	Transmission:  10-speed automatic
Available:  Now	Fuel:  7.6L/100km (ADR Combined)
Engine:  2.0-litre four-cylinder twin-turbo diesel	CO2: 201g/km (ADR Combined)
Output: 154kW/500Nm	Safety rating:  Five-star (ANCAP 2022)

 

Disclaimer: Images supplied by Bruce Newton.

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 John Mahony, carsales.com.au

Nissan has pressed the fast-forward button on its electric vehicle strategy, promising to speed-up the number of battery-powered vehicles it will introduce by 2030.

Just two years after it laid out its road map to electrification, the Japanese brand has updated its plans – under the umbrella of its Nissan Ambition 2030 strategy – to increase its scheduled range of electric vehicles from 15 to 19.

It is yet to be known how many of these vehicles will be made available to Nissan Australia, but the local arm is keen to build on the foundations laid by the Leaf which was one of the first, modern fully electric vehicles offered locally when it went on-sale in Australia in 2014.

We know one of the new additions will be an EV specifically tailored for the Chinese market that will be introduced as soon as 2024, and that a replacement for the Leaf will transition from today’s hatchback bodystyle to become an SUV.

There will also be a new-generation Nissan Micra city car that will share plenty with the incoming Renault 5 and R4, as well as battery-powered versions of the Juke, Qashqai and X-Trail that will all arrive between 2025 and 2027.

Other EVs in the pipeline include a small hatch that’s being developed alongside alliance partner Renault for South America.

Motivating Nissan to accelerate its EV plans are, the company says, “changes in customer needs and the business environment”.

Nissan has also tweaked its forecast for how many electrified vehicles (including hybrids) it will sell in its fiscal year 2026, with the car maker now expecting 98 per cent saturation in Europe – up from its previous estimate of 75 per cent.

Even in the Japanese market, Nissan thinks 58 per cent of all cars it sells will be electrified, up from 55 per cent.

The only market for which it has wound back its estimate is China, where Nissan now thinks its electrified mix will only be 35 per cent, down from 40 per cent.

Come 2030, Nissan says it has projected that the global electrified vehicle mix across the Nissan and INFINITI brands of 55 per cent, up from 50 per cent.

It will also become an EV-only brand in the US from 2030.

Despite Nissan ramping up its EVs globally, none of these newly announced electric cars have yet to be confirmed for Australia.

Nissan Australia has only just begun to expand its range of electrified options beyond the battery-powered Leaf with the introduction of the Nissan X-Trail e-Power, which uses electric motors to drive the wheels while having a small petrol engine act as an on-board generator to fill-up the battery pack.

It was expected to offer a similar powertrain option in the smaller Qashqai SUV later this year but has been forced to delay its introduction indefinitely due to limited production availability for right-hand drive markets.

Nissan has also yet to confirm any local details for the arrival of its stylish, all-electric Ariya SUV that went on-sale in Japan and the USA last year.

 

Disclaimer: Images supplied by Nissan.

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 Scott Newman, carsales.com.au

Car designers have always battled between form and function. Some of the most eye-catching machines are beautiful to look at but are often flawed when it comes to practicality and everyday useability. And the opposite is generally true for vehicles that prioritise the most pragmatic elements and compromise overall style.

Small hatchbacks have traditionally fallen into the latter category, often designed from the inside out to maximise space and then cloaked in a generic exterior so that they appeal to a broad audience. They have been the backbone of mass-market motoring for generations.

But things have changed over the last decade and the SUV has replaced it as the default choice for small families, leaving the hatchback to find new niches.

Mazda recognised this trend earlier than most of its rivals and the latest-generation Mazda3 has been purposely elevated to a premium status and designed to appeal to more affluent, style-conscious urbanites and empty nesters.

Has the Japanese car maker read the tea leaves correctly, or is the Mazda3 G25 Evolve SP too compromised for its own good? Read on…

Middle ground

The 2023 Mazda3 G25 Evolve SP sits in the middle of the range but is the most affordable model with the larger 2.5-litre engine. Lower-grade versions use a less-powerful 2.0-litre engine.

