It makes sense that a born-again Volkswagen Kombi is all-electric, given the views of the tie-dyed t-shirt wearing, Beach Boys-blasting drivers who embraced the original in the 1960s.

While more Kombi in spirit than name, Volkswagen’s new all-electric ID Buzz people-mover is now on sale in Australia, offered in four versions.

There’s a short wheelbase five-seater with a 79kWh battery pack and up to 422km of range; a long wheelbase 86kWh seven-seater with up to 452km of range; and a more powerful flagship, all-wheel-drive seven-seater that can travel up to 450km.

For environmentally aware tradies, there’s even a utilitarian cargo model with a three-up bench front seat and room for a pallet in the back.

Only available as an EV, the ID Buzz can be topped up from 10 to 80 percent charge in 26 minutes at a public DC fast charger.

Appealing to original Kombi fans, there are 13 colour options ranging from surf-inspired light turquoise to eyeball-searing tennis ball yellow, to Cherry Red.

The Interior

The ID Buzz invokes the 1960s with its exterior, but the interior is straight out of 2026. The vehicle has a simple design focused around a large 12.9-inch central touchscreen, clearly displaying Apple CarPlay and Android Auto wirelessly.

A smaller 5.3-inch screen behind the steering wheel gives you key info like range and your speed.

It’s hard to not wish Volkswagen had extended the retro touches to things like a knob for the volume and a dial for the air-conditioning, but you get used to using the screen.

As a mostly urban family runabout, the ID Buzz would be superbly practical with its gargantuan 1340-litre boot. Choose the long-wheelbase model and even adults in the third row have ample space, making this electric van a terrific seven-seater.

On the road

The first thing you notice when driving the ID Buzz is the enormous, wide and flat windscreen making you feel like you should be putting Cactus Beach into the GPS system.

A high, almost bus-like seating position grants a commanding view. You’ll be trying to spot yourself in shop windows as you drive past or catching the abundant smiles and turning heads as the ID Buzz radiates good vibes everywhere it goes.

The ID Buzz drives like almost every other EV ever made which is to say it’s smooth, refined and quiet – and very easy to drive.

Two powertrains are available, one with a single, rear-drive electric motor offering 210kW and 560Nm; and a dual-motor, all-wheel-drive version with a grunt-packed 250kW and up to 590Nm.

Even the single-motor version is brisk with its instant electric torque, giving you the flexibility to safely zip across intersections and away from the lights.

Final word

If you need a people-mover, the head might tell you to get a silver Kia Carnival as the top-spec GT-Line Hybrid is about the same price as the entry-level ID Buzz. But buying the reborn electric Kombi would be a no-brainer for the heart.

While the real-world range of about 400km could make Christmas road-trips a tad tricky, as a suburban runabout, you’d always look forward to a drive in the ID Buzz. It also might give you an excuse to wear the old, tie-dyed shirts and give the kids a vehicle they’ll still be talking about in 20 years.

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Kia’s Sportage has had a mid-life refresh, with a couple of hybrid EV (HEV) versions now on offer.

This is particularly important given the increasing popularity of hybrid vehicles as a safe ‘each way’ technological bet before taking the next step to an EV.

The mid-size SUV market is the largest segment in Australia, making it very competitive. Despite the Kia Sportage rising in cost, the new model is still well-priced considering the level of standard equipment and the value of the seven-year warranty.

From the 13-model range, we tested the SX hybrid EV variant, which is about $6000 more than the similar internal combustion engine (ICE) version.

Interior

The SX has most of the nice-to-have features, such as rain-sensing wipers, lumbar support (two-way for the driver), satellite navigation, a remote folding second-row seat, dual-zone climate control, keyless entry, push-button start, and the convenience of connected services.

The Sportage is a mid-size SUV, so entry into the spacious cabin is made easy by the convenience of a Goldilocks seat height – higher than a sedan and lower than a large SUV.

The lower-spec model we tested has a comfortable and roomy interior, but the hard plastic and fabric seats leave a little to be desired.

The 12.3-inch screen provides a high-tech look, but no wireless phone charger is a bit of a shortcoming.

Rear seats recline, allowing occupants a rest on longer drives. There are other handy features, such as a configurable cup holder that adjusts for various-sized containers.

On the downside, the Sportage hybrid’s 1.49kWh battery sits under the rear seat, so there’s only enough room in the HEV models for a space saver spare tyre.

On the road

The SX sits on 18-inch alloy wheels, and the Australianised suspension and steering engineering provides a refined, category-leading ride and predictable handling package.

The Sportage’s electric motor is compactly housed inside the transmission, so you still feel gear shifts, unlike other hybrids that use continuously variable transmission (CVT).

The combination of a 1.6-litre turbo ICE and electric motor delivers maximum power of 169kW, with a useful 450Nm of torque to provide quiet power delivery and good acceleration.

Kia has added value and tech to the Sportage in this mid-model refresh, albeit at an increased price, but it’s still a car worth the cash.

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With a cheaper, new entry-level four-cylinder CX-60, Mazda is fighting back against cost-of-living pressures. But with no hybrid system on offer, is this mid-size SUV simply too thirsty for its own good?

Mazda’s mid-size CX-60 SUV sits just above its best-selling CX-5 and there are no fewer than 18 variants between its four powertrains and five grades.

While there isn’t an entry-level hybrid, there’s a mild hybrid 3.3-litre, straight-six in turbo-petrol and turbo-diesel guises.

Mazda also offers a 2.5-litre, four-cylinder plug-in hybrid, and the 2.5-litre non-hybrid four-cylinder G25 which we tested.

At $44,240, before on-road costs, the four-cylinder, rear-drive G25 Pure kicks off the CX-60 range.

Features

Unlike other brands, Mazda has resisted the temptation to attach a few iPads to the dashboard and call it a day. The slim, 10.25-inch central infotainment screen is smartly incorporated and sensibly positioned. Even the base Pure variant comes with head-up display.

Buttons and dials – for features like audio volume and air-conditioning fan speed – abound in the CX-60’s interior in the best possible way. The CX-60’s Apple CarPlay and Android Auto are both wireless.

Our only gripe is that the central display is not a touchscreen, but you do get used to using the BMW-style hand controller.

The wide Lexus-like interior means you’ll never touch elbows with the front passenger, while the driver’s seating position is spot on. The overall design – with its unapologetic European influence, straight lines and mix of materials – looks smart and grown-up. There’s plenty of space in the back seat, the boot is a generous 570 litres, and there’s a space-saver spare wheel.

Safety

All CX-60s come with 10 airbags, a 360-degree surround-view parking camera, front and rear autonomous emergency braking, lane-departure warning and blind-spot monitoring, and almost every other safety feature you could want or need in 2026. On the road, none of the CX-60’s active safety aids are annoying or obtrusive, so you aren’t tempted to turn them off.

Final word

For the most part, the CX-60 is easy and enjoyable to drive with its perfectly sized leather-wrapped steering wheel.

Unfortunately, with no hybrid option, the four-cylinder CX-60 is a thirsty beast. With a full, 58-litre tank, our G25 test car predicted a range of just 350km. On the motorway, we recorded an impressive 5.5 litres per 100km but during normal suburban driving, fuel consumption was double.

Choose your spec and pay an extra $6000 for the turbo-petrol G40e which adds all-wheel-drive, a mild hybrid, substantially more grunt and a healthy dollop of six-cylinder desirability. It might even use less fuel.

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Hyundai’s Inster is an interesting looking car that has more space on the inside than it appears from the outside; and as Hyundai’s smallest electric vehicle (EV), it might be popular if you can look past the price.

There are three variants and we tested the base model which, at close to $40,000, isn’t cheap for a very small EV.

Hyundai must be betting on its reliability and reputation in the market to charge a premium compared to emerging and potentially short-lived Chinese brands which are at a lower price point.

The standard five-year unlimited kilometre warranty can be extended to seven years unlimited kilometres if all scheduled services are completed at an authorised Hyundai dealer.

Interior

Hopping into the driver’s seat, the interior has some fairly ordinary cloth, but it’s good to see the Inster has buttons to control the functions instead of endless screen menus on a touch screen.

Talking of screens, there are two: the centre screen allows access to the less often needed functions such as charge regime, calendar access and internet-connected GPS, and the driver’s screen has all the traditional information like speed, dynamic range calculator and tyre pressure. The tech extends to Apple CarPlay and Android Auto but only via a cable connection.

The Inster is equipped with connected car services as standard. These services are complimentary for the first five years of new-vehicle ownership, after which a subscription fee is charged. Over The Air update technology allows the car’s software to be updated remotely instead of visiting a workshop.

The Hyundai has a large wheelbase for a small car, allowing for a slightly better ride and more interior space for four occupants. The 60/40 rear seats slide to give either more cargo or more leg room, and because there’s no spare wheel, there’s space for the charging cable in under-floor storage in the boot. Overall, the tall boxy design allows for good headroom and a wide view out of the car.

On the road

The single-motor, single-speed electric motor isn’t quick for an EV but it’s still adequate for city driving. Charging for the 42kWh battery is via a front grille mounted port and supplies a 327km range. There’s an extended range model available that increases the range to 360km.

The stated energy consumption of 15.6kWh is around the mark in the real world. Inster’s Vehicle-to-Load (V2L) functionality also lets you charge or power devices such as electric bicycles, scooters and camping equipment.

The on-road handling, even on 15-inch alloy wheels, is pretty good and has the right balance of good ride and cornering stability. The longer wheelbase helps with these attributes but seems to have come at the cost of a slightly larger turning circle. Unfortunately, the drive is only spoilt by some of the annoying safety systems intervening.

The Inster is a lot of car in a little package, but the price may affect its competitiveness in the very active EV market.

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The Subaru Forester helped launch the SUV craze in 1997. Since then, more than 300,000 Foresters have hit Aussie roads.

They’ve reliably shuttled around young couples, families, empty-nesters and, eventually, been handed down to new drivers – sometimes all within the same family.

In 2025, there’s a new, sixth-generation Forester. It faces stiff mid-size SUV competition from the best-selling Toyota RAV4 Hybrid and also a slew of new, cheaper and hard-working Chinese rivals.

Features

Can it keep up? Subaru calls it “all-new” but in reality, the latest Forester has had a heavy facelift with new styling inside and out and is slightly longer and wider. In big news, buyers can now choose a hybrid option.

Prices start at $43,490 for the non-hybrid base model and go up to $55,990 for the top-spec Hybrid Touring (before on-road costs). The internal combustion engine model used 8.3 litres per 100km during our testing – quite high for a vehicle this size.

The hybrid uses less, but its claimed combined consumption of 6.2 litres per 100km falls well short of the RAV4 Hybrid’s 4.8 litres per 100km.

Inside, there’s a smart yet robust, but not overly luxurious vibe. To an existing Subaru owner, it will feel familiar.

While plenty of functions live in the large 11.6-inch central portrait touchscreen, Subaru has mercifully used hard buttons and dials for controlling functions such as the air-con temperature and audio volume.

On the road

At 1830mm wide, the Forester is on the narrower side for a mid-size SUV and you do notice it a little bit inside. But at 4655mm long, there’s plenty of leg room in the front and rear, and the boot is a generous 496 litres (484 litres for the hybrid).

The non-hybrid Forester comes with a full size spare wheel, but the hybrid makes do with a puncture repair kit.

On the road, the Forester is one of those cars that feels right to drive even within the first five minutes. The controls feel spot-on, the active driver aids only intervene when you need them, and it’s comfortable and surprisingly quiet.

The Forester could, and would, invisibly blend into the background of your life. It’s quite good in the corners. For life or work, if you regularly find yourself driving in the Hills and are confident, the Forester’s impressive dynamics is where it outshines its Chinese rivals.

Final word

The Forester remains a solid option, and the $46,490 base hybrid is the pick of the bunch. It’s safe, spacious, drives well, and is, overall, a low-risk vehicle. Its interior continues to balance form and function sensibly, and while the hybrid isn’t as efficient as other hybrids, for families it will tick plenty of boxes over long-term ownership.

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If a seven-seater family SUV is what you need but you can’t stretch your budget for a new car, a fourth-generation Hyundai Santa Fe might fit the bill.

The pick of the bunch is the top-spec Highlander diesel, which has luxurious creature comforts and safety kit that most new cars have today.

When new, the Santa Fe was best in its class for overall value, with a competitive price and large range of features. Now, at a fraction of its new-car price, it’s even better value.

Features

A fully loaded Highlander has a 10-inch infotainment screen, head-up display, wireless charging, premium audio, memory seats, automatic tailgate, parking assist, and Apple CarPlay/Android Auto.

The Santa Fe seems to be ageing well, with no common faults, but make sure you buy one with a good service history.

Functionality is the Santa Fe’s forte, with its seven seats laid out practically. The second-row seats are on rails, giving you a large space for cargo when required or seating for passengers.

The Santa Fe has Hyundai’s Walk-In Control switch, so at the press of a button, the second-row seats fold and move forward for rear-seat access. If your arms are full, walk up to the rear of the locked car with the keys in your pocket, stand there for five seconds and the tailgate rises.

If you need the rear seats folded to fit longer items, a button on the inside of the cargo area will move the seats forward and down.

On the road

At the heart of the Santa Fe’s drivability is the eight‑speed automatic transmission, delivering strong mid-range pull. Hyundai’s HTRAC all-wheel drive system offers four drive modes – comfort, eco, sport and smart – and a manual 50:50 lock for light off-roading.

The Santa Fe isn’t bad on fuel; expect to get about eight litres per 100km on open roads and about 10 litres per 100km in the city. In both environments the cabin is quiet and refined.

Like many soft road SUVs, the Santa Fe isn’t designed for bush bashing, although its all-wheel-drive platform and decent 185mm clearance makes it competent on the dirt, mud or gravel.

If you’re towing, the Santa Fe is easy to back up to a trailer. When reversing, the rear camera allows pinpoint accuracy when lining up the hitch.

