DS is less of a known quantity because of its links with Citroen, but the company is attempting to offer a concierge level of service to DS No8 buyers.

Verdict

Winner: Volvo ES90

There’s a bit of a price difference between these two cars, with the base version of the ES90 costing more than the highest-spec DS No8, but it really is a case of getting what you pay for. The Volvo is more luxurious, more efficient and has better space in the back, and yet the base model is so well equipped that it seems frivolous to upgrade to another version.

It’s not without its faults, though. Rear space isn’t as generous as it could be, courtesy of the high floor, and while comfort is good, there’s not much fun to be had from behind the wheel.

Runner up: DS No8

There is a lot to like about the DS No8. The looks will be a matter of taste, but we like that DS has gone out on a limb with the coupé-SUV look after the more restrained DS9, while the cabin’s Art Deco ambience offers a breath of fresh air when compared with more conservative executive rivals.

It’s quiet and refined, and the suspension is largely comfortable, if not as pillow soft as we’d like from a maker that emphasises past luxury. The biggest disappointment is the relative lack of space in the back.

Prices and specs

What we would choose

Volvo ES90

You can add kit from Ultra trim to the Plus model, including electrochromatic tinting of the panoramic glass (£995) and air suspension (£1,995). Vented seats are £800, but Nappa leather (£1,495) is only an option on Ultra cars.

DS No8

The black bonnet and roof cost £500, while you can add smaller 19-inch wheels (£150) or larger 21-inch rims (£1,100). Our car’s brown Nappa leather is a £1,600 add-on; the Etoile model has blue Alcantara as standard.

Looking for your next car? You can now search our nationwide dealer network for a choice of great cars on offer right now with new, used and leasing deals to choose from…

Overview

 

TOPPING off the Lexus RX large SUV range is the electrified RX500h F Sport Performance priced at $131,100 plus on-road costs; a car that until recently owned the title of the most powerful Lexus hybrid, since supplanted by the upper large LX700h at about $70K more.

 

The premium Japanese manufacturer spruiks its RX 500h F Sport Performance as redefining the Lexus Driving Signature with a host of dynamic performance enhancements.

 

“Steering, braking and handling have all been sports-tuned on the model taking it beyond the mild sporting modifications associated with traditional F Sport variants,” says Lexus.

 

Recently upgraded, the latest line-up ushered in a complete redesign inside and out with sharper sheet metal giving more presence on the road while the interior offers “new levels of comfort, refinement and driving enjoyment”.

 

Power for the all-wheel drive RX500h F Sport Performance range topper is via a turbocharged 2.4-litre four-cylinder petrol engine with a transmission integrated front electric traction motor and rear axle mounted electric motor (parallel hybrid) for a combined 273kW/550Nm output, sufficient to propel the portly 2160kg SUV from 0-100kmh in about 6.0 seconds.

 

The engine(s) are mated to a six-speed automatic transmission feeding power to the wheels via Direct4 all-wheel drive (AWD) aided by Lexus’ Vehicle Dynamics Integrated Management system that incorporates Dynamic Rear Steering to maximise handling and grip.

 

Dynamics are further enhanced by Adaptive Variable Suspension (AVS) while on the stopping front are front aluminium monoblock six-piston callipers, single pistons at the rear – in black under model specific 21-inch, matt-black-painted alloys.

 

On the equipment front, the RX 500h F Sport Performance is, as expected, highly specified featuring all optional equipment from the RX model’s Enhancement Packs, along with sporting visual upgrades, leather upholstery, and aluminium ornamentation.

 

A piano black theme continues across various body hardware, the test model adding front F Sport scuff plates with black logos and F Sport branded carpet floor mats.

 

Aural stimulation is provided by an Active Sound Control generator.

 

All RX variants come standard with the latest Lexus multimedia system displayed on a 14.0-inch high-definition touchscreen, compatible with Android Auto and wireless Apple CarPlay.

 

It offers in-built satellite navigation, DAB+ digital radio, and Lexus Connected Services functionality.

 

Five USB-C ports are dotted throughout the cabin along with two 12V sockets and one USB-A port to support multimedia connection and smartphone charging.

