By Carsales staff

Nissan Australia has confirmed local details for its all-new 2022 Nissan QASHQAI range ahead of its arrival in showrooms later this year.

The Japanese brand revealed the popular small SUV will be offered in four model trims – ST, ST+, ST-L and Ti – each of which features more standard equipment and improved safety over the current model while also introducing a new-generation, more efficient 1.3-litre four-cylinder engine.

The consequence is hefty price rises of between $5000-$6000 depending on model variant, with the entry-level QASHQAI ST now starting from $33,890 plus on-road costs and range-topping Ti costing $47,390 (plus ORCs).

In between, the mid-level ST+ starts at $37,890 (plus ORCs) while the ST-L is $42,190 (plus ORCs).

All four variants will feature the same mechanical layout, with a 110kW/250Nm 1.3-litre turbo four-cylinder that drives the front wheels via a continuously variable transmission (CVT) automatic.

Despite the smaller capacity motor, it produces more power and torque (4kW and 50Nm) than the 2.0-litre naturally aspirated in the current QASHQAI yet is also more efficient with a claimed average fuel consumption of 6.1L/100km (down from 6.9L/100km).

Even in base trim, the list of standard equipment includes an 8.0-inch infotainment display with Apple CarPlay and Android Auto connections, a 7.0-inch TFT display in the instrument cluster, push button start and a comprehensive suite of safety functions including autonomous emergency braking (AEB) with forward collision warning and junction, pedestrian and cyclist detection, adaptive cruise control, lane keeping assist, lane departure warning, traffic sign recognition, rear cross traffic alert with AEB and a centre airbag.

The ST+ justifies its $4000 premium with larger 18-inch alloy wheels, front fog lights and a bigger 12.3-inch touchscreen with standard sat nav, wireless smartphone mirroring and a 360-degree reversing camera.

The ST-L improves on that with adaptive LED headlights, LED indicators, rear privacy glass, leather-accented seats, 19-inch alloys, eight-way powered driver’s seat, dual climate control and stop and go function for the adaptive cruise control.

The flagship Ti adds a 10.8-inch head-up display, quilted leather upholstery, massaging front seats, hands-free tailgate and a 10-speaker Bose sound system.

These prices mark a substantial increase over the outgoing Nissan QASHQAI, which last retailed for between $28,590 and $39,090 plus ORCs depending on the variant.

The all-new 2022 Nissan QASHQAI was originally scheduled to arrival in local showrooms in March but has been delayed because of the COVID-induced global semi-conductor shortage that has crippled the automotive industry. It is now due before the end of the year.

How much does the 2022 Nissan QASHQAI cost?

• ST (a) – $33,890
• ST+ (a) – $37,890
• ST-L (a) – $42,190
• Ti (a) – $47,390

* Prices exclude on-road costs

 

Disclaimer: Images supplied by Nissan Australia.

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

By Scott Newman, carsales.com.au

Ford is a charging headfirst into the future of electric motoring in major markets such as North America, Europe and China with groundbreaking vehicles like the F-150 Lightning pick-up and Mustang Mach-E crossover. But the local arm of the blue oval has only just started to dip its toes in the water with the 2022 Ford Escape PHEV – or plug-in hybrid electric vehicle. It’s the Blue Oval brand’s first foray into electrification in Australia and gives the family-friendly SUV a useful zero emission driving range. But is it enough?

Moving on up

Let’s get straight to the punch; saving fuel – and the planet – will cost you a lot of money. The Ford Escape PHEV is $15,000 more expensive than the front-wheel drive ST-Line model on which it is based. That’s a 40 per cent price premium. Ouch!

Initially priced at $53,440 plus on-road costs when it launched in Australia earlier this year it has already copped a $1000 increase, which Ford attributes to increased production and freight costs.

That’s also higher than the $52,490 (plus ORCs) sticker that the blue oval originally said it would cost when it released initial price and specifications in February 2020, and expected to have the Escape PHEV in showrooms a few months later.

But then COVID hit, and a spate of battery fires in Europe forced Ford to temporarily halt production.

Now that it’s here, the 2022 Ford Escape PHEV is priced right at the top of the mainstream mid-size SUV segment, among range-topping rivals of the – admittedly conventionally powered – Kia Sportage GT-Line, Hyundai Tucson Highlander and Mazda CX-5 Akera.

But, despite the huge variety of competitors, there are only a handful of hybridised family-sized soft roaders. The new-generation 2022 Mitsubishi Outlander is the Escape’s closest rival, costing from $54,590 (plus ORCs) when it arrives in local showrooms next month. The only other alternatives are the Peugeot 3008 PHEV ($79,990 plus ORCs), the MG HS PHEV ($46,990 drive-away) and the smaller Mitsubishi Eclipse Cross PHEV (from $50,490 plus ORCs).

There is also the non-plug-in Toyota RAV4 Hybrid that costs considerably less (starting at $39,990 plus ORCs), but good luck getting one today as the order books are backlogged and customers are being forced to wait more than 12 months.

Anyway, in order to soften the sticker shock of the Escape PHEV, Ford has added more standard equipment than it originally specified, including partial leather trim, a 10-speaker B&O stereo and a 10-way power-adjustable driver’s seat.

On top of that, our test car has all three available options fitted: $675 of prestige paint (five of the eight colours qualify), $1950 for the ST-Line Option Pack that adds a powered tailgate, head-up display, LED headlights and front heated seats, and the $1500 Parking Pack with Advanced Auto Park Assist, front camera and door edge guards.

All up, you’re looking at $58,565 plus on-road costs. And that’s a fair chunk of change.

Full of fruit

As you’d expect for the price – and its position at the top of the model range - the 2022 Ford Escape PHEV has plenty of kit. Along with added features, it comes equipped with keyless entry and start, dual-zone climate control, wireless phone charging, a 12.3-inch digital instrument cluster and auto lights and wipers.

Infotainment is handled by Ford’s SYNC 3 system with satellite navigation, digital radio, Ford Pass app connectivity, voice control and smartphone mirroring. A pair of USB-A ports handle charging in the front with a further USB-A and USB-C port in the rear.

There’s plenty of space for back seat occupants, and the seat itself is comfy with a reclinable backrest. ISOFIX child seat mountings are fitted to each outboard seat and there are three top tethers.

Up front there are some nice touches that bring a sense of quality to the cabin such as the thick-rimmed ST sports steering wheel, a carbon-look strip along the dash and leather trim highlights with contrast red stitching. But the overall ambience is quite grey and sombre, and scratchy, hard plastics abound.

This is, again, where the value equation doesn’t add up. At the standard Escape ST-Line’s $38,490 plus ORCs price point, the interior already looks and feels a bit ho-hum, and the PHEV certainly doesn’t make you feel like you’ve spent an extra $20k more.

Pragmatically though, the Escape scores big on safety with adaptive cruise control including stop-and-go traffic function, autonomous emergency braking (AEB) with pedestrian and cyclist detection, blind spot detection, lane keep assist, rear cross traffic alert with auto braking, traffic sign recognition, driver monitoring and more.

Front and rear parking sensors are also standard with a reversing camera, though you’ll have to choose the optional Parking Pack to add the front camera.

