After six years, Kia’s smallest SUV in Australia has received a much-needed facelift packed with more technology than ever alongside mild-hybrid assistance.

We tested the top-of-the-range Kia Stonic GTLine. Priced at about $37,000, it’s a bit expensive for the SUV’s size, and the ongoing servicing costs are on the higher side. If you’re looking for a cheaper option, the Stonic base model has a recommended retail price of $28,180.

Features

The GT-Line features a sunroof, 12.3-inch digital instrument cluster, heated front seats and steering wheel, alloy pedals, ambient lighting and a ventilated wireless phone charger.

It also includes the Kia Connect suite with embedded internet connectivity, app-based remote services, and over-the-air software updates. All of this is covered by Kia’s seven-year, unlimited kilometre warranty.

When Kia stopped selling the popular Rio hatch, the Stonic became the SUV-styled replacement in January 2021.

The facelift includes significant upgrades to justify the $2000 to $3200 price increase. The dashboard and centre console have been redesigned to include a 12.3-inch infotainment touchscreen, and the GT-Line also has a matching 12.3-inch digital instrument cluster.

Most noticeable is the two-tone leatherette square-looking sports steering wheel. As is the norm in many modern cars, the steering wheel lacks one-touch dials or switches for many frequently used functions.

Despite its size, the Stonic is reasonably spacious with adequate space for rear seat passengers. A handy retractable parcel shelf lives behind the rear seats and the mild-hybrid battery is under the boot floor where the spare wheel used to be.

On the road

The same 1.0-litre three-cylinder turbo-petrol engine powers the Stonic but now the 48-volt mild-hybrid version, which has been on sale in overseas markets for some time, is now available in Australia. The result is a fun drive with a unique but powerful sounding rumble that’s a trademark of three-cylinder engines.

At low revs it can take a while to build up steam, but once in the mid-range – thanks to the 48-volt system’s assistance – it’s very driveable even at highway speeds on country roads. On top of that, the locally tuned suspension helps provide a balanced ride and handling package.

The seven-speed dual-clutch automatic transmission occasionally has the odd hesitation on take-off, and when the engine is cold it can surge a little.

The mild-hybrid EV system boosts fuel economy but during testing we used 6.1 litres per 100km, not the 5.0 litres per 100km claimed by Kia.

Besides the stop and start function, to save fuel the Stonic will ‘sail’ when coasting, switching off the engine or letting it idle.

The refresh has given the Stonic a new lease on life with more modern tech and a powerplant that has enlivened the Stonic. It has, however, come at a price increase that might deter some potential buyers.

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Following its strategy of offering vehicles that are great value for money, GWM is now in the top 10 car brands sold in Australia.

The new Ora 5 SUV is exactly that – it’s Australia’s most affordable SUV electric vehicle (EV) and it’s also full of kit.

Value for money

The Ora 5 SUV has a features list that you would normally see in a car costing $10,000 more than the $33,990 driveaway price. Features include a 10.25-inch digital instrument cluster, adaptive cruise control with stop and go, telematics via the GWM app, leatherette multi-function steering wheel and a six-way power driver seat.

For $3000 more, the Ultra variant adds a glass roof, an electric tailgate, nine-speaker audio, dual-zone climate control, ambient lighting and wireless phone charging. Both versions have seven airbags and a comprehensive list of active driver safety and assistance technologies. With capped pricing servicing at $195 year, even the running cost is good value.

The Ultra is the pick of the pair. Later this year there will be an even cheaper hatch model available which will be a more city centric car with lower driving range.

Design and function

Externally, the Ora 5 SUV is distinctive as there isn’t a single flat panel on the car’s body, and GWM says the designer avoided any harsh lines and aggressive styling in favour of smooth, flowing surfaces inspired by the natural world. This results in a bit of an arty appearance that drivers either love or hate.

The four-leaf clover design wheels add to the edginess, and GWM claims they have less drag than a conventional wheel and increase the driving range by 5km.

The Ora 5 sits at the larger end of the small SUV class, giving it generous interior space finished in materials that feel a cut above the car’s price. There are more than 30 storage areas in the cabin, including dedicated umbrella holders integrated into the front-door pockets. And, unlike many newer vehicles, the Ora 5 has a spare wheel.

There’s a mounted 14.6-inch touchscreen infotainment display on the dash and handy toggle switches for quick access to the main air-conditioning controls. This is complemented by a 10.25-inch digital instrument cluster in front of the driver.

The Ora 5 also has a very useful Vehicle-to-Load (V2L) functionality, providing up to 6kW of power output to operate compatible external 240V appliances and equipment during camping trips, outdoor activities or anything else you need. Probably because of its left-hand drive origins, the charging plug is located on the driver side front guard which could be an issue for kerb charging where the cable has to cover a longer distance.

