By Philip Lord, carsales.com.au

Hyundai had the market cornered with its first-generation Kona Electric. That is if you wanted a small, battery-powered SUV. But now, as the second-generation arrives in Australia, it faces more competition, both from within Hyundai’s own showrooms and against rival brands that have entered the EV landscape.

Countering that, the new 2024 Hyundai Kona Electric is physically bigger, looks bolder and is fractionally cheaper than its predecessor.

So, let’s find out what it’s all about.

How much does the Hyundai Kona Electric cost?

The 2024 Hyundai Kona Electric is available in two model grades – standard and Premium, with prices starting at $54,000 (plus on-road costs).

That’s for the entry-level Kona Electric Standard Range we’re testing here which has a 99kW electric motor and a 48.6kWh battery pack. But buyers can also choose an Extended Range version with a more powerful 150kW motor and larger capacity 64.8kWh battery pack, that costs an additional $4000. The latter is the only powertrain option on the flagship Kona Electric Premium that tops the range at $68,000 (plus ORCs).

Unusually, all of the new-generation Kona Electric variants are fractionally cheaper – by $500 – than the models they replace.

Atlas White is the only no-cost option on the colour palette, but there are six metallic or mica exterior paint colours – Ecotronic Grey, Abyss Black, Ultimate Red, Mirage Green, Denim Blue and Meta Blue – that cost an extra $595 for all models.

The Premium grade also includes a $595 Light Shale Grey and Sage Green leather seat upholstery option, over the standard Obsidian Black leather.

Services are due every two years or 30,000km for all Kona Electric models, whichever comes first. Hyundai’s capped-price service offer, called Lifetime Service Plan, costs $520 per service at 30,000km/24 months, 60,000km/48 months and 90,000km/72 months.

The Kona Electric is covered by Hyundai’s five year/unlimited-kilometre vehicle warranty and eight-year/160,000km high-voltage battery warranty.

What equipment comes with the Hyundai Kona Electric?

Hyundai Australia introduced the Kona Electric a few months after it launched the more conventional models, which can be had with either a petrol or hybrid powertrain.

The South Korean brand claims the new-generation model was designed around the electric model, rather than it being an adaptation as it was with the original.

That means all Kona variants are physically larger than before and have a more spacious cabin that’s fitted with newer features.

Key elements on the EV include vehicle-to-load technology – accessed via a 250V three-pin domestic plug in the back of the centre console – that allows users to recharge or power other portable electronic devices such as power tools, laptops, e-scooters and even other EVs in remote locations. There’s also a much more modern dash with dual 12.3-inch digital displays, while Hyundai’s Bluelink telematics system with the over-the-air updates is also now included.

At the entry level, the Kona Electric is fitted with 17-inch aerodynamic alloy wheels, heated and power-folding exterior mirrors, an auto-dipping interior rear-view mirror, rain-sensing wipers, dual-zone climate control, smart key with push-button start, remote start and remote front window opening, three driver profiles to pre-set preferences and power lumbar adjustment for the driver’s seat.

As well as the bigger battery and more powerful motor, the Kona Electric Premium features larger 19-inch alloy wheels, a 12-inch head-up display, glass sunroof with power sunshade, a powered tailgate, leather upholstery, electric front seat adjustment (with heating and cooling), heating for the steering wheel and the rear seats, privacy glass and cloth-knit headlining.

A space-saver temporary spare wheel is standard across the range, and while towing might not be on your radar, models with the 150kW powertrain can now tow up to 750kg (braked).

What technology does the Hyundai Kona Electric feature?

The 2024 Hyundai Kona Electric has a 12.3-inch infotainment system with an embedded SIM offering Hyundai Bluelink connected services and over-the-air software update capability and voice recognition.

Wireless connections for Apple CarPlay and Android Auto are integrated into the system, along with embedded satellite navigation.

The instrument panel comprises a fully configurable 12.3-inch digital display.

A 15W wireless charging pad and two USB-C data/charging ports are found in the front compartment, plus another two USB-C outlets in the back.

Hyundai says the Type-C outlets are designed around the Power Delivery 3.0 standard, providing 27W/3A output for rapid charging.

What is the Hyundai Kona Electric like inside?

Because the 2024 Hyundai Kona range was designed around the electric model, there isn’t any variation from this to the more conventional versions.

Even though the sweeping digital dash and infotainment screen is impressive, as is the large centre console storage, the interior of the Kona Electric Standard Range feels a little dull and unimaginative. It seems as though the development budget didn’t stretch far enough to include higher-quality plastics.

There is a good deal of space inside and plenty of driver’s seat and steering wheel adjustment to get comfortable behind the wheel. Even at this base level, there is a very good lumbar adjustment to an otherwise quite supportive driver’s seat.

Rear seat space is also good, and while there is a lack of support across the bench, it would seem as though two adults would be able to travel on short journeys without getting uncomfortable.

The boot, which hides a space-saver spare wheel under the floor, offers 434 litres of cargo carrying capacity with all seats up. If you fold the 60/40-split rear seats down there’s 1268L available, plus 27L in the front boot.

How safe is the Hyundai Kona Electric?

The 2024 Hyundai Kona Electric has a generous suite of general safety and advanced driver assistance systems as standard, such as lane keeping/lane following assist, blind spot collision avoidance assist, and adaptive cruise control with stop-and-go.

Motorcycle detection in the forward collision warning suite is new for the 2024 Kona, while the rear collision warning system is supported by a rear-view camera and parking sensors. Front parking sensors are also provided, along with driver attention warning for leading vehicle departure.

Speed sign recognition (with audible warning if exceeded) is standard, too, and can be switched off if it becomes too distracting for the driver, although it reverts to ‘on’ each time the car is started.

The speed limit warning proved to be annoying at times, prompting us to turn it off, while the Kona EV’s driver distraction warning was also a source of frustration – it didn’t seem to like sunglasses or anything much else except the driver staring rigidly ahead.

The Premium grade adds a 360-degree surround-view monitor, remote smart parking, reverse parking collision avoidance system and full-width ‘seamless horizon’ projector-beam LED headlights. The base model still gets LED headlights and automatic high beam assist.

There are dual front, front side and curtain airbags across the range, plus the new addition of a centre front airbag that helps avoid head knocks between front occupants in the event of a crash.

Hyundai’s Bluelink connected services and smartphone app offer automatic collision notification and an SOS button for emergency assistance.

There are ISOFIX child restraint mounts in the two outboard rear seat positions and three top tether strap points. The rear seat is not sculptured, which means it is not so supportive for adults but provides a good basis for securing a baby seat or child seat booster.

The new Kona received a disappointing four-star (out of five) safety rating from ANCAP, based on the independent crash-test authority’s latest 2023 testing protocols. This was due to its performance for vulnerable road user protection and Safety Assist, scoring below the required 70 per cent threshold needed in both areas for a maximum five-star result.

In its report, ANCAP notes only ‘adequate’ performance of the Kona’s autonomous emergency braking (AEB) system in tests with pedestrians and cyclists, while the emergency lane keeping system was also assessed as only ‘adequate’, including in tests with a motorcycle.

What powers the Hyundai Kona Electric?

The 2024 Hyundai Kona Electric features a front-mounted permanent magnet synchronous electric motor that drives the front wheels via a single-speed reduction gear.

In the Standard Range model, it produces 99kW/255Nm (with a 48.6kWh lithium-ion battery), while the Extended Range has 150kW/255Nm (with a 64.8kWh battery).

For both models, that’s equivalent to the previous generation in terms of peak power (there’s just 1kW difference in the entry model), but it delivers significantly less torque (by 140Nm) torque than before. It was previously 395Nm for both versions.

According to Hyundai, the e-motor has been redesigned for the new Kona EV with a focus on smooth acceleration and efficiency.

New enhanced cooling channels help maintain the system at its optimum temperature, while the motor’s compact size allows storage space to be maximised.

The standard battery conditioning system can activate in cold climate conditions to heat the battery for improved DC charging and driving performance. This system can also pre-heat in preparation for fast charging, such as when a DC charger is set as a destination in the navigation.

A heat pump, instead of a conventional electric PTC heater, attends to cabin heating and utilises waste heat energy from other systems and energy from the atmosphere to warm the cabin in a reverse-cycle air-conditioning system.

Hyundai says that the Kona Electric features faster AC and DC charging than the previous model, with the addition of bidirectional charging capability.

The onboard AC charger now has a capacity of up to 10.4kW, compared with 7.2kW in the previous generation. As a result, DC charging time has improved; when connected to a 100kW DC fast-charging station, the new model can be recharged from 10 to 80 per cent in 45 minutes in both Standard and Extended Range form – or 65min when connected to a 50kW fast-charger.

How far can the Hyundai Kona Electric go on a charge?

The 2024 Hyundai Kona Electric Standard Range will average 14.8kWh/100km in the combined-cycle WLTP test for EVs, providing a range of up to 370km.

On the launch drive, we averaged 17.1kWh/100km in a combination of low-speed city and highway driving.

With its bigger battery pack, the Kona Electric Extended Range offers up to 505km on the WLTP cycle in the Standard Range model on 17-inch wheels, while the Premium, with 19-inch rims, has a claimed 444km of driving range.

In any case, the Kona is aided by aerodynamic enhancements, which creates a slipperier 0.27Cd drag coefficient compared to its predecessor (down from 0.29Cd).

What is the Hyundai Kona Electric like to drive?

The new 2024 Hyundai Kona Electric launch program took us on roads that Mitsubishi used for its iMiEV battery-electric car way back in 2011. What a contrast it is, this new EV versus one of the first to become available in Australia.

Yet it isn’t just that the Kona drive experience contrasts sharply with a now-very-old iMiEV battery-electric technology. It’s that it also puts some existing small SUVs of all stripes to shame in some areas.

The Kona Electric Standard Range absorbed the sometimes-terrible roads on our drive route with excellent control and subtlety, although tyre noise was a little too obvious at times.

The entry-level powertrain is really all you’ll ever need for around town, but it can take a while to wind up to match the traffic at highway speeds. When overtaking or otherwise needing an instant burst of speed, the Kona obliges with that typical instant EV pulling power, but it’s not as responsive as the previous model – a consequence of the reduced torque output.

For anyone upgrading from the previous model, that may actually be a welcome relief as its predecessor would easily spin the front tyres away from a standstill. Now, it feels more natural.

I didn’t get to play with the one-pedal (regen braking) settings enough, but it felt like this feature could be a bit stronger in the Kona Electric. I found myself brushing the brake pedal where in other EVs I wouldn’t.

Should I buy a Hyundai Kona Electric?

The 2024 Kona Electric makes the option to adopt battery power even easier.

Because it was an integral part of the design process from the outset, it doesn’t feel compromised in any area: it’s spacious, comfortable, drives nicely and has decent driving range and charging capabilities. It’s also loaded with plenty of tech and the latest in high-tech safety systems, all of which – except the annoying driver monitoring and speed limit warning – work well.

If the interior was a little better finished, the performance a bit stronger and the driving range a little longer in this Standard Range model, then the new Kona Electric would seem to have all bases covered.