It’s been recently subjected to a small price bump that’s lifted the starting price to $32,110 plus on-road costs (up $220) as a six-speed manual, with the automatic adding another $1000 to that.

That puts it head-to-head with the likes of the Hyundai i30 N-Line (from $30,220 plus ORCs), Kia Cerato Sport+ (from $31,440 plus ORCs) and the Toyota Corolla SX (from $31,780 plus ORCs).

Like all other Mazda products, it’s covered by a five-year/unlimited-kilometre warranty and five years of capped-price servicing will cost you $1762 (valid as at date of this article), but intervals are 12 months or 10,000km and that distance will disappear quickly if you do plenty of driving.

High standards

Even though there are higher-grade versions of the Mazda3 (GT and Astina variants) with more standard equipment, the G25 Evolve SP still has a generous list of features including keyless entry and start, dual-zone climate control, a head-up display, power adjustment for the driver’s seat and automatic headlights and wipers.

There is also full LED headlights and taillights and the SP trim features unique black 18-inch alloy wheels and darkened exterior trim highlights in the grille and wing mirrors.

On the downside the seats are cloth (though this could be personal preference), the daytime running lights are halogen and the mirrors are powered but not heated.

High five for safety

The latest-generation Mazda3 scored a five-star ANCAP safety rating when it was first introduced in 2019, ensuring it has solid safety credentials.

This is especially the case for those travelling inside with the Mazda3 scoring 98 per cent for adult occupant protection and 89 per cent for child occupant protection.

In addition to front and side airbags for the front passengers, curtain airbags (front and rear) and a driver’s knee airbag, the Mazda3 G25 Evolve SP also includes most key active safety features including autonomous emergency braking (AEB) in forward and reverse, blind spot monitoring, lane keep assist, adaptive cruise control, traffic sign recognition and rear cross traffic alert.

Customers can choose to bolster the suite of driver aids with a $1500 Vision technology pack that includes a 360-degree parking monitor and front parking sensors, cruising and traffic support that operates the accelerator and brake at low speeds (automatic only), driver monitoring and front cross traffic alert.

Clever touches

Nestled in the centre of the 2023 Mazda3 G25 Evolve SP’s dash is an 8.8-inch infotainment display with smartphone mirroring, AM/FM/DAB+ radio, Bluetooth, and native satellite navigation, all of which plays through an eight-speaker stereo system.

Typically, Mazda’s infotainment is touch-operated when stationary but only controllable via the rotary dial once on the move. Mazda argues this leads to less driver distraction, which suggests that the 3’s non-touch-operated screen should be a good solution.

It’s not quite the case though. The trouble with using a rotary dial to operate a modern infotainment interface is the ability for the cursor to land on the wrong icon, especially when using smartphone mirroring.

The experience improves markedly when using the shortcut buttons surrounding the dial, which allow for one-touch access to the media or sat-nav or phone even when using smartphone mirroring and means you can usually get to where you need to be in short order when you’re totally familiar with the system. That can take time.

The instrument cluster is a clever mixture of analogue and digital dials that provides simple and easily read information but with neat tricks like displaying the current speed limit as a red line. Stray beyond it and the gap between your current speed and the limit will also be marked in red.

The head-up display not only shows the speed but should a car stray into your blind spot a little icon is shown on the appropriate side, a feature that’s particularly helpful in the Mazda3 for reasons I’ll explain shortly.

None of this is necessarily game-changing tech, but just a few clever touches that illustrate a level of thought that isn’t always apparent in this segment.

Split decision

The cabin of the 2023 Mazda3 G25 Evolve SP is a tale of two halves.

Usually, small hatchbacks are designed with greater focus on the value equation of entry-level models and too often the upper-spec variants can’t hide the fundamentals of a no-frills attitude and cheaper materials.

