By Bruce Newton, carsales.com.au

As luxury car prices rise and the premium brands progressively abandon the affordable end of the new vehicle market, Lexus has bucked the trend by introducing its smallest and cheapest vehicle, the Lexus LBX compact SUV.

Priced from just under $48,000 before on-road costs, the three-model LBX line-up is powered by a petrol-electric hybrid drivetrain, with two models front-wheel drive and the flagship all-wheel drive. If this spec is reading somewhat familiar, it’s because the Toyota Yaris Cross uses the same basic TNGA-B platform and powertrain as the LBX. But Lexus argues its vehicle is much more luxurious and refined. We can see where they are coming from, but this sort of money still makes the LBX a hard sell.

How much does the Lexus LBX cost?

Aimed at both youth buyers and empty-nesters, there are three models in the 2024 Lexus LBX petrol-electric hybrid line-up: the $47,550 Luxury, the $52,990 Sports Luxury and the $56,990 Sports Luxury all-wheel drive (or AWD). All prices are before on-road costs.

With the Lexus UX 200 petrol model despatched, the LBX is now comfortably the cheapest way to enter the Lexus range.

It also undercuts on price the entry-level SUVs from a slew of premium rivals including the Audi Q2, Alfa Romeo Tonale, BMW X1 and Mercedes-Benz GLA. Mind you, at just 4190mm long, the LBX is also smaller than most of its rivals.

The LBX also starts about $20,000 higher than the car with which it shares many of its technical fundamentals, the Toyota Yaris Cross.

What equipment comes with the Lexus LBX?

Externally, the 2024 Lexus LBX has a compressed version of the Lexus spindle grille. The Luxury model sets the equipment baseline with 18-inch alloy wheels that really fill the arches nicely, a power tailgate, rear spoiler and rear privacy glass.

Inside, you’ll find artificial leather seat, steering wheel and gearshift trim, dual-zone climate control, an eight-way power-adjustable driver’s seat, heated front seats, keyless entry/start and single-colour ambient lighting.

The Sports Luxury swaps to black alloys, real leather trim combined with ultra-suede and 64-colour ambient lighting. It adds steering wheel heating, active noise control and engine sound enhancement.

But there’s no power adjustment for the passenger seat. Nor does any model get a spare tyre, just an inflator kit. A sunroof isn’t available either.

Apart from the addition of an electric motor to the rear axle, the flagship Sports Luxury AWD is the same spec as the front-wheel drive.

All models come with a two-tone paint effect. There is a choice of eight colours that can be combined with a black roof. Only ‘Citrine’ (lemon) doesn’t add an extra $1800 or so (depending on location).

The LBX comes with a five-year/unlimited-kilometre warranty, three years’ roadside assistance (as part of the Lexus Encore owner’s program) and 12-month/15,000km service intervals. At launch, each service is capped at $595.

How safe is the Lexus LBX?

The 2024 Lexus LBX comes without an ANCAP safety rating. There is no indication yet when or if it will get one. Certainly, there appears no plan for local testing.

At this stage the five-star rating based on 2021 protocols for the related Toyota Yaris Cross is the closest indicator of how the LBX might fare.

The LBX comes well stocked with safety gear including autonomous emergency braking (AEB) including pedestrian (day/night), bicyclist (day/night) and motorcyclist (day) detection.

An adaptive cruise control system, lane keeping and departure alert, blind spot monitoring and speed sign recognition are also included.

The LBX comes with eight airbags, LED headlights with beam adaptation to avoid dazzling oncoming traffic, a panoramic view monitor, front and rear parking sensors, tyre pressure monitoring, two ISOFIX and three child seat top tether strap points.

The LBX Sports Luxury adds an advanced parking function that provides instructions and input for the steering, accelerator, brake and shift operation during parallel and perpendicular parking.

What technology does the Lexus LBX feature?

All 2024 Lexus LBX models come with a 9.8-inch infotainment touchscreen and a 12.3-inch digital dashboard.

Wireless Apple CarPlay and Android Auto, cloud-based satellite navigation, voice recognition and DAB+ digital radio are standard, but there’s no AM or FM.

Sounds are amplified via a six-speaker Panasonic audio system in the Luxury, or a cracking 13-speaker Mark Levinson stereo in Sports Luxury models.

There are five USB-C ports spread across the two rows of seats, a wireless smartphone charger up front and two 12V outlets (one up front and one in the boot).

Fitted with a data communication module (DCM) – an embedded SIM card – the LBX also hooks up to the Lexus Connected Services app, which provides a suite of safety and convenience items including automatic collision notification, stolen vehicle tracking, remote engine start and much more.

Over-the-air (OTA) updates, including sat-nav maps downloaded from the cloud, are available for the multimedia, the instrument cluster and the DCM.

What powers the Lexus LBX?

The entire 2024 Lexus LBX range is powered by a modified version of the same 1.5-litre triple-cylinder petrol-electric hybrid powertrain that has driven the Toyota Yaris Cross for the past few years.

But Lexus has worked on the powertrain to bump combined power from 85kW to 100kW and to make the driving experience smoother and more ‘Lexus-like’.

No combined torque output is claimed, which is normal for Toyota and Lexus.

The engine itself makes 67kW and 120Nm, while the permanent magnet synchronous e-motor produces 69kW and 185kW. The rear induction asynchronous e-motor in the Sports Luxury AWD produces 4.7kW and 52Nm but doesn’t change the peak outputs compared to the 2WDs.