2024 Hyundai Kona Electric Standard Range at a glance:

Editor’s Rating: 8.1/10

Price:  $54,000 (plus on-road costs)	Battery: 48.6kWh lithium-ion
Available:  Now	Range: 370km (WLTP)
Powertrain:  Single permanent magnet synchronous motor	Energy Consumption: 14.8kWh/100km (WLTP)
Output: 99kW/255Nm	Safety Rating:  Four-star (ANCAP 2023)
Transmission: Single-speed reduction gear

 

 

Disclaimer: Images supplied by Hyundai 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 Philip Lord, carsales.com.au

A new wave of soft roaders has recently arrived in Australia from Chinese car makers, promising family-friendly, feature-packed machines that undercut mainstream rivals with more affordable price tags, such as the new Chery Tiggo 7 Pro.

The stylish mid-sized SUV looks good – both in the metal and on-paper – but how does it stack-up in such a crowded segment? Let’s find out.

How much does the Chery Tiggo 7 Pro cost?

First of all, you might not recognise the Chery brand, but it has been here before. In fact, Chery was one of the first Chinese car makers to enter the Australian market back in 2011 through independent importer Ateco.

But it wasn’t a resounding success, and Ateco pulled the plug just four years later when vehicles were recalled due to asbestos being used in engine parts.

Now, Chery has returned as a factory-backed entity, first with the Omoda 5 last year and now with the slightly larger, and more conservative looking, Tiggo 7 Pro.

The five-seat soft-roader is offered in three model grades with very competitive driveaway prices, starting at just $39,990 for the entry-level Urban and moving up to $41,990 for the mid-range Elite and topping out at $45,990 for the flagship Ultimate.

There are cheaper alternatives from other newcomers, like the SsangYong Koranda (from $29,990 drive away), GWM’s Haval H6 (from $33,900 drive away) and the Mahindra XUV700 (from 36,990 drive away), but the devil is in the detail when comparing specifications and value.

Big volume brands also offer more affordable entry version of popular models, such as the Kia Sportage (from $32,795), the Hyundai Tucson (from $35,510), the Mazda CX-5 (from $36,110) and Toyota RAV4 (from $39,790), but all charge extra fees for on-road costs and buyers will need to climb higher in their respective model ranges to match the Chery on standard equipment.

What equipment comes with the Chery Tiggo 7 Pro?

Speaking of which, the question should be flipped more along the lines of ‘what don’t you get with the 2023 Chery Tiggo 7 Pro?’

All three variants have an extensive list of standard features, with the entry-level Urban equipped with nice-haves like a panoramic sunroof, artificial leather trim, dual-zone climate control, heated and power-adjustable front seats, multi-colour ambient interior lighting, LED headlights, remote engine start and 18-inch alloy wheels.

The mid-spec Elite adds automatic-folding rear-view mirrors, a power tailgate, air quality management, 360-degree parking display and a cargo blind. The Ultimate model we’re testing here also comes with all-wheel drive system, 19-inch alloy wheels, red brake callipers, additional drive modes (Snow, Mud, Offroad) and ventilated front seats with position memory for the driver’s seat and exterior mirrors.

Chery’s long-term ownership credentials are also among the best in the business, with a long warranty and an affordable capped-price servicing scheme that includes free roadside assistance.

The warranty period is seven years/unlimited kilometres, while regular maintenance for the Ultimate AWD currently totals $2204 over seven years/105,000km. The first five services are capped at $280 for each visit, then the last two are a little higher.

The AWD Ultimate costs a bit more than the front-drive lower-spec models for those last two capped-price services.

What is the Chery Tiggo 7 Pro like inside?

The cabin of the 2023 Chery Tiggo 7 Pro Ultimate presents well and feels like it belongs to a more expensive car.

The design is understated and yet elegant, with nice attention to detail such as the intricate metal door speaker covers, single-piece front-seat backrests and simple-to-use buttons and controls.

There is heaps of room in the front and rear, and the front seats offer good support, plenty of adjustment and are comfortable on long journeys.

The rear bench, on the other hand, is flat and lacks any padding: you might even find one of the hard ISOFIX child restraint mountings poking in your back. At least there’s rear vents for comfort.

On the flipside, the flat bench does make it easier in the Tiggo 7 Pro to properly secure a child seat.

Behind the second row, the 626L cargo area offers decent luggage space and a full-sized spare wheel is included. The area also expands to a cavernous 1672L when the split-folding rear bend is stowed.

What technology does the Chery Tiggo 7 Pro feature?

The 2023 Chery Tiggo 7 Pro is loaded with the latest in connectivity and convenience technology that, at first glance at least, makes some of the competition look outdated.

Across the range, all models have a twin 12.3-inch display screen set-up within a sweeping panel across the dashboard for the digital instrument cluster and infotainment system.

The latter includes embedded sat nav, wireless charging and smartphone mirroring for Apple and Android devices, USB-A and USB-C connections and an eight-speaker Sony audio system.

There’s also a ‘Hello Chery’ voice control feature that allows you to operate key functions, such as making phone calls or changing the music, without having to take your hands off the wheel.

How safe is the Chery Tiggo 7 Pro?

The 2023 Chery Tiggo 7 Pro boasts a comprehensive list of advanced driver assistance systems (ADAS) including forward collision warning, autonomous emergency braking (AEB), lane departure warning/prevention, emergency lane keeping and adaptive cruise control with integrated cruise assist and traffic jam assist.

There’s also traffic sign recognition, a speed limit information function, speed control function, driver fatigue monitoring, tyre pressure monitoring, blind spot detection, lane change assist, rear cross traffic alert/braking, rear collision warning and door opening warning.

A rear-view camera assists with parking, while the Elite and Ultimate also get a 360-degree display.

There are eight airbags fitted: dual front, front side, side curtain, driver’s knee and a centre airbag in between the driver and front passenger.

The Chery Tiggo 7 Pro scores a five-star ANCAP safety rating with decent scores across the board for the four key criteria, Adult Occupant Protection (88 percent), Child Occupant Protection (87 percent), Vulnerable Road User Protection (72 percent) and Safety Assist (86 percent).

What powers the Chery Tiggo 7 Pro?

All 2023 Chery Tiggo 7 Pro models are powered by a 1.6-litre turbo-petrol four-cylinder that produces 137kW of power at 5500rpm and 275Nm of torque from 2000-4000rpm.

It is linked to a seven-speed dual-clutch automatic that drives the front wheels in the Urban and Elite models and all four wheels in the top-spec Ultimate.

A plug-in hybrid powertrain is available overseas and is expected to join the Australian line-up sometime this year.

How fuel efficient is the Chery Tiggo 7 Pro?

The 2023 Chery Tiggo 7 Pro has an official combined-cycle fuel economy figure of 7.0L/100km for the front-drive Urban and Elite models, while the all-wheel drive Ultimate returns 7.8L/100km.

During our first preview drive, the Tiggo 7 Pro Ultimate averaged 8.7L/100km on a mix of urban and freeway roads, proving the turbo-petrol four is thirstier in real-world use than advertised.

The Tiggo 7 Pro also requires 95 RON premium unleaded, which will add to your running costs every time you fill up.

What is the Chery Tiggo 7 Pro like to drive?

If first impressions count, the Tiggo 7 Pro will likely impress those that take it for a quick test drive around the block. It ticks plenty of boxes: it’s comfortable, feels well built, and the engine and gearbox work well together with strong low-down pulling power and imperceptible gearshifts.

The cabin provides clear vision for the driver, with the front ‘shouldered’ guards providing good reference points for how wide the car is and the A-pillars don’t create big blind spots.

The convex rear-vision mirror takes a while to get used to, as it offers what seems like a very strange perspective at first but might prove useful for seeing what the kids are up to in the back seat as well as what’s going on behind you.

In ordinary situations, the Chery is on par with most other mid-sized SUVs in this class. But when you dig a little deeper, you’ll find that not all that glitters is gold.

Under heavy acceleration, the Tiggo 7 Pro – even in the (clearly front-biased) Ultimate model with all-wheel drive – will spin its front wheels away from a standstill. Whether that’s because the gear ratios are too low or the engine management isn’t refined enough to deliver the turbo-boosted power seamlessly is unclear, but it basically lacks progression and feels like too much torque arrives than what you’ve asked for.

The brakes also feel dull, and the steering is lifeless. In one vehicle we sampled during the launch drive, the steering actually resisted our input when turning the wheel which was quite alarming.

We also experienced a loud cracking noise from the body after the vehicle hit a large bump, which indicates the chassis has some flex that could create long-term issues.

Our biggest gripe though is reserved for the active safety systems, in particular an overzealous lane keeping assistance function that constantly tugged at the steering wheel and made the vehicle weave from side to side to stay between the lines. This seems totally counterintuitive to what the function is intended to do, and despite several attempts searching through the menu we couldn’t find a way to de-activate from the cruise control settings.

Should I buy a Chery Tiggo 7 Pro?

On face value, there’s a lot to like about the 2023 Chery Tiggo 7 Pro. It offers excellent value for money, plenty of space and its extensive list of standard equipment will be incredibly attractive to most.

The long warranty period provides a sense of security for long-term ownership and the affordable maintenance program adds to the running cost equation.

But its value decreases the more time you spend behind the wheel as its on-road character isn’t as sophisticated as others in this class, and the unrefined safety systems become more of a hindrance than a helping hand.

2023 Chery Tiggo 7 Pro Ultimate at a glance:

Editor’s Rating: 7.3/10

Price:  $45,990 (drive-away)	Transmission: Seven-speed dual-clutch automatic
Available:  Now	Fuel: 7.8L/100km (ADR Combined)
Engine:  1.6-litre four-cylinder turbo-petrol	CO2: 181g/km (ADR Combined)
Output: 137kW/275Nm	Safety Rating:  Five-star (ANCAP 2023)

 

 

Disclaimer: Images supplied by Chery Australia.

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

By Bruce Newton, carsales.com.au

Ford underestimated how popular its flagship Ranger Wildtrak dual-cab ute would be when it was first released in 2012. It predicted only a fraction of cashed-up tradies would pay a hefty premium for an adventure-focused hay hauler, but it ended-up becoming the most sought-after model in the line-up and completely transformed the notion of a modern Australian family car.

The blue oval didn’t make the same mistake twice with the new-generation Ranger that was released last year and has now extended the Wildtrak treatment across to the related Everest wagon for the first time, adding a third V6-powered 4x4 model to the line-up that Ford says is the peak off-road variant.

But there’s no mechanical upgrades to justify that claim, just some badging, trim changes, and additional equipment. That doesn’t mean the Everest Wildtrak isn’t a good vehicle though, but is it worth the extra spend? Let’s take a look…

How much does the Ford Everest Wildtrak cost?

Ford increased the price tag for the Everest Wildtrak before it even went on-sale. While it was originally expected to cost $73,090 (plus on-road costs) when it was first announced last May, it now costs from $74,404 (plus ORCs).

It adds a third V6-powered variant to the seven-seater line-up, slotting in between the Everest Sport V6 4x4 (from $72,490 plus ORCs) and the flagship, luxury-focused Everest Platinum V6 4x4 (from $79,490 plus ORCs).

