By Bruce Newton, carsales.com.au

The Australian government is inching closer to outlawing the sale of new petrol and diesel-powered vehicles.

The new federal Labor government’s Minster for Climate Change and Energy, Chris Bowen, announced at the first national Electric Vehicle (EV) Summit in Canberra in August that it would launch a discussion paper in September on the potential introduction of fuel efficiency standards that would effectively strangle the long-term viability of combustion engines and promote a greater uptake of electric vehicles.

The federal government has pledged to reduce carbon output by 43 percent by 2030 and committed a pathway towards net zero by 2050.

The EV Summit was organised by the Electric Vehicle Council, the Smart Energy Council, the Australia Institute and Boundless, the not-for profit organisation established by high-profile eco-billionaire Mike Cannon-Brookes.

Notably absent from the invite list for the summit was the peak body representing most auto brands sold in Australia, the Federal Chamber of Automotive Industries (FCAI).

While representatives from individual car makers were invited, and Volkswagen, Polestar and Tesla executives had speaking roles, the decision not to invite the FCAI emphasises the conflicts it faces internally and externally.

The EV Council and other environmental action groups are coalescing around a 2035 end-date for the sale of new internal combustion engine (ICE) vehicles in Australia.

The ACT government has already adopted that 2035 target, and New South Wales is discussing a similar time target. This would line-up with the expected ban on sales of ICE vehicles in Europe.

The 2035 date is important because the International Energy Agency says that it is the last gateway to hit net zero CO2 emissions by 2050.

But the FCAI is urging a slower transition that allows car makers to continue selling ultra-efficient and hybrid vehicles alongside zero-emissions EVs.

To back its argument, the FCAI commissioned a report by the financial forecaster S&P Global that argues a 2035 transition to EVs in Australia would be too soon.

The report finds EVs would still be more expensive than equivalent ICE vehicles and key market segments such as light commercial vehicles would still be dominated by diesel engine demand.

The report – and the slower EV transition it argues for – has its detractors (as well as supporters) within the car industry, let alone the environmental lobby.

The Australian Financial Review reported ahead of the EV Summit that the S&P report was leaked to the media by FCAI members that are unhappy with its content.

Subsequently, Nine Newspapers reported the FCAI is developing “a wide-ranging secret campaign that would delay Australia’s transition to electric vehicles and hamper a key part of the nation’s climate change plan”.

The Guardian followed up with an article that quoted climate lead at the Australasian centre for corporate responsibility, Harriet Kater, urging car manufacturers to break with the FCAI over the report.

The FCAI has undoubtedly frustrated the likes of the EV Council for its arguments in favour of a slower transition. It is seen to be supporting its biggest member Toyota, which provides double the financial funding to the chamber compared to any other brand because of its huge sales volumes. The Japanese giant is yet to sell a fully electric vehicle in Australia and earns big profits on diesel-powered SUV and utes.

“The FCAI is known as the Toyota Canberra office to some of us,” an auto industry insider said.

The FCAI’s voluntary emissions scheme for its members, which was introduced in 2020 in the absence of mandatory CO2 limits, awards credits in its structure to hybrids, in which Toyota is the market leader.

No other such emissions scheme globally credits conventional hybrids.

The FCAI is putting forward this scheme as a potential model for the federal government’s mandatory emissions framework, but opponents see it as being too lax in its CO2 limits.

In a recent interview with carsales, EV Council CEO Behyad Jafari was scathing about the FCAI’s position.

“This has been an organisation that has historically done everything they can to block and then water down emission reductions or the transition to electric vehicles,” he said.

“It is 2022 and this [S&P report] is the first time they’ve had anything addressing electric vehicles.”

“For them it’s reading the tea leaves that there is a federal government that is very bullish on this issue and their first entrance into is ‘we can’t move as fast as the rest of the world can’.”

“None of that is surprising.”

But FCAI CEO Tony Weber said Australia’s transition had to be framed around the country’s unique local circumstances.

“It needs to be done in the Australian context,” he said.

“I am absolutely fed up with people quoting what happens in Norway, what happens in the UK and what happens in the US.”

“Australia is not Norway. We can’t subsidise it by North Sea oil and it’s a very different population and a much smaller country; we are 32 times the size of the land mass of the UK and that creates charging infrastructure challenges, and we are bigger than continental USA but we don’t have 332 million people here.”

Norway has been a pioneer in promoting electric vehicles through subsidies and incentives and has already announced plans to ban sales of ICE vehicles from 2025. The UK is set to follow suit in 2030 while some states in the USA have confirmed ICE bans from 2035. It is expected that the European Union will also commit to outlawing combustion engines from 2035.

The Australian government’s discussion paper is expected to outline the importance of phasing out petrol and diesel sales by 2030 too as a key part of its pledge to reduce carbon emissions by 43 percent on the way to net zero by 2050.

 

Disclaimer: Images supplied by Hyundai, BMW and Volvo.

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 Ken Gratton, carsales.com.au

Mazda likes to do things its own way.

The Japanese brand bravely – and almost singularly – took an alternate path to combustion engine technology when it adopted the Wankel rotary engine in the late 1960s and kept the free-spinning engine alive for almost 40 years when no-one else followed.

And now, as the entire automotive industry is being diverted down the road to an electrified future, Mazda has, once again, veered off track with a solution it believes offers consumers an affordable, and still efficient, shortcut to fully electric cars.

It’s the Mazda MX-30, which is a green-tinted oddball that is part SUV and part small hatch – and yet is actually neither.

So, what is it?

Well, the 2022 Mazda MX-30 sits somewhere between the more conventional city-sized CX-3 (and its swoopier CX-30 sibling) and the family favourite CX-5 and is aimed at urbanites and small families that want something equally practical but a little left of centre.

The MX-30 rekindles Mazda’s on-again, off-again reputation for innovation, reviving some styling elements from the 1990s 323 Astina hatch as well as the backwards-opening ‘freestyle’ rear doors last seen in the RX-8 sports coupe.

It first arrived in early 2021 with a (very) mild hybrid petrol engine that makes Subaru’s basic petrol-electric powertrain seem positively cutting edge and was joined later in the year by a fully battery-powered version that became the brand’s first dedicated electric car.

Down the track, Mazda is likely to expand the range of powertrain options and provide the rotary engine with a new lease on life as an on-board power generator that acts as a range-extender for the MX-30 EV.

Enhancing the eco credentials, the interior features fibres made from recycled plastic bottles for some of the upper the door trim, cork harvested from live trees on the centre console and seat upholstery that is made from approximately 20 per cent recycled thread.

On top of that, there’s some interesting multi-colour exterior paint combinations (that vary from model to model) and you have a compact Mazda that flaunts itself in a manner characteristic of some European small cars.

So, what are we to make of this small, quite distinctive and in some ways beguiling five-door hatchback, err, coupe-style small SUV?

In a range that extends from the base model G20e Evolve we are reviewing here to the full-electric, short range and pricey E35 Astina, the Mazda MX-30 has something of a niche vibe for those who don’t like to be categorised.

You like it mild, or spicy?

The 2022 Mazda MX-30 M Hybrid G20e Evolve (to give it the full name) kick starts the range at $34,190 plus on-road costs (ORCs), which is a couple of grand cheaper than the comparable CX-30 with the same powertrain.

Buyers can choose to step up to the mid-spec Touring model for an additional $2500 or the Astina at $41,190 (plus ORCs), or pay almost double for the flagship, fully electric MX-30 E35 Astina at $65,490 (plus ORCs).

The price of the MX-30 G20e Evolve puts it into direct competition with rivals such as the Subaru XV Hybrid (from $35,490) and Toyota C-HR Hybrid (from $37,665).

But our entry-level test car hardly rates as a poverty pack.

Coming with a swag of airbags – 10 in all – that cover the usual front, side, driver’s knee and window bags as well as side bags for the back-seat passengers and, up front, a centre airbag designed to help prevent contact between passengers in a collision, the MX-30 is at the top of the game.

It is also armed with a comprehensive suite of electronic driver aids including front and rear autonomous emergency braking (AEB), lane keeping assistance, blind spot monitoring with steering assist, driver attention detection, radar cruise control that works across the speed range, rear cross traffic alert with turn-across traffic monitoring, traffic sign recognition and self-dipping LED headlights.

Is it a proper hybrid?

Just as the 2022 Mazda MX-30 is not a proper SUV, it doesn’t really qualify as a conventional hybrid either.

Basically, the petrol engine is the naturally aspirated Mazda 2.0-litre SKYACTIV G20 long-stroke four-cylinder that produces 114kW/200Nm. It’s the same engine used across a broad range of Mazda vehicles, including the CX-3, CX-30, CX-5 and Mazda3 hatch and sedan.

In this case it’s described as a hybrid because regenerative braking charges a small lithium-ion battery that provides bursts of power to an integrated starter-generator that can fire up the engine in stop/start traffic and contribute, according to Mazda, a little extra torque when on the move to occasionally help it along.

Tellingly, it does little for performance, fuel economy or exhaust emissions.

In this context, it’s similar to Subaru’s all-wheel drive but similarly minimalist XV Hybrid, which does employ a small electric motor to enhance the engine’s power and torque, but to little effect.

Not that the Mazda MX-30 M Hybrid is torpid when it comes to the driving experience. The engine sounds willing and revs freely and it cruises along easily. But it does require a liberal stab on the throttle to get away swiftly and judicious use of the six-speed automatic standard steering wheel shift paddles when on the move.

Hybrid economy isn’t part of the picture and, given the specifications, that’s no surprise.

Owners can expect an average consumption of around 8.0L/100km – well below the official 6.4L/100km claim.

Where the MX-30 does make up ground is in its comfy driving position, sharp steering and predictable, dynamic handling that are all helped by a taut-feeling body – even though the freestyle doors preclude the use of a proper B-pillar.

A playful space

If you’re not one of the sheep and like things that are little left of centre, then the Mazda MX-30 might be an appealing proposition.

Within the package there are plenty of things to surprise and delight.

These include the fact that the designers have pushed the wheels as far into each corner as possible, creating a 2655mm wheelbase – which is shared with the Mazda CX-30 – that ensures the cabin is more spacious than its diminutive exterior proportions might suggest.