Whereas other hybrid SUVs have less boot space than conventional ICE-powered models to accommodate the battery pack, the Escape’s generous 556 litre of cargo capacity is the same as all other models. It can expand to 1478L with the 60/40-split rear seat folded down, which can be done via levers on the sides of the boot. In addition, there’s a 12V outlet, bag hook, a quartet of tie-down points and a space-saver spare lives under the floor.

The more significant changes are at the other end of the car, and under the bonnet.

In place of the willing 183kW/387Nm 2.0-litre turbo charged four-cylinder that is a standout in regular Escape variants, is a complex petrol-electric hybrid powertrain.

It pairs a lean-burning 2.5-litre naturally aspirated four-cylinder that produces 112kW of power with a 96kW electric motor and a 14.4kWh lithium-ion battery for combined maximum output of 167kW.

It possesses reasonable performance, though nothing like the stirring acceleration of the 2.0-litre turbo that makes the regular Escape the sprinting star of the mid-size SUV segment.

Instead, it excels when leaning on the electric motor’s torque as much as possible. Floor the throttle for an overtake and there is a small instant shove of electric torque, but also a hesitation as the continuously variable transmission takes a moment to figure itself out.

The Escape PHEV’s headline figure is its claimed combined-cycle fuel consumption of just 1.5L/100km, though that’s really a quirk of the testing procedure and your actual consumption will depend heavily on how often you’re driving using electric power.

Ford claims the Escape can drive more than 50km on battery power alone, which we backed-up during our testing period when we managed a useful 75km on a single charge.

As it is with most PHEV models, the driver can choose how the powertrain operates through a number of different modes. They can simply leave the computers to do all the work and the car will optimise the use of petrol and electric motors. They can run in pure EV mode if there is sufficient charge in the battery or switch off the electric motor and save the power for later, such as in stop-start traffic or for short commutes. Lastly, they can choose to use the petrol engine to recharge the battery while on the move.

The Escape is not compatible with rapid charging stations, but because it has a relatively small battery it can be fully replenished from a regular household power point in just a few hours.

Ford provides an eight year/160,000km guarantee on the battery while the rest of the car is covered by Ford’s standard five-year/unlimited-kilometre warranty.

Servicing costs are the same as a standard Escape, with capped-price servicing setting you back $1196 over four years/60,000km with intervals of 12 months/15,000km.

A game of two halves

There’s a peculiarity to the mechanical make-up of the 2022 Ford Escape PHEV, partly due to how Ford Australia has specced it.

By specifying the sportier ST-Line trim, the Escape PHEV is equipped with the lower, firmer suspension set-up as standard which means its driving character is arguably a little sharper than it should be.

The Escape is already one of the more dynamic SUVs in its class, and the sporty nature works well in standard ST-Line guise with the gutsy turbo engine. However, the PHEV doesn’t quite scale the same heights for a number of reasons.

The first is the extra 220kg it carries over and above its purely petrol siblings. The second is that by being front-wheel drive only, it uses a torsion beam rear suspension rather than the more sophisticated multi-link set-up of the all-wheel drive models.

What this means is that the Escape PHEV ultimately feels like it’s made from two different cars; its dynamically focused chassis is at odds with a powertrain that wants to be driven as economically as possible.

Quite the Jeckyll-and-Hyde juxtaposition.

Green

On its own, the 2022 Ford Escape PHEV ticks plenty of boxes. It’s one of the better SUVs to drive and its practicality isn’t compromised by the addition of the hybrid powertrain which, on its own, offers decent performance and the prospect of miniscule fuel bills.

Unfortunately, the battery-electric set-up dilutes the strengths of the standard Escape: like its value for money, performance and excellent dynamics.

For the near-$20k premium it commands over the ST-Line AWD, you could fill the turbo petrol model with fuel for five years and still come out ahead. Plus, it’s a better car.

When you look around at its competitors, the view becomes even murkier. If running costs are a concern, the flagship diesel offerings in the Kia Sportage and Hyundai Tucson, and the hybrid Toyota RAV4, are all relatively miserly when it comes to fuel use as well as being cheaper and better equipped.

Instead, the Escape PHEV just asks plenty of questions.

Would it be better suited with the performance of the 2.0L turbo? Could it justify the spend if it was based on the flagship Vignale trim with its softer suspension and more luxurious trim? Or, would it be a no-brainer if the price premium was halved?

Yes. Yes. And Yes. But, in its current specification, the Escape PHEV isn’t very clear on what it’s trying to be.

How much does the 2022 Ford Escape PHEV cost?

Price:  $54,440 (plus on-road costs)	Battery:  14.4kWh lithium-ion
Available:  Now	Range:  56km (WLTP)
Powertrain:  2.5-litre four-cylinder petrol-electric	Fuel:  1.5L/100km (ADR Combined)
Output: 167kW (combined)	CO2:  33g/km (ADR Combined)
Transmission: Continuously variable automatic	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 Fean Torr, carsales.com.au

The original Subaru WRX was the poster child for pocket rocket performance. Its rally-bred roots linked turbo charged power with all-wheel drive traction into an affordable, four-door sedan for the first time, creating an instant cult classic from the moment it launched in 1992.

The ‘Rex’ lost some of its no-frills, all-thrills character as it matured over the years. And that evolution has continued with the fifth-generation 2022 Subaru WRX that touched down in Australia earlier this year, bringing with it a dynamic new design and a bigger 2.4-litre turbo-petrol engine.

Prices have gone up and the wings have come down, and buyers can choose from either a sedan or a wagon body style again.

So, is there still a cheeky, playful inner child in the WRX, or has it become something completely different? Let’s find out…

Some tea, Rex?

First things first, the 2022 Subaru WRX still delivers a white-knuckle driving experience.

After an eight-year gestation, and the promise that Subaru would further redefine the WRX as a standalone model with this fifth generation, there was much anticipation and even a bit of trepidation ahead of its arrival. And after driving it on the road, the racetrack and on the dirt it’s fair to say it won’t disappoint rusted-on fans.

The WRX was born into rallying (its badge is an acronym for World Rally Xperimental) and its combination of a turbo charged engine and an all-wheel drive transmission were critical to its success on the world stage – both in sport and showroom sales. It was the OG giant killer.

Nothing has changed in that regard with the latest ‘Rex’; its turbo engine spins eagerly into the upper reaches of the tacho and the all-paw traction helps it blast out of corners with impressive resolve.

But these experiences are not unique to the WRX anymore.

They used to be, back in the early 1990s. But the fifth-generation Subaru WRX doesn’t break any new ground.

Instead, it continues to mature into a well-rounded and more versatile model that’s lost some of its raw edge.

Sure, it looks fresher and sharper in its exterior design and, yes, it is still fast, engaging and fun to drive. But it’s nowhere near as exciting as Subaru hinted it could be with the jaw-dropping Viziv Performance concept that previewed the WRX back in 2017.

In fact, there are several elements that feel like a step backwards, which we’ll get into later. First, the numbers and the details…

A little more, Rex

The new 2022 Subaru WRX is available in a wider range of models than before with both sedan and wagon body styles across eight individual variants.