However, it’s the opposite situation in the Mazda3 as the Japanese brand took a top-down philosophy with the latest-generation to give all models a premium ambience.

As such, the Evolve grade might sit in the middle of the range but the cabin could successfully carry off a higher price tag.

Most surfaces on the dash and door cards are covered in plush leather with contrast stitching and all the buttons and dials click in a satisfying manner. For around $35K, it would be difficult to expect much more.

On the downside, it’s a dark environment, with plenty of black and dark grey that seems to swallow up the light.

The Mazda3’s exterior design also doesn’t help as its sleek shape causes problems in the form of massive rear-three-quarter blind spots for the driver, a cramped entry into the rear and very small windows once you’re in.

Boot space also takes a hit. There’s enough room (295L) for plenty of shopping or a few bags, but it’s one of the smaller spaces in the segment, the Volkswagen Golf offering 374L, the Hyundai i30 395L and the Kia Cerato a whopping 428L.

In fact, the Mazda3’s boot is smaller than a number of cars in the class below, such as the Kia Rio (300L) and Volkswagen Polo (351L).

Higher capacity

Equipped with the larger of the two engines, the 2023 Mazda3 G25 Evolve SP produces 139kW/252Nm from its 2.5-litre four-cylinder petrol compared to 114kW/200Nm from the smaller 2.0-litre. A reasonable bump.

This extra performance comes without too much of a penalty in terms of fuel economy, the larger engine being a fraction more economical in manual guise at a combined 6.3L/100km compared to 6.4L/100km for the 2.0-litre.

Selecting the automatic as, let’s be honest, most will, reverses the situation, with the 2.5 claiming 6.6L/100km and the 2.0 6.2L/100km.

This is in part due to the 2.5-litre having cylinder deactivation, which allows it to switch off a pair of cylinders under light loads to conserve fuel.

It’s fine being fed a diet of 91 RON regular unleaded as the 51-litre fuel tank gives a theoretical range of more than 800km if you can match the combined claim. Regardless, you won’t be needing to visit the pump too often.

One for the road

There are two distinct personality traits to the driving character of 2023 Mazda3 G25 Evolve SP, and which one like best will depend on how you intend the use car.

In line with Mazda’s driver-focused ethos, the 3 isn’t a car you drive with your brain in neutral and one finger on the wheel with a minimum of effort.

Consequently, the 3 requires the driver to be engaged, even in a day-to-day scenario. This is a relative statement, of course, and anyone from the age of unassisted steering will rightly scoff.

However, there is a bit of weight to the Mazda3’s steering, the brakes are firm underfoot and the ride, while generally comfortable, isn’t afraid to transmit road surface imperfections to your backside.

In a similar vein, the engine, while relatively large for a naturally aspirated unit, still needs some revs to give its best. As an example, it makes its maximum torque of 252Nm at 4000rpm, whereas the 1.6-litre turbocharged engine in the Hyundai i30 N-Line produces a similar 265Nm, but from just 1500rpm.

This means the Mazda3 doesn’t have the same effortless performance as compared to the Hyundai i30 N-Line with turbo engine. In the case of our test car, which was fitted with a manual transmission, you need to either use the lever more often or hold gears a bit longer. Choose the automatic though and the computer will sort things out in response to your accelerator input on its own.

The flipside to this, and where we get into the 3’s dual personality, is the 2.5-litre encourages you to rev it, accelerating with greater verve the further the needle gets around the tachometer.

Even driven in this manner, fuel consumption is unlikely to move too far north of 10L/100km, partly because, despite the 6500rpm redline, the limiter calls time at 6200rpm so it doesn’t rev that high.

Thankfully, the six-speed manual is one of the best in this type of vehicle with a light yet positive action in both its clutch and lever actuation, but clearly most people will choose the automatic.

We have no problems with that, as Mazda’s automatic is quite slick in its shifts and obviously much easier to use in heavy traffic.

