Maxxia can provide insurance on all makes and models of EVs other than Tesla. You can also arrange your own insurance, although please bear in mind that not all insurance providers will cover electric vehicles.
As there are few moving parts to an EV, the likelihood of a breakdown is less likely – unless you run out of power, of course. In the event this happens, you can simply call our roadside assistance service as you would do with a petrol vehicle.
Contact Maxxia and advise which method of deduction you wish to use when setting up your new novated lease:
No, hybrid electric vehicles that can’t be plugged in are excluded as they can’t be charged from electricity or hydrogen fuel source, only running on fossil fuels.
BEV: Battery electric vehicles which use no petrol and run solely on the charge of electricity through batteries.
PHEV: Plug-in hybrid vehicles which use an electric motor foremost but have the ability to use a petrol or other engine to supplement the battery and some cases can also assist driving the wheels.
By Tim Britten, carsales.com.au
Alfa Romeo arrived late to the SUV party with its Stelvio and has largely been lost in the crowd. While it almost beat the Giulia sedan as the best-selling Alfa model in 2022, it hardly ranks against the most popular mid-size luxury SUVs.
Still, there’s a lot to like about the Stelvio, particularly the mid-spec Veloce variant we’re testing here which holds its own as one of the sportier options in the class.
Offering a gutsy turbo petrol engine, the Stelvio Veloce is a worthy alternative in a market segment populated by the likes of the Porsche Macan, BMW X4 and Audi Q5 Sportback.
It’s not quite the rip-snorting supercar on stilts that is the flagship Stelvio Quadrifoglio, but with 206kW of power and 400Nm of torque it is the most powerful four-cylinder Stelvio version yet and sits comfortably among the fastest of its type.
So, let’s see if it is worth a closer look.
The latest iteration of Alfa Romeo Stelvio Veloce originally launched with a sticker price of $78,950 plus on-road costs when it arrived in showrooms in the middle of last year.
Since then, though, prospective buyers will have to fork out an additional $4000 (before ORCs).
That hasn’t altered its position in the pecking order as it still manages to be more accessible than the entry-level Porsche Macan ($89,300 plus ORCs), the Audi Q5 Sportback 45 (from $90,600 plus ORCs) and the BMW X4 xDrive30i (from $99,900 plus ORCs). And it’s significantly cheaper than the Stelvio Quadrifoglio that costs $160,700 (plus ORCs).
Alfa Romeo has trimmed the Stelvio line-up to just two variants – the Veloce and Quadrifoglio – as demand for lower-grade models petered out.
The 2022 update to the Veloce not only brings improved power outputs from the 2.0-litre turbocharged four-cylinder engine, but also a host of upgraded components to further enhance its dynamic character, including a Q2 limited-slip rear differential, active suspension and larger brakes with four-piston front callipers.
The alloy wheels have also increased in size from 19 to 20 inches.
Inside the cabin, there are a number of detailed revisions such as stitched leather on the seats, dash and door trims, powered front sports seats with three-position memory settings on the driver’s side, heated seats front and rear, a hands-free powered tailgate and a solid 10-speaker sound system that includes a subwoofer to impress passers-by in the street.
Carryover cabin niceties include a heated steering wheel, ambient lighting and aluminium pedals.
Our particular Stelvio Veloce featured an optional $1650 14-speaker Harman Kardon audio system ($1650) to further enhance the soundscape, as well as a sliding panoramic sunroof ($3300) and metallic Misano Blue paint ($2150).
Alfa Romeo Australia recently improved its aftersales support with an extension to its warranty provisions, now out to five-years with unlimited kilometres.
As for scheduled servicing, the Stelvio Veloce still requires regular maintenance every 12 months or 15,000kms. The first visit will cost $345, the second is $645, the third is $465 while the fourth is a major service that will cost $1065 before dropping back to $345, culminating in a total of $2865 over five years or 75,000km.
Alfa Romeo interiors have generally always taken a little different route on the road to style – for good or bad.
And, in an age where extravagant styling excesses are increasingly prevalent, the Stelvio Veloce is something of an anachronism – both in Alfa folklore and industry trends in general.