 

A comprehensive suite of Lexus Safety Sense + active safety features are included across the RX range including pre-collision system with intersection collision avoidance support, emergency steering assist and low-speed acceleration suppression, lane departure alert, dynamic radar cruise control, lane tracing assist, parking support brake, blind spot monitor, rear cross traffic alert, and more.

 

A driver monitor camera is now fitted to assess the driver’s state of attention and all new-generation RX models feature safe exit assist (SEA) incorporating new e-latch electrically activated door handles which can detect cyclists or vehicles passing close to the vehicle and can keep the door closed to avoid a collision.

 

Exterior colours include the striking, newly developed Sonic Copper hue on the test vehicle.

 

The F Sport also introduces a multitude of comfort and convenience features including high-grade three-projector Bi-LED headlights with BladeScan technology, dynamic auto-levelling, cornering lamps and headlamp cleaners, power tailgate with kick sensor, easy access driver’s seat, smart key card, rear door sunshades and multi-colour interior illumination.

 

Colour head-up display and touch-type steering wheel controls are included, along with a high-grade instrument cluster display, wireless smartphone charging and a 21-speaker Mark Levinson premium surround sound system.

 

Additional safety features include a Panoramic View Monitor (PVM) and Adaptive High-Beam System (AHS).

 

Driving Impressions

 

As impressive as the 500h’s sculpted sheet metal is, the test car’s Sonic Copper duco was a real pedestrian stopper, setting off the large SUV’s muscular lines amongst a sea of boring silver, grey or white clones.

 

The powerful visual is firmly underlined by sporty performance from the complex powertrain that never leaves you wanting for more.

 

It translates into quick sprints out of the blocks, no buttoning off pretty much at any point and zesty mid-range response for overtaking on the highway. All of this to the other-worldly and quite satisfying “note” emanating from the sound generator.

 

On the other side of the coin is characteristic Lexus smooth and quiet running with proper silent mode often invoked through the electric motor when petrol power isn’t required which, incidentally, is quite often particularly around town.

 

What is perhaps even more important nowadays is fuel economy which in this case hovered around the 7.2 litres per 100km mark (of 95RON premium unleaded) across a wide range of driving. Lexus claims 6.5L/100km on the combined cycle which would potentially be do-able with careful driving.

 

In any case, the result is impressive for a vehicle this size and weight with this level of performance.

 

With a raft of techa-na-logia on board handling dynamic duties, it’s hardly surprising the big Lexus is fleet footed and predictable.

 

Drive mode dependent, it delivers either a supple magic carpet ride, through a competent all-round setting for everyday driving and on to a firmer, more responsive, sporty setting for corner carving if you’re game (or silly) enough in a near 2200kg luxury SUV.

 

Drilling down into the dynamics we find relatively feel-ful steering with quick reflexes thanks to a 2.76 ratio lock-to-lock rack that errs more on the sporty side.

 

The 500h can be placed accurately through turns and execute mid-corner direction changes with aplomb no doubt aided by a combination of all-wheel drive, dynamic rear steering and large 21-inch rubber but the turning circle at 11.0 metres is a touch too big.

 

The adaptive suspension works continuously to smooth the ride which contributes further to a confident feel.

 

Braking is accomplished through necessarily large 400mm front discs with six piston callipers, 340mm single piston units at the rear. We had no issues with the brakes at all during the test drive that included the gamut of applications.

 

But the big Lexus only tows 1500kg so a tow test with our usual 2000kg test rig was not on the agenda.

 

We were surprised how subtle most of the ADAS was which occasionally meant we didn’t bother to spend the time and switch it all off as is usually the case. It will tug on the wheel if you cross a line (but doesn’t take control) while the driver attention monitor is a pain although at least it doesn’t beep incessantly at every “errant” eye movement – like some…

 

The interior is plush and cossetting in an understated way Lexus not feeling the need to fill it with cheesy gimmicks that tend to pall quickly. Instead, it has a killer 21-speaker Mark Levinson premium audio system, super-efficient climate control, supple leather upholstery, and instantly legible readouts.

