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.

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.

Overview

 

HYUNDAI’S Santa Fe large segment SUV has been available for a couple of years now attracting reasonable sales considering the polarising bread van appearance and high standard of competition.

 

The base model Santa Fe all-wheel drive hybrid (tested) goes for a not insignificant $60,650 plus on-road costs, and is up against a few direct competitors in Toyota’s Kluger from $62,410 + ORC and the Kia Sorento S from $59,630 + ORC.

 

A swag of Chinese alternatives is also available across HEV and PHEV powertrains at similar or less money.

 

Power comes from Hyundai’s ubiquitous 1.6-litre four-cylinder SmartStream direct injected and turbocharged petrol engine and (44.2kW) electric motor hybrid driveline offering 172kW and 367Nm of total system output. Battery storage is listed at 1.49kWh.

 

The combination drives the wheels via a conventional six-speed automatic transmission with torque vectoring via what Hyundai calls eMotion Drive optimising grip/traction.

 

Now in its sixth generation, Santa Fe has plenty of appeal with the seven-seat base model tested a good choice for family of five especially if they need plenty of cargo space (up to 1949 litres) and don’t require the third row.

 

Further boosting practicality are fold flat second and third row seats.

 

The generously proportioned petrol/electric all-wheel drive Santa Fe base model driven is replete with front, side and rear parking sensors plus a 360-degree camera system, rain-sensing wipers, rear occupant alert, adaptive cruise control, and much more.

 

Upholstery is a serviceable cloth material, and the front seats are heated.

 

The dash is dominated by a 12.3-inch digital instrument cluster and 12.3-inch multimedia array with media system highlights including DAB+ digital radio reception, wireless Apple CarPlay, Android Auto and Bluetooth connectivity.

 

Dual-zone climate control with dedicated third row fan control is operated using a 6.6-inch touch display, the driver’s seat has power adjustment, keyless entry is included with push-button start, and all four windows have auto up/down.

 

The vehicle functions can be accessed via Hyundai’s Bluelink smartphone app which enables over-the-air updates for major vehicle systems. Also standard is a single wireless phone charger.

 

Hyundai Bluelink connected car services is complimentary for five years.

 

Exterior highlights include 20-inch alloy wheels, LED taillights, and ‘Hyper silver’ grille finish. Cladding is black plastic while the grille is a silver tone.

 

Standard safety equipment is generous across the new Santa Fe range, including 10 airbags and a comprehensive list of Hyundai’s SmartSense active safety technologies.

 

These include forward collision avoidance with junction turning and crossing features, lane change and keeping functions, driver steering assist and auto evasive steering assist, blind-spot view and collision avoidance, safe exit assist, speed limit assist, driver attention warning, high beam assist, adaptive cruise control, rear cross-traffic alert, and rear occupant reminder.

 

Four ISOFIX and five top-tether child seat mounts are included.

 

The Hyundai Santa Fe is backed by a conditional seven-year/unlimited-kilometre warranty and eight-year/160,000km high voltage battery warranty.

 

Driving Impressions

 

Styling appreciation is a subjective thing and, in our case, we are not fans of the boxy Santa Fe particularly the rear treatment that seems to slope up and out from the bumper, exacerbated by low tail-lights that are a further jarring note in our opinion.

 

The use of H branded lights front and rear is a little bit twee we think and the wheel design could do with revision (Ed: we know that a revision is on its way soon).

 

It’s not all bad as the square front has a purposeful, commercial vehicle vibe and Hyundai has dressed up the body with sundry hardware such as roof rails and subtle wheel arch trims to lift its appearance.

 

Hopefully the next Santa Fe addresses the bread van looks of this one and also hopefully it doesn’t follow Kia down the path of polarising (some would say ugly) car design.

 

We’d like to see a rethink of the drive by wire gear selector that clutters the right side of the steering wheel and the heavily screen based menu controls are at times annoying, potentially distracting.

 

On test we only experienced about half a dozen Bluetooth dropouts.

 

We like the big comfy seats in the front, less so the middle and rear pews which are of necessity smaller, but they fold flat into the floor which is a bonus.

 

Other aspects of the stylish interior are first rate – the varied fascia material and colours, uncluttered horizontal planes and the two wireless phone chargers stand out. Though wide, the screens aren’t too big, and a smattering of analogue buttons access often used functions.

 

We couldn’t care less about gimmicks like the UV steriliser or the ambient mood lighting, but the bi-directional console lid and gesture tailgate are handy.

 

Being the base model dictates cloth upholstery which is OK by us as it’s easy to clean, comfortable to sit on, means you don’t get burnt on hot days and looks pretty good into the bargain.

 

The dual-zone climate control is efficient across all three rows and the Bose audio is a cracker.

 

As expected, the car’s ADAS was intrusive and distracting and a pain to turn off at each restart.

 

The auto high beam had a mind of its own, the driver distraction monitor was just that and the active lane keeping a continual source of annoyance… among other things.

 

It makes you wonder how much longer do we have to deal with overbearing and over sensitive, potentially dangerous alleged ADAS?

 

Though we are possibly diesel dinosaurs when it comes to utes and SUVs, the petrol-electric hybrid Santa Fe is a decent alternative if you don’t require a 3500kg towing capacity as it maxes out at 2000kg.

 

The feel from behind the wheel is similar to a turbodiesel but smoother as the Santa Fe’s driveline kicks out plenty of torque from low in the rev range with the added benefit of spinning out to higher revs than an oiler.

 

Though portly at two tonnes, the Santa Fe hybrid delivers decent performance across the spectrum of driving environments, tootling happily around town using little or no fuel, spinning up to highway speed in a blink and cruising at high speed with minimal intrusion by way of NVH.

 

Acceleration off the mark is quick and with both power sources working in unison, the Santa Fe may accurately be described as fleet footed.

 

Dynamically, the strut/multi-link suspension does a capable job of stabilising the weighty Santa Fe eliciting tidy, relatively flat cornering, supple bump absorption without deflection and responsive steering (for a family wagon). The premium tyres offer excellent grip and braking is strong.

 

In our pothole strewn suburb, the Santa Fe proved to be a handy tool dodging endless divots or occasionally soaking them up.

 

Though purportedly capable of off-road driving, we would suggest that be restricted to dirt roads in the Santa Fe at which it is a good thing.

 

It has three mode regenerative brakes that function as one pedal driving for much of the time saving fuel into the bargain.

 

Sipping cheaper 91 RON fuel is a bonus (as it’s about 50 cents a litre less than diesel at the time of writing) and during our stint with the Santa Fe we averaged about 6.5 litres per 100km giving a potential 1000km range from the 67-litre tank.

 

We like the Santa Fe from a driver’s seat perspective as it goes well, has decent dynamics for a porky family carryall, is relatively frugal and offers oodles of room – and you don’t have to plug it in for a measly 100km or less electric driving.

 

It’s a great get-in-and-go proposition, easily passing the Sydney to Dubbo non-stop test. A shame, then, it won’t win a beauty prize anytime soon.

 

Overview

 

WHEN a car maker decides to reuse or revive a classic nameplate from its back catalogue, the result can be a blessing or a curse for whatever vehicle it’s applied to depending on execution.

 

Enthusiasts had plenty to say about the Mk5 Supra’s BMW DNA when Toyota decided to revive its iconic sports car nameplate and when Ford bestowed the Mustang moniker onto its battery electric Mach-E SUV.

 

Conversely, you could cite the Fiat 500 and Volkswagen Beetle’s revivals in the 2000s as case studies in capitalising on widespread nostalgia.

 

Honda is clearly willing to take advantage of historic brand equity and face potential pressure from enthusiasts with its 2026 Prelude.

 

Of course, the Japanese brand is no stranger to this strategy, having revived the NSX mid-engined supercar, which lasted from 2016 to 2022.

 

The first-generation Honda Prelude was introduced in late-1978, while the fifth-generation model was discontinued in 2001.

 

During its initial 23-year existence, the Prelude gained a reputation for being a technology leader for Honda.

 

For example, the first-generation model was the first Honda to offer an electric sunroof, the second debuted anti-lock brakes for the brand, the third was the first mass-produced car ever to feature active four-wheel steering, while the fifth generation brought with it an ATTS (Active Torque Transfer System).

 

So what does the sixth-generation Honda Prelude bring to the table?

 

Priced at $65,000 drive away, the Prelude finds itself sandwiched between entry-level sports cars like the Mazda MX-5 ($42,640 – $56,790 + ORCs) and the Toyota GR86 ($43,940 – $46,090 + ORCs) and more powerful six and eight cylinder models like the Nissan Z ($76,160 – $94,065 + ORCs) and V8-powered Ford Mustang ($84,990 – $93,666 + ORCs, not including the Dark Horse variants), although it still undercuts the four-cylinder Ecoboost model ($72,990 + ORCs) in the case of the latter.

 

Crucially, the Prelude is the only sub-$90,000 sports car offered in Australia with a hybrid powertrain.

 

Within Honda’s line-up, the Prelude is pitched as an everyday sports car, rather than an out-and-out performance weapon like the Japanese marque’s other halo car: the Civic Type R.

 

Specifically, it’s powered by Honda’s e:HEV powertrain, comprising a 2.0-litre four cylinder engine, a two-motor hybrid system, and an eCVT transmission, powering the front wheels.

 

Honda quotes power and torque figures of 135kW and 315Nm – allowing for a 0-100km/h dash of 8.2 seconds –  and a combined fuel consumption of 4.3 litres per 100km.

 

You’ll find the same powertrain with identical power and torque outputs in the base Civic and hybrid variants of the ZR-V.