There’s nothing like an iPad stuck in the dash to control the myriad of entertainment and conveniences, and nor is there is a digital instrument display that looks like you’re driving a video game.
Instead, the Stelvio might appear a little outdated and bland to technophiles. Yet, it still imbues an element of restrained grace and prestige in typically Italian style.
Enthusiastic drivers will appreciate the supportive embrace of the widely adjustable powered front seats, extending lower cushions and three memory settings (driver’s only), as well as the conventional analogue instrument display which is free of the often-confusing array of digital advice presented in many of today’s cars.
The Stelvio’s oversize, column-mounted shift paddles certainly make a statement and the starter button on the steering wheel is equally easy to find.
Rear seat occupants in the Stelvio will suffer from a disappointing shortage of legroom, which is somewhat out of place in the context of a mid-size SUV.
The cushioning is fine, and so is the shoulder-room, but the fact that adults need to compromise their stretching comfort is not what you would expect in an $80,000-plus five-seater.
The rear seat headroom, especially with the optional dual-pane sunroof, isn’t anything special either.
The cargo carrying capacity isn’t as compromised, with a decent 499-litre boot that can be extended to 1600 litres by folding the rear seats flat – although we are not ecstatically happy with the inflatable space-saver tyre which seems to take up an inordinate amount of space.
The Veloce’s hands-free tailgate is a welcome addition, too.
Standard tech equipment on the 2022 Alfa Romeo Stelvio Veloce includes an 8.8-inch touchscreen with sat-nav and Apple CarPlay/Android Auto connectivity complete with wireless phone charging as well as four USB ports sprinkled around the interior.
Headlights are self-dipping and will help the driver see partly around approaching corners, but the dated bi-Xenon technology fails to provide the penetrating spread of white light or the glare-avoiding characteristics – aimed at making life safer for oncoming traffic – that are available via LEDs.
Headlights aside, the Alfa Romeo Stelvio Veloce features a comprehensive rollcall of active and passive safety systems that brings it up to speed with most rivals.
All the usual safety spec is there, including autonomous emergency braking (AEB) – for both low and high speeds – pedestrian avoidance, adaptive cruise control, lane departure warning with lane keep assist, blind spot monitoring with active assist, rear cross traffic alert, front and rear parking sensors and driver attention monitoring.
The Stelvio has six airbags and a five-star ANCAP safety rating that dates back to testing carried out in 2017, the year before it launched in Australia.
The 2.0-litre turbo engine was powered-up for the Alfa Romeo Stelvio Veloce in 2021 and has a bit to boast about with its solid 400Nm of torque and lofty 206kW maximum.
Redlined from 5500rpm, the Veloce’s powerplant requires a mere 5250rpm to reach peak power, which doesn’t encourage excursions into the upper reaches of the rpm range.
Because the 400Nm of maximum torque is produced at higher engine speeds than most turbo fours of this capacity (2250rpm), all the action occurs across a fairly narrow 3000rpm power band.
That means there’s a slight faltering at low engine speeds that is followed by a very solid but relatively brief rush up to maximum power.
The upshot is that the Veloce feels eager but not frenetic, leaving the eight-speed ZF automatic transmission to sort out when and where the power output is best applied.
Alfa must have got it right as it can rocket from 0-100km/h in 5.7 seconds and yet delivers a claimed combined-cycle fuel consumption of 7.0L/100km, both of which are nothing to be ashamed of.
Achieving that 7.0L/100km is not an easy task in everyday situations, however.
Our 2022 Alfa Romeo Stelvio Veloce review car was more inclined to sit around the 10L/100km mark and in past reviews we’ve seen 2.0-litre Stelvio models using 11L/100km or more.
Alfa Romeo at least suggests a diet of 95 RON fuel, not 98 RON as required by some other performance SUVs, although its relatively small 64-litre fuel tank will tend to limit the Veloce’s driving range.
Dynamically, the 2022 Alfa Romeo Stelvio Veloce rates among the top contenders in its segment and is remarkably car-like in its composed, flat-handing demeanour.