The entry price has increased by $4000 over the outgoing version with the basic manual-gearboxed sedan costing from $44,990 plus on-road costs.

If you don’t like changing gears, buyers can choose the optional Continuously Variable Transmission (CVT), which has eight pre-programmed ‘stepped’ ratios, for an additional $4000.

It should be noted that the WRX’s closest performance sedan rival in this bracket, the Hyundai i30 N sedan (from $49,000), doesn’t charge extra for its dual-clutch automatic transmission.

WRX manual models also miss out on some key safety features, which we will explain more about later.

The WRX Sportswagon (as Subaru calls it) is exclusively available with the CVT auto and commands a $1000 premium for its added boot space, taking the starting price to $49,990 (plus ORCs). 

Both body styles are available in three trim levels, starting with the entry-level, eponymous WRX and topping out with high-grade tS models. But each has a unique mid-tier version; RS in the sedan and GT in the wagon.

All models come with a decent list of standard equipment, including a striking new vertically-aligned 11.6-inch touch-screen, dual-zone automatic climate control, impressively supportive sports seats, automatic LED headlights and tail-lights, rain-sensing wipers and keyless entry/engine start.

The mid-spec RS sedan (from $50,490 plus ORCs) and GT Sportswagon (from $55,490 plus ORCs) models add a powered sunroof, premium trim, upgraded front seats with power adjustment and heating, a Harman Kardon stereo and more.

Range-topping tS models, which are now more expensive than the previous-generation Subaru WRX STI and start at $56,990 (plus ORCs), are only offered with the automatic transmission but add configurable drive modes to tailor the steering and power levels, along with adjustable suspension settings via adaptive dampers.

There are nine exterior colours available, including the iconic WR Pearl Blue, along with several new shades such as Solar Orange Pearl, Ignition Red, Sapphire Blue Pearl and Ceramic White. Greys and blacks round out the rest of the paint choices.

While the level of standard equipment is pretty decent, there are some notable omissions for a car at this price, such as 19-inch alloy wheels, ventilated seats, a digital driver’s display and how about some USB-C ports or a wireless phone charger?

Even some of the switchgear feels a bit outdated which makes the car feels more like a 2016 model and not a cutting-edge, brand-spanking new vehicle from 2022.

Aftersales support is on par with most rivals, starting with a five-year/unlimited-kilometre vehicle warranty, backed by five years of capped-price servicing.

Service intervals are pegged at 12 months or 15,000km, whichever occurs first, with automatic WRXs costing an average of $473 per service, or $2365 across five years.

Surprisingly, the manual is a bit more expensive to service, costing $486 per annum or $2433 over five years.

No sugar, Rex?

Subaru has a solid reputation for safety, but the 2022 Subaru WRX is unlikely to gain a five-star ANCAP rating across the entire range because manual models miss out on several key features that are mandatory for a top score.

While all models come equipped with blind spot monitoring, lane change warning, rear cross traffic alert and eight airbags, WRX sedans with a manual transmission miss out on autonomous emergency braking (AEB), adaptive cruise control, a lane centring function, an intelligent speed limiter and speed sign recognition.

These features are, however, standard on all CVT automatic-equipped WRX models, which Subaru claims will account for 60 percent of sales.

The same issue affects manual versions of the new Subaru BRZ coupe, which is perhaps why the WRX Sportswagon, with an automatic transmission and all the safety kit, is being pitched at family buyers.

So, you’re a boxer, Rex…

One of the WRX’s signature elements has always been its horizontally opposed (aka boxer) turbo-charged four-cylinder engine that ensures a symmetrical layout and lower centre of gravity for optimal handling. Not to mention its unique exhaust note.

That doesn’t change with the new 2022 Subaru WRX and the turbocharger is still fed by a top-mounted intercooler that gulps fresh air via the WRX’s trademark bonnet scoop.

Together with its permanent all-wheel drive system, the turbo-boxer engine gives the WRX an appealing point of difference to rivals such as the Volkswagen Golf GTI, Hyundai i30 N and most other hot fours that favour inline engine configurations.

But bucking the trend to downsize internal combustion engines and improve fuel consumption, Subaru has given the WRX’s motor a bump, increasing its capacity from 2.0 litres to 2.4 litres. Naturally, its outputs are increased to 202kW at 5600rpm and 350Nm from 2000-5200rpm.

That compares to the outgoing model’s 197kW at 5600rpm and 350Nm at 2400-5200rpm.

So, for 20 percent more engine, you only get an extra 5kW and the same peak torque across a slighter broader spread? Sounds like a raw deal to me.

But Subaru explains that the new twin scroll turbo charger only produces a maximum 12PSI of boost pressure, which is down by almost half compared to its predecessor, even though it is fed by a larger intercooler derived from the previous WRX STI.

Still, figures like 202kW and 350Nm are not to be sniffed at and positions the WRX on par with its rivals.

Even though there’s no launch control system, the all-paw traction ensures it still pulls hard from standstill. Based on our testing, the claimed 6.0-second 0-100km/h sprint for the six-speed manual is almost spot on.

The TY75 six-speed manual carries over from the previous WRX, and while shifts feel decisive and secure for the most part, it is not as crisp as a Honda Civic Type R or a Nissan 370Z.

A viscous-coupled mechanical limited-slip centre diff nominally apportions torque 50:50 front to rear for manual models.

Where the manual is fast and resolute off the line, the automatic WRX is more lethargic from a standing start and makes us question Subaru’s claim that it is only 0.1sec slower to triple figures.

The car maker says its new ‘Subaru Performance Transmission’ automatic is a huge improvement over its predecessor with 30 percent faster upshifts and 50 percent faster downshifts. It certainly feels more engaging when using the steering wheel paddle shifters than any other CVT, but it doesn’t offer the same connection as the manual – or even a conventional auto for that matter.

Auto WRXs also have a slightly different default torque split to manual versions, with 45:55 front/rear, but it doesn’t really manifest in any meaningful way, and there’s no sense of the back end skipping out.

The WRX accepts only premium petrol, 95 octane or above, with manual models chugging a claimed average of 9.9L/100km, whereas the automatic is more economical 8.5L/100km.

During our test period, we managed 11.5L/100km with the manual and 11.2L/100km with the auto, blending hard and fast driving with big chunks of freeway cruising.

From wild to mild

There’s an aura of nostalgia that swirls around the 2022 Subaru WRX. And I won’t lie, it does feel pretty special sliding into the heavily bolstered driver’s seat and looking out over the big bonnet scoop, which is an ever-present reminder of its raison d’etre.

Part of me absolutely loved the two days behind the wheel of the WRX during the national media launch, where we experienced it on road, track and gravel. But I can also attribute that to being a WRX fan who witnessed the original car blaze a trail back in 1992 when I was just 11 years old…

If you leave emotion out of the equation, however, and look at the latest WRX objectively it doesn’t quite stand up to the competition as well it once did.

Yes, the new platform and body shell are stiffer – with 28 percent more torsional rigidity – which, together with a revised suspension tune, improves the WRX’s handling to the point where it feels slightly sharper on initial turn-in and remains remarkably flat through corners.

