Rapidly expanding brand BYD has confirmed earlier rumours it would make a significant change to its product warranty for Australian customers, expanding its six-year/150,000km coverage from bumper-to-bumper and adding an 8-year/160,000 km battery warranty.

The new arrangement will apply to all models and is backdated to cover vehicles from BYD’s first Australian deliveries in August 2022.

Previously the brand’s six-year warranty excluded certain parts, with elements such as the infotainment touchscreen and shock absorbers covered only for three years or 60,000km (whichever comes first). Other parts such as lights, suspension and ball joints are covered were covered for four years or 100,000km.

BYD made the announcement as it said it had marked over 40,000 sales in Australia.

The warranty includes the Power Battery pack and Drive Unit which are covered for a period of eight years or 160,000 km, whichever occurs first, while all other components are subject to a six-year / 150,000km warranty.

BYD also announced its SEALION 7, its electric SUV launched here in February, had achieved a five-star ANCAP, joining the much-hyped BYD SHARK 6.

Further information about BYD’s enhanced warranty can be found here.

Smart has revealed the new #5 Brabus, which will sit atop the brand’s lineup as a very quick version of its new mid-size SUV. Capable of a 3.8-second 0-100km/h sprint using launch control, the #5 Brabus makes a massive 475kW of power – or a full 165kW more than the next #5 below it.

That’s again thanks to a dual-motor all-wheel drive drivetrain, which is fed by a large 100kWh battery that enables a 540km WLTP range – or 200km less than the regular #5 thanks to the extra performance.

Thanks to its 800-volt architecture, the #5 Brabus can charge at up to 400kW for a 10 to 80 per cent charge in as little as 18 minutes.

On the exterior of the #5 Brabus are new 21-inch ‘Monoblock Z’ wheels, sportier styling pieces and red colouring on the brake callipers, mirror caps, side skirt and rear trim strip.

On the inside, the #5 Brabus features the same sporty details as the #1 and #3 Brabus such as suede and microfibre upholstery, heated and ventilated front sports seats and red stitching, while the suede steering wheel also sports illuminated Brabus badging.

The #5’s infotainment is handled by two 13-inch OLED displays with one dedicated to the front
passenger, while a 20-speaker Sennheiser sound system provides 2,000 watts of audio. 256-colour LED ambient lighting also features.

European pricing for the #5 Brabus starts at €60,900 (A$108,105) and deliveries there will commence later in the year.

Currently, the Smart #5 Brabus is yet to be confirmed for Australia, though the regular #5 will go on sale locally in late 2025.

Only a few months after launching the CLE 53 in coupe form, Mercedes-Benz Australia has
announced local pricing and specifications for the CLE 53 Cabriolet, which is now available to order.

Priced from $175,600 plus on-road costs – or $16,700 more than the 53 coupe and $38,000 more
than the four-cylinder CLE 300 convertible – the AMG CLE 53 Cabriolet uses the same
turbocharged six-cylinder engine and 48V mild-hybrid drivetrain as the coupe.

Making 330kW of power and up to 600Nm of torque on overboost, the CLE 53 Cabriolet hits
100km/h in just 4.2 seconds – only 0.2 seconds slower than the lighter coupe. Power is sent to all
four wheels through a nine-speed automatic transmission.

Standard equipment on the CLE 53 includes 20-inch alloy wheels, automatic all-LED exterior
lighting, adaptive damping, rear-axle steering, the AMG Exterior Night Package 1 and 2, keyless
entry and start, and the company’s ‘Aircap’ electric wind deflector and the ‘Airscarf’ neck-level
heating and ventilation.

Inside features black leather upholstery with red stitching, carbon interior trim, a Nappa leather
steering wheel, 64-colour ambient lighting, a 12.3-inch digital driver’s display, an 11.9-inch
touchscreen with wireless Apple CarPlay and Android Auto, digital radio and a Burmester sound
system.

Safety equipment includes 10 airbags, autonomous emergency braking with pedestrian and cyclist
detection, adaptive cruise control with stop and go functionality, blind-spot monitoring with front and
rear cross-traffic alert, active speed limit assist, safe exit warning, lane keeping assistance,
adaptive lane guidance, traffic sign recognition, a 360-degree camera, front and rear parking
sensors and adaptive high beam.

Buyers wanting to personalise their CLE 53 Cabriolet can choose the $2,100 Plus Package with
heated and ventilated front seats, memory parking assistance, air-balance package and the
energising package plus.

The $8,900 Carbon Package is also available and includes carbon fibre trim on the steering wheel,
dashboard and doors, front splitter, mirror caps, lip spoiler and side sills.

AMG Performance Seats are also available for an extra $5,400.

Mercedes-AMG CLE 53 pricing (plus on-road costs):

The Mercedes-AMG CLE 53 is now available to order, with local deliveries commencing soon.

I’m not sure I’m ready for the idea of a $54,365 Nissan Qashqai.

Yes, this is the flagship N-Design version of the updated 2025 car, and it features the clever e-POWER hybrid engine, but that’s some serious wedge to fork over for what remains a compact crossover.

The headline news is that the car has been thoroughly refreshed inside and out, with a new trim structure across the range, better tech inside the vehicle and those perennial complaints about servicing costs have also been addressed. Plus there’s that new industry-leading 10-year warranty that is sure to attract many buyers who realise what effect that will have on their new Nissan’s residual values a bit further down the track.

First impressions? There’s a lot going on with the styling. Normally that’s no good thing, a case of designers over-egging the pudding, but it seems to work here. Whether it’s the busy design of the 20-inch (yes, really) wheels, the scaly grille or the revised front and rear lights, it gives a fresh look to a model introduced as recently as 2022. The car’s stance is purposeful and there’s a muscular shoulder line which gives it an impression of extreme rake.

The quality of the materials inside has improved, with the N-Design being liberally swathed in Alcantara and leather. There’s also quite a bit of piano black plastic which looks great until it becomes smudged and scratched. It’s time car manufacturers looked for a more durable alternative. A 12.3-inch centre screen features wireless Apple CarPlay and Android Auto, and there’s also the backup of native sat-nav should your phone go on the fritz. The tile-based interface isn’t the most intuitive, but it seems robust.

The steering wheel is particularly slick, with a soft stitched leather wrap. The seats are embossed and feature white piping and stitching, and there’s a wireless phone charger, which is a bit of a tight squeeze for larger handsets.

The hybrid system is such that the 1.5-litre petrol engine powers an e-motor that drives the front wheels. Mechanical refinement is extremely good, to the extent that you notice tyre noise which would usually be muted by the sound of the engine. The brake pedal handover from friction to re-gen braking is also very slickly handled, but I feel that, in this variant at least, the ride quality is writing cheques that the handling can’t cash. That’s in part due to the big alloy wheels and the 235/45 R20 Michelin Primacy4 tyres, which let you know unambiguously exactly how coarse the chip is that you’re driving on.