 

However, the new Prelude debuts Honda’s new S+ Shift mode – pitched as this generation model’s innovative feature – which uses its paddle shifters (also used to manage regen’ levels) to replicate the shifting experience of an eight-speed transmission.

 

While the powertrain itself is of pedestrian origins its underpinnings are decidedly less so, sharing its dual-axis strut front suspension setup, adaptive dampers and four-piston Brembo brake callipers with the Civic Type-R.

 

Exterior features include LED headlights, tail-lights and daytime running lights, 19-inch black alloy wheels wearing Continental PremiumContact 6 tyres, piano-black B-pillars, heated and electrically adjustable and retracting door mirrors, flush door handles, and two-speed automatic rain-sensing wipers.

 

Inside, there’s a nine-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, and Google Built-In services, a 10.2-inch digital instrument cluster, a wireless phone charger, two USB-C ports, a 2+2 seating arrangement, leather front seats, a six-way manually adjustable driver’s seat, a four-way manually adjustable passenger’s seat, alloy pedals, ambient lighting, and an eight-speaker Bose sound system.

 

The driver can also select ‘Comfort’, ‘GT’, ‘Sport’, and ‘Individual’ drive modes on top of S+ Shift mode.

 

Safety features include 10 airbags, adaptive cruise control with low-speed follow, forward collision warning, collision mitigation braking, post-collision braking, front and rear parking sensors, a reversing camera, lane departure warning, lane keep assist, traffic jam assist, traffic sign recognition, and rear cross traffic alert. The Prelude is yet to receive a star rating from ANCAP.

 

Boot space is quoted at 264 litres with the rear seats up, and 663 litres with the rear seats down to the window (760 litres to the roof).

 

A spare wheel is not offered for the Prelude and it is instead offered with a tyre repair kit.

 

The Prelude comes with a five-year, unlimited kilometre warranty, an eight-year battery module warranty, a six-year rust perforation warranty, and five years of roadside assist.

 

Five low price services are also offered as standard with the Honda Prelude, each priced at $199. Service intervals are every 12 months or 10,000km.

 

Furthermore, provided that servicing is completed regularly at a Honda Servicing Centre, the Prelude is eligible for the Honda Extend program, extending the warranty and roadside assist for an additional three years.

 

Driving Impressions

 

Aesthetically, there is a very little family resemblance between the sixth generation Prelude and its forebears. For instance, the new Prelude’s silhouette is very different to any previous model in its lineage, adopting a sleek, sloping roof line as opposed to the notchback design of its predecessors.

 

However, unlike many new cars, it hasn’t grown substantially compared to earlier iterations. Compared to the fifth generation it is the new car is 130mm wider and 40mm taller, but is actually 23mm shorter in length.

 

It looks small too as the new model doesn’t appear to dwarf even a first-gen Prelude when parked next to it.

 

The design is wonderfully simple and gets a lot correct proportionally. It’s sleek and pretty rather than deliberately striking.

 

Those with an appreciation for physical buttons will likely greatly appreciate the Prelude’s cabin.

 

Physical implements include a conventional HVAC control panel complete with fan speed and temperature dials, controls on the dashboard for drive mode selections, a selection of steering wheel controls, and ‘Home’, ‘Back’, and media track selection as well as a physical media volume dial to assist in interacting with the infotainment touchscreen,

 

Speaking of which, the touchscreen is simple and easy to navigate – aided by the aforementioned physical buttons – however it perhaps isn’t the crispest looking display we’ve ever interacted with. The same could also be said for the digital instrument cluster.

 

The immediate physical touchpoints feel of reasonable quality, if not plushest or the most luxurious. For instance, the door card uppers feel a little polystyrene-adjacent and not all that expensive. However, the metal paddle shifters are certainly a pleasant touch.

 

Overall, the cabin quality feels robust and well put together. Touch or prod any surface and it won’t flex too much or emit any undue creaks.

 

There’s also a helpful selection of charging and storage amenities in the cockpit, including two USB-C ports and a 12V socket, a wireless phone charger nestled in the dashboard, a modest centre console armrest container, two cupholders, and doorbin storage large enough for a small water bottle.

 

The front seats are supportive, comfortable, and well-bolstered, perfect for a car of this type. One might notice the lack of ventilation and electric adjustability, but we’ll excuse it, as its cheaper main rivals – such as the Toyota GR86, Subaru BRZ, and Mazda MX-5 – are not equipped with either feature.

 

Forward visibility is good, so is visibility directly out of the rear window, however visibility over your shoulder is a little limited on account of the Prelude’s thick B-pillars and small rear side windows.

 

The Prelude is able to deliver on the “everyday sports car” brief, with surprising levels of practicality to boot.

 

Speaking of the boot, look at the Prelude from the rear and one might think its load area hatch is nothing more than a small flap. However, the entire back window lifts up when the boot is opened, revealing a fairly wide, easily accessible load area, especially with the rear seats folded down.

 

The rear seats themselves will likely be suitable only for small children, or very, very short trips for adults. Headroom in the second row for adults is virtually non-existent, but thankfully there’s enough space for your feet underneath the seat in front and the backs of those seats have enough give to accommodate your knees.

 

Unsurprisingly, the driving experience of the Prelude takes centre stage.

 

We drove the 2026 Honda Prelude out from Adelaide’s city centre into the twisting roads just outside of South Australia’s capital.

 

Around town, with the drive mode set to ‘Comfort’, the Prelude’s ride is soft but not underdamped. Allow the adaptive cruise control to do most of the heavy lifting in traffic and it works as expected. Lane centring interventions are also light yet appropriate.

 

The Prelude does seem to suffer from a bit of tyre noise, even at relatively low speeds, detracting from an otherwise refined daily driving experience.

 

When the going gets twisty and the GT or Sport modes are engaged, the Prelude really comes into its stride.

 

The steering is precise and direct, and coupled with a sharp front end and an abundance of grip, the Prelude feels agile and confidence inspiring. It takes a lot to unsettle it, and it makes attacking a winding road easy at whatever speed you feel comfortable with.

 

However, we found the steering slightly lacking in road texture feedback. More information about the road surface coupled with its impressive precision would allow for a more engaging experience.

 

While both the front-wheel drive hybrid powertrain’s origins and outputs are humble, we never found ourselves wanting more.

 

Its responsiveness and ample potency paired with a highly capable chassis allows the Prelude to deliver usable performance in the real world. On the right road, it’s enjoyable without its driver finding themselves on the wrong side of the law.

 

Our rather spirited drive from Adelaide’s city centre and through the twisting backroads of the hills yielded a fuel number of 8.0 litres per 100km, although it remains to be seen what kind of efficiency can be recorded in more realistic daily driving.

 

As previously mentioned, the Prelude’s paddle shifters can be used either to adjust regen’ settings or to interact with the S+ Shift mode, the latter activated by the press of a button on the centre console.

 

There are seven levels of regen’ to choose from, with short pulls of the paddles temporarily increasing or decreasing the regen’ while pulling and holding the paddle will allow the driver to select a fixed regen’ level of their choosing.

 

The S+ Shift mode – while seeming conceptually gimmicky before you’ve experienced it – replicates the shifting experience of  an eight-speed transmission with uncanny levels of accuracy and is quite enjoyable to use. In fact, we often found ourselves forgetting momentarily that it wasn’t actually real.

 

Ultimately, the sixth generation Prelude lives up to the innovative reputation of its predecessors. However, this isn’t necessarily just due to the S+ Shift mode despite Honda praising it as its headline feature.

 

Honda has brought an attractive, surprisingly practical, enjoyable-to-drive hybrid offering to a segment in which a HEV wasn’t previously offered.

 

It leverages its Type-R derived chassis to deliver and experience more exciting than its pedestrian-sourced powertrain might suggest on paper, all while still being usable on a daily basis.

 

We believe that the new Honda Prelude is a worthy successor to its predecessor and that, given the chance, enthusiasts will appreciate what it has to offer.

 

Overview

 

The third generation Audi Q3 has landed in Australia, ready to take the mantle of the German importer’s highly popular small luxury SUV model.

 

Last year, Audi sold 4209 Q3 examples locally. This represents 636 more sales than the mid-size Q5, despite the latter being sold in Australia’s most popular segment.

 

From launch, the new Q3 range comprises 10 different variants, spread across the SUV and Sportback body styles and three powertrain options.

 

Kicking off the range are the TFSI 110kW models priced at $61,600 for the entry-level SUV model, proceeding through to the Sportback ($64,600), SUV Launch Edition ($67,000) and the Sportback Launch Edition ($69,000), all excluding on road costs.

 

They are powered by a 1.5-litre turbocharged petrol four-cylinder engine paired with a mild hybrid system sending power to the front wheels via a seven-speed dual-clutch transmission. Its 110kW and 250Nm is good for a 0-100km/h time of 9.1 seconds, while claimed combined fuel efficiency sits at 5.7 litres per 100km in the SUV model and 5.8 litres per 100km for the Sportback.

 

Standard exterior features on the 110kW models include 18-inch alloy wheels (19-inch wheels for the Sportback), LED headlights, tail-lights and daytime running lights, illuminated rear Audi rings, acoustic glass for the front door windows, electric heated, folding, and auto-dimming side mirrors with memory, and a power tailgate.

 

S Line exterior styling is also standard on the Sportback model, which adds an S line design for the grille and the front and rear bumpers.

 

Inside you’ll find a 12.8-inch infotainment touchscreen, an 11.9-inch digital instrument cluster, brushed aluminium inlays (whitewood inlays are also available optionally), leather upholstery, heated and power adjustable front seats, an adjustable rear bench, a wireless phone charger, a 10-speaker sound system, and interior ambient lighting. 

 

A space saver spare wheel is also offered as standard across the Q3 range.

 

Moving up to the 150kW quattro models and the S line SUV variant is priced at $70,200, joined in the line-up by the Sportback ($72,700), the SUV Launch Edition ($74,600), and the Sportback Launch Edition ($77,100), again, all +ORC.

 

Unlike the 110kW variants, the 150kW variants are not equipped with a mild-hybrid system, but with a larger 2.0-litre turbocharged four-cylinder under the bonnet – producing 150kW and 320Nm – and quattro all-wheel drive, these models complete the 0-100km/h dash in 7.1 seconds. Fuel economy is a claimed 7.3 litres per 100km.

 

The 150kW models get 19-inch wheels as standard for both body types and front sports seats.

 

Available for the first two months of production, the 110kW and 150kW Launch Edition models get extra kit S line exterior styling as standard for the SUV, 19-inch Sport alloy wheels, black exterior elements, metallic paint, red brake callipers, adaptive dampers, and a sound actuator.

 

The 195kW models sit atop the range, priced at $81,900 + ORCs for the SUV and $84,400 for the Sportback variant. In these models, the 2.0-litre turbocharged four-cylinder engine produces 195kW and 400Nm, with a 0-100km/h time of 5.7 seconds. Audi claims a combined fuel economy of 8.1L/100km in the SUV model and 8.2L/100km for the Sportback.

 

The range-topping 195kW models come as standard with 20-inch alloy wheels, adaptive dampers, a panoramic glass sunroof, red brake callipers, privacy glass, stainless steel pedals, a heated sports steering wheel, dark aluminium inlays, black headlining, a 12-speaker Sonos sound system, a heads-up display, and a back lit ambient lighting section in the front doors.

 

Two options packages are available for the Audi Q3.

 

For the 110kW and 150kW models the premium package – available for $4400 – adds a panoramic sunroof, a heads-up display, a 12-speaker sound system, and higher charging capacity USB interfaces.

 

The advanced lighting package for the 150kW and 195kW models – priced at $3250 – adds digital matrix headlight and digital OLED tail-lights.

 

Standard safety features across the range include adaptive cruise assist with active lane assist, active front assist, side assist, rear cross traffic assist, hold assist, speed sign recognition, lane departure warning, proactive occupant protection, park assist plus, and a 360-degree camera. The Audi Q3 has been awarded a five-star safety rating by ANCAP.

 

Boot space behind the second row in both the SUV and Sportback models is quoted at 488 litres, extending to 1386 litres with the rear bench folded in the SUV and 1289 litres in the Sportback.

 

The Audi Q3 is offered with a five-year unlimited kilometre warranty, five years of roadside assist, and a 12-year corrosion perforation guarantee.

 

A five-year service plan – with intervals coming every 15,000km or 12 months – is also offered for the Q3, priced at $3330. 

 

 

Driving Impressions

 

GoAuto tested four examples of the new Audi Q3 on its Australia media launch in the Gold Coast and Byron Bay: the 195kW SUV, the 110kW Sportback Launch Edition, and the 150kW Sportback Launch Edition in both SUV and Sportback body styles.

 

When it comes to exterior design, the new Q3 adopts Audi’s latest styling language, presenting a sleek, modern aesthetic.

 

However, some prospective buyers may prefer the more muscular design of the outgoing generation, and some may find the split tail-light design slightly awkward.

 

But the Q3 is far from ugly and the choice of both SUV and coupe-like Sportback designs provides further choice for customers.

 

Inside, the dual-screen display presents itself as the most immediately salient feature, but it’s not overwhelming.

 

The infotainment system is crisp, quick to respond, and relatively well laid out and easy to navigate, with key navigation options consistently displayed along the side bar.

 

While the cabin lacks physical air conditioning controls, the fan speed, temperature, window demisting and air recycling, and seat heating controls are consistently displayed along the bottom of the screen and are easy to interact with.

 

The dashboard inlay also acts as a useful shelf to rest your wrist on, making quick adjustments on the screen easier while on the move.

 

It’s not completely devoid of physical controls though. You’ll find push-down switches for things like the drive modes, the stop/start function, and accessing the ADAS system settings.

 

There’s also a physical media volume knob and while the unconventional window wiper and indicator stalk appears busy and slightly alien at first, it works just fine.

 

When it comes to cockpit storage, front row occupants have access to a modest centre console armrest storage, cupholders, and a trap door that covers the wireless phone charger.

 

Aside from the steering wheel controls – which feel and sound a bit cheap – the immediate cabin touchpoints have a high-quality look and feel.

 

The leather upholstery and the aluminium and wood inlays are pleasant both to touch and to look at, and the interior ambient lighting further adds to the sense of occasion.

 

From the driver’s seat, forward visibility is solid as is rear visibility in the SUV, although it suffers somewhat in the Sportback.

 

In the back seats, passengers have access to rear air vents, two USB-C ports, and centre folding armrest with cup holders.

 

The rear bench is also manually adjustable and can slide backwards and forwards, however, even in its rearmost position, knee room is good but not exceptional. Headroom for the outboard passengers is ok in the SUV but less so in the Sportback.

 

It’s the middle seat passengers that suffer the most, not only finding themselves straddling a large transmission hump but headroom in either body styles is essentially non-existent.

 

During our 195kW drive time – a large portion of which was spent on twisting backroads – the Q3 immediately proved itself to be extremely dynamically sure-footed.

 

The steering is linear yet direct, making it very easy to place. Coupled with solid body control and the Q3’s driving experience exudes confidence.

 

Its ride is on the firmer side, even with its driving mode dialled all the way to ‘Comfort’. It’s far from uncomfortable or unrefined, and undoubtedly has a hand in how well this thing handles, but don’t expect the cushiness of a Rolls-Royce.

 

Once the seven-speed dual clutch transmission kicks into gear, the 195kW engine has decent punch, solidly rounding off the dynamic experience.

 

While cruising, the cabin is kept quiet, with minimal road, tyre and wind noise to report.

 

The ADAS systems are largely well-tuned and non-intrusive, but aren’t immune from the odd slip up.

 

For example, the adaptive cruise control works largely as expected (although we noticed during a drive of the 150kW SUV that the system seems to slow up too abruptly when approaching roundabouts) and the lane centring interventions are light and appropriate.

 

The traffic sign recognition also occasionally mistakes advisory speed signs – such as those found on corners – as the actual speed limit.

 

If the safety systems aren’t to your liking, they can be customised via the infotainment touchscreen, with the settings easily accessible via a physical button.

 

The driving experience is much the same story in the 110kW and 150kW models, presenting a similarly dynamic yet polished experience to the range-topping 195kW variant.

 

Even the 1.5-litre turbocharged four-cylinder mild hybrid in the least-powerful 110kW model is still an effective powertrain choice, and doesn’t feel underpowered. 

 

There is a caveat that should be noted when it comes to the 110kW and 150kW models we tested.

 

All of the non-195kW cars on test were Launch Edition models – available for the first two months of production – which ride on adaptive dampers.

 

However, once the Launch Edition cars run out, there’s no guarantee adaptive dampers will be offered as an optional extra for the 110kW and 150kW models.

 

That means, if you’re reading this after the Launch Edition cars have sold out, our driving impressions of the 110kW and 150kW models on the Australian launch may not be entirely representative of a car you can walk into a dealership and buy brand new.

 

We’ll have to wait until non-Launch Edition examples become available to Australian media to see what the Q3 on standard suspension is really like.

 

When it comes to fuel economy, on a mix of largely backroads broken up by town driving stints, the Q3’s trip computer returned 10.3 litres per 100km in the 195kW, 6.8 L/100km in the 110kW (benefitting from mild hybrid assistance) and 9.1 L/100km in the 150kW Sportback.

 

However, on a motorway-dominated drive from Byron Bay to Gold Coast Airport, the 150kW SUV returned 6.9L/100km.

 

Overall, the Audi Q3’s on-road experience is both dynamic and relaxing when the occasion calls for either, complimented by a solid powertrain selection.

 

Furthermore, the cockpit is also very pleasant, effectively integrating both its physical and digital elements, its ADAS is largely well-tuned, and the selection of SUV and Sportback body styles offers two compelling choices for customers.

 

However, the back seat experience leaves a lot to be desired, and what the 110kW and 150kW models are like on standard suspension remains to be seen.

 

Its $3330 service price for five years is also arguably a little pricey, and the absence of ventilated seats across the entire line-up – especially in the $80K+ 195 kW models – feels strange.

 

But ultimately, the Q3 delivers the premium experience we’ve come to expect from the Four Rings.

 

Long-Term Tests

 

GOAUTO’S reviews aim to make your choice of vehicle easier, whether it’s a passenger car, an SUV, or a light commercial utility like the Kia Tasman.

 

Our long-term tests offer a particularly valuable insight into vehicle ownership, diving deeper into the individual elements owners come to love – or hate.

 

Over the course of three months, we live with the vehicle as an owner would, paying for fuel and servicing, and experiencing both day-to-day driving and the qualities a specific model seeks to offer.

 

We believe long-term tests are a terrific way to understand a vehicle more completely, helping buyers decide whether a model is right for them, and just how well it will serve them in the long haul.

 

Overview

 

The Kia Tasman has echoes of the original Volkswagen Amarok. Both came out swinging as their respective brands’ first one-tonne ute, both took a go-it-alone approach in a segment where badge engineering is the norm, and both raised the bar in terms of thoughtful design touches and interior quality.