With lightning-quick steering – there’s just 2.2 turns lock to lock yet the turning circle is a competitive 11.8 metres – the Stelvio Veloce hides its SUV underpinnings on twisty, undulating roads.
This is helped by the 20-inch tyres that provide plenty of grip without compromising ride quality over bumpy stretches of tarmac.
The Stelvio’s light-footedness is helped by its weight too, which measures up at 1619kg tare to make it much lighter than its competitors from Porsche, Audi and BMW.
The Stelvio Veloce can be made to adopt a quietly conservative character or – in a muted sort of way – become an exhaust-popping, rev-matching road-stomper via the three-mode DNA controller (for Dynamic, Natural and Advanced settings) on the centre console which also switch the shock absorbers between soft and firm settings.
The rear biased Q4 all-wheel drive system scopes out grip requirements to send power progressively between back and front ends depending on road conditions and/or driver behaviour.
If there’s a beef, it’s that the Stelvio’s steering is prone to an unsettling low-speed clunking on full lock that’s been noted in previously-driven Alfas and is understood to be related to the front-end geometry.
The 2022 Alfa Romeo Stelvio doesn’t pretend to be an off roader. While it obviously has all-wheel drive, there’s no defined modes for sand, gravel or mud like other SUVs.
It can easily cope with a mildly slushy or gravelly track where the AWD system and road-oriented tyres cope well, but there’s little point in taking it much further.
Maybe in contradiction of this bitumen-biased slant, the Stelvio Veloce is rated to tow a braked trailer/caravan weighing up to 2.3 tonnes.
That the 2022 Alfa Romeo Stelvio is well down in the mid-size premium SUV popularity stakes is due to numerous factors including that it is swamped by a big list of high-profile competitors.
Notwithstanding this, the Stelvio Veloce has nothing to apologise for in terms of engine performance, dynamic capabilities and charm.
And there’s no question about the status or prestige of the Alfa Romeo brand.
The question is whether you would lean away from the more popular performance-oriented mid-size premium SUVs – as an indicator of market preferences, the Porsche Macan outsells the Alfa by a ratio of about 10 to one – and the answer would unquestionably refer to the existence of a band of welded-on Alfistis unprepared to even consider an opposing brand.
The price might be relatively high, but the performance and dynamics of the Alfa Romeo Stelvio Veloce place it comfortably in the high-performance mid-size SUV mix.
| Price: $82,950 (plus on-road costs) |
Transmission: Eight-speed automatic |
| Available: Now |
Fuel: 7.0L/100km (ADR Combined) |
| Engine: 2.0-litre four-cylinder turbo-petrol |
CO2: 161g/km (ADR Combined) |
| Output: 206kW/400Nm |
Safety rating: Five-star (ANCAP 2017) |
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 Callum Hunter, carsales.com.au
Hyundai has revealed early details of its second-generation Kona small SUV that is due to arrive in Australian showrooms by the middle of the year.
Boasting an all-new design that follows in the wheeltracks of the space-age exterior from the Staria van, the south Korean car maker claims the new look was dictated by the fully electric version first and then adapted to suit other variants powered by hybrid and internal combustion engines.
As such, the Kona is physically larger than the vehicle it replaces with it now measuring 150mm longer – 60mm of which is found between the axles – and 25mm wider.
The most defining features of the new Kona include a full-width LED front lighting strip (like the Staria) and a matching brake light strip at the rear.
The silhouette features mostly smooth and organic lines that is contrasted by hard angles in the body panel highlights. The regular models will also feature black wheel arches, while high-end N-Line and Kona Electric variants are body coloured and also receive exclusive front bumper treatments and larger alloy wheels to give them unique visual characters.
The powertrains themselves are yet to be detailed, but it is expected the range will feature enhanced or upgraded versions of the current 2.0-litre four-cylinder petrol and gutsier turbocharged 1.6-litre four-cylinder in regular versions. The high-performance Kona N is powered by a turbo 2.0-litre four cylinder, but Hyundai has yet to reveal any details for its replacement.
