By Tim Britten, carsales.com.au

Hyundai had no performance pedigree before the i30 N hot hatch stormed on the market in 2018. Sure, the South Korean brand had dabbled in sports coupes and lukewarm hatchbacks before, but nothing serious – or great.

But then it poached some of the industry’s most respected engineering talents and came out swinging with the original, manual-only i30 N, which received critical acclaim and has since built a passionate community of loyal enthusiasts.

Now, Hyundai has updated the i30 N with a mid-life facelift that brings a host of new features, including more power, bigger brakes, lighter wheels, revised suspension and, most importantly, an optional eight-speed dual-clutch automatic gearbox for the first time.

All of which have further cemented the i30 N as a must-drive hatch that is among the best of its type. So, let’s find out why…

More for more

Originally launched in 2018 with an attractive sub-$40,000 price tag, the facelifted Hyundai i30 N has become more expensive due to its long list of upgrades and inflationary pressures take a grip on the market.

Even still, the entry level the Korean hot hatch remains a quite bearable proposition at $46,200 plus on-road costs.

Now with manual or dual-clutch transmissions, and standard or Premium variants to choose from, there are four Hyundai i30 N hatchbacks available as permanent members of the model range – along with the i30 Sedan N, KONA N SUV and smaller i20 N pocket rocket.

Our focus is on the hatch with this review, tested here in flagship 2022 Hyundai i30 N Premium guise with the DCT auto and panoramic sunroof that starts at $53,700 plus ORCs.

That’s $3000 above the Premium model with a manual gearbox, which can also be had without a sunroof, saving you another $1500 if you choose.

In any case, the i30 N Premium DCT has a comprehensive list of standard equipment that includes push-button start, wireless phone charging, special lightweight front seats with Alcantara trim, a heated steering wheel, rear privacy glass and 10.25-inch touchscreen with sat nav and Apple CarPlay and Android Auto connectivity.

The i30 N is covered by Hyundai’s virtually industry-standard five-year/unlimited-kilometre warranty with pre-advised service pricing, 12 months of roadside assist from new and a sat-nav update subscription plan.

Un-rated

The 2022 Hyundai i30 N includes many of the familiar preventative items under what the company calls the ‘SmartSense’ safety suite.

This includes radar/camera autonomous emergency braking (AEB) – operating at low-speed only and including reverse – pedestrian avoidance (but not cyclists or intersection assist), semi-autonomous lane following, lane departure warning, lane keep assist, blind spot monitoring with active assist, rear cross traffic alert with braking, front and rear parking sensors, driver attention detection and a reversing camera.

While other Hyundai i30 models get a five-star ANCAP safety rating, the i30 N continues without as it has not been tested separately from the range.

Now you’re torquing

Boasting a long list of performance-enhancing technology such as an electronic limited-slip differential, launch control, adaptive variable-rate suspension and, in the boot, a body torsion-enhancing brace connecting right and left suspension struts, the 2022 Hyundai i30 N is clearly more than the run-of-the-mill i30s.

With 206kW of power, the latest i30 N produces a smidge more power at the same 6000rpm as before, while cranking out a worthwhile 35Nm torque increase – from 353Nm to 392Nm – over a shorter, higher-revving band starting at 2100rpm.

As there’s been no real weight shift apart from the DCT version which adds 33kg, the i30 N’s basic power-weight ratios remain about the same.

But the DCT-equipped i30 N is significantly quicker than before, owing to the lightning-fast shifting and the eight ratios of its dual-clutch transmission.

The wet-clutch DCT, which can be either smooth or brutal depending on the chosen drive setting, is crisply efficient in any mode and generally free of any dual-clutch misdemeanours.

Even though the engine’s torque operates over a slightly higher rpm range, the acceleration is explosive, with no discernible torque tag.

Sprinting from 0-100km/h in a claimed 5.4 seconds, the DCT chews a substantial 0.7sec off the six-speed manual i30 N’s 6.1sec (a figure that happens to be identical to the original manual i30 N).

Of course, more muscle means more increased thirst and Hyundai’s figures tell us the latest i30 N’s consumption of 98RON fuel, for both manual and DCT versions, is 8.5L/100km on the combined cycle. Hyundai claimed 8.0L/100km for the original manual-only version.

The power increases come with an emissions penalty too; previously, the manual-only i30 N was quoted at 186g/km, but now it’s 197g/km for the DCT and 199g/km for the manual.

The bright side to all this is that real-world consumption figures – in our case at least – match the official claims.

Our DCT-equipped i30 N Premium, at a recorded 8.5L/100km over a week of spirited driving, aligned perfectly.

A la mode

Typical of the latest generation of high-performance cars, the 2022 Hyundai i30 N offers so many modes and sub-modes that the driver is spoiled for choice.

The suite of available dynamic behaviours includes Eco, Normal, Sport, N and N Custom – the latter further breaking down into selectable Eco, Normal, Sport and Sport+ functions.

Each mode brings a very different experience, though the biggest differences are to be found between the Sport and Sport+ settings.

In Sport mode, the i30 N’s suspension tightens up noticeably, the upshifts come sooner and the thoroughly tweaked and sound-enhanced exhaust system becomes more vocal, producing the obligatory exhaust bark on upshifts.

Select Sport+ and the whole thing gets more frantic again. With the newly rerated adaptive suspension fully screwed down and the shifts becoming more urgent and frequent, it’s a no-compromise setting you’d really only want to use on the racetrack.

There’s quite a bit going on in terms of different driving behaviours in the i30 N, much of it coming from three new functions brought with the 2021 update.

In what seems an obvious tilt to Tesla’s Ludicrous mode function, Hyundai has added what it calls N Grin Shift to the i30 N’s vocabulary – a system that, when the driver presses a button on the steering wheel, immediately boosts power and sharpens the transmission responses to maximum effect for just 20 seconds.

Also new, an N Power Shift function squeezes extra rpm from the engine when the throttle is slammed to the floor, while the N Track Sense Shift protocol figures out when it’s time for the gearbox to engage with maximum, competitive enthusiasm on the racetrack.

Everyday rewards

Even when driven in its most conservative mode, the 2022 Hyundai i30 N is flagrantly audible.

At its most wildly aggressive, it asks for some respect as the front-drive layout struggles to minimise the inevitable torque-steer which sets in with some venom when accelerating hard on rough surfaces.

Although the i30 N is notable for its well-resolved balance of engine performance, handling and road grip, it goes without saying that there’s need for concentration when flooring the accelerator, even in a straight line.

In more regular use, the small Hyundai high-performance hatch behaves in a relatively benign way.

It copes with variable road surfaces quite capably, the variable suspension offering enough compliance in its softest setting to sort out all but the most abrupt bumps as the 235/35R19 Pirelli P Zero tyres provide serious road grip.

The brakes, now upsized in the front, are formidable, while the retuned steering is quick and precise, with just 2.1 turns from lock to lock.

The N Light seats – standard at N Premium level – hug the driver and front passenger confidently and competently. Weighing 2.2kg less than the standard seats, they work with the 14.4kg saved by the lighter, forged alloy 19-inch wheels to help reduce unsprung weight.

In terms of being a comfortable cruiser there’s not much to complain about.

The lack of air vents for the rear passengers is common enough among small cars, the N Light front seats only adjust manually but compensate in other ways and the missing-in-action adaptive cruise control is a surprise at best and a puzzling inconvenience – in a car costing $53,700 plus ORCs – at worst.

At the end of the day, the Hyundai i30 N Premium is an impressive performance package that, however you choose to look at it, asks for few compromises.

Going fast

As hot hatches go, they really don’t come any more convincing than the 2022 Hyundai i30 N.

It’s hard to think of a moment when the i30 N Premium doesn’t reward the driver or, for that matter, the passengers.

Its multifaceted appeal lies in the broad spread of capabilities and a serious lack of compromise regardless of the scenario it’s placed in.

It’s pretty much up for anything, from a quick visit to the shops to a day mixing it on the racetrack with other hot hatches.

Almost as an adjunct to its demonstrated dynamic abilities, there’s also the familiar, well-proportioned and comfortable i30 cabin, a competitively sized hatchback boot, dual-zone air-con and a six-speaker sound system.

It’s not often that you get such a level of driving fun mixed with practicality in a car where the price starts in the mid-$40,000s and maxes out at not much more than $55,000 drive-away.

2022 Hyundai i30 N Premium DCT at a glance:

Price:  $53,700 (plus on-road costs)	Transmission:  Eight-speed dual-clutch automatic
Available:  Now	Fuel:  8.5L/100km (ADR Combined)
Engine:  2.0-litre four-cylinder turbo-petrol	CO2: 197g/km (ADR Combined)
Output: 206kW/392Nm	Safety rating:  Not tested

 

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 Scott Newman, carsales.com.au

BMW has played it safe with the third generation X1 compact SUV. The German brand has copped plenty of flak for the radical design themes it has introduced on important models in recent years, but it hasn’t rocked the boat with the volume selling family-focused soft roader.

Instead, it has focused on improving key attributes such as bringing more space, technology and equipment to offset a significant price hike. Does it succeed?

New range

BMW has hidden the price hikes with an entirely new model line-up that doesn’t match-up to the previous model.