 

When the Amarok launched Down Under in 2011, it scored a number of firsts including electronic stability control, a five-star ANCAP rating, and official fuel economy figures that dipped below 8.0L/100km, not to mention ride and handling that eclipsed many contemporary SUVs.

 

Once the eight-speed automatic transmission option was added to the previously manual-only Amarok, packing three more ratios than most of its contemporaries, GoAuto’s early reviews highlighted how daring it was for VW to come out of nowhere with its first dual-cab ute and show everyone how it was done.

 

Then Wolfsburg brought out a V6 version of its ute and raised the bar yet again.

 

In contrast to the Tasman, the Amarok came as a bit of a surprise. Kia has been talking about a ute since time immemorial, so it’s had plenty of time to dream up the many quality-of-life features for its debut ute, not to mention a box-ticking exercise of payload, towing and off-road tech credentials.

 

The gap widens further when considering if the Tasman represents an Amarok-like reset in terms of how it drives. It doesn’t. And the conventionally handsome Amarok – which has aged fairly gracefully – stands in stark contrast to the polarising looks of the Kia.

 

So why do we find a top-spec Tasman X-Pro in the GoAuto garage for a multi-month long-term test?

 

To find out if the wow factor of its interior wears off. Whether the looks can grow or grate on us. If its 2.2-litre engine has the chops to do the job despite misgivings over its outputs and passenger car origins (a concern shared with the original Amarok’s four-cylinder engines). Or whether those thoughtful touches are a novelty to be used once and then forgotten.

 

What we won’t know for some time is whether Kia continues to invest in the Tasman platform as Volkswagen did the Amarok until, that is, it followed the herd with a Ford-built, platform-shared follow-up.

 

Kia, of course, is part of the Hyundai Motor Group conglomerate, which has the option to produce a Hyundai equivalent to the Tasman – as much as it denies it has intention to.

 

For now, all we can do is share our experiences from the first full month of life with a Tasman X-Pro.

 

Topping the Tasman price ladder at a punchy $74,990 plus on-road costs (which is purely theoretical come transaction time given slower-than-expected sales and EOFY deals at $65K drive-away), on paper the X-Pro is pocket change cheaper than a V6-powered Ford Ranger Tremor, two grand pricier than a Toyota HiLux Rugged X and, as we’re talking Amaroks, part way between VW’s V6-powered Style and PanAmericana versions.

 

While not the value play it once was, the Mitsubishi Triton tops out around $10K south of our top-tier Tasman with its Nissan Navara platform pal also more affordable than the Kia.

 

On the subject of platform pals, Isuzu’s D-Max X-Terrain is two grand less than a Tasman X-Pro and, at a grand-and-a-half less than a Tasman X-Pro is the Mazda BT-50 SP, which we had time to benchmark against the Kia during our first month of this long-term test. More on that later…

 

As well as the most expensive Tasman to buy, the X-Pro is the costliest to fuel, the official combined-cycle 8.1L/100km being between half a litre thirstier than most 4×4 variants and using 0.3L/100km more than the next-from-top X-Line.

 

Collecting the ute from Brisbane as death, destruction, and disruption in the Middle East translated into the first-world problem of high diesel prices Down Under, we noticed the four-cylinder was devouring more than the official combined-cycle as we cruised, unladen, northbound on the Bruce Highway.

 

On paper, the X-Pro uses 7.3L/100km on the test cycle and 9.4L/100km on the urban cycle. So far, country and motorway driving yields fuel use close to the published urban figure, with urban and suburban errands pushing comfortably into the double digits.

 

After a month, we’re just below 10L/100km on average.

 

A lot of the X-Pro’s extra thirst compared with other Tasmans is down to the X-Pro’s 17-inch alloy wheels with Kumho all-terrain tyres, as well as the higher ground clearance and additional weight of its expanded standard equipment list that includes a rear differential lock, harman/kardon premium audio bundle, a fuel tank protection plate, heated steering wheel, heated second-row outboard seats, and power-adjustable front passenger seat.

 

However, straying so far from the official figures makes the big Kia seem like a gannet next to the Mitsubishi Triton, which we have found to be one of the most economical diesel dual-cabs, and the 3.0-litre versions of the D-Max/BT-50 twins, which, unless towing, seem to vary little in their appetite for fuel regardless of how they are driven.

 

For those with an aversion to the bowser, it’s not looking good for the Tasman at the end of month one.

 

Aside from full-size American pick-ups and some recent utes emanating from China, the Kia Tasman X-Pro has the most bespoke-feeling, luxurious, and comprehensively equipped light commercial vehicle interior on the Australian market.

 

In a market where the Navara is a Triton, the BT-50 is a D-Max and an Amarok is a Ranger, the Tasman hides parts commonality with other Kias – let alone any other brands – exceptionally well. Which is probably why it has to be so expensive.

 

Around the premium-feeling cab of this X-Pro is a decent level of storage, including upper and lower gloveboxes common to the segment but absent are dash-end cup holders, while the door bins do a bad job of holding drinks bottles. So, you and your front passenger have to fight over two cup holders in the centre console.

 

Both of you do have a wireless phone charging pad, although the rubber coating in our test vehicle seemed to warp a bit from the heat generated from powering a device that is being worked hard by the wireless Apple CarPlay connection.

 

One of Kia’s thoughtful touches is the central armrest, which can flip over to create a kind of charcuterie board complete with a recess for dips. Or a desk with somewhere to put your reading glasses.

 

Second-row occupants are faced by unique large zip-up storage pouches with room for tablets, books and magazines plus a thin upper pocket for smaller items and the shape of the backrests enables a coat or bag to be hung neatly.

 

This is one of the most spacious one-tonne dual-cabs, including the broad centre console separating front passengers and the roomy second-row bench where elbow, head and legroom are generous.

 

A reclining rear bench (with storage space beneath) eliminates the typically too-upright dual-cab backrest, which also provides a better angle for our youngest’s child seat.

 

Dual-cabs are a royal pain for installing child seats but the Tasman is one of the least worst. There would be room for three child seats in here, but it is increasingly rare to find a ute that has the requisite anchorages in the central position.

 

The X-Pro interior has been subjected to abuse by children and off-road use during the past month, and we know this particular Tasman has lived a hard life in the 11,000km it covered before we took custody, but the quilted upholstery, plush surfaces, knurled everything, fancy stitching, tasteful finishes and tactile switchgear seem to be holding up remarkably well.

 

And, thankfully, is easy to clean.

 

We’ve spent many kilometres in the back, both on- and off-road, and the Tasman X-Pro impresses with the amount of room and comfort for tall rear occupants.

 

For interior, the Tasman is a winner in numerous regards.

 

We managed to get a 6x3m gazebo and two double swags into the back of the X-Pro plus an Esky, and sufficient clothes and provisions for a long weekend of camping.

 

The Tasman has just that bit more room in the tub than most dual-cab utes to make all the difference and wheelarch intrusion is also comparatively minimal. We’ve struggled to get this much stuff into most of the Kia’s competitors.

 

Given there’s no tonneau cover on this example, we stuffed bedding into an outboard rear seat of the cab, meaning an adult passenger was consigned to the middle position at the back beside the child seat in the other outer position.

 

In most utes this would be hell but in the Tasman it was tolerable enough to manage a nap.

 

Anyway, back to the tub, which also has a 240-volt power outlet (an engine-on affair as this isn’t a hybrid) and lights on both sides, the steps on the rear bumper make a big difference when climbing in to arrange loads and the tailgate (which is secured by the central locking) is damped just enough to open promptly but gracefully.

 

Similarly well-judged is the tub liner surface, which is grippy enough but not so grippy that is makes sliding loads in and out difficult. It also seems to be holding up well to abrasions.

 

Whether using all the available tub space for camping or just some beach gear for a day of sand driving, the Tasman’s well-designed tie down points have been a constant source of delight.

 

Some are movable on rails along the upper edges, the others mid-way down the corners with loops for straps and windings for rope. We’re yet to fail to find a workable combination.

 

Another feature that we use regularly is the little storage area in the rear driver’s side wheel arch trim, again secured by central locking and with enough space for ropes, straps and tent pegs plus the fold-down cover provides a handy surface for refreshments.

 

During our stint in the back while the tub was loaded with bulky but not super-heavy camping equipment (plus another adult, a 10-year-old and a five-year-old onboard), we couldn’t help but sense that the rear suspension was bottoming out over bigger hits.

 

It was more of a soft thud than a slam but given even this top-spec X-Pro is rated at more than a tonne of payload, it seemed odd that we’d be getting that much sag. Is it NP300 Navara all over again?

 

Our next instalment will include towing for an off-grid long weekend, so watch this space.

 

Compared to many of its competitors, the Tasman goes about things in its own unique way but arrives at essentially the same result.

 

This conclusion was hammered home when driving it back-to-back with a Mazda BT-50 SP that felt eerily similar in many ways despite having two fewer cogs in its transmission and 800cc more displacement under the bonnet.

 

Both make fairly smooth, fuss-free progress with decent throttle response and control weights.

 

Kia’s relatively small 2.2-litre engine is down on power and torque against all-comers beside a handful of Chinese utes but, so far, it seems to be a case of ‘not about size but what you do with it’ as the Tasman is surprisingly responsive and even sprightly on request.

 

It does the sprightly bit without as much audible fuss as the Mazda’s Isuzu-sourced driveline, which comes into its own when challenged by off-road obstacles or towing but would never be described as quiet or refined.