A 1.6-litre hybrid option is offered overseas and is expected to be made available this time as Hyundai looks to expand its electrified portfolio locally, however the powertrain rollout will most likely be staggered with popular ICE models the first to arrive.
The new Hyundai Kona Electric will more than likely retain its single-motor drive configuration and offer a similar battery capacity to the established Kia Niro EV, resulting in an electric range of around 460km and outputs of 150kW/375Nm.
A more affordable version with a smaller battery and less driving range should also be on offer.
An all-new interior awaits prospective Kona buyers if they hold out until the new model arrives, one that again reflects the design priority given to the battery-electric version with its layered dash, lowered centre console and dual-screen layout.
Those screens measure 12.3 inches each on the top-spec versions but will inevitably shrink in the lower grades.
The N-Line will also most likely replace the light and airy white colour theme in the current model with a sportier black theme, alongside with more supportive seats, larger alloy wheels and more dynamic suspension tuning.
“Upscaled with Kona’s unique character, the all-new Kona confidently expresses its bold and dynamic presence,” Hyundai Design Centre executive vice president SangYup Lee said.
“Kona has evolved in every respect to embrace an even wider range of diversity, to become a true lifestyle supporter.”
Hyundai says more details of the new Kona range will be released over the coming months, including more Australia-specific specs.
First revealed in 2017, the original Hyundai Kona remains one of Australia’s three best-selling small SUVs behind the MG ZS, Mazda CX-30 and the Mitsubishi ASX.
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 Nadine Armstrong, carsales.com.au
Forging your own path through the forest of family SUVs is not an easy task. Big soft roaders have become the default choice for large Australian families, and almost every car maker has staked their own plot.
Nissan’s Pathfinder was an early pioneer of the class, first introduced to Australia in 1986 as a lifestyle off-road wagon based on the Nissan Navara ute.
As SUVs became more popular, the previous model was the first to shift away from its agricultural underpinnings to become more car-like and was the first in its class to offer a hybrid powertrain.
Now, Nissan has introduced the fifth-generation Pathfinder that focuses even sharper on family transport with improved safety and technology, the choice of seven or eight-seat layouts and sophisticated refinements to the mechanical package to challenge the likes of the Toyota Prado and Kluger as well as the Kia Sorento as Australia’s favourite large SUV.
So, how does it fare? Let’s find out…
Nearly 10 years in the making and now including a host of new features, it was inevitable the fifth generation Pathfinder was going to cost more than its predecessor. But a $10,000-plus price hike draws a critical eye.
Available in five model grades, the range kicks off with the entry-level ST 2WD at $54,190 (plus ORCs), and rises incrementally through the ST-L AWD ($61,790 plus ORCs) and Ti 2WD ($65,190) and Ti AWD ($70,030) to the flagship Ti-L AWD that tops out at $80,277 plus ORCs).
It’s near the pinnacle of the range, in Ti specification, where Nissan expects the bulk of sales will rest, as it’s an eight-seater and the only Pathfinder that gives buyers the option of two- or all-wheel drive motion.
It’s worth noting that the new Pathfinder large SUV launches simultaneously with the one-size-smaller new-generation Nissan X-TRAIL, where you’ll find overlap with both price and packaging.
The 2022 Nissan Pathfinder launches with new features across each variant, which naturally improves in number as you climb the ranks.
Entry-level equipment levels are good, with the model grades largely differentiated by nice-to-haves as opposed to must-haves which gives buyers the option to up-spec rather than seeing a move up the line as a necessity.
The most affordable Nissan Pathfinder ST leads with eight-seat capacity, heated and folding side mirrors, dusk-sensing LED headlights with high beam assist and daytime running lights, and shift-by-wire steering with paddle shifters.
A 9.0-inch central touch-screen controls AM/FM/digital radio with six-speaker sound, satellite navigation and smartphone mirroring – wireless for Apple CarPlay and plug-in for Android Auto.
A 7.0-inch digital instrumentation cluster and 10.8-inch head-up display are also standard.