Whereas the previous X1 was offered in sDrive 18i, sDrive 18d, sDrive 20i and xDrive 25i forms, the new model arrives only in sDrive 18i and xDrive 20i guises, with the all-electric iX1 waiting in the wings for an early 2023 arrival.

Comparing the one variant that does carry over, the entry-level sDrive 18i, the entry price into an X1 has risen from $47,900 plus on-road costs to $53,900 (plus ORCs). The more powerful 20i is up from $55,900 (+ORCs) to $65,900 (plus ORCs), but the new car does now offer all-wheel drive as standard.

Further offsetting the price hike, BMW has finally joined the rest of its peers by offering a five-year/unlimited-kilometre warranty and basic prepaid servicing is available for $1800 over five years/80,000km.

Loaded with kit

As for standard equipment, BMW has loaded the X1 with a level of kit well beyond its predecessor.

Carryover equipment on the base model includes 18-inch wheels, digital radio, satellite navigation, reversing camera, sports steering wheel, wireless Apple CarPlay and phone charging and roof rails.

New additions to enjoy include keyless entry and start, dual-zone climate control, adaptive LED headlights, power tailgate, head-up display, digital instruments, sports seats, wireless Android Auto and a plethora of extra safety and connectivity features (see below).

The xDrive 20i adds 19-inch wheels, heated electric front seats, yet more safety equipment as well as more power and performance (see below).

Nine colours are available yet only basic Alpine White is standard. Seven metallics – Mineral White, Black Sapphire, Phytonic Blue, M Portimao Blue, Sanremo Green, Cape York Green and Utah Orange – cost an extra $1800 with the BMW Individual Storm Bay available for $2500.

There is a way around this charge, by ticking the optional Enhancement Pack ($4615 on the 18i, $4000 on the 20i) that bundles together metallic paint, a panoramic sunroof, harman/kardon stereo system, sliding rear seats and choice of interior surface.

If you want to add a little sporting character to the 20i, the M Sport pack costs another $3000 and includes Sports transmission with steering wheel paddles, 19-inch M Sport wheels, adaptive suspension, M Sport steering and various bits of interior and exterior trim.

Our test car was loaded with the works, both Enhancement and M Sport packs along with Vernasca leather and 20-inch wheels for a grand total of $77,700 (plus ORCs).

Big on safety ANCAP has yet to provide a local safety rating for the new 2022 BMW X1, but it has scored the full five stars from Euro NCAP which suggests a similar rating will be a formality, particularly as Australian cars come with a high level of safety equipment included as standard.

All X1s feature BMW’s Driving Assistant Plus including active cruise control with stop and go function, lane-keep assist, blind-spot monitoring, rear cross-traffic alert and autonomous emergency braking, as well as a 360-degree camera, reversing assistant and drive recorder, which will automatically call emergency services and save important data in the event of an accident or can record vision with a USB inserted to store footage.

The X1 20i expands on this with BMW’s Driving Assistant Professional that adds steering and lane change assist.

Screening times

The headline act is the giant curved display that incorporates both the 10.7-inch infotainment and 10.25-inch instrument screens.

The latter is configurable through a variety of displays to show navigation, audio, trip or safety information, while the head-up display above it shows speed, navigation instructions, the current speed limit and more.

The greatest departure from recent BMWs comes with the new infotainment which incorporates Operating System 8. Gone is the rotary iDrive controller that has been a feature of BMWs for the past two decades, with a greater focus on voice control as well as touch-screen operation.

It requires an element of familiarity to comprehend the myriad functions available. But, once you’ve got your head around the system, there’s some genuine highlights, including the augmented reality directions displayed over the of the satellite-navigation, the improved ‘Hey BMW’ voice activation system and wireless smartphone mirroring, as well as the wireless charging ‘cradle’ that sits your phone upright.

Dig deeper and there is all manner of connected services for traffic and parking, and a digital key that can be shared with family members so they can access the car no matter where the real key is.

A premium space

The interior of the new 2022 BMW X1 is its strongest asset. With plenty of leather and interesting trim materials – not to mention that giant curved display – it now feels like a genuine premium car. It successfully adopts the architecture of the iX electric SUV, the floating centre console liberating valuable space between the front seats.

Back seat passengers will find plenty of room as long as those in the front aren’t professional basketball players and the 40:20:40-split rear seat offers plenty of flexibility, with each section able to fold or – if optioned – slide independently.

Cargo space has increased by 35 litres with the rear seats up and 50 litres with them down, to 540 and 1600 litres respectively – class-leading figures that are fractionally bigger than the Audi Q3 and well north of what’s offered in the Mercedes-Benz or Lexus competition.

In fact, the X1’s boot is effectively the equal of its larger X3 sibling, though the significant area underneath the X1’s boot floor does help its numbers. This means, of course, that there is no spare tyre arrangement of any sort.

Turbo power

The two BMW X1 models are defined by their turbo-petrol powertrains.

The entry-level X1 sDrive 18i has a 1.5-litre turbocharged three-cylinder engine powering the front wheels through a seven-speed dual-clutch transmission.

It produces 115kW and 230Nm, improvements of 12kW/20Nm over the previous model, manages 0-100km/h in 9.0sec and consumes a claimed average of 6.5L/100km.

The xDrive 20i driven here offers more performance, hitting 100km/h in 7.4sec, yet the fuel consumption penalty is relatively slight at 7.2L/100km.

The 2.0-litre turbocharged four-cylinder engine produces 150kW and 300Nm, driving all four wheels through a seven-speed dual-clutch automatic gearbox.

Driving dynamics

It’s difficult to imagine too many buyers in this segment making their choice based on a car’s driving dynamics, but the new 2022 BMW X1 has the brand’s reputation to uphold. It does so, as long as you don’t expect too much.

The 2.0-litre turbo engine doesn’t feel as potent as its 7.4sec 0-100km/h claim suggests, but it has ample torque, revs reasonably freely and the dual-clutch gearbox shifts swiftly without too much low-speed hesitation.

We drove two versions of the 20i, with and without the M Sport pack, and they felt remarkably similar. In both cars, the suspension is firm and yet soaks up most big lumps and bumps with little problem. However, it does feel a little jittery on broken surfaces. No big deal.

This isn’t necessarily a car for the sporting driver but there’s impressive roadholding and plenty of traction courtesy of the all-wheel drive so it can be punted along at pace without complaint should you so wish.

The biggest dynamic shortcoming comes through the steering which is very light around its central position; again, not a deal-breaker in this segment, especially as it makes for effortless low-speed manoeuvring. But it does rob the driver of any connection at speed.

Little luxury

If you’re looking for a premium compact SUV then the new 2022 BMW X1 makes a compelling case for itself; though given it’s almost the same size as the original BMW X3, you could argue just how ‘compact’ the new X1 is.

Regardless, it offers ample space, impressive technology and a generous list of standard equipment that means it deserves a place on shopping lists.

It’s not a cheap car, but one could argue that BMW buyers are more interested in having a luxury object than chasing the value and the new X1 delivers on this front, feeling like a premium package.

The only caveat for buyers of the new BMW X1 xDrive 20i is that, for an extra $17,000, the all-electric iX1 will come with all the options packages as standard and far greater performance courtesy of its 230kW/494Nm electric drivetrain.

If you’re in the market for an X1 with a reasonable budget to play with, it could be the one to wait for.

2022 BMW X1 xDrive 20i at a glance:

Price:  $65,900 (plus on-road costs)	Transmission:  Seven-speed dual-clutch automatic
Available:  Now	Fuel:  7.2L/100km (ADR Combined)
Engine:  2.0-litre four-cylinder turbo-petrol	CO2: 164g/km (ADR Combined)
Output: 150kW/300Nm	Safety rating:  Not tested

 

Disclaimer: Images supplied by BMW Group 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 Feann Torr, carsales.com.au

Nissan is taking aim at its Japanese rivals and hopes to capture the Mazda CX-5’s position as the country’s second most popular family SUV with its all-new X-Trail.

The company launched the fourth-generation model in Australia last month and is confident the X-Trail brings a new level of sophistication, style and technology to the segment that it will become one of Australia’s top selling vehicles.

Priced from $36,750 plus on-road costs, the new Nissan X-Trail will be available in either five-seat or seven-seat configurations across four model grades including ST, ST-L, Ti and Ti-L variants, the latter topping out at $52,990 plus ORCs.

All variants get a significant lift in equipment levels and safety systems with LED headlights, daytime running lights and taillights all fitted as standard, along with adaptive cruise control, traffic sign recognition, rear cross traffic alert, an electric park brake and paddle shifters.

Family-friendly features like such as 90-degree-opening rear doors, sliding rear seats (ST-L and above) and four USB ports are also included, but key features like a power-operated tailgate, automatic wipers, 12.3-inch central touch screen and digital driver’s display are offered only in the up-spec Ti and Ti-L variants starting at $49,990.

The new X-Trail is part of Nissan’s core SUV rejuvenation, which has seen all-new versions of the Qashqai small SUV and Pathfinder large SUV arriving in Australia this year.

Nissan’s fourth-gen X-Trail will be powered by a 2.5-litre four-cylinder petrol engine (135kW/244Nm) that delivers an increase of 9kW of power and 18Nm of torque compared to the previous 2.5-litre engine, together with an increased towing capacity (from 1.5 to 2.0 tonnes).

The price-leading 2.0-litre engine has been deleted from the X-Trail range and a new hybrid powertrain will join the fun down the track.

Nissan Australia executives are confident that, with 280,000 X-Trails sold in Australia over the last two decades, the new model will play a significant role in reviving the brand’s flagging popularity.

The 2022 Nissan X-Trail replaces an eight-year-old model that has fallen off the top-10 seller charts with just 6500 sales to October in 2022 – much less than the most popular Toyota RAV4, which has found more than 30,000 sales at the end of 2022 and still commands a 12-month wait list.

The evergreen Mazda CX-5 (23,476 sales) remains the second best-selling vehicle in its class, followed by the Mitsubishi Outlander, Kia Sportage and Hyundai Tucson, all with about 15,000 sales, while the Subaru Forester, MG HS and Honda CR-V are also out-selling the outgoing X-Trail.

“I definitely think that we’ve got the product to jump up to number two,” Nissan Australia product manager Aleksandar Pecanac told carsales.

He said the new-generation X-Trail (codenamed T33) is a class-leading SUV that has what it takes to out-sell the popular Mazda – if Nissan Australia can secure enough supplies.

“But it all hinges on production and availability and then I guess the inverse of how much production Mazda can get and if they’re constricted,” Pecanac said.

However, he added that Nissan Australia was “…definitely in a very good position to get the maximum production we’ve asked for”.

Delivery times for the new X-Trail currently stand at two to three months for the 2500 pre-orders already placed, but the Nissan executive wouldn’t be drawn on whether wait times would extend beyond that going forward.

It was “an impossible question to answer” said Pecanac.

Sales of the X-Trail will be further bolstered in early 2023 when its new twin-motor e-POWER hybrid variant arrives, commanding a $4200 price premium over top-spec petrol-powered Ti and Ti-L models.

How much does the 2023 Nissan X-TRAIL cost?

• ST 2WD – $36,750
• ST 4WD 7-seat – $39,790
• ST-L 2WD – $43,190
• ST-L 4WD 7-seat – $46,290
• Ti 4WD – $49,990
• Ti-L 4WD – $52,990
• Ti e-POWER – $54,190
• Ti-L e-POWER – $57,190

*All prices exclude on-road costs

 

Disclaimer: Images supplied by Nissan Motor 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 Kia Seltos has only been on sale in Australia for a few years but has already come in for a major refresh.

First introduced in 2019, the small SUV has received a mid-life facelift that brings revised styling, additional safety features, an uprated turbo petrol engine and moderate price increases.

Does it do enough to keep pace with rivals from Mazda, Hyundai and Toyota? There’s only one way to find out…

Four times

The 2022 Kia Seltos (MY23) is available in four model grades, starting at from $29,500 plus on-road costs for the entry-level S model, which equates to a $2210 increase over its predecessor.

Similar price rises have been applied across the Seltos range (from $2010 to $2710, depending on model), with the line-up topping out at a lofty $44,900 plus ORCs for the GT-Line 1.6T AWD tested here.

The pricing increases are offset with more safety and equipment as standard, Kia says.

The regular engine is a 2.0-litre four-cylinder petrol driving the front wheels, but top-grade Sport+ and GT-Line models can be had with an optional 1.6-litre turbo-petrol engine and all-wheel drive underpinnings, which imposes a $3500 premium.

As before, the Seltos is backed by a seven-year/unlimited-kilometre factory warranty and roadside assist.

Service intervals are every 12 months or 10,000km (whichever comes first) for the 1.6-litre turbo-petrol ($1989 for five years/50,000km), while the 2.0-litre gets 12-month/15,000km intervals ($1914 for five years/75,000km) (whichever comes first).

Rising to the occasion

The entry-level 2022 Kia Seltos S is fitted standard with cruise control, a six-speaker sound system, power-folding mirrors, air-conditioning and 16-inch alloy wheels.

Stepping up to the Sport (from $32,700 plus ORCs) brings larger 17-inch alloys and a full-size spare wheel (up from a space-saver) as well as a premium steering wheel, auto up/down driver’s window, climate control and solar glass.

The Sport+ (from $35,800 plus ORCs) ups the ante with an auto-dimming rear-view mirror, keyless entry/start, synthetic leather-accented upholstery, sliding centre arm rest, adaptive cruise control and illuminated vanity mirrors.

At the top of the range, the GT-Line (from $41,500 plus ORCs) comes loaded with full LED exterior lighting, 18-inch wheels, heated and ventilated front seats (with power adjustment and memory function for the driver), an eight-speaker Bose sound system, wireless phone charging, a head-up display, heated flat-bottom steering wheel, rain-sensing wipers, smart rear tailgate, powered sunroof and full synthetic leather upholstery.

More safety

The biggest improvements across the Seltos range are in terms of standard safety equipment.

All models are now fitted with autonomous emergency braking (AEB), blind spot monitoring and collision assist, rear cross traffic alert, safe exit warning, lane keeping system, driver attention alert, automatic high beam, front and rear parking sensors and intelligent speed limit assist.

However, the way some of those systems intervene and often detract from the driving experience. More on that in the sections below.

There’s also a full suite of airbags and the Seltos retains a five-star ANCAP safety rating from when it was first tested in 2019.

New tech

Even at the entry level, the Kia Seltos has a decent level of standard technology with a new 8.0-inch infotainment display and 4.2-inch digital display in between the analogue dials in the instrument cluster, as well as wireless smartphone mirroring and Bluetooth connectivity.

From the Sport variant upwards, there’s a fully digital instrument cluster and a bigger 10.25-inch infotainment interface with sat nav, digital radio and the introduction of Kia Connect, which allows owners to control a range of vehicle functions from a smartphone app.

Oddly enough, the larger 10.25-inch touchscreen display only offers a corded Apple CarPlay connection, whereas the lesser system gives you the option of wireless connection.

Space for all Australian families will appreciate the 2022 Kia Seltos’ surprisingly roomy cabin, which is well presented and offers plenty of storage options.

The driver is set low in the cabin, with adequate outward vision to the front and rear and easy access to the key controls.

Similarly, the infotainment display is crisp with menus that are easy to navigate and auxiliary functions such as the air conditioning and simple to use. There’s something simple about just pressing a button. And we welcome that.

However, the fancy dual digital screens in our GT-Line test car still can’t hide the fact the cabin still has a budget feel, with cheaper, hard plastics comprising most of the dashboard real estate.

The back seat offers ample space for a couple of adults or little ones alike, the latter facilitated by ISOFIX attachment points on the outboard pews and three top-tether points. Rear air vents and a separate power outlet are also provided.

Meanwhile, the 433-litre boot space has a flat floor and will happily accommodate a full-size suitcase or two, or a designer pram. And in a boon for practicality, a full-size alloy spare wheel is slung underneath!

Automatic choice

As before, all four Seltos models come standard with a 110kW/180Nm 2.0-litre normally aspirated petrol engine, driving the front wheels through a CVT transmission.

For the Sport+ and GT-Line variants, Kia has introduced an updated 1.6-litre turbo-petrol engine with a newly matched eight-speed torque-converter transmission that drives all four wheels.

The turbo-petrol engine is the one driven here and offers a claimed 12 per cent increase in power at 146kW while maximum torque remains the same at 265Nm.

Additionally, the seven-speed dual-clutch transmission has been replaced by Kia’s eight-speed torque-converter automatic (8AT), a move which should give way to smoother low-speed passage.

It also improves the 0-100km/h acceleration time marginally, to 8.4sec.

All Kia Seltos models are underpinned by a MacPherson strut front suspension configuration. Front-drive models couple this with a torsion beam rear axle while the all-wheel drive variants score a more advanced multi-link set-up.

More for less

Despite the increase in power, the updated 1.6-litre turbo petrol is more efficient than before with a claimed average fuel consumption of 7.4L/100km.

The front-driven 2.0-litre petrol Seltos offers a fuel consumption claim of 6.9L/100km on the combined cycle.

New tech gets in the way

There’s a lot to like about the way the 2022 Kia Seltos drives.

With a relatively small footprint and a nippy 10.6-metre turning circle, it facilitates easy, stress-free passage through tighter car spaces and in inner-city driving, while the suspension compliance and cabin acoustics are generally kept to tolerable levels. It’s a civilised and family-friendly compact SUV.

The Seltos boasts a decent ride and handling mix without reaching the lofty, polished heights of other recent Kia products, including the larger Sportage and Sorento SUVs.

Much of that is owed to the Seltos’ shorter 2630mm wheelbase, which makes it more susceptible to jiggling over bumps and slower to recover from larger hits in the road.

Dynamically, the all-wheel drive Seltos changes direction confidently and shakes off mid-corner bumps without fuss.

Ultimately, we found the updated 1.6-litre turbo-petrol to be much smoother with its new eight-speed automatic transmission. It accelerates swiftly and no longer lurches or hesitates from a standstill, making it more comfortable to live with in urban traffic conditions.

The engine ultimately lacks a degree of refinement that Kia has introduced to other models in recent years; it leans hard on the gearbox to keep it in the optimum rev bandwidth and tends towards thrashy as you approach higher engine speeds.