For example, if you’re 180cm tall and sitting behind an equally lofty front passenger, the MX-30 provides adequate legroom, foot space and headroom, on nicely comfortable seats.

The main downsides, where form has beaten function, are that the multi-paned side glass and solid C-pillar blot out both your side view and the driver’s rearward vision.

And despite its premium leanings, the MX-30 doesn’t offer air vents for the rear seat passengers.

The freestyle rear doors are a novel point of difference. They help give the MX-30 its character but the reality is they aren’t as practical as conventional doors and getting in and out of the back seat can be a task for those who are not particularly agile.

Despite this, the interior is inviting. There’s soft-touch and cloth surfaces throughout and, although the seats are adjusted manually and unheated, all occupants are treated to plenty of comfort and support. And they can be entertained by an eight-speaker audio system with sat-nav and Apple CarPlay/Android Auto connectivity while kept cool by dual-zone climate-control air-conditioning.

The cabin’s ergonomics are typically Mazda and spot on for simplicity. The main screen located atop the dash is controlled by tactile knobs in the centre console while touch-screen functions are limited to the climate-control pad located forward of the shift lever.

One small glitch is that the some of the satin-finish control switches on the steering wheel spokes are unreadable in most lighting conditions.

Seat coverings at Evolve level are not leather, but are instead an attractive, partly recycled cloth while the hopefully durable cork trim around the ‘floating’ centre console is an individualised touch that some will like, and some won’t.

The 311-litre boot, similar in capacity to the donor CX-30 (317 litres) is smaller than the hybrid Subaru XV’s 345 litres and closer to the Toyota C-HR Hybrid’s 318 litres. Like the C-HR and CX-30, the MX-30 gets a space-saver spare tyre where the Subaru makes do with a repair kit.

Casual chic

Even though the 2022 Mazda MX-30 M Hybrid G20e Evolve doesn’t seem to make sense on paper, it does a pretty convincing job in real life.

Dynamically, there’s a nice cohesiveness in the combination of decent engine power and its capable chassis that borrows a thread of DNA from the MX-5.

And the stylists who designed the MX-30’s interior have created a cabin that is comfortable, spacious and thoughtful while also being a little adventurous.

The reality is that Mazda isn’t going to move a bucket load of MX-30s but it does have the potential to secure a niche in a market segment where there’s nothing else quite like it.

How much does the 2022 Mazda MX-30 M Hybrid G20e Evolve cost?

Price:  $34,190 (plus on-road costs)	Transmission:  Six-speed automatic
Available:  Now	Fuel:  6.4L/100km (ADR Combined)
Engine:  2.0-litre four-cylinder petrol	CO2:  150g/km (ADR Combined)
Output: 114kW/200Nm	Safety rating:  Five-star (ANCAP 2020)

 

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 Alexandra Lawrence, carsales.com.au

MG has cemented itself as the gateway to greener motoring.

The now Chinese-owned brand has earned a strong following among eco warriors on a budget since the introduction of Australia’s most affordable electric car, the ZS EV small SUV.

And now it has built on that reputation with the addition of the next-size-up HS PHEV, which follows in the wheel tracks of the ZS as the cheapest plug-in hybrid on-sale in Australia.

MG claims the HS PHEV is a five-door, family-friendly SUV that offers “the best of both worlds” when it comes to efficiency and performance.

Priced from $48,690 plus on-road costs for the entry-level Excite, the MG HS Plug-in Hybrid makes a compelling case for itself by undercutting the only other plug-in mid-size SUVs, the Ford Escape PHEV and Mitsubishi Outlander PHEV.

So, is it any good? Let’s find out…

Priced to please

Initially launched as a single, fully-loaded variant in 2021, MG has since expanded the line-up and now offers two model grades – Excite and Essence – that share the same mechanical set-up but are defined by key features and cosmetic details.

Priced from $48,690 (plus ORCs), the MG HS PHEV Excite is Australia’s most affordable plug-in hybrid.

Surprisingly, especially considering that almost every single brand has a mid-size SUV in its showroom, the only comparable alternatives are the recently arrived second-generation Mitsubishi Outlander PHEV and Ford Escape PHEV, both of which are considerably more expensive.

The Mitsubishi is available in four model grades that extend from $55,490 (plus ORCs) for the entry-level ES and tops out at $68,490 (plus ORCs) for the flagship Exceed Tourer variant.

Ford only offers a single model of the Escape PHEV, which costs from $54,440 (plus ORCs).

Other hybrid rivals such as the Toyota RAV4 and Subaru Forester don’t come with the option of plug-in power.

The 2021 MG HS Plug-In Hybrid is well equipped, with both Excite and Essence models fitted with the full suite of electronic driver aids in the MG Pilot package, which includes autonomous emergency braking (AEB), adaptive cruise control, forward collision warning, lane departure warning, blind spot monitoring, traffic jam assist, rear cross traffic alert and more.

Other standard features on the Excite include 17-inch alloy wheels, LED daytime running lights, six-way electrically adjustable driver’s seat, keyless entry with push button start, a 12.3-inch fully digital instrument cluster and a 10.1-inch central infotainment display with Apple CarPlay and Android Auto connectivity.

The $3000 premium that our on-test Essence model commands brings luxury extras such as two-tone leather trim, ambient interior lighting, full LED headlights and front foglights, a panoramic ‘Stargazer’ sunroof, powered tailgate, larger 18-inch alloy wheels and more.

Overall, the cabin materials are okay, but there’s plenty of hard touch points around, even on parts wrapped in a softer material.

In the cargo area, a tyre repair/inflator kit means there’s no spare tyre (space-saver or otherwise), creating a cavernous space capable of swallowing 451 litres worth of luggage – or 1275L with the 60/40-split folding rear seats dropped down. There’s no hooks or luggage nets, however. Instead, it has just a flimsy vinyl cargo blind to hide goods.

Three metallic exterior colour options comprise Diamond Red, Sterling Silver and Pearl White.

Glitches and gadgets

We’ve already reeled off the safety and tech highlights of the MG HS Plug-in Hybrid, which are attractive to say the least. And while it looks good on paper, some of the tech isn’t as easy to use as it should be, like the central touch screen which was painfully slow to operate during our first drive impression.

The 360-degree camera display would also pop-up on the centre screen every time the car came to a stop, which then froze when trying to switch between menus.

We also had a similar issue with the electric tailgate and the electric power steering failed once when starting the vehicle (it came good after switching off the ignition and firing it back up again).

MG claims the vehicles we sampled on the national media launch were pre-production models and ensured that customer cars would have software updates that ironed out these bugs.

Behind the wheel, the virtual cockpit cluster is busy to say the least, and it takes a while to locate important information in the menus. It becomes easier to navigate the longer you spend with the vehicle. However, some drivers might have trouble with the tiny icons and small font.

On a positive note, the driver assistance aids in the MG HS PHEV work really well. Lane assist acts nicely in the background without being too intrusive, while adaptive cruise control makes highway driving a breeze – once you’ve mastered the stalk-mounted cruise control switchgear, that is.

The plug-in hybrid MG HS also comes with one-stage regenerative braking, which not only helps keep the 16.6kWh lithium-ion battery topped up when decelerating but means you don’t have to use the brake pedal as much while slowing down.

When it’s time to plug in for a recharge, the MG HS Plug-In Hybrid comes with a Type 2 charging port located on the opposite side of the car to the fuel filler and takes around five hours for a complete charge when using a 7kW home fixed wall charger, according to MG.

We didn’t test the PHEV’s charging capabilities during our short time with it to verify this claim.

On a full charge though, the car maker says owners can expect a pure-electric driving range of around 52km (based on the WLTP combined cycle), which will be enough for the average Aussie daily commute.

MG covers the battery with a seven-year/160,000km warranty, and the vehicle itself comes with a five-year/unlimited-kilometre warranty with roadside assist. The five-year vehicle warranty is the same coverage as that provided for the MG ZS EV – but, quizzically, is two years less than all other MG models with an internal combustion engine.

Service intervals are 10,000km or 12 months, whichever comes first.

Combo deal

The plug-in hybrid electric powertrain in the MG HS PHEV is impressive, with plenty of power on offer no matter what speed you’re at.

It’s whisper-quiet in EV mode, and even when the 1.5-litre petrol engine kicks in there’s minimal noise from under the bonnet.

All that momentum comes from a four-cylinder turbo-petrol engine serving up 119kW/250Nm, and a permanent magnet synchronous motor producing 90kW/230Nm. Together, the combined output is 189kW/370Nm.

The combustion engine is mated to a six-speed automatic gearbox, while the electric motor connects with a four-speed drive unit, providing 10 electronically controlled gear ratios in what that MG calls a 10-speed EDU transmission.

Drive is sent to the front wheels and, perhaps surprisingly given the power and torque output, there’s little to no wheel spin or torque steer present under heavy acceleration.

It all works seamlessly for the most part and the transition between petrol and electric power is barely noticeable. There was one point, however, when we felt a minor shove in what seemed to be a shuddering gear change when flooring the throttle.

From a standstill, the added firepower from the battery gives the HS a good boost off the line and even when you’re at speed (100km/h) on a highway.

Officially, MG says the HS PHEV can accelerate from 0-100km/h in 6.9 seconds, which puts it on par with some hot hatches.

What makes the HS stand out from rivals such as the Mitsubishi Outlander PHEV is that it can drive at any speed in EV mode (up to its 190km/h limit), whereas the Outlander’s petrol engine kicks in according to how hard you pin the throttle, to deliver maximum power.

The car’s dynamic character is a hotchpotch, as there’s a stark contrast between the sharp steering and soft suspension settings. The former attempts to give the SUV a sporty feel, but the latter fails to live up to the promise with plenty of body roll in the corners.

Road imperfections and potholes send feedback through the steering wheel, but the plug-in HS doesn’t feel overly unsettled over bumps.

Vision is mostly good all round, however the chunky A-pillars that seem too horizontally sloped can obscure oncoming vehicles, which you notice at roundabouts and the like.

The HS PHEV also wasn’t as fuel efficient as MG Australia claims – at least during the short period we spent in it – with its official combined-cycle fuel consumption rating of 1.7L/100km nowhere in sight.