 

The Tasman doesn’t mind being hurried, the BT-50 responds better to more deliberate inputs. But drive the Kia like you would the Mazda and it will feel eerily similar from behind the wheel. The Tasman just seems to have more bandwidth.

 

Where many diesel utes hesitate – sometimes dangerously – during rolling starts, such as the Sunshine Coast’s many roundabouts, the Tasman already seems ready with prompt acceleration. This has been one of its most endearing qualities so far.

 

The engine’s passenger car origins (Sorento, Carnival) are felt with its relatively rattle-free cold start and subdued shutdown shudder and its eight-speed auto is both smart and swift-shifting, particularly when using the paddle-shifters.

 

Refinement on the move is also impressive, although Kia has clearly deployed a lot of sound deadening as the Tasman’s rather whiny engine note is quite noisy for bystanders.

 

In contrast to the cabin experience, where it is not obviously a diesel vehicle, on the outside there is a cacophony of compression ignition. By comparison the Mazda’s idle is fairly quiet once the engine has warmed up.

 

Fanging a up a mountain pass is far from the point of this vehicle but the Tasman again holds its own with predictable, well-weighted steering that is not too slowly geared for road use but not over-sensitive on gravel.

 

A firm but not uncomfortable ride keeps pitch and roll in check without introducing much separate chassis shudder, even when unladen. The Mazda doesn’t cope quite as well here, the difference between laden and unladen being far more obvious than with the Kia.

 

The Kia’s overall on-road feel lacks the easy-going fluidity of a Ranger but there is a sense of solidity about how it connects with the road and the X-Pro’s all-terrain Hankooks provide a decent all-weather experience on bitumen with only occasionally detectable additional road noise.

 

Again, the phrase well-judged comes to mind.

 

As well as the all-terrain tyres on 17-inch alloys, the X-Pro has a respectable 252mm of ground clearance, which is a healthy uplift over the Tasman X-Line (224mm) and lesser variants (206mm) while matching the recently launched Mitsubishi Triton Raider.

 

Ford’s Ranger Tremor has it beat with 261mm and the HiLux Rugged X has 265mm.

 

Still, the side-step-free Tasman has plenty of daylight passing under it, which along with its chunky tyre treads, gives you confidence even before reducing the tyre pressures and going bush.

 

At this stage of our test, we haven’t tried the only-for-X-Pro five-stage ‘X-Trek’ crawl control system, low range or Rock terrain mode.

 

It took us a while to realise the terrain selector was on the bottom of the steering wheel beside the main drive mode control, while the X-Trek toggle lives in the centre console opposite the four-wheel drive mode switch.

 

Like an increasing number of utes and pioneered by Mitsubishi’s Super Select system, this Tasman has an all-wheel drive mode to provide additional traction on bitumen without destroying your driveline by leaving it in 4H.

 

It’s easy to use and fuss-free to engage each mode, although like the Ranger, Sand mode is calibrated for soft stuff so its tendency to select low ratios can feel like overkill if the surface is firm. Happily, the snappy paddle-shifters enable manual override with satisfyingly swift results.

 

By contrast, the BT-50 we had along for the ride is a much simpler affair. Select 4H, turn off traction control (for sand in particular) and use the manual gate to get the revs where you want them.

 

Ground clearance notwithstanding (the Mazda has 240mm), on the beach and bush tracks with a few rocky water crossings, nothing really challenged these utes.

 

We separately crested some steep dunes in the Tasman, which has a relatively long wheelbase, but these were overcome without drama or fuss (other than the reaction of our younger passengers).

 

In these environments both utes felt remarkably well-matched and even more remarkably similar to drive. In fact, the Mazda’s relative simplicity felt less overwhelming to use and overall better-suited when away from the beaten path.

 

This simplicity came to the fore during that camping trip where the Tasman ably carted our family and gear to the top of a mountain. Having not driven it for several days, when it came time to leave the Kia would not start.

 

Roadside assistance eventually made it to the summit where our stricken Tasman awaited, when it was discovered that the battery voltage had dropped to just four volts.

 

The technician who attended said it was the first Tasman they had encountered but that several other diesel Kias had presented the same four-volt issue. After a surprisingly short time with the engine running, our Tasman’s battery was restored enough to start up again.

 

Given how utterly crippled the tech-packed Tasman was without its 12-volt energy source, even unable to select a gear from its shift-by-wire stalk, we lost a fair bit of confidence in taking such sophisticated vehicles too far from civilisation.

 

We’d have had fewer qualms about that Mazda.

 

But that concern aside, the Tasman has really grown on us, and we’ve used it as designed – to our satisfaction – quite a lot just a month in.

Overview

 

ALFA ROMEO recently launched its Junior compact SUV into the local market, the model available from $46,990 plus on-road costs.

 

Rivalling the likes of the Jeep Avenger (with which is shares a platform), Nissan Juke, and Volkswagen T-Cross, the Alfa Romeo Junior is offered in Ibrida (hybrid) and Elettrica (electric) formats, each featuring an “emotional” design Alfa Romeo says reinterprets its typical stylistic features.

 

Measuring in at 4170mm in length, 1780mm in width, 1500mm in height, and with a kerb weight of 1545kg, the Alfa Romeo Junior combines several features linking to classic Alfa Romeo design language.

 

These include a fascia comprising the iconic “leggenda scudetto” (legend shield) on a blackened grille, Alfa Romeo lettering in acrylic, paying homage to the Alfa Romeo sports cars of the 1920s and 30s, 3+3 styled adaptive LED matrix headlights, and dual side air intakes in the front bumper.

 

In profile, the Junior is said to offer a sleek and dynamic form that is carefully crafted to reduce aerodynamic drag, while at the same time providing practical interior accommodation for five adults and their luggage.

 

Staying inside the cabin we find a blend of premium materials and driver-centric ergonomics as well as customisable 10.25-inch digital instrument and infotainment screens, the latter of which supports wireless Apple CarPlay and Android Auto.

 

Under the bonnet, the Ibrida variant offers a turbocharged 1.2-litre three-cylinder petrol engine assisted by a 48-volt system comprising lithium-ion battery and 21kW electric motor (it’s a mild hybrid, or blanda ibdrida to be more accurate).

 

Drive is to the front wheels via a six-speed dual-clutch transmission.

 

Alfa Romeo quotes system output at 107kW/230Nm, 0-100km/h acceleration time at 8.9 seconds, top speed at 206km/h, and a combined cycle fuel consumption of 4.1 litres per 100km (NEDC).

 

Meanwhile, the Elettrica offers a front mounted Hybrid Synchronous Motor delivering 115kW/260Nm. Power is drawn from a 54kW battery pack to deliver a 0-100km/h time of 9.0 seconds and a driving range of up to 407km (WLTP).

 

AC and (100kW) DC charging is supported, the latter said to provide sufficient charge in 10 minutes for 100km of travel, or a 10-80 per cent charge in approximately 30 minutes.

 

All variants are equipped as standard with a comprehensive list of safety inclusions, such as active lane management, adaptive cruise control, automated parking assistance, autonomous emergency braking, blind-spot monitoring, driver behaviour warning system, high beam assist, lane keeping assistance, six airbags, and traffic sign recognition.

 

In terms of standard equipment, we find both the in Ibrida and Elettrica offering 18-inch alloy wheels, body-coloured door handles, dusk-sensing headlights, a gloss black body kit and wing mirror covers, LED taillights, two-tone black roof, rain-sensing wipers, and rear privacy glass.

 

A sunroof is available optionally at $1990 and was fitted to the test vehicle.

 

In the cabin, the Junior is finished with Spiga black cloth and leatherette combination upholstery, a leather-bound steering wheel, aluminium pedals and sill covers, 60:40 split-fold rear seats, and a height adjustable cargo area floor.

 

Further to the dual 10.25-inch screens listed above, we also find technologies including native sat nav, DAB+ radio reception, six-speaker sound, Alfa Connected Services suite, a wireless device charging pad, front USB-A and USB-C charging ports, a rear USB-C port, single-zone climate control, a six-way power adjustable driver seat with two-way lumbar support and massage function, front seat heating, a self-dimming rear-view mirror, and powered tailgate.

 

The 2025 Alfa Romeo Junior will be offered in a choice of six paint colours including White Sempione (NCO), and cost-option ($1990) hues including Arese Steel, Black Tortana, Blue Navigli, Galleria Light Grey, and Red Brera.

 

Alfa Romeo Australia backs the Junior with a five-year/unlimited-kilometre warranty inclusive of roadside assistance. An eight-year/160,000km warranty applies separately to the high-voltage battery on the Elettrica variant.

 

Driving Impressions

 

A Dutch-owned company built an ‘Italian’ car on a French platform at a Polish factory. Then, it tried to give that car an Italian name, before the Italians themselves said the car was not “Italian enough” to deserve it.

 

It sounds like the start of a bad joke – and after driving the car this week, we think it just might be…

 

The Alfa Romeo Junior is a car that is gorgeous to look at, and one that at the same time proves beauty is merely skin deep.

 

In short, the car’s ergonomics are compromised, its human-machine interface clumsy, and its suspension and driveline noisy (the latter whining and whistling relentlessly at city speeds).

 

It also presents considerable wind noise at highway speeds, its dashboard and instrument binnacle rattle ad nauseum, there are plastic crackles somewhere in the rear of the cabin, and the hybrid system feels disjointed to the point of distraction.

 

Yes, Alfa Romeo has once again clutched defeat from the jaws of victory, presenting the world with a car that promised so much and delivered so very little.

 

It is also considerably dearer than many of its segment rivals.

