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Understanding your 'adjusted taxable income'
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By Scott Newman, carsales.com.au
The general rule of thumb with electric cars is you can have power and performance or long-distance driving range, but both are mutually exclusive. As battery technology and the development of electric motors continues to advance at a rapid rate, there are now a few rule-breaking EVs that promise both, including the Polestar 2 Long Range Dual Motor.
If you haven’t heard of the Polestar brand yet, it is the dedicated electric car offshoot of iconic Swedish car maker, Volvo, and the 2 – a conventional four door sedan - is the first in a range of zero emission machines to arrive in Australia.
It is available in three model configurations that are clearly designated by their official titles: starting with the Standard Range Single Motor, the mid-spec Long Range Single Motor and the flagship Long Range Dual Motor we’re testing here.
Prices start at a competitive $63,900 plus on-road costs for the entry level Polestar 2, with the Long Range costing from $68,400 (plus ORCs) and the Dual Motor commanding an additional $5000 premium.
We’ve driven the single-motor version and were impressed, so how does the Polestar 2 Long Range Dual Motor, with its potent all-wheel drive powertrain, stack up in Australia’s burgeoning electric car market? Let’s find out.
While the 2022 Polestar 2 Long Range Dual Motor sits atop the range that’s not quite the full story.
The Polestar 2 comes equipped with a decent array of standard equipment, including dual-zone climate control, eco-friendly cloth interior trim, a 12.3-inch digital instrument cluster and an eight-speaker audio system controlled from an 11-inch central colour touchscreen that is the first to utilise a fully integrated Android Auto operating system.
It also comes with autonomous emergency braking, cruise control, lane keeping assistance and seven airbags, including a centre mounted unit that reduces head injuries between occupants in a side impact collision.
However, a key part of Polestar’s pricing strategy to keep the initial cost as low as possible and undercut rivals such as the hugely popular Tesla Model 3, Hyundai Ioniq 5 and Kia EV6, the 2 is available with three option packs.
The $3400 Pilot Pack includes additional advanced driver assistance features such as adaptive cruise control, a 360-degree camera, blind spot assist, cross traffic alert, rear collision warning and LED front lighting.
While Polestar’s desire to keep its EV as affordable as possible is admirable, there’s a strong argument to be made that this critical safety equipment should be made standard.
The $6000 Plus Pack sounds like something you might order at the local fish ’n’ chippery, but it adds plenty of niceties like a full-length panoramic glass roof, a heat pump to reduce energy consumption, and a high quality 13-speaker Harman Kardon stereo.
There’s also WeaveTech vegan upholstery that’s lighter than leather and made primarily from recycled materials, plus fully electric front seats, Black Ash wood interior trim and heating for the rear seats, steering wheel and wiper nozzles for those icy Nordic mornings.
Finally, the $8000 Performance Pack is available only on the Dual Motor 2 and features 20-inch forged wheels, manually adjustable Ohlins suspension dampers, Brembo brake callipers with drilled 375mm front discs and gold details for the callipers, valve caps and seat belts.
Our test car had the works for a grand total of $90,200 plus ORCs – a somewhat steeper ask than the standard $73,200.
That elevates it above the Kia EV6 GT-Line (from $82,990) and Tesla Model 3 Performance (from $84,900), for example, but places the top-shelf Polestar 2 below the forthcoming BMW i4 eDrive40 (from $99,990).
Sales are exclusively online, though Polestar intends to have retail experience spaces in major cities shortly.
Plenty of people will buy, or at least consider, the 2022 Polestar 2 Long Range Dual Motor purely on the strength of its styling. It’s a great-looking thing, though one that defies categorisation.
There are elements of sedan and hatch and SUV without it really being any of the three, hence the application of the generic crossover term.
The interior continues to impress. Those who love glitz and glamour might not agree, but the Polestar’s neat, minimalist design is enhanced by the unusual material choices – wood in place of plastic, and fabric in place of leather. I like it a lot.
One downside of the interior is that because the Polestar 2 doesn’t sit on a bespoke EV platform it’s unable to take advantage of the packaging flexibility battery power affords.
For example, there is a traditional centre console that covers a transmission tunnel, rather than having spare room and large storage spaces like in a Tesla or the Kia EV6 and Hyundai Ioniq 5, which won the 2021 carsales Car of the Year.
Polestar has followed the trend of cramming every possible feature into the central infotainment screen to minimise button count and while, as usual, it’s a step too far in terms of ultimate useability, the speed and layout of the Polestar’s Android-based unit makes it much less of an issue than with some other manufacturers.