We travelled about 100km on mostly highways, but also some country and suburban roads, and saw the lowest reading of 6.5L/100km.

Family first

MG has done a great job with noise, vibration and harshness (NVH) levels in the MG HS Plug-In Hybrid, with the cabin relatively free from road and tyre noise except on coarse-chip surfaces.

Humans of most shapes and sizes will find a comfortable seating position, but there’s noticeably less steering wheel adjustment in terms of tilt and telescopic reach – it has both, but they don’t have a great range of movement.

The electrically adjustable front seats don’t allow for a super-low driving position either, which isn’t really a bad thing considering it’s a higher-riding SUV anyway.

Rear seat space is great, with lots of legroom and decent headroom despite the standard fitment of a full-length sunroof in the Essence, which adds to the spacious ambience.

The rear seat is comfortable enough for two adult passengers, who are treated to rear air vents, two USB charging outlets, decent-sized door pocket storage and a fold-down centre armrest with two hide-away cup holders and a lidded-felt-lined storage space.

As for baby-carrying options, the HS comes with three child seat anchorage points.

Storage is good up front too, with large front door pockets, two cup holders, a decent-sized centre console with a cooling function and a few small spots for other knick-knacks.

Rough diamond

The MG HS Plug-In Hybrid isn’t perfect but offers plenty of promise as an efficient, affordable family SUV.

While the claimed 1.7L/100km fuel consumption average appears extremely enticing on the brochure, it is almost impossible to match in the real world unless you drive very short distances using just the electric motor and can recharge the battery often. But it’s not alone there, as all other PHEVs don’t deliver on the promise.

In any case, the plug-in powertrain is more economical than a conventional combustion engine and offers the flexibility of a fully electric car with the extended driving range and punchy performance from its petrol engine.

And the long list of standard equipment adds to the value equation.

But one too many niggles with the infotainment unit leaves much to be desired. Even if our pre-production vehicle’s software was running perfectly, the jury’s still out on whether the infotainment unit is as user-friendly as others in this category.

So, while it mightn’t break any new ground in terms of design or dynamics, the MG HS PHEV is worth consideration from price-savvy mid-size SUV buyers looking for a more efficient way to travel.

How much does the 2021 MG HS Essence Plug-In Hybrid cost?

Price:  $51,690 (plus on-road costs)	Transmission:  10-speed EDU automatic
Available:  Now	Fuel:  1.7L/100km (ADR Combined)
Engine:  1.5-litre four-cylinder turbo petrol-electric	CO2:  39g/km (ADR Combined)
Output: 119kW/250Nm (electric motor: 90kW/230Nm)	Safety rating:  Five-star (ANCAP 2019)
Combined output: 189kW/370Nm

 

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

Mitsubishi is set to introduce a high-performance pick-up that could be powered by a hybrid powertrain.

The Japanese brand is plotting a factory-built, flagship tough-truck version of the next-generation Triton ute that will go head-to-head with the ground breaking Ford Ranger Raptor.

It is expected to launch soon after production of mainstream models, which are due to be revealed sometime next year, have fully ramped-up to meet initial demand for the volume-seller variants. And it is likely to wear the company’s iconic Ralliart badge as part of a growing line-up of sporty, dressed-up models across the Mitsubishi line-up.

The brand first confirmed the revival of the Ralliart brand back in May 2021, and versions of the Triton and Pajero Sport wagon were launched in Thailand six months later. But, unlike the heroic motorsport-inspired Lancer and Pajero Evo models that forged a cult-like following among performance car enthusiasts, the Thai-only Triton and Pajero Sport Ralliart versions are little more than fancy sticker packs.

Mitsubishi Motors Australia Limited (MMAL) is working closely with its parent company in Japan, Mitsubishi Motors Corporation, to make sure the first proper Triton Ralliart is a genuine competitor to hard-core off-road utes like the monstrous new 292kW twin-turbo V6-powered Ford Ranger Raptor, the locally engineered Nissan Navara Pro-4X Warrior and the upcoming ‘apex’ Toyota HiLux Rugged X replacement.

“We have been in discussion with MMC about this [Triton Ralliart] as a core market, absolutely,” said Mitsubishi Australia’s senior manager of product strategy, Owen Thomson.

“We want to do it properly. It’s not a sticker pack for our market.”

The new-generation Triton is set be revealed in the first half of 2023, followed by Aussie sales later in the year. Mitsubishi Australia is confident the new ute will bring vast improvements over the current vehicle, in part due to local development and considerably higher levels of technology.

The Triton Ralliart would provide a much-needed hero model for Australia’s third most popular ute that would shine a halo over the rest of the range.

It’s understood Mitsubishi Australia is pushing for both powertrain and chassis upgrades for the Triton Ralliart, but it may only get one or the other, not both.

“Internally there is a lot of passion for Ralliart. The challenge is how to make it happen, and that’s still a work in progress,” said Thomson.

“Whatever it is, from MMAL’s point of view, we would like to see it have some kind of tangible performance benefit. Whether that’s in vehicle dynamics or some other area, that’s yet to be worked through.”

One possible powertrain option is an upgraded version of the new Mitsubishi Outlander PHEV’s 185kW/450Nm petrol-electric powertrain, potentially producing more than 200kW and 500Nm and giving Mitsubishi a clear point of difference to its competitors.

It’s understood Mitsubishi will reveal more information about the future of the Vision Ralliart Concept later this year, which may include details around the beefed-up hybrid powertrain and confirmation of its intended showroom reveal in 2023 as the Mitsubishi Outlander Ralliart Evolution.

 

Disclaimer: Images supplied by Mitsubishi Motors Australia.

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

By Bruce Newton, carsales.com.au

The Mazda BT-50 dual cab ute and Isuzu D-MAX are the automotive equivalent of non-identical twins.

They share the same fundamental DNA – body structure, engines, gearboxes, suspension and more – but have enough visual differences to tell them apart.

This philosophy is not new to Mazda for its hard-working ute range, as its predecessor had a different parent in the highly acclaimed Ford Ranger.

But the switch to join forces with fellow Japanese car maker Isuzu seems to have been happily accepted by buyers, as Mazda sold more BT-50s than ever before in Australia last year.

Now, it has expanded the model range with new top-and-tail variants, a dressed-up SP flagship and an entry-level XS powered by a smaller 1.9-litre turbo diesel four-cylinder engine.

How do they stack up? Let’s go for a drive and find out…

Building on the momentum

Following Mazda’s surprising decision to separate from Ford after 48 years and hook-up with Isuzu, the third-generation Mazda BT-50 ute range officially arrived in Australia in September 2020 with a limited model range.

Now, the Japanese car maker has filled-out its portfolio and what you are looking at here are the headliners in the 2022 update.

The flashy SP model is a supposed ‘sporty’ black-pack version of the already-familiar 3.0-litre turbo diesel 4x4 dual-cab.

Priced at $63,390 (plus on road costs) for the manual and $66,390 (plus ORCs) for the auto it slots in between the luxury-focused GT and adventurous Thunder models at the top of the range and is positioned directly as a competitor to the popular Ford Ranger Wildtrak.

At the other end of the scale, the XS is a new badge for Mazda and denotes a stripped-back model that is powered by a 1.9-litre four-cylinder turbo diesel and aimed at tradie sales, where the Toyota HiLux dominates.

Pricing starts from as low as $33,650 (plus ORCs) for the 4x2 single-cab chassis, rises to $42,890 (plus ORCs) for the 4x2 dual-cab ute and tops out at $51,510 (plus ORCs) with a four-wheel drive transmission – the model we’re taste testing here.

Perhaps surprisingly, the XS only comes as an auto. Mazda says the low level of manual transmission demand doesn’t justify its inclusion. It’s an interesting omission when you look at other entry-level utes including the 1.9-litre Isuzu D-MAX.

When we say the XS drive was just a taste it was actually a swig, with a quick blat on sealed roads without any real challenges.

Instead, we spent most of the time during the media launch driving the SP model for hours of enjoyable and rugged off-road action.

Back in Black

So, what separates the SP from the GT? Essentially, it’s a bit of cosmetic surgery.

The sail plane sports bar, fender flares, mirror caps, door and tailgate handles are all now gloss black. And, just for something different, the 18-inch wheels are black metallic and the roof rails are dark grey.

Key equipment upgrades compared to the GT are a manually operated roller tonneau cover, a drop-in tub liner and two-tone leather seat trim.

Some of the key equipment the SP shares with other models includes side steps, dual-zone climate control, a 9.0-inch infotainment screen with embedded satellite navigation, wireless Apple CarPlay and wired Android Auto connection, a digital speedo in the instrument panel (as well as the analogue dials), a powered driver’s seat, heated front seats, keyless entry and remote engine start.

Because of its position lower down the ladder, the XS obviously misses out on some of the fruit and dress-up gear. It has a smaller 7.0-inch infotainment screen without sat-nav but with the Apple and Android smartphone mirroring tech, and smaller 17-inch alloy wheels (on the 4x4 only, with 4x2 variants riding on steel wheels). And it misses out on push-button start, rear air con vents and the fold-down centre arm rest in the rear seat.

As such, there is no real sense of occasion in the cabin. It’s all dark, pretty basic and built for a life on the worksite.

Like all BT-50s, the SP and XS are covered by a five-year/unlimited-kilometre warranty.

Service intervals are a commendable 12 months/15,000km and a capped-price service plan comes out slightly cheaper for the XS over five years at $2088. The SP auto is $2308 and the manual $2357.

Safety for all

The 2022 Mazda BT-50 range continues with a comprehensive suite of advanced safety systems. And, commendably, that includes the new entry-level XS.

The list of standard equipment includes autonomous emergency braking (AEB) that operates between 5km/h to 160km/h and includes pedestrian and cyclist detection, adaptive cruise control with stop-and-go (auto only), blind spot monitoring, lane departure warning and assistance (the latter also in auto models only), rear cross traffic alert, rollover protection and a secondary collision function that slams on the brakes when the airbag sensors detect a impact to prevent the car from rolling into another vehicle.

New for 2022 is a button on the steering wheel that makes it easier to switch off the lane support systems.

Previously, if you found the lane keeping functions intrusive (yep!), you had to drill into a menu to switch them off. Frustratingly, they would automatically re-engage every time the vehicle was turned on. No more.

A reversing camera is also standard, along with rear parking sensors, on all models but front sensors aren’t fitted until you get up to the GT.

LED headlights are standard across the range, along with front, curtain, centre and driver’s knee airbags.

Twinned from birth

It is well known the current 2022 Mazda BT-50 is an Isuzu D-MAX in drag.

The exterior is clearly differentiated by that beaming Mazda grille and different headlights while, inside the cabin, there’s very little to tell them apart besides the badges and some unique trim elements.

Under the skin, the BT-50 and D-MAX are the same vehicle. They are even built together in the same Isuzu assembly plant in Thailand. Even the detail tuning of the BT and D-MAX are fundamentally the same.

The core building block is a seven cross-member ladder frame, which has double wishbone suspension up front and leaf springs at the rear.

The familiar 3.0-litre engine in the SP makes 140kW of power at 3600rpm and 450Nm of torque at 1600-2600rpm. The official fuel consumption average is 8.0L/100km for the SP as a six-speed manual or auto.

The 1.9-litre four cylinder makes 110kW at 3600rpm and 350Nm at 1800-2600rpm. The claimed fuel consumption rate is 6.9L/100km for the 4x4 we’re assessing. It drops as low as 6.7L/100km as a 4x2.

Both engines have a cast-iron block and an aluminium cylinder head with chain-driven double overhead camshafts, four valves per cylinder, common rail fuel injection and a single variable geometry turbocharger.

The gearing of the 1.9’s auto features a shorter final drive to give it a bit more acceleration pep. In both models, drivers can choose to change gears manually via the gear lever, but, strangely, the allegedly sporty SP misses out on flappy paddles on the steering wheel.

The part-time 4x4 system common to both includes a low-range transfer case and a rear differential lock, which disengages traction control. Hill descent control provides further assistance on steep terrain. There are no sand, mud or rock modes that some rivals like the Ford Ranger offer.

The brakes are disc up front and drums at the rear. Many rivals are shifting to discs all-round and hopefully Isuzu and Mazda will soon do the same.

Completing the tech specs is an electric-assist power steering system that gets heavier as road speeds rise. The turning circle is rated at 12.5m.

On to the numbers, and there are no changes to the tub size, which means an Aussie pallet still won’t fit between the wheel-arches. The payload of the SP is rated at 902kg (manual) and 892kg (auto) whereas the XS, which is about 190kg lighter, can carry up to 1165kg.

The XS has a 5500kg gross combined mass compared to the 6000kg for its big bro. GCM is identical at 3100kg and the SP and XS 4x4 are both rated to tow 3500kg.

Off-road, the XS has a better approach angle (30 versus 27 degrees), but the SP does slightly better for departure (24.3 v 23.3), breakover (24.2 v 23.9) and ground clearance (240mm v 235mm). Wading depth is an excellent 800mm for both utes.

Getting down and dirty

Like we said at the start, the majority of our drive time during this exercise was in the 2022 Mazda BT-50 SP on some pretty rough gravel roads and capped off by some gnarly sections in a 4x4 park.

It’s worth noting at this point that all driving was conducted without a load in the back.

Mazda pitches the SP as a sporty new version of the BT-50 range. That’s underlined by the use of the ‘SP’ badge, which traces its lineage back to locally developed race-winning Mazda RX-7, RX-8 and turbocharged MX-5 models.

More recently, it’s been applied to a wide selection of models without any performance modifications. There’s even a Mazda2 SP.

So, considering the SP has no mechanical upgrades compared to other BT models like the GT, it should be no surprise that the driving character hasn’t changed and the BT-50 remains amongst the best-behaved dual-cab 4x4 on and off the road.

The engine is gutsy if a little raucous, and the six-speed Aisin automatic gearbox is well-tuned to work with it. A bit more low-down response would be appreciated, but it’s no deal-breaker.

The on-road ride on crap Aussie bitumen is decent. Without a load there’s some springiness out of the rear, but it’s only annoying when the road is really bad.

The BT-50 points and handles neatly with positive steering and good body control.

The BT was happy enough to roll along in 4x2 most of the time, quickly swapping into 4x4 via a dial on the dashboard when required.

The more challenging obstacles were easily overcome when low-range and then the diff lock were engaged, but the side steps did grind over some of the larger rocks – but that is hardly an issue exclusive to the BT-50.

The dry conditions were no trouble for the standard Bridgestone Dueler tyres. But if you want to off-road in all conditions then a change might be needed.

And what of the XS? Well, the smaller 1.9-litre engine definitely needs to be worked harder to provide similar acceleration to the SP.

On a level road with two solid bodies onboard, the throttle pedal went to the floor more than once. The upside was it felt smoother than the 3.0-litre, which is a big engine for a four-cylinder.

Being nearly 200kg lighter, the XS also felt a little more agile on the road but maybe not quite as settled, tending to pop off the bumps that bit more.

Inside the cabin, the SP and the XS offer the same dimensions and fundamental design. We’ve already noted some differences, like the smaller infotainment screen, which does look pretty cheap.

But you can make yourself comfortable in both. The driver’s seat has plenty of adjustment and the steering wheel moves for reach and rake.

There are also plenty of storage cubbyholes to shove your stuff into, although the Isuzu’s lidded bin atop the dashboard is conspicuously absent in the Mazda.

The back seat is not the most generous in its class when it comes to leg space. The Ford Ranger does it better. It’s also pretty knees-up, but that’s a typical signature of ladder-frame utes.

Let the record play

The Mazda BT-50 is more popular than ever before, with record sales in 2021.

These two new models should help Mazda build on that momentum.

The 2022 Mazda BT-50 SP is all about cosmetics, so if you like the look and want to spend that sort of money then it has done its job.

It would be nice if the SP badge actually meant something more (as it did in the past), but it doesn’t so that’s that.

The XS is the more interesting vehicle. It’s short on cosmetic appeal but is in a more affordable price bracket without being gutted of safety gear.

At first lick it still seems to offer acceptable performance. We’re already looking to a longer drive with some off-road sections and a load onboard to get a better feel for it.

How much does the 2022 Mazda BT-50 SP cost?

Price:  $63,390 manual/$66,390 auto (plus on-road costs)	Transmission:  Six-speed manual/six-speed automatic
Available:  Now	Fuel:  8.0L/100km (ADR combined)
Engine:  3.0-litre four-cylinder turbo-diesel	CO2:  206g/100km (ADR combined)
Output: 140kW/450Nm	Safety rating:  Five-star (ANCAP 2020)

 

How much does the Mazda BT-50 XS Dual Cab 4x4 cost?

Price:  $51,510 (plus on-road costs)	Transmission:  Six-speed automatic
Available:  Now	Fuel:  6.9L/100km (ADR combined)
Engine:  1.9-litre four-cylinder turbo-diesel	CO2:  185g/100km (ADR combined)
Output: 110kW/350Nm	Safety rating:  Five-star (ANCAP 2020)

 

Disclaimer: Images supplied by Mazda 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

Australians have fallen out of love with conventional four-door sedans. So, it’s almost laughable that the best-selling electric car in the country (by some margin) is the Tesla Model 3. Or maybe it isn’t, because we haven’t had an affordable battery-powered SUV option. Until now.

The Tesla Model Y is the US electric car brand’s second – and most accessible - soft roader that takes all the goodness from the Model 3 and injects it into a higher-riding, slightly more spacious body that is likely to appeal to the masses that are increasingly gravitating towards SUVs.

So, let’s check it out and find out why the Model Y should overtake the Model 3 as Australia’s favourite EV.

Three times

As it is with the Tesla Model 3, the 2022 Tesla Model Y is offered in three model grades: Rear-Wheel Drive, Long Range and Performance.

At the moment, orders are only being taken for the entry-level and flagship versions with stock of the latter expected to start arriving later in 2022. The mid-grade Long Range is due to begin deliveries next year.

All three share the same body and are only visually differentiated by their unique alloy wheel designs.

Any variation in the level of standard equipment is minor, which leaves the size of the battery pack and the electric motors to do the bulk of the work in defining each model.

As its name suggests, the Rear-Wheel Drive gets a single motor driving the rear wheels whereas the Long Range and Performance feature a dual-motor set-up driving all four wheels. Long Range and Performance models also get bigger batteries to extend the EV range.

The 2022 Tesla Model Y Rear-Wheel Drive we’re testing costs from $72,300 plus on-road costs (it was initially $3400 more affordable, but Tesla hiked up the price a week after it launched.)

What that means is it is ineligible for the majority of EV rebates across the country, although NSW residents should at least be able to claim the stamp duty back.

It matches the base Tesla Model 3 for equipment, including leather-look seats (they’re vegan), power-adjustable steering wheel, power-operated front seats, heated seats in all five positions and a panoramic sunroof.

There’s also a 15-inch touchscreen and some of the best connectivity available on any car through the Tesla app.

The Model Y picks up a few extras over the Model 3. For starters, it rides on larger 19-inch alloy wheels, Premium Interior trim (compared to partial premium in the 3), a 13-speaker sound system, ambient lighting and a HEP filter for the cabin. The latter is designed to remove pollen, bacteria and pollution in what Tesla creatively calls Bioweapon Defense mode.

As for safety, the Tesla Model Y has a comprehensive suite of advanced autonomous driving aids with autonomous emergency braking (AEB), speed limit warning, lane keep assist, cameras facing forward, backwards and on each side, as well as blind spot warning.

As with the Model 3, the only colour you’ll get for your $72,300 (plus ORCs) outlay is white. It’s a classy metallic white but we’d also like to see at least one of the grey, blue, black or red colours offered at the same price (red adds $2900 to the price while the others command a $1500 premium).

You can also option a white interior for $1500, although it looks like it’s just waiting to proudly display any marks.

The Tesla Model Y Performance model gets no extra equipment other than the additional motor to drive the front wheels and 21-inch wheels surrounding larger brakes. It’s priced from $103,329 inclusive of luxury car tax but before on-road costs.