They all sit on top of more affordable four-cylinder-powered Everest models – in Ambiente, Trend and Sport trim levels - that can be had with the choice of either rear-drive or 4x4 transmissions.

This is the first time the Wildtrak treatment has been applied to the Everest and Ford is testing the water by introducing it as a special edition model that will be limited to just 800 units with the production run due to be completed at its Thailand plant early this year. Ford has already indicated another batch of Everest Wildtrak will be coming, which is good news as this run has already been a sell-out success.

The most logical rival for the Everest Wildtrak is the Toyota Prado, which has been the most popular vehicle in its class for more than a decade and is due to be replaced by an all-new model later this year. There are also similar – and cheaper - ute-based alternatives from other brands like the Isuzu MU-X, Mitsubishi Pajero Sport and Toyota Fortuner, but none have a direct rival to the adventure-focused Wildtrak.

What equipment comes with the Ford Everest Wildtrak?

The changes made to create the 2024 Ford Everest Wildtrak are almost entirely cosmetic.

In terms of equipment, it raids the parts bin from the range-topping Platinum model to include a panoramic sunroof, zone lighting in the cabin, chrome roof rails and a couple of additional safety features (which we’ll get to shortly). Otherwise, it’s pretty much the same as the Sport V6 that sits underneath, which already comes with 20-inch alloy wheels, heated and ventilated front seats, heated second-row seats, leather accented trim, dual-zone climate control, a digital instrument cluster, powered tailgate and a 10.1-inch multi-function infotainment screen with sat nav, DAB+ digital radio, wireless smartphone mirroring and a 10-speaker audio system.

The Wildtrak treatment brings unique badging, exclusive wheel design, and bespoke side steps, while the grille, front bumper, fender flares, vents and mirror caps are all presented in the same ‘Bolder Grey’ as the Ranger Wildtrak. Inside the cabin, there’s orange stitching and the Wildtrak name embossed in the front seat backs.

Speaking of colours, the Wildtrak is available in Luxe Yellow like its ute sibling. It’s one of five $700 Prestige Paint options. Arctic White, as presented here, is no-cost.

A full-size spare tyre mounted on an alloy wheel is located under the floor at the rear.

All Everest models are covered by a five-year/unlimited-kilometre warranty and service intervals are 15,000km/12 months. Service pricing averages out at $471.80 for each of the first five workshop visits, but Ford does provide indicative pricing out to 180,000km/12 years on its website.

What is the Ford Everest Wildtrak like inside?

There is nothing apart from cosmetic details that distinguishes the interior of the 2024 Ford Everest Wildtrak from other variants in the range. But that isn’t such a big deal as the Everest has a hugely spacious and flexible cabin that is comfortable and crammed with the latest in conveniences.

The driver gets a steering wheel with reach and rake adjustment and a supportive, sizeable seat that adjusts for height at the front and rear of the cushion (which is always preferable).

The multi-function digital instrument panel is not the best of its kind. Sure, it’s clear and offers plenty of information, but the tacho is, at best, just a bar graph scrunched in the corner. What’s the matter with two dials for speedo and tacho?

On the positive side, there is a lot of ways to customise the screen with info including multiple trip computers and off-road screens.

The huge infotainment screen imposes itself on the dashboard and provides a great map view. There are now favourite shortcuts on the screen and hard buttons for air-con and audio controls, which make accessing these often-used functions much easier.

The presentation around the cockpit is predominantly dark, but there are soft surfaces where elbows and hands tend to land including the top of the door sills and the lidded bin. Other areas such as the top of the dashboard are quite hard.

Storage up front includes a lidded bin, sizeable door pockets, double cup holders and two glove boxes. Your phone can be tucked away on the wireless charger at the bottom of the centre console.

The second row’s flexibility is aided by a sliding seat-base and 66/33 split-folding function. There are also dual seat-back pockets, a fold-down arm rest with pop-out dual cup holders and door bins that will swallow cups.

Space is acceptable rather than generous in row two for adults. It just doesn’t have as much legroom as expected. The seat position is raised to help the view out, but it still feels pretty enclosed, and there is little support offered as the seat is flat as a tack.

The sunroof does reduce headroom across the first two rows, but you’d have to be a basketball centre to notice.

Access to the third row is easy thanks to the middle seat being able to slide forward or fold down flat. But it’s really only suitable for small kids. A taller person – not a basketball centre – could survive for a little while if the row-two bench is moved forward.

Behind that boot includes an underfloor storage area, lighting and four hooks in the floor. It only offers 259L of cargo space – less than most small hatchbacks – when in seven-seat configuration, but a cavernous 898L as a five-seater and 1818L with just the front seats in place.

What technology does the Ford Everest Wildtrak feature?

Again, there is nothing new here to separate the 2024 Ford Everest Wildtrak from the slightly cheaper Everest Sport.

They both get the imposing 12-inch infotainment screen mounted vertically in the dashboard as well as an 8.0-inch digital instrument cluster.

Only the Platinum Everest gets the bigger 12.4-inch instrument cluster (along with Ranger Platinum and Raptor) and that’s a pity because the full-size screen is undoubtedly better and would have at least given the Wildtrak some obvious differentiation from the Sport in terms of tech.

The Wildtrak also misses out on the Platinum’s 12-speaker B&O audio system, making do with a 10-speaker unbranded set-up.

Most everything else is familiar stuff for all Everest owners: wireless or cabled Apple CarPlay and Android Auto, wireless smartphone charging, embedded sat-nav, AM/FM and digital radio, Bluetooth streaming and the FordPass Connect phone app with embedded modem (very handy for remote unlocking). There are USB-A and USB-C points in the first and second seating rows.

The Ford SYNC 4A operating system underpins all this and does a consistently efficient job. Wireless smartphone connection is quick and rarely falters in my experience.

How safe is the Ford Everest Wildtrak?

All variants of the 2024 Ford Everest, including the Wildtrak, have scored a five-star ANCAP safety rating based on the 2022 testing protocols.

Like the flagship Platinum, it picks up tyre pressure monitoring and a 360-degree parking display above the standard suite of advanced safety systems across the rest of the range.

There are nine airbags including a centre-front airbag to prevent head knocks and curtain airbags that extend all the way to row three.

The driver assist system is one of the most sophisticated and best calibrated going around. Engage adaptive cruise control and the Everest Wildtrak will cruise fuss-free hands-off along a highway or freeway while remaining centred in its lane. Seriously, there are some rival car company engineers who need to drive the Everest so they understand how far off the pace their systems are!

The autonomous emergency braking (AEB) system monitors for vehicles, pedestrians and cyclists. Also included is traffic sign recognition with an intelligent speed adjust function, reverse brake assist, front and rear parking sensors, blind spot monitoring (it adds trailer coverage if you option the $1700 Tow Pack) and auto LED headlights and high beam.

There are three child seat top tether strap points on row two and two on row three. ISOFIX mounts are in the outboard seats of row two.

What powers the Ford Everest Wildtrak?

The 2024 Ford Everest Wildtrak is powered by the 3.0-litre ‘Lion’ SOHC 60-degree V6 turbodiesel that delivers 184kW at 3250rpm and 600Nm between 1750-2250rpm. None of the Everest’s rivals can top those outputs.

The engine is mated to Ford’s 10R80 10-speed automatic transmission and then drives the wheels via a sophisticated Borg-Warner transfer case that can run in rear-wheel drive and open and locked centre diff 4x4 in high range and low range.

A locking rear diff provides additional traction in the toughest stuff, while braked traction control on the front wheels is retained in low range.

The drivetrain can be altered through Normal, Eco, Tow/Haul, Slippery, Mud/Ruts and Sand modes. There is no Sport mode.

The gearbox does not have a manual shift lever or paddles. Instead, it can only be manipulated via buttons on the weirdly shaped and unhelpful gear selector borrowed from the Ranger. It also includes a gear-hold button for towing.

How fuel efficient is the Ford Everest Wildtrak?

The 2024 Ford Everest Wildtrak is officially claimed to average 8.5L/100km and emit 224g/km of CO2 on the ADR Combined test cycle.

Over the course of our test drive we steered two Everest Wildtrak models through a wide variety of traffic conditions, from heavy city and suburban traffic with the auto stop-start trying to save fuel, as well as on freeways, in the country and off-road in low range. Both vehicles emerged with a 10.7L/100km average.

Considering the Everest Wildtrak weighs 2.5 tonnes (approx) and has the aero efficiency of a block of flats, that’s not too bad.

What is the Ford Everest Wildtrak like to drive?

As for the actual driving experience, the Ford Everest goes some to redressing the reputation that ladder-frame SUVs aren’t all that pleasant to drive in everyday situations.

First off, the brilliant V6 turbo engine is definitely an asset. Sure, it does feel the weight it has to pull, but it copes gamely. If you really put the foot down it will accelerate swiftly enough to ensure overtakes and hills are conquered efficiently. A Sport mode to sharpen the throttle would be appreciated though.

When driven more sedately, it’s happy to idle up from tip-in revs to redline with quietness and smoothness more akin to a petrol V6. Yep, refinement rather than gung-ho performance is its greatest strength.

The transmission isn’t quite so fuss-free. With 10 speeds it’s no surprise there’s a sense of perpetual motion coming from the gearset as it constantly finds the right gear for the moment. It’s commendable that it’s not more intrusive.

However, the lack of manual gearshift paddles or a proper gear lever are missed. The gear blob is not as annoying as it was at launch – Ford has retuned the action, we think – but it’s still not optimal.

The added control that manual shifting provides clashes with the way the Everest Wildtrak is designed to roll down the road with disciplined body control, reliable grip (in rear- or all-wheel drive) up to a point and electric assist steering that requires more effort than normally associated with Ford products (especially when lane keep is activated).

It’s about as sporting (translation: not very) as you could expect from a vehicle that weighs 2488kg, measures 4914m long, 1923mm wide and 1837mm tall, and has a double-wishbone front/live-axle coil-spring rear suspension.

Rolling on 255/55 R20 Goodyear Wrangler highway terrain tyres, the Everest Wildtrak has a firm basis to its ride. It does iron the sharp edges off the bumps and crags, but it’s not a complete softy.

It is more compliant than the Platinum that rides on lower-profile 21s and for that reason alone the Wildtrak is the more comfortable family transporter.

It would be great for a long, adventurous journey on country roads. Around town though, it can be a bit tiring.

How good is the Ford Everest Wildtrak off-road?

The 2024 Ford Everest Wildtrak has all the right ingredients to be a capable off-roader. The 4x4 drivetrain is backed up by a generous 226mm of ground clearance, 800mm of wading depth and an 11.8m turning circle. It has a 30.2-degree approach angle, 25-degree departure angle and 21.9-degree breakover angle – all of which ensure it will easily tackle some serious terrain.

As a no-cost option you can also swap the Wildtrak’s 20-inch wheels on road-biased highway rubber for 18-inch wheels with all-terrain tyres. If you’re going to do a decent amount of off-roading it’s a good idea.

We subjected the Wildtrak to a quite steep and technical climb during our test drive. Once low range was locked in on the centre console dial and the rear diff via the touch screen, the SUV motored over rock ledges and exposed tree roots, scrambled over humps and swales and coped with a fair degree of cross axle-ing … until it couldn’t.

Basically, the highway tyres ran out of grip and the driver ran out of talent. The system does not provide traction control in low range (like Toyotas do) and that was missed.

Driving back down the trail, hill descent control – also accessed by the screen – proved effective while cameras also help see the extremities of the vehicle through a display on the screen.

The Wildtrak comes with two front recovery hooks and steel underbody protection.

How much can the Ford Everest Wildtrak carry?

Like all seven-seat members of the range, the 2024 Ford Everest Wildtrak is very flexible when it comes to how many people and how much stuff it can carry.

With all seven seats occupied there is 259 litres of luggage space, with row three folded there is 898 litres, and with only the front seats occupied there is a massive 1818 litres.

Helpfully, all the seats fold flat, which makes loading and unloading easier.

The Everest Wildtrak has a maximum braked towing capacity of 3500kg. But combine that with its 6250kg gross combined mass (GCM) and you’re left with a payload of just 262kg, so pack lightly for that family trip. At 3000kg it inches up to 362kg, so it’s a challenge. Unladen payload is 662kg.

Should I buy a Ford Everest Wildtrak?

If you’re looking for a family wagon that can do it all, then there is no doubt the 2024 Ford Everest Wildtrak fits that bill. Its cabin is comfortable, spacious and loaded with the latest in conveniences. It sets a new class benchmark for safety, and it is extremely competent across a wide variety of conditions, from the urban jungle to the far reaches of the outback.

But, then again, so are the cheaper 4x4 versions of the Ford Everest, which means the Wildtrak isn’t a particularly impressive derivative.

Frankly, there’s virtually nothing beyond cosmetics that make the 2024 Ford Everest Wildtrak a must-buy ahead of the cheaper Sport V6.

Some upgrading of off-road capability would have been appreciated considering this model is intended to be the flagship in that regard.

To be blunt, this is very much a ‘roll the arm’ effort from Ford. A badging effort for marketing purposes and little more. There’s nothing wrong with that, it’s all part of the automotive business.

But what we really want to see is an Everest Wildtrak X that really addresses the off-roading task, just like the Ranger Wildtrak X upgrades do.

And while you’re at it, Ford, how about a cheaper V6 Everest and even a 4x2? Those are the sort of Everest models plenty of us are waiting for.

2024 Ford Everest Wildtrak V6 4x4 at a glance:

Editor’s Rating: 7.7/10

Price:  $74,704 (plus on-road costs)	Transmission: 10-speed automatic
Available:  Now	Fuel: 8.5L/100km (ADR Combined)
Engine:  3.0-litre V6 turbo-diesel	CO2: 224g/km (ADR Combined)
Output: 184kW/600Nm	Safety Rating:  Five-star (ANCAP 2022)

 

 

Disclaimer: Images supplied by Ford Australia.

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

By Bruce Newton, carsales.com.au

A new Honda model doesn’t come along all that often. In fact, the Japanese car maker has deleted more cars from its Australian range over the last 20 years than it has introduced, trimming its line-up of interesting models to focus on volume-selling family favourites like the HR-V and CR-V SUVs, Civic hatchback and Accord sedan.

But recently it introduced the ZR-V – the first new nameplate in 20 years – to slot in between the new-generation HR-V and CR-V to create a freshly-overhauled SUV line-up.

Here we’re testing the entry-level VTi X, which is pitched competitively into the maelstrom that is the affordable end of the popular mid-size SUV segment. It takes a lot to gain cut-through and attention here, and trying to figure out how the ZR-V will do it is a challenge.

How much does the Honda ZR-V cost?

The Honda ZR-V is offered in four model grades with prices starting at $40,200 drive away for the entry-level VTi X, and rising to $43,200 and $48,500 respectively for the mid-grade VTi L and VTi LX.

These three share the same mechanical configuration, with a 1.5-litre turbo petrol four-cylinder that drives the front wheels through a continuously variable transmission (CVT), whereas the flagship e:HEV LX that costs $54,900 has a petrol-electric hybrid powertrain.

The ZR-V is part of an overhauled Honda SUV line-up, positioned between the smaller HR-V launched in 2022 and larger – and excellent – sixth-generation CR-V that recently arrived in local showrooms.

The ZR-V measures 4508mm long, which is 67mm shorter than a Mazda CX-5 but 83mm longer than a Nissan QASHQAI, so it’s in a bit of a compact-medium space of its own.

Because they are drive-away, ZR-V prices seem a bit steep compared to logical five-seat small SUV opposition such as the QASHQAI (from $33,890 plus ORCs) and Toyota Corolla Cross (from $33,980 plus ORCs) but when you add on-road costs to the others it levels out somewhat.

What equipment comes with the Honda ZR-V?

The 2024 Honda ZR-V VTi X is differentiated from its siblings as the only model with 17-inch alloy wheels – the rest have 18s. The spare wheel is a space-saver.

Drill in a bit deeper and you’ll find it’s also the only one without a hands-free power tailgate and privacy glass. Along with the VTi L, it misses out on dual tailpipe finishers and body-coloured bumpers, making do with basic black.

The interior is accessed by keyless entry and start is via push-button while standard features include dual-zone climate control with rear vents (but without the air purifying offered further up the range), an electric park brake and a leather-wrapped steering wheel and gearshift knob.

The interior trim is black fabric, and the front seats have only basic manual adjustment with no lumbar, let alone heating or ventilation.

The ZR-V is covered by a five-year/unlimited-kilometre warranty with five years of roadside assistance. The service intervals are 12 months or a short 10,000km and are price-capped at just $199 for the first five workshop visits.

What is the Honda ZR-V like inside?

Despite its compact exterior, the 2024 Honda ZR-V VTi X sets a new benchmark among compact SUV for the interior space it generates within its 4508mm length and 1840mm width.

There is generous headroom, legroom and foot space for tall (180cm) people in the rear seat sitting behind a similarly sized driver or front passenger. It would be an excellent space for smaller kids, making this a viable family car.

Up front there are two generously sized bucket seats that provide excellent comfort and support and securing a good driving position is aided by reach- and rake-adjust steering.

Storage for drinks, phones and other accessories is quite generous up front, where a flying bridge centre console releases a bit more space than the norm. The door bins are quite small, though.

In the rear, there’s fewer options for small items with just two seatback pockets, cup holders in the doors and a fold-down arm rest.

All that attention on passenger space and comfort does, however, compromise the ZR-V’s cargo carrying capacity with a 380L boot that is a tad underwhelming. Stow the split-folding rear seat down and there’s a more appealing 1312 litres available.

That load space is nice and flat, too, thanks to the way the seat base slides down into position when the seatback is folded. It’s a welcome touch.

The VTi X does come across as the base model because of the way it presents and the equipment that’s missing, such as embedded sat nav. That means the touch screen, with its basic yet legible graphics, simply becomes an interface for smartphone mirroring for Apple or Android devices. The bad news is we struck some lag and a couple of times the screen just stopped responding.

The good news is Honda has retained some dials and buttons for often-used functions rather than buried them in the screen. Hard controls are also retained for the climate-control system.

Meanwhile, you can retune the instrument cluster to turn the dials into digits and push the numerals to the outer edge of the screen. But you can only do that when stationary. It seems a ridiculous restriction when so many other adjustments in the car are available on the move.

Trim materials have a moderately soft feel in the commonly touched places, but the overall presentation is pretty dark and conservative, and a little cheap.

What technology does the Honda ZR-V feature?

The 2024 Honda ZR-V VTi X embraces the digital age with a twin digital set-up that comprises a 10.2-inch LED instrument display and a 9.0-inch infotainment touch screen that sits on top of the dashboard.

Features operated out of the infotainment system include wireless Apple CarPlay and wired Android Auto, which is handy because there’s no embedded satellite navigation at this level, as well as Bluetooth connectivity and an eight-speaker audio system.

The VTi X misses out wireless phone charging that is standard in all other models, but has four USB connections (one USB-A and one USB-C port feature up front and two USB-C ports in the rear) to keep mobile devices topped up.

The tuneable 10.2-inch instrument display has a default tacho and speedo dial that look traditional but are digital. Various functions including a trip computer are incorporated into the screen.

Purchasing a ZR-V brings with it a five-year subscription to the Honda Connect smartphone app and its services including climate control pre-prep, remote activation for the headlights and door locks and emergency notification sent to customer care if a collision is detected.

How safe is the Honda ZR-V?

The 2024 Honda ZR-V has not yet been given an independent crash-test rating from ANCAP as the testing authority is waiting on information from Honda.

It has, however, gained four stars under virtually identical Euro NCAP testing protocols, missing out on the maximum five stars because crash and active safety test results were just below the required performance threshold.

The list of standard safety features in the ‘Honda Sensing’ suite of driving assist functions includes autonomous emergency braking (AEB) with pedestrian and cyclist detection, adaptive cruise control with low speed following assistance, lane keeping assist and lane departure warning, traffic jam assist and speed sign recognition.

Driver attention monitoring, front and rear parking sensors, a reversing camera, rear outboard ISOFIX and three child seat top tether strap points are also included, and occupants are protected by 10 airbags.

The higher grade VTi LX and e:HEV models feature additional functions like blind spot motoring, rear cross traffic alert and a tilting passenger-side exterior mirror to help when reversing.

What powers the Honda ZR-V?

The 2024 Honda ZR-V VTi X is powered by a direct-injection 1.5-litre turbo-petrol version of Honda’s familiar L-series four-cylinder engine.

Key details include an aluminium cylinder block and head, double overhead cams, 16 valves and a timing chain rather than belt. Variable timing control is applied to both exhaust and intake valves.

In this form the engine makes 131kW at 6000rpm and 240Nm between 1700 and 4500rpm. It drives the front wheels via a CVT, which attempts to disguise its origins with a distinct set of ‘gear’ steps during acceleration. However, there is no way for the driver to select these artificial steps, as the VTi X is the only ZR-V model without steering wheel paddles.

The VTi X also misses out on Econ, Normal and Sport powertrain modes, instead making do with an Economy on-off switch and a Sport function for the CVT.

How fuel efficient is the Honda ZR-V?

Honda claims the ZR-V VTi X consumes an average of 7.0L/100km on the ADR test cycle. It achieves that on the cheapest 91 RON fuel and without fuel-saving aids such as idle-stop or cylinder deactivation.

During our 1000km of testing, which encompassed a wide variety of conditions, the ZR-V averaged 7.7L/100km, which is reasonable for a 1470kg SUV without a hybrid system.

With a 57-litre fuel tank, you’re looking at a comfortable 600km-plus between refills.

What is the Honda ZR-V like to drive?

The basic character of the 2024 Honda HR-V makes this an ideal family runabout for city dwellers.

It doesn’t carry any pretensions that it could take you off the beaten track but nails the ability to tackle the urban jungle.

The engine is zippy and responsive, and the CVT is at its best in this environment: the short, sharp throttle inputs required to keep up with traffic ensures the engine remains in its sweet spot and there’s no sign of drone that’s more evident out on the open road.

The electrically assisted power steering is darty and light and the car is happy to zip between lanes, through tight bends and fit into tight car parking spaces that anyone driving a dual-cab ute or large SUV would have to avoid.