One area where we’ve had mixed feelings about Nissan’s e-POWER system insofar as it sounds odd (the revs don’t always build and decay in tune with acceleration and deceleration) is that the efficiency figures have typically failed to match up to the likes of Toyota and Honda hybrids. The former point still stands, but on a mixed route of country back roads, freeways and suburban routes, I averaged 4.6L/100km which is right up there with the best in class.

As a demonstrator of what the updated Qashqai is all about, the N-Design impresses, although I’d be inclined to look at the other end of the range in search of value. The entry-level Qashqai ST runs on 17-inch alloy wheels for a more supple ride and starts at just $32,665. It seems a more convincing proposition, despite the fact that it misses out on the e-POWER hybrid tech. You’ll need to step up to the $52,365 Ti-L e-POWER model for that, which, given that Toyota will happily sell you a hybrid RAV4 for just over $42k, seems a bit of a miss.

The updates have made a good compact crossover more attractive still, but until Nissan prices its hybrid tech a bit more generously, it can’t hope to erode the market share of its key rivals in any meaningful manner. That seems a genuine shame.

Specifications

This article appeared in the April issue of Wheels magazine.

Upstart brand Polestar has notched a 12 per cent increase in Australian sales for the first quarter of 2025 versus the corresponding quarter last year, despite the market for EVs softening.

The Electric Vehicle Council sales data backs up international sales data from the Swedish brand (owned by Volvo and Chinese company Geely), which showed a 76 per cent increase in international sales in Q1 2025 compared with Q1 2024, or an estimated volume of 12,304 cars.

Polestar said sales are supported by “a growing uptake of newer models and the ongoing transition to an active selling model”.

“We are on the right track and doing the right things,” said Michael Lohscheller, Polestar CEO, said. “I’m pleased with the progress we are making in transforming our commercial operations. With a more active selling model, more retail partners and attractive cars, we are delivering results. At the same time, we are monitoring closely and assessing the volatile geopolitical environment and will adapt as needed.”
  
“We’re very pleased to see that our new model line-up is resonating with Australians following the introduction of two SUVs,” said Scott Maynard, Head of Polestar Australia.

“We’ve grown our retail footprint by 50 per cent on last year to make Polestar more accessible to our customers, which has transformed our retail operations. Our retail partners are doing a remarkable job for the brand and we’re looking forward to new, purpose-built retail spaces coming online in the next quarter.”

Polestar expects to publish its full-year results for 2024 by the end of April 2025.

We’re steeped in Nissan Skyline GT-R history here in Australia. It’s almost as if the history of Godzilla is somehow passed down by osmosis through generations of car enthusiasts. It’s part of the fabric of Bathurst, and all Aussie petrolheads will be able to hold forth on the exploits of Mark Skaife and Jim Richards behind the wheel of the all-conquering GT-R, and be able to quote the ‘pack of arseholes’ speech verbatim. It’s simply a rite of passage.

Most will also appreciate quite how many hoops Nissan had to jump through in order to officially import the R32 GT-R and that for all of its illustrious reputation, Nissan couldn’t find 100 takers for it. Nissan Australia’s chief Ivan Deveson instead claimed, with some justification, that it wasn’t about sales numbers. It was a brand-building exercise to capitalise on the success of the race cars.

In fact, the work required to get the cars to comply with Australian Design Rules was extensive, but conducted on a shoestring $250K budget. A new transmission oil cooler was required, the muffler and windscreen, instrument panel, rear lights, and side intrusion bars required changing, and the speed limiter was removed. But we’re getting sidetracked.

What the modest take-up of R32 GT-R did was to scupper any chances of its successor, the R33, coming to Australia in any official capacity. Nissan did crunch the numbers in 1993, and realised that with the ADR modifications being handled in-house in Japan, the landed price here would be somewhere in the region of $190K, some 75 percent more than the slow-selling R32 GT-R, and nudging on the price of a Porsche 964 Carrera 4. The figures just couldn’t be made to work and other markets were prioritised for R33 GT-R exports.

All of which explains why we see the R33 GT-R as the awkward middle child of the Godzilla triumvirate, and most of the rest of the world views it quite differently. To European markets, it’s the hero GT-R, much of that attributable to one very smart piece of marketing. Back in 1996, the company proudly trumpeted the fact that the Skyline R33 GT-R had claimed the production car record around Germany’s fabled Nürburgring Nordschleife. Right under Porsche’s nose, the Japanese had hired hotshoe Dirk Schoysman to pedal a GT-R around the Green Hell in 7m59s, making it the first production car to lap in under eight minutes. Or so Nissan claimed.

Now clearly there are a few issues with this claim. Nissan did not cheat, because it’s impossible to cheat when there are no rules. There’s no official lap time record around the Ring, merely self-reported times with no independent sanction. The car wasn’t inspected to be standard beforehand and even Schoysman will have a little chuckle when asked if the GT-R was the same as the ones that rolled off the lines. It even ignored the fact that Jaguar had registered a 7m46s time in an XJ220 back in 1991. It nevertheless set the media into a frenzy and kicked off a Nürburgring lap time arms race that continues to this day. When the folk at Jaguar heard what Nissan had done, they only belatedly realised quite what a promotional opportunity they’d squandered.

The 7:59 lap record car (chassis number 000055) is still owned by Nissan and is kept at its Zama heritage collection, sometimes appearing in the foyer at the HQ. A close look at that car shows the aluminium roll cage and what looks like a decidedly non-standard exhaust system. But then Nissan had a target to aim for. The previous year, Japanese title ‘Best Motoring’ had rocked up in Nürburg with an R33, gun driver Motoharu Kurosawa and some video equipment. They recorded an 8m01s time, which clearly set the cogs ticking at Nissan headquarters.

A friend gave me a copy of that VHS tape and I remember being utterly transfixed by it, watching it over and over until it became even snowier and fuzzier. Kurosawa’s level of commitment seemed utterly demented and the Skyline became this awe-inspiring thing, a monster that bent physics and made the supercar establishment look old and stupid. Little did I know that by the time I’d be writing this that Golf GTIs can lap quicker. It kicked off a personal and professional love affair with the Green Hell that lasted nearly 20 years and thousands of laps.

If the R33 Skyline GT-R was quick around the ‘Ring, it took its own sweet time getting there. First shown in October 1993 at the Tokyo Show, it would be another 15 months before production versions started rolling off the lines. To appreciate the R33 GT-R it pays to understand the conditions in which it was born. In 1991, between the R32 and the R33 Skylines being launched, Japan’s so-called bubble-economy collapsed.

This, and the subsequent interest-rate stagnation, were to have repercussions for years. Not only did it mean that savings had to be made with the R33, it even meant that its successor, the R34, never got the front-mid-engined layout and twin-turbo V6 that engineer Kazutoshi Mizuno and designer Kozo Watanabe had both planned for it. Shame.