 

We think the adaptive matrix LED headlights are over the top particularly when compared with the light emitted by a smallish brand-name light bar, for a few hundred bucks.

 

The soft leather clad multi-function wheel is small and feels good in your hands while the conventional gear selector makes a welcome change to the silly systems mounted appearing all over the shop these days commonly afflicting other brands.

 

Our over-riding impression of the Lexus RX 500h F Sport Performance is one of quality, competence and comfort.

 

You can feel it as soon as you get into the driver’s seat. The robust luxury feel continues through all aspects of the drive experience then you get out, take a walk around the vehicle and it’s quality is clearly evident wherever you look, even underneath.

 

Perhaps we might not stump up the $131K for this particular model but a lesser RX (and there are many to choose from) might fill the bill to a satisfactory and more affordable level.

All Souls are well equipped. The First Edition came with leather trim, adaptive cruise control, a Harman Kardon hi-fi, a head-up display and LED headlights. Also standard were heated front seats with eight-way electric adjustment for the driver’s seat, a reversing camera, wireless phone charging, Apple CarPlay and Android Auto. 

When the First Edition morphed into the Maxx, the electric driver’s seat adjustment was ditched, but a heated steering wheel and rear parking sensors became standard. 

The Explore continued with the Maxx’s standard equipment, plus electric driver’s seat adjustment; Urban ditched the heated seats and steering wheel, the leather trim and the rear parking sensors.

Prices

Find an early, high-mileage Soul EV and you can pay as little as £10,000 for it if you buy privately, but few of these are available for less than £12,000. This bags a 20-plate First Edition with 30,000 miles on the clock; go for a Maxx instead and you should expect to spend upwards of £14,000, which secures a 22-plate example with 40,000 miles notched up. Spend £16,000, and a 10,000-mile Maxx on a 22-plate can be yours. 

We saw very few Urbans for sale, but we did find a 3,000-mile car on a 24-plate being sold privately for £14,250. The most you’ll pay for a Soul EV is £20,000, which bags a 5,000-mile Explore on a 74-plate. 

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The 2027 Rivian R2 is the startup’s entry into what another brand’s CEO called a “blood bath” segment on The Drivecast two weeks ago: the compact crossover SUV thunderdome. With a starting price of $46,485 and topping out at $59,485, more than 300 miles of range, and all the technology anyone could ever want, the R2 has everything from the Tesla Model Y to the Toyota RAV4 in its sights.

It takes a lot to make me speechless—ask anyone on the team, or my wife. I was shocked after spending a day with the R2. Rivian figured out how to strike an unbelievable balance of on-road driving dynamics and off-road capability in a premium-feeling and looking package—at a competitive price.

The Basics 

The Rivian R2 is the follow-up act to the larger R1S. It’s a two-row crossover SUV that is cheaper, less complicated in some ways and (ironically) more advanced in others. It’s also an opportunity for Rivian to play in the heart of the market. The most popular vehicle type and size in America is the compact crossover SUV, with the Toyota RAV4, Tesla Model Y, and others setting sales charts on fire. It’s no coincidence the R2 is 185.9 inches long, making it just the right size for most buyers.

Look at the R2 quickly, and you might confuse it for the larger R1S. That’s on purpose. They are clearly related. Yes, Rivian’s signature front-and-back lighting is in full force, but the elements are more refined, and the vertically oriented headlights are smaller and shorter. The front fenders have Rivian-branded turn signal indicators instead of being embedded in the sideview mirrors, and there’s no trim around the door glass or roof. It’s all seamless, more aerodynamically efficient, and less expensive. The glass on the rear doors doesn’t have a second fixed panel because the doors are smaller. The charge port is on the driver’s-side rear fender, like on a Tesla (not a coincidence), rather than on the front driver-side bumper corner, as on the R1S. This makes it less likely to get damaged while also making it easier to charge at a Tesla Supercharger with its standard NACS charge port. The rear glass on the hatch drops down into the tailgate like in a Toyota 4Runner—an absolute killer feature. And the rear wiper for the tailgate is hidden in the tailgate itself, an industry first. All minor, but distinct and important changes. It’s clearly a Rivian, but it’s smaller while still keeping the tight overhangs and SUV-like appearance that won’t be mistaken for a jelly bean.

Interior changes were made during the transition from R1S to R2, but much of it was done based on feedback from current owners. The dashboard is still a simple affair, with a 12.0-inch digital gauge cluster augmented by a 15.6-inch touchscreen that houses most of the controls. There are two stalks, and they are chock-full of buttons and knobs for everything from the windshield wipers to the (physical) headlight controls, the drive gear selector, and even the speed control for the adaptive cruise control and Universal Hands Free driver-assist system. There are Halo Wheels on the steering wheel now. These are mounted on an axis, enabling them to rotate, move side-to-side, and be pushed or pulled to do everything from changing the audio volume and toggling between drive modes to adjusting both the climate control temperature and fan speed. More features and controls seem likely to come to these at a later date, but as they are, it’s an impressive roster of controls from the steering wheel. Things are still missing, however: real door handles (still have the electronic pushbuttons out of the R1S), much to the chagrin of Editor-In-Chief Kyle Cheromcha, manual air vent controls (still in the touchscreen), and, there are no grab handles mounted on the headliner for those “oh crap” moments.

The dashboard’s wrapped in soft-touch material, with most models featuring wood trim. Base models will have cloth trim, though these don’t feel or look cheap. Rivian moved the front speakers to the center of the car and out of the door panels, leaving space to store huge water bottles in the door. This was driven by R1S customer feedback. So too was the fact that the R2 has not one but two glove boxes. The R1S has none. The wireless charging pad up front has space for two phones and is MagSafe-compatible, which worked as intended during my test.

The rear seats fold in a 40/20/40 configuration, which is rare in this segment. It enables you to fold down the rear seat back in sections for various situations and hauling needs, both for people and cargo balancing. In the cargo area, there’s underfloor storage with enough space for a space-saver spare (which is an extra charge), but it can’t fit a full-size spare.

What’s really astonishing is all the space inside, specifically for humans, but the creative storage spaces are notable too. Every R2 has a huge panoramic glass roof that eats up headroom—and while it’s tinted, it’s not electrochromatic, and there’s no sunshade. Tall adults won’t have an issue, and there’s space in every direction for all four main seats. Particularly notable is the rear seat, which left me with plenty of leg and foot space despite my 5-foot-10 frame sitting behind a 6-foot-1 driver with long legs. The rear seating position is better than in the R1S, specifically due to platform packaging, with a longer seat bottom cushion and 3.8 inches more legroom than in the R2’s larger sibling.

On the Road

For now, every R2 will be a Performance trim, powered by a dual-motor powertrain with Rivian’s Maximus motors at each axle, delivering 656 horsepower and 609 lb-ft of torque to all four wheels. The motors are powered by an 88.0-kWh lithium-ion battery pack operating on a 400-volt electrical architecture. Rivian said this translates to a 0-60 mph sprint of 3.6 seconds.

A less powerful Premium model arrives later this year with 450 hp and 537 lb-ft of torque and the same battery pack. A 0-60 mph sprint will take a second longer with this model. Early next year, the Standard Long Range model arrives with the same battery pack but a single rear motor rated at 350 hp and 355 lb-ft of torque, and a 5.9-second 0-60 mph. It precedes the base Standard model, which will arrive next summer with an unknown battery size but still does 0-60 mph in 5.9 seconds, thanks to the same single rear motor as the Standard Long Range model.

On the road, the R2 immediately felt familiar and like a shrunken R1S. The hood design and tall glass provided a similar view out from the cabin. While in All-Purpose driving mode and with full stability control turned on, I mashed the throttle at a roundabout. The front end launched me forward and right, while the rear end immediately swung out, and the entire car entered a controlled slide. The body movements are even similar, but the suspension is quieter in the smaller R2.

Entering the highway, I brought the R2 up to a cruising speed of about 65 mph, then floored the accelerator. It’s not as quick as the Lucid Air Sapphire, but this EV doesn’t lose steam even as the speedo climbs.