All that doesn’t mean the ZR-V isn’t suitable for life beyond the city limits. Its combination of rigid body construction and independent suspension creates a dynamic character that has controlled comfort over most road surfaces, only becoming intrusive on nasty sharp-edged stuff.

It’s also pretty quiet when cruising, except for an annoying level of road roar on coarse surfaces from the Yokohama rubber.

The performance level of the engine is also decent enough to be unfazed by climbs and sharp overtaking.

Where the ZR-V becomes annoying is in the tuning of its driver assist system and warnings.

The lane keeping insisted on overly sharp reactions if it judged the car was wandering, accompanied by an incredibly annoying audio alert. And, of course, this stuff had to be switched off every time the car was turned on.

The adaptive cruise control system also issued a chime every time a car came into its range or exited it. I couldn’t figure out how to switch this one off. Very annoying!

More misleading is the ZR-V’s classification as an SUV. Like many of its two-wheel drive rivals this is not an off-roader. It’s a small passenger wagon with a tiny bit more ground clearance.

Should I buy a Honda ZR-V?

Like so many other middle-of-the-road SUVs, the 2024 Honda ZR-V VTi X risks being lost in a massive carpark of competitors.

It takes something truly special to stand out and the ZR-V doesn’t reset any benchmarks in this class on the basis of price – apart from the headline servicing costs, of course –equipment, performance or style (yes, that last point is subjective).

What it has got is a fundamental set of positive driving behaviours compromised by interfering drive assist systems, and a generously sized cabin hampered by a small boot.

The bottom line is that the entry-level Honda ZR-V is a great car, but not a brilliant one. And there are better alternatives for less money if you’re on a budget, and for around the same price if you want more character or technology.

2024 Honda ZR-V VTi X at a glance:

Editor’s Rating: 7.3/10

Price:  Price: $40,200 (drive-away)	Transmission: Continuously variable automatic
Available:  Now	Fuel: 7.0L/100km (ADR Combined)
Engine:  1.5-litre four-cylinder turbo-petrol	CO2: 172g/km (ADR Combined)
Output: 131kW/240Nm	Safety Rating:  Not tested

 

 

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 Phillip Lord, carsales.com.au

Hyundai’s second-generation Kona small SUV offers something for everyone. It’s stylish, spacious, packed with features and drives nicely. Now, there’s a fuel-sipping Hybrid version for the first time that adds even more value to the equation and soon there will be a follow-up to the fully electric model from the first generation.

The only missing ingredient is a successor to the stove-hot Kona N, the only high-performance small SUV in its class, with Hyundai saying there are no plans for a new one.

But we’re here to talk about the Kona Hybrid specifically, which has recently joined the range in Australian showrooms and stands as an attractive alternative to the dominant Toyota models and more expensive hybrids from other rival brands.

How much does the Hyundai Kona Hybrid cost?

The 2023 Hyundai Kona Hybrid is available in two model grades: the base Kona Hybrid on test here, which starts at $36,000 plus on-road costs, and the more upmarket Kona Hybrid Premium, priced from $43,500 plus ORCs.

Both are available with an optional N Line package, which adds $4000 to the base model and $3000 to the Premium and brings numerous styling changes but no increase in performance or dynamic changes.

Each Kona Hybrid model commands a $4000 premium over the equivalent 2.0-litre petrol-engined version while the 1.6-litre turbo (with all-wheel drive, the rest are 2WD) opens at $40,000 as an N Line only. The 1.6T Premium N Line starts at $42,500.

The Kona was named carsales’ Best Small SUV earlier this year, and recently backed that up with Highly Commended and People’s Choice awards in carsales’ 2023 Car of the Year awards.

The first-ever petrol-electric Kona is positioned to take on the likes of the Toyota Corolla Cross Hybrid (from $36,480) and C-HR (from $38,465), just as GWM Australia is pitching its Haval Jolion Hybrid from a keen $36,990 drive-away.

Other hybrids in the fast-growing small SUV segment are combined with more expensive model grades, most notably the new Honda HR-V e:HEV (from $47,000 drive-away) and the soon-to-launch Nissan QASHQAI e-POWER (from $51,590 plus ORCs).

The Kia Niro Hybrid, which is closely related to the Kona, also starts higher at $44,930 plus ORCs.

What equipment comes with the Hyundai Kona Hybrid?

As we’ve seen with the mainstream models that launched earlier this year, the 2023 Hyundai Kona Hybrid makes an immediate impression with a bigger body and roomier cabin, improved safety systems, Bluelink telematics and over-the-air update capabilities.

Key standard features on the Kona Hybrid include dual-zone climate control, a smart key with push-button start, remote start and remote front window opening, three driver profiles to preset preferences, power lumbar adjustment for the driver’s seat, and heated and power-folding exterior mirrors.

The Kona Hybrid comes with the five-year/unlimited-kilometre warranty and requires servicing every 12 months or 15,000km.

The capped-price service scheme at participating Hyundai dealers is $399 per visit over the first five years, and includes continuation of roadside assist for 12 months with each annual service.

How safe is the Hyundai Kona Hybrid?

The 2023 Hyundai Kona Hybrid comes with a comprehensive list of safety and driver assistance equipment.

Adaptive cruise control with stop-and-go, lane keeping/following assist and blind spot collision avoidance assist are part of the safety suite, while forward collision warning’s ability to detect stationary and moving motorcycles is new for the second-generation Kona.

Other features include front and rear parking sensors, a reversing camera and rear collision warning, but a 360-degree camera is only available on the Premium model.

The steering has haptic feedback, and there’s driver attention warning for leading vehicle departure and forward attention.

Speed sign recognition is also part of the package, and the audible warning – which beeps every time the system detects the car is travelling above the posted limit – can be switched off but does reset on ignition start.

A centre front airbag is new to this generation Kona, helping avoid head knocks between front seat passengers in the event of a collision. This combines with dual front, front side and curtain airbags.

Beyond the surround-view camera, the Kona Hybrid Premium also picks up side sensors, remote smart parking and reverse parking collision avoidance.

LED headlights incorporating high beam assist are standard across the range, however the entry Kona Hybrid lacks projector beams and the full-width ‘seamless horizon’ positioning LED lighting found on the Premium.

Bluelink connectivity and the smartphone app provide peace of mind for safety back-up with automatic collision notification and an SOS button for emergency assistance.

As for an ANCAP safety rating, the Kona is as yet untested; ANCAP is awaiting the results of a Euro NCAP test and will study these to work out a local rating.

What is the Hyundai Kona Hybrid like inside?

The 2023 Hyundai Kona Hybrid shares its interior with the petrol-engined models introduced in June, so much of the same comments apply.

The first impressions for this writer were the sense of up-to-the-minute tech and design on the digital dash, and with features like the column-mounted gear lever wand and really practical, useful large centre tray storage.

The sense of quality takes a bit of a knock when you see the hard plastic door cards, and in the test vehicle at least, a rather dull, unimaginative dark interior.

At least there are multiple driver’s seat and steering adjustments to find a comfortable driving position, aided by the strong adjustable lumbar support.

The view to the instruments and out to the front and sides is very good, and you have the multiple storage compartments in doors and the large centre tray already mentioned.

The rear seat area is roomy, while outboard ISOFIX child restraint mounts and three top tether strap points cover off child seat requirements. It’s worth noting the shape of the back seat, too: it’s a useful flat design allowing for better, safer child seat stability and placement than with a heavily contoured rear seat.

The boot, which hides a space-saver spare wheel under the floor, offers 407 litres of cargo space. With the 60/40-split folding rear seats down, there’s 1247L available.

What technology does the Hyundai Kona Hybrid feature?

The 2023 Hyundai Kona Hybrid has a 12.3-inch infotainment system with an embedded SIM offering Hyundai Bluelink and over-the-air (OTA) update capability with voice recognition.

Apple CarPlay and Android Auto (wireless) are integrated into the system, but there’s no embedded sat-nav at this entry-level, or any head-up display.

The dash is also digital, but only its 4.2-inch centre section is configurable at this entry point.

If you want to charge a smartphone, there’s the 15W wireless charging pad, plus two USB-C data/charging ports in the front and another two USB-C outlets in the back.

Hyundai says that the Type-C power outlets are designed around Power Delivery 3.0 standard and deliver an output of 27W/3A for rapid charging.

What powers the Hyundai Kona Hybrid?

The 2023 Hyundai Kona Hybrid uses a unique, lean-burning variant of the 1.6-litre four-cylinder petrol engine with an Atkinson cycle that produces 77kW of power and 144Nm of torque.

It is linked to a 32kW/170Nm electric motor that draws from a 1.32kW lithium-ion battery pack for maximum combined outputs of 104kW and 265Nm.

Four-stage selectable regenerative braking helps to recharge the high-voltage battery while driving, and it cannot be plugged-in to a public charging station to replenish. This is a conventional series hybrid set-up that does not require any intervention to operate.

The front wheels are driven via a six-speed dual-clutch automatic transmission.

How fuel-efficient is the Hyundai Kona Hybrid?

The 2023 Hyundai Kona Hybrid has an official claimed average consumption of 3.9L/100km on the combined-cycle test, making it one of the most efficient in its class.

On the launch drive, we averaged 5.1L/100km in mixed city/country driving, which works out to achieving approximately 745km of driving range from a full 38-litre tank of premium unleaded.

What is the Hyundai Kona Hybrid like to drive?

In the wide range of conditions in which Australians need to drive, the 2023 Hyundai Kona Hybrid has what it takes to tackle most roads, sealed or unsealed, with a good degree of competence.

In short, this is a small SUV that, while not exciting, is thoroughly enjoyable to drive on a twisting road with surefooted handling, accurate steering, minimal body roll and suspension settings that are comfortable and compliant over the bumps.

The Kona Hybrid not only lapped up the varying quality of the ACT’s backroads without fuss, but it also had reasonable get-up-and-go while doing it.

This is not the enthusiast’s powertrain of choice, sure, but it has that nice hybrid blend of mostly silent urban operation and a quiet hum in easy country driving.

It is worth mentioning that this is contrasted by a coarse-sounding petrol engine when using full throttle – but it’s the contrast from the otherwise mute engine bay more than the sheer decibels that make you notice it.

Should I buy a Hyundai Kona Hybrid?

The 2023 Hyundai Kona Hybrid makes fuel-saving technology more accessible without any compromises in performance, space and practicality. That it arrives with a cheaper sticker price than some key rivals – from Honda, Nissan and even sister brand Kia – makes it even more compelling.

There are some shortcomings in the entry-level model though, with items such as sat-nav and the new Kona’s signature LED strip lighting missing, and the cabin materials could be higher quality to match the rest of the car.

But from this opening launch drive, Hyundai’s first-ever petrol-electric Kona proves to be light on fuel, offering decent if not exhilarating performance and a very good ride and handling compromise.

Combine that with a roomy interior for a small SUV, plus the standard features, and the Hyundai Kona Hybrid is a welcome addition that deserves close attention next to offerings from Toyota and any other mainstream brand you’d care to name.