Operating much like a Google phone, switching between the various car, climate control and media functions is quick and easy and having high-resolution Google Maps handle the navigation is a real benefit.
This is especially the case as a simple scan of a QR code links the car to your Google account, loading in saved addresses, contacts and more. Combine this with the ability to download apps directly from Google Play onto the vehicle and conventional smartphone mirroring starts to feel a little old hat.
On that front, though, while Apple CarPlay wasn’t available in our particular vehicle at the time of testing, an over-the-air update has added the function to all existing and future customer cars. Wireless charging is standard, along with a pair of USB-C ports.
With the optional Pilot Pack installed, the Polestar’s safety offering is up to date and isn’t as intrusive in day-to-day driving as some others. The only thing worth mentioning is the strange fish-eye lens of the rear-view camera which distorts the image slightly.
Accommodation in the back seats is reasonable, though the optional glass roof limits headroom for those over 180cm tall and the seat itself is quite firm. The door bins are also quite small, but there is a pair of cup holders in the fold-down centre arm rest, another two USB-C ports, air vents and controls for the heated seats.
ISOFIX points are provided on the outer two seats with three top tethers, and there’s a ski port for access to the boot. Cargo space is a reasonable 360L, or 1095L with the rear seats folded, and when you lift the boot floor there’s another 41 litres of cargo room in addition 35L under the bonnet.
Where the 2022 Polestar 2 Long Range Dual Motor differs from its cheaper siblings is, as the name suggests, it has an electric motor on both the front and rear axles.
Together, they produced a combined V8-like output of 300kW and 660Nm, resulting in a claimed 0-100km/h sprint of 4.7sec, at the time of our test. But an over-the-air performance upgrade has since increased outputs to 350kW and 680Nm and lowered the sprint to triple figures to just 4.4sec.
A 78kWh lithium-ion battery provides a claimed 480km of range – obviously heavily depending on your driving style – and charging times are quoted as 24 hours from 0-100 per cent when using a 2.3kW household power outlet, eight hours from 0-100 per cent on a three-phase 7kW AC outlet and 35min from 10-80 per cent on a DC fast-charger.
Public charging still can be an exercise in patience, however, with multiple attempts required on two occasions to get the car, charger and app all speaking the same language. That is not necessarily the fault of the car, but of little consolation when it refuses to start charging.
Nevertheless, once on the move, the top-shelf Polestar 2 offers the smooth, silent experience that makes electric cars such a pleasure to drive.
However, in this case, the edge is taken off by the dull throttle response. A Sport mode to sharpen it up would be greatly appreciated.
It's certainly quick enough to have passengers gasping if caught unawares, though it lacks the explosive punch of the quicker Model 3 variants.
Another area of concern is the 2’s regenerative braking settings. Altering them requires accessing a menu rather than just clicking a paddle, like most other EVs. Even then, the settings need some finetuning.
By having regen braking set to Off, it allows the car to coast freely, which is fine, but Low is really as strong as you’d ever want and Standard is akin to braking with moderately high force. Other manufacturers offer better calibrations.
Surprisingly, the 2022 Polestar 2 Long Range Dual Motor shines when some corners are introduced into the equation. We say ‘surprisingly’ because this mid-size crossover weighs a very substantial 2113kg before adding a driver, which is a good 350-450kg penalty compared to a petrol-powered car of the same size.
There are a number of factors working in the Polestar’s favour. The first is that it carries the majority of that weight down low, helping its centre of gravity; the second is that it wears grippy Continental SportContact6 tyres; and finally, there are those optional Ohlins dampers.
They have been a common inclusion on Polestar-branded Volvo products up until now but they’re arguably even more incongruous in the 2.
Not because they don’t work. In fact, they work brilliantly, controlling the 2’s mass and providing immediate feedback from the road underneath and brilliant body control – the harder the hit, the smoother the reaction.
The trade-off is a firm ride around town, which might not be too bad for a performance-focused driver but passengers might find it a little too harsh and tiring. The dampers are adjustable and can be softened but it’s a manual job that requires taking wheels off and getting your hands dirty, so it’s difficult to see any owner being curious enough to do so.
Still, the focused ride is excusable when the Polestar 2 has genuine handling talent. The steering is a little slow but the combination of strong (albeit hard-working) brakes, plenty of grip and fantastic all-wheel drive traction makes the dual-motor 2 extremely quick on a twisty road.
It is actually quick enough to give most hot hatch drivers a surprise, at the very least. Just don’t expect to get anywhere near that 480km claimed range if you dip into the performance regularly.