 

For $46,990 plus options and on-road costs (our car was fitted with $1990 worth of metallic paint and a $1990 sunroof for a pre-ORC price of $50,970) there is plenty of competition we would happily live with instead.

 

Heck, there are even some cars we’d buy two of for similar money!

 

Alfa Romeo says the Junior “elevates your driving experience with superior driving dynamics, great agility, and lightness on the road”. Yet, at around 1280kg kerb it is hardly a lightweight, and its “superior” dynamics feel masked by distant steering and a nose-heavy attitude that is easily upset by surface imperfections.

 

The Dutch-Italian-French-Polish manufacturer further claims that the Junior offers “amazing performance” and “cutting edge technology” that promises to “boost your everyday life”.

 

Yet we found the driveline disjointed and rather noisy, haphazardly slipping between electric and petrol power with no obvious agendum – and at times leaving you feel as if you’ve stalled when entering an intersection or roundabout.

 

The combination of a turbocharged 1.2-litre three-cylinder petrol engine and 21kW motor jerking through a six-speed dual-clutch transmission is one we struggled to bond with. It steps from the line with initial urgency, before quickly falling flat, only to recover and surge as it finds its feet.

 

It’s a driveline that doesn’t like to be hurried, despite claims that the Junior can accelerate from standstill to 100km/h in 8.9 seconds.

 

Simply, it doesn’t feel “amazing” or even very brisk. If anything, performance is tepid, and far better suited to around-town travel. The Junior’s open-road performance is acceptable, but hardly what we’d call “sporty”.

 

Fuel economy was also something of a letdown. During a highway run north of Melbourne – and noting some hill climbing and winding roads – we saw a result of 7.1 litres per 100km on the readout.

 

We chiselled that number down to 5.8L/100km through careful driving, before settling at a figure of 6.3L/100km at the end of our loan period.

 

But perhaps one of the strangest experiences of the Junior was our experience with the HMI (or human-machine interface). The touchscreen is set quite low in the centre of the dashboard, meaning considerable time is spent with your eyes off the road when changing settings etcetera.

 

While Alfa Romeo claims the “Junior offers advanced onboard connectivity for seamless interaction and a convenient experience”, our experience was anything but. The infotainment system dropped the connection with our Apple iPhone on several occasions, and on others would not “find” the phone at all.

 

We also experienced issues with the inconsistent climate control system, the power windows – which rushed to open and close but were difficult to park midway – the gearshift controller with its impossibly small Park switch, the laggy ignition switch, and best of all with the proximity key fob and alarm.

 

For the majority of the week, the keyless entry system and ignition performed as expected, though as time wore on, we found the car unable to recognise the key, which at one point saw us driving the car with the alarm sounding, as if it recognised enough of the key to start, but not to deactivate the alarm. Talk about turning heads!

 

When you add these issues to suspension that thumps over expansion gaps and a brake pedal that lacks both consistency and progression the Junior is hardly a car that we’d say boosts our everyday life.

 

With ripping same-segment rivals like the Volkswagen T-Cross or the next-size-up Honda HR-V and Hyundai Kona available for roughly the same money, the Alfa Romeo Junior is difficult to endorse.

 

It’s costly, it’s quirky, and it’s far too compromised for us to recommend. And that’s no joke!

Overview

 

HONDA Australia has introduced its updated CR-V mid-sized SUV into the local market this week, the range broadened to offer more hybrid variants and a lower entry price, the refreshed line-up now priced from $44,900 driveaway.

 

Front- and all-wheel drive drivelines are available alongside five- and seven-seat passenger configurations, the updated CR-V range centred around a diversified e:HEV (petrol-electric hybrid) offering that sees more variants available with the dual electric motor / 2.0-litre four-cylinder petrol powerplant.

 

Honda claims the e:HEV arrangement can offer over 1000km driving range on the combined cycle, the system meeting what it says is growing demand for a technology that requires no behavioural change from its customers.

 

e:HEV CR-V variants output 135kW/335Nm via a continuously variable transmission while petrol variants develop 140kW/240Nm courtesy of a turbocharged 1.5-litre four-cylinder petrol, again transmitting drive via a CVT and with the choice of front- or all-wheel drive.

 

Honda lists combined cycle fuel consumption at 5.5 litres per 100km for the e:HEV and 7.1L/100km for the petrol. All-wheel drive configurations add 0.2L/100km in both instances.

 

Petrol power remains the most cost-effective entry into the CR-V range with the five-seat VTi-X grade available from $44,900 d/a. The cheapest hybrid option is the five-seat e:HEV X from $49,900 d/a.

 

One additional petrol-powered grade is available, with the seven-seat VTi-L7 priced from $54,900 d/a.

 

Otherwise, it’s a hybrid run to the top of the range with the five-seat e:HEV L from $53,900 d/a, the five-seat e:HEV LX AWD from $58,900 d/a, and the flagship five-seat e:HEV RS, now with all-wheel drive, from $64,400 d/a.

 

Elsewhere, changes to the 2026 Honda CR-V include the adoption of Google built-in and Honda Connect technologies, a 360-degree camera system, head-up display, a heated steering wheel, ventilated front seats, heated rear seats, LED cornering lights, LED ambient cabin lighting, and DAB+ digital radio reception – though most are reserved for higher grade variants.

 

The Honda CR-V wears a four-star ANCAP safety rating despite the inclusion of extensive active and passive safety technologies (dubbed Honda Sensing).

 

It is important to note that the lower ANCAP rating stems from a lower Safety Assist score (68 per cent) and lower Vulnerable Road User Protection score (76 per cent) and not its Adult Occupant Protection score (88 per cent) or Child Occupant Protection score (also 88 per cent).

 

As standard, the CR-V is equipped with 11 airbags, adaptive cruise control with low-speed follow and traffic jam assist, autonomous emergency braking, auto high beam, blind-spot monitoring, lane departure warning, lane keeping assistance, rear cross-traffic alert, and traffic sign recognition to name but a few.

 

As well as offering a national driveaway price on its model range, Honda continues to back its vehicles with a five-year/unlimited-kilometre warranty, five years’ roadside assistance, and five years’ capped-price servicing (at $199 per service).

 

Scheduled maintenance increments are set at 12 months or 10,000km (whichever comes first), 5000km lower than most segment entrants.

 

Driving Impressions

 

The updated CR-V range is almost impossible to distinguish from its predecessor. For most buyers, that’s neither here nor there, the increase in value and equipment a more compelling reason to buy Honda’s mid-sized SUV than made-over looks or flashy new alloys.

 

Still, a little more differentiation might have been nice…

 

What hasn’t changed – we say breathing a sigh of relief – is the experience the CR-V delivers inside the cab, and most importantly, from behind the ‘wheel.

 

The Honda CR-V remains an absolute pleasure to get in and drive.

 

The hybrid’s shift between petrol and electric drive is almost imperceptible, and at the same time very intelligent.

 

Not once did we find ourselves pushing the throttle to “wake the system up”, the e:HEV driveline almost pre-emptive of corners and changes in topography, choosing the right drive source and the right gear ratio for the job.

 

As well as being smooth, the driveline is also surprisingly peppy. Honda quotes 135kW/335Nm from its petrol-electric hybrid offering, a number that feels pessimistic, given the enthusiasm with which the e:HEV offerings accelerate.

 

The petrol range is less energetic, but still remarkably well-polished. There’s no flaring on upshifts or awkward CVT ‘clunk’ when coming to rest, the system simply delivering predictable and acceptable performance regardless of the driving environment.

 

That ability to feel at home whether dawdling around town or weaving down a country back road also applies to the CR-V’s ride/handling blend. The vehicle feels planted over a range of surfaces and remains controlled over upsets, recovering quickly when challenged.

 

Honda’s variable speed electrically assisted steering arrangement is well weighted, but arguably not as feelsome as it could be. Still, this is a family hauler, and the compromise is one that pays off in close confines, helping to make the CR-V an obliging partner in daily duties.

 

The cabin is well-laid out with sensible ergonomics and supportive seating. Oddment storage, device charging, cup-holders and so forth are well placed and sufficient in number, without being overdone.

 

Our only caveat to the “sensible” part of the CR-V’s cabin layout equation is the shift-by-wire selector that arguably takes up just as much room as a traditional lever, while at the same time being quite unintuitive to use.

 

We found the ratio of space between the front seat, back seat, and cargo area is close to ideal, though seven-seat variants are best thought of as a 5+2 solution suited to smaller children and/or temporary use.

 

While the CR-V lacks a spare wheel, it features just about everything else Australian family buyers expect. The driver assistance technologies are well-calibrated and simple to use, the switchgear and touchscreen menus are straightforward, and the instrument panel is both slick and concise, making it very easy to read while on-the-go.

 

Our launch drive was more challenging than the average day-in-the-life of a CR-V, meaning our fuel consumption returns might be higher than should be reasonably expected. Still, with numbers around the 6.3L/100km mark in the e:HEV and 8.1L/100km in the petrol, it is safe to say the quoted economy numbers are not too far from reality.

 

In our view, the Honda CR-V stands tall as a sensible, almost-premium offering in a very crowded segment. It offers most of what Aussie buyers expect, without resorting to novelty and needless tricks. The pricing is fair, the aftersales bundle straightforward, and the car itself an attractive and pleasurable one to live with.

 

Perhaps Honda didn’t need to make it look any newer after all.

 

Overview

 

The sixth-generation Toyota RAV4 has a lot to live up to.

 

To match its predecessor in the Australian market, the latest iteration of Toyota’s mid-size SUV must be among the best-selling vehicles in the country.