Indeed, the overall dynamics are good and the car is very satisfying to drive hard, but it doesn’t deliver anything new that would give owners of the previous WRX a sense of FOMO.

Don’t get me wrong; the WRX manual sedan is still a rapid point-to-point machine on any road and it’s capable and determined on the racetrack but where it really comes alive is on dirt roads, scrapping its way along deserted forestry tracks with more pluck than a featherless duck. But that’s not for everyone...

Despite the larger engine, it doesn’t feel as powerful as many of its rivals, namely the Hyundai i30 N sedan, there’s no dual-clutch automatic transmission with tricky launch control and multi-mode driving functions and, worse than anything, Subaru has completely extinguished the car’s unique exhaust note.

Enthusiastic drivers will still find joy in punting the WRX sedan, but the automatic dilutes the experience. And the wagon feels like a completely different beast, because in some ways it is.

In other markets, the 2022 Subaru WRX Sportswagon is known as the Levorg, which was previously sold here, and features a narrower body with a smaller 1.8-litre turbo motor.

But Subaru Australia has uniquely positioned it within the WRX family and requested that local models have the 2.4-litre engine.

But it doesn’t have all same bits as the sedan. It still carries skinner tyres (225/45 Yokohama BluEarth GT AE51s compared to the sedan’s 245/40 Dunlop SP Sportmaxx GTs) and a different suspension tune which reduce its dynamic bandwidth.

Top-spec WRX Sportswagon tS models pick-up adaptive dampers which deliver more front-end confidence when set to Sport+ mode, but it’s still not a match for the basic suspension set-up in the sedan.

Maybe more should have been done to better tune the chassis to the engine’s higher outputs?

Consequently, the softer suspension does make the Sportswagon a better car to live with around town.

Whichever body style you choose, there’s more room in the Subaru WRX now with good passenger space up front and reasonable room for two adults in the back seat, if a little light on for legroom.

Boot space is pretty good for a small car at 411 litres in the sedan, while the wagon offers up 492 litres, expanding to 909 litres with the rear seat folded.

Indeed, the WRX has matured significantly and is now a mild-mannered vehicle whose raw and visceral attitude has been dialled back to appeal to a wider range of customers.

So, the time has come

The fifth-generation 2022 Subaru WRX still carries the DNA of its predecessors, but its character has been further diluted with this new model.

While that could be seen as a backward step to those that appreciated its no-frills charm, it could also make the WRX more appealing to a broader audience.

You only have to look at the model range to see that just two of the eight WRX variants are offered with a manual transmission, which shows where the car is going and what Subaru believes the majority of customers are looking for.

Mission accomplished, then? For Subaru’s accountants, yes. For purists, no way Jose.

The small-car performance segment has metabolised at a rapid rate in recent years, evidenced by exciting new vehicles from Hyundai N and Toyota GR, yet the WRX seems to be evolving at a slower pace.

Yes, the fifth-generation WRX is a better car than its predecessor in many ways, but at the same time it no longer feels like the giant-killing, bargain-priced pocket rocket it once was.

How much does the 2022 Subaru WRX RS cost?

Price:  $50,490 (plus on-road costs)	Transmission:  Six-speed manual
Available:  Now	Fuel:  9.9L/100km (ADR Combined)
Engine:  2.4-litre four-cylinder turbo-petrol	CO2:  225g/km (ADR Combined)
Output:  202kW/350Nm	Safety rating:  Not tested

 

Disclaimer: Images supplied by Subaru 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 Tim Britten, carsales.com.au

A brand-new Nissan X-Trail is about to drive into Australian showrooms later this year, bringing more technology, space, style and improved safety systems to the popular compact SUV. But all that will come with a price premium over the current model.

What that means is the now eight-year-old soft roader is moving into the runout phase, the twilight period of a vehicle’s lifecycle where car makers traditionally attempt to arrest declining sales by offering some form of incentive, either by slashing the price tag or adding equipment to improve its value.

Nissan has taken the second option and tweaked the X-Trail range and introduced a new, value-packed model, the ST+ that we’re testing here.

Based on the entry-level ST variant, it brings a few extra goodies to the party. But do they offer enough to keep the X-Trail entertaining, or is it worth waiting for the new one? Let’s find out…

It’s a plus

One of the unique selling points for the Nissan X-Trail is that lower-grade ST and ST-L models have the option of either five- or seven-seat configurations, giving it greater flexibility for growing families.

But the ST+ is strictly offered as a conventional five-seater. It does, however, come with the recently updated, larger-capacity 126kW/233Nm 2.5-litre petrol four-cylinder and a continuously variable automatic whereas the ST has a 2.0-litre engine and a manual gearbox as standard.

Our test vehicle is in the most affordable front-drive configuration and is priced from $34,140 (plus on-road costs). But buyers can pay $2000 for the added security and traction of an all-wheel drive transmission. Either way, the ST+ costs $1475 more than the equivalent five-seat ST auto.

What you get for the extra spend is standard satellite navigation, bird’s-eye view parking cameras and parking sensors at both front and rear. Otherwise, it shares the same standard features as the ST, including push-button start, a 7.0-inch touchscreen controlling Apple CarPlay and Android Auto functions, Bluetooth, digital radio and voice recognition, an electric parking brake and air conditioning with rear vents.

The seats are comfy and trimmed in durable cloth material but there’s no power adjustment or heating function and the plastic steering wheel feels a bit bargain basement. That’s not to say the rest of the cabin is cheap and cheerful. Even at this level it passes muster with the use of decent-quality vinyl trim, piano black highlights on the dash and centre console, a digital display with on-call driving information located between the two analogue dials in the dash and clearly laid-out controls.

The X-Trail ST+ rides on 17-inch alloy wheels, has electric-folding rear-view mirrors and a roof spoiler.

Safety dance

The Nissan X-Trail has a few age-related wrinkles when it comes to safety.

At the lower end of the model range, not much has changed since this generation was first launched in 2014. Back then, autonomous emergency braking (AEB) had yet to be mandated as the base criteria for five-star ANCAP crash test ratings and, along with other electronic driving aids such as lane departure warning, blind spot monitoring and adaptive cruise, were limited to the then-flagship TL model. That was it.

It's a much different story today, as the range-topping X-Trail Ti comes equipped with semi-autonomous functions like pedestrian avoidance, lane keeping assistance, rear cross traffic alert and driver attention detection.

But other models, including the ST+, are not so gifted. Our test car’s active safety roll call is limited to anti-skid brakes, traction and stability control, AEB with forward collision warning, automatic headlights and a reversing camera with 360-degree view.

All Nissan X-Trail models have six airbags and score five ANCAP safety stars, awarded when less-stringent assessment criteria was in place back in 2017.

The simple things

There’s nothing flash or high-tech under the bonnet of the 2022 Nissan X-Trail.

The powertrain is relatively simple; a naturally-aspirated 2.5-litre four cylinder petrol engine that produces 126kW of power and 233Nm of torque that is also found in the related Renault Koleos SUV.

An upgraded version of the same motor is found in the new Mitsubishi Outlander that generates 135kW and 245Nm and will make its way into the new X-Trail that is due to arrive locally before the end of the year.