There is a lot to like about the 2022 Polestar 2 Long Range Dual Motor. It looks great, inside and out, the Google infotainment is truly excellent, it’s sufficiently practical, easy to drive at a leisurely pace, enjoyable to drive fast and, with those option boxes ticked, has all the kit you’d expect.
It would be nice if some of that equipment was standard – in particular on the safety side – but, equally, the fully-loaded 2 wears its near-$90K price tag quite well.
This only makes it more unfortunate that the Polestar trips up on some of the details.
Its throttle and brake response could use some refining and the firm ride is at odds with the way these cars will be driven most of the time. The built-from-scratch Kia EV6 showcases the Polestar’s shortcomings.
Nevertheless, don’t dismiss the Polestar 2. While it’s not quite a home run, it’s still a very easy car to like and one that’s enjoyable to both drive and be in.
As such, it’s a welcome addition to Australia’s EV club.
| Price: $73,200 plus ORCs ($90,200 plus ORCs as tested) |
Battery: 78kWh lithium-ion |
| Available: Now |
Range: 480km (WLTP) |
| Powertrain: Two asynchronous electric motors |
Energy consumption: 19.4kWh/100km (WLTP) |
| Output: 350kW/680Nm |
Safety rating: Five-star (ANCAP 2022) |
| Transmission: Single-speed reduction gear |
Disclaimer: Images supplied by carsales.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
By Callum Hunter, carsales.com.au
MG has promised to double the number of electric vehicle charging outlets in Australia over the next three years.
According to the Electric Vehicle Council, there are currently around 3000 public electric vehicle chargers across the country.
While that number is expected to increase significantly with substantial investments to improve the EV charging network from the Federal Government, individual state governments and private enterprise, MG is also playing its part.
The Chinese-owned brand announced plans to deliver up to 3000 AC destination chargers over the next three years in Australia and New Zealand as a key element of its Hotel ChargeHub Partner program.
Announcing the strategy in-line with the arrival of the updated 2022 MG ZS EV, which landed in local showrooms last month, MG said it was targeting the roll out across hotels and leisure centres in metropolitan locations.
Successful applicants to the program will only pay a $330 administration fee, with MG absorbing the cost of the wallbox charger (usually $1650) and installation.
Both 7kW single-phase and 11kW three-phase versions of MG’s AC wallbox are available through the program.
All of them will be Open Charge Point Protocol (OCPP) compliant, which will allow operators to use third-party software to give them the option to charge guests for usage.
“In Australia, purchase price is the biggest barrier to adoption of electric vehicles, closely followed by concern at the lack of public charging infrastructure,” said MG Motor Australia/NZ CEO Peter Ciao.
“These chargers will not only enhance each venue’s customer experience but will also reassure electric vehicle owners that they can drive around Australia with ease.”
This is the second stage of the Hotel ChargeHub Partner program. Earlier this year, a handful of chargers were installed at accommodation venues in regional Australia, including Albany in WA, and Gerringong in NSW.
Disclaimer: Images supplied by MG.
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.
This is what happens to your pay once you've set up a Maxxia salary packaging account:
Three ways to claim your salary packaging benefits:
1. Set up automatic payments where possible
The easiest way to claim benefits is to set up automatic payments for items such as mortgage, rent or personal loan payments. This allows us to take care of it all for you. And you avoid any extra paperwork.
By Marton Pettendy, carsales.com.au
The new Ford Everest has put a sharper target on the side of its hugely popular rival, the Toyota Prado. The second-generation, seven-seat off-road SUV landed just a month after the hotly anticipated new Ford Ranger ute on which it is based, and seven years after the original 2015 Everest arrived.
Now, building on the success of its predecessor and its locally-developed T6 underpinnings, the new Everest brings a host of mechanical and equipment advances over and above the Ranger to set a new benchmark in the large off-road SUV segment, a position that has been held by the ageing Prado for decades.
The first Ford Everest didn’t threaten the Prado when it was launched in 2015. Sure, it was a trusty, seven-seat 4x4 wagon that proved ideal for urban Aussie families and outback adventure seekers. But the Prado has remained the most popular in its class for almost 20 years.
The all-new 2022 Ford Everest aims to change all that with a second-generation model that maintains its core attributes and the fact it is still designed, engineered and developed in Australia, but improves on the original formula by every tangible measure.
The new Everest shares the front two-thirds of its T6.2 ladder frame with the new Ford Ranger ute, as well as its 50mm wider tracks and 50mm further forward front axle position, but rides on a longer wheelbase and has a different rear suspension setup.