No word yet on details of the Model Y Long Range, other than it’ll lob during 2023.

As for aftersales, the Model Y gets a sub-standard four-year warranty that only covers the first 80,000km of driving.

Fortunately, the expensive part of the car – the battery – is covered by an eight-year/160,000km warranty, with a guarantee that it will hold at least 70 per cent of the original capacity over that time.

Servicing is required every two years and Tesla doesn’t quote prices, although it’s likely to cost somewhere around $1000 over the first five years for the average driver.

While the motor doesn’t need any maintenance, other things do, such as replacing the cabin filter every two years, the HEPA filter every three years, tyres rotated every 10,000km, brake fluid replaced every two years and air-conditioning serviced every four years.

It has rivals

It’s been a long time coming for the Tesla Model Y to reach Australian shores, having first launched in the US in 2019.

Back then it would have been a complete outlier, but now it has some keen competition. The Kia EV6 and Hyundai Ioniq 5 are the most obvious, but then there’s also the Model 3 it sells alongside.

From a price perspective, the Model Y also competes with the Mazda MX-30 Electric and the Lexus UX 300e. But neither of them offer the same driving range and tech as the Tesla.

It’s more likely the Model Y will steal sales from higher up the food chain and the prestige EVs from Mercedes-Benz, BMW and Audi, or possibly tempting some away from conventional petrol- or diesel-powered mid-size SUVs.

High rider

Under the skin, the 2022 Tesla Model Y SUV shares plenty with the Tesla Model 3 mid-size sedan.

The two are built on the same basic floorpan and are powered by the same electric motor and battery pack.

But the Model Y’s bulbous body is slightly bigger in every dimension: it’s 56mm longer, 72mm wider and sits 181mm taller. All of which explains why it isn’t as efficient or as quick as the sedan.

Not that you notice much difference when sitting in the front seat. By our tape measure, the Model Y uses the same dashboard, centre console and front seats as the Model 3.

Tesla’s signature minimalist design may be loathed by some – and something of a culture shock from those stepping out of a traditional luxury machine – but will be familiar to Model 3 drivers.

A strip of woodgrain breaks up the sparseness while a 15.0-inch touchscreen dominates the centre dashboard.

That display is the nerve centre of the car, not only doubling as the instrument cluster but also operating everything from the glove box and boot opening to all manner of infotainment features.

Farting indicators, anyone? The Model Y has you covered. Similarly, you can play arcade games (when stationary), monitor detailed energy usage data or stream music.

The sound system is also worth a mention. It’s punchy and clear, ensuring excellent reproduction of everything from hard rock to more melodic tunes.

It’s an impressive piece of kit, although we got frustrated with waiting for the built-in Spotify app) to come to life (often minutes or more).

The smart car

Like its other models, the 2022 Tesla Model Y is compatible with over-the-air software updates – an area of technology pioneered by Tesla.

Like your smartphone, the company regularly upgrades existing functions and adds more features, some of which may be fun and frivolous, others more about how the car drives. Either way, it ensures owners are kept up to date with the latest gadgets and safety devices.

It’s also worth delving deeper into that 15.0-inch touchscreen. As with an Apple phone, it requires learning of basic controls, but once you’re acclimatised there’s loads it can do and its operation becomes second nature.

Some things – such as operating the windscreen wipers – require some prior knowledge, but it’s all buried within the screen and its logical menus.

With eight external cameras, parking in tight spaces is helped by a very clear display and you can view any direction around the car. The cameras can also be used to record movements around the car when it is parked, which is a handy deterrent for thieves.

There’s a USB point in the glove box that allows you to download images from what is effectively a 360-degree high-resolution dash-cam.

Then there’s Autopilot, Tesla’s semi-autonomous drive system which can work extremely well in controlled environments.

On a well-marked freeway, for example, it usually does a great job of staying in its lane and dealing with other traffic, although occasionally it may unexpectedly slow down.

On suburban roads it’s far less convincing, often struggling to stay in the right part of the road and over-reacting or failing to react to obstacles.

All of which is a reminder that Autopilot is impressive tech but still needs a lot of work, as well as better communication with roadside infrastructure for it to be truly called Autopilot. Right now, it still needs a driver behind the wheel – so don’t be fooled by its name.

More for the family

Where the 2022 Tesla Model Y truly stands apart from its sedan sibling is in the back seat, which unleashes about 55mm more headroom compared to a Model 3.

It means six-foot-plussers can now sit in the back seat without having to stoop, although knee room behind the front seats is only just okay.

The vast glass roof creates an airy cabin and there’s decent vision for all occupants. Only the rear window is small, something that hampers the driver’s rearward view.

That said, the boot is quite deep and also has loads of storage underneath in two separate binnacles. It’s perfect for storing charging cables or valuables, something more important considering there is no luggage cover for items in the main section of the boot.

Add in the 40/20/40-split folding rear seats and the Model Y cements itself as one of the more practical mid-size SUVs on the market.

If that’s not enough, then a soft bag (or two) should slot into the frunk (or froot) under the bonnet.

Slow down

By Tesla standards, the 2022 Tesla Model Y is the slowest model it has ever sold here. But it is hardly a slouch.

With the ability to accelerate from 0-100km/h in 6.9 seconds, it is certainly swift enough for a mid-size family SUV.

Initial acceleration is on par with the latest Model 3 RWD. But an extra 157kg means the enthusiasm tapers marginally above 60km/h.

Again, it’s still energetic enough and does a terrific job of building pace around town or firing up for a country road overtake.

Throw in near-instant throttle response and generous pulling power that doesn’t rely on a transmission shuffling into the right gear and there’s never a time the Y is caught wrong-footed.

As for exactly how much power and torque is produced by the single rear-mounted electric motor is a mystery. When Tesla certified the Model Y RWD for sale in Australia it listed the peak power as being 208kW, but there are no specifications on the Tesla Australia website or in the owner’s manual to confirm this.

However, in the owner’s manual for Chinese Tesla models (where our Model Ys are built) is a table of motor outputs for all Model 3 EVs, which suggests the motor produces 194kW and 340Nm.

Out on the range

Similarly, the company doesn’t quote the capacity for the lithium-ion battery for the 2022 Tesla Model Y.

But, by our calculations using the energy usage and remaining range, the usable capacity of the battery in the 2022 Tesla Model Y Rear-Wheel Drive is 60kWh.

The Model Y claims to travel 455km on a charge (according to the WLTP standard), although the onboard range estimator was more like 435km in our car when the battery was topped up.

Our experience suggests that’s a realistic figure if you’re mainly in the city and suburbs; like all EVs, it’ll use more electricity at 110km/h on a freeway.

Average energy use hovered around 15kWh per 100km, sometimes less, versus an official claim of 14.6kWh/100km. So, it would cost something like $4.50 to cover 100km, which is the equivalent price of about two litres of petrol.

The Model Y’s battery can be recharged via a flap cleverly concealed in the left tail-light cluster. It’ll accept any Type 2 plug and take up to 11kW from a wallbox charger. That means a full charge in about 24 hours from a regular power point or as little as 5.5 hours on a wallbox.

Of course, one of the appealing aspects of owning a Tesla is access to the vast charging network that effectively doubles your charging options.

The faster Supercharger network will add hundreds of kilometres of range in less than an hour – and we’ve found Superchargers to be easier to use and more reliable than public charging stations.

Things that go bump

As for how it drives, there’s a tautness to the character of the 2022 Tesla Model Y that instantly reinforces its focus. It’s more of a corner carver than a comfy lounge on wheels.

The steering has been engineered to match, with a MINI-like directness that reinforces the athleticism.

The 19-inch Hankook Ventus tyres deliver plenty of grip and the Y’s low centre of gravity ensures its mid-corner manners are among the best in the SUV class.

Speaking of which, the body movement and firm suspension had our traction control firing to life while on an undulating country road, something that in turn disabled cruise control. It wasn’t an isolated incident, suggesting some more ESC tuning could be in order.

On a smooth freeway there were no such issues. Blame it on the bumps Aussie councils do so well, which you’ll never wonder where they are.

The Tesla doesn’t jar over them like a rock-hard sports car, but you’ll feel most imperfections as that connected chassis goes about its business.

Sitting higher than you do in a Model 3 means there’s more lateral movement that partially accentuates the bumps, which is a common trait in SUVs when compared to conventional sedans.

Staying at the Y

The 2022 Tesla Model Y is an important addition to the burgeoning electric vehicle landscape.

As the taller, more practical brother to the Tesla Model 3 that has quickly established itself as Australia’s favourite EV and was awarded carsales’ Best Electric Car for 2021, the Y builds on a successful formula and addresses the practicality limitations of the 3 sedan.

That said, Tesla’s pricing strategy – where it hiked the price a week after it first went on sale – is disappointing, particularly for customers that had waited almost three years for it to arrive locally.

But that probably won’t stop the Model Y from usurping its sedan sibling as the country’s best-selling electric car – if Tesla produces enough of them.

Importantly, the Model Y is not just a brilliant electric car, it’s a genuinely convincing mid-size SUV that undercuts some of its prime rivals from prestige brands.

It’s arguably the electric SUV the market has been waiting for.

How much does the 2022 Tesla Model Y Rear-Wheel Drive cost?

Price:  $72,300 (plus on-road costs)	Battery:  60kWh (estimated) lithium-iron phosphate
Available:  Now	Range:  455km (WLTP)
Powertrain:  Single permanent magnet synchronous motor	Energy consumption:  14.6kWh/100km (WLTP)
Output: 194kW/340Nm (Tesla China owner’s manual)	Safety rating:  Not tested
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

Hyundai Australia has confirmed full local details for its upgraded 2023 Palisade large SUV that arrived in showrooms in August.

The South Korean brand has built on the success of the original model with a revised model range that introduces new safety and connectivity features, striking exterior design changes and the choice of seven- or eight-seat configurations across all model grades.

Four Palisade variants are available now, defined by two trim levels – Elite and Highlander – and the choice of either a 3.8-litre petrol V6 or a 2.2-litre four-cylinder turbo diesel, with prices starting at $65,900 plus on-roads for the Elite V6.