2023 Hyundai Kona Hybrid at a glance:

Editor’s Rating: 7.9/10

Price:  $36,000 (plus on-road costs)	Transmission: Six-speed dual-clutch automatic
Available:  Now	Fuel: 3.9L/100km (ADR Combined)
Powertrain:  1.6-litre four-cylinder petrol-electric	CO2: 89g/km (ADR Combined)
Output: 77kW/144Nm (electric motor: 32kW/170Nm)	Safety Rating:  Not tested
Combined output: 104kW/265Nm

 

 

Disclaimer: Images supplied by Hyundai 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 Sam Charlwood, carsales.com.au

The arrival of the bold, new Kia EV9 is a milestone for the electric car movement. For years, car makers have spent billions to stop customers asking why they should buy an EV, and instead simply own the best car to suit their needs regardless of whether it has batteries or a petrol tank.

And Kia may very well have done that with its second dedicated electric car, the EV9, which arrives in local showrooms as a bona fide, battery-powered SUV for the family crowd, with seven seats, loads of tech and a useable driving range.

Our first Australian drive highlights all of those attributes, while uncovering a few less redeeming traits.

How much does the Kia EV9 cost?

The 2023 Kia EV9 breaks new ground for the South Korean car maker, including its price tag.

Entry into the three-model range isn’t cheap, with a starting price of $97,000 plus on-roads for the base-level Air with a single motor and rear wheel drive.

The model walk then moves to the mid-level dual-motor/all-wheel drive Kia EV9 Earth – priced from $106,500 plus ORCs – before arriving at the flagship dual-motor/AWD Kia EV9 GT-Line, which will set buyers back $121,000 plus ORCs. This makes the EV9 the most expensive Kia model ever sold in Australia.

The Air and GT-Line will be available in dealerships from this month, while the mid-range Earth – widely expected to be the top seller – won’t come online until early 2024 due to production delays.

In due course, Kia will also unveil a high-performance GT flagship that’s slated for our shores later this year.

Large seven-seat battery-electric SUV rivals are thin on the ground, especially since the Tesla Model X was discontinued in 2020.

The $200K Mercedes-Benz EQS SUV is probably the closest, even with its unmistakeable luxury bent and positioning, although you can get a smaller seven-seat EQB 350 for $106,155 plus ORCs.

Luxury family EVs such as the BMW iX (from $130,900) and Audi Q8 e-tron (from $153,900) are also in the frame, along with a variety of plug-in hybrid models, albeit often with only two rows.

Otherwise, the Kia EV9 pitches itself among some pretty esteemed combustion-engined rivals where pricing is concerned, aligning with vehicles like the Toyota LandCruiser 300 Series (from $94,301) and the Land Rover Defender 130 (from $126,670).

Clearly, Kia isn’t messing about.

What equipment comes with the Kia EV9?

The 2023 Kia EV9 is loaded with standard kit, certainly befitting its premium positioning.

Standard equipment on the Air includes 19-inch alloy wheels, LED headlights, LED daytime running lights and LED taillights, retractable door handles, a powered tailgate, heated steering wheel, heated and ventilated front seats and a vehicle-to-load (V2L) charging function.

The mid-level Earth adds niceties such as gloss black exterior highlights, ambient interior lighting, artificial leather seats, a 360-degree surround-view monitor, blind spot monitor in the instrument cluster and parking collision-avoidance assist (PCA) reversing system.

The top-tier GT-Line we’re testing here gets larger 21-inch alloy wheels, superior LED headlight technology, privacy glass, digital side mirrors, dual tilt and slide sunroof, artificial suede roof lining, two-tone artificial leather seats, a head-up display, 14-speaker Meridian sound system, digital rear-view mirror, heated and ventilated rear outboard seats and superior vehicle-to-load (V2L) functionality.

The only option across the range is paint. Red Flare is standard, while the other eight colours in the EV9 palette will set buyers back $990.

All EV9 models are backed by Kia’s seven-year/unlimited-kilometre warranty in Australia. The battery is backed by a separate seven-year/150,000km term.

One lesser-known prospect is what will happen with resale values. Kia Australia says it is currently working on a guaranteed future value program that would alleviate buyer concerns, but for now a question mark remains (indeed for all EV manufacturers) about what happens once battery warranty has lapsed.

We asked Kia what a replacement EV9 battery (or alternatively replacement individual modules) would cost, but weren’t provided with a firm figure.

More assuring, though, is the servicing regime. The EV9 will cost owners $1351 to follow the prescribed maintenance schedule over five years/75,000km of ownership, based on 12-month/15,000km intervals.

How safe is the Kia EV9?

The Kia EV9 has yet to undergo a crash testing regime by ANCAP, and therefore does not have an independent safety score. But it is understood this will be forthcoming as it is currently evaluating vehicles.

In any case, the EV9 has a suite of airbags that offer protection across all three rows and a comprehensive suite of advanced driver aids, including autonomous emergency braking with junction crossing, lane oncoming and lane change side, blind spot detection, rear cross traffic alert, adaptive cruise control, lane keeping assistance, lane follow assistance, traffic sign recognition, safe exit warning and safe exit assist and forward attention monitoring.

There’s also tyre pressure monitoring, front and rear parking sensors, a reversing camera and an electronic parking brake.

As for child seats, the EV9 offers four ISOFIX attachment points – each located on the outboard seats of the second and third rows – as well as five top-tether strap points.

What is the Kia EV9 like inside?

If you think the Kia EV9 looks big from the outside, it’s even bigger from the inside.

First-rate technology, quality contact points, thoughtful design and loads of storage space – it feels very special indeed. Form follows function, too, with an open glasshouse design and a generous outward view from inside the cabin.

Front occupants are treated to cavernous open cubbies, space and amenity – partly a virtue of the gear shifter being located at the right-hand side of the steering column.

It’s also a vehicle that offers unprecedented tactility for a Kia, even down to the operation of the window switchgear. At this price point, you’ve clearly got to sweat the small stuff.

Proportions are strong, the synthetic seats are comfortable and supportive, and there are cup holders and charging points aplenty (officially 10 cup holders throughout the cabin, together with six USB-C ports and a 12-volt outlet).

In the second row, the EV9 almost mimics a Kia Carnival with its generous door apertures, open glasshouse and breadth of space. The flat floor and giant storage space under the centre console (which eats into front storage space) are both boons, as are the separate climate controls and charging points.

Access to the third row is made easy by one-touch slide and tilt buttons, together with a noteworthy walk-through space. Once back in the bleachers there is a surprising amount of knee-room, headroom, shoulder-room and even toe-room, suitable for a couple of adults on shorter journeys.

The EV9 offers decent boot space, too. With the third row laid flat, there’s a considerable 828 litres of cargo volume (big enough for a designer pram, or a couple of full-size suitcases), with 333L when the third row is upright and 2318L with the third and second rows laid flat.

Up front, Air variants offer 90 litres worth of frunk storage space under the bonnet rated to carry up to 40kg, while dual-motor Earth and GT-Line models offer a 52-litre/20kg rated space.

About the only exception to this practicality is the absence of a spare wheel of any kind; you have to make do with a tyre inflation kit.

What technology does the Kia EV9 feature?

The infotainment system in the 2023 Kia EV9 comprises two 12.3-inch screens divided by a separate 5.0-inch screen for climate controls. The main screen hosts sat nav, the audio system and a multitude of other car and convenience settings.

There’s wireless Apple CarPlay and Android Auto, wireless phone charging and Kia Connect smartphone connectivity with over-the-air (OTA) software updates, which are free for the first seven years of ownership.

We found the infotainment a cinch to navigate, both in native menus and smartphone mirroring capacities. Similarly, an assortment of haptic switchgear, plus basic climate controls, make operation of simple functions on the move quite streamlined.

The one caveat is the 5.0-inch climate-control display positioned between the centre touchscreen and the digital instrument cluster. In something of an ergonomic blunder, from the driver’s seat it is almost completely blocked by the thick-rimmed steering wheel.

What powers the Kia EV9?

The EV9 has two different powertrain options depending on the model.

The entry-level Air anchors the line-up with a solitary rear electric motor producing 160kW and 350Nm from a 76.1kWh battery pack, delivering a claimed 0-100km/h acceleration time of 8.2sec.

The EV9 Earth and EV9 GT-Line move to a superior 99.8kWh battery and dual-motor powertrain that drives all four wheels and produces 283kW and 700Nm.

The Earth claims a 0-100km/h time of 6.0sec, while a software upgrade in the GT-Line pares that time back to 5.3sec claimed.

Elsewhere, the Kia EV9 rides on MacPherson strut suspension with a double ball joint up front and a multi-link (five links) arrangement at the rear.

It also employs frequency selective damper technology already utilised in the smaller Kia EV6 mid-size SUV, as well as self-levelling suspension technology – all of which has been subject to extensive ride and handling tuning by Kia Australia’s engineers.

Dimensionally, the EV9 measures 5010mm long (GT-Line 5015), 1980mm wide, 1755mm high (GT-Line 1780mm) and rides on a wheelbase measuring 3100mm.

How far can the Kia EV9 go on a charge? In EV terms, the 2023 Kia EV9 offers a pretty useable range. The Air’s single-motor powertrain offers a WLTP-verified range of 443km, while the dual-motor Earth claims 512km and the GT-Line 505km – all in a mix of conditions.

Based on our first drive, we reckon those figures are pretty achievable. On a 250km road loop that included highway, urban driving and a mountain ascent, the Air was seemingly good for 400km while the GT-Line seemed willing to cover 450km on a single charge.

Kia says dual-motor variants will take nine hours to charge from 0-80 percent using a 7kW AC connection (Air: 7h), or as little as 24 minutes when hooked up to a 350kW DC fast-charger (Air: 20m).

Using the 50kW DC chargers that are most common in Australia, the EV9 takes 83min to replenish between 10-80 percent (Air: 63min).

The EV9 architecture is said to be compatible with both 400V and 800V charging, and also offers vehicle-to-load (V2L) functionality to power small electric appliances remotely.

What is the Kia EV9 like to drive?

A couple of words spring to mind when describing the 2023 Kia EV9 on-road: polished and clinical.

In one sense, the EV9 belies its hefty proportions and 2.7-tonne kerb weight with graceful low-speed conveyance: the controls are light, while the accelerator pedal and brake pedal have been thoughtfully calibrated to a wide range of driving styles.

All told, there is undeniable civility with the way the EV9 tackles day-to-day situations.

The low-speed ride is impressive, especially on the GT-Line: no SUV approaching 3.0 tonnes has any right to ride this well on 21s.

Not surprisingly, the electric drivetrain is effortless in plying down the power, too, while the cabin is quiet and cossetted from what’s happening outside.

However – and this is a pretty big however – a massive caveat comes in the form of the EV9’s on-board safety systems. So, if you’re seriously considering one for purchase, do yourself a favour and test-drive a dealer demo around the block first.

Like other recent Hyundai, Genesis and Kia models seeking to comply with stricter 2023 ANCAP safety guidelines, the EV9 is beset with infuriating Forward Attention Monitoring software and speed sign recognition software which detracts massively from the driving experience.