The engine’s insistence on maximising that narrow rev bandwidth leads to heavier fuel consumption as we averaged 8.8L/100km in a mix of conditions.

While the mechanical elements are well tuned, the new safety technology can detract from the driving experience, and we have reservations about how some of the driver aids intervene.

The focal point, in particular, is the speed sign recognition function. It’s both a potential deal-breaker and a distraction, chiming in every time you change speed zone and sounding an alarm each time you exceed the speed limit – even if it’s by 1km/h.

Some might rightly argue you shouldn’t speed, but we’d suggest driving the Seltos on a busy Australian road with constant speed zone changes before delivering judgement. The other problem is the system picks up school zone postings even outside the specified times.

The issue is so bad that Kia even left a form in our test car explaining how to turn the function off. Sadly, you’ll need to do this every time you start the car.

Moving on…

A bit more polish

The 2022 Kia Seltos is another demonstration of how progressive and reactive Kia has become in the last five years.

Despite the increase in purchase price, the upgrades (mostly) combine to elevate the Seltos closer to the best in class.

But the cheaper-feeling interior and annoying safety intervention are still marks against this small SUV, while the languid engine and smaller footprint lose it some points where dynamics are concerned.

Interior packaging and general passenger amenities are both noteworthy.

It’s a safe and competent SUV suitable for small families. But the Seltos lacks some of the award-winning polish that we’ve come to expect from Kia in recent years.

2022 Kia Seltos GT-Line 1.6T AWD at a glance:

Price:  $44,900 (plus on-road costs)	Transmission:  Eight-speed automatic
Available:  Now	Fuel:  7.4L/100km (ADR Combined)
Engine:  1.6-litre four-cylinder turbo-petrol	CO2: 175g/km (ADR Combined)
Output: 146kW/265Nm	Safety rating:  Five-star (ANCAP 2019)

 

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 Callum Hunter, carsales.com.au

The humble work ute has ditched its hi-viz for a black tie with the introduction of the new Ford Ranger Platinum model.

Due to join the latest-generation Ford Ranger line-up in Australian showrooms before the middle of 2023, the Ranger Platinum brings a sense of luxury and style to the popular dual-cab ute segment not yet seen.

It will slot into the Ranger line-up between the established adventure focused Wildtrak and the high-performance Raptor variants with a unique position that is aimed to attract urban warriors rather than off-road enthusiasts.

Priced from $76,990 plus on-road roads, the Ranger Platinum follows in the wheeltracks of its Everest SUV sibling by dialling the opulence factor up to 11 with unique 20-inch alloy wheels, bespoke two-tone grille, silver ‘Platinum’ bonnet lettering, silk chrome exterior trim and Matrix LED headlights.

The tub has a damped tailgate and is fitted with a power roller shutter along with Ford’s innovative Flexible Rack System, which has cross members integrated into the roof rails and a sliding sail plane with a pop-up roof rack that allows owners to carry long items (up to 80kg) such as ladders, timber or sporting equipment like kayaks and surf skis.

Inside the cabin, occupants are cosseted in quilted and perforated leather upholstery with 10-way power adjustable front seats that are heated and ventilated and premium floor mats. There’s also a 12.4-inch digital instrument cluster and 12.4-inch infotainment interface, a heated steering wheel, a smattering of ‘Platinum’ logos, an auxiliary switch bank and a B&O premium sound system.

“We’ve seen growth in high-end variants in this segment over recent years, so we challenged ourselves to create a vehicle that provides all of our customer’s wants and needs,” Ford Australia president and CEO Andrew Birkic said.

“Ranger Platinum gives customers the chance to have their cake and eat it too; they get the next-gen Ranger’s inherent capability with a serious dose of class and sophistication.”

Unlike the rest of the mid- to high-end Ranger variants which are offered with the choice of four-cylinder or six-cylinder power, the Platinum will be exclusively powered by the 184kW/600Nm ‘Lion’ 3.0-litre turbo-diesel V6, mirroring the corresponding Everest Platinum.

All of the usual Ranger paint choices are available, as well as the Everest’s ‘Equinox Bronze’, which is being offered exclusively on the Platinum to underline its position as the most elegant and lavish Ranger variant.

A black roof is fitted as standard on the flagship model, although customers can have it finished in the same colour as the body as a no-cost option – one of just two optional extras available, the other being prestige paint (+$700).

Ford Ranger chief engineer Ian Foston said the Ranger Platinum was aimed at “owners who need a work truck that combines both premium luxury for the family, and the flexibility of a work truck for their business”.

“We’ve really focused on creating a premium exterior and gold-class interior experience with Ranger Platinum,” he said.

The emergence of the Platinum is a strategic defence from Ford in the lead-up to the launch of the closely-related Volkswagen Amarok line-up, which will be in Australia with a pair of flagships – the off-road oriented PanAmericana (based on Wildtrak) and the road-biased Aventura (Platinum).

How much does the 2023 Ford Ranger cost?

• XL 4x2 Single CC 2.0L SiT – $36,180
• XL 4x2 Super CC 2.0L SiT – $38,430
• XL 4x2 Double CC 2.0L SiT – $40,680
• XL 4x2 Double PU 2.0L SiT – $42,580
• XLS 4x2 Double PU 2.0L BiT – $47,130
• XL 4x2 Single CC 2.0L BiT – $47,280
• XL 4x4 Double CC 2.0L SiT – $48,280
• XL 4x2 Super CC 2.0L BiT – $49,780
• XL 4x4 Double PU 2.0L SiT – $50,180
• XL 4x4 Super PU 2.0L BiT – $51,680
• XL 4x4 Double CC 2.0L BiT – $51,780
• XL 4x4 Double PU 2.0L BiT – $53,680
• XLS 4x4 Double PU 2.0L BiT – $54,730
• XLT 4x2 Double PU 2.0L BiT – $54,790
• XLT 4x4 Super PU 2.0L BiT – $59,990
• XLT 4x4 Double PU 2.0L BiT – $61,990
• XLT 4x4 Double CC 3.0L V6 – $63,290
• XLT 4x4 Double PU 3.0L V6 – $65,190
• Sport 4x4 Double PU 2.0L BiT – $64,490
• Sport 4x4 Double PU 3.0L V6 – $67,690
• Wildtrak 4x4 Double PU 2.0L BiT – $67,990
• Wildtrak 4x4 Double PU 3.0L V6 – $71,190
• Platinum 4x4 Double U 3.0L V6 – $76,990
• Raptor 4x4 Double PU 3.0L V6 EcoBoost – $86,790

*All prices exclude on-road costs

 

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 Sam Charlwood, carsales.com.au

The days of dirty diesel-powered family SUVs are done and dusted. As more Australian families are parking high-riding wagons in their driveways than ever before, consumer tastes are changing.

The large SUV segment was once almost exclusively the domain of diesel-engined models, but car makers are turning away from oil burners and transplanting cleaner, greener petrol-electric hybrid powertrains in their place.

For Hyundai, the introduction of the Santa Fe Hybrid is a big occasion. It’s the South Korean brand’s first hybrid SUV and comes with excellent on-paper credentials that should be appealing to suburban Aussie families with an eco-friendly conscious.

So, how does the hybrid compare as an everyday family SUV? Let’s find out…

Hybrid comes at a premium

Hyundai has taken a premium approach with the arrival of the Santa Fe Hybrid, which is only offered in upper-spec Elite and Highlander model grades.

As such, the petrol-electric Santa Fe Hybrid range starts at $63,000 plus on-road costs for the Elite and jumps to $69,550 plus on-road costs for the flagship Highlander.

Those prices account for a $3000 premium over existing Santa Fe diesel options and a $6500 premium on the front-drive Santa Fe V6 petrol.

That said, Hyundai has undercut the closely related Kia Sorento Hybrid by $3750 at base level and comes with the bonus inclusion of all-wheel drive as standard (although Hyundai has no answer for the new $81K-plus Sorento plug-in hybrid).

The like-for-like comparison between the Kia Sorento Hybrid GT-Line and flagship Hyundai Santa Fe Hybrid Highlander is closer though, with the Kia costing just $200 more.

Conversely, Toyota’s popular three-grade Kluger Hybrid range opens at $54,150 plus on-road costs.

Mirror, mirror

Apart from what’s under the bonnet, the 2022 Hyundai Santa Fe Hybrid essentially mirrors the specifications of the regular Santa Fe range.

Visually, there are very few subtle cues to differentiate the hybrid models: some tell-tale badging on the tailgate and the introduction of uniquely designed aero-friendly five-spoke 19-inch alloy wheels.

Otherwise, standard specifications on the Elite grade extend to leather upholstery, a powered tailgate, dual-zone climate control, full exterior LED lighting, auto-dimming rear-view mirror and heated front seats.

Stepping up the Highlander adds premium Nappa leather, ambient lighting, a panoramic glass sunroof, heated and ventilated front seats, heated rear outboard seats, remote park assist, blind-spot view monitor and an optional (no-cost) new six-seat layout reserved exclusively for the top-spec hybrid.

We’ll get to the infotainment details further below.

The Santa Fe is backed by Hyundai Australia’s five-year/unlimited-kilometre warranty, while the battery is backed by a separate eight-year/160,000km term.

Hyundai has yet to outline exact servicing costs but confirms the Santa Fe Hybrid is subject to shorter 10,000km (and 12-month) servicing intervals. That compares with 12 month/15,000km intervals for other models.

Safe cracked

The 2022 Hyundai Santa Fe range comes with a five-star ANCAP safety rating from 2018, but the new hybrid version isn’t officially included in that rating due to the unique powertrain configuration.

But the new model offers the same comprehensive suite of safety aids as regular models, including forward collision avoidance assist (AEB) with junction turning assist, lane following assist, multi-collision braking, rear-cross traffic alert, parking collision avoidance assist, blind spot view monitor, safe exit assist, rear occupant alert, driver attention warning with leading vehicle departure alert and adaptive cruise control.

There are also seven airbags, including a front centre side airbag. However, as it is with the Santa Fe’s sister model, the Kia Sorento, third-row occupants do not get full airbag coverage with the side curtains only extending across the glass and not the roof pillar.

Digital age

Both the Elite and Highlander grades of the Santa Fe Hybrid get a 10.25-inch infotainment system with DAB digital radio, satellite-navigation and smartphone mirroring, plus a premium Harman Kardon sound system.

The caveat with the smartphone mirroring function is that it is only via a wired connection; lesser variants of the Santa Fe offer a cordless connectivity option.

Over the Elite grade, the Santa Fe Hybrid Highlander adds a 12.3-inch digital instrument cluster and head-up display.

Handily, both grades offer a ‘Driver Talk’ feature, which uses a high-definition microphone and the Santa Fe’s audio system to allow the driver to speak to rear occupants without raising their voice.

No compromise on space

The Hybrid’s interior presents just like any other Santa Fe and, critically, doesn’t alter with the interior proportions.

That’s good news, because the cabin is cleverly packaged, comfortable, has a premium ambience with quality materials, a practical design and loads of incidental storage.

Up front, the 10.25-inch touch screen display and digital instrument cluster are easy to use, intuitive and fast with their reaction speeds.

We also appreciate the array of buttons and switchgear to control basic functions – which are simple and seamless to navigate on the move – plus the fitment of a huge open storage area underneath, replete with charging points in the middle of the transmission tunnel.

The Santa Fe’s second row offers excellent proportions for little ones or adults alike, especially in our test vehicle which was fitted with the no-cost optional six-seat layout (with two captain’s chairs instead of a bench seat) that theoretically provides a walk-through (read: crawl-through) passage to the third row. The rear seat is serviced by separate air-vents, sunshades integrated into the door cards, USB ports and cup-holders.

The second-row seat’s fore-aft sliding adjustment is another boon, allowing occupants to prioritise respective leg space or boot space.

The adjustability is probably just as well, as the Santa Fe doesn’t quite match its seven-seat SUV rivals where third-row space is concerned. Rather, this is more of an occasional seven-seater, the kind you’d use when a child’s friend stays to visit.

Even though the rear-most bleachers are serviced by air-vents, cup-holders and separate power outlets, the smaller proportions and lack of full airbag coverage are key concerns.

Otherwise, the generous 571-litre boot offers ample room for a couple of full-size suitcases or a designer pram, together with a flat floor, quick-fold buttons to stow the second row and a large loading aperture.

The Santa Fe’s inclusion of a full-size spare wheel underneath is another noteworthy inclusion, and surprisingly uncommon in this space – especially considering the space required for the battery pack.

It’s all hidden

The biggest differences are under the skin with the petrol-electric powertrain.

The 2022 Hyundai Santa Fe Hybrid combines a 132kW/265Nm 1.6-litre turbo-petrol four-cylinder engine with a six-speed automatic transmission and a 44kW electric motor for combined outputs of 169kW of power and 350Nm of torque.

The electric motor draws current from a small 1.49kWh lithium-ion battery mounted at the rear.

Crucially, this is a closed-loop parallel (plugless) hybrid system, so there is no recharging from a power socket. Like the Kluger Hybrid, the Santa Fe Hybrid captures energy on the move and under braking to recharge its small battery, which provides electrical assistance to the petrol engine as required.

Hyundai hasn’t published any performance claims for the electrified seven-seat SUV but has confirmed a significantly reduced maximum braked towing capacity of 1650kg (with 100kg down weight on the tow ball) compared to the 2500kg figures of the petrol and diesel versions, which is in line with its Sorento Hybrid cousin.

Similarly, the Santa Fe Hybrid isn’t rated to carry a load on its roof, whereas the diesel version offers a 100kg rating.

The Hybrid model combines a familiar MacPherson strut front suspension arrangement with a multi-link set-up at the rear. Hyundai engaged with engineers in South Korea to devise a different suspension tune for the hybrid sold in Australia, but unlike other Hyundai models it wasn’t developed on local roads.

A small saving

The 2022 Hyundai Santa Fe Hybrid has an official combined fuel consumption figure of 6.0L/100km – 0.1L/100km lower than the all-paw turbo-diesel (6.1L/100km) and a substantial 4.0L/100km lower than the V6 petrol (10L/100km).

CO2 emissions are pegged at a portfolio-leading 137g/km.

Uniquely hybrid

The hybrid-ness of the Santa Fe imparts a different kind of driving experience compared to its more conventionally powered models.

As with Toyota’s longstanding hybrid technology, the electric motor does much of the heavy lifting when accelerating from a standstill and during light throttle loads. This creates an element of serenity inside the cabin at low speeds that is a small and welcome departure from Hyundai’s existing diesel and petrol Santa Fe options.

Equally, the steering is light at low speeds and the key controls are nicely tuned to offer adequate weighting and feedback. A relatively tight 11.4-metre turning circle and just 2.53 turns lock-to-lock team nicely with the Santa Fe’s relatively compact 4.78-metre length to provide easy navigation through car parks, tight spaces and during inner-city driving.

An earnest prod of the accelerator pedal is all it takes to activate the petrol motor, and it does so quite intuitively and smoothly. With both motors operating together, the Santa Fe Hybrid can build speed deceptively quickly around town, cleverly maximising the propulsion available from electric and petrol power sources as required.

Ultimately, the 1.6-litre powertrain doesn’t quite offer the same level of low-rev pulling power as its diesel stablemate and becomes a little thrashy in its sound as you approach the upper reaches of the dial. Similarly, the older-style six-speed automatic transmission doesn’t deliver the same expediency in its shifts as Hyundai’s other gearbox options.

It’s not gutless, but it does require a little forethought when planning overtaking manoeuvres and building to highway speeds.

Elsewhere, the Hybrid delivers many of the same driving traits of the regular Santa Fe range, including a secure and surefooted demeanour on the road and excellent driver safety aids (with the exception of the lane keep assist, which is a little intrusive but easy enough to turn off).

On first impression, we’d say the hybrid feels a little more sensitive to small-amplitude bumps than its diesel stablemate, reflecting its 40kg heavier kerb mass (about 1.9 tonnes). But it recovers nicely from larger bumps in the road and feels controlled, with only an occasional thud over harsher obstacles.

Conversely, the hybrid feels lighter over its nose, a trait which endows more confident directional changes and a slightly more attentive character on a winding road.

Fuel use? We managed a respectable 6.5L/100km on test – mostly unladen in a mix of conditions – which is only marginally above the claim.

Off the blacktop

If you want a little adventure, the 2022 Hyundai Santa Fe Hybrid can take you off the beaten path onto unsealed, light sand and gravel surfaces, armed with a Terrain Mode which can tailor parameters for engine and braking control and torque vectoring across Snow, Mud or Sand settings.

However, the Santa Fe Hybrid only has 176mm of ground clearance which will limit how far you can go beyond the Black Stump.

City Slick

So, does the Santa Fe Hybrid usher in a new age good enough to make diesel redundant?

Well, that depends on what you need your family SUV to do and where you live. For suburban families or those who err towards short commutes, it’s a welcome and efficient new real-world option.

But for those that live out of town (your correspondent included) or often drive long distances on the highway, the diesel’s superior torque delivery, greater towing capacity, lower purchase price and longer service intervals still make it the variant to have.

2022 Hyundai Santa Fe Hybrid Highlander at a glance:

Price:  $69,550 (plus on-road costs)	Transmission:  Six-speed automatic transmission
Available:  Now	Fuel:  6.0L/100km (ADR Combined)
Powertrain:  1.6-litre four-cylinder petrol-electric	CO2: 137g/km (ADR Combined)
Output: 132kW/265Nm (electric motor: 44kW/264Nm)	Safety rating:  Five-star (ANCAP 2018)
Combined output: 169kW/350Nm

 

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 Toby Hagon, carsales.com.au

Big business could help make electric cars more affordable, according to Volkswagen.

The German brand is set to introduce its first battery-powered vehicle, the ID.4 mid-sized SUV, to Australia late next year and claims it has already received considerable interest from fleet buyers looking to lower the carbon footprint of businesses.

If the demand for zero emission fleet deals is real, Volkswagen says it could bolster a business case for more affordable, higher volume models in the future.

“We still do get fleet inquiries on EV – when are we bringing them in, how many can we have – so we know that demand is there,” said Volkswagen Australia head of product for passenger vehicles, Michelle Rowney.

In confirming details of the upcoming ID.4 and its coupe-inspired ID.5 sibling, Volkswagen said it would start its EV rollout with the highly specified ID.4 Pro Performance.

Built on a brand-new, dedicated EV platform known as MEB, the ID.4 Pro will be fitted with the largest capacity 82kWh battery pack that provides a WLTP driving range of 522km – and will come loaded with gear likely to include a panoramic sunroof, head-up display, sports seats and 19-inch alloy wheels.

While pricing is yet to be confirmed, Volkswagen says the cutting-edge EV will be priced around the same as top-end versions of the similarly-sized Tiguan mid-size SUV.

“The ID.4 will bring electric performance to a broad customer base with target pricing similar to our most in-demand SUV, the Tiguan 162TSI R-Line,” said Volkswagen Australia brand director Michal Szaniecki.

That would price the ID.4 well under $60,000 and ensure it would take advantage of various state-government EV rebates and incentives available in most parts of the country.

Set to join the ID.4 Pro is a range-topping GTX model with a more sports focus.

Of course, the ID.4 isn’t the only EV confirmed to arrive as part of the Volkswagen Group Australia onslaught, with sister brand Cupra is planning to release its Born electric hatch by mid-2023 while Skoda is hoping to have the Enyaq iV – the ID.4’s sister model – in the market by early 2024.

And the ID.4 also isn’t the only product coming from the Volkswagen brand’s own fast-expanding ID family.

“Arriving at the same time will be the coupe-style ID.5 with pricing similar to a Tiguan R, enabling customers to alternatively pick an even more design-focused BEV,” said Szaniecki.

The Tiguan R sells from $68,990, providing an indication of the positioning of the ID.5.

If that pricing is realised – keeping in mind that high inflation and price rises that have hit every brand over the past two years provide an uncertain backdrop for cars that are still 12 months or more away – it would set the ID.4 and ID.5 up to undercut key rivals such as the Hyundai IONIQ 5, Kia EV6 and Tesla Model Y.

But more affordable ID.4 models are on the way, with Rowney confirming at least one cheaper version “will closely follow” the late 2023 arrival of the original ID.4.

The obvious option is the ID.4 Pure Performance, which gets a more basic level of performance and a smaller 55kWh battery with a claimed WLTP range of 345km.

Volkswagen is evaluating the ID.4 Pure Performance as a model that “takes on a key role during discussions with fleet and government agencies”.

But any expansion of the initial ID.4 range will have to wait for the facelifted model, which is expected to be unveiled globally in 2024.

It’s only then that the ID.4 is likely to sell in bigger numbers locally. Indeed, ID.4 sales will start off slow compared with the boom of the Tesla Model Y, which in September 2022 was the top selling SUV in the country.

Blame it on supply – something that has taken its toll on Volkswagen sales in recent times.

Volkswagen Australia expects to get at least 3000 to 4000 ID.4s to sell in 2024 – but there are plans to ramp up dramatically after that, with Rowney confirming the company is targeting to beat Tesla.

“Our goal is that we will outsell them [Tesla],” she says. “We are a volume brand and that’s what we want to do.

“We don’t look at [ID.4] as it sits in that little EV segment; it sits in the medium SUV segment, it suits the needs of a family car, it suits the needs of that segment.”

 

Disclaimer: Images supplied by Volkswagen 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 Fean Torr, carsales.com.au

Aussies are in love with modern dual-cab utes that can do it all. But they can’t do everything, especially for bigger families that require more seats or more space.

Which is why the Mitsubishi Pajero Sport is one of the most popular family SUVs in the country, providing the same mix of urban, towing and off-road abilities as the Triton dual cab ute on which it is based but offering more versatility for carting kids rather than tools.

It’s getting on its lifecycle, but the Pajero Sport – tested here in mid-series GLS grade – still has a lot going for it.\

Sweet Spot

The 2022 Mitsubishi Pajero Sport GLS 4x4 is the top-selling model in the triple-diamond brand’s seven-seat family SUV range, largely because it hits a sweet spot in terms of price and equipment.

Priced at $54,190 plus on-road costs, the Thai-built Pajero Sport GLS undercuts similarly rugged 4x4 ute-based seven-seat SUVs such as the new-generation Ford Everest Trend (from $65,290 plus ORCs), Isuzu MU-X LS-U ($61,400 plus ORCs) and Toyota Fortuner GXL ($55,085 plus ORCs).

For those that may not need as much off-road ability, the Pajero Sport GLS can also be had in a rear-wheel drive configuration for $5000 less.

Despite this third generation Pajero Sport being one of the oldest vehicles in its segment, having been first introduced in 2015, you still get plenty of modern features thanks to significant updates throughout its lifecycle.

Featured value

Some of the headline exterior features on the 2022 Mitsubishi Pajero Sport GLS include 18-inch alloy wheels, roof rails, tinted windows and side steps for improved ingress and egress.

Inside the cabin, you’ll find manually adjustable cloth seats, dual-zone climate control and air vents for all three seat rows, as well as a reasonable six-speaker audio system with AM, FM and digital radio outputs, push-button engine start and keyless entry via a smart key fob.

A powered tailgate is part of the GLS package, along with three 12V power sockets (one for each seat row) plus three USB-A ports (but not USB-C) across the first and second rows. The spec sheet says the steering wheel and gear shifter are wrapped in leather, but they feel more like vinyl.

If you want power-operated leather-appointed seats you’ll need to splash out extra cash ($2250) for the optional deluxe pack, which also brings front and side cameras for 360-degree surround view parking and off-roading vision.

Our test vehicle didn’t have the deluxe pack but was fitted with rubber floor mats front and rear ($166) and boot liner ($205), plus a Redarc electric brake controller with harness ($679) and tow bar kit ($1386).

Together with its White Diamond pearl metallic exterior paint ($940), the total price as tested came to $57,566 plus on-road costs.

The Mitsubishi Pajero Sport is covered by a five-year/100,000km factory warranty (and 12 months’ free roadside assistance), which can extend to 10 years/200,000km if you have the vehicle serviced at an authorised dealer for the duration.

Service intervals are set at 12 months or 15,000km, whichever occurs first, with an average annual cost of $599, which is slightly more expensive than the $520 annual cost to service a rival Toyota Fortuner.

Across the 10-year capped-price service period though, you’ll spend $5990 for scheduled maintenance, which is competitive.

Missing pieces

The 2022 Mitsubishi Pajero Sport GLS comes standard with seven airbags, autonomous emergency braking (AEB) – operating at city speeds only – auto-levelling LED headlights and adaptive cruise control.

It’s got a blind spot monitoring system, rear cross traffic alert and a low-resolution reversing camera, along with a self-dimming rear-view mirror and an electric park brake with auto hold.

Things like automatic headlights and wipers are nice touches, but it misses some of the advanced features available on newer models such as lane keep assistance/warning, traffic sign recognition and driver attention monitoring.

The Mitsubishi Pajero Sport was awarded a five-star ANCAP safety rating when it was launched in 2015, and a significant safety update was introduced in 2020 as part of a mid-life upgrade.

Showing its age

The 2022 Mitsubishi Pajero Sport GLS is starting to show its age when it comes to the latest in technology.

The 8.0-inch central touchscreen isn’t massive and the native menu system is dated and lacks depth, but it has crisp graphics and the TomTom navigation is better than most factory systems.

You can plug in your smartphone for Apple CarPlay/Android Auto functionality which makes life easier, although there’s only USB-A ports in the car so your phone won’t charge rapidly.

There’s no head-up display, and unlike newer SUVs such as the Ford Everest, a fully digital driver’s display is not available so you get old school twin analogue dials.

That said, the compact digital trip computer in between them has plenty of useful info and options.

The multifunction steering wheel is festooned with buttons which offer logical access to key functions and there’s a handy 220V AC power point plus separate fan controls for the second row.

Rough around the edges

Just like its donor vehicle, the Mitsubishi Triton dual-cab ute, the 2022 Mitsubishi Pajero Sport GLS 4x4 is powered by a 2.4-litre four-cylinder turbo-diesel engine, driving the rear or all four wheels through a conventional eight-speed automatic transmission.

Peak power is rated at 133kW, while maximum torque of 430Nm is achieved at 2500rpm, which is enough gristle to tow a 3100kg braked trailer, or a 750kg unbraked carriage.

The engine is a little rough around the edges, producing a clattery soundtrack under heavy loads and turbo lag when accelerating.

On the plus side, the 2022 Mitsubishi Pajero Sport GLS 4x4 is a reasonably efficient family hauler, and while we couldn’t achieve the manufacturer’s lab-tested claims of 8.0L/100km on average, we managed 9.3L/100km over seven days of driving on freeways, in the suburbs and some fairly challenging off-road tracks.

Jack of all trades

The 2022 Mitsubishi Pajero Sport GLS 4x4 doesn’t handle or ride as keenly or smoothly as some of its newer rivals and feels a bit lethargic at times, but nor does it feel as agricultural as the Triton ute on which it’s based.

The ride comfort is pretty good, with the Pajero Sport sailing over cut-up country roads amiably, but refinement levels leave a lot to be desired.

Wind noise around the mirrors and roof can get pretty intrusive at highway speeds, while the diesel engine is very rattly at idle and makes a fair old racket accelerating from standstill.