That marks a $5000 increase over the previous entry-level eponymous Palisade model, which has been discontinued. But the extra outlay is justified by more standard equipment and significantly enhanced safety credentials, which should be enough to rectify its predecessor’s lacklustre four-star ANCAP safety rating.

Diesel versions still carry a $4000 premium over their petrol counterparts while the more lavish Highlander trim starts from $75,900 (up from $71,700).

Key among the new safety features, the Palisade’s comprehensive suite of advanced driving functions now includes Junction turning assist for the autonomous emergency braking (AEB) system, intelligent speed limit assist, safe exit assist, overtake acceleration assist for the adaptive cruise control, multi anti-collision braking, a centre airbag, and an electronic child safety lock system.

Highlander models improve on that further with rear parking collision avoidance and a 3D view for the 360-degree camera.

All Palisade models are compatible with Hyundai’s new Bluelink smartphone app, which provides owners with a multitude of connected car services including automatic collision notification where the system will call emergency services and pinpoint the location of the accident in any event when the airbags are deployed.

Bluelink also offers improved cloud-based navigation guidance, localised weather information and calendar sync for Google and iCloud users plus the ability to remotely activate certain functions such as the ignition, door locks, air conditioning and heated seats.

The Hyundai Bluelink services are provided free of charge for the first five years of ownership and can be transferred within that time period.

Beyond the stylish new exterior design, the Palisade Elite’s cabin design has also been stepped up through the addition of a new 12.3-inch infotainment interface and a new 12.3-inch digital instrument cluster. Interior ambience is further boosted by new leather trim for the dash, armrests, doors and seats.

Other new features comprise a ‘custom’ shortcut button on the steering wheel, revised seat stitching design, remote window open/closing with soft opening/closing, LED indicators, reverse and glovebox lights, lower console ambient lighting and back-lit overhead console switches.

The Highlander gets all these goodies plus remote smart parking, second row wing-type outer head restraints, luxury quilted and perforated door trim, a two-tone steering wheel, gloss black trim on the dash, diamond pattern console trim, a digital rear-view mirror, 10-inch head-up display, LED tail-lights and brake light strip, as well as ventilated second-row seats and automatic demister.

No changes have been made to either powertrain, with the front-wheel drive 3.8-litre V6 configuration still developing 217kW/355Nm while the all-wheel drive turbo diesel continues with 148kW/440Nm outputs.

Both powerplants are hooked up to an eight-speed automatic transmission as standard, which Hyundai claims has come in for a few software revisions, as has the retuned suspension and power steering systems.

Noise, vibration and harshness levels have also been improved throughout the cabin, says Hyundai, thanks to a series of subtle tweaks to material thickness and redesigned seals.

“With a bold new style, enhanced luxury, and additional segment-leading safety technology for 2023, Palisade continues its place as the SUV flagship of the Hyundai range,” Hyundai Australia chief executive officer Ted Lee said.

Hyundai says high demand for the range-topping Highlander model – which has accounted for more than two thirds of sales volume to date – led to the company rationalising the model range and dropping the entry-level variant.

In terms of powertrains, the gutsier diesel option has accounted for a huge 80 per cent of sales, presumably because it offers superior fuel economy and the security of all-wheel drive.

How much does the 2023 Hyundai Palisade cost?

• Elite (a) – $65,900
• Elite CRDi (a) – $69,900
• Highlander (a) – $75,900
• Highlander CRDi (a) – $79,900

* Prices exclude on-road costs

 

Disclaimer: Images supplied by Hyundai Motor Company 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

The all-new Ford Ranger has arrived with much fanfare for the flagship models, which now feature a gutsy V6 engine and are loaded with technology. But the Ranger has to do more than just one job: customers are asking the new generation of dual-cab utes to be a family car, weekend playtoy and a hard-working tool of trade during the week.

So, we’re delving into the heart of the all-new 2022 Ford Ranger line-up to test the lower-grade XLS dual-cab 4x4 that is exclusively powered by the carryover 2.0-litre twin-turbo four-cylinder diesel engine and costs from $54,330 plus on-roads.

Ranger Family

To put our test vehicle into context, the 2022 Ford Ranger is available in six model grades: XL, XLS, XLT, Sport, Wildtrak and Raptor.

Starting at the top, the Raptor is a dedicated sports performance version designed more for off-road enthusiasts than it is for tradies. The Wildtrak has, again, more of a lifestyle focus for cashed-up, adventure-seeking families that have probably stepped out of an SUV and want a ute to tow the holiday caravan or a trailer of weekend toys. The Sport model follows the same theme but misses out on some of the fancy features and tech gadgetry. XLT models are for those that transit between the worksite and the weekend and are on a bit tighter budget. And, finally, there’s the XL and XLS models, which are primarily aimed at tradies who want a work ute to do all the heavy lifting.

The XLS dual-cab 4x4 we’re testing comes exclusively with the 2.0-litre biturbo engine (the XL comes with a single-turbo version of the same engine) and a 10-speed automatic transmission.

Pricing for the Ranger XLS dual-cab 4x4 pick-up (you can also get a cab-chassis version) starts at $54,330 plus on-road costs. However, if you want any colour other than white it will cost another $675.

As with all Ford vehicles, the Ranger is covered by a five-year/unlimited-kilometre warranty. Unlike some rivals, Ford doesn’t cap the kilometres if you’re using it for commercial purposes.

Servicing is capped for the first four services (each at 12 months or 15,000km) at $329.

What’s it up against?

The Ford Ranger has been one of the best-selling vehicles in the country for the last seven years, and the new-generation model is expected to boost its popularity even higher.

It does have a number of key rivals in its wheeltracks, the most obvious being the Toyota HiLux SR, which currently costs from $52,795 (plus ORCs) with an automatic transmission. But that price is likely to increase soon with an updated model due to arrive in showrooms before the end of the year.

Other automatic transmission contenders include the Nissan Navara SL (from $49,100), Isuzu D-MAX SX (from $52,200) and Mazda BT-50 XT (from $53,560).

So, when you look at the wider landscape, the Ranger comes with a price premium, but it’s by no means outrageous.

What do you get?

For now though, the Ranger XLS trounces all of its rivals when it comes new-age technology.

It gets a 10.1-inch touchscreen, for example, which is big by some luxury car standards and sizeable by ute standards. Plus, there’s wireless Apple CarPlay and Android Auto incorporated.

There’s also a digital instrument cluster and the FordPass connected app that allows smartphone-activated remote unlocking of the doors, as well as remote starting for cabin heating/cooling.

In terms of advanced safety systems, the Ranger sets the new class benchmark with nine airbags (including a centre airbag between the driver and front passenger), auto braking in forward and reverse, blind spot warning, a driver drowsiness monitor and adaptive cruise control.

Like the XL, the emphasis is still on work over play, but there are some touches that smarten things up in the XLS.

Instead of steel wheels, it is fitted with 16-inch alloys. There are side steps to make getting in and out of the cabin a little easier. And, in lieu of hose-out vinyl floor covering, the XLS has carpet.

Rear parking sensors (and a reverse camera) are joined by front sensors, making sneaking into a tight spot a fraction easier.

Having the tailgate lock and unlock with the remote locking is also handy, especially if you’re planning on running a canopy or lockable tonneau cover.

The XLS also picks up tweeter speakers at the base of the A-pillars, which makes a noticeable difference to the sound quality.

Making light work

As we’ve mentioned, the headline acts with the new 2022 Ford Ranger are the Wildtrak and Sport variants, each of which looks trick with snazzy LED headlights, big alloy wheels and stylised sports bars.

Best to temper expectations with the XLS, because it’s more about the basics.

Sure, there are fog lights, but the front light cluster is made up of older-school halogen globes. It means the daytime running lights are a yellow-ish square rather than the crisp white C-shape of upper Ranger variants.

At night, the bigger headlight area does a better job of illuminating the road ahead than the previous Rangers (which is not difficult) and there’s a more convincing beam throw when you activate the high beams. But they are not as bright as the LEDs in higher grade models.

The black door handles are also a reminder you’ve gone to the budget end of the showroom. That can be addressed, however, with the $750 Tech Pack, which colour-matches those exterior handles plus brings voice recognition, digital radio tuning, dual-zone ventilation (no arguments across the cabin!), rear air vents (no complaints from the rear!) and keyless entry.

It also adds embedded satellite navigation, although during our brief experience we reckon the maps you get from connecting your smartphone are a better bet.

Another option worth considering if you’re throwing gear in the back regularly is the spray-in bedliner ($900). We haven’t tested a version with the standard metal load area, but previous experience with other utes suggests you don’t have to try hard to scuff it up.

Carry-all

Even if you don’t add the bed liner, hauling stuff into the tray of the 2022 Ford Ranger is a lot easier than before, in part because of the layout of the tub which has been revised to carry a standard Australian pallet between the wheel arches.

Accessing the load space is also easier courtesy of the steps behind each rear wheel. And if you’re loading at night there are now two beautifully integrated LED lights to illuminate the tray.

There are six tie-down points in the tray, including two on either side of the front. Longer items can lean against the steel over-hoop rail that protects the cabin. It also includes swing-up locators to stop ladders or lengths of wood from going on a sideways excursion.

In 4x4 guise, the XLS has a payload of 958kg, which includes any people you’ve got in the cabin. That’s actually slightly less than the model it replaces (991kg as a 3.2-litre auto) but still solid by workhorse ute standards.

If you don’t need the added traction of a four-wheel drive then the 4x2 model ups that payload to 1067kg.

As for towing, the Ranger is still rated to take 3500kg. But it now has a gross combined mass of 6350kg (previously 6000kg), which makes it easier to tow heavy loads and still carry people and/or gear.

That means that with a 3.5-tonne caravan or trailer out back you can still carry 578kg. Even with 350kg pushing down on the tow ball the Ranger stays within its gross vehicle mass limit of 3230kg.

That’s handy, because it means caravanners or boaties will be able to take a sizeable rig and the family as well.

As before, the tailgate on the XLS still crashes open with a thud, unless you lower it down manually. Higher-grade models have a dampener that lightens the load. We can’t imagine too many muscly tradies will be complaining…

The caffeine addicted will also appreciate the cup locators built into the tailgate once it’s flopped open. Better still, the lengthened top of the tailgate once it’s shut is perfectly suited to a well-balanced cuppa.