Combined, both systems incessantly chime and interrupt the serenity. The forward attention monitoring software will sound even upon a cursory glance at the rear seat (to check children, for instance), while the speed sign software registers even if you exceed the signposted speed limit by 1km; furthermore, it doesn’t recognise school zones being inactive, so it will beep at you long after the home bell has rung.

We’re all for safety, but this tech is more of a hindrance than a help, isn’t practical and ultimately causes distraction. What’s more, you need to turn it off every time you start the vehicle – with no permanent off button.

From a ride and handling context, the EV9 nails the family-friendly brief with a controlled and composed demeanour around town.

These traits are highlighted with the four-stage regenerative brakes (conveniently accessed by steering wheel-mounted paddles) switched off, allowing the EV9 to breathe over the tarmac and escape that all-too-familiar EV sensation of the powertrain feeling bound up.

The EV9 changes direction confidently and offers meaningful feedback given the seven-seater brief.

In earnest, the lighter, rear-engine Air is the dynamic pick. It feels decidedly nippier over the nose and induces less body roll through corners than the dual-motor Earth or flagship GT-Line, the latter feeling comparatively undernourished in its front structural rigidity.

On more rugged surfaces, each EV9 model’s frequency selective dampers and self-levelling suspension technology work in concert to react quickly to pitter-patter bumps and drawn-out imperfections alike. Only after an extended section of patchwork surface will the EV9 occasionally deflect in the rear-end, but never disconcertingly so.

In any case, the sum of these parts is a vehicle that does its best work on the open road or in touring capacities.

Once you’ve moved past the oft-used party trick of nailing the accelerator from a standstill, the driveline lacks the character and charisma that ultimately helps define ownership of a $100K vehicle.

Instead, the EV9 has this tangible ability to slow down the driving experience; so much so, it often feels as though you’re travelling 20km/h slower than the speedo readout suggests.

It means the Kia EV9 excites purely for its offering of space, its collection of standard features and its fancy tech.

It’s nice to drive, but it is very clinical.

Can the Kia EV9 go off-road?

The 2023 Kia EV9 might look like it could bust through an apocalypse, but in reality this is not a genuine off-roader in the same vein as a Toyota LandCruiser or Nissan Patrol.

It does, however, have enough ground clearance (177mm) as well as three off-road modes (Snow, Mud and Sand) that tailor the electronics, and Hill Descent Control, that allows it comfortably tackle gentle undulating terrain and unsealed dirt roads.

How much can the Kia EV9 carry?

The 2023 Kia EV9 offers a braked towing capacity of only 900kg on the entry Air, moving up to 2500kg braked on dual-motor Earth and flagship GT-Line variants.

Meanwhile, payload ranges between 648kg (Air), 690kg (Earth) and 604kg (GT-Line).

Should I buy a Kia EV9?

If your next family SUV purchase is strictly going to be electric, then the 2023 Kia EV9 is arguably the new go-to option.

It’s impressively finished and refined, drives nicely (albeit clinically) and offers strong real-world range.

EV drivetrain aside, though, the big unknown is whether the Australian public is ready to fork out $100K on a Kia – at the same time overlooking traditional options like the LandCruiser 300 Series or the Land Rover Defender 130.

It’s a steep ask, no doubt. And a real moment of truth for the EV movement generally.

2023 Kia EV9 GT-Line at a glance:

Editor’s Rating: 8.2/10

Price:  $121,000 (plus on-road costs)	Battery: 99.8kWh lithium-ion
Available:  Now	Range: 505km (WLTP)
Powertrain:  Two asynchronous electric motors	Energy Consumption: 22.8kWh/100km (WLTP)
Output: 283kW/700Nm	Safety Rating:  Five-star (ANCAP 2023)
Transmission: Single-speed reduction gear

 

 

Disclaimer: Images supplied by Kia 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 Scott Newman, carsales.com.au

Electric cars are primarily all about going green. But MG has taken a metaphorical turn and is hoping to make traditional hot hatch fans green with envy with its MG4 XPOWER.

The power potential from batteries and electric motors has revolutionised the performance landscape in everything from large SUVs, limousines and million-dollar hypercars. And now, MG is leading the charge (pardon the pun) on making go-fast EVs more affordable with a high-performance flagship version of its MG4 hatch, which recently won the carsales 2023 Car of the Year award.

Dubbed the MG4 XPOWER (presumably all in capital letters makes it look even quicker), it delivers muscle car power and supercar acceleration for a fraction of the price. But is it just a one-trick pony?

How much does the MG4 XPOWER cost?

The 2023 MG4 XPOWER costs from $59,990 plus on-road costs. But, depending on where you live, you may be eligible to get some of that back through various state government electric vehicle rebates. Or potentially save on fringe benefits tax if you decide to lease one a novated lease given the federal EV discount.

In any case, the price tag is a relatively small $4000 premium over the MG4 77 Essence Long Range that tops the mainstream model line-up considering the huge increase in performance. And positions the MG4 XPOWER against the likes of the Cupra Born hatch (from $59,990 plus ORCs) and the entry-level Tesla Model 3 (from $61,990 plus ORCs), although both are nowhere near as powerful.

What equipment comes with the MG4 XPOWER?

The 2023 MG4 XPOWER is, basically, an upgraded version of the MG4 64 Essence with an extra electric motor in the front.

It features the same 64kWh lithium-ion battery pack and matches the standard equipment list with part-leather trim, heated front seats, heated steering wheel, wireless phone charging pad, LED lights and keyless entry/start.

But it does have a host of unique bits and pieces to distinguish it from the mainstream models, including a raft of subtle exterior tweaks as well as orange stitching highlights throughout the cabin and new 18-inch alloy wheels with orange brake calliper covers.

Apart from the additional front motor, mechanically, the XPOWER has larger brakes (345mm front discs and 340mm rear discs), sharper steering, stiffer suspension settings and an electronic differential that can – allegedly – apportion torque between all four wheels.

Seven colours are available at no extra cost, though the hero Hunter Green you see here does cost another $1000, but that’s the only option.

MG’s seven-year/unlimited-kilometre warranty covers both the car and the battery, and servicing is only required every two years or 40,000km. It effectively alternates between a $296 minor check-up and a more comprehensive $907 service. While that latter number sounds a bit rich, it effectively works out to be the equivalent of spending $300/year in servicing, which is on par with comparable small hatchbacks.

How safe is the MG4 XPOWER?

The MG4’s five-star ANCAP rating applies to only the two-wheel drive variants but, apart from being a little heavier at 1800kg, it’s difficult to see why the 2023 MG4 XPOWER would perform any differently.

The MG4’s ANCAP test results were strong across the board with 83 per cent for adult occupant protection, 86 per cent for child occupant protection, 75 per cent for pedestrians and 81 per cent for safety assist, though it’s worth noting that the MG4 did record a couple of poor results in impact protection.

There’s also a full suite of active safety equipment including adaptive cruise control, lane keep assist and departure warning, auto-emergency braking (AEB), traffic jam assist, rear cross-traffic alert and much more, including a 360-degree camera.

In general, the technology works pretty well, though the AEB can occasionally be spooked, and the lane-keep assist can be a bit over-insistent when nothing is actually going awry.

What is the MG4 XPOWER like inside?

The 2023 MG4 XPOWER is relatively minimalist inside, but that’s one of the reasons it costs $59,990 (and the range starts at $38,990) rather than $20K further upstream.

For the most part, it’s fine and it isn’t like there’s swathes of scratchy plastic covering every surface. And there’s plenty of room thanks to the advantages of the EV platform, but don’t expect a particularly premium environment.

The sizeable storage area between the front seats is very handy for odds ‘n’ ends, especially as the sliding cover adds security and you can fit 1.5-litre water bottles in the doors.

There’s also ample space in the rear whether you’re carrying adults or need to accommodate child seats, which along with a decent 363-litre boot (that expands to 1165L with the 60:40-split rear seats folded) makes the MG4 a family-friendly option.

The rear is a no-frills environment, however, with no centre armrest with cup-holders, no air-vents and only the one USB-A port for charging.

What technology does the MG4 XPOWER feature?

The centrepiece of the 2023 MG4 XPOWER cabin is the 10.25-inch touchscreen that incorporates, well… everything really, including smartphone mirroring (wired Apple CarPlay and Android Auto), digital radio, sat-nav, and all the climate controls and vehicle information.

It works OK, but there are a number of annoying shortcomings that can lead to frustration. For example, the icons are very small and lack sensitivity, which means you frequently either select the wrong thing (especially if you’re on a bumpy road) or it doesn’t select at all.

Sometimes – it’s unclear why – the CarPlay icons are located on the left of the screen, leading to an awkward stretch for the driver, and you can see the climate settings but can’t access the climate screen directly.

Those who are comfortable with voice control may find the lack of hard keys less of an issue but the constant need to go back to the home screen can be irritating. If you’re buying an MG4, a tour of the infotainment system with an expert at the dealership might prove useful – for instance, a number of vehicle settings can be accessed by swiping down but there’s nothing to indicate that unless you know it’s there.

The small digital instrument cluster contains the basic information you need, though another little quirk is the right-hand steering wheel toggle doing double duty. It’s normally the volume control but pushing the ‘pages’ button next to it turns it into display navigation. It’s quite a neat solution but again you have to be aware of it.

What powers the MG4 XPOWER?

The MG4 XPOWER is propelled by a twin electric motor set-up, with a 150kW/250Nm front-mounted electric motor added to the 170kW/350Nm that drives the rear axle. Using simple maths, that equals a combined output of 320kW and 600Nm, making the MG4 XPOWER the most powerful hot hatch available in Australia today.

MG does state that ‘only’ 300kW is available continuously but thanks to all-wheel drive, 0-100km/h is dispatched in 3.8sec. While we didn’t have a chance to verify that, we’re reliably told that repeatable 11sec quarter-mile times are achievable. Top speed is 200km/h.

How far can the MG4 XPOWER go on a charge?

The 2023 MG4 XPOWER uses the mid-spec 64kWh battery rather than the largest 77kWh unit with maximum range quoted at 400km. Our experience suggests that in the right circumstances – light use in the right speed range – this is quite achievable but expect to achieve around 350km in most day-to-day scenarios.

If you regularly ask for all of its performance expect to cut that figure by half or even a third.

Charging takes up to nine hours (0-100 percent) on a 6.6kW AC charger or as little as 28min (10-80 percent) at its 140kW max. On your typical 50kW DC public fast-charger you’ll need around an hour to top up from 10-80 percent.

What is the MG4 XPOWER like to drive?

Presumably, the first question everyone wants answered is, how fast is the 2023 MG4 XPOWER? Well, it’s damn fast. Mash the throttle from a standstill and you are jammed back into your seat as all four wheels scrabble for traction.

The 3.8sec 0-100km/h claim is easily believable but the 0-60km/h time must be absurd given the way the instant torque fires you off the line with a Jetsons-style whirr.

The rate of acceleration fades as speeds increase into three figures but roll-on punch is still pretty intense. Certainly, the XPOWER would be a strong medal chance in the overtaking Olympics – where even the sharpest ICE vehicle is shuffling gears, the MG is already gone.

