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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Skoda enhances its impressive Enyaq medium-sized electric SUV with a handsome modern facelift, a new SUV wagon body style, and sparkling value-for-money.

Popularity doesn’t always equal greatness, and obscurity isn’t always a reflection of inferiority.

Take the Skoda Enyaq, for example. Since sales began in Australia in November 2024, this roomy medium-sized electric SUV has managed to shift just 214 units in the 11 months to October 2025, despite the car being rather good at what it does. That’s in stark contrast to in Europe where a record 80,000 Enyaqs will find homes in 2025. 

Yet Skoda Australia is refusing to give up, introducing an expanded, re-styled, and re-priced MY26 Enyaq line-up to establish itself in one of the most competitive markets in the world. In other words, Skoda is armed to tackle the Chinese EV brands head-on. As a side note, MY, or Model Year points to the car cycle, not necessarily the year the car was built.

Exterior

For starters, the MY26 Enyaq range is no longer just a single coupe-SUV body style in rear-drive (Sportline) or all-wheel drive (RS) configurations. The Sportline Coupe remains near the top of the Enyaq tree until an updated RS arrives next year, but it has been massaged to deliver superior value for money and a very well-stacked equipment list for its $65,990 price (down $4000).

Just as importantly, the MY26 Enyaq offers greater visual appeal compared to its MY25 predecessor. Deploying Skoda’s new “modern solid” design language on the facelifted Enyaq removes the overwrought faux grille of the previous model and replaces it with a stronger, more contemporary visage. This looks particularly fine when bristling with embedded lighting from the ‘Illuminated Tech Deck’ that’s part of an optional $5000 Ultimate Pack.

Value

The MY26 Enyaq Sportline Coupe now gets this pack standard, making it $10,000 better off than last year’s big-grille version with Ultimate Pack. So already, the new Enyaq offers much more value.

That’s only the entree. A new SUV wagon body style has been introduced to Australia, and prices start at $50,990 before on-road costs for the entry-level 60 Select ($54,990 drive-away), or $59,990 for the 85 Sportline ($63,990 drive-away).

Performance

The smaller-battery Enyaq Select (63kWh versus 82kWh for the Sportline) does concede a degree of performance compared with the Sportline and WLTP-measured electric range (410km compared to 547km for the Sportline SUV and 561km for the more aerodynamic Sportline Coupe). But given its price and competitor set, 410km is in the base-model ballpark, while its level of standard equipment is extensive.

Features

The Select boasts 19-inch alloy wheels, front and rear parking sensors, an electric tailgate, keyless entry and ignition, power-folding mirrors, tri-zone climate control, 13.0-inch infotainment screen with wireless Apple CarPlay and Android Auto, wireless phone charging, a heated steering wheel and front seats, a luggage net and even a driver’s door umbrella.

On the road

What rams home the MY26 Enyaq’s eye-widening value is that it drives like a European car – a good European car, not an appliance, or even a flabby SUV. More than anything, it’s this aspect that elevates the Enyaq far beyond most other electric SUVs for similar money, with the sweet spot being the Enyaq 85 Sportline SUV.

In its standard spec, preferably in lovely new (no-cost) Olibo Green, this 210kW/545Nm rear-wheel-drive Skoda is such a satisfying SUV to sit in and drive that there really isn’t any need to load it with options.

It’s terrific just the way it is, delivering a sophisticated and rewarding driving experience that feels distinctly European in its handling balance and ride comfort, and its steering feel and accuracy.

In this area alone, the Enyaq annihilates the artificial, over-light, inadequately controlled remoteness of the majority of Chinese EVs. On Australia’s hugely varied road network, this stuff matters.

All those joy-of-driving aspects combine with strong build quality. It has excellent seating comfort, benchmark cabin storage, loads of passenger and luggage space, and subtle active-safety tuning. When plugged in, the Enyaq charges briskly from 10 to 80 percent in 28 minutes.

In a multitude of ways, the rather delightful MY26 Skoda Enyaq almost commands attention, making it the definition of an undiscovered gem…for now.

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It must’ve been difficult for fans of the Nissan Leaf to watch this original EV go from being an almost classless vehicle with bulletproof resale to a mere also-ran, swamped by the Tesla phenomenon and recent global competition.

Nissan provided a taste of its next-generation EV strategy when it revealed the Ariya medium-sized crossover in July 2020 debuting new architecture, a futuristic styling direction and a Japanese-minimalist interior to win over EV fans.

COVID-19 threw a spanner in the works, delaying production for 18 months. Now, almost four years later, the Ariya is finally in Australia. So why the drawn-out arrival time? And given it’s no longer a spring chicken, does the Ariya have the EV tech to make an impact in 2025?

Nissan Australia claims that right now is the sweet spot to introduce Ariya, filling the brand’s empty EV niche before an all-new, third-generation Leaf joins the fold in late 2026. There’s plenty to like about the Ariya, particularly its interior.

Features

The exterior features large wheels (19 and 20-inch) and interesting colours (the no-cost base paint is deep aurora green). Inside there’s Japanese ‘Kumiko’ patterns for the speaker grilles and ‘Andon’ ambient lighting panels intended to evoke Japanese lanterns.

In the flagship Ariya Evolve, there’s also petrol-blue Nappa leather upholstery with stitched patterns, as well as a padded blue suede material that spans the dashboard and blends into the entire length of the cabin sides. It’s warm, tactile and beautifully stitched, helping showcase Ariya’s build quality.

All variants have supportive, height-adjustable front seats, though only the Evolve scores both seat heating and cooling. It also has a heated rear seat in the outboard positions, though the Ariya’s rear passengers don’t enjoy sumptuous comfort like the front occupants.

On the road

On the road, the Ariya is consistently likeable. Its steering changes direction keenly without being too sharp, and it feels solidly weighted without being too heavy. Unlike some other EVs, the steering avoids being too light and artificial

The Ariya handles with poise and precision, making it easy to tackle twisty roads, and its on-the-move performance is effortlessly brisk. If only the front-wheel-drive versions (the Engage, Advance and Advance+) weren’t so lazy when accelerating at the traffic lights.

Unfortunately, the Ariya could ride more comfortably. Its suspension avoids dropping loudly into large potholes but it never properly settles, fidgeting around on the road.

Where Nissan’s new EV loses more of its lustre is in the pricing department, especially in comparison to other similar small-battery variants.

The entry-level Ariya Engage ($55,840 before on-road costs) and next-up Ariya Advance ($59,840) each have a 63kWh battery, meaning a 385km range, plus a mediocre 10 to 80 percent charging time of 35 minutes.

While real-world testing indicates Nissan’s range numbers are potentially conservative, the reality is a Tesla Model Y rear-wheel-drive offers 466km range for $58,900, as well as faster charging and far-superior performance.

The big-battery 87kWh Ariya Advance+ brings a more palatable 504km range for $63,840 (though it takes 40 minutes for a 10 to 80 percent charge). The dual-motor Ariya Evolve priced at $71,840 introduces Nissan’s ‘e-4orce’ electric All-wheel drive technology as well as 290kW/600Nm powertrain outputs.

A final word

While the Ariya is a competent, well-built and supported EV offering a 10-year/300,000km warranty and 10 years of roadside assistance if you service it within the Nissan dealer network, it’s this ownership aspect, rather than the excellence of the product, that its success hinges upon.

Aside from the ease of its control layout and the refinement of its driving character, the Ariya is just another EV. And unless its pricing becomes drive-away in the very near future, I suspect this new electric Nissan will be a rare sight on Australian roads.

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