As it stands now, the engine is not impressively productive but it is helped by the fact that the ageing X-TRAIL, in ST+ trim, is pretty light at 1458kg. As Nissan’s mid-size SUV makes a generational change later this year, it will also become heavier, which will have a negative impact on performance and fuel consumption.

Just like the Koleos, the X-Trail’s engine is dulled by the CVT transmission. While it’s effective when accelerating because it optimises engine speed for maximum torque, the audible outcomes are irritating. The constant drone as the CVT holds rpm at the most efficient level in the rev band is invasive and never pleasant.

Unquestionably, CVTs do an efficient job. But in the case of the current Nissan X-TRAIL, it’s not quite as efficient as we’ve already seen in the new-gen Mitsubishi Outlander.

Nissan claims the X-Trail – which has a 60-litre fuel tank – returns 7.9L/100km on the combined cycle but we found that figure to be optimistic in the real world, recording an average of 8.5L/100km during our test period.

Family room

The 2022 Nissan X-TRAIL uses a MacPherson strut front suspension and an independent multi-link arrangement at the rear, no matter whether it is in front- or all-wheel configurations.

This is a decent basic set-up for uniformity of handling and – as the ST+ is unburdened by the compromises of bigger, heavier wheels with low-profile tyres – it produces a nice, comfortable ride.

The counter point to that is the smaller wheel-and-tyre combination doesn’t help the handling of the ST+ a great deal. Riding on 225/65R17 tyres, it is more compliant but less grippy than the flagship Ti, which runs 225/55-section 19-inch rubber. Presuming that neither are being considered as sports cars, it’s reasonable to suggest that for most X-TRAIL buyers the comfier ST+ offers the better balance.

The steering, which has precisely three turns lock-to-lock for a relatively wide 11.3-metre turning circle, is light enough for easy manoeuvring in urban environments and communicative enough when pressing on.

Where the Nissan X-TRAIL has always scored is in its passenger and luggage-carrying abilities.

In five-suit guise, the 565 litres of boot capacity makes it one of the most capacious in its class. It also has a handy double floor which can be repurposed in various ways including setting the upper half-floor vertically as a buffer to sliding loads, which makes you wonder why all SUVs don’t use a similar system.

There’s added flexibility in the rear seat too, which can slide forward or backwards to extend passenger or loading space and features 60/40-split folding (and reclining) backrests. Even in the forward-most position, there’s still plenty of legroom for rear seat occupants.

With good headroom and shoulder-room throughout the cabin, the Nissan X-TRAIL is a particularly versatile mid-size SUV. And it can tow up to 1500kg with a braked trailer.

It’s about time

There is a lot to like about the Nissan X-Trail; from its dependable, simple mechanical layout to its spacious and flexible cabin. But even a bit of smoke and mirrors cannot hide its age.

There’s unquestioned capability here, and the new MY22 Nissan X-Trail ST+ is a useful addition in the current model’s final year that brings added value with the extra features.

But it might be worth the wait – and saving a few more pennies – for the better, newer X-Trail that lands later this year.

How much does the 2022 Nissan X-Trail ST+ FWD cost?

Price:  $34,140 (plus on-road costs)	Transmission:  Continuously variable automatic
Available:  Now	Fuel:  7.9L/100km (ADR Combined)
Engine:  2.5-litre four-cylinder petrol	CO2:  183g/km (ADR Combined)
Output:  126kW/233Nm	Safety rating:  Five-star (ANCAP 2017)

 

Disclaimer: Images supplied by carsales.

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

By Michael Taylor, carsales.com.au

Hyundai has revealed the second model in its all-electric Ioniq sub-brand, the controversially styled but dynamic Ioniq 6 four-door sedan.

It is due to join the critically acclaimed Ioniq 5 hatch – which won the 2021 carsales Car of the Year and World Car of the Year awards – in Australian showrooms early next year, aimed at stealing some of the thunder from the top-selling EV, the Tesla Model 3.

While the two models share the same mechanical foundations, there is no visual connections between the crisply folded Ioniq 5 that was inspired by Hyundai’s first mass-produced hatchback, the 1970s Pony, and the streamlined Ioniq 6 with its swooping roofline and drooping rear-end that hints at everything from the Porsche Taycan to the Mercedes-Benz CLS and EQXX concept and even the Volkswagen New Beetle.

At the back, it features two spoilers to keep the rear wheels on the ground at speed and convert the designers’ ideas into a slippery shape with a claimed drag coefficient of just 0.21Cd – or 0.02 better than Volkswagen’s flagship ID.Aero concept that was revealed in the same week.

It also has active air flaps in the low nose, wheel-gap reducers and “separation traps” in the rear bumper to help reduce drag. The entire underfloor of the car is covered and has integrated air deflectors.

Its front-end has clear Porsche hallmarks, including the headlights providing the starting point for the raised front quarter panels that surround a lower bonnet line.

Both the roof and the glasshouse begin to slope downwards from the middle of the rear door, before accelerating southwards at the C-pillar, giving the impression of a tiny rear wheel compared to the front, even though they are likely to be the same size.

Hyundai insists the look was driven by aerodynamics, though Mercedes-Benz’s designers show no need to drop the EQXX Concept’s rear-end so close to the ground, despite achieving an aero benchmark of 0.17Cd.

Hyundai calls its rear lighting set-up a ‘Parametric Pixel’ system, but there are other details in the images of the new car that give strong hints about the production realities.

For starters, the first IONIQ 6 uses the production car’s optional rear-facing cameras instead of mirrors, and pairs them with digital displays inside the cabin, creating display wings at the corners of the dashboard.

Neither will there be conventional door handles, with Hyundai using flush-fitting handles that appear to pop out when needed.

The framed doors fold high into the roofline, too, while the high-mounted taillight is a full-width unit integrated into the higher of the two rear spoilers.

Measuring 4855mm long, 1880mm wide and standing 1495mm tall while riding on a wheelbase of 2950mm, the Ioniq 6 is slightly longer and sits significantly lower than the Ioniq 5 on which it shares the same E-GMP platform. It is also larger in every dimension than the Tesla Model 3.

While Hyundai Australia has yet to lock-in the local model line-up, the Ioniq 6 will be built with the choice of single-motor and dual-motor configurations and with either a 53kWh or 77.4kWh battery pack.

In its highest specification, with dual motors and the larger battery pack, it develops 239kW of power and 650Nm of torque and can accelerate from 0-100km/h in a claimed 5.1 seconds. It will also be able to travel more than 600km on a single charge.

At the opposite end of the scale – with the smaller battery, a single motor and riding on 18-inch wheels – Hyundai claims the Ioniq 6 will be one of the world’s most efficient electric vehicles with an average energy consumption of 14kWh/100km.

All models will have 800-volt electrical architecture that makes them compatible with ultra-rapid 350kW charging stations, where replenishing the battery between 10-80 percent will take as little as 18 minutes.

“IONIQ 6 connects an emotional convergence of functionality with aesthetics,” said the Executive Vice President and Head of the Hyundai Design Center, SangYup Lee.

“The distinctive streamlined design is the result of close cooperation between engineers and designers, with obsessive attention to detail and customer-centric values at the core.”

“We have created the IONIQ 6 as a mindful cocoon that offers personalized place for all.”