Even so, the Pajero Sport is a good cruiser and will effortlessly eat-up long distances while also being a competent tow vehicle.

The ultra-light steering and reasonable (for a big SUV) 11m turning circle makes it a surprisingly comfortable urban navigator, and the jacked-up ride height gives you excellent forward and side vision.

It’s a good school drop-off machine on one hand, but also a capable adventurer.

Off the beaten path

We took the 2022 Mitsubishi Pajero Sport GLS 4x4 across our usual off-road haunt. With 218mm of ground clearance it gives you confidence to drop into lairy ruts, however we did scrape the undercarriage a couple of times. Let’s put that down to operator arrogance.

More sophisticated than a basic part-time four-wheel drive system found on some of its rivals, the ‘Super Select II’ 4x4 system allows the driver to engage full-time 4WD on any road surface, which is handy when it’s pouring rain or if you’re driving on gravel roads.

Two-wheel drive (RWD) high range is best used for cruising and urban driving to save fuel.

You can also select 4WD high and low range with a locked centre differential, which improves traction when tackling challenging off-roading environments. There’s even a locking rear diff, providing plenty of options should any of the wheels struggle for traction on slippery surfaces.

Hill descent control is also offered, which acts like a cruise control when driving down steep hills, along with selectable off-road modes: Gravel, Mud/Snow, Sand and Rock.

The road-biased Toyo A32 Open Country tyres have been developed specifically for the Pajero Sport but are not amazing in rugged off-road conditions. However, after a few hours of bush-bashing across some tricky obstacles there wasn’t much that really stumped it.

Using the 4WD low setting and locking the centre diff saw it clamber its way up some steep climbs, and the generous mid-range torque from the diesel engine and glut of low-end grunt conspire to create an assertive off-roader.

Sign of the times

The interior of the 2022 Mitsubishi Pajero Sport GLS 4x4 is nothing special and looks and feels a little dated.

But it is spacious, practical and durable, which are probably more important to many family buyers than swoopy avant-garde dashboard design.

The elevated second-row seats cut into headroom for adults but legroom is decent. You also get diagonally mounted grab handles that make climbing into the high-riding SUV much easier for kids and shorties.

There are twin USB-A ports and even a 220V/150W household power point in the back seat, along with twin ISOFIX child seat anchorages and triple top tether strap points.

GLS models get seven seats as standard, with the third row suitable for small kids, but bigger humans will struggle for legroom.

The boot has loads of flexibility, and if you fold down the second and third rows you get almost 1.6 metres of cargo length.

Boot space is rated at 131 litres with all three rows in place, rising to 502 litres with the third-row seats stowed and up to 1488 litres with both rear seat rows folded down.

There’s also a full-size spare alloy wheel slung under the rear to save boot space.

Hard to ignore

For one of the older models in its class, the 2022 Mitsubishi Pajero Sport GLS 4x4 still performs admirably.

It may not be the most stylish or innovative seven-seat family SUV available, but it drives well – both on- and off-road – and offers excellent value and the long warranty (albeit with some strings attached) makes the Mitsubishi hard to ignore and well worth taking for a test drive.

First impressions weren’t great, but as our week-long test wore on and more kilometres were clocked up, we really warmed to the Pajero Sport GLS.

It’s reasonably well equipped, has more flexibility than an Olympic gymnast, and while there are fresher, more advanced ute-based SUVs out there, the value equation makes the Pajero Sport one to consider.

2022 Mitsubishi Pajero Sport GLS 4x4 at a glance:

Price:  $54,190 (plus on-road costs)	Transmission:  Eight-speed automatic
Available:  Now	Fuel:  8.0L/100km (ADR Combined)
Engine:  2.4-litre four-cylinder turbo-diesel	C02:  212g/km (ADR Combined)
Output: 133kW/430Nm	Safety rating:  Five-star (ANCAP 2015)

 

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 Toby Hagon, carsales.com.au

Volvo is charging quickly towards a fully electrified future. The Swedish brand confirmed recently it will only sell battery-powered vehicles in Australia from 2026 and started building its range with the XC40 Recharge compact SUV last year.

Now, it has added a second electric model with the C40 Recharge, which utilises the same architecture as the XC40 and the closely related Polestar 2 but brings a unique coupe-style body style to the compact SUV.

It is the first Volvo variant to be exclusively available as an electric vehicle only, and its environmental credentials are backed by an emphasis on sustainability with no leather interior options available.

The start of a new era

The 2022 Volvo C40 Recharge is available in two model grades, each defined by the number of electric motors: an entry-level version with a single and a higher-spec variant with a dual motor configuration.

The official names for each are C40 Recharge Pure Electric Single Motor and C40 Recharge Pure Electric Twin respectively, although for brevity we’ll shorten it throughout this review.

The single-motor model is priced from $74,990 plus on-road costs, which is $2000 more than more conventional Volvo XC40 equivalent.

The dual-motor version sells from $82,490 plus ORCs and brings some extra gear, as well as the additional electric motor.

Servicing is required every two years or 30,000km and Volvo covers the cost for the first three years or 100,000km. Adding an additional two years of coverage – and extending the kilometre coverage to 150,000km – costs another $1000.

The C40 is covered by a five-year/unlimited-kilometre warranty. The high-voltage battery has a separate warranty that applies for eight years and 160,000km, which guarantees at least 70 per cent of the original capacity will be in play after that time.

It’s in the details

Both 2022 Volvo C40 Recharge model share the same basic body style, with wheels and details providing the visual differentiation. Much of the equipment mimics that in the XC40 that is closely related to the C40.

Standard equipment for the Volvo C40 Recharge includes smart key entry, panoramic sunroof, powered tailgate, dual-zone ventilation, heated front and rear seats, power-adjustable front seats, wireless phone charging, adaptive cruise control and 19-inch alloy wheels with tyre pressure monitors.

The dual-motor version adds 20-inch alloy wheels, a 360-degree camera, 13-speaker Harman Kardon sound system with subwoofer and various trim changes, including Fusion Microtech and Textile upholstery.

Both also include a home charging portable cable that plugs into a regular power point. There’s no spare tyre, with a repair kit beneath the boot floor.

The only option on each is the colour, with all eight choices available at the standard price.

At the forefront of safety

The 2022 Volvo C40 Recharge comes with airbag protection for all of its occupants – front, front side, centre front, side curtain and a knee airbag for the driver.

There’s also a comprehensive suite of advanced safety technology, including adaptive cruise control, rear crash warning, blind spot warning, rear cross traffic alert and autonomous emergency braking (AEB), the latter only operating when driving forwards, not in reverse.

There’s also pre-collision warning that flashes lights to try to get the attention of an approaching vehicle and prepares the seat belts and brake hold to minimise injuries in a rear impact.

The crash protection and safety assist systems earned the C40 Recharge a five-star ANCAP rating tested against the 2022 criteria.

Creature comforts

The 2022 Volvo C40 Recharge is loaded with the latest in comfort and convenience technologies. The driver is greeted by a 12.3-inch digital instrument cluster that can be tweaked using a simple collection of buttons on the steering wheel.

Various parameters can slot between the speedo and power gauge, including the navigation display which is handy and allows the separate 9.0-inch centre screen to control the infotainment features.

Both utilise the Google-based Android Automotive operating system, which incorporates Google Maps and Google Assistant as part of a data plan that is included for the first four years of ownership (beyond that there’s a subscription).

There are four USB-C ports – two up front and two in the rear – to keep mobile devices charged up.

One or two?

The entry-level C40 Recharge Pure Electric is powered by a 170kW/330Nm electric motor that drives the front wheels and is provided electricity from a 69kWh battery pack with a useable capacity of 67kWh.

If you opt for the dual motor C40 Recharge Twin Pure Electric you get another motor powering the rear wheels, providing it with all-wheel drive, plus combined outputs of 300kW and 660Nm, which is good enough to acceleration from 0-100km/h in a claimed 4.7 seconds.

The 2022 Volvo C40 Recharge is claimed to travel up to 434km on a charge for the single-motor model, according to the WLTP standard, with average electricity use claimed at 16.8kWh per 100km (using the less accurate ADR standard).

The dual-motor model has a larger battery – with a useable capacity of 75kWh – but its heavier body and delivering power to two motors means the range is slightly less, claimed at 420km (WLTP). ADR electricity use is claimed at 22.2kWh/100km.

Both can charge on a home AC charger at up to 11kW, with the single motor variant taking around 34 hours to fully recharge while the dual-motor would be more like 38 hours.

A higher voltage AC wallbox charger will lower those charge times to as little as 6.5 hours and seven hours respectively.

Faster DC charging can be done at up to 150kW, which Volvo says will provide a 10-80 per cent charge in as little as 32 minutes for the single-motor and 40 minutes for the dual-motor.

On the charge

Not unsurprisingly considering all that differentiates the C40 from the XC40 is its coupe-style body shape, it drives and performs in much the same way.

For the C40 Recharge Single Motor that means respectable acceleration, albeit without the initial surge some may yearn for.

Having 330Nm channelled through the front wheels occasionally has the steering wheel tugging gently to one side with torque steer when accelerating hard. But it’s generally well behaved and has the dynamic nous to match its sporty looks.