On the road

GWM has joined Kia and Hyundai in tuning its suspension for Australian roads, and it makes sense. Australia has a wide variety of roads and surfaces and this tune is evident. Ex-Holden chassis guru Rob Trubiani did the tune at the Lang Lang proving ground, and it handles country roads well but can feel a little firm around town.

The Ora 5 packs a 150kW/260Nm front motor and a 58.3kWh battery, with a claimed range of up to 430km. The regenerative braking is not sufficient for truly one pedal driving and unlike some EVs, the Ora 5 SUV can tow 750kg. GWM says their safety testing of the battery includes submerging it in water for 48 hours.

A final word

As petrol prices climb the market is increasingly moving to EVs, I think GWM are on to a winner with the Ora 5 SUV because its great price, excellent value and very usable range.

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Toyota’s all-conquering HiLux is facing the greatest threat to its dominance in its 58-year history.

Australia’s best-selling new vehicle from 2016 to 2022, the HiLux – which has more recently sparred with Ford’s locally developed Ranger – now faces competition from highly competent and sometimes cheaper foes produced by upstart brands like BYD, MG, LDV and Kia.

Some of these new competitors might not be able to tackle the gnarliest off-road tracks as well, tow as much, or carry as much in the tray. However, they typically drive better day-to-day, pack more tech and are more comfortable.

Features

To stave off this onslaught of rivals, Toyota’s ninth-generation HiLux is here with new ‘Cyber Sumo’ exterior styling, which blends sharp, futuristic styling with a wide body. Toyota has used an entirely new interior and warmed-over powertrains, with a fully electric version set to join the range this year.

Fundamentally, the new HiLux is still the same 10-year-old HiLux underneath, but Toyota would say it’s taken an ‘if it ain’t broke’ approach with its highly proven underpinnings. The newest HiLux looks a lot more modern outside, and the interior is night-and-day better.

Climb inside and it’s a breath of fresh air compared to the previous car’s interior, with contemporary straight lines, a 12.3-inch infotainment screen (with wireless Apple CarPlay and Android Auto, and a wireless phone charger) and a well-judged mix of hard buttons for key controls, such as the air-conditioning.

On the road

On the road, the HiLux drives similarly to the old one. Rugged and burly, the largely carryover 150kW/500Nm 2.8-litre turbodiesel four-cylinder engine isn’t especially brisk. It’s still a workhorse in cocktail garb and the firm, live-axle rear suspension is always reminding you that it’s ready for that circa-one-tonne payload or 3.5-tonne caravan, even on a trip to the shops.

New electric steering makes parking easier, while overall it’s a bit quieter and more refined. HiLux now comes with just about every active safety feature, from autonomous emergency braking with cyclist, pedestrian and motorcyclist detection, to semi-autonomous adaptive cruise control.

Toyota says efficiency is also better, although despite the 48-volt mild hybrid system, there still isn’t a full hybrid model. Our manual test car (which doesn’t have the mild hybrid tech) used 8.5L/100km in the city and 7.6L/100km on a freeway run.

Prices have crept up a couple of grand and our mid-to-top-spec six-speed manual SR5 will set you back $63,990 before on-road costs. The automatic, mild-hybrid Rogue tops the range alongside the off-road-focused Rugged X at $71,990 before on-roads.

While utes from other challenger brands feel built to last a decade at best, you still get the sense that your children could hand down your HiLux to your grandchildren. In a world of instant gratification, only sales will tell how much that still appeals to new-vehicle buyers in 2026.

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Hyundai’s reputation for selling competitively priced, quality cars with plenty of features has extended into its EV range with the new Elexio – a family-focused, all-electric medium SUV.

In the Hyundai range, the Elexio Elite sits between the Kona Electric and IONIQ 5, and at $59,990 drive-away, it’s very competitive with similar-sized cars such as the Tesla Y, BYD Sealion 7 and Toyota’s bZ4X. Hyundai turned to China to build the Elexio in an effort to compete with the flood of Chinese-branded electric SUVs arriving in Australia.

And it’s evident, with all the tech Hyundai has included in the car. It begins with a 250-volt vehicle-to-load three-pin power outlet in the cargo area, which means you have power for appliances up to 3.6kW.

There’s also Over-the-Air Hyundai software and firmware updates, Bluelink connected car services and a digital key for smartphone entry and start. Similar to many vehicles these days, one part of the tech left behind is the reception for AM stations on the radio.

Features

Creature comforts include leather-appointed front seats that are power-adjustable, heated and ventilated. The driver has a heated leather steering wheel, and there’s dual-zone climate control, two wireless charging pads, and five USB-C ports.