So there were no blank cheques for the R33’s development. Instead, it had to platform share in order to make a business case for itself. So it rode on a version of the Nissan Laurel’s underpinnings which, in turn, made it larger and heavier than the car it replaced, with Nissan claiming it had stuck to the 280PS (206kW) ‘gentlemen’s agreement’ for power output.

To the uninitiated, the R33 GT-R initially appeared a dud; an overweight wannabe that had none of its predecessor’s competition pedigree.

Then the first road tests began to spill. It was clear that this was anything but a dumbed-down R32. Our man in Japan, Peter Nunn, posted his first report in the March ’95 issue of Wheels. Nissan was already claiming that it could lap the ‘Ring 21 seconds faster than its predecessor. What’s more, it claimed the R33 could sprint through 400m in 13.5 seconds – a full 0.4sec clear of the R32. By today’s standards, that’s about line-ball with a front-drive Hyundai i30 N. Back then, it was junior supercar quick.

How do you do that with a 100kg-heavier car with no more power? Not for the first time, aspersions were cast as to the amount of power the RB26DETT straight-six was actually making. Indeed, independent testing found some showroom-spec examples making in excess of 240kW at the crank. There are clearly gentlemen and gentlemen. Of course Nissan claimed otherwise, pointing to the fact that the new GT-R was more aerodynamic. It pointed to a three percent increase in torque to 367Nm at 4400rpm, quicker spooling ceramic turbochargers and a smarter, grippier all-wheel-drive system.

There were numerous other enhancements over the R32. Its body was notably more rigid due to beefier sills, body braces front and rear, and a reinforcing panel behind the rear seats.

The brakes scored an upgrade, too, now measuring 324mm up front and 300mm at the rear compared to 296mm and 297mm respectively on its predecessor. The R33’s standard wheel and tyre set was bigger, and while the Super HICAS four-wheel steering system was retained, the R33 featured a smarter electronic controller rather than being hydraulically actuated.

Japanese buyers got to choose between the standard GT-R and the V-spec version. The standard car got the ATTESA E-TS all-wheel drive system to shuffle drive between the two axles, which talks to the four-wheel steering’s computer, taking inputs from the three-dimensional G, wheel speed and steering angle sensors. It can then calculate yaw, and the processor adjusts the rear-wheel steering angle, enhancing stability.

The V-spec models got a refinement of this system, ATTESA E-TS PRO, which has the ability to integrate control of the driving forces across the rear axle independently. This features a computer-controlled viscous limited-slip differential (the A-LSD). V-spec models also received stiffer spring and damper rates, and a ride height drop of 10mm.

Tuners who valued the bombproof nature of the RB26 quickly discovered that the V-spec’s A-LSD was the weak point in the drivetrain. The fix involves sourcing the non V-spec diff housing and shafts, and then fitting an aftermarket mechanical diff – the Nismo GT-Pro 1.5 or a Quaife being favoured choices. The budget option is a helical diff from an S15 Silvia.

Beneath the fancy tech, the R33 Skyline GT-R is ostensibly a rear-wheel-drive car. If it can send 100 percent of torque to the rear wheels without drama, it will. If necessary, up to 50 percent of torque can go to the front wheels. The ATTESA processor is calibrated with identical base values for the front and rear wheels. This means that it makes the assumption that all wheels and tyres are identical: same size (245/45ZR17), same tyre type, same wear pattern. Staggering wheel size or doing anything but fitting four identical tyres tends to mean that its math doesn’t math any more. Not ideal.

Our first experience with the R33 GT-R on Aussie bitumen came with a June 1996 track test where we put the first privately imported V-Spec (finished in the same Midnight Purple colour scheme as the Young Timer Garage car here) up against the BMW E36 M3 Evo and an HSV GTS-R. Curiously, for a car that majored on tech, the Nissan sported a five-speed manual versus the six-speeders fitted to the German and Aussie brawlers.

The Nissan was comfortably the quickest against the stopwatch, recording a 13.8sec 0-400m time, beating the M3 by half a second and the HSV by a yawning 1.2 seconds, despite claiming the least power of the trio. Around Oran Park, it was also the most impressive. Over to Michael Stahl.

“With a crisp and firm turn-in (albeit after overcoming the rock-hard brakes and the arm-wrestling wheel), the GT-R just sorta skates out into a dead flat and predictable cornering attitude. Where one normally plays with the car’s cornering balance at about this point, the Skyline seems only to alter its cornering attitude by slipping around on a horizontal plane. It’s like an oversized indoor go-karting buzz,” he said.

“Your foot already to the floor, the tyres shrilling and subtly slipping, the GT-R holds its slight tail-out stance as it fires out of corners like a golf ball off the tee. It’s an eye-opening, bum-puckering performance. By comparison, GTS-R and M3 at the racetrack are merely great – for earthlings.”

The test verdict went to the BMW, Stahly not being particularly enamoured of the Nissan’s road manners. “Many elements of the Skyline GT-R – its hollow, lagging bottom-end power, its belly-jiggling suspension and savagely tramlining steering, its hard, low seating and metal-on-metal brake feel leave it less pleasant than the others on the road,” he noted.

Many R33 GT-R variants followed, including the very collectable N1 factory lightweight (87 built) and the LM Limited model (188 cars built) which commemorated Nissan’s entry at Le Mans in 1996.

Official UK-spec R33 GT-R V-Specs are interesting, effectively being Series 3 cars (with the bigger front spoiler, revised oil coolers, plus single fog and reversing lights), and 20 of the 100 customers took up the option of the full Connolly leather interior.

The R33 GT-R was produced in three discrete series, with a build run of 16,688 across the almost four years from January ’95 to November ’98. Compare that to the 43,937 R32 GT-Rs built between August ’89 and November ’94 and you’ll appreciate that the R33 is significantly rarer.

Its values enjoyed a bump when the car became eligible to import to the US under the 25-year rule, and solid examples of the V-Spec here in Australia currently change hands typically in the region of $120,000.

In our market, the R33 GT-R has never quite stepped out of the huge shadow cast by its legendary forebear. Similarly, it doesn’t have the Gran Turismo cachet of its successor, the hugely expensive R34. That’s something of a shame because it’s a hugely capable, impressively practical and genuinely tough coupe that still stands up as a driver’s car today.

No, you’re not going to be blowing everything into the weeds like you would have been doing back in 1995, but that’s three decades of progress for you. Sally from accounts with her white-goods Tesla will do a number on you. But that’s not the point.

To appreciate the R33 GT-R is to think not of Bathurst, but of the Nordschleife, of Schoysman and Kurosawa manhandling the big Nissan around the 20.8km of the Green Hell, setting a mark that would live in the minds of motoring enthusiasts around the world for eternity. You may not get to drive flat out through the Foxhole, feeling your face sagging like a fighter jock in a centrifuge. But somebody did to prove this car’s abilities. The R33 isn’t the awkward middle child. It’s a bloody hero too.

Specifications

Heavy is the head that wears the crown. The Ford Everest saw off all comers to win 2023’s Wheels Car of the Year crown and has been rewarded with some truly impressive sales figures. When you’re at the top, everybody’s drawing a bead on you, and there will be some who felt that Ford’s win was somehow asterisked by the fact that the ancient Toyota Prado was on run-out, ahead of an all-new model appearing.

It’s time to find out whether they have a point, because the LandCruiser Prado has finally landed and we’ve put the biggest selling Everest model, the V6 Sport, up against the Prado GXL, the variant that Toyota reckons will account for just over half of all Australian registrations.

The Ford offers an instant and useful price advantage, carrying a $73,740 price tag while the Toyota is $79,990, ducking just under this year’s Luxury Car Tax threshold of $80,567. Both are seven-seaters and the Everest scores another on-paper advantage in offering a 184kW/600Nm V6 powerplant compared to the Prado’s 150kW/500Nm four-pot. Suddenly that weight of responsibility borne by the Ford looks to have been quickly and rather effortlessly handballed to Toyota.

There’s little doubt that the Prado is turning more heads. As it stands, it’s still a relative novelty on our roads compared to the ubiquitous Everest, and people are endlessly curious about it, wanting to see inside, asking our opinion and giving theirs. For the most part the impression it creates is favourable. The somewhat brutalist styling is a hit, although some had asked when the retro-style round headlights that the American market gets will appear Down Under. Unfortunately, Toyota has no plans for that.

Given the pace that the order bank is filling, we’re going to get very used to the look of the Prado very soon. Toyota has instigated a rolling cap on waitlists of over 12 months, so if the queue blows out any longer than that, they won’t officially take an order from prospective customers.

There’s no great issue with Everest availability. Stock levels of the Thai-built Ford are good, with all but the range-topping Platinum versions readily available and a typical wait of three months for a Sport custom-spec order.

The GXL is the entry-level seven-seater in the Prado line-up. Beneath it is the five-seat GX base model and above it the seven-seat VX and Kakadu models, and the five-seat Altitude off-road specialist model. As well as the 50:50 split-fold third-row seating, the GXL adds standard roof rails, a powered tailgate, rear privacy glass, and silver front and rear guard trim. Inside, there’s synthetic leather seats rather than fabric upholstery, heated and ventilated front seats with eight-way powered driver’s seat, leather-trimmed steering wheel and shift knob, rear-seat air-conditioning panel and an auto-dimming rear view mirror. There’s also a front wireless charging pad and a pair of additional USB-C ports in
the third row.

The Everest range bifurcates quite neatly into the 2.0-litre four-cylinder models and the four-wheel drive V6s, of which this Sport is the entry level. It’s easy to see why it’s so popular as the 2.0-litre Trend 4WD costs a mere $6000 less, and for that, buyers are not only getting a significant engine upgrade but also a trim level that brings with it a distinct look and feel, as well as more gear.

The black exterior theme extends to 20-inch black alloys (or 18s with A/T tyres), black exterior accents and black 3D bonnet lettering. The Sport also nets a 10-speaker sound system, leather-embossed seats, 10-way power driver seat with memory function, eight-way powered passenger seat, and heating and ventilation for both front seats.

Both SUVs feature standard wireless Apple CarPlay and Android Auto, with wireless charging pads to back up that capability. Both feature large touchscreen displays, with the Ford’s easier to navigate. That said, Ford’s SYNC4A system can occasionally hang and require a reboot in order to recognise a previously paired phone. By contrast, the Prado’s system seemed rock solid in picking up smartphone mirroring quickly and effectively.

Both feel well provisioned for storage space in the front of the cabin, the Toyota featuring a larger and deeper central bin, the Everest countering with not one but two gloveboxes. The Toyota features an HDMI port and three USB slots up front, the Ford offers a choice between USB-A and USB-C. Both offer a decent driving position but, in contrast to their respective screen orientations, the Toyota’s ‘portrait’ mirrors don’t clear blind spots as effectively as the Ford’s ‘landscape’ oriented items.

Fire up the cars and the Toyota is initially more endearing. The front seats are more comfortable than the Ford’s firmish and slightly convex-feeling backrest, and the combination of low-effort steering and a softish suspension tune means that it’s a vehicle that would be easy to cover some serious kilometres in.

The engine is undoubtedly more sibilant. Despite the fitment of chain-driven harmonic balancer shafts to the 1GD unit, it’s always going to be tough making a combination of compression ignition and big 689cc cylinders feel silky. By way of comparison, the Ford’s V6 only has to manage 499cc of swept capacity per cylinder. The Prado’s lump does maintain its peak torque figure for longer than the Everest’s somewhat peakier performance.

A key part of the Toyota’s friendliness on road is the fitment of Dunlop Grandtrek AT30 tyres (265/65R18 all round). Although labelled an all-terrain tyre, they’re markedly less aggressively knobbly than the Everest’s Goodyear Wrangler Territory A/T rubber (255/65R18 front and rear). As a result, the Toyota turns in a little more crisply on the blacktop, and there’s less hum from the tyres on poor surfaces.

Pitch the Prado into a corner and that inherently soft suspension results in considerable body roll. It’s game, though, and well behaved even when pushed. As is the case with many fairly soft vehicles, it’s not so much the case of measuring over or understeer, more an issue of how much roll the vehicle is happy to accept. In the case of the Prado, it’s quite a lot.

Follow the Toyota through a series of bends in the Everest and you’ll experience a far flatter and better-controlled body, albeit with rear dampers that are both a little too firm and a little too short in travel than might be ideal. The steering doesn’t feel quite as linear as that of the Toyota, but it’s quicker and delivers more feedback. For a big ’un on a warty tyre, the Ford is also surprisingly good fun to hustle along.

The engine advantage speaks for itself in a straight line, the Ford effortlessly gapping the Toyota as we pulled onto a freeway slip road. We recorded a 9.8-second 0-100km/h time for the Everest at COTY 2023, and the Prado is nearly a second off that mark, stopping the clocks at 10.7sec (according to Toyota), the modest torque fill of the 48V mild-hybrid system notwithstanding. The hybrid does help to tickle the Prado’s fuel figures into a net positive over the Everest, 8.5L/100km for the Ford playing 7.6L/100km for the Toyota. Both engines require a periodic AdBlue top up.

There’s little to choose between the two transmissions. While Ford initially had some issues with the earliest batches of 10-speed autos, a revised torque-converter design has fixed that. If anything, it’s the less hesitant of the two ’boxes now, especially around town speeds, and responds to kickdown requests quicker. Neither feature wheel-mounted shift paddles, but you can knock the Prado’s gear lever to one side and shift manually if required. The Everest features some less intuitive buttons on the shift knob to achieve the same end.

So the Prado scores wins for comfort and ride, the Everest countering with more involving handling and a superior drivetrain. Both can more than hold their own off road, as you might expect given their targeting. The Everest has 226mm of ground clearance, a wading depth of 800mm, and approach, departure and breakover angles of 30.2, 25 and 21.9 degrees respectively. It also features an electronic rear diff lock and Slippery, Mud/Ruts and Sand drive modes, as well as a dedicated off-road screen to show pitch and roll angles, steering angles and relevant camera images.

The Prado GXL’s limiting factor is its relatively urbane tyres, which have nothing like the tenacity of the Everest’s Goodyears in the soft stuff. Nevertheless, it features 219mm of ground clearance, a 700mm wading depth and approach, departure and breakover angles of 30.4, 23.5 and 21.1 degrees, so largely a notch behind the Everest. It also doesn’t come equipped with the trick demountable sway bars of the Altitude variant, so can’t boast that model’s ultimate articulation.

It does feature a rock crawl setting, a mode to start in 2nd gear, and a centre Torsen diff lock. Prado owners get a choice of either four-wheel drive high or the equivalent low range, whereas Everest can be run in rear drive – a smart four-wheel drive that diverts drive to the front treads when necessary – and the obligatory 4H and 4L settings. We found it hard to switch out the parking sensors when off-roading, resulting in many maddening bleeps, as it’s a function buried within the on-screen menus rather than operated by a physical button.

Somewhat unforgivably for two vehicles with an off-road remit, neither have a standard tyre-pressure monitoring system. In both cases you need to ascend the range to get this system as standard (VX in the case of the Prado, Platinum on Everest).

Both vehicles claim a 3500kg braked towing capability, but delve a little deeper into this one and key differences emerge. You might well have heard grumbles about the Prado’s payload, and the GXL has the highest payload of the range at 615kg. The sum total of towball down load, fuel, driver and passenger, roof racks, luggage, bullbars and such like need to be accommodated within that 615kg figure. Perhaps this helps explain why the Prado wasn’t offered as stock with a long range fuel tank option or space under the bonnet for a second battery. The Everest’s payload figure is quoted at 696kg.

Luggage and packaging in general are an issue with this seven-seat Prado. Whereas the rearmost row of seats in the Everest folds flat to the floor to create a huge, low 128cm long runway on which to load gear, the Prado’s clunky rear seats sit atop a raised floor which houses the 48V battery pack. So not only is the Prado’s luggage bay shorter in that dimension than the Ford’s at 115cm, it’s also less tall from the folded seat backs to the ceiling (76cm v 82cm).

Fold the third row up and the Ford offers 56cm from the base of the seat back to the tailgate’s dust seal, whereas it’s a mere 40cm in the more compromised Toyota.

Why is this? After all, the Toyota’s rear end looks longer, and indeed is, than the Ford’s. Climb into the Prado’s second row and it’s apparent that because there’s no slide facility for that bench, Toyota have given this row a very decent amount of leg and toe space, and the third row is cramped as a result, with a very awkward egress past the tumbling seat. By contrast the Everest’s second bench has a tilt/slide facility which can afford a fairer amount of space for kids in the third row.

The drop-in storage box that Toyota fits to add some token practicality at the back doesn’t give a great impression of quality – it’s unlined and the lid has a 60kg weight limit.

With all three rows of seats in place, Toyota claims 182 litres of storage for the GXL in seven-seat mode, 906 litres with the 50:50 split-folding third row lowered and 1829 litres if the 60:40 split second row stowed. Ford, by contrast claims 259 litres with seven seats in place, 898 with the third-row folded flat and and 1823 litres.

We flatly refuse to believe that the Prado GXL offers more space than the Everest Sport in five-seat guise, despite the quoted figures, which I suspect may be to the ceiling rather than the more normally quoted figure to the height of the parcel shelf. Toyota Australia referred our query back to Japan and we’re still waiting for a response to this particular question.

The rear end of the car is such an issue that it makes it extremely difficult to recommend over the Everest as a practical seven-seat proposition. The sheer height of the floor means that lifting baby strollers or shopping into the Toyota is so much harder than it needs to be. It’s also proving to be a sticking point that some prospective customers can’t look past. That alone would be enough to hand the Everest the win in this comparison.

That it’s also more affordable, faster, more refined, more involving to drive, just as good off road, better for towing, just as well equipped and also records a five-star safety score makes the Ford the easy recommendation in this head to head. Ultimately, the 48V mild-hybrid system seems to have been this Prado’s Achilles heel. It has compromised the rear packaging while in the process adding weight to the vehicle which, in turn, has a deleterious effect on its payload figure.

We crowned the Everest the COTY winner in 2023 because it was a car that manifestly understood what Aussies wanted from a rugged seven-seat SUV. Designed by Australians, in Australia, for Australians was the mantra that did a great deal to get it across the line last year. It still holds true today.

As for the Prado, it’s tough to make a case for it in this particular instance. Were you set on owning one for the longer haul and you didn’t particularly care about ultimate carrying or towing capacity, it’d doubtless be an appealing thing, but those inherent compromises become apparent every time you lift the tailgate.

Toyota doesn’t come to market and get squarely beaten by a three-year-old incumbent very often but in the shape of the all-conquering Everest, the latest LandCruiser Prado has run into something very special indeed.

In focus – Ford Everest

The Ford Everest’s cabin is something that’s well executed and certainly a step up from workmanlike, but it still carries the whiff of its Ranger counterpart about it. Every Everest comes as standard with an embedded modem known as FordPass Connect that allows you to use the FordPass app on your smartphone to remotely start the vehicle, receive health checks and so on.

Ford’s trailer-towing tech is deeply impressive. Input the dimensions of your trailer into the system and it’ll automatically adjust all the parameters of the lane departure system to cater for the increased length of vehicle and trailer.

The Everest’s 2900mm wheelbase is a useful 50mm longer than Prado and it shows in the cabin packaging.

In focus – Toyota Prado

There’s little doubt that the Toyota’s dash looks and feels a notch above that of the Ford’s. Some real thought has clearly gone into the size, quality and positioning of the physical buttons, Toyota clearly listening to feedback from scores of Prado customers.

The low instrument panel, upright A-pillar, higher driver hip point and low beltline improves the feeling of airiness and helps position the vehicle off-road.

Toyota’s Multi Terrain System (MTS) is largely carried over from the LC300 and it works well. Dust sealing is also markedly better than the old Prado. Seating upholstery in this GXL model is made from Sumitex fabric largely composed from recycled PET plastic bottles.

This article originally appeared in the January 2025 issue of Wheels magazine.

Forget what you’ve heard about Porsche walking back its promises around electric vehicles. This Macan is never going to have an internal combustion engine, and if that doesn’t sit well with you, then you have until Q2 of 2025 to snap up the last of the old model from dealer stock because no more are coming Down Under.

It’s one heck of a roll of the dice. Ballsy, even. But ask Porsche’s engineers whether they would want to return to petrol or diesel and the answer is unequivocal. “Why would we? Our goal was to do everything better than the combustion Macan.”

The new Macan range opens at $128,400 which buys you the entry-level, rear-wheel-drive version. This is no makeweight, delivering a 265kW punch with overboost. Curiously, this Macan can only access peak overboost power when launch control is activated. In other driving scenarios, 250kW is your lot. It’s still enough to punch the Macan through 100km/h in 5.7 seconds, so even the base Macan is almost the performance-equivalent to the old Macan S.

Pay an additional $6000 and you get the Macan 4. This is equipped identically to the Macan, but is provisioned with an electric motor on the front axle, which nets a total system output of 285kW in normal driving conditions or 300kW when utilising launch control and overboost. This one’s a little quicker off the mark as a result, the 0-100km/h time dropping to a spry 5.2 seconds.

The penultimate rung on the Macan ladder, for now at least, is the 4S. Priced at $149,300, this features an uprated rear motor, 330kW, or 380kW in launch mode, plus torque vectoring, rear-wheel steering and adaptive air suspension offered as an option.

At the top of the model line-up is the Turbo. This is a proper powerhouse, as indeed you might expect when you’re being asked of $184,400. While that doesn’t sound an inordinate amount to ask for a Porsche that generates peaks of 470kW and 1130Nm, it also nets you air suspension with Porsche Active Suspension Management (PASM) electronic damping control, 20-inch alloy wheels, either 14-way electric Comfort front seats or 18-way adaptive sport seats and unique body styling.

The old Macan somehow managed a sort of reverse Tardis effect. It wasn’t a small car, but it somehow felt more pinched in the back than a hatchback like a Golf, and was usually favoured by those who weren’t putting people-sized people on that back bench.

Porsche has eased the belt out a little with the new car and despite its swooping roofline looking as if it could compromise on the amount of space inside, it’s comfortably better packaged than before, with adults easily accommodated in the rear seats.

Up front there’s an 84-litre frunk that can be opened either with the key (it pops straight up on its struts, so make sure you have overhead clearance) or, if you have the key fob about your person, you can just swipe your hand across the panel immediately below the Porsche crest and it’ll open that way.
There’s little actual advantage to this, but anything that makes you feel like a Porsche-owning Jedi has to be a good thing, right?

At the other end, there’s a dinky button next to the numberplate which lifts the rear hatch. In all of our test cars there was a lumpy bag with the Macan’s charging cables velcroed to the luggage bay floor, and I can’t help but think there ought to have been a more elegant solution. There is underfloor storage in some models, which is where the cables should be stowed, but pop the floor up on the Turbo and that space is occupied by a hefty subwoofer. Porsche claims a total boot space of 540 litres, which expands to 1348L with the rear seats folded.

The driving environment is well considered. Porsche is particularly proud of the large 12.6-inch curved display and the colour augmented-reality head-up display. The dash is dominated by the two main screens and, if required, a third passenger screen can also be optioned. The Android Automotive blended ecosystem is smart and responsive, and don’t worry, it works wirelessly with both iPhone and Android. Basically, it’s Android deep down, with a Porsche ‘skin’ overlaid and then you can mirror your phone atop all of that. It does a great job of bringing the apps on your phone to life on its big screen.

In most normal conversations, how a Porsche drives dictates whether it’s a success or not. This time round, it’s not so cut and dried. To cut to the chase, the new Macan drives extremely well. It comfortably eclipses the old car in every measure of go, stop and steer, and that was quite a dynamic benchmark to aim for.

We had the opportunity to drive the Macan 4 and Turbo models on road and track, and it was an illuminating experience. We learned that trying to drift a 2.4-tonne SUV with 1130Nm of instant-access torque under your right clog requires a little practice. We realised that the 3.3-second 0-100km/h quote for the Turbo is typically Porsche conservative, and that in most reasonable conditions, two-point-something is attainable but, after a couple of frothy lattes, not always advisable.

We discovered that the Macan corners hard and flat, and the Turbo responds like a rear-drive car on corner exits if you loose off that avalanche of torque. Put that partially down to the Porsche Torque Vectoring Plus, an electronically controlled diff lock on the rear axle. Even without that, the Macan can shuffle drive between its axles around five times quicker than its ICE equivalent.

We also understand that driving in a somewhat exuberant fashion on track in hot temperatures does not make the tyres at all happy and that the energy consumption rises to around 100kWh per 100km, which in the Macan Turbo’s case, is slightly more than one percent of range for every kilometre driven. But let’s face it, the track stuff was merely a demonstration of what this new car could do in extremis. It was deeply impressive but you don’t, and won’t, see track-day pitlanes stuffed with Macans. Think of it more like Omega sending a watch down to 200m underwater. They’ve done it so you don’t have to.

On road, the biggest surprise is that the Turbo’s ride quality has improved compared to early pre-production drives. It rides on standard air suspension and benefits from Porsche Active Suspension Management (PASM) electronic damping control. In other words, it’s plusher than anything on 22-inch liquorice-strip tyres has any right to be.

There’s a degree of suppleness to both the Turbo and Macan 4 models that bodes well for Australian conditions. Switch the cars into Sport and there’s some artificial noise piped into the cabin which is far from intrusive or annoying. Even in the most focused drive modes, the ride doesn’t deteriorate unacceptably.

The Macan does have a switchable overrun recuperation function. When engaged it slows the vehicle very gently with regen when you lift off the throttle. The braking system is a blended set-up where it tries to use regen braking most of the time, but switches to friction braking beyond a certain threshold. It’s well calibrated and the transition between the two braking modes is hard to establish.

Unlike the Taycan, which features a two-speed transmission, the Macan has a single-speed reduction gear, Porsche’s engineers claiming that the technology has progressed since the Taycan was unveiled such that two gears were deemed unnecessary.

On road, the Macan Turbo’s gut-wrenching pace sometimes feels like overkill, but there will be those who will always want the flagship car. The Macan 4 is notably slower off the line, but still feels as brisk as you’d need in most road-driving scenarios.

Its 800-volt platform means that the Macan can DC charge up to a speed of 270kW if you can source a 350kW fast charger, getting from 10 to 80 percent charge in 21 minutes. Otherwise the car switches from series to parallel charging at a lower 135kW peak charging rate.

There’s no doubt that the new Porsche Macan is an impressive entrant. It’s quick, composed, looks good, is bigger inside than before and leverages some interesting technology. Despite all of that, it’s still going to face an uphill battle, and this must be worrying Porsche.

Here in Australia, the Macan was the company’s best-selling vehicle. It remains to be seen whether customers will warm to the new electric version in quite the same fashion. When Porsche’s head of the Macan line was asked why he expected customers to take to an electric Macan when they didn’t with the Taycan, he engaged in some world class waffling that eventually ended up with a statement on how impressive the head-up display was. Hardly convincing.

One key difference between the Taycan and the Macan is that the latter replaces an established and well-regarded nameplate with a range of electric models. That’s never happened in Australia before. So while the new Macan does so much so right, there are bigger questions to consider. Is the market ready for a premium electric SUV to sell in serious volumes? Is this a better Macan but, somehow, a less ‘proper’ Porsche?

The hefty step-up in price will be an impediment and raw speed alone is such a devalued commodity in this world of easy electric power. I’m not sure too many will put much credence in old versus new Macan comparisons based purely on acceleration or torque numbers. So does it do enough to sway the doubters? I’d say very nearly. It feels short of a feature that in another industry would be dubbed the ‘killer app’, the absolute must-have, no-debate reason for purchase. Otherwise, it covers nearly every base and does so with genuine polish.

As Thomas Rothfuss, the director of the Macan product line, put it: “It’s a whole different world compared to the combustion version.” No kidding.

Specifications

Model: Porsche Macan Turbo
Motor: Two permanent magnet synchronous
Battery: 100kWh (gross), 95.3kWh (net)
Max power: 430kW (470kW w/Launch Control overboost)
Max torque: 1130Nm
Transmission: 1-speed reduction gear
Weight: 2405kg
Range: 616km (WLTP)
0-100km/h: 3.3sec (claimed)
Price: $184,400
On sale: Now

Mercedes-Benz Australia has added a new limited edition of the AMG GLC 43 called the Edition R, which is priced lower than the regular model but adds special features.

Available to order now from Mercedes-Benz dealerships, the Edition R is priced from $128,900 plus on-road costs for the wagon bodystyle and $141,600 for the coupe, making it between $5,900 and $12,700 less expensive than the regular GLC 43 models.

It’s not the first addition to the GLC range this year, with the brand also recently launching the new
entry point GLC 200.

Standard equipment on the Edition R includes the AMG Dynamic Plus package, which adds
dynamic engine mounts, a selectable race mode and matte black 21-inch AMG Y-spoke alloy
wheels.

Inside the Edition R is the AMG Performance Seat Package Advanced with synthetic leather and
suede trim with red stitching, as well as a new metal trim that’s exclusive to the Edition R and
builds onto the standard model’s nappa leather and suede steering wheel, as well as a Burmester sound system.

Other standard features gifted from the standard GLC 43 include heated and electric front seats
with memory, dual-zone climate control, Apple CarPlay and Android Auto smartphone mirroring, a
wireless charger and ambient lighting.

A panoramic sunroof, dark tinted glass, head-up display, 360-degree camera, automatic parking
and a big suite of active safety tech are also standard equipment.

The Edition R will be available in ‘Polar White’, ‘Verde Silver metallic’, ‘Graphite Grey metallic’,
‘High-Tech Silver metallic’, ‘Obsidian Black metallic’ and ‘Spectral Blue metallic’ paint options, with
‘Patagonia Red’ metallic’, ‘Opalite White’ and ‘Alpine Grey’ available as extra-cost options.

Under the bonnet of the Edition R is unchanged with the C 43 and GLC 43’s 310kW/500Nm 2.0-
litre four-cylinder turbo-petrol engine and 48V mild-hybrid system continuing as before, enabling a
0-100km/h sprint time of just 4.8 seconds. The grunt is sent to all four wheels through a nine-speed
automatic transmission, with adaptive dampers and rear-axle steering also standard.

Mercedes-AMG GLC 43 pricing (plus on-road costs):

The Mercedes-AMG GLC 43 Edition R is now available to order from Mercedes-Benz dealerships.

First released back in 2008, the BMW X6 was one of the pioneers in the coupe SUV segment that even now is still quite popular globally.

Now in its third generation, the X6 continues to be based on the popular X5 but trades its boxy rear and optional third row of seating for a heavily raked coupe-like roofline.

Ever since its release, the X6 has been a controversial product, though its success is clear to see as multiple rivals have been spawned since. If you’re after a coupe SUV, is the X6 the model to choose? Here’s the WhichCar guide.

How much does the BMW X6 cost?

Which features are standard in the BMW X6?

The entry-level X6 xDrive30d and xDrive40i models share the same equipment list:

• 21-inch alloy wheels with run flat tyres and a space-saver spare
• M Sport exterior styling
• Automatic all-LED exterior lighting with auto high beam
• Rain-sensing automatic rain-sensing wipers
• Keyless entry with push button start and phone key access
• Electric tailgate with hands-free operation
• Heated and auto-folding/auto-dimming exterior mirrors that auto-dip on the passenger side
• Panoramic sunroof
• Dual-zone automatic climate control with rear air vents
• M Leather steering wheel
• ‘Verino’ synthetic leather upholstery
• Electric sports front seats with driver’s memory functionality
• Heated front seats
• BMW live services with over the air updates, real time traffic alerts and remote services
• 12.3-inch digital driver’s display
• 14.9-inch touchscreen with live services and apps like weather
• Satellite navigation with live traffic
• Wireless and wired Apple CarPlay and Android Auto
• AM/FM/DAB+ digital radio
• 10-speaker sound system
• Wireless phone charger
• 6x USB charging ports
• Selectable driving modes
• Configurable interior ambient lighting
• Head-up display

Safety features:

• Seven airbags
• Autonomous emergency braking (AEB)
• Front and rear cross-traffic alert
• Blind-spot monitoring
• Lane keeping assistance with lane departure warning
• Adaptive lane guidance
• Driver attention monitoring
• Adaptive cruise control with stop and go functionality
• Speed limit information
• 360-degree camera
• Automatic parking
• Front and rear parking sensors
• Low-speed rear auto braking
• Automatic post-accident SOS calling
• Alarm with remote theft recorder
• Drive recorder

The X6 has never been tested by ANCAP, but the closely related X5 received a five-star rating in 2018 based on older protocols.

X6 M60i adds:

• Nappa leather instrument panel
• Quad-zone automatic climate control
• Soft-close doors
• Door sill finishers with ‘M60i’ designation
• 464W Harman Kardon sound system
• Metallic paint
• 22-inch alloy wheels
• Tyre pressure monitoring
• High-gloss M Sport package with gloss black mirror caps, and grille
• Red M Sport brakes
• M seat belts
• M Sport exhaust system
• M Sport differential
• Adaptive M suspension including anti-roll stabilisation

X6 optional extras:

• Enhancement Package with 22-inch wheels, metallic paint, tyre pressure monitoring, glass interior trim pieces and 16-speaker Harman Kardon sound system: $6,000
• Comfort Package with heated rear seats, heated and cooled front cup holders, heated front console and door panels, heated steering wheel, rear sun shades and rear privacy glass: $2,500 for the M60i, $3,800 for the 30d and 40i as it also includes quad-zone climate control for them
• Executive Package with massaging front seats, glass interior elements, comfort front seats, ventilated front seats, gesture control: $8,500 (or $6,500 when ordered with Enhancement Package)
• M Sport Pro Package with high gloss exterior trim, shadow line lighting, M Sport brakes with red callipers and an M Sport exhaust (30d and 40i only): $3,000
• BMW Individual ‘Merino’ leather trim in either white, brown, tan or black: $4,000 ($2,500 with Executive Package)
• Nappa leather instrument panel (30d and 40i): $2,500
• Black suede headliner: $2,500
• BMW Individual piano black or ash interior trim: $800
• M carbon fibre interior trim: $1,700
• Remote engine start (40i and M60i): $690
• Four-wheel active steering (standard on M60i): $2,500
• Adaptive air suspension (30d and 40i): $2,500
• Trailer tow hitch: $2,500 (tongue and adaptor cable sold separately)
• Gloss black roof rails: $800
• Luggage compartment package: $800
• 1,508W Bowers & Wilkins Diamond sound system: $8,000 (only in conjunction with the Executive or Enhancement Package on 30d and 40i)

Colour range (all no-cost on M60i):

• Alpine White: no cost
• M Carbon Black: $2,000
• Black Sapphire: $2,000
• Mineral White: $2,000
• M Brooklyn Grey: $2,000
• Skyscraper Grey: $2,000
• Manhattan: $2,000
• Aventurine Red: $2,000
• Dravit Grey (not available on M60i): $4,600
• Tanzanite Blue (not available on M60i): $4,600
• M Isle of Man Green (M60i only): no cost

Interior colour range:

• Silverstone grey
• Coffee brown
• Cognac tan
• Black
• Red and black

How comfortable and practical is the BMW X6?

The interior of the X6 is genuinely luxurious, with ample soft touch surfaces around and some lovely switchgear, like the glass elements of our test car. The cognac colouring of our test car’s upholstery was lovely too, and really gave a warm vibe to the cabin. Our test car also featured a carbon-like trim, which went well with the tan upholstery.

The X6’s cabin is dominated by the twin-screen set up, with a 12.3-inch digital driver’s display accompanied by a 14.9-inch touchscreen with BMW’s latest iDrive 8 software. Unlike the smaller X1 and X2, the X6 has kept the control wheel for use at speed, but it’s also a touchscreen.

The system can also be controlled via voice through saying “hey BMW”, and it’s quite a fast system too. It can be overwhelming to use at first, however, thanks to the sheer amount of features on offer – plus, the climate control is now built into the screen. The shortcut icons make it easier to use, but it’s still not as ergonomic as physical controls.

Still, having features like weather and Spotify inbuilt into the car is handy, and the screen quality is excellent too. We love the classy animations, and the optional Harman Kardon sound system of our test car sounded great as well.

Front seat comfort is excellent with soft and supple upholstery and seemingly endless ways of adjusting the seats – even the side bolsters can be moved in and out to hold occupants in the seat better.

There’s also a lot of storage from the big door bins, big bottle holders, a wireless charger underneath the dashboard, a big space underneath the split-open armrest and a large glovebox as well.

Rear seat space in the X6 is impressive for two occupants given its slinky roofline, though keeping it to two is a good idea as the middle seat is compromised. The rear seat is otherwise reasonably well equipped with air vents, USB-C charging ports, map pockets and door pockets – sun shades, a dual-zone climate zone and heated seats are on the options list.

The X6’s healthy 580-litre boot can be expanded to 1,530L with the rear seats folded and like the rest of the cabin, it’s well finished with lovely carpeting, and also features clever storage solutions like space underneath the floor and on the sides, plus some hooks to hang bags off. Unusually for a modern BMW, there’s also a space saver spare wheel underneath the boot floor.

How big is the BMW X6?

The X6 measures 4,960mm long, 2,004mm wide, 1,700 tall and rides on a 2,975mm long wheelbase.

How much can the BMW X6 tow?

All X6 variants can tow a 3,500kg braked trailer with a 750kg unbraked towing capacity.

Will I enjoy driving the BMW X6?

In an SUV frame of mind, absolutely. The X6’s mechanically identical X5 sibling rewrote the rulebook for how well an SUV could drive upon its release way back in 1999 and the X6 only improves on that thanks to its sportier attitude.

Put simply, the X6 is the sportiest SUV this side of the impressive Porsche Cayenne, which is a big feat – the way the X6 goes around corners despite its heft is great. Of course, it’s not a sports car like a Z4 but the X6’s handling ability is impressive.

While that translates to a slightly firm feel in regular driving, the X6 is still entirely comfortable. While rear visibility isn’t amazing thanks to the sloping roofline, it’s still a very nice place to spend time on the road; its noise suppression is impressive, the steering is well weighted and it’s very easy to drive.

Three turbocharged powertrains are available: six-cylinders with either petrol or diesel power, or a stonking V8 in the M60i. Obviously, the V8 is fast and sounds great, but even the sixes on offer are quite satisfying to drive. Our xDrive40i test car’s engine sounded great, provided more than ample thrust – its claimed 0-100km/h time is just 5.4 seconds – and was pretty good on fuel, aided by the excellent 48V mild-hybrid system that aids both performance and economy.

How much does the BMW X6 cost to run?

The combined fuel consumption for the X6 ranges from 7.7L/100km for the 30d to 9.3L/100km for the 40i and 11.9L/100km for the M60i. Claimed CO2 emissions range from 203g/km for the 30d to 211g/km for the 40i to 261g/km for the M60i. The petrol X6s must be fuelled with premium unleaded fuel and feature an 83-litre fuel tank.

We recorded just over 10L/100km in the xDrive40i in mostly urban driving, which is impressive given the size and weight of the X6.

What warranty covers the BMW X6?

Like all new BMW products, the X6 is covered by a five-year/unlimited km warranty with three years of roadside assistance. BMW’s cars are covered by condition-based servicing, which means that the car decides when it needs a service but once-yearly/every 15,000km is given as a general guide.

A five-year/80,000km service plan costs $3,275 or $655 annually.

Which BMW X6 should I buy?

It really depends on where your priorities lie – all three variants in the X6 range are accomplished, refined and great all-rounders.

The diesel will give good performance with reasonable fuel economy, though diesel isn’t best suited to everybody. The M60i is very fast and makes a great noise, but it’s also almost $200,000 once on-road costs are factored into the price.

For our money, we’d buy the xDrive40i and revel in that lusty petrol six, reasonable thirst and excellent handling. Even unoptioned, it would make for a wonderfully luxurious and sporty SUV under the $150,000 mark.

Which cars rival the BMW X6?

Mercedes-Benz GLE Coupe

Porsche Cayenne Coupe

Genesis GV80 Coupe

Audi Q8