And that’s just for starters. Other headline standard features include tyre pressure monitoring, an electric park brake, intelligent keyless entry and push-button start, cloth seats and interior trim, heated front seats, 10-way electric-adjust driver’s seat and six-way manual adjust for the front passenger seat.
There’s also tri-zone climate control, a reversing camera with rear sensors, four USB charge points, two 12-volt outlets, tilt and telescopic steering wheel adjustment, a rear spoiler, shark fin antenna, chrome window surrounds, body colour door handles and 18-inch dark-painted alloy wheels.
The ST-L adds a very handy 360-degree camera with moving object detection as well as Nissan’s ProPILOT semi-autonomous driving assistance.
Because it is exclusively offered with all-wheel drive, it’s here you also get Mud and Sand Terrain mode and hill descent control, as well as leather accent steering wheel, front parking sensors, privacy glass, LED front fog lights, power tailgate, roof rails and remote engine start.
The Ti specification adds an auto-dimming rear-view mirror, heated rear outboard seats, leather accent trim on doors and seats, wireless smartphone charging, 13-speaker Bose audio system and an additional USB outlet in the third row. It rolls on 18-inch machine-finished alloys.
The top-spec Ti-L is a seven-seater only but adds luxurious captains’ chairs in the second row, metal front kick plates, premium dash trim, auto-dip side mirrors with memory function, intelligent rear-view mirror, rain-sensing wipers, power-adjust steering wheel with memory function, driver’s seat with memory function, four-way electric-adjust front passenger seat, quilted leather accent seat trim and ventilation for the front seats too.
Need more? Ambient interior lighting is also found here, along with a larger 12.3-inch digital instrument cluster, tilt and slide panoramic sunroof, chrome side mouldings and 20-inch alloy wheels.
All Pathfinder models are backed by Nissan’s five-year/unlimited-kilometre warranty with five years’ roadside assistance.
During the Australia press preview, we were given the keys to the eight-seat Ti and seven-seat Ti-L which is where the majority of interest currently sits with the new 2022 Nissan Pathfinder, with the bulk of future sales expected to settle on the AWD Ti variant.
In keeping with the Pathfinder’s more refined exterior, the inside follows suit.
There’s a level of sophistication which eluded the Pathfinder of old – and this newfound style combines with family-friendly practicality for a very appealing package.
Comfort levels are excellent, ergonomics good and amenity is fit for purpose.
With 16 drink holders, multiple spaces for oddment storage, six USB charge points, two 12-volt outlets and a multitude of directional air vents for all occupants including newly positioned roof-mounted vents for improved airflow to the second and third row occupants it appears that Nissan understand the wants and needs of modern family transport.
Leather seats and trim throughout are complemented by piano black gloss surfaces and chrome-look details.
All in all, the Pathfinder has the right ingredients, it’s well finished and feels like a premium product.
On more practical matters, wider-opening rear doors (now 85 degrees) enhance Nissan’s EZ Flex system that allows for seamless access to the third row of seating.
With the press of a button the second-row seat folds and glides forward with the kind of pace that will make a languishing parent rejoice. The second-row seats will also perform this function with a child seat in position.
The second row provides three top tether and two ISOFIX positions on the outboard seats for baby capsules and child seats while the third row adds three more top tether points and an additional ISOFIX. And if you have that many toddlers on board, may the force be with you.
On top of that, the boot space is generous and flexible thanks to 60/40-split flat-folding seats across both the second and third rows.
Even with the third row of seats in play, a large pram and bags can be accommodated in the boot space.
At its full potential, the Pathfinder can handle 782 litres of cargo. That drops to 554/205L with the second and third rows engaged.
The Ti-L sacrifices a second-row seating position in exchange for luxurious captain’s chairs like the ones we’ve seen in the Mazda CX-9 – a nice-to-have if your circumstances permit.
With an emphasis on comfort and storage – there’s a removable centre console storage box – this variant is the luxury long hauler that kids will love and will get the nod of approval from the occasional (but not too often) carpool with the in-laws.
The new 2022 Nissan Pathfinder received a maximum five-star safety rating from the Australasian New Car Assessment Program (ANCAP) to coincide with its official launch Down Under.
The Pathfinder’s standard safety suite includes forward collision warning with junction assist and emergency braking, driver attention alert, blind spot warning and intervention, lane departure warning and lane keep assist, rear cross traffic alert and back-up collision intervention, adaptive cruise control with adjustable speed limiter and traffic sign recognition with speed limiter.
A total of nine airbags, including a new front-side airbag (between the front seat occupants), protect all three rows of occupants.
It’s only in the entry-level ST that you miss out on Nissan’s ProPILOT semi-autonomous driving assistant that uses adaptive cruise control and lane keep technology to maintain vehicle speed and position on the road.
A decade in the making, the 2022 Nissan Pathfinder is loaded with fresh technology that helps it gain ground on key rivals including the Toyota Kluger, Mazda CX-9 and Hyundai Palisade.
But the execution, albeit practical, still feels a little behind the times.
The main 9.0-inch infotainment screen sets the scene for this refreshed, upmarket cabin, while the large 10.8-inch head-up display offers all the important stats like speed and satellite navigation prompts, front and centre in the driver’s line of sight.
It doesn’t exude the modern gadgetry that we see in Hyundai or Kia, but the user interface is intuitive and easy to master.
The simplicity of the Pathfinder’s technology will please the masses, and phone mirroring ticks an important box. But there’s no tech-savvy titillation to speak of.
The 2022 Nissan Pathfinder range is powered exclusively by a carryover 3.5-litre direct-injection V6 petrol engine with outputs that remain unchanged, delivering a maximum 202kW at 6400rpm and 340Nm at 4800rpm.
Gone is the CVT automatic of old, however, and the engine is now paired to a nine-speed automatic transmission. Initial drive impressions suggest it’s a much better fit for this big SUV, delivering better response both from standstill and on the go.
Buyers chasing the grunt of a turbo diesel, the previous hybrid powertrain or the benefits of Nissan’s e-POWER which uses electric motors but features a small petrol engine to act as an on-board generator to recharge the battery pack need look elsewhere. They’re not on the cards for the Nissan Pathfinder at this stage.
As such, the 2022 Nissan Pathfinder isn’t an eco-warrior and, owing to the fact its 71-litre tank requires premium unleaded at a minimum, be prepared for a reasonable fuel bill.
Nissan claims an average combined-cycle fuel consumption of 10.0L/100km for two-wheel drive variants and 10.5L/100km for all-wheel drive models, with CO2 emissions at 234g/km and 245g/km respectively.
That’s on par with other large petrol-engined vehicles and 0.1-0.4L/100km higher the last-gen Pathfinder V6, while the previous hybrid was rated at 8.6L/100km (2WD; AWD 8.7L/100km).
It’s unlikely anyone is looking to buy a Pathfinder and wanting a sports car, but comfort and ease of driving will certainly be high on the list.
And that’s exactly what the Pathfinder offers.
A carryover monocoque chassis benefits from updated front and rear suspension, revised shock absorbers and improved body rigidity. Nissan claims the latter has increased by 28 per cent, while rear roll stiffness is said to have risen by 14 per cent.
This results in a composed and comfortable ride that belies the Pathfinder’s imposing dimensions – it’s 5004mm long, 1978mm wide and 1798mm tall, with a 2900mm wheelbase – and kerb weight, which ranges from 1977-2083kg.
What you really need to know is that it steers and stops with car-like manners.
Sure, there’s no getting away from the overall footprint on hand, but would-be buyers should not let this deter them from a test drive.
The steering offers good feedback, and the ‘thinner’ front pillars enhance forward vision. It’s easy to handle (and park) the Pathfinder, relatively speaking.
The new nine-speed automatic transmission is a great fit and responds well to a prod of the accelerator, kicking down gears quickly when you need it.
Paddle shifters give you more control when you desire, but for the most part the Pathfinder does a seamless job on its own.
Refinement levels are up, and overall driveability is very good.
The new 2022 Nissan Pathfinder can go off-road and have various drive and multi-terrain modes to help you along the way.