While the ute and wagon share the double wishbones with coils up front, the Everest ditches the Ranger’s heavy-duty rear leaf springs for coils and a Watts linkage, and yet retains a live rear axle and broader new footprint.
The electric power steering is tuned specifically for the Everest too, the four-wheel disc brakes are upgraded, and the body is longer and taller but no wider than before, although smarter packaging has liberated more passenger and cargo space.
The boxier new Ford Everest shares no sheet-metal or glass with its predecessor and borrows only its front door panels, bonnet and front fenders with the Ranger.
Ground clearance has been slightly reduced, but the breakover angle remains the same and both approach and departure angles are improved. The turning circle has grown from 11.7m to 11.8m and its wading depth remains 800mm.
The new Everest’s significant technical advances are best exemplified by the range-topping, road-focused Platinum variant tested here, which moves dramatically upmarket from the old Titanium it replaces and is powered exclusively by a lusty diesel V6. It’s not cheap though, as it will cost close to $84,000 once it’s on the road.
The four-grade 2022 Ford Everest line-up starts at $52,990 plus on-road costs – about $3000 more than before – for the rear-wheel drive Ambiente, which like the mid-spec $60,290 Trend comes with an uprated 2.0-litre biturbo diesel and is available with 4WD for an extra $5000, while the $69,090 Sport and Platinum ($77,690 plus ORCs) are exclusively powered by the V6 and have a 4WD transmission.
In comparison to the Ranger lineup, that makes the new Everest flagship $6000 pricier than the equivalent Wildtrak V6 ($70,190) when fitted with the $1500 Premium Pack, of which almost all the goodies come standard here. But the new 4x4 wagon brings more than an extra pair of seats and a coil-sprung rear-end compared to the equivalent ute.
Like the Ranger, all Everests come with wireless Apple CarPlay and Android Auto, digital radio, sat-nav, traffic updates, voice control and an embedded modem.
Wireless phone charging is also featured in all Everest models, where it is only standard in Ranger Sport, Wildtrak and Raptor versions of the ute.
Beyond that, all Everests score keyless entry and start, dual-zone climate control, rain-sensing wipers, power-folding wing mirrors, full LED exterior lighting, an auto-dimming rear-view mirror and an electric park brake.
The Platinum picks up the Trend’s rear privacy glass, puddle lamps, leather steering wheel, floor mats and an upper glove box instead of the open parcel shelf in the Ambiente (and all Rangers except the Wildtrak and Raptor), plus Sand and Mud/Ruts off-road drive modes – in addition to Normal, Eco, Tow/Haul and Slippery – and an off-road screen mode.
Also standard is the Everest Sport’s hands-free powered tailgate, ventilated front seats, 10-way power adjustment and memory function for the driver’s seat and eight-way power adjustment for the front passenger, while the Platinum adds zone and ambient lighting, a 360-degree camera and active (hands and feet off) park assist.
Other exclusive extras for the Platinum (which are unavailable in the Ranger) include a dual-pane powered panoramic glass roof with retractable sun blind, satin silver exterior and interior trim accents, unique quilted leather seat trim for all seven seats, power-folding third row, a heated steering wheel and heated second row seating, and a premium B&O sound system with 12 speakers.
That’s up from 10 in the Everest Sport (and the Ranger Raptor and, optionally, in the Wildtrak) and eight in all other Everests; most Rangers get six speakers and the base XL just four.
All Everests also have dual front recovery hooks (standard only from Ranger XLT level and above), but a towing pack including electronic brake controller costs $1700 extra.
Like all 4x4 Everests, the 10R80 10-speed automatic transmission is operated by a stubby electronic gear shifter (as per premium Rangers), but in line with its less adventurous urban-focused role in the range, the Platinum has plastic instead of steel underbody protection.
However, there is the choice to swap the big 21-inch wheels for black 18s (as per Ranger Wildtrak) with all-terrain tyres as a no-cost option.
Metallic paint, which is everything except white, costs $675 extra. As per Ranger, service intervals are 15,000km/12 months and the first four services for the V6 each cost $329. Ford’s five-year/unlimited-kilometre factory warranty and enticing aftersales ownership provisions also apply.
The impressive level of technology in the 2022 Ford Everest doesn’t end there, as its safety and multimedia credentials are equally impressive.
Inside the larger cabin, the new Everest takes a massive leap up in terms of size, space, design and material quality.
A standout feature that will surely capture attention is the big portrait-style 12.0-inch central infotainment touch-screen with SYNC 4A1 operating system – making for a clear, concise, quick and highly intuitive interface – plus a classy new 12.4-inch digital instrument cluster that’s shared with the Ranger Raptor and finally brings a full-time tacho.