However, returning to an earlier question (is the XPOWER simply a one-trick pony?), the answer depends somewhat on your expectations. If you’re expecting an all-electric alternative to the likes of the Renault Megane RS or Hyundai i30 N, then you’re likely to be disappointed.

Up to a certain level the XPOWER still manages to impress. The steering is well weighted and accurate, there’s obviously that all-wheel drive traction, the brakes have both decent power and feel and the balance is impressive, aided by that 50:50 (and low-slung) weight distribution.

These are all attributes of the base MG4, though the XPOWER has more outright grip, and while the chassis set-up is relatively soft and there’s clearly quite a lot of weight to manage (1800kg unladen), the roll and movement has its own appeal if you’re not a fan of the limpet-like grip of so many modern performance cars.

The trouble is, just when you hope it reveals a further layer of dynamic talent, it all starts to unravel. Ironically, its biggest strength – that super-powerful drivetrain – is also its biggest weakness.

The calibration between the front and rear axles is quite crude, with power often being scrappily spun away by the front wheels, dragging the nose wide in the process rather than being sent to the wheel that can use it best. You can drive around it to a certain extent, straightening the car more on corner exit, but it’s still not ideal.

Then there’s the fact you seem to get a different power output every time you hit the accelerator. Initially I thought it might occasionally be the stability control intervention and other times it felt like the motors or batteries adjusting power due to heat, but I suspect it’s almost always the ESC due to an odd quirk.

If the ESC cuts power, it then limits you to that power level for an inordinate amount of time. This became worryingly apparent when pulling out in front of an approaching LandCruiser with plenty of space given the expected acceleration of the XPOWER. However, when one of the wheels spun briefly on roadside gravel it limited power to around 20-25 per cent and would not allow the car to accelerate. Not a comfortable feeling.

This all said, one of the XPOWER’s strengths is that in daily use it requires zero compromise over the standard MG4. The ride remains comfortable and compliant, the steering is easy, the power is progressive, you can use various regen modes – though being able to adjust them using steering wheel paddles would be handy – and it’s a very pleasant car to drive.

Should I buy an MG4 XPOWER?

The 2023 MG4 XPOWER is absolutely worth putting on your purchasing shortlist as long as you go in with your eyes wide open as to what it is. It is a hot hatch of sorts, but if you’re used to the agility and handling of the petrol-powered crowd you might find it a bit underwhelming.

However, if your dynamic demands aren’t too great then there’s plenty to like about the XPOWER. It essentially drives in an identical manner to the regular MG4, making it a great daily with supercar-like acceleration on demand. All for a $60,000 price tag.

You’ve never been able to go faster for less.

2023 MG4 XPOWER at a glance:

Editor’s Rating: 8.1/10

Price:  $59,990 (plus on-road costs)	Battery: 64kWh lithium-ion
Available:  Now	Range: 400km (WLTP)
Powertrain:  Two three-phase asynchronous electric motors	Energy Consumption: 15.2kWh/100km (WLTP)
Output: 320kW/600Nm	Safety Rating:  Five-star (ANCAP 2023)
Transmission: Single-speed reduction gear

 

 

Disclaimer: Images supplied by MG Australia and 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 Alexandra Lawrence, carsales.com.au

The Volkswagen T-Roc has been a blockbuster hit for the German car maker in Australia. Essentially a high-riding version of the VW Golf, the T-Roc has overtaken the Tiguan mid-sized SUV as the company’s most popular model on the strength of its value, versatility and well… Volkswagen-ness.

Riding on a wave of its success, Volkswagen has moved the existing models a little further upmarket (and increased prices) to make way for a new (albeit temporary) entry-level CityLife model that we’re testing here.

Limited time only

For the remainder of 2023, VW Group Australia will offer national drive-away pricing for its top-selling Volkswagen T-Roc compact SUV.

As such, the new 2023 Volkswagen T-Roc CityLife will be on sale into early 2024 as a special-edition model designed to combat supply issues and potentially distract buyers from higher pricing across the remainder of the range.

Priced from $35,990 plus on-road costs – or $36,990 drive-away – the CityLife slots in below the 110TSI Style, which will resume its entry-level status when the CityLife has run its course.

The 110TSI Style is now priced from $38,890 plus ORCs ($41,990 drive-away), while further up the line the T-Roc 140TSI R-Line costs $47,090 plus ORCs ($51,990 d/a).

Meanwhile, the spicy T-Roc R hot SUV is priced from $61,990 plus ORCs ($64,990 d/a), but Volkswagen Australia announced recently that its T-Roc R Grid Edition – a cheaper alternative to the R but with the same performance bits – will no longer be offered.

The price is right

Don’t be distracted by the T-Roc’s movement across the range, as the CityLife arrives with a price to attract budget-conscious Australians while still being loaded with the latest tech and equipment.

It rides on smaller 17-inch alloy wheels (down one size compared to the T-Roc Style) and comes in five conservative colour options: Pure White, Ascot Grey, Deep Black, Iridium Grey and Petroleum Blue. Unlike other T-Roc variants with a two-tone colour scheme, the CityLife is only offered with a solid paint.

Other standard equipment includes LED daytime running lights (DRLs) and headlights, black roof rails, comfort front seats and dual-zone climate control with Air Care cleaning function.

The CityLife cabin also has black ‘Ceramique’ cloth upholstery, missing out on the microfleece inserts found on the Style.

Volkswagen’s Digital Cockpit comes standard, along with an 8.0-inch central touchscreen. Four USB-C ports feature around the cabin, along with a six-speaker audio system and a wireless phone charging pad up front.

Volkswagen covers the entire T-Roc range with a five-year/unlimited-kilometre warranty, with services due every 12 months/15,000km, priced at $455, $695 and $442 over the first three years respectively.

What technology does the Volkswagen T-Roc CityLife feature?

Volkswagen hasn’t scrimped on features to create the new entry-level T-Roc CityLife.

Even though it’s the most affordable model yet, it comes with a generous list of standard equipment that won’t leave owners with a sense of FOMO.

That includes VW’s Digital Cockpit instrument cluster, which offers multiple display options and is easily customised via buttons on the steering wheel.

It is supplemented by an 8.0-inch touchscreen as the central display with Apple CarPlay and Android Auto smartphone mirroring, Bluetooth connectivity and digital radio. This, too, is easy to navigate, responsive to inputs and loaded with great high-res graphics.

The addition of Volkswagen’s latest piano black (and touch-sensitive) dual-zone climate control panel adds a touch of luxury to the CityLife and makes it feel more expensive.

The buttons are controlled through haptic touch, rather than push, and although the piano black panel is a serial fingerprint collector, we tend to prefer it over regular plastic buttons and switches.

Hide and seek

The high-tech screens are a great foil for what is otherwise a pretty drab cabin.

They steal the attention and make the CityLife feel like a classy small car. But look elsewhere and the interior of the T-Roc CityLife isn’t all that special.

The steering wheel is wrapped in soft leather-appointed trim, however the rest of the cabin is almost exclusively covered in black plastic.

The front seats are manually adjustable – offering a huge range of adjustability – but the cloth upholstery can feel scratchy on bare skin.

Longer drives might also leave you pining for more cushioning as the seat back and base aren’t overly padded.

As before, there’s adequate room in the rear seat for a pair of adults, with access to air vents, a centre arm rest, two USB-C ports, and bottle storage in each door pocket.

Meanwhile, the boot holds a generous 445 litres of cargo, while a space-saver spare tyre comes standard.

Look at the stars

The 2023 Volkswagen T-Roc CityLife scores with a maximum five-star ANCAP safety rating that dates back to 2017 thanks to a comprehensive array of advanced features under the banner of VW’s IQ Safety suite.

This includes autonomous emergency braking (AEB) with pedestrian detection, adaptive cruise control with stop-and-go function, lane assist with departure warning, park assist, travel assist, front and rear parking sensors, driver fatigue warning and a reversing camera.

It also gets brake assist and multi-collision braking, along with ISOFIX child seat anchorage points on the outboard seats at the rear.

Life and Style

Under the bonnet of the 2023 Volkswagen T-Roc CityLife is the same 110TSI powertrain used across many of the German brand’s products, including the T-Roc 110TSI Style.

Power comes from a 1.4-litre four-cylinder turbo-petrol engine that delivers maximum outputs of 110kW and 250Nm.

As with the T-Roc Style, that power is sent directly to the front wheels via an eight-speed torque-converter automatic transmission.

It’s a powertrain that feels well-suited to the small SUV, which doesn’t require much motivation to get its 1400kg mass moving. It’s not a particularly thrilling combo, but it delivers a healthy serve of low-end torque once the turbo spins up to produce maximum boost.

That surge can make the T-Roc feel a bit unpredictable at times as it drops full power all at once. Even so, it manages to get going with very little wheel spin, and thrums along seamlessly at higher speeds.

That eight-speed auto is a treat, too, shifting between gears smoothly and intuitively.

Efficient option

The T-Roc CityLife’s engine is the most frugal choice.

Volkswagen says the 110TSI will sip 6.3L/100km on the official combined cycle, compared to the bigger-engined T-Roc 140TSI R-Line, which is thirstier at 7.3L/100km.

We’ve hit an average of 8.0L/100km on previous outings in the 110TSI Style, however we didn’t have enough time during the local launch of the CityLife to cover a decent spread of driving conditions to record a reliable figure.

Roc and roll

Considering it shares its fundamental underpinnings with the renowned VW Golf, we’ve been equally as impressed by the ride and handling characteristics of the T-Roc ever since it first launched here.

And the new CityLife model doesn’t alter that opinion.

It tackles rough roads with poise and glides over potholes and imperfections better than higher grade models thanks to higher profile rubber.

For the most part, it’s a comfortable and compliant ride, with sporty suspension that allows the taut little SUV to whip around corners like a hatchback.

There isn’t a peep of body roll, and the T-Roc handles quick changes in direction without fuss, only breaking a sweat when its budget-friendly Hankooks struggle for grip – which, admittedly, takes some encouragement and a lot of enthusiastic cornering.

Elsewhere, the steering is light and precise, and the cabin is surprisingly quiet on the move, filtering out road noise to leave you with a pleasantly hushed atmosphere.

Visibility is decent all round, with the only obstructions coming out of the rear corners due to the sizeable C-pillars.

Should I buy a Volkswagen T-Roc CityLife?

The 2023 Volkswagen T-Roc CityLife is a great option for those wanting to save some cash and avoid the wait times for higher grade models.

It does almost everything the T-Roc 110TSI Style does – with a $2900 saving – and still includes plenty of good stuff: LED headlights, digital instrumentation, keyless entry and push-button start, as well as loads of safety equipment.

Volkswagen says there will be “significant numbers” of the CityLife available Down Under, which should make it easy to get your hands on one.

2023 Volkswagen T-Roc CityLife at a glance:

Editor’s Rating: 7.8/10

Price:  $35,990 (plus on-road costs)	Transmission: Eight-speed automatic
Available:  Now	Fuel: 6.3L/100km (ADR Combined)
Engine:  1.4-litre four-cylinder turbo-petrol	CO2: 143g/km (ADR Combined)
Output: 110kW/250Nm	Safety Rating:  Five-star (ANCAP 2017)

 

Disclaimer: Images supplied by Volkswagen.

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