It is illuminating how much having to constantly change gears makes you focus on the task at hand, as manual gearboxes become less common these days.

Should you venture beyond the city limits you’ll find a hatchback of rare dynamic talent.

All the qualities that require a little extra effort in daily use converge to create a car that’s tremendously enjoyable to drive with pace and enthusiasm.

On a twisty back road, the brakes and steering offer reassuring weight, communicating the Mazda’s capabilities, and the handling is superb for a vehicle in this class with decent grip but plenty of adjustability, too, should the enthusiastic driver wish to really dig in.

It’s a more enjoyable machine than many so-called performance cars.

Style over substance?

Objectively, it’s difficult to make a case for the 2023 Mazda3 G25 Evolve SP as a daily runabout for a small family.

While the Mazda3 is good value and looks great inside and out, there are rivals that are easier to drive, more comfortable and much more practical.

However, if you don’t need masses of space, want a hatch that isn’t just a box on wheels and fancy yourself a keen driver, then the Mazda3 could be the car for you.

It’s a genuinely enjoyable car to drive and a willing partner if you like a punt, and this holds true whether equipped with a manual or an auto.

Mazda has taken a slightly unusual approach in the creation of its small hatch but it’s not one without merit.

2023 Mazda3 G25 Evolve SP at a glance:

Editor’s Rating: 7.9/10

Price:  $32,110 (plus on-road costs)	Transmission:  Six-speed manual
Available:  Now	Fuel:  6.3L/100km (ADR Combined)
Engine:  2.5-litre four-cylinder petrol	CO2: 150g/km (ADR Combined)
Output: 139kW/252Nm	Safety rating:  Five-star (ANCAP 2019)

 

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 Feann Torr, carsales.com.au

Almost every car maker has a small soft roader on the showroom floor, as city-sized SUVs have taken over the role traditionally played by hatchbacks and compact cars. They are so prolific that is hard for new car shoppers to know where to begin.

But Nissan is hoping its all-new, third-generation Qashqai can cut through the noise as the new top-of-the-tiny-tots with class-leading safety, improved levels of standard equipment and a sharp new design.

On paper, there’s a lot to like about the new 2023 Nissan Qashqai, including a revised powertrain that is more efficient yet produces more power, a versatile interior and loads of thoughtful features that make it convenient as a compact family runabout.

The improvements, however, come at a cost, with prices increasing across the board.

So, let’s find out if Nissan can lay claim to raising the bar in the small SUV class with the new Qashqai.

Prices are up

The 2023 Nissan Qashqai has matured and improved in almost every conceivable way but its evolution to an ultra-modern five-seat wagon has seen prices rise.

Where its predecessor was priced between $28,590 and $39,090 plus on-road costs, depending on the variant, the new four-model launch range for the third-generation Qashqai starts at $33,890 (plus ORCs) for the entry-level ST and maxes out at $47,390 (plus ORCs) for the top-shelf Ti model driven here.

In between, the range also includes the ST+ (from $37,890 plus ORCs) and ST-L (from $42,190 plus ORCs).

A little luxury

You don’t miss out on very much with the flagship 2023 Nissan Qashqai Ti that we drove during the Australian media launch.

The long list of standard equipment includes eight-way, power-operated front seats with a massage function (which is a rare – but very welcome – inclusion among small SUVs), quilted leather interior trim, dual-zone climate control with rear air vents and a high-quality 10-speaker Bose audio system with a subwoofer.

There’s also two 12.3-inch digital screens – one for the instruments and the other for the infotainment and sat nav – as well as an impressive 10.8-inch colour heads-up display, a panoramic glass sunroof, ambient cabin lighting, 19-inch alloy wheels, tinted windows and a hands-free powered tailgate.

The only box you really need to tick is the choice of colour, with premium paint costing an extra $700, while a two-tone contrasting roof will add $500.

Whichever way you look at it, that’s a lot of gear crammed into a small SUV, some of which you won’t find as standard equipment in luxury SUVs that cost at least twice as much.