There are 12V power outlets, cup holders and roof-mounted air vents for all three rows, plus a second air-conditioning compressor towards the rear of the car to ensure cool air flow for all seven occupants (seven seats are standard in all but the entry-level Ambiente five-seater, which get rear air vents on the back of the centre console), and USB-A and -C ports for the front and centre occupants but not the third row.
Out the back, the cargo area behind the rear seats expands from a minimum of 259 litres in seven-seat configuration (which is more than double the Prado at 120L) to a maximum of 1823 litres when both the second and third rows are folded flat. This is just 10L short of the Prado despite the fitment of a full-size spare tyre underneath.
There’s a bit more room in the third row than before, which is among the class leaders for amenity – although knee-room, legroom and shoulder-room remains tight for full-size adults – and access is made easier by the second-row electric-fold function as well as well-placed grab handles and foot steps.
On the safety front, the Everest is kitted out with a comprehensive suite of advanced driving aids, including autonomous emergency braking that detects vehicles, cyclists and pedestrians at all speeds, and in reverse, blind spot monitoring with trailer coverage, lane keeping with road edge detection, adaptive cruise control with lane centring and evasive steering assist.
All models get front and rear parking sensors and auto headlights. The only omission is a head-up display.
All occupants are afforded protection by nine airbags – up from seven – including full-length curtain side curtains and a centre airbag between the front seats to prevent head clashes in a side impact.
There are three child seat anchor points across the second row, and seven-seat models get two additional anchor points in the third row, for five in total – up from just two in Ranger.
And like the ute, Ford’s newest SUV will be available with a host of factory-backed ARB accessories, such as a second battery and, soon, a longer-range fuel tank, bringing the standard 80-litre tank closer in capacity to the 150-litre tank available for the Toyota Prado, although it won’t be as big as the Ranger’s optional 140L maximum.
Like the new Ford Ranger, the 2022 Ford Everest wagon is both wider and has a longer wheelbase than before, and its boxier proportions are punctuated by an almost identical new front-end with Matrix LED headlights featuring bold ‘C-clamp’ DRL graphics.
Among a host of other highlights, the top-spec Everest Platinum swaps the Sport’s black front-end elements for chromed trim including bold Platinum lettering across the bonnet, which may not be to everyone’s tastes.
All 4x4 models continue with a locking rear diff, low-range transfer case and off-road drive modes, and standard across the range is a 10-speed auto operated by a compact new shifter with side-mounted manual shift buttons, which we never really got the hang of.
But the big news is the huge uplift in towing capacity from 3100 to 3500kg for all Everests, matching most 4x4 utes and the big Toyota LandCruiser 300 Series, and bettering almost everything else in its class – including the Prado – but not the Isuzu MU-X.
That said, the Platinum has the highest kerb weight in the range of almost 2.5 tonnes and the lowest payload of 658kg. And despite the healthy 6250kg GCM, if you’re towing at maximum capacity you’re only left with only 258kg for occupants and cargo, which is nevertheless more than many off-road SUVs.
Of course, the other big highlight lurks under the bonnet, where a muscular V6 turbo-diesel is unique in its class and gives the Platinum the grunt to match its classy new look.
Previously seen in the Ford F-150 and also available in the new Ranger, the new 3.0-litre Powerstroke diesel is matched to a full-time 4x4 system managed by a Borg-Warner electronically controlled on-demand two-speed electromechanical transfer case with selectable drive modes, bringing a much broader spread of capability.
As per Ranger, while the outputs of the four-cylinder Panther engine are 154kW/500Nm, the Lion V6 churns out a big 184kW of power and a class-leading 600Nm of torque.
That beefy torque peak is available from the same 1750rpm as the four-cylinder biturbo diesel, but extends to 2250rpm, giving it a wider spread of pulling power that not only makes it feel quicker off the line but stronger in the mid-range and more responsive and tractable right across the rev range.
Any comparison to the gruff old Puma inline five it replaces is inconsequential because the new V6 is quieter, smoother and freer-revving than both the revised 2.0-litre and the discontinued 3.2-litre diesel.
Official combined fuel consumption is one point higher than the Ranger Wildtrak V6 at 8.5L/100km, which also is more than the Everest 4x4 biturbo’s 7.2L/100km and the Prado’s 7.9L/100km, and we averaged 9.5L/100km on the lead-footed launch drive.
So, the new Everest V6 brings more performance across the board for a small fuel consumption penalty, but it’s not the massive step up in performance that perhaps many were expecting.