Standard, Sport, Eco, Snow and Tow are common to all Pathfinder models, with the four-wheel drive variants adding Sand and Mud/Rut to its off-road arsenal.
Drive modes deliver changes to throttle response, steering weight and torque distribution to make the Pathfinder feel more at home off the beaten track than you might expect – but an unladen ground clearance of 178-188mm brings certain limitations.
A short off-road drive loop during the launch event showed the Pathfinder to be capable and controlled.
Add to this a braked towing capacity of 2700kg (the same as before) and a roof load of up to 75kg and the Pathfinder’s appeal broadens.
A quick drive loop hooked up to a jet-ski trailer proved the Pathfinder can indeed tow with minimum fuss, but we’ll put the Pathfinder through more rigorous towing and off-road testing in the near future.
The new 2022 Nissan Pathfinder is one of the best-looking family SUVs that stands alongside big hitting Euro luxury rivals at school drop-off.
It’s squared-off rear-end and thoughtful design aesthetics are both bold and classy.
Badge wars aside, if you’re in the market for a seven- or eight-seater SUV and family-friendly practicality is a high priority, you should check out the new Nissan Pathfinder.
It’s not the cheapest SUV in this segment, but it’s loaded with technology and has oodles of space for the whole family, with the potential for towing a caravan or traversing gnarly ruts.
The new Nissan Pathfinder ticks many boxes, and after our first local drive, looks to be a jack of all trades.
| Price: $54,190-$80,227 (plus on-road costs) |
Transmission: Nine-speed automatic |
| Available: Now |
Fuel: 10.0L/100km 2WD; 10.5L/100km 4WD (ADR Combined) |
| Engine: 3.5-litre V6 petrol |
CO2: 234g/km 2WD; 245g/km 4WD (ADR Combined) |
| Output: 202kW/340Nm |
Safety rating: Five-star (ANCAP 2022) |
Disclaimer: Images supplied by Carsales.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
By Sam Charlwood, carsales.com.au
Subaru Australia has responded to backlash for its first-generation hybrids by promising more effective petrol-electric drivetrains are due in a wider range of new models.
Hybrid versions of the Subaru XV and Subaru Forester were heavily criticised upon their arrival in Australia in 2020 as they delivered minimal fuel savings while imposing hefty price premiums over their petrol stablemates.
Now, the Japanese car maker has revealed there is a fix in the works, and it could arrive early this year with the Subaru Crosstrek – the all-new replacement for the Subaru XV small SUV.
“It will happen short-term… advancements in hybrid technology are in the pipeline and are coming,” confirmed Subaru Australia managing director Blair Read.
“I can’t share a timeline at this stage,” he added.
Adopting the Crosstrek badge from North America, it appears the new model is the prime candidate to debut Subaru’s updated hybrid technology given it’s a next-generation model that will replace the long-running XV.
Asked directly whether the Crosstrek would be first to introduce Subaru’s new hybrid technology, Read said: “I can’t comment on that”.
Further afield, Subaru Australia indicated the next-generation Forester will also likely feature updated hybrid technology when it arrives in Australia later this year.
“We would absolutely love an advancement in Forester with hybrid,” Read said. “There’s a really strong place for that.”
“With Forester coming out [in 2023] and with new Impreza having just been announced, we’ve gone full circle. Forester is the next logical model that’s due for a next generation.”
Subaru also remains open to plug-in hybrid technology in Australia, having witnessed a lift in engagement for the technology amid increasing electrification.
“Australia hasn’t really adopted plug-in hybrid technology and in a lot of markets it has been that case,” Read admitted.
“But as EVs become more prominent to a lot of people, plug-in hybrid technology seems to be coming back as a focus.
“Subaru does have a limited plug-in hybrid range that they’ve trialled on a couple of products, so we keep looking at the variety of options as for what’s right. But no immediate plans for plug-in technology.”
Instead, Subaru will leapfrog to a fully-electric model with the Solterra SUV due to arrive before the middle of the year.
Disclaimer: Images supplied by Subaru USA.
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