Decent 19-inch Pirelli tyres deliver plenty of traction and it sits nicely in corners.

The ride is more compliant than a Polestar 2 and it does a decent job of dealing with road imperfections. Larger bumps will occasionally jar into the cabin in response, although it settles swiftly.

Stepping up to the 20-inch wheels of the dual-motor means it more obviously transmits the occasional sharp edge into the cabin. There’s also increased tyre noise and low-speed suspension noise over bumps. It’s no deal breaker, but it’s not as silent as some.

The obvious improvement for the dual motor is performance. There’s a lot more urgency off the line and driving through all four wheels adds a greater sense of security that in turn dials up the fun factor. It’s as brisk as a hot hatch, making for plenty of smiles.

But utilise all that extra punch and the chassis occasionally struggles with the excitement, leaning on its front wheels as the pace ramps up.

That’s hardly an issue around the suburbs but it’s more point-and-shoot than a car that deeply tickles the dynamic senses.

While the 2022 Volvo C40 Recharge is being pitched as an SUV, it’s not an off-roader.

In dual-motor guise, it’ll tackle slippery surfaces such as snow or gravel with added confidence. But it’s not designed to venture far from the blacktop. The lack of a spare tyre reinforces that.

How Swede it is

Even though there is plenty of XC40 in in the 2022 Volvo C40’s cabin, there is also some key differentiators.

The trims and finishes, for example, are unique to the C40, which is all part its appeal to eco conscious buyers.

Tradition has to some extent been sidelined, with a strip across the dash and bleeding into the doors featuring an interesting rubber finish that looks like a stylised Swedish map, with place names to match.

The dual motor changes it up with what looks like a topographic map finished in black plastic. It won’t suit all tastes, but in some ways it’s refreshingly different.

Metal highlights blend nicely with dark plastics for a simple but classy appearance. And the soft door tops are a convincing alternative to leather. Not quite as convincing though is the steering wheel which looks and feels like the real deal but doesn’t match the premium presentation elsewhere.

While Volvo is sprouting the C40 as the brand’s first dedicated EV, there’s still the DNA of a conventional car beneath that can’t be ignored.

That is most obvious in the back seat, where a sizeable hump robs the middle occupant of foot space.

Those in the back will also notice less headroom than the impressively spacious XC40; that’s the compromise of style with that sloping roof.

The roofline also takes its toll on boot space relative to the XC40. The 489-litre capacity is about 15 per cent less than its more traditional SUV sibling.

But there’s a 60/40-split folding rear seat function and some underfloor storage, which pairs with the binnacle under the boot as a hidey hole for valuables (and the charging cable).

One for the heart

Sitting alongside the XC40 in the showroom means the 2022 Volvo C40 Recharge appeals more to the heart than the head.

It’s more expensive and less practical than its wagon sibling but is otherwise extremely similar.

Like the XC40, the Volvo C40 Recharge mounts a compelling EV case that occupies the more affordable end of the premium segment.

Perhaps its biggest appeal is that, unlike some potential rivals, Volvo looks set to get a steady supply of vehicles, ensuring wait times should be weeks or a couple of months rather than a year or more.

That in itself could be enough to tempt someone into a brand with big EV ambitions.

2022 Volvo C40 Recharge Pure Electric Single Motor at a glance:

Price:  $74,990 (plus on-road costs)	Battery:  69kWh lithium-ion (67kWh useable)
Available:  Now	Range:  434km (WLTP)
Powertrain:  Single permanent magnet synchronous motor	Energy consumption:  16.8kWh/100km (ADR)
Output: 170kW/330Nm	Safety rating:  Five-star (ANCAP 2022)
Transmission: Single-speed reduction gear

 

2022 Volvo C40 Recharge Pure Electric Twin at a glance:

Price:  $82,490 (plus on-road costs)	Battery:  78kWh lithium-ion (75kWh useable)
Available:  Now	Range:  420km (WLTP)
Powertrain:  Two permanent magnet synchronous motors	Energy consumption:  22.2kWh/100km (ADR)
Output: 300kW/660Nm	Safety rating:  Five-star (ANCAP 2022)
Transmission: Single-speed reduction gear

 

Disclaimer: Images supplied by Volvo 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 Callum Hunter, carsales.com.au

Australians are set to get more for their money with the upgraded 2023 Isuzu D-max ute.

The Japanese brand has outlined a raft of changes to its popular ute range, with three new SX variants, cosmetic tweaks across the board and revised specifications to some of the most popular models. And, best of all, they arrive without any changes to the recommended retail prices.

This means the SX Single Cab Chassis 4x2 with a 1.9-litre engine and manual transmission remains the entry ticket to the range with $31,990 drive-away sticker price, while the flagship X-Terrain continues on at $64,990 drive-away under the company’s special promotional pricing model.

Starting with the range-wide upgrades, all MY23 D-MAX variants have been treated to a revised front grille design which the brand says has been moulded to better suit the bonnet creases and chiselled front fascia.

The two upper slats have also been recoloured depending on the trim level, with each grade getting its own unique two-tone combination – black-on-black for SX, black and grey for LS-M, grey and chrome for LS-U and LS-U+, and dark grey-on-grey for X-Terrain.

A more subtle change is the adoption of grey foglight bezels on variants fitted with LEDs – a detail mirrored at the rear of the vehicles with grey tail-light surrounds.

The external tweaks are complimented by a batch of new variant-specific alloy wheel designs on all grades bar the base SX in response to customer feedback, which also led to the inclusion of the previously optional tailgate assist function as standard on all ute variants.

A few changes have been made inside the cabins too, with SX Crew Cabs scoring an extra USB port and the LS-M, LS-U, LS-U+ and X-Terrain all featuring updated upholstery finishes as well as the option of a new Moonstone White Pearl body colour.

Neptune Blue Mica has been added to the colour palette of the entire range, and the X-Terrain goes one better and scores another bespoke colour in Granite Grey metallic.

One critical update for caravanners and tradies that use a trailer is a revision to the comprehensive suite of advanced safety systems that automatically disables blind spot monitoring and rear cross traffic alert when a trailer is hitched to a genuine, factory-fitted tow bar.

Tyre pressure monitoring has also been added to LS-U, LS-U+ and X-Terrain models.

Having first launched here in mid-2020 with a comprehensive model line-up, the range was further increased in 2022 with choice of the 1.9-litre turbo diesel four-cylinder engine in the SX models and the addition of the feature-packed LS-U+ variant that filled a gap between the LS-U and flagship X-Terrain.

Now the range is set to expand further with the addition of another three SX variants: the SX Crew Cab Chassis 1.9 4x2, SX Crew Cab Ute 1.9 4x2 and the SX Crew Cab Ute 1.9 4x4.

All of the new additions are fitted with the six-speed automatic transmission available across the rest of the D-MAX range.

Isuzu Ute Australia managing director Hiroyasu Sato said the MY23 update was the most significant one made to the D-MAX range since its debut because it brings new variants, new styling and new features.

“In a market where some brands have removed features to meet delivery timeframes, we’ve listened to the feedback from customers and the media and have introduced new features to keep the Isuzu D-MAX towards the top of the segment; features that appeal to the modern ute driver, and the towing and touring adventurer,” he said.

Similar changes have been applied to the related Isuzu MU-X large SUV and both updated models are set to enter local showrooms in December.

How much does the 2023 Isuzu D-MAX cost?

• SX Single Cab Chassis 1.9 4x2 – $32,200 drive-away
• SX Single Cab Chassis 1.9 4x2 (a) – $34,200
• SX Single Cab Chassis 4x2 – $34,200
• SX Single Cab Chassis 4x2 (a) – $36,200
• SX Space Cab Chassis 4x2 (a) – $39,700
• SX Crew Cab Chassis 1.9 4x2 (a) – $40,700
• SX Crew Cab Ute 1.9 4x2 (a) – $42,200
• SX Single Cab Chassis 4x4 – $42,200
• SX Crew Cab Ute 4x2 (a) – $44,200
• SX Single Cab Chassis 4x4 (a) – $44,200
• SX Space Cab Chassis 4x4 – $45,700
• SX Space Cab Chassis 4x4 (a) – $47,700
• SX Crew Cab Chassis 4x4 – $48,700
• SX Crew Cab Ute 1.9 4x4 (a) – $50,200
• SX Crew Cab Ute 4x4 (a) – $52,200
• LS-U Crew Cab Ute 4x2 (a) – $53,000
• LS-M Crew Cab Ute 4x4 – $53,300
• LS-M Crew Cab Chassis 4x4 (a) – $53,800
• LS-M Crew Cab Ute 4x4 (a) – $55,300
• LS-U Space Cab Ute 4x4 (a) – $58,000
• LS-U Crew Cab Ute 4x4 – $59,000
• LS-U Crew Cab Chassis 4x4 (a) – $59,500
• LS-U Crew Cab Ute 4x4 (a) – $61,000
• LS-U+ Crew Cab Ute 4x4 (a) – $63,500
• X-Terrain Crew Cab Ute 4x4 (a) – $64,990 drive-away

* Prices exclude on-road costs unless otherwise indicated

 

Disclaimer: Images supplied by Isuzu UTE 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.