The powertrain drives the wheels via an electronic continuously variable transmission (CVT), which adds paddle shifts in the Sports Luxury grade. There are six artificial gear steps programmed into the e-CVT to make the paddle shifters feel like they are achieving something.

A small, air-cooled nickel-metal hydride battery sitting under the rear seat powers the e-motors.

Lexus engineers opted for a new bipolar NiMH battery rather than the lithium-ion battery used by the Yaris Cross because they found it provides stronger and smoother acceleration.

How fuel efficient is the Lexus LBX?

All models in the 2024 Lexus LBX line-up claim the same 3.8L/100km combined-cycle fuel consumption average using the cheapest 91RON unleaded fuel.

That estimate proved only mildly optimistic during our test drive from Gosford to the heart of Sydney on a wide variety of road types. The trip computer was showing 4.2L/100km when we pulled up.

It’s yet more proof of the validity of Toyota’s hybrid technology.

What is the Lexus LBX like to drive?

There’s clearly been an attempt to imbue the 2024 Lexus LBX with some big-car gravitas. It steers with some heft and sits quite solid and planted on the road, despite its diminutive size and light kerb weight (1330kg 2WD or 1415kg in AWD form).

Add in a significant amount of noise deadening of various types and the LBX is also more remote from engine, road and tyre noise than a typical small car. It’s still there, but dulled.

In 2WD or AWD form it is a well-resolved and enjoyable small car to drive. Its small size makes it nippy around town and its well-resolved dynamics make it entertaining on the open road.

Lexus has taken the same TNGA-B platform as the Yaris Cross for the LBX, but stiffened it to make it more sporting.

For all the work by Lexus engineers, the LBX’s origins are undeniable. There’s still some triple-cylinder growl evident from the engine under acceleration (the sound enhancement is, er, subtle) and the wheelbase isn’t long enough to stop the ride getting a bit jiggy on the rough stuff.

That especially applies at low speeds. At higher speeds it improves, but never disappears. That applies in the 2WD fitted with a torsion beam rear axle and the AWD, which swaps to a more compact independent set-up to help the electronic AWD gubbins fit.

The performance from the powertrain is far from luxurious. Call it adequate rather than abundant. There’s no doubt electrification provides assistance, especially from a standstill, but you’re keeping up with the traffic in this car, not sprinting ahead.

Lexus claims a 9.2sec 0-100km/h time for the 2WD and 9.6sec for the heavier AWD. It feels about right.

Funnily enough, there’s no sports mode to elevate the drivetrain and the Sports Luxury’s paddle shifters provide little more assistance than a placebo.

Left to its own devices, the CVT does some of that inane buzzing commonly found with CVTs, but it’s not too awful.

What is the Lexus LBX like inside?

If you had any fears the 2024 Lexus LBX would simply be a Yaris Cross with a new badge or two slapped on, dismiss them.

Just as the exterior has its own sheet metal, so the interior has its own distinct character.

Sure, the hard points where stuff is attached and plugged behind the dashboard will be the same, but the distinctly different screens, steering wheel, trims and soft-touch fittings make the LBX feel and look a whole lot more upmarket.

That especially applies to the Sports Luxury, which adds suede trim and obvious equipment boosts such as the cracking Mark Levinson stereo and the head-up display (HUD).

The HUD also introduces a more complex way of drilling into menus in the instrument panel via the steering wheel. It seems clumsy and overly complex. There are also multiple cluster views that can be selected.

Air-conditioning is operated by both the touch-screen and physical controls, but you have to drill into the screen or use the steering wheel or the clever dynamic voice control to adjust audio.

There’s a certain complexity to selecting a gear via the notchy lever, but that’s more than likely just down to familiarity.

The one-touch E-Latch door handles definitely take a bit of adaptation. From the outside, the door opens without any handle movement. From inside, press a button in the arm rest to open the door.

But the main interior issue in the LBX is in the rear seat. It’s awfully cramped back there, something perhaps exacerbated by the new and plumply cushioned front seats. It’s very cramped for all but young kids.

Okay, it’s a small car not aimed at family buyers, so there’s some leniency there perhaps. But the lack of features is very disappointing. One map pocket, no adjustable air-con vents and no fold-down arm rest.

It’s a better story up front, of course, but still the door bins are tiny and the glove box is stuffed full of manuals and documents, so storage options are limited.

The boot is also quite small at 402 litres for the 2WD and 315 litres for the AWD. There’s not much in the way of features such as bins and string nets.

The split-fold rear seat collapses to produce as much as 994 litres of space.

Should I buy a Lexus LBX?

It’s quite easy to see the 2024 Lexus LBX slotting into a two- or three-car garage alongside a Lexus LX and/or RX. It retains enough of the smooth and refined family traits to appeal to fans of the brand.

But as a youth buy at a time when many kids are working hard to scrape together rent let alone buy $50,000 cars, it’s less convincing. The related Toyota Yaris Cross falls more into their price range. It may not be as lovely inside or nice to drive, but it is a lot more affordable.

If you can afford an LBX, then out of the three models on offer our favourite ended up being the Sports Luxury 2WD.

It’s dressed up nicely inside with some decent extra features over the Luxury, while the $4000 jump to the AWD version doesn’t deliver any significant driving advantages.