That said, as we experienced with the outgoing Volkswagen Amarok V6, the full extent of its extra performance won’t be realised until we’ve subjected it to a full load, a heavy trailer and a long road trip with plenty of overtaking.
The biggest revelation when behind the wheel – which like the new Ranger’s is now, thankfully, adjustable for both height and reach – may well be the dramatic reduction in noise and the subsequent increase in overall refinement inside the cabin of the 2022 Ford Everest Platinum.
Combined with high-quality, soft-touch materials on almost every surface and the plethora of cutting-edge, user-friendly technologies, the Everest Platinum is one of the most opulent Fords we’ve ever travelled in.
Its ride quality, even on low-profile 21-inch rubber, also takes a big step forward – despite a reduction in body roll – and combines with sharper steering and improved body control during changes of direction to make one of the best ride/handling packages in its class even better.
The Everest’s broader footprint and well-sorted chassis also bring benefits away from the bitumen, where the big 4x4 wagon also feels more stable in bumpy corners at speed, generates less head shake over lumpy terrain and retains all of its hard-core off-road capability.
The original Everest was a pragmatic choice; it ticked plenty of boxes but was a little rough around the edges and, therefore, lacked any sense of prestige.
The new 2022 Ford Everest – especially in the range-topping Platinum trim with its brilliant V6 engine – elevates the nameplate to another level.
It’s not 100 per cent perfect, as it is a shame there are no USB outlets in the third row and you have to pay extra for a tow bar. And while we’re nit-picking, perhaps the huge new portrait touchscreen could be a little higher and angled towards the driver.
That said, the fact we’re complaining about USBs and tow bars shows how complete the new Everest is as a package, and not just because of its new-found V6 muscle.
Indeed, there’s no doubt the Everest is now a thoroughly modern, upmarket and welcoming place to spend long periods of time in – whether it’s trekking, towing or family transporting.
The original Everest impressed us enormously after several extended acquaintances including a hard-core Simpson Desert trek without skipping a beat, but the new model brings much more class, capability and performance.
The 2022 Ford Everest Platinum isn’t cheap, but it is a classy go-anywhere SUV by any measure that deserves to give the aged Toyota Prado a much tougher run for its money on the sales charts.
Now all the budget-constrained off-road enthusiasts need is a cheaper version fitted with the V6, a bigger fuel tank, 18-inch off-road tyres and blacked-out styling.
| Price: $77,690 (plus on-road costs) |
Transmission: 10-speed automatic |
| Available: Now |
Fuel: 8.5L/100km (ADR Combined) |
| Powertrain: 3.0-litre V6 turbo-diesel |
CO2: 224g/km (ADR Combined) |
| Output: 184kW/600Nm |
Safety rating: Five-star (ANCAP 2022) |
Disclaimer: Images supplied by Ford Australia.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
By Callum Hunter, carsales.com.au
Mitsubishi Australia is about to lose one of its most popular models.
The Japanese brand has revealed the next-generation of its top-selling ASX small SUV in Europe, with a mildly restyled and rebadged version of the Renault Captur.
But the 2023 Mitsubishi ASX won’t be coming to Australia as it will be exclusively built in left-hand drive configuration for European markets only.
Mitsubishi Australia told carsales last month it was confident the ASX had a future Down Under beyond the current generation, and that a potential successor was in the works.
“ASX is still a really important model for us,” product strategy senior manager Owen Thomson said.
“It’s now the entry point to our brand and we’re currently working through what the successor to that car will look like.”
“I can’t say any more than that, but small SUVs are very important to us and to get that right as the entry model to the brand is very important.”
Mitsubishi was saved from collapse when rival Japanese brand Nissan took control in 2016 and it became part of the Renault-Nissan Alliance, hence the tie-up with the European ASX to the Renault Captur.
For Australia – and other right-hand drive and ASEAN markets – it is likely that any replacement for the existing ASX will be based on the all-new Nissan Qashqai that is due to arrive here later this year.
Until then, it’ll take less than a second for you to see the similarities between the Euro Mitsubishi ASX and its established Renault Captur counterpart, with cosmetic differences limited to the exterior badging and upper grille.
Mitsubishi says it has injected its Dynamic Shield grille design into the mix, but there’s little more than some new chrome trim inserts and the triple-diamond logo.
The Japanese brand openly concedes its new small SUV is being “supplied by Renault”, meaning the two models not only share the same CMF-B architecture but also their body panels, interiors and powertrains. Not surprisingly, both will be built alongside each other at the same production plant.