And, even at the other end of the range, entry-level Qashqai models feature plenty of goodies such as adaptive cruise control and automatic headlights with high beam assist.

All Qashqai variants are covered by a five-year/unlimited-kilometre warranty, which is average nowadays, given that some brands offer seven-year and even 10-year warranties, while annual (or 15,000km) service intervals are pegged at $670 on average, adding up to $4024 over six years, which is on the higher end of the price scale.

A new class benchmark

The 2023 Nissan Qashqai is one of the safest SUVs in its class, thanks to the standard fitment of seven airbags, a strong safety cell and an impressive array of advanced safety technology.

The new Qashqai has scored a five star ANCAP safety rating, and every model is equipped with Nissan’s Intelligent Mobility safety suite.

This includes adaptive cruise control, intelligent forward collision warning, lane assist, blind spot intervention, driver attention alert, rear cross traffic alert, front and rear parking sensors, a reversing camera and autonomous emergency braking (AEB) with junction assist and vehicle, pedestrian and cyclist detection.

The AEB system also works when reversing the vehicle, and all variants from the ST+ model upwards are fitted with a 360-degree parking camera with moving object detection.

Even the blind spot warning system has a proactive intervention function that’s designed to stop the driver side-swiping other vehicles on the move, plus there’s traffic sign recognition (real-time speed limit updates), an active speed limiter, rear seat and rear door alerts and a tyre pressure monitoring system.

Chuck in adaptive LED headlights with automatic high beam dipping and you’re looking at a safe and sound mode of transport.

The latest technologies

There’s no denying the 2023 Nissan Qashqai has taken a huge leap forward from the moment you open the door, particularly in the top-spec Ti model with its pair of large high-definition 12.3-inch digital screens deftly integrated into a modern dashboard design.

The digital instrument cluster is excellent, with a wide range of driving data and customisable elements and themes.

And while the central infotainment touchscreen doesn’t look quite as dynamic, the user experience is good, with intuitive menus.

Most owners will plug in Apple CarPlay or Android Auto via the USB-A or USB-C ports, and those with iPhones can use wireless CarPlay, but it’s not as good as the wired version with huge voice lag during hands-free phone calls.

The Nissan Qashqai Ti also features a 10.8-inch colour head-up display that informs you of vehicle speed, current speed limit, navigation directions and so forth, and is a great addition to the tech suite as it allows you to keep your eyes on the road while digesting relevant data.

Champagne on a beer budget

Within the space of a month, Nissan has refreshed almost its entire SUV range with new models of the Pathfinder, X-Trail and now the Qashqai arriving in showrooms. Only the ageing Patrol remains untouched.

And the Japanese brand has done a tremendous job in elevating the quality and convenience of its small, medium and large soft roaders with an ultra-modern fit-out across all three family members.

To be honest, the Qashqai is probably the standout. Our Qashqai Ti looks and feels like a class above the rest of its class thanks to well-integrated digital components previously mentioned.

But it’s the rest of the package that really stands out. T he premium, quilted blue-and-black leather seats look as stylish as they are comfortable, and offer plenty of support and adjustment to make light work of long journeys. The massage function is a further delight.

Nissan reckons the premium soft leather mono-form seats “take 25 days to produce, while more than 60 minutes are needed to embroider the new 3D diamond-quilted design”.

The beautiful tactile elements extend beyond the seats as well with all the switchgear - buttons, dials and stalks – being well-damped and delivering a premium touch. Even the gear shifter has a contemporary look and feel.

Add in the high-quality Bose stereo system, a large panoramic glass roof, dual-zone automatic climate control, USB-A and USB-C ports for front and rear passengers, comfortable back seats and flexible boot space, and you’re looking at a very classy small SUV.

Small packages

The wheezy 2.0-litre petrol engine (106kW/200Nm) in the previous generation has been replaced in the new 2023 Nissan Qashqai by a new-generation 1.3-litre turbo-petrol four-cylinder that, despite being smaller in overall capacity delivers higher outputs of 110kW and 250Nm (compared to 106kW and 200Nm in the previous model).