After slowing back down to normal speeds, I pulled the gear selector stalk towards me twice and turned on Rivian’s Universal Hands-Free driver-assist system. In the (all-too-short) time on the highway, it performed flawlessly, keeping the R2 centered in the lane, never ping-ponging, and never giving me a reason not to trust the system. Automatic lane-change capability wasn’t in our early-build R2 software, but it will be available shortly after launch.

On the twisty mountain roads that head up to Park City, I double-tapped the touchscreen—one to get to the drivetrain page and one to change drive modes (which I could’ve done via the Halo wheels had I been thinking about it) to enable Sport mode. The 16:1 steering ratio and the squircle-ish steering wheel provide proper nine-and-three-hand placement without being awkward. In the right mode and with the right boxes checked, it was evident that the R2 possessed some rally-car traits. It happily strung together tight corners and rotated with ease, as the MacPherson-strut front suspension and multi-link rear end worked to keep the Pirelli all-seasons in contact with the asphalt.

The R2’s 4,998 pounds are well hidden, but when the weight transfer occurs in a corner, it occurs about a second later than initially expected on those semi-adaptive dampers. Once you realize this, you can easily plan for it and take it into account. The ride is always controlled, comfortable, less firm than the larger R1S, but definitely not soft.

When using one-pedal driving, about 90% of braking is regenerative, except when the battery is cold or has too much energy. But when you hit the brake pedal, it’s all mechanical, and despite being an electromechanical-hydraulic setup like the Corvette Z06 and the Alfa Romeo Giulia, this system is well-tuned. The pedal travel isn’t overly long or soft, as in the R1S. The brakes feel natural, progressive, and as desired. 

The steering resistance wasn’t overtly heavy, was precise, and never gave me a reason to think twice about the inputs being delivered. Those who prefer heavier steering will be disappointed, but the Porsche Macan Electric has light steering, and it’s delightful on both back roads and racetracks alike.

Off-Road

Off-road, the R2 has All-Terrain mode along with Rally and Soft Sand. I didn’t get to test the last one, though I toggled into Rally mode to test its handling characteristics on gravel fire roads.

During off-road time, the R2 had a single tire slip: the front driver’s-side tire. The mapping for the accelerator pedal, one-pedal driving with regenerative braking, fine motor control, and steering all faded to the background, and never once did I think about them.

The R2 has 9.6 inches of ground clearance, which few competitors can match, but it lacks the metal skid plates found on the larger R1S when equipped with the off-road package. Hardened composite panels hide the entire underside of the R2 and are said to be enough for what it can handle. Vehicle Dynamics Director Werner Naegeli said the reinforced panels can take a beating, and I’ll note I did make contact once without him wincing.

The R2 is far simpler and arguably less capable off-road than the R1S. There’s no air suspension, no hydraulic roll control system, and less ground clearance because of the former. The simple suspension and 20-inch BFGoodrich Trail Terrain tires ate up the dirt and soaked up the bumps without a lot of head tossing. My driving partner, who had hip surgery three weeks ago, didn’t complain once (and he complains about everything). While we hung a wheel up in the air multiple times while crawling up rocks, down steep grades, and more, the R2 never flinched. It seems one step above and more capable than a Subaru Wilderness model, which is to say, far more than most consumers will need when buying one of these.

Range and Charging

The R2 Performance will have up to 330 miles of range. The same goes for the less expensive Premium model, which will arrive later in the year. The Standard RWD Long-Range and Standard RWD models arriving next year will have 345 and 275 miles of range, respectively.

During my brief test, I observed a mixed number of 4.54 mi/kWh over 15 minutes, and 2.27 mi/kWh after driving with down the highway and then up twisty roads. If real-world efficiency falls somewhere between all this, then those range ratings will be accurate. The R2 can reportedly fast-charge from 10% to 80% in 29 minutes and has a peak charging rate of 230 kW.

Features, Options, and Competition

Base R2s will cost $46,485, including a $1,495 destination charge. They’ll be equipped with heated front and rear seats, synthetic leather, LED lighting, power-operated front seats, a five-speaker audio system with 525 watts and two subwoofers, and a full suite of active safety equipment including 11 cameras and five radar units. Let’s not forget about the upcoming Pet Cam feature, which is exactly what it sounds like. The top-spec Performance Models landing in customers’ hands today cost $59,485 and add everything from a nine-speaker audio system with 975 watts to heated and ventilated front seats, heated rear seats, semi-active dampers, front tow hooks, the drop-down rear window, and dynamic Matrix beam adaptive LED headlights.