On the road

The 2022 Ford Ranger XLS may be towards the lower end of the line-up but the cabin, with all its tech, still feels a level above its rivals.

The digital instrument cluster can be customised to allow you to thumb through the displays you reference most often.

And the centre screen is crisp and clear, with easy adjustability. The upper and lower sections are dedicated to vehicle functions and settings while the centre is taken out by the smartphone connectivity, be it Android Auto or Apple CarPlay.

Within that smartphone section you can choose between a regular or expanded layout, the latter crunching some of the other controls.

Our only gripe is that when using Google Maps the triangular pointer showing where you are can sometimes falls off the bottom section of the screen devoted to smartphone connectivity.

We’re also glad Ford maintained physical dials and buttons to control basic ventilation and audio functions. They’re simple and they work.

Elsewhere, though, it can feel a little low rent. The plastic steering wheel is hard and cheap, and the cloth trim looks durable but doesn’t have the more modern design aesthetic of other grades such as the XLT.

The handy storage tray above the glove box is missing the rubber matting of other variants, so any cornering fervour could have keys, phones, coins, etc rushing to the floor.

While the XLS gets the old-style gear selector and a manual handbrake, it all works fine. Dual cup holders look after odds and ends and there’s a useful storage tray at the base of the centre console.

Gadget power is provided via a single USB-A or smaller USB-C port, catering for all the latest tech. And those wanting to connect a dash-cam can utilise another USB-A port integrated into the rear-vision mirror housing. Clever.

Occupants are well catered for by ute standards, too. The front seats are comfortable and supportive and make light work of longer trips, and there’s decent adjustment in the driving position and good visibility all round.

Big blokes in the back may find their knees digging into the front seatbacks if their size is replicated up front. But, there’s actually pretty decent rear seat space compared to rivals.

Plus, you can carry more luggage than before, even when the back seat is in use. Lift those back seats and there’s a small storage binnacle on the driver’s side, although it misses out on the plastic lining of upper grades. A pair of hooks in the rear roof can also work well for hanging clothes or bags.

There are also generous door pockets and a reasonably-sized covered centre console. It only has one seatback pocket in the rear, though.

From humble beginnings

It doesn’t take long behind the wheel to realise the 2022 Ford Ranger XLS benefits from all the engineering goodness that’s gone into other Ranger variants.

Sure, it may miss out on some of the fizz and fruit, but it lacks none of the core attributes that filter from the top down.

It starts with the basic layout. Physically, the Ranger is a similar size to its predecessor, but the front wheels have been shifted forward by 50mm (in turn stretching the wheelbase by the same amount) and the left and right wheels are spaced 50mm further apart.

In essence, that means it has a larger footprint for better driving dynamics without being any bigger in overall length or width.

The body feels tight and solid and in each of the XLS variants we drove there’s a sense of surety.

Suspension tuning and development was done on local roads and it pays off as the Ranger has excellent body control that minimises leaning in bends.

It doesn’t iron out bumps completely, especially when unladen, but it disposes of them assertively. Whether it’s a single big hit or multiple ripples, the Ranger is predictable and reassuring.

It is workhorse ute after all, and is fitted with rear leaf springs suited to carrying heavy loads rather than carving around the Nurburgring.

But it’s never harsh or unwieldy.

The Ranger’s steering adds to its predictable and dynamic nature. There’s enough weight to provide feedback from the bitumen but enough power assistance to make for easy manoeuvring or touring. It’s also not too direct, working with the bulk of a ute body.

Some of our XLS driving was done on the optional 17-inch all-terrain Bridgestone Dueler tyres, which remained quiet and calm despite the more open tread pattern. They’re not the sharpest when pitching into a roundabout, but then again neither are the standard 16-inch hoops (also Bridgestones) that look like they’ll dispose of a kerb strike nicely.

In XLS guise, the Ranger continues with drum brakes at the rear (XLT, Sport and Wildtrak pick up discs) and the front brakes are also a smaller diameter.

While we didn’t get to test out their durability while carrying a heavy load or towing on a long descent, the brakes were up to the task in everyday conditions. If you are planning on regularly towing a caravan, the higher grade models would be a better pick.

Work out

As well as work duties, the 2022 Ford Ranger XLS dual-cab 4x4 also promises to tackle some harsh terrain, be that a tricky work site or an off-road adventure.

The XLS continues with a part-time four-wheel drive system that runs as a rear-wheel drive on the road.

The 4H mode – for four-wheel drive, high range – can be selected on the run, making it easy to dial up additional traction as required. But to select 4L – low range – it can only be engaged when the vehicle is stationary. In all cases, selections are made via a rotary dial in the console.

There’s also a rear diff lock, which we found handy in slushy mud. Without it activated, the traction control will eventually catch up and apply brakes to spinning wheels, but it needs some right-foot encouragement to get to that point.

While our off-road running was limited, it was enough to learn that the Ranger will tackle the moderate stuff without fuss. But for a proper evaluation we’ll have to go further afield, something we’ll be doing soon.

Those planning to go off-road in a Ranger XLS should do some planning, though. There’s no rear tow hook, for example. The easiest way around that is fitting a tow bar (which most will want in a ute anyway) and adding a recovery hitch.

And while the Ranger is rated to wade through up to 800mm of water, you need to be careful not to splash a wave over the bonnet because the air intake is nestled between the bonnet and headlight.

If you’re in any doubt, choose the optional snorkel which is just one of dozens of specialised accessories available for the new Ranger.

Less is more

If you’re looking at the 2022 Ford Ranger XLS, there’s only one powertrain option with the 2.0-litre bi-turbo four-cylinder diesel driving through a 10-speed automatic transmission.

The twin-turbo engine was once the highlight of the Ranger line-up but, with the V6 in higher-grade models, it is now the meat-and-potatoes. In XLS guise it replaces the now-discontinued 3.2-litre five-cylinder, bringing more muscle (154kW and 500Nm, which is an extra 7kW and 30Nm) as well as an additional four gear ratios.

In a former life – well before semi-conductors were in short supply – the 2.0 biturbo was available with a stop-start system that helped reduce fuel use around town.

Unfortunately, that’s been dropped, although it still promises a reduction in average fuel use over the 3.2-litre five-cylinder; down from 8.3 litres per 100km to 7.6L/100km now. It’s not just the engine doing the fuel-saving work; Ford has also put effort in elsewhere, including with more advanced aerodynamics.

Besides, we’re guessing most tradies won’t miss the engine shutting down temporarily when stationary, even if it could leave an extra few millilitres in the tank.

Either way, the biturbo engine is more refined than before and although it has lost 3kW of maximum power compared to the previous unit (used in other variants of the previous Ranger), it is a smooth operator.

It also pulls in all the right places, with a strong surge of power on tap below 2000rpm and maintaining that beyond 3000rpm. The four-pot revs cleanly, too, making for easy progress.

During full-throttle acceleration from a standstill there’s also added enthusiasm from the 10-speed auto, which slices through ratios as it keeps the engine in its sweet spot.

During country cruising the auto is busy shuffling between gears, especially if you’re changing pace regularly or dealing with hills. But it’s mostly decisive in its shifts.

The XLS’s drive mode selector can tailor the powertrain for Eco and Slippery conditions as well as incorporating a new Tow/Haul mode that is designed to reduce shifting once you’ve got a load on board, something we didn’t get to test during our drive.

Of course, you can select ratios manually, although it’s done through buttons that are still (curiously and frustratingly) on the side of the main gear selector.

Honesty is the best policy

What the 2022 Ford Ranger XLS lacks in new-Ranger fanfare (take it away Wildtrak) it makes up in honest ute ability.

The Isuzu D-MAX and Mazda BT-50 twins raised the bar at the workhorse end of the ute market. But Ford has elevated it even higher.

It’s a ute with solid foundations – benefiting from the effort put in to make the Wildtrak and Raptor better – that translates to above-average liveability and driving manners.

You do have to pay for that privilege as the Ranger is more expensive than rivals, but only just. And it pays back in superior driving manners, better tech, better safety, better comfort and better resale value.

While the lack of some basic kit may leave family buyers or off-road adventurers cool, it should smash the expectations of tradies looking for a ute to get the job done.

How much does the 2022 Ford Ranger XLS Double Cab Pick-Up 2.0L BiTurbo 4x4 cost?

Price:  $54,330 (plus on-road costs)	Transmission:  10-speed automatic
Available:  Now	Fuel:  7.6L/100km
Powertrain:  2.0-litre four-cylinder twin-turbo diesel	CO2:  201g/km
Output: 154kW/500Nm	Safety rating:  Not tested

 

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

BMW has confirmed price and specification details for the first two models in the new 2023 BMW X1 range before they arrive in Australian showrooms later this year.

The third-generation BMW X1 – the smallest SUV from the German brand – will start with two popular turbo petrol models, the front-drive sDrive18i and all-wheel drive xDrive20i, before expanding with a raft of more expensive variants in 2023 and beyond including plug-in hybrid, battery-electric and performance versions.

To kick things off, the sDrive18i will cost from $53,900 plus on-road costs, which is a considerable $6000 hike over the current model and positions the new BMW X1 above the entry-level version of its prime rival, the Audi Q2 (from $45,200), and even its own, sportier X2 (from $49,900).

However, BMW says the hike is a result of “markedly increased levels of standard specification, technology, capability and versatility compared with outgoing models”.

Rolling on a set of 18-inch alloy wheels as standard, the sDrive18i’s generous list of standard equipment list is headlined by new-generation Sensatec upholstery, the latest BMW navigation system with augmented reality technology, wireless smartphone mirroring, a digital cockpit, head-up display, comfort access, connected package professional and sport seats.

Other features include Driving Assistant Plus, Parking Assistant Plus, auto-dimming mirrors, dual-zone climate control, wireless phone charging and adaptive LED headlights.

The sDrive18i is powered by a revised version of the 1.5-litre three-cylinder petrol engine that has seen power and torque outputs increase to 115kW and 230Nm respectively. It is fitted with a seven-speed dual-clutch automatic transmission as standard that drives the front wheels.