2024 Lexus LBX Sports Luxury AWD at a glance:

Editor’s Rating: 7.6/10

Price:  $56,990 (plus on-road costs)	Transmission: Continuously variable automatic
Available:  Now	Fuel: 3.8L/100km (ADR Combined)
Engine:  1.5-litre three-cylinder petrol-electric	CO2: 87g/km (ADR Combined)
Output: 67kW/120Nm (electric motor: 69kW/185Nm)	Safety Rating:  Not tested
Combined output: 100kW

 

Disclaimer: Images supplied by Lexus.

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 Staff

Kia is set to prove that good things come in small packages with the next model in its electric vehicle roll-out.

The South Korean car maker recently revealed its EV3, the fourth model in its burgeoning range of dedicated battery-powered cars and confirmed it will offer up to 600km of driving range when it launches in Australia in 2025.

That figure is further than any of its other EVs, which now includes the EV6 sedan and the mid-sized EV5 and seven-seat EV9 SUVs.

Kia has yet to confirm further details, such as the exact timing of its arrival, final specifications and the model line-up, but has outlined the fundamental elements of its new compact SUV, which will likely become its most affordable electric vehicle with a sub $50k price tag.

The EV3 will begin production with a 150kW/283Nm front-mounted electric motor and available globally with the option of two battery backs, a 58.3kWh unit in the entry-level ‘Standard’ version or an 81.4kWh module in the flagship Long Range model.

Kia executives have confirmed that future versions will be offered with a twin-motor configuration and all-wheel drive, including a high-performance GT model, but have yet to outline any further details.

Although Kia has confirmed the EV3 Long Range, with the larger battery pack, will provide 600km of driving range, it has yet to reveal the official figure for the ‘EV3 Standard’, but we’d guess it’ll be somewhere north of 450km, perhaps nudging 500km.

Similarly, it has outlined that the Long Range’s battery can be replenished between 10-80 percent in 31 minutes on a DC fast-charger but hasn’t stipulated the maximum charging power or key charging specs for the lesser unit.

Regardless, it’s highly unlikely to be the same high-capacity 350kW capability as the EV6 and EV9, given the EV3 uses a lower-grade 400V (rather than 800V for the larger vehicles) version e-GMP platform.

Pitched at the very heart of the compact SUV market, the EV3 measures 4300mm long, 1850mm wide and 1560mm tall, and rides on a 2680mm wheelbase, offering a 460-litre boot and a 25-litre frunk with seating for five.

The cabin features the obligatory blend of modern EV sustainable materials, including recycled fabrics (dash and door trims) and trims made from recycled plastic for the seats, headliner, door armrests, garnishes, floor mats and language board.

The interior is dominated by Kia’s now-familiar dual-screen cockpit layout comprising twin 12.3-inch digital displays for the instrument cluster and infotainment touchscreen with a portrait-style 5.0-inch climate control panel sandwiched in between them, as per the bigger EV9.

Below the infotainment system is a row of integrated shortcut buttons – also as per the EV9 – which in turn sit above a volume dial and the central air-vents.

The front seats are split by a multi-level centre console offering an open-top storage compartment beneath a sliding armrest that Kia says can double as makeshift workplace, or at least somewhere to put a laptop or tablet while the car recharges.

Kia claims that EV customers have been asking for more entertainment options or other ways to kill time while their vehicle recharges, which is why the EV3 features the latest ccNC multimedia operating system and LG’s Automotive Content Platform – allowing access to streaming services and arcade games.

The infotainment system’s other headline act is the inclusion of Kia’s new AI Assistant, making it the Korean brand’s first EV – and its second model after the new K4 sedan – to feature the tech.

It works together with the onboard voice command system to enhance the user experience and can be employed to alter any number of key functions, including the climate control.

Technical highlights beyond the infotainment system include a super-sized 12-inch head-up display, the latest version of its i-Pedal one-pedal driving system, vehicle-to-load (V2L) appliance charging functionality, a digital key, dynamic torque vectoring, and a Harman Kardon sound system in top-grade versions.

Not all these features will be available on all variants but are expected to be standard on the traditional flagship GT-Line trim, along with a unique body kit, specific alloy wheels and a bespoke exterior paint colour palette, plus a sporty black interior colourway to help set it apart.

It is anticipated that all models will be equipped with a comprehensive suite of active safety functions, including forward collision avoidance assist, lane keeping assist, highway driving assist and reverse parking collision avoidance assist.

Australian pricing for the all-new Kia EV3 won’t be announced until closer to its local release next year, but global Kia execs nominated a $US35,000-$US50,000 target price bracket, which suggests a starting price around $50k and pretty much on par with local estimations made earlier this year.

 

Disclaimer: Images supplied by Kia Australia.

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

By Bruce Newton, carsales.com.au

Three significant trends have emerged – and changed – the Australian new-car market over the last decade: the rise and rise of dual-cab utilities, the proliferation of electrified vehicles and the arrival of Chinese car makers.

And all of those have converged into one new car, the 2024 GWM Cannon Alpha Ultra which recently launched as the first plug-in petrol-electric hybrid-powered dual-cab ute.

It takes us further down the road to zero-emission electric motoring and comes with a sharp price tag that challenges its most popular rivals, such as the Toyota HiLux and Ford Ranger. Let’s find out how.

How much does the GWM Cannon Alpha cost?

The 2024 GWM Cannon Alpha Ultra Hybrid is the flagship of the Chinese brand’s new GWM Cannon Alpha ute line-up and is priced at $64,990 drive-away.

The petrol-electric plug-less hybrid sits above other orthodox members of the range powered by a 2.4-litre turbo-diesel engine, including the entry-level Alpha Lux priced from $51,990 drive-away and the non-hybrid Alpha Ultra that costs $57,990 drive-away.