The pricing, features, range, and overall package delivered by the R2, not to mention the wide range of capabilities, set it apart from everything else. It costs less than the Volvo EX60, BMW iX3, Mercedes-Benz GLC Class Electric, and Porsche Macan Electric, but more than a Ford Mustang Mach-E, Hyundai Ioniq 5, Kia EV6, and Tesla Model Y, aside from the new, stripped-down base model. As a point of reference, Tesla sold over 357,000 Model Ys in the U.S. in 2025 while Toyota sold nearly 480,000 RAV4s. The average transaction price of a vehicle on sale in the U.S. today hovers just below $50,000. It’s hard to imagine a world where I would recommend someone buy a loaded Chevrolet Equinox EV for just under $55,000 over a Rivian R2.

The Verdict

In 2022, I drove an early-production Rivian R1T Quad with a colleague, an engineer, and a spokesperson. After talking over every inch of it, hammering on it on- and off-road in the dry and wet, and while squinting really hard, I looked at the spokesperson and said, “So this is the first car you all have ever made?” “Yes,” they said. I turned to my colleague and said, “Everyone should be terrified if this is what they can do on day one.” Fast forward to today, and I was right. Other automakers have grossly underestimated Rivian.

Rivian came to win, and at first blush, it just might. If nothing else, it’s poised to steal a serious chunk of market share. This is the car that will be ideal for a large swath of the public thanks to a combination of driving dynamics, styling, advanced technology, driving range, and a price point that hits in the heart of the market.

If the Tesla Model Y is the best-selling EV in America (by a wide margin) right now, it’s time for Elon, or at least Tesla’s board, to get nervous. You don’t have to drive a jelly bean to be in one of the best EVs, and you don’t have to spend six figures either.

Rivian provided The Drive with travel, accommodations, dirt in my hair, and access to the vehicle for the purpose of writing this review.

2027 Rivian R2 Specs

Quick Take

Rivian seems to have created the ideal car for most people with its second act.

Overview

 

MITSUBISHI Motors Australia Limited has launched its Premcar-enhanced Triton Raider (from $74,990 plus on-road costs) as a credible rival to the likes of the Ford Ranger Tremor (from $75,090 + ORC), Isuzu D-Max Blade (from $78,900 + ORC), Mazda BT-50 Thunder (from $78,400 + ORC) and closely related Nissan Navara Pro-4X (from $68,418 + ORC).

 

The Triton GSR-based Raider dual-cab features a bespoke suspension arrangement, unique wheel and tyre bundle, and Warm Dark Grey aesthetic flourishes, and a number of factory-sourced accessories that include a roll-over bar and blackened side steps with red highlights.

 

Complementing the Monroe-sourced suspension components and knobbly Bridgestone AT002 tyres over 18 x 9-inch ROH alloy wheels in Brushed Bronze are ‘Sandstorm’ side decals, Raider badging inside and out, a heavy-duty frontal bash plate and embroidered front head restraints.

 

MMAL says the Triton Raider was designed, developed, and tested to bring confidence to every drive, and on any surface. A unique spring and damper tune, increased ride height (+25mm), and wider track (+15mm) are highlights of the package, running alongside carryover mechanicals that include Mitsubishi’s 4N16-series twin-turbocharged 2.4-litre four-cylinder diesel that develops 150kW/470Nm.

 

The variant is offered only with a six-speed automatic transmission, joining Mitsubishi’s renowned Super Select II four-wheel drive system with various terrain modes, both centre- and rear locking differentials, and a dual-range transfer case.

 

Mitsubishi offers the Triton Raider with the same levels of equipment as found in the GSR donor, and in a choice of four paint colours – Black Mica, Blade Silver, Graphite Grey, and White Diamond.

 

The Japanese importer’s 10-year/200,000km warranty applies across the Triton Raider and its upgrades, as does 10 year’s roadside assistance and capped-price servicing.