In Europe, it will be available with the choice of four powertrains including two internal combustion units, one hybrid and one plug-in hybrid.
A turbocharged 1.0-litre three-cylinder petrol engine with 67kW and paired to a six-speed manual transmission will serve as the entry point to range, with a force-fed 1.3-litre mild-hybrid occupying the rung above with outputs varying depending on the transmission choice: 103kW for the six-speed manual or 116kW with a seven-speed dual-clutch automatic.
The regular Hybrid model features a 1.6-litre four-cylinder petrol engine with an electric motor – supported by a 1.3kWh battery – developing 108kW.
Those after more power again and more of that zero-emission driving experience can opt for the dual-motor 1.6-litre four-cylinder plug-in hybrid powertrain that develops 118kW and consumes a claimed 1.5L/100km. The electric motors in this instance are fed by a 10.5kWh battery pack.
With the new model ruled out for local releases, Aussies in the market for a compact SUV will need to either settle for the current ASX – which is now 12 years old – or shop elsewhere because there’s no clear sign of a replacement any time soon.
Sales of the current ASX have slipped this year as Mitsubishi grapples with ongoing supply issues and more modern rivals with fewer supply constraints were released.
A Mitsubishi spokesperson confirmed to carsales this week that a new ASX order would take between two to three months to be filled and that a similar wait time applies to the bigger Mitsubishi Eclipse Cross.
Wait times for the larger-still Mitsubishi Outlander medium SUV, meanwhile, are out to three or four months depending on the specification but waiting lists for all three models are expected to shorten when an injection of new stock arrives in November.
Disclaimer: Images supplied by Mitsubishi.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
By Tim Britten, carsales.com.au
Subaru has been a brand that appealed to eco-warriors long before hybrid-powered and electric vehicles were a reality.
The Japanese car maker’s quirky crossovers in the 1980s – which evolved into pioneering models such as the Outback and Forester – found favour with early adopters to the environmental movement and fostered a new generation of eco adventurers.
Which makes it all the more surprising that it has been a relative latecomer to the hybrid party when a petrol-electric version of the popular Subaru XV arrived in early 2020.
Since then, it has expanded its Hybrid line-up to the Forester and recently confirmed it will launch its first fully electric vehicle, the Solterra mid-sized SUV, early next year.
It has also had a chance to upgrade the XV Hybrid with a Model Year 2021 update that we’re testing here.
The 2021 Subaru XV range brought a variety of changes, including the choice of two hybrid variants comprising the entry-level XV Hybrid L and the flagship XV Hybrid S tested here that pushed the electrified small SUV beyond the $40,000 mark.
The previous single model Hybrid variant was priced at $35,580 plus ORCs.
Despite the MY21 tweaks, Subaru’s first foray into the hybrid market in Australia – launched in parallel with the Subaru Forester Hybrid – looks a little tentative.
With confirmation that the fully electric 2022 Subaru Solterra is coming, the company is virtually admitting that its first stint at hybrids is essentially an opportunistic stop-gap measure.
The Subaru XV and Forester are there to offer buyers an alternative to the bigger hybrid players – particularly Toyota which covers practically every SUV segment from the light-class with its Toyota Yaris Cross to the just-launched fourth-generation Toyota Kluger.
Subaru’s XV Hybrid, like its larger Forester sibling, is powered by a detuned version of the company’s 2.0-litre normally-aspirated boxer four-cylinder engine that receives some help from a minuscule 12.3kW/66Nm electric motor with a small lithium-ion battery pack that absolutely minimises the XV’s ability to run in full-EV mode.
The 2021 Subaru XV Hybrid S AWD is the most expensive model in the XV line-up at $42,090 plus on-road costs, with the Hybrid L costing $36,790 (plus ORCs).
Because Subaru has now added two models, it has deleted some of the standard equipment in the Hybrid L that were previously standard in the standalone model, such as blind spot monitoring, lane change assist, high beam assist, rear cross traffic alert and reverse automatic braking.
Those are now included in the now more expensive XV Hybrid S, along with a new front view monitor and side view monitor for 360-degree viewing, plus a new two-setting X-Mode off-road traction control system.
As well as the driver assist safety aids mentioned above, it also has autonomous emergency braking (AEB) in forward and reverse – both high- and low-speed operation in the former – as well as adaptive cruise control.
Inside, the XV Hybrid S gets leather-look trim, an eight-way adjustable power seat with memory for the driver (including pre-set side mirror positions), seat heating on both sides, self-dipping LED headlights that also follow bends in the road ahead, climate control, Apple CarPlay/Android Auto connectivity and an impressive six-speaker sound system with plenty of punch at both the upper and lower registers.