The Cannon Alpha is a larger version of the regular Cannon that has been on-sale in Australia since 2021 and is physically bigger than the likes of the HiLux and Ranger too.

What equipment comes with the GWM Cannon Alpha?

The flagship 2024 GWM Cannon Alpha Ultra Hybrid comes fully loaded with an extensive and impressive list of standard features.

On the outside, it rides on 18-inch alloy wheels, has LED headlights, lashings of chrome trim, roof rails and a panoramic sunroof, which is a rare inclusion in the ute segment.

Curiously, while the tray has a spray-in tub liner and lighting, it misses out on a sports bar – standard fit for most top-end utes – and a tonneau cover.

However, it does have the funkiest, smartest tailgate layout in the business. Depending on how long you press the button within the Cannon logo, it can split in two horizontally or do the expected thing and drop down in one piece.

It is quite handy depending on whether you’re loading or unloading small or large items or just checking on stuff in the tray. Hopefully, it’s robust enough to cope with inevitably rough treatment and roads.

Inside the cabin, the Ultra Hybrid has garish wood trim, soft-touch upholstery, leather-accented seats, dual-zone climate control with rear vents, an electric sliding rear window and 64-colour ambient lighting that can be set up to flash in time with music. Off thanks.

The seats are a story on their own. The driver gets eight-way power adjustment plus memory and a welcome function that pushes the seat back to make it easier to enter. The front passenger seat gets six-way power adjustment.

But that’s not all. The rear outboard seats power-recline to a very relaxed position, and they also get a welcome function and the ability to adjust the front passenger seat, just like in a luxury saloon.

Front and rear seats can be heated or cooled, and something called a ‘bladder massage’ is on offer for front seat passengers.

GWM is sure to sell a bunch of Alpha Ultra Hybrid utes based on the price and the impression they make standing in the showroom… Which is handy for reasons we’ll get to later.

The Cannon Alpha range is protected by a seven-year/unlimited-kilometre warranty, seven years’ roadside assist and seven years of capped-price servicing.

At the time of writing, GWM hadn’t released service intervals – it’s expected to be 12 months and 15,000km – or how much it costs for each visit to the workshop.

What technology does the GWM Cannon Alpha feature?

Reinforcing the GWM Cannon Alpha Ultra Hybrid’s sense of luxury is its huge infotainment screens, which dominate the dashboard.

A 14.6-inch touch screen protrudes from the dashboard while a 12.3-inch instrument cluster is embedded in front of the driver. There’s also a head-up display projected onto the windscreen.

Within the infotainment system, it features wireless Apple CarPlay and wired Android Auto, embedded satellite navigation, Bluetooth connectivity, AM/FM and digital radio and a 10-speaker Infinity audio system. A connected car app is a new feature for GWM.

There are USB ports front and rear and, in a rare touch, wireless smartphone chargers in the rear as well as the front.

The Cannon Alpha also has voice recognition, but it just ignored me. It responded straight away to my colleague Nadine Armstrong though. So, go figure.

What is the GWM Cannon Alpha like inside?

Importantly, the GWM Cannon Alpha Ultra Hybrid does more than just tick boxes. The cabin is also filled with convenience while being spacious and comfortable.

The front seats are plush and supportive and there’s more space in the rear than its rivals, which makes the Alpha Ultra genuinely capable of adult-friendly long-distance travel. This thing could be an Uber.

There is no other ute this side of the full-size American pick-ups such as the Ford F-150 and RAM 1500 that provides this sort of pampering and real estate for their occupants. That the Ultra Hybrid does it for about half the money says a lot.

There are nice detail touches throughout the cabin, such as the softly damped cover in the centre console, a small sliding lid in the centre console bin, large door pockets with dividers and slide-out containers under the rear seats.

On the downside, the infotainment system requires too much drilling through the menu system to get stuff done.

For example, despite having a row of physical buttons for the air-conditioning, you still have to tap away into the touch screen to adjust temperature. And there’s nothing I could find on the dashboard to adjust the volume. Its either done through the steering wheel or touchscreen (or voice, if you can get it to pay attention).

The instrument cluster is a curiosity too. The space devoted to the speedo is small and there’s no permanent tacho.

There are two views on offer – one is a 3D graphic showing where the Alpha sits in traffic. Thanks, I have eyes. The other version bleeds the embedded sat-nav map across the screen. It can also display your smartphone map, but only a small portion of it.

There are other minor irritations. The circular black plastic key fob – shaped like the Cannon logo – is easy to get lost in the recesses of the storage bins; the driver doesn’t get an A-pillar grab-handle; the B-pillar is thick and obscuring for a head-check; and it’s easy to turn the headlights off when operating that bloody indicator stalk. Small things, for sure, but annoying nonetheless.

How safe is the GWM Cannon Alpha?

The GWM Cannon Alpha Ultra Hybrid has a comprehensive suite of driver assistance features with a baffling number of acronyms on the spec sheet.

But what it boils down to is this: the Ultra Hybrid will automatically decelerate for obstacles front and rear, use its cameras and sensors to do its best to keep you in your lane, monitor blind spots, the driver, the speed limit, tyre pressures and – no doubt – much more.

There are seven airbags, front and rear parking sensors (12 in total), a comprehensive 360-degree camera with even a transparent chassis view, auto parking and an auto reverse function that tracks the car back the way it has come for a short distance. That’s handy for getting out of a narrow driveway at night, for instance.

GWM Australia is hopeful the 2024 GWM Cannon Alpha range will score a maximum five-star ANCAP rating based on the latest protocols. Usually, car companies avoid such bold predictions.

What powers the GWM Cannon Alpha?

The 2024 GWM Cannon Alpha Ultra is the first plug-in hybrid dual-cab ute available in Australia and borrows its powertrain from the GWM Tank 500 Hybrid SUV.

In fact, these two also share a significant amount of their underpinnings as well, in much the same way the Ford Everest SUV is based on the Ranger ute.

In this case, the GWM Cannon Alpha Ultra Hybrid combines a 180kW/380Nm 2.0-litre four-cylinder turbo-petrol engine tuned to the efficiency-chasing Miller Cycle with a 78kW/268Nm e-motor sandwiched in front of the nine-speed automatic transmission.

The e-motor is fed by a small 1.76kWh lithium-ion battery pack.

The combined output is claimed to be 255kW/648Nm. As we’ve previously pointed out, the torque number is interesting because it is the max outputs of the petrol engine and e-motor simply added up.

Often the combined torque number for hybrids is smaller than that because peak outputs are produced at different parts of the respective rev ranges. Toyota doesn’t even publish a combined torque figure for hybrids.

Further along the driveline, the Cannon Alpha and Tank 500 start to deviate. The ute has a part-time 4x4 system so it can’t run in 4x4 high range on grippy (bitumen) surfaces.

It does retain a transfer case with low range and front and rear locking differentials but misses out on the Tank’s unique wheel-locking tank turn and off-road cruise control. It has only three drive modes while the Tank 500 has nine.

How fuel efficient is the GWM Cannon Alpha?

GWM makes it quite clear that it developed the 2024 GWM Cannon Alpha ute’s hybrid system with a focus on performance rather than economy. That’s some good spin-doctoring, because its claimed average consumption of 9.8L/100km is no better than any of its turbo diesel-powered rivals.

It does help the budget that the engine will run on regular 91RON unleaded though.

The tank (as in fuel, not 500) measures up at 80 litres so there’s a theoretically viable trekking range on offer.

In the real world, on a 650km trip with two passengers, a light load, lots of low-rpm freeway cruising and some suburban stop-start traffic returned a 10.9L/100km average.

That is going to spiral once you go off-road, tow or haul a load. Or do all three at once! So traditional diesel still has the upper hand on that score.

What is the GWM Cannon Alpha like to drive?

First, let’s consider what we’re dealing with here. The 2024 GWM Cannon Alpha Ultra Hybrid is only 35mm longer than the GWM Cannon Ute at 5445mm, 57mm wider at 1991mm and 38mm taller at 1924mm. But it has an extra 120mm between the front and rear axles at 3350mm, and it weighs in at 2575kg, so it’s big.

It is built on a rugged ladder frame with double-wishbone front suspension and a combination of leaf springs and a rigid axle at the rear. Steering is electric-assist rack and pinion, and disc brakes (ventilated up front) are employed all-round.

Alrighty then. You might remember the earlier reference to the importance of static showroom impressions in wooing buyers to the Cannon Alpha Ultra. That’s because it will lose friends once it starts rolling.

Not because the underlying mechanical package is seriously flawed. It’s all the stuff laid over the top that is the problem.

The lane keeping police snatch at the steering wheel (not as egregiously as some systems but still obviously), the driver monitoring goes off at the slightest hint your eyes have strayed from the straight ahead – even to look at the relevant info on the touch-screen – and then gives you a follow-up lecture. Every time.

Transgress the speed limit and a ‘bing’ gently resonates. Engage the adaptive cruise control and a disembodied voice reminds you to keep paying attention.

Ah, the cruise control… sheesh. For starters, the stalk is hidden out of sight behind the steering wheel spoke, which is not helpful. Then, at one point the resume function stopped working. And the minimum detection gap to the car in front was too conservative, so the Ultra would start to slow down well before it needed to.

If you do get too close to the car in front – according to the Alpha’s sensors – then red warnings flash in the instrument panel, accompanied by the inevitable beeps. The rear cross traffic alert also lit up at one stage when reversing out of my driveway and brought the car to a sudden halt for no apparent reason.

Activate the soft-touch indicators and it’s almost impossible to switch them off. If you see a Cannon Alpha driving straight ahead but alternately indicating left or right, it’s not because the driver is indecisive. It’s because the bloody indicators are so over-reactive.

Now some of this stuff can be switched off and it remains off. Some of it must be switched off every time the car is started. Naturally, it’s located under several different drop-down sub-menus in the touchscreen!

And some of it – like the cruise control admonishment and the crap blinkers – you just have to put up with.

If GWM could eliminate or reduce as many of these irritants as possible then it would have a decent ute.

The powertrain is responsive, although not as strong as the raw numbers suggest. It’s supposed to have more torque than a Ford Ranger Raptor, but it doesn’t feel like it. Part of that comes from the Ultra’s mass, but that alone isn’t the issue.

There are calibration issues that spoil its performance abilities, such as its unpredictable throttle modulation. Press the accelerator and … nothing … press more … a little response … press more …. Woah, a lot of response! It’s a bit like a Volkswagen dual clutch.

When it does work properly, the e-motor kicks in to provide a smooth and quiet take-off and then the petrol engine adds power and helps move the vehicle along at a lively rate. It’s a reedy, quiet noise under throttle and a very different experience to the usual clatter of a turbo diesel.