The interior also features sustainable materials in its construction to reflect EV customer values and the entire cabin has been designed to offer a spacious and relaxing ambience for all occupants.

Its lighting is a breakthrough for Hyundai, with more than 700 Parametric Pixels scattered through the headlights and taillights, the front lower sensors, the air vent trims and the centre-console indicator. The cabin can be doused in ambient lighting with 64 different colour options and six pre-set two-tone modes.

Like the Ioniq 5, it features twin 12.3-inch colour displays in a single binnacle for the instrument cluster and infotainment systems, and a two-spoke steering wheel that introduces pixels on the boss to indicate the battery charge level.

The IONIQ 6 claims the environmental high ground by using recycled paint pigment from old tyres for the plastic cladding, and also employs bamboo charcoal pigments in its body paint.

Drivers will have a choice between ‘eco-process’ leather seat trims, recycled PET fabrics, a PET fabric headliner and a bio paint from vegetable oils in the doors. It also uses recycled fishing net from the Seaqual initiative, which is also seen in the Cupra Born EV.

Before the Ioniq 6 sedan arrives in Australia it will go through an extensive local tuning program to select the best set-up for our broken roads.

It is expected that Hyundai will mirror the IONIQ 5 and offer the Ioniq 6 in both the Dynamiq and high-grade Techniq trim.

Full pricing and specification will be released closer to the Hyundai IONIQ 6's launch here, and like the Ioniq 5 it will be sold directly via Hyundai Australia's website.

 

Disclaimer: Images supplied by Hyundai Australia.

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

By carsales.com.au

The rising tide of small SUVs has eroded the popularity of small hatchbacks and sedans in Australia. But there are still plenty of traditionalists that prefer a conventional passenger vehicle over a high-riding soft roader. And the Kia Cerato remains one of the top-selling vehicles in its class. Available as either a five-door hatchback or a four-door sedan, the Cerato range stretches from a cut-price first car right through to a genuine little pocket rocket. We’re testing the high-spec Sport+ model, which is the most expensive non-turbo charged variant. Costing just a tick over $30k it is perhaps the best representation of the value-for-money ethos that has underpinned the South Korean brand for almost 20 years. Let us explain why.

Where it fits

The 2022 Kia Cerato range consists of four model variants that are available as a five-door hatchback or four-door sedan, with no price premiums for either body style and starting at $25,990 (plus on-road costs) for the entry-level S.

For an extra $2100, buyers can step-up to the Sport, which adds sport-trimmed seats, a leather wrapped steering wheel and gear shifter and a larger 10.25-inch colour infotainment display with sat nav.

Both S and Sport variants have an optional $1000 safety pack (more on that later).

The Sport+ model we’re testing here costs $31,140 (plus ORCs) and sits underneath the range-topping GT model ($35,790 plus ORCs).

The Sport+ sedan is positioned close to four-door rivals such as the Hyundai i30 Sedan Elite (from $31,690), Toyota Corolla SX Hybrid (from $30,795) and Mazda3 G20 Touring auto (from $30,590).

Apart from Corolla’s unique petrol-electric powertrain, there’s very little separating this group in terms of size, pricing, equipment and capabilities. But as this isn’t a comparison, let’s look specifically at the recently-updated Kia Cerato Sport+ to see what it has to offer.

Although the Cerato’s cabin is nowhere near the benchmark Mazda3 for presentation and elegance, it is cloaked in enough soft-touch materials, shiny burled alloy-look trim and genuine leather trim to provide occupants with a sense of quality.

Adding to that is a generous list of standard equipment, including the tablet-style 10.25-inch screen in the centre of the dash that houses standard sat nav, DAB+ digital radio, Bluetooth connectivity and smartphone mirroring for Apple and Android devices, along with dual-zone climate control, an electronic park brake and push-button engine start.

Other nice touches in the Cerato Sport+ include the rear air vents (now common across all Cerato models), an auto-dipping rear-view mirror, auto-folding external mirrors and heated, manually adjustable front seats.

Solid ground

Safety is a big deal in small cars, especially considering most are bought by – or for – young drivers and growing families.

And Kia covers a lot of ground with the 2022 Kia Cerato range.

In Sport+ (and GT) specification, it comes standard with a comprehensive suite of electronic driver aids, including high- and low-speed forward autonomous emergency braking (AEB), low-speed AEB in reverse, blind spot monitoring and rear cross traffic alert with collision assistance, adaptive cruise control, tyre pressure monitors and front and rear parking sensors. On top of that, it has a handy safe exit warning that alerts passengers of traffic when alighting from the car.

At this level, the Kia Cerato carries a maximum five-star ANCAP crash protection rating.

However, the lower-spec S and Sport models only achieve a four-star score owing to the fact that key systems are not offered as standard equipment. Buyers can choose the optional $1000 safety pack across both model grades that adds blind spot monitoring, rear cross traffic alert and a more advanced AEB system with cyclist detection.

In terms of passive safety features, all Kia Cerato models are fitted with dual front airbags, front occupant side airbags and side curtain airbags that cover both front and rear occupants.

On the plus side

Those looking for a pocket rocket sedan (or hatch) might think the Sport+ moniker is a little misleading, as it’s the range-topping GT that offers genuine performance thanks to its 1.6-litre turbo charged engine.

All other variants, including the Sport+, are powered by a 2.0-litre naturally aspirated four cylinder that produces 112kW of power and 192Nm of torque.

And where the GT drives through a seven-speed dual-clutch automatic transmission, the non-turbo models use the long-familiar conventional six-speed auto (a manual transmission is no longer available).

On paper, there’s nothing outstanding about the Kia’s engine. But in reality, the Kia Cerato Sport+ feels surprisingly willing.

It has a tendency to be quite rowdy and unsophisticated at the top of its rev range, but leave the sweet-shifting six-speed auto alone and it will simply use the healthy serve of mid-range torque to make it feel swift and responsive.

There is a consequence for that spritely urge though, as the Cerato isn’t the most efficient small car in its class.

Compared to leaner rivals with a similar-sized engine, such as the Mazda3, the Kia Cerato drinks more fuel and emits more CO2. The official consumption claim, on 91 RON unleaded, is 7.4L/100km.

To the Cerato’s credit though, our real-world fuel consumption experience wasn’t that far off the claimed figures. The recorded average was 8.0L/100km over a week’s driving in mixed conditions.

Local knowledge

The South Korean siblings, Kia and Hyundai, have worked hard to tune their vehicles specifically to suit Australian conditions and consumer tastes.

And the Cerato is another vehicle that showcases that effort, delivering a fine balance between comfort and handling.

The steering is well-weighted despite its quite quick gearing (at 2.4 turns lock-to-lock for a tight 10.6m turning circle) and, with decent grip provided by the 17-inch wheels wrapped in 225/45 R17 rubber, the Cerato is lively and grippy enough on the road to justify its Sport+ title.

It’s not as quick as the GT, but the fundamental chassis set-up makes it a fun car to punt along a twisty road and yet comfortable in everyday scenarios.

The adoption of larger 284mm rear disc brakes (rather than 262mm on lesser models) on the Sport+ helps provide an added degree of surety as well.