In addition to the five-year standard new-car warranty, Hyundai provides an extended warranty for up to two more years when all servicing is done by Hyundai.

The Hyundai Elexio shares technical DNA with the Kia EV5. However, unlike the EV5, the Elexio has an ultra-thin 27-inch display presenting key information in parallel with a head-up display cluster.

The bulk of the screen is annoyingly on the left side of the dash and is hard to read, which can make it slightly finicky and distracting to use. The information shown on the head-up display is minimal, also hard to read and doesn’t include basic information such as indicator arrows or high-beam and headlight icons. Instead, you have to look across at the display.

While the tech design can be somewhat disappointing, the Elexio makes up for it with interior design. Inside, it’s a roomy five-seater, with good luggage space, a flat floor and plenty of storage cubbies.

On the road

The Elexio shares its 400-volt underpinnings with the Kia EV5, but has bespoke Australian suspension and steering tunes, and this is evident in its superb, refined ride and handling.

The cabin is quiet across most road surfaces, with nothing more than the faint whirr of the electric motor. At lower speeds, a sci-fi-like external sound is generated to warn pedestrians.

Elexio Elite features a 160kW motor, however acceleration of the 2.1 tonne vehicle, via the front-wheel drive, can only be rated acceptable, and there is periodically a bit of a lag when taking off.

Having a large 88.1kWh LFP battery provides drivers a 546km range, with the system using a heat pump for warming the cabin to preserve energy in cold weather; at a consumption rate of 18.2kWh per 100km, this is required.

Hyundai claims a 150kW fast charging speed, which will see the battery go from 10 per cent to 80 per cent in 38 minutes.

Overall, the Elexio drives well and is solid value for those looking for a practical family-friendly EV SUV.

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Hyundai’s new Palisade is a tour de force of technology, bold design, luxury feel, and refined drive at a price that should have some of the premium brands sweating.

Price

Initially, the Palisade was launched in the top spec Calligraphy, but now there’s a base model available that costs $18,000 less than the high-end option. The cheaper option is also available as an eight-seat or seven-seat configuration, with a choice of eight exterior colours and four interior trims.

We tested the Calligraphy, and it’s a strong contender for a very specific buyer. If you’re one of the rare parents who needs a genuinely large family SUV for growing teenagers and extra luggage – and have the budget for a $100,000 vehicle – then the Palisade is a solid choice.

The first impression is that the Palisade combines luxury and modern design with plush finishes. The twist-action gear selector is mounted on the steering column which also houses the engine start button, freeing up centre console space. Drivers can start the car with the key, via a biometric fingerprint recognition button in the console or from their phone.

There aren’t too many SUVs under $100,000 that are genuinely big enough to accommodate adults in the third row, but passenger space is where the Palisade excels.

Inside

The Palisade is an eight-seater in standard trim, but for a premium of $1000, you lose one of the middle-row seats for a pair of luxurious captain’s chairs.

Even with all rows occupied, there’s plenty of space in the luggage bay because the full-size spare tyre has been slung underneath the vehicle. There are also two 100W USB-C outlets for each row, and tri-zone climate control ensures all occupants remain comfortable. You’ll also find a 240-volt (max 3.6kW) power outlet in the cargo area to charge devices and power household-type appliances.

On the road

The Palisade’s 2.5-litre turbo engine has a small capacity. However, when integrated into the hybrid system’s six-speed transmission – which houses two electric motors and a larger 54kW motor for driving and regenerative braking – it delivers EV-like acceleration and power.

The Aussie Hyundai design team has again done a great job of getting the ride and handling package right for Australian conditions. The quietness in the cabin is achieved using tyres with internal sound deadening, thicker interior carpeting, added soundproofing of the engine bay and acoustic laminated glass.

A combination of hybrid regeneration and a traditional braking system means the brake pedal has a slightly different feel that you need to get used to. And, although the Palisade has all-wheel drive capability with a 187mm ground clearance, it’s really a mud, snow, and sand car only.

Who does it suit?

The Hyundai Palisade Calligraphy is a genuine premium large SUV, and given the tech, features, and refinement, anyone in the market for a seven- or eight-seat SUV needs the Calligraphy on their shopping list.

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SUV who? At $39,290 before on-road costs, Volkswagen’s evergreen base Golf makes the case for an excellent small hatch, even if the price of an entry-level model isn’t quite what it used to be.

Price

We’ve entered an age where many car brands are doing away with hatchbacks to make way for SUVs. But one of the original arbiters of the humble hatch, Volkswagen, is still carrying the torch for this much-loved type of car.