The calibration – there’s that word again – of the automatic is not the best either. There are clunks and shunts and a sense of gears not always meshing 100 per cent. It can also be busy down low with so many stacked gears to work through.

Perhaps the most frustrating bit is the hit-and-miss way the gear lever decides whether to engage, or not, or shift through drive into manual mode. Yep, that can be put down to operator error by not engaging the détente button properly. But does it have to be this fussy?

And what of the handling and steering? The latter can be tuned through three settings that noticeably varies the weighting, even if they are all consistent in the way they feel isolated from the vehicle. It’s not objectionable, just not convincingly integrated.

Unsurprisingly, the Ultra Hybrid feels big, long and ponderous on the road. It sets a course and tries to follow it.

Early-onset front-wheel pushing (understeer) is no surprise through tight bends and on slippery roads. But there’s also lots of intrusions from the conservatively tuned stability and traction control reminiscent of the way Toyotas used to shut down to a crawl.

The best dynamic trait of the Ultra is undoubtedly the way it rides. It’s a tad on the soft side at the rear, and there is a constant small patter on what looks like smooth roads and some frame shake on the rougher stuff, but it holds its composure surprisingly well overall.

Combine that with the cabin quietness and it’s a nice vehicle for long-distance highway travel.

How good is the GWM Cannon Alpha off-road?

As you’d expect, the 2024 GWM Cannon Alpha Ultra delivers some pretty impressive off-roading credentials.

Looking at its numbers, it has is 224mm of ground clearance, the wading depth is 800mm, the approach angle is 28.5 degrees, the breakover 19 degrees and the departure angle 23 degrees. The turning circle is a sizeable 13 metres.

The combination of high and low range and diff locks mean the Ultra can deal with some quite challenging off-road obstacles.

The throttle modulation issues don’t make it all that easy though, particularly at low speeds. And it’s just getting to the size where it’s slightly harder to manoeuvre in the tight stuff than smaller utes like the Ford Ranger and Toyota HiLux.

How much can the GWM Cannon Alpha carry?

While the GWM Cannon Alpha Ultra Hybrid is pretty good off the beaten track, its workhorse capabilities are a little disappointing.

Its maximum payload is only 735kg and it’s too narrow between the wheel-arches to fit an Aussie pallet.

It can tow 3500kg braked – which is good – but, if you’re towing that much and you crunch the numbers on gross vehicle mass (GVM), the payload comes down to just 385kg, which is mediocre.

It is significantly better than the new Toyota HiLux SR5 48V auto (200kg), but is well shy of the Mitsubishi Triton GLS (665kg) and the Ford Ranger XLT biturbo (586kg).

Should I buy a GWM Cannon Alpha?

The 2024 GWM Cannon Alpha Ultra Hybrid ticks plenty of boxes on paper. It’s keenly priced, incredibly well equipped, backed up by a long and reassuring warranty and delivers sprawling space inside.

There’s also glimmers of evidence that the core driving experience – while a bit rough and rugged around the edges – has improved enough to at least be acceptable by the coarse standards applied to utes.

It is a very solid off-roader, and the overall performance of the hybrid drivetrain is proof that electrification can work for utes.

But there’s still many areas that need to be improved. The undersized payload – especially when towing – will put some people off, as will some of the drivetrain calibration shortfalls.

But ultimately the GWM Cannon Alpha Ultra Hybrid ute disappoints because of all the fussing and farting around with monitors and controls. They are just so crazily irritating it’s impossible to imagine living with them every day.

If that stuff was more sympathetically tuned, could be turned off once and left off (if appropriate) and the endless lectures extinguished, then this would be a brilliantly priced, exceptionally equipped ute, with ordinary but acceptable driving manners.

It could easily – and deservedly – become a best seller.

But for now, even if you like the GWM Cannon Alpha Ultra Hybrid in the showroom, make sure you drive it before signing your money over.

2024 GWM Cannon Alpha Ultra Hybrid at a glance:

Editor’s Rating: 6.9/10

Price:  $64,990 (drive-away)	Transmission: Nine-speed automatic
Available:  Now	Fuel: 9.8L/100km (ADR Combined)
Engine:  2.0-litre four-cylinder turbo petrol-electric	CO2: 225g/km (ADR Combined)
Output: 180kW/380Nm (electric motor: 78kW/268Nm)	Safety Rating:  Not tested
Combined output: 255kW/648Nm

 

Disclaimer: Images supplied by GWM ANZ.

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

The foundation stone for Mazda’s Zoom-Zoom revival more than 20 years ago has been replaced.

The Mazda6 sedan has evolved into a fourth-generation model with a new name, the EZ-6, and a switch from its traditional front- to a rear-wheel drive configuration that signals a radical change in philosophy for the mainstay of the Japanese car maker.

The EZ-6 was revealed at the Beijing Auto Show in April and co-developed by Mazda’s Chinese joint-venture partner, Chongqing Changan. It is due to go into production later this year for the Chinese market where it will be offered with the choice of plug-in hybrid and battery-electric powertrains.

But there are question marks about whether it will be built in right-hand drive for markets outside of China, including Australia.

The EV version of the all-new mid-sizer has an expected driving range of approximately 600km, while the PHEV is anticipated to achieve over 1000km of driving range on a full charge and a single tank of fuel.