The Cerato’s cabin is spacious with decent leg room, head room and shoulder space for four adult occupants, or room for five with small children. It is also a nice place to be with leather-trimmed seats and interior highlights that feature contrasting stitching as well as conveniences like heating for the front seats and rear air vents (which is rare at this price point).

The muted all-grey palette still looks a little monotone though. And the six-speaker sound system is pretty basic and somewhat lacking in depth and clarity.

Aided by the upsized centre screen, learning to operate the infotainment control systems is not too complex.

Controls for the adaptive cruise and audio system are accessed by easy-to-find steering wheel rocker-style switches and, while Apple CarPlay/Android Auto is not wireless, connecting a mobile phone to Bluetooth is simple and quick.

With 502 litres of cargo carrying capacity, the Cerato sedan’s boot is among the largest in class and (assisted by a space-saver spare under the floor) it’s deep, cleanly-shaped and can be accessed from inside by 60/40-split folding rear backrests with boot-mounted releases.

Something of a surprise is that, despite its elevated status, the Cerato Sport+ sedan makes do with regular halogen headlights (rather than LEDs) – although they are at least self-dipping.

The Cerato verdict

There is a lot to like about the 2022 Kia Cerato Sport+, which is why it was awarded carsales’ Best Small Car for 2022.

Although it can’t offer the efficiency of the Corolla Hybrid or the elegance of the Mazda3, the Kia Cerato Sport+ performs well across the board. It is stylish, spacious, comfortable, fun and flexible to drive and equipped with the latest safety technologies.

Equally priced as a sedan or hatchback, the Kia Cerato Sport+ upholds the company’s traditional value-for-money ethos and its seven-year warranty is among the best in the business.

Yep, there are reasons for the Kia Cerato being one of the most popular choices in this category, and it doesn’t involve rocket science to figure out what they are.

How much does the 2022 Kia Cerato Sport+ sedan cost?

Price:  $31,140 (plus on-road costs)	Transmission:  Six-speed automatic
Available:  Now	Fuel:  7.4L/100km (ADR Combined)
Engine:  2.0-litre four-cylinder petrol	CO2:  173g/km (ADR Combined)
Output:  112kW/192Nm	Safety rating:  Five-star (ANCAP 2019)

 

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

Resolute. Untold. Untamed. Those are character traits that MINI claims have defined its iconic small car, through both the original model and its second life as BMW’s premium small hatch.

And so it now will shout those words from beyond the marketing handbook with a trio of special models that bring another layer of uniqueness across MINI’s range of vehicles.

Due to arrive in Australia showrooms from late 2022, the MINI Resolute Edition will be offered on the MINI hatch in all three body styles, three-door and five-door hatchbacks and two-door Convertible.

The larger five-door MINI Clubman will receive its own exclusive treatment with the Untold Edition while the Countryman SUV is available with its unique Untamed Edition.

For the Resolute models, MINI has incorporated a traditional exterior colour scheme with Rebel Green (a paint colour that previously reserved exclusively for the flagship MINI John Cooper Works) with a Pepper White roof and unique bronze accents in the front grille, headlight surrounds, door handles and tailgate.

There’s also black 18-inch alloy wheels, piano black badging and matching highlights in the radiator grille and tailpipes and bespoke bonnet stripes with a gradient between light and dark gold with RESOLUTE lettering.

Inside the cabin, the sports seats can be cloaked in either black Leather Lounge or a Light Chequered cloth/faux leather combination, an anthracite roof liner and a unique emblem on the lower spoke of the Nappa leather-covered steering wheel.

The Resolute Edition is available on the Cooper and Cooper S models in five-door configuration and cost from $45,800 (plus on-road costs) and $55,540 (plus ORCs) respectively.

In the classic three-door hatchback, it can be had with the Cooper S ($53,800 plus ORCs) or fully electric Cooper SE ($63,825 plus ORCcs), while the Convertible is only available in Cooper S trim ($59,880 plus ORCs).

For the Clubman Untold edition, it is offered in metallic Sage Green with dark green exterior highlights, unique 18-inch alloy wheels with a two-tone appearance, brass accents in the grille and the standard fitment of the John Cooper Works aerodynamic package.

It also has an exclusive Untold decal applied to the bonnet and side of the vehicle as well as black tailpipes, mirror caps and exterior badges.

The cabin features matching Sage Green leather seat trim with light-coloured piping and brass accents on the air conditioning vents.

Prices for the MINI Clubman Untold edition start at $58,900 (plus ORCs) for the Cooper S and top out at $72,250 (plus ORCs) for the John Cooper Works with its 225kW 2.0-litre engine.

The treatment is similar for the MINI Countryman Untamed Edition, which is available only in metallic Momentum Grey with matching body-coloured exterior highlights.

It is contrasted by a black roof, mirror caps and 18-inch wheels as well as a series of decals with four diagonal stripes in Frozen Bluestone down the flanks of the vehicle.

The cockpit design theme has been inspired by nature with a mix of blues and greens around the interior, and landscape patterns on the door trims as well as UNTAMED logos in the seat backs.

The MINI Countryman Untamed is offered on the Cooper S model for $62,400 (plus ORCs) or the plug-in hybrid-powered Cooper SE for $70,000 (plus ORCs).

All three MINI special editions are available to order now with first deliveries scheduled to arrive before the end of 2022.

 

Disclaimer: Images supplied by MINI 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

The Mitsubishi Outlander has been a solid but not spectacular option for Australian families searching for a do-anything mid-size SUV. It has appealed to many on the strength of its value and space while tending to fall behind the class leaders when it comes to safety and technology. And it wasn’t the prettiest car in the world either. Mitsubishi has addressed any shortcomings with the new second-generation Outlander which arrived in Australian showrooms earlier this year with a modern vehicle that is even more spacious than before, and challenges class leaders such as the Toyota RAV4 and Mazda CX-5 on presence and technology. But there’s a still a couple of sticking points, such as its engine performance and safety credentials. Do the positives outweigh the negatives? Let’s take a look…

Take two

Let’s get it out of the way, right from the start: I quite like this car. Sure, it looks a bit odd at the front with two sets of headlights that are cloaked in swathes of chrome trim. It’s a face only a mother could love.

But look past its bug-eyed, battered-nosed bonce and there’s a lot to like about the new-generation 2022 Mitsubishi Outlander. It’s bigger, smarter, more luxurious and better equipped than before. And, importantly, it feels like a generational leap in how it drives.

Not surprisingly, considering its predecessor ended its lifecycle as a cut-price bargain, all the goodies that come with the 2022 Mitsubishi Outlander means it arrived with a considerable price hike when it launched late last year.

Since then, the bean counters have used the current economic climate to put some added heat on its sticker price, with a recent further increase.

With a manufacturer’s recommended retail price now set at $48,990 plus on-road costs, the high-grade Outlander Exceed model on test here extends well beyond $50,000 once you’re out on the street with it.

Our particular test car took the price closer to $60k with a host of options and accessories, including the premium Red Diamond paint job, which adds another $940, a bonnet protector ($198), black 20-inch alloy wheels ($2611), a large Thule roof pod ($1363) and an adventure pack ($2845) that adds a front nudge bar, roof rack cross bars and more.