All the same goodies can be found on the xDrive20i, which costs from $65,900 (plus ORCs), as well as larger 19-inch alloy wheels, Driving Assistance Professional and heated and power adjustable front seats.

It is driven by a bigger and more powerful 150kW/300Nm 2.0-litre turbo-petrol four-cylinder for propulsion with the added bonus of all-wheel-drive.

Not only is the new BMW X1 better equipped than the outgoing second-gen, it is also physically larger in every dimension, measuring 4500mm long (+53mm), 1845mm wide (24mm) and 1642mm tall (+44mm), and riding on a 2692mm wheelbase (+22mm).

The growth spurt results in a more spacious cabin – there’s 35 litres more boot space for starters – and, in BMW’s words at least, improved “ride comfort and road presence”.

In typical BMW style, both X1 models can be tailored through a series of optional bundle packs. An enhancement pack combines metallic paint, a panoramic sunroof, high-grade Harmon/Kardon audio, sliding rear seats and power adjustable front seats and Driving Assistant Professional (on the sDrive18i). It costs $6000 on the entry-level model, and $4000 on the xDrive20i as it already features the last two items as standard equipment.

Those that choose the xDrive20i can amplify its sporting credentials with the M Sport Pack that not only brings unique styling features such as bespoke 19-inch alloys, M high gloss Shadow Line highlights on the exterior and M Aluminium Hexacube interior trim with an M leather steering wheel but improves its road holding with adaptive suspension dampers.

“The new X1 combines a new and more prominent exterior styling package, a redesigned interior, greater level of spaciousness and an array of driver and parking assistance systems that are unmatched in the segment,” said BMW today.

Following in the wheeltracks of the new X1’s local launch around November, the fully electric BMW iX1 will arrive Down Under in the first quarter of next year with pricing and spec details to be confirmed further down the track.

“Next year’s debut of the iX1, the new fully electric model, will bring advanced BMW electromobility to a new audience,” the brand continued.

“Addition of the iX1 xDrive30 in Q1 2023 will expand BMW Group Australia’s electrified model portfolio to 12 models, which is among the most of any manufacturer represented in the country.”

How much will the 2023 BMW X1 cost?

• sDrive18i (a) – $53,900
• xDrive20i (a) – $65,900

* Prices exclude on-road costs

 

Disclaimer: Images supplied by BMW 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 fourth-generation Kia Sorento is proof of how far the South Korean car maker has come over the last decade. For a brand that was often dismissed as cheap and cheerful, the latest Sorento has won over plenty of Aussie families, and even a collection of trophies – including the coveted carsales Car of the Year in 2020.

Now, the seven-seat large SUV has taken another step forward with a new self-charging petrol-electric hybrid powertrain that joins the current broad line-up which spans regular petrol, diesel and plug-in hybrid variants.

The Kia Sorento Hybrid, or HEV, can be had in either front-drive or AWD form but is only available in top-shelf GT-Line trim, so the starting price is relatively high at $66,750 plus on-road costs.

But it’s worth a very close look… so, let’s check it out.

More-ish

While most will opt for the more affordable 2022 Kia Sorento GT-Line HEV in front-drive configuration, we’re testing the all-wheel drive model that commands a further $3000 premium.

At $69,750 (plus ORCs) that’s $4680 more expensive than the equivalent diesel-powered Sorento, but much more affordable than the niche plug-in hybrid Sorento PHEV that costs from $80,330 (plus ORCs) and can run on battery power alone for up to 68km.

The Hybrid GT-Line comes loaded with pretty much everything a family of up to seven could possibly want from their car, as well as a few exclusive chassis elements not seen on lesser variants, namely Sachs dampers and 19-inch alloy wheels.

All Sorento models look broadly similar, with the main cosmetic differences between grades coming down to the exterior trim and the size and design of the alloy wheels.

Inside, though, it’s a different story as the GT-Line brings a glorious set of power-adjustable Nappa leather seats that are both heated and cooled up front and heated in the second row.

Other keynote features include a rotary gear selector, 64-colour ambient lighting, a panoramic roof, piano black trim, a heated steering wheel, sun shades, digital instrument cluster, a powered tailgate, 12-speaker Bose sound system… the list genuinely goes on and on and on.

Safety in numbers

It’s the same story when it comes to safety equipment, with all 2022 Kia Sorento models carrying a maximum five-star ANCAP safety rating – based on testing in 2020 under the current tough assessment regime – and loaded to the roof lining with active and passive safety features.

The list of acronyms denoting advanced driver assist systems is genuinely vast – AEB (autonomous emergency braking), MCB (multi collision braking), HBA (high beam assist), LKA (lane keeping assist), LCA (lane change assist), PCA (parking collision avoidance), DAA (driver attentional alert), just to name a few.

The GT-Line adds to that comprehensive suite with a crisp 360-degree camera, blind spot view monitor (BVM) via the digital dash, electronic child safety lock and rear occupant alert.

Of these features, it’s the Blind Spot Monitor in the instrument panel that’s the cleverest in day-to-day use as it is activated every time the indicators are deployed which then displays an image on the cluster of a view down the corresponding side of the car. While the image is generally crisp and sharp, rain can render the system ineffective as the lenses become obscured.

Speaking of things that work better in theory than they do in real life, the Sorento’s adaptive cruise control (ACC) is a little too eager to intervene when it detects a new vehicle merging in front or even crossing the flow of traffic.

The same can be said of the lane keep assist and lane centring systems which can feel overbearing in the way it abruptly corrects the steering.

You can make alterations in the vehicle settings, but as we’ve found in a variety of other vehicles the more fiddly and overactive they are can sometimes encourage the driver to disengage them rather than embrace the technology.

Really, we’re nit-picking a bit here, because the overall package in the Kia Sorento is hard to fault.

Two is better than one

The real story here is the 2022 Kia Sorento Hybrid’s petrol-electric powertrain which links the Hyundai Motor Group’s latest iteration of its 1.6-litre turbocharged four-cylinder petrol engine with an electric motor.

On its own the petrol engine develops 132kW of power and 265Nm of torque, while the electric motor is rated at 44kW and 264Nm.

Together, they have a combined maximum output of 169kW and 350Nm, which positions it between the regular 3.5-litre V6 petrol engine (200kW/332Nm) and 2.2-litre turbo diesel four-cylinder (148kW/440Nm) options.

The electric motor is powered by a 1.5kWh lithium-ion polymer battery pack stashed under the floor in the boot.

Unlike other brands which pair their hybrid powertrains with a continuously variable transmission (CVT) to further cut fuel consumption, Kia has stuck with a conventional six-speed torque-converter automatic which ultimately helps the big seven-seater feel a bit more, well, normal when pottering around the suburbs.

As for economy, Kia claims the Sorento HEV returns an average of 5.8L/100km on the official combined cycle in the AWD version – or 5.3L/100km in the 2WD.

That compares to the 6.1L/100km claimed average in the diesel-powered, AWD-only Sorento GT-Line. However, when you consider that most family SUVs typically spend most of their life running around the suburbs, the disparity in urban-only consumption (7.4L/100km for the diesel and 5.9L/100km for the Hybrid) makes the Hybrid a logical solution.

The 2WD HEV is better again at 5.5L/100km, which is quite outstanding for a circa-two-tonne large wagon, although the full-time AWD model brings clear traction advantages and extra versatility afforded by its terrain management system which alters the torque split, throttle sensitivity and traction control parameters depending on the mode.

Our testing across a broad range of conditions returned 7.1L/100km when we handed the keys back to Kia.

Smooth as silk

The 2022 Kia Sorento GT-Line HEV AWD is a smooth operator around town, with the electric motor delivering refined and instantaneous torque from a standing start and the transmission ensuring smooth progress, with none of the hesitancy of a dual-clutch auto or elasticity of a CVT.

With only a small battery, the Sorento HEV can only start moving away using just the electric motor, with the 1.6-litre turbo petrol engine quickly rumbling into life once on the move.

With the two power sources combined, it delivers plenty of pulling power, is responsive to inputs and exceptionally smooth.

There were a couple of instances where it fumbled, such as when slowing down for a give-way sign in default Eco drive mode and then getting back on the power before coming to a stop. In that situation, there was a few seconds’ delay before the powertrain delivered a somewhat aggressive reaction to the throttle input.

Switch it into Sport mode and the engines are locked together to deliver maximum performance and grip, of which there’s plenty for such a big and heavy vehicle.

Twisty stretches of road are dealt with confidently and comfortably thanks to the reasonably firm but never brittle suspension tune and sticky Goodyear Eagle F1 tyres. The same goes for loose surfaces thanks to the added security of all-wheel drive.

As ever, the Sorento also remains one of the most comfortable and refined models in its class.

The urban choice

The 2022 Kia Sorento HEV AWD is a very appealing family car, even with its hefty price tag. And with few hybrid options in the large SUV segment, it stands almost on its own.

Its most obvious rival is the Toyota Kluger Hybrid, which is more expensive in the equivalent Grande AWD specification (from $75,700) and can’t match the Sorento for driving performance, technology and cabin presentation.

There are a couple of downsides with the Sorento Hybrid compared to the diesel-powered version, including a slightly lower braked towing capacity (1650kg v 2000kg) and shorter service intervals (10,000km v 15,000km, across 12 months).

The battery also chomps a few litres out of its boot space (616L vs 608L), but there’s still plenty of room.

Where the new Sorento Hybrid really shines is in its natural environment – the suburbs.

Indeed, for everyday practicality and in fulfilling the brief as a stylish, sophisticated and economical seven-seat family SUV that’s purpose-built for urban duties and yet can eat up the highway miles, the Sorento HEV is a standout.

How much does the 2022 Kia Sorento GT-Line Hybrid AWD cost?

Price:  $69,750 (plus on-road costs)	Transmission:  Six-speed automatic
Available:  Now	Fuel:  5.8L/100km (ADR Combined)
Engine:  1.6-litre four-cylinder turbo petrol-electric	CO2:  133g/km (ADR Combined)
Output: 132kW/265Nm (electric motor: 44kW/264Nm)	Safety rating:  Five-star (ANCAP 2020)
Combined output: 169kW/350Nm

 

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