The design language of the EZ-6 is an evolution of Mazda’s KODO Soul of Motion philosophy. And the car is physically larger than the current model, measuring 4921mm long, 1890mm wide and 1485mm high, making it longer, wider and taller than the current Mazda6 (4800mm/1887mm/1480mm).

Mazda has stressed how important driving quality has been in the development of the EZ-6 and claims the switch to a rear-drive layout has helped deliver a 50:50 weight distribution in the EV version.

While it would be logical to suggest the EZ-6 will share its platform and PHEV powertrains with models such as the CX-60, which is based on Mazda’s latest Large Product Group architecture, the EZ-6 has a more conventional strut front suspension configuration where the LPG models have a double-wishbone front set-up.

The launch media statement said the EZ-6 also employs advanced electric vehicle technology and smart technology supplied by Changan Automobile.

Included in that is an intelligent parking technology that allows the EZ-6 to be controlled by voice, even when the driver is outside the vehicle.

Smart cabin technology can also be operated in various ways including voice, touch and gesture control.

“We are delighted to introduce the all-new new-energy vehicle (NEV) developed in alliance with Mazda and Changan Automobile,” said Mazda president and CEO, Masahiro Moro.

“The Mazda EZ-6 is the latest electrified vehicle that combines Mazda's strengths with Changan Automobile’s electrified technology.

“Going forward, Mazda will continue to work with Changan Automobile to turn Mazda’s China business around by introducing its unique products that meet the needs of Chinese customers who prefer advanced vehicles.”

The appearance of the EZ-6 rebuts rumours that Mazda would kill of the 6 due to declining interest in sedans and wagons amid the rising popularity of SUVs.

The original Mazda6 launched in Australia in 2002 and the current third generation in 2012, followed by a significant update in 2018.

The current Mazda6 sedan and wagon is offered for sale in Australia with naturally aspirated and turbocharged 2.5-litre four-cylinder petrol engines. Stay tuned for more updates on whether the EZ-6 will be offered in Australia in the future.

 

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 Nadine Armstrong, carsales.com.au

The 2024 Hyundai Palisade boasts equipment updates and a new flagship to headline the Korean brand’s large SUV line up, the oddly titled Calligraphy Black Ink. Available with two powertrain options, seven or eight seats and three trim levels, the updated Hyundai Palisade range starts at $66,800 plus ORCs.

With sharp new looks and extensive equipment as standard, the Palisade gives people-moving duties a premium makeover. We put the new range-topping Palisade through its paces over an extended holiday period, finding that it was indeed fit for the (extended) family load.

How much does the Hyundai Palisade Calligraphy Black Ink cost?

The six-variant 2024 Hyundai Palisade range kicks off from $66,800 plus ORCs for the 3.8-litre petrol-powered two-wheel drive Palisade Elite and tops out with the 2.2-litre turbo-diesel all-wheel drive Palisade Calligraphy Black Ink tested here, priced from $80,900 plus ORCs.

At this price point there are plenty of competitors, including the Jeep Grand Cherokee L (from $82,750 plus ORCs) and Mazda CX-90 (from $74,550 plus ORCs) – even a full-electric option in the form of the Kia EV9 (from $97,000 plus ORCs).

What equipment comes with the Hyundai Palisade Calligraphy Black Ink?

It’s worth noting up front that the 2024 Hyundai Palisade Calligraphy Black Ink carries a $1000 premium over the Calligraphy model grade and is differentiated by a blackened grille and bumpers, gloss black 20-inch alloys, dark tinted skid plates, lower door garnishes, tail-lights and badges and gloss black roof rails.

Inside, it has black suede-appointed seats and headlining. Count me in – it looks great.

There are creature comforts aplenty, including a 12-way heated and ventilated electric-adjust driver’s seat with two-position memory; front passengers have eight-way adjust with the same trappings.

Second-row outboard seats are also heated and ventilated, with a slide-and-recline function and fold-down armrests.

Leather accents feature on the two-tone steering wheel, dash and console trim and complement the suede throughout.

A dual sunroof with tilt-and-slide function for the front section and retractable shade is standard, as are window shades.

The Calligraphy Black Ink is available in two paint colours only – Creamy White is standard, with Abyss Black $695 well-spent if you ask me.

The Palisade is covered by Hyundai’s five-year/unlimited-kilometre warranty and service intervals are every 12 months or 15,000km. Three pre-paid service plans are available for three ($1467), four ($1956) or five ($2445) years.

How safe is the Hyundai Palisade Calligraphy Black Ink?

As you’d expect, the top-spec 2024 Hyundai Palisade Calligraphy Black Ink features a raft of driver assist and safety technology.

This includes blind spot warning and collision avoidance, blind spot camera, driver attention warning and lead vehicle departure alert, autonomous emergency braking (AEB) with pedestrian and cyclist detection, intersection turning assist, lane keep assist and departure warning, front and rear parking sensors, rear cross traffic alert, safe exit assist, adaptive cruise control, surround-view monitor and smart parking assist.

There are seven airbags with the curtains extending across all three rows and the Palisade was awarded a five-star ANCAP safety rating that applies to all vehicles built from 2022. Previous versions fell short with a four-star rating.

What technology does the Hyundai Palisade Calligraphy Black Ink feature?

As the flagship, the 2024 Hyundai Palisade Calligraphy Black Ink brings much of the Korean car-maker’s latest technology together, but the entire Palisade range is well-equipped regardless of trim level.

Our tester includes remote keyless entry with push-button start, remote engine start, valet mode, live traffic updates and voice memo functions, along with three personalised user profiles, satellite navigation with find-my-car and vehicle status, two USB-C charge outlets and a wireless phone charging pad.