 

Driving Impressions

 

As we’ve spent considerable time in Triton variants previously (including the GSR on which the Raider is based), we’ll spare you a full run down on what the vehicle offers in terms of cabin comfort and amenity, and instead centre on what the changes to the Raider have done to enhance the way it drives.

 

Taller front coils, unique dampers, more progressive bump stops and specially selected tyres are what helps the Raider stand tall above the GSR, and it is these enhancements that have given the variant a character that is all its own – and one we think works exceptionally well in the conditions in which it is designed to operate.

 

Of course, that means a slight trade-off in around-town running where the (admittedly unladen) Triton Raider can feel a little tense. Given the vehicle can still haul and tow as much as its derivative is obviously worth keeping in mind – and we’ll be keen to note just how well the Raider performs with some weight over the rear axle when next we get the chance.

 

Until then, there are several tangible improvements we have picked above the donor car. For one, the steering is more direct, the change in wheel offset and alignment returning an acuate (and indeed accurate) sense of response. The steering is less affected by surface imperfections and potholes, helping the Raider maintain direction in faster running off-road.

 

Couple this with the additional grip the Bridgestone AT002 tyres deliver and there’s a sense of agility – even playfulness – that brings the Triton Raider to life. The stability control system allows just enough latitude to make the drive more entertaining, allowing higher pace to be carried on unsealed roads, and over the rough stuff.

 

Add to that a fraction more clearance and a useful front bash plate and the Triton Raider feels ready to go right out of the box.

 

In low-speed running the Raider is as capable as any of its contemporaries, walking over obstacles and climbing grades with ease.

 

Select low range, and lock in the rear differential, and there’s a sense the vehicle is just about unstoppable – a considerable remark given the vehicles were tested with the tyres at road pressures and without a load over the rear axle.

 

Again, we’ll be very keen to see just how far the Raider will go with proper preparations made.

 

Our gut feeling is that this is the sort of vehicle we’d feel as comfortable taking on a quick run up the PDR (Peninsula Development Rd, Nth Queensland) as we would on the gnarled tracks of the Victorian High Country. It’s as capable as it is enjoyable, lacking only a little more ‘oomph’ to complete the package.

 

But it’s that point we think might hold the Triton Raider back…

 

With plenty of choice on the market – including a similarly well-specified and closely related Nissan Navara Pro-4X for almost $7000 less – the Triton Raider is a little too niche to attract the attention it deserves.

 

While those in the know will appreciate the Raider for what it is, there are many more we fear will overlook the variant in favour of flashier rivals or aftermarket add-ons. Let’s hope time and a healthy order bank proves us wrong.

When starting off in the Z9GT, the first thing you notice are its electric doors. All four open and close at the touch of a button, and then the driver’s seat slides back to ease access – all of which adds a bit of flamboyance to the start-up process. 

Being an EV, the Z9GT sets off in a smooth, silent manner and at low speeds all the controls feel well calibrated – in particular the steering. At 5.2 metres long and two metres wide, the Z9GT might not seem the best fit for urban areas, but there’s rear-wheel steering here up to 8.5 degrees, and this gives the big Denza a supermini-like turning circle. 

The Z9GT can also perform pivot turning, where the front wheels lock in place and the rears turn and steer, for occasions when incredibly tight manoeuvres are needed. There’s also a ‘crab-walk’ function, where the car will drive diagonally up to 8.5 degrees. We experienced these from behind the wheel and the Denza completed the manoeuvres as quickly as we could do them ourselves.

There’s also a self-parking feature that can be activated  through the car or even an app on your phone – although if you have to use all those features regularly, you might want to reconsider if a huge shooting brake is the right car for you.  

Around town, the Z9GT doesn’t feel particularly unwieldy, although our car came with the optional digital wing mirrors, which work just about as well as any others we’ve tried, but still take time to get used to. Due to the swoopy shape of the Z9GT’s back end, visibility is poor through the rear view mirror. However you can flick the screen to the digital wing mirror, although unlike the one used in the Polestar 4, there’s no scope to pan across when indicating or adjustability of any sort.