The 2021 Subaru XV Hybrid S slots in between two of its closest competitors, the Mazda CX-30 X20 Astina SKYACTIV-X mild-hybrid (from $48,190 plus ORCs) at the upper end and the Toyota C-HR Koba Hybrid (from $37,665 plus ORCs).
While it delivers appropriately in terms of refinement and general on-road performance, the mild hybrid powertrain isn’t as substantial as the series-parallel hybrid set-up in the Toyota and is a little underwhelming.
The now-universal e-Active SI-Drive system maintains higher engine rpm when braking, cornering or going downhill to ensure consistent torque delivery, while the latest MY21 update has upgraded the suspension to improve ride and handling.
The Subaru XV Hybrid S feels settled, responsive, secure and commendably quiet on the road.
But the engine gets little help from the electric motor, even though the 110kW/196Nm boxer has enough power on hand when you need it.
A pointer to its hardly-hybrid approach, the XV comes with paddle shifters and an EV light indicating full-electric operation that rarely activates. And, unlike many hybrids that favour full-EV mode at start-up or when reversing, the XV’s boxer four generally fires up from the get-go.
The XV’s full-time all-wheel drive system is the same as that used in other Subarus. That is, it’s a proper mechanical arrangement with a rear differential fed via a tail shaft from the CVT transmission mounted aft of the longitudinal boxer engine.
The bottom line to all this is that the Subaru XV S Hybrid’s fuel consumption and CO2 figures are barely any different to the regular, non-hybrid XV at 6.5L/100km versus 7.0L/100km and 147g/km versus 159g/km.
During our test, we averaged 7.9L/100km, which proved to be cruising-range challenge for the hybrid’s smaller (48L versus 63L) fuel tank.
Despite its compact exterior dimensions, the Subaru XV Hybrid S’ five-seater cabin offers surprisingly decent accommodation.
The back seat has good legroom for tall passengers, although it does lack rear air vents, and the boot, with its normal spare wheel replaced by a temporary repair kit to make way for the lithium-ion battery pack, will carry as little as 340 litres or as much as 765L.
The XV’s cockpit is a pretty good place for the driver, too. Where other car makers are minimalizing the cabin, its conventional design features an array of buttons which makes an immediate impression that there are a lot of systems to come to grips with.
But, once familiar with everything, frequently used functions such as cruise control speed and radio volume are simple to use and are operated by tactile toggle switches on the steering wheel. The often-indecisive touch-control functions embedded in the big central screen are, at least, easily identifiable with large finger-landing points that help minimise mis-hits.
Subaru’s camera-activated EyeSight system delivers reliable performance from the functions it controls, as lane keep assist and adaptive cruise control – although at times with our review car the former would inexplicably switch off before quietly resuming, usually after a minute or two.
Primarily, the XV has the space and amenities to suit small families without a problem. And even though pulling a small caravan or boat is not really on the average small SUV buyer’s radar, the maximum towing capacity of 1270kg is at least up to the mark in its class.
The Subaru XV Hybrid S asks two questions: ‘How much value do you place on fuel economy’ and ‘Why did Subaru arrive so late, and underdressed, to the Hybrid party?’
Buyers will have to answer the first, because the price premium it commands and the fuel saving it offers don’t quite add up. And, with the fully electric Solterra on the horizon, it might have been better for Subaru to wait a little longer and make a much grander entrance.
But it’s here now, and with an ever-growing list of competitors such as the Toyota C-HR Hybrid, Mazda MX-30 and CX-30, the new Kia Niro and even the MG ZS EV, it’s necessary to have at least a degree of environmentally friendly technology across a broad range of models.
The 2021 Subaru XV Hybrid S AWD ticks this box, somewhat.
But, again, do the incremental improvements justify a $3600 price premium over the similarly equipped, non-hybrid Subaru XV S that starts from $38,490 (plus ORCs)?
Call me environmentally unfriendly, but I really can’t see that it does, especially considering the non-hybrid Subaru XV is already a highly competent small SUV anyway. Hybrids this mild aren’t going to change the world.
And, with fuel economy improvements over the regular XV of just half a litre every 100km, recouping the premium charged for the similar-spec hybrid is never likely to happen.
| Price: $41,090 (plus on-road costs) |
Transmission: Continuously variable automatic |
| Available: Now |
Fuel: 6.5L/100km (ADR Combined) |
| Engine: 2.0-litre four-cylinder petrol |
CO2: 147g/km (ADR Combined) |
| Output: 110kW/196Nm |
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.