 

With 51,947 examples sold in 2025, the RAV4 was Toyota’s key model in Australia along with being the second best-selling vehicle sold locally overall.

 

It also topped the sales charts for non-ute models.

 

But the RAV4 isn’t just a top performer in Australia; it also finds itself placed among the best-selling models globally.

 

So, no pressure then…

 

However, the “all-new” RAV4 actually isn’t as new as you’d think; with Toyota adopting an if it ain’t-broke-don’t-fix-it approach and continuing to use the same TNGA: GA-K platform as its predecessor.

 

Like the last generation hybrid model, the new RAV4 HEV’s powertrain consists of a 2.5-litre four-cylinder petrol engine, a front-mounted electric motor (along with a rear-mounted electric motor in the case of the AWD variants), and an e-CVT transmission. Toyota quotes a combined system output of 143kW in both two-wheel drive and all-wheel drive configurations.

 

This output figure is 17kW lower than the outgoing RAV4 2WD and 20kW down on the outgoing AWD model, due to the need to comply with Euro 6d emissions standards.

 

The 2WD models complete the run from 0-100km/h run in eight seconds, while AWD variants make the dash in 7.7 seconds.

 

Claimed combined fuel economy is 4.5 litres per 100km in 2WD configuration and 4.6 litres per 100km in AWD form. 

 

Perhaps the biggest change to the RAV4’s line-up for its sixth generation is the addition of a plug-in hybrid powertrain option – with deliveries expected in Australia in Q3 2026 – consisting of a 2.5-litre petrol engine, with either a front-mounted electric motor or dual-motor all-wheel drive, and a 22.7kWh lithium-ion battery.

 

In 2WD form, it produces 201kW while AWD models have a combined system output of 227kW, the highest power output ever for a RAV4.

 

The battery supports 11kW three-phase AC Charging and 50kW DC charging.

 

Toyota is yet to officially quote an electric-only range for the plug-in hybrid model, but GoAuto understands that the development target is at least 100km on the WLTP cycle.

 

The new RAV4 range model line-up comprises 11 different variants.

 

The HEV range comprises the GX 2WD (priced from $45,990 before on-road costs), proceeding through to the GX AWD ($49,340), GXL 2WD ($48,990), GXL AWD ($52,340), Edge AWD ($55,340), XSE AWD ($58,340), Cruiser 2WD ($56,990), and the Cruiser AWD ($60,340).

 

Meanwhile, the plug-in hybrid range starts from $58,840 + ORCs with the XSE 2WD PHEV, XSE AWD PHEV ($63,340), with the range topped by the flagship GR Sport AWD PHEV variant ($66,340).

 

Compared with the last-generation, the entry-price for the RAV4 Hybrid range has risen by $3730 before on-road costs, which may tempt buyers into one of many cheaper, particularly Chinese rivals that have flooded the market since the fifth-generation model’s introduction back in 2019. 

 

Standard features on the entry-grade GX variants include 17-inch alloy wheels, LED headlights, taillights and daytime running lights, roof rails, an acoustic windscreen, a 10.5-inch infotainment touchscreen, a 12.3-inch digital instrument cluster, fabric seats, manually adjustable front seats, five USB-C ports, a six-speaker sound system, and an embedded Drive Recorded dashcam function.

 

All-wheel drive GX examples also get Trail and Snow driving modes and downhill assist control.

 

Standard safety features include eight airbags, an autonomous emergency braking pre-collision system, full-speed adaptive cruise control, emergency steering assist, front and rear cross-traffic alert, lane trace assist, proactive driving assist, a rear parking support brake, blind-spot monitoring with safe exit assist, and a reversing camera.

 

The new-generation RAV4 launches in Australia without an ANCAP rating, although it is expected to achieve a five-star score under 2026 protocols when it is tested later this year following a safety update.

 

However, this means that pre-update examples will never hold an ANCAP rating…

 

Over the entry-grade GX, the GXL variant gets 18-inch alloy wheels, silver integrated skid plates, rain-sensing wipers, synthetic leather door and instrument panel trim, a leather-accented steering wheel and shift knob, an eight-way electrically adjustable driver’s seat with lumbar support, and a wireless phone charger.

 

The Edge AWD serves as a more rugged, soft-roader variant, arriving with a unique bumper and grille design, a 20mm wider track, wider wheel arches, 18-inch dark matte grey metallic alloy wheels, a 12.9-inch infotainment touchscreen, heated front seats, a netted cargo area side pocket, a power tailgate, synthetic leather seats, and metallic ornamentation.

 

Stepping up to the XSE AWD we find 20-inch alloy wheels, black front and rear bumpers with integrated silver skid plate at the rear, black exterior trim, two-tone paint, mid-grade LED headlights, a panoramic view monitor, leather and suede seats, heated, ventilated and power adjustable front seats with driver’s seat memory, storage tray illumination, and a tilting and sliding moonroof.

 

At the top of the hybrid range, the Cruiser variant comes with high-grade LED headlights, a shift-by-wire lever with an integrated parking brake, a heads-up display, a digital rearview mirror, heated outboard rear seats, a kick-sensing power tailgate, dual wireless phone charges, and a nine-speaker JBL sound system.

 

The XSE variant grade kicks off with plug-in hybrid range with an identical equipment list to the equivalent HEV model save for larger brakes, water-repellent front side windows, and a 1500W inverter in the boot as opposed to a 12V socket.

 

Finally, the flagship plug-in hybrid GR Sport variant gets unique 20-inch alloy wheel and front and rear bumper designs along with GR badging, red brake calipers, rear spoiler, the 20mm wider track from the Edge model grade, aluminium pedals, a heated GR steering wheel with paddle shifters, suede GR Sport knee pads, synthetic leather and suede seats, front performance dampers, stiffer suspension, a rear brace, and a unique power steering tune.

 

Toyota quotes a variant-dependent 705 litres of boot space.

 

All variants are equipped as standard with a space saver spare wheel with a full-size spare optionable for $300 in the GX models. 

 

The new RAV4 is offered with five-year/unlimited-kilometre warranty as well as a five-year/75,000km capped-price servicing program for both HEV and PHEV variants, with service intervals coming every 12 months or 15,000km.

 

Each service is priced at $325 meaning maintenance costs for five years comes to a total of $1625.

 

Driving Impressions

 

Much of our RAV4 testing time was spent on Tasmania’s winding, technical roads complete with drastic elevation changes, broken up by brief urban stints and faster, flatter and more straightforward country roads.

 

Specifically, we tested the GXL 2WD and AWD, Cruiser 2WD and AWD, and Edge AWD variants, all in HEV form.

 

We’ll have to wait until later in the year at the very least to get behind the wheel of the new plug-in hybrid models.

 

As far as exterior aesthetics go, the new RAV4 appears as a logical next step over the outgoing model while the design (particularly the front- and rear end) has been smartly modernised.

 

Until the GR Sport variant arrives, customers have the choice between the sleek design of the vast majority of the range or the boxy, more rugged appearance of the Edge variant. However, whichever you go for, both aesthetics work.

 

Inside, some immediate plastic touchpoints do feel a bit scratchy, but, while they certainly aren’t fancy, they aren’t offensive. The leather and synthetic leather surfaces found in some model grades feel very pleasant, too.

 

There’s a lot to like about the UX and UI…

 

There are physical controls for the media volume, demisting, air-conditioning temperature, and drive modes on the dashboard.

 

The physical steering wheel controls are also clear and easy to use. Fan speed controls (as well as seat heating and ventilation on certain model grades) are handled through a menu bar displayed on the bottom of the infotainment screen.

 

While we would prefer the quick adjustability of a conventional HVAC control panel, these controls are hardly a punishment.

 

The infotainment system itself – which is available in both 10.5 and 12.9-inch guises – is slick, crisp, and easy to navigate with its simple layout. Aside from being wireless Apple CarPlay and Android Auto compatible, it also has features like Spotify – which is available with a three-month free trial period and for $12.50 per month thereon out – integrated into the system.

 

There are plenty of practical storage options available in the front row of the RAV4 including large cupholders, decent door-bin storage, a slot in the dashboard to store smaller items and a sizable centre console armrest storage in which you’ll find a 12V socket and a USB-C port.

 

Speaking of the centre console armrest storage, the lid is removable and double-sided. On one side you’ll find a conventional armrest cover while on the other there is a flat plastic tray, useful as a storage option.

 

From the driver’s seat, both front and rear visibility is very strong, particularly forward visibility on account of the RAV4’s thin A-pillars and a strong view beyond the wing mirrors through the side windows.

 

The front seats are comfortable regardless of the trim level; however, we did find that they could use a little more side bolstering.

 

Rear seat passengers in the RAV4 enjoy impressive levels of knee room and good headroom, and while there’s a small transmission hump it’s not horribly invasive.

 

There are some useful amenities too including USB-C ports, rear air vents and a centre folding armrest as well as heated rear outboard seats on high-spec variants. However, the small door bins leave rear passengers short-changed on storage.

 

Aside from having plenty of room, the boot has some useful features, with the adjustable, double-sided boot floor being a particular highlight, which is plastic on one side, useful for storing something like a used wetsuit.

 

On the road, the new RAV4 is absolute joy regardless of the variant.

 

The ride is just right. It’s not too hard nor is it too soft, and it feels exceptionally well calibrated for Australian roads. The body control is also very composed.

 

Through the corners, the RAV4 is not only competent, but genuinely enjoyable to drive.

 

The steering is well-weighted and direct, making the RAV4 extremely easy to place, and there always seems to be an abundance of grip. On a twisty road, there’s very little that can truly unsettle the RAV4.