Ignoring the sticker shock for a second and looking at the Outlander objectively, it has more room than its predecessor (and many of its rivals) and all models now gain wireless Apple CarPlay and wired Android Auto within a 9.0-inch central touchscreen, as well as alloy wheels, LED lights and parking sensors at both ends, keyless entry and push-button engine start.

A hangover from the COVID-19 pandemic that has had a widespread effect on the automotive industry has been a global shortage of semiconductors, a critical element in all electronic components and computer modules. As a result, a few previously standard items have been removed from the equipment list with the latest MY22.5 changes, so check with your local dealer for more clarity.

Nonetheless, the Outlander is now a genuine contender in the mid-size SUV segment with a decent spread of conveniences, particularly in the second-from-top Exceed model grade which brings niceties such as power-adjustable and diamond-patterned leather seat trim (in black or light grey), three-zone climate control, a big panoramic sunroof with tilt and slide opening, rear seat window shades, a Bose premium sound system and a 12.3-inch fully digital instrument cluster.

That’s on top of several features inherited from mid-spec Outlander grades, including a proximity key fob, wireless phone charger, powered tailgate, and so on.

All models except for the entry-level ES come standard with a seven-seat layout (a $1000 option on the ES), and class-leading aftersales provisions with a 10-year/200,000km warranty (if it is serviced within the authorised Mitsubishi dealer network).

Further to that, Mitsubishi offers an impressive 10-year/150,000km capped-priced service plan that totals $3190 over that time, or an average of $319 per annum.

Five-star safety, but not for all

The 2022 Mitsubishi Outlander scores a five-star crash protection rating by independent vehicle safety authority ANCAP.

But that doesn’t tell the whole story. Even though the Outlander is equipped with eight airbags, the top mark was achieved despite it offering full airbag coverage for occupants in the third-row seats, which Mitsubishi claims are best for ‘occasional use only’.

The Outlander isn’t alone in this situation, as the same applies to popular larger SUVs such as the Kia Sorento and the related Hyundai Santa Fe.

ANCAP also reported that the centre front airbag – which inflates between the driver and passenger to prevent head injuries between occupants in the event of a side impact – did not meet its “coverage requirements”.

Apart from the airbags’ shortcomings, all variants are equipped a comprehensive suite of advanced semi-autonomous driver aids including adaptive cruise control, traffic sign recognition, lane departure prevention, lane change alert with brake assist, autonomous emergency braking (AEB) and trailer stability assist.

The Exceed adds to this list with extra features like a 360-degree parking camera, adaptive headlights and an impressive 10.8-inch head-up display.

Add some pepper, please

We really put the Outlander to the ultimate family workout during our two-week evaluation, transporting two adults, two infants, luggage, beach gear and bikes on an 1100km road trip.

While all the tech features worked well during our time with the 2022 Mitsubishi Outlander Exceed, its engine performance was rather underwhelming.

The 2.5-litre four cylinder generates 135kW at 6000rpm and 245Nm at 3600rpm through a stepped CVT which is admittedly pretty seamless in delivering power to all four wheels. But, with the car fully laden, the engine feels gutless – especially on inclines.

Like the new Subaru Outback I recently evaluated, the engine is the weak link, as the rest of the vehicle has been thoughtfully constructed.

You can get decent economy out of it though, particularly during freeway driving. But the 10.2L/100km fuel consumption we averaged over a couple of weeks in the saddle was a far cry from the official 8.1L/100km claim.

As car makers continue to invest heavily in the future of electrified powertrains, it appears some – like Mitsubishi – will be forced to persevere with outdated combustion engines in mainstream models. But the Japanese brand is hedging its bets with plug-in hybrid technology, and the imminent arrival of the second-generation Outlander PHEV will likely address the engine’s shortcomings.

Get in the groove

The lacklustre engine performance is highlighted because Mitsubishi has made significant improvements in every other area of the Outlander’s driving character.

Driving the 2022 Mitsubishi Outlander Exceed is a pleasant experience as it is more refined and dynamic than ever before.

Okay, it’s not pretending to be a sportscar, but it does carve its way through the corners confidently thanks to a neatly calibrated suspension system that ensures good body control.

The electric power assisted steering is super-light and makes manoeuvring through tight spaces in the urban jungle a breeze. Outward vision is pretty good too.

The Outlander balances its new-found agility with good comfort too, gliding easily over most cracks and bumps in the road. The only concern came when traversing sharp-edged speed humps and bigger potholes as the 20-inch alloys and low-profile tyres would thump in and over them.

Despite its on-road bias, the Outlander proved to be predictable and capable when travelling on rural gravel roads thanks to its clever all-wheel drive system (dubbed AWC-S) and above-average 210mm ground clearance.

It also handled the rigours of hauling the family on a long-distance road trip with a decently sized 55-litre fuel tank, and the comfy quilted leather seats of this Exceed model helped make the experience more luxurious and comfortable for everyone.

The cabin is nicely finished with high quality materials, a classy leather-bound steering wheel and gear shifter, along with carpeted floor mats. It all feels very un-Mitsubishi.

However, there are a few parts that provide a glaring contrast to that perceived quality, particularly the faux-metallic plasticky bits in the centre console. And while the large digital driver’s display is clean and sharp it employs bland and boring graphics.

There’s decent room in the second-row seats, which can slide fore and aft to increase legroom or extend the boot space. With 478 litres of cargo-carrying capacity at a minimum (or up to 1473L with the second and third rows folded flat) and a swift-acting powered tailgate, it quickly and easily swallowed all the gear we needed for a week away.

The built-in side window shades are a nice touch too, providing added sun protection for sleeping infants.

The third-row seats are cramped, and only recommended for small children – and even then, only when required. If you’re carrying more than five occupants most of the time, I’d consider a larger SUV or a dedicated seven-seater over the Outlander.

The Outlander verdict

The 2022 Mitsubishi Outlander is a well-executed vehicle for the most part and a significant improvement over its predecessor. But its value becomes harder to justify the closer you move towards the top of the range.

While the Exceed model we tested has plenty going for it, I reckon the pick of the litter would be the more affordable mid-spec LS or Aspire.

Whichever model you choose, the strong ownership credentials and impressive list of standard equipment makes the latest Outlander stand taller in a very competitive segment. If the upcoming plug-in hybrid electric model is sharply priced it could be the more compelling option.

But to answer the question posed in our introduction: Yes, I believe the positives outweigh the negatives here. The lacklustre engine and absence of third-row curtain airbags are not deal breakers for me.

In overall terms, the new Mitsubishi Outlander should be on the shopping lists for anyone looking at a mid-sized family SUV.

How much does the 2022 Mitsubishi Outlander Exceed cost?

Price:  $48,990 (plus on-road costs)	Transmission:  Continuously variable automatic
Available:  Now	Fuel:  8.1L/100km (ADR Combined)
Engine:  2.5-litre four-cylinder petrol	CO2:  185g/km (ADR Combined)
Output:  135kW/245Nm	Safety rating:  Five-star (ANCAP 2022)

 

Disclaimer: Images supplied by Mitsubishi Motors Australia.

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