A new Mk8.5 Golf has arrived on Aussie shores and is available in five grades, from the base $39,290 Life we tested to the range-topping, $71,990 R.

Interior

The Golf Life comes with all the tech you would want in 2026, with a few small, thoughtful touches. Wireless phone charging and wireless Apple CarPlay and Android Auto is standard, and VW now fits a small air-conditioning vent in the wireless charging tray to prevent your phone from overheating as they can be prone to do in an Aussie summer.

The base Life comes with the same 10.2-inch digital instrument cluster used across the Golf range, and it works well. The Life gets a smaller 10.3-inch central infotainment touchscreen, but it’s more than big enough.

While some owners will rue the lack of physical air-conditioning and audio buttons and dials, the screen software is easy to figure out.

If you’re not confident at parking, the Life comes with VW’s superb automatic reverse parking feature as standard.

The first thing you notice when you sit in a Golf is a lovely sense of quality. The front seats are excellent, and whether you’re accessing the boot, sitting in the back or trying to do something like pair your phone, everything just works.

There’s plenty of space in the front and back, complemented by a useable 374-litre boot. Endlessly practical, the Golf Life would blend invisibly into the background of however your life looks, in the best of ways.

All Golf models come with a long list of standard safety equipment, including a front-centre airbag and full autonomous emergency braking (AEB), active lane-keeping and blind-spot monitoring. Importantly, VW’s active safety systems all work well, and you aren’t encouraged to go looking for their ‘off’ buttons.

On the road

If you’ve owned an SUV for the last couple of years, driving a low-slung hatchback could be slightly revelatory. In the VW Golf Life, roundabouts somehow require less effort and are more fun.

The Golf Life is a very easy, quiet and refined car to drive. In the corners, the steering and handling are superb for what is a humble passenger hatch.

Who does it suit?

VW has sold 37 million Golfs for very good reason, which continue to be evident in the excellent Life. Highly equipped with standard features, don’t be tricked by the Golf Life’s manual, cloth front seats – this is not a base model like it used to be. That can also be said of the price.

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Kia’s Tasman is setting new benchmarks for dual-cab utes in the areas of interior space and design, tray size and off-road ability. However, its exterior is polarising.

Pricing

The dual-cab pick-up range starts at a very competitive $42,990 for the S 4×2 trim. There are another 11 variants available, with the X-Pro 4×4, which we tested, topping the range at $77,990. On top of the purchase price, there’s a five-year service package available for about $2800, based on 12-month/15,000km servicing intervals.

Design

The Tonka truck-esque external design, with its chunky wheel-arch flares, is divisive among the motoring community and the look might deter some buyers. Once you’ve overcome the exterior shock and hop in the Tasman, you’ll find it has one of the best interiors for a ute. In fact, the Tasman’s interior is more akin to an SUV than a work ute.

There’s lots of space, with wide seats in the front and back. The rear-occupant space is very good and includes heated seats, and the distance between the driver and vertical windscreen adds to the feeling of space. There is 45 litres of storage under the rear seats, enabling smaller items to be stored in the cabin out of view.

There’s also glovebox-sized storage built into the exterior of the right rear wheel arch for tie-down straps and other bits and pieces. However, it would’ve been safer and easier if the storage space was on the other side of the vehicle, so you’re not standing on the traffic side when accessing the area.

The Tasman is a big car at 5.4 metres long and takes some getting used to when parking. The upside of the Tasman’s length is that it has one of the largest tubs for an Australian ute. There are adjustable tie downs and 240-volt power outlets in the lined tub area plus an outlet inside the cabin behind the centre console.

Technology

Kia has the right mix of switches and touchscreen buttons. Three screens – a 12.3-inch driver display, five-inch climate-control screen and 12.3-inch multimedia screen – are seamlessly joined to create an integrated panoramic display. The steering wheel is a squarish design, leaving a bit to be desired.

Performance

The Tasman is based on an all-new ladder chassis platform and sits on an Aussie-developed suspension package consisting of leaf springs on the rear and coils on the front. This provides a quiet and refined ride and exceptional handling for such a tall vehicle.

Most utes need some weight in the back to control the suspension but the Tasman rides well, even without a load. The Tasman has a 3.5-tonne towing capacity and one-tonne payload and comes standard with an integrated trailer brake controller if you want to install a towbar.

The 2.2-litre four-cylinder turbo diesel engine is well matched to an eight-speed automatic transmission. The single-turbo design does contribute to a little bit of turbo lag on take-off.

Off road, the Tasman is very capable with various drive modes. It has an electronic locking differential with a dedicated switch, high ground clearance and good underbody protection for the fuel tank.

For a first crack at making a ute, Kia has got the Tasman pretty well right, it’s just a pity about the looks.

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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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