Even though the Qashqai purports to be an SUV, all models are front-drive only and feature a new X-tronic continuously variable automatic transmission.

The engine feels significantly more muscular than its predecessor and moves away from standstill with reasonable haste with just two adults on board, taking advantage of its maximum torque (250Nm from 1600-3750rpm) arriving early and remaining just as strong as you rev the engine.

The updated engine – dubbed HR13DDT by Nissan internally – is also quieter and smoother, and even though the CVT is devoid of character it is effective and efficient.

It has three modes – Standard, Eco and Sport – and paddle shifters that deliver more control over engine speeds.

Nissan Australia had sought to launch a hybrid version of the Qashqai in Australia early in 2023, dubbed e-POWER and featuring an electric drivetrain and small battery with the engine acting as on-board generator. But that model has been delayed indefinitely as global supply chains continue to stymie new vehicle deliveries.

Economies of scale

The 2023 Nissan Qashqai has a reasonable 55-litre fuel tank, and if you achieve the claimed average fuel economy of 6.1L/100km you would have a theoretical cruising range of around 900km.

In the real world though, with lots of city and urban driving and several full-throttle stretches to test its acceleration on country roads, our results pushed fuel consumption out to an average of 8.2L/100km on test.

A small SUV that’s also fun to drive…

Built in the UK and designed with the European market top of mind, there’s no doubting the new 2023 Nissan Qashqai is more sophisticated than before with impressive gains made in refinement and cabin quietness.

However, it’s the vehicle’s dynamics, road holding and driver engagement levels that represent the biggest improvements.

Sure, the cornering abilities of SUVs are somewhat compromised by tall bodies and added ground clearance and don’t really turn crisply or deliver balanced handling on twisting country roads. Arguably, their main role is being easy to park and steer in urban situations, and in this respect the Qashqai delivers a light and easy car to navigate the urban jungle thanks to the positive steering and good sight lines.

But head out of town and the Qashqai also has a bit of spunk that makes it a fun machine to punt along should your journey take you on a challenging road.

It is also pretty comfortable over rough roads too, even with the big 19-inch alloy wheel and tyre combo. The SUV smooths out bigger hits like potholes and freeway seams with relative ease, but it does sometimes feel a little jittery on smaller bumps and over crumbly road surfaces.

By and large, the driving experience proved to be very pleasant and seamless on our first local outing, which is pretty good given the vehicle has not undergone an Aussie suspension tune-up like Kia and Hyundai vehicles.

Should I buy a Nissan QASHQAI?

The third-generation Nissan Qashqai is a massive improvement over its predecessor, and immediately propels itself to be among the leaders in a crowded class.

The lack of an immediate hybrid option and significant price hikes across the range are the only drawbacks. Otherwise, and particularly in top-spec Ti form, Nissan’s new compact SUV is one of the most compelling vehicles of its type, and it should find favour with buyers looking for an upmarket, efficient and versatile small SUV.

That it is also fun to drive, full of tech and sets a new benchmark for safety ensures it is a very pleasant and refined vehicle to spend time in.

If Nissan Australia can ensure consistent vehicle supply, the new Qashqai could become a top-seller in the small SUV segment, challenging popular upmarket rivals like the Mazda CX-30 and Hyundai Kona.

2023 Nissan QASHQAI Ti at a glance:

Editor’s Rating: 8.0/10

Price:  $47,390 (plus on-road costs)	Transmission:  Continuously variable automatic
Available:  Now	Fuel:  6.1L/100km (ADR Combined)
Engine:  1.3-litre four-cylinder turbo-petrol	CO2: 138g/km (ADR Combined)
Output: 110kW/250Nm	Safety rating:  Five-star (ANCAP 2022)

 

Disclaimer: Images supplied by Nissan Australia.

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