Final word

The 2019 Santa Fe Highlander diesel is the great Aussie family all‑rounder, and as a used car, it’s excellent value to buy and run. It’s functional and offers a touch of luxury, loads of safety, on-road drivability and some off-road capability.

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Mitsubishi’s top-selling Outlander SUV competes in Australia’s largest and most hotly contested new-car segment.

The much-needed mid-life refresh to its midsize Outlander helps retain Mitsubishi’s trademark value and face down the stiff competition from other Japanese manufacturers and aggressively priced Chinese brands. The result: Mitsubishi’s done a good job.

The Outlander ranges from $39,990 for the base ES front-wheel-drive, to $57,990 for the top-spec Outlander Exceed Tourer all-wheel drive.

Features

We tested the Outlander Exceed all-wheel drive with luxury appointments, including a panoramic sunroof and retractable sunshade. Inside, you’ll find leather seat trim, driver and passenger front-seat memory and front passenger seat eight-way electric adjustment.

When it comes to climate control, all the Outlander’s occupants will be comfortable. There’s front-seat ventilation and heating and tri-zone climate control in the second row.

The Outlander is the first Mitsubishi model in Australia to include Mitsubishi Connect. The service provides owners with safety and security features such as SOS emergency assistance, automatic collision notification, breakdown assistance, anti-theft notification, tow-away notification and geo-fence, and curfew alerts.

Convenience functions include remote climate sync, remote light and remote horn operation, door lock/unlock and vehicle finder.

If you have a Mitsubishi dealer service your Outlander, its warranty can be extended to 10 years/200,000km, and 10 years of capped-price servicing.

Mild changes have been made to the Outlander’s exterior bumpers and interior features, such as more USB-C ports throughout the cabin. Significant changes have been made to the underbody mechanics, improving the ride and handling.

The Exceed’s five-seat design allows room for a full-size spare wheel, however the lower-spec models with seven seats have a space saver tyre. Adelaide-based Mitsubishi staff worked with head office engineers to develop new suspension components and a steering map for the electric power steering system.

On the road

In recognition, Mitsubishi is adopting the Australian-developed chassis tuned for global markets. The Exceed delivers a comfortable, smooth drive on its 20-inch wheels, so there’s no wrestling the car around corners.

The 2.5-litre naturally-aspirated petrol engine, running on 91 RON, supplies adequate power through its CVT drivetrain, but there’s no longer a diesel option.

The Exceed we tested featured super all-wheel control, which makes it capable on dodgy surfaces like mud, snow and dirt. But it’s not a full off-roader like the Pajero Sport.

The revised Outlander Exceed represents good value in a luxurious, comfortable and functional mid-size SUV and its warranty is one of the best in the market.

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Just 10 years ago, if you wanted to buy a performance hatchback, you were spoilt for choice.

There was the feisty Ford Focus RS and Fiesta ST, the riotous Renault Sport Clio and Megane, and the pugnacious Peugeot 208 and 308 GTi. But in 2025, new-car showrooms are decidedly less boisterous, with all those cars axed, as new-car makers focus on electrifying their ranges to meet tightening emissions laws.

There are a few survivors, however, and one of the fittest is the rally-bred Toyota GR Yaris, starting from an attainable $55,490 before on-road costs.

Features

The GR Yaris originally landed in Australia in 2020 and has already achieved modern classic status. In 2025, the Yaris gets a new automatic gearbox option, fresh exterior styling and a major interior overhaul.

Previously, the Yaris’s central infotainment screen jutted up so high, and the rear-vision mirror was so low, that at times driving felt like looking through the slit in Ned Kelly’s helmet. But now, the dash design is lower and features a much better integrated eight-inch infotainment display.

Inside, it’s still a bit cosy – it’s a compact hatch after all – and even though it’s a four-seater, you can forget about using the rear seats. At 174 litres, don’t think about fitting the pram in the boot either.

On the road

In everyday conditions, the GR Yaris is easy and fun to drive, with acceptable ride quality. In the manual, software automatically matches the revs up and down gears for when you’re feeling lazy.

Under the bonnet is the world’s most powerful three-cylinder engine – a turbocharged 1.6-litre engine producing 221kW and 400Nm sending power to all four wheels.

To properly enjoy a car like this you’ll need to regularly visit The Bend or Mallala, where you can explore its full performance safely and potentially be guided by an expert driving instructor.

But even at low speeds, no matter where you are, the GR Yaris is bound to make you smile, thanks to its characterful exhaust note. With this update, Toyota has just made the GR Yaris that little bit better.

Final word

Performance models don’t make sense on many levels. They cost more upfront, are more expensive to run, and can be uncomfortable and impractical.

But they’re bought with the heart, not the head. For many, the feeling of waking up and looking forward to the daily drive – even the commute – in the Toyota GR Yaris would be worth any and all compromise.

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