Infotainment is well stacked with AM/FM/DAB radio, wired Apple CarPlay and Android Auto, Bluetooth and Hyundai’s inbuilt Sounds of Nature ambience settings.

The digital cockpit and head-up display keep important and useful (ie. speed, safety alerts and navigation) information front and centre.

I also frequently used the Palisade’s passenger talk function, which allows the driver’s voice to be piped to the rear passengers via the speakers.

What powers the Hyundai Palisade Calligraphy Black Ink?

There are two powertrains on offer in the 2024 Hyundai Palisade – a 3.8-litre naturally-aspirated V6 petrol engine and the 2.2-litre four-cylinder turbo-diesel on test.

Both are matched to an eight-speed automatic transmission, with the turbo-diesel sending its power to all four wheels via Hyundai’s active on-demand HTRAC AWD system. The petrol Palisade is two-wheel drive only.

The turbo-diesel Palisade delivers 147kW from 3800rpm and 440Nm from 1750-2750rpm.

It comes standard with a trailer pre-wiring package, has a braked towing capacity of 2200kg and can handle another 100kg on the roof rack.

How fuel efficient is the Hyundai Palisade Calligraphy Black Ink?

It can be thirsty work hauling a 2070kg kerb weight – plus potentially seven occupants and excess luggage – but the diesel-powered 2024 Hyundai Palisade copes well.

The official claim is 7.3L/100km combined, 9.2L/100km for city-based/urban driving and 6.2L/100km for extra urban/freeway hauls, and this driver can vouch for each of those claims.

Over a four-week period we saw as low as 5.8L/100km and topped out around 12L/100km.

What is the Hyundai Palisade Calligraphy Black Ink like to drive?

In a word, easy. Despite its proportions and proclivity to raucous under-age occupants, there’s an ease and serenity to driving the 2024 Hyundai Palisade Calligraphy Black Ink that pervades its every move.

It turns out, when the kids are comfortable, they’re also relatively quiet and happy. But I digress…

It’s true, there’s no getting away from the Palisade’s imposing footprint on the road, but it rarely feels its size when it comes to manoeuvring.

With a great driving position, large windows all around and a commanding view, you quickly feel comfortable and confident behind the wheel.

The power from standstill is immediate, with good throttle response. It cycles smoothly through the gears and it’s quick to drop down a gear, or two, when needed.

The ventilated disc brakes front and rear do a good job of pulling up the Palisade to a standstill with relative ease and the steering is nicely weighted and offers good feedback, but that 11.8m turning circle will put your three-point turn skills to the test.

On the go, overall comfort is excellent for all occupants. The Palisade is also quiet and well insulated, delivering a level of refinement sometimes reserved for prestige vehicles.

What is the Hyundai Palisade Calligraphy Black Ink like inside?

Everything has been thrown at the 2024 Hyundai Palisade Calligraphy Black Ink – and it’s paid off.

The interior is plush, practical and gives a premium feel that you might not expect from the Korean manufacturer. Hyundai is closing the gap on premium brands.

Sumptuous black suede-appointed seats and roof lining envelop the driver, while the large touchscreen keeps everything at your fingertips. Both equipment and ergonomics are excellent.

The Palisade’s space and practicality, however, are the major headlines.

Saddled up with 12-year-olds, tired and surly tweens, 20-somethings and my 85-year-old mother-in-law, the Palisade proved its broad appeal, versatility and then some. It was comfortable for all occupants, easy to get in and out with large door openings and grab handles.

Good amenity for all three rows of seating, including charge points, cup holders and air vents, catered to all occupants.

With a piping-hot English Breakfast tea safely stowed, a fully charged slew of iPhones at hand and cabin temperature obliging us with three different temperature zones, we were ready for road trips great and small.

An additional climate zone for third-row passengers would have been handy. While the children were always going to find something to complain about, climate control seems a reasonable gripe.

The front of the cabin offers plenty of room for oddment storage, large and small; every possible inch has been dedicated to clever storage solutions, including cups, bottles, small handbags, phones and the like. Thank you, Hyundai chief detritus solutions officer.

A hands-free power tailgate provides access to the versatile load space offering from 311 with all seats in place to 704L with the third row folded flat.

Making use of the lidded in-floor storage in the boot, even with seven seats in play, the Palisade had more than enough space for six weekender-sized bags without encroaching on cabin space.

The Palisade’s rear cabin also played host to a real Christmas tree, a bike and of course many and varied household items on a much-needed tip run.

The 2024 Hyundai Palisade Calligraphy Black Ink delivered the surprise-and-delight factor that this writer needed for an extended family vacation.

\The Palisade’s arguably good looks turned heads, the seven-seat configuration was ample space for my Griswold’s-esque holiday, and the drive experience was effortless and economical.

The Black Ink gets a big green tick from this driver who, against all odds and needs, would happily own this vehicle.

2024 Hyundai Palisade Calligraphy Black Ink CRDi AWD at a glance:

Editor’s Rating: 8.7/10

Price:  $80,900 (plus on-road costs)	Transmission: Eight-speed automatic
Available:  Now	Fuel: 7.3L/100km (ADR Combined)
Engine:  2.2-litre four-cylinder turbo-diesel	CO2: 193g/km (ADR Combined)
Output: 147kW/440Nm	Safety Rating:  Five-star (ANCAP 2022)

 

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.