 

It’s also quiet in the cabin while on the move. Tyre noise isn’t really a problem and while wind noise can occasionally pick up at higher speed, with slight wind rustle around the wing mirrors, it’s far from too much.

 

As mentioned, all the vehicles present on the Australian launch of the RAV4 were equipped with the regular hybrid powertrain.

 

Despite having less power than its predecessor, and while its performance might not set the world on fire, the powertrain is responsive and in neither 2WD nor AWD configurations did the new RAV4 feel particularly underpowered.

 

Unsurprisingly, the powertrain does suffer from a bit of CVT drone…

 

Fuel economy during our time with the RAV4 varied, partly because of the differences between 2WD and AWD configurations, but also due to the nature of the roads during any given fuel run.

 

The worst fuel economy we recorded was 8.7 litres per 100km in the Edge AWD, although this was largely since we were travelling up-hill on high-speed, twisting mountain roads.

 

On a more relaxed drive on largely flatter country roads in the GXL AWD, the trip computer returned 5.2 litres per 100km.

 

When it comes to ADAS tuning, key systems such as the adaptive cruise control and lane centring work as expected. However, we did find the driver attention monitor system slightly too sensitive, telling you off for looking at the digital gauge cluster, another part of the cabin, or the outside scenery even for what felt like a split second.

 

Overall, perhaps unsurprisingly, the RAV4 is an extremely accomplished vehicle. It’s as dynamically competent as it is comfortable, its cabin layout and user experience are largely on point, its fuel efficient, and its practical.

 

This hardly seems like a revelation, but by getting the fundamentals correct, Toyota has built an excellent car. The new RAV4 delivers on everything we liked about the previous generation, but in an updated package.

 

While we’re yet to experience it, the plug-in hybrid option adds what appears to be yet another compelling choice to what is an already very desirable line-up.

 

There are a few minor gripes including, the over-reactive driver attention monitor, the lack of a physical control for the fan-speed, the slightly under-bolstered front seats and the CVT drone.

 

Furthermore, the lack of an ANCAP safety rating for many examples sold within the first year might deter some buyers, at least for now.

 

Also, a lot of features that arguably should be found in cheaper RAV4 variants are also limited to the higher model grades.

 

For instance, you’re halfway up the RAV4 pecking order in the Edge variant – priced at $55,340 – before you’ll find synthetic leather or heated seats. If you want a 360-degree camera or a moonroof, you’ll be forking out $58,340 for the XSE model.

 

Ultimately however, we believe that even with historically astronomical sales figures to live up to, the sixth-generation Toyota RAV4 carries the nameplate in safe hands.

Overview

 

HONDA’s tweaked Civic Type R arrived last year with a touch more of everything… and a big price hike of about $5000 to $79,000 driveaway.

 

The latest incarnation of the front-wheel drive FL5-series Civic Type R now lists within shouting distance of cars like BMW’s M125i xDrive (from $84,700) and the Mercedes-AMG A 35 AMG 4Matic (from $87,900) all-wheel drives.

 

Beneath those are the lower-priced all-wheel drive Toyota Corolla GR (from $67,990) and Volkswagen Golf R (from $71,990) or perhaps the Hyundai i30 N (from $52,000) and Volkswagen Golf GTI (from $59,890) front-wheel drives.

 

Heck, you can even get into a base Subaru WRX for under $50K.

 

In the face of these tempters, does the low-slung, angry looking Honda have enough guile to carry it off and justify the extra dosh?

 

After a week punting the startling Racing Blue test car the answer is “yes” as the fun factor involved here can’t be ignored despite the questionable affordability factor.

 

The Type R is possibly the quickest front-wheel drive sporty hatch on the planet, exemplified in its ownership of the FWD lap record at the fearsome 21km Nürburgring race track in Germany.

 

Added to this is the Honda’s reliability record that is second to none among those who know in the motorsport fraternity. They (Type Rs) simply don’t break unless you do something really stupid.

 

The freshened model is available in a standout Racing Blue colour that joins carryover colours including Championship White, Crystal Black and Sonic Grey. Red seems to have disappeared.

 

Power from the turbocharged K20C-series VTEC 2.0-litre petrol engine is up to a handy 235kW at 6500rpm and 420Nm (+7kW/20Nm) from 2600-4000rpm making the latest model the most powerful yet.

 

As usual, drive is to the front wheels via a six-speed manual transmission after passing through a lighter (by 18 per cent) flywheel and revised rev-matching system that is said to ensure “hyper precise” shifting.

 

Subtle changes to the engine focused on a higher flow exhaust, a plastic turbo inlet baffle and enhanced longevity (component strength).

 

The model also benefits from increased rear body strength for improved handling, changes to front suspension camber rigidity and a stronger steering column torsion bar to reduce deflections.

 

Honda says it has retuned the Civic Type R’s dual-axis strut front and multilink rear suspension to improve straight-line stability and steering feel. 

 

The 1380kg Type R rides on 19-inch matte black alloy wheels shod with 265/30 profile Michelin Pilot Sport 4S tyres.

 

Weight is shaved via wider use of aluminium body parts including the bonnet, but the brakes remain as before – high-performance Brembos with 350mm two-piece front discs.

 

Standard equipment is generous, and includes individual drive modes, an active exhaust valve, 10.2-inch digital driver display, a 9.0-inch infotainment array with wireless Apple CarPlay, wireless phone charger, Honda LogR telemetry system, sat nav, folding door mirrors, and ambient door and footwell lighting.

 

Safety kit includes the usual ADAS array and a full complement of airbags.

 

The cockpit features the requisite Type R’s red seats, carpet and trim, a redesigned aluminium shift knob, and a build plate on the dash.

 

Our test vehicle was fitted with the optional carbon-fibre rear wing at $5300 extra.

 

All-new Honda vehicles are backed by a five-year/unlimited-kilometre warranty with included roadside assistance and capped-price schedule servicing.

 

Driving Impressions

 

We are familiar with the FL5-series Civic Type R as it’s a tough customer when encountered at the track providing plenty of straight line poke, fade free brakes, precise steering, and high cornering speeds.

 

Often, we’ve found ourselves looking straight up the three exhaust pipes unable to make an impression on the distance between us and the Civic Type R – dropping back even.

 

Prowess at the track doesn’t necessarily make a great road car as the two environments are pretty much diametrically opposed but, in this case, we are happy to report the Type R makes a good fist of both with a few compromises biased more towards the motorsport side of the ledger.

 

They are the firm ride and the small, heavily bolstered front seats both of which are great for cutting hot laps but pall in the daily drudge.

 

The beast likes a drink, too (98RON PULP is mandatory), but cranking out this amount of power from just 2.0-litres must exact a toll.

 

During the week of our test drive which coincided with a spike in fuel prices from the Middle East conflict, we saw an average of 12.1 litres per 100km which is somewhat excessive.

 

Driven really carefully you might see it into the 10s or less but that questions why you’d buy the Civic Type R in the first place.

 

It’s not built as an economical urban runabout, it’s a hot hatch with the emphasis on “hot” exemplified in rapid 0-100km/h times, flat cornering at ridiculous speeds, direct steering, unfadable brakes and super grippy tyres – all to the accompaniment of a turbo four symphony trumpeting out the back.

 

Yes, it’s quick; tempered a tad by front-wheel drive traction limitations moderated in this case by electronic interventions.

 

Once it’s off the mark, the Civic Type R blitzes forward with brutal acceleration across a wide rev range extending to about 7000rpm all exquisitely accessed by the car’s rifle bolt, close ratio six-speed manual transmission – the only transmission available.

 

It’s a case of snick, snick, snick as you rip up the tarmac through the Type R’s sticky Michelin rubber. Flicking back for corners is facilitated by the handy rev matching function that blips the throttle to synchronise wheel speed with gearbox revolutions.

 

The idea is to prevent compression lock-up coming in hot… and it works a treat.

 

Same thing for driving around town as the rev match function not only makes you feel like a proper racer, it smooths the transition between gear changes.

 

Engine performance is never lacking as long as you are in the right gear although plenty of torque is available low down if you go one too high or feel lazy. 

 

We like the fact that its manual only as the Civic Type R is built for people who love driving and want maximum control over the vehicle instead of letting it look after the more difficult bits.

 

It is the kind of car that makes you actively seek out winding roads to enjoy its razor-sharp reflexes and that raunchy exhaust note (no bangs on the overrun though).

 

The tight cabin envelops its four occupants in close fitting seats and firm squabs. The driver’s cockpit is built for speed offering up a chunky multi-function wheel, sporty driving position, well-spaced pedals and easy to read information via a liveable HMI on the centre touchscreen.

 

Some critical switchgear can be used without looking.

 

The low ride height can be an issue parking, and the pronounced seat bolsters can give you a touch-up exiting the car.

 

Living with it on a day-to-day basis is not a problem apart from the above as the five-door Civic Type R is almost as practical as it is fast. There’s plenty of luggage space down the back and it’s happy to tootle around the ‘burbs’ in a relaxed manner.

 

It’s jiggly on the softest setting which might be a deal breaker for some but if you’re after a shopping trolley, buy one. And there is a chunk of road noise to live with on the open road.

 

Among pretty much everything else, we love the “in ya face” looks, the striking new blue, the big red four piston brake callipers how it drives and the triple exhaust outlets.

 

On reflection, the name says it all, “Honda Civic Type Aaaahhh”. No pesky plug-in electrification, no weighty electric motors or battery, no over-the-top driver assist tech, no artificial exhaust note, and no slurring CVT transmission.

 

It’s one of a few cars left for the driving purist, and we’d own one in a heartbeat.