luxury cars-images This blog contains various forms of cars and at a glance most of the new information, present and future, this blog will always feature luxury cars, and sports cars, and provide information about the content, Toyota, Ford, Honda, BMW, Rolls-Royce, Tesla, Mitsubishi, Mazda, Chevrolet, SUV, Automotive, Pick-up, Sports Cars
  • LAMBORGHINI MODEL

    The most visionary models, these unique specimens are set to define the highest limits of technology and design. Unveiled at the most prestigious international Motor Shows, they offer an exclusive look at the most innovative solutions that Lamborghini may adopt in its future series-production models.

  • RAV4 Interior

    Premium materials and a focus on comfort raise RAV4 Hybrid’s level of refinement. Whether appreciating the views through the available panoramic glass roof or finding inspiration from RAV4 Hybrid’s attention to detail, you’ll enjoy a ride that’s ready to go the distance. Explore Interior

  • Ford F-150 Raptor

    The Ford F-150 Raptor pumps out so much fun and such oversize thrills, you'd assume that it had been outlawed years ago

  • Ford Mustang GT500

    Ford Mustang Shelby GT500 makes this car the most powerful car ever made by the American manufacturer. This is because the Ford Mustang Shelby GT500 is equipped with an engine capable of 760 horsepower

  • Tesla Roadster Fastest Electric Car

    Tesla claims the Roadster to be the fastest production car ever made! The second-generation Tesla Roadster can go from 0 to 60 miles per hour in under 1.9 seconds, and this is just for the base model.

2024 Toyota C-HR

Automotive
2024 Toyota C-HR
The first-generation C-HR Hybrid was one of the only hybrid small SUVs you could buy when it launched in late 2019, but in 2024, you are spoilt for choice.

There's the Nissan Qashqai e-Power and its unique set-up, the second-generation Kona now available with a hybrid, and the Mitsubishi Eclipse Cross plug-in, not to mention this car's Toyota Corolla Cross hybrid stablemate.

Now kicking off at $42,990 before on-road costs, the new GXL is $11,275 pricier than the previous point of entry, but to be fair, the outgoing model was offered only with an 85kW/185Nm 1.2-litre turbo-petrol engine.

As for the Koba, pricing now starts at $49,990, also up by more than $11,000 compared to before.

However, the top-spec GR Sport sees the biggest jump, increasing around $16,500 to $54,990, putting it well and truly into hot hatch territory.

An affordable Toyota hybrid the 2024 C-HR is not.

To put it into perspective, the Honda HR-V e:HEV can be had for $47,000 drive-away, putting it at around the same price as the range-opening C-HR GXL, but the former is fitted with more upmarket features.

Likewise, the cost of entry into a Hyundai Kona Hybrid starts at just $36,000 before on-road costs and extends to $46,500, while the fully loaded and much more practical Nissan Qashqai Ti e-Power is $51,590.

However, it might be the Corolla Cross that gives the C-HR the most trouble, with prices ranging from $36,480 to $50,030, it's an easier sell because it feels more substantial and has a broader appeal.

Still, Toyota Australia is aware of the new C-HR's high pricing and is banking on the styling of the 'Coupe High-Rider' to appeal to young couples or empty-nesters who don't want something as dated-looking as a Corolla Cross.

To be fair, the C-HR is attention-grabbing thanks to its signature 'hammerhead' front lighting, flat nose, low roof line, and chiseled derrière.

Fun fact: It is also the first Toyota model with flush-fitting door handles!

For the money, standard equipment includes 17-inch alloy wheels, sports seats, a 7.0-inch driver's display, 12.3-inch infotainment system, six-speaker sound system, keyless entry, push-button start, and a bevy of safety systems ( more details below).

Stepping up to the Koba nets you 19-inch alloys, bi-LED headlights, heated front seats, suede interior highlights, a head-up display, 12.3-inch digital instrument cluster, nine-speaker JBL sound system, wireless smartphone charger, and a powered tailgate.
2024 Toyota C-HR Enginer
As for the GR Sport, it scores a more potent powertrain, and there are also upgraded brakes, a heated steering wheel, GR floor mats and steering wheel, and aluminum scuff plates.

Three options are available to C-HR buyers, a $775 two-tone premium paint finish, a $1550 two-tone plus premium paint finish, and a $2700 two-tone plus premium paint finish with panoramic roof.

Does that sound like an equipment list to justify a near-enough $50,000 and beyond small SUV? Not to me.

You can now get full battery-electric vehicles or full-fat hot hatches for less money than the new C-HR, so you'd have to really love the styling to opt for Toyota's new small SUV over other models on the market.

Key details 2024 Toyota C-HR
Price GXL: $42,990 plus on-road costs
Koba: $49,990 plus on-road costs
GR Sport: $54,990 plus on-road costs
Options Two-tone premium paint – $775
Two-tone plus premium paint – $1550
Two-tone plus premium paint and panoramic roof – $2700
GXL drive-away price: $47,646 (VIC, before options)
Koba: $55,640 (VIC, before options)
GR Sport: $60,850 (VIC, before options)
Hyundai Kona Rivals | Honda HR-V | Toyota Corolla Cross
2024 Toyota C-HR Exterior
How big is a Toyota C-HR?
At least the cabin of the C-HR is a pleasant enough space to be.

It's a Toyota after all, so there is an abundance of hard and scratchy – albeit, hard-wearing – plastics all around, but I like how comfortable the driver feels in here thanks to sweeping door cards that draw your attention forward.

The touchpoints are also nice, with leather found on the steering wheel and shifter, and everything is laid out ergonomically and intuitively.

It's always nice to see buttons for climate controls in 2024, and the C-HR has a dual-zone set-up, while the infotainment system is large and easy to navigate.

The GR Sport flagship also gets a scattering of racier bits in the cabin, including red accenting, branded steering wheel, and aluminum scuff plates.

Storage options are plentiful, although not all that practical. You can get a large bottle in the door pocket, there's a shallow tray for your smartphone and wallet, two cupholders, and a small underarm storage cubby. You'll be able to empty your pockets in the C-HR, but it won't accommodate much else in the front row.

In the second row, though, space is a little lacking luster.

Sitting behind my driving position, I found it hard to get comfortable as there wasn't a lot of leg and head room available for my six-foot-tall (183cm) frame. In fact, if I sit back and upright, my head will foul the roof. I imagine children and smaller adults will be able to fit comfortably, but it is snug.
2024 Toyota C-HR Interior
It's also just quite sparse in the second row. There's no fold-down center armrest, there are no air vents, there's only one back-seat map pocket, and there's no door pocket, just a shallow cupholder and storage tray built into the door cards.

And only in mid-spec Koba and flagship GR Sport grades do you get a single USB-C charging port for second-row passengers.

The funky design comes at a cost, and it is the C-HR's practicality.

Opening the boot of the front-wheel-drive C-HR variant reveals a cavity capable of swallowing 388 liters of volume, compared to 318L in the C-HR of old.

You'll still be able to fit groceries, small luggage cases and the like, but for families with a pram, you'll be better off looking at something like a Hyundai Kona or Nissan Qashqai.

The top-spec GR Sport also has a smaller boot because of the second electric motor driving the rear axle, dropping capacity down to 362L.

Fold the rear seats down and that space swells to 1155L in the GXL and Koba, and 1134L in the GR Sport, making a trip to Ikea or Bunnings a possibility, but rear boot space is not this model's forte.

2024 Toyota C-HR
Seats Five
GXL/Koba boot volume: 388L seats up
GXL/Koba: 1155L seats folded
GR Sport: 362L seats up
GR Sport: 1134L seats folded
Length 4362mm
Width 1832mm
GXL Height: 1558mm
Koba/GR Sport: 1564mm
Wheelbase 2640mm
2024 Toyota C-HR Back
Does the Toyota C-HR have Apple CarPlay and Android Auto?

All versions of the 2024 Toyota C-HR are equipped with a 12.3-inch multimedia touchscreen with Apple CarPlay and Android Auto functionality. However, the former can be connected wirelessly, whereas the latter requires a cable.

For owners who don't want to use the smartphone mirroring feature, there is also built-in satellite navigation across the new C-HR range, as well as digital radio.

The large, widescreen display looks crisp and feels snappy when jumping around the different functions.

The Japanese brand also offers a myToyota Connect smartphone app with 12 months of free access to Connect+ and Multimedia Connect for all new C-HR buyers.

The myToyota Connect app allows access to an online service booking tool, C-HR instruction manuals, recall notices, and Ampol service station discounts.

However, remote vehicle status monitoring, remote climate-control adjustment, and a vehicle locator are walled behind the Connect+ service, which will cost customers $9.95 per month after the initial 12-month period.

The Multimedia Connect functionality is another $12.50 per month after the complimentary period ends, and allows users to set up multiple infotainment profiles, and push in-car satellite navigation to smartphones for last-mile directions.

Is the Toyota C-HR a safe car?
The 2024 Toyota C-HR is yet to be tested by ANCAP or Euro NCAP, and therefore does not have an official crash-test safety rating.

For what it's worth, Toyota has traditionally performed well in crash testing and fits a lot of required safety equipment as standard for a five-star score.

What safety technology does the Toyota C-HR have?
Despite not having a crash test score, the 2024 C-HR is fitted with a long list of safety equipment that bodes well if, or when, it is examined by ANCAP.

Each grade comes with Toyota's Safety Sense suite that bundles autonomous emergency braking (AEB) with pedestrian and cyclist detection, intersection collision avoidance, emergency steering assist, adaptive cruise control, traffic sign recognition, lane-trace assist, lane-departure warning, and automatic high beams.

Other standard active safety systems include a driver attention monitor, blind-spot monitoring, safe exit assist, rear cross-traffic alert, semi-autonomous parking, a surround-view monitor, and front and rear parking sensors.

Stepping up to the Koba and GR Sport adds adaptive high beams.

All new C-HRs are fitted with 10 airbags.

Autonomous Emergency Braking (AEB) Yes Includes pedestrian, cyclist, junction
Adaptive Cruise Control Yes Includes curve speed reduction
Blind Spot Alert Yes Includes Safe Exit Assist
Rear Cross-Traffic Alert Yes Alert and assist functions
Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist
Road Sign Recognition Yes Includes speed limit assist
Driver Attention Warning Yes Includes fatigue monitor
Cameras & Sensors Yes Front and rear sensors, 360-degree camera
How much does the Toyota C-HR cost to run?
Each new Toyota C-HR comes with a five-year/unlimited-kilometre warranty, which matches the industry standard, but trails Kia and Mitsubishi's seven- and 10-year periods respectively.

Scheduled service intervals are every 12 months or 15,000km, whichever occurs first.

The C-HR also boasts capped-price servicing for its warranty period, with each annual maintenance costing just $200.

This means that over five years, owners could shell out as little as $1000 to keep the C-HR on the road, which is slightly costlier than the Honda HR-V ($995), but much more affordable than the Hyundai Kona Hybrid ($2535).

Due to the newness of this model, our insurer was unable to provide a comprehensive quote for the 2024 Toyota C-HR.

For reference, a Hyundai Kona Hybrid will cost $1504 to insure, while a Toyota Corolla Cross is $1920 and a Honda HR-V is $2280, based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

At a glance 2024 Toyota C-HR
Warranty Five years, unlimited km
Battery warranty Five years, unlimited km
Service intervals 12 months or 15,000km
Servicing costs $600 (3 years)
$1000 (5 years)
Is the Toyota C-HR fuel-efficient?
With all versions of the new C-HR fitted with a hybrid powertrain, fuel efficiency is a forte.

Officially, the GXL and Koba feature an official fuel economy figure of 4.0 litres per 100 kilometres, whereas the GR Sport boasts a 4.1L/100km number.

The reason for the variance is that the GXL and Koba make use of a 1.8-litre petrol engine that is paired with a single electric motor with a combined output of 103kW that drives the front wheels.
Share:

2024 Mitsubishi Outlander PHEV Exceed Tourer

2024 Mitsubishi Outlander PHEV Exceed Tourer Review
2024 Mitsubishi Outlander PHEV Exceed Tourer
Plug-in hybrid electric vehicles are presented as the ‘best of both worlds’ solution to curbing fuel use and minimizing emissions output while maintaining ease of use for long-distance drives. Japanese manufacturer Mitsubishi has arguably done the most for the niche technology with its introduction of the Mitsubishi Outlander PHEV more than a decade ago.

While other car makers have stuck with the tried-and-true simplicity of regular 'closed-loop' hybrid powertrains, or gone full electric, Mitsubishi persists with the plug-in hybrid approach in the latest-generation (fourth) Outlander.

The Mitsubishi Outlander plug-in hybrid offers some pretty decent boasts that aren't always common in the medium-sized SUV segment. These include its electrified powertrain (which we got stuck on shortly), its seven seats, and also the strong 10-year warranty.

We've stepped back behind the wheel of an Outlander PHEV, in top-spec Exceed Tourer guise, to find out whether it continues to provide weight behind the idea that you can have your cake and eat it too.

How much is a Mitsubishi Outlander PHEV?
Buyers after fuel-saving plug-in hybrid technology can get themselves into an Outlander for as little as $57,290 before on-road costs. But we've got the flagship Exceed Tourer variant that costs $71,790 (plus ORCs).

Over and above its predecessor, the Outlander plug-in comes with a larger 20kWh battery, higher-output electric motors, a bigger 84km claimed electric driving range, and the simple fact that you can now have seven seats with the electrified variant – that wasn't the case. 't a thing in its last generation.

In something of a win for buyers, the plug-in hybrid powertrain option is available at almost every price point of the Outlander line-up, meaning the Outlander ES, Aspire, Exceed and Exceed Tourer all have that electrified option, with only the Outlander LS does not have a plug-in option.

Alternative electrified rivals such as the Nissan Qashqai e-Power, Honda CR-V e:HEV or Toyota RAV4 Hybrid offer frugal powertrains, but without plug-in capabilities, these rivals can't touch the Outlander's lowly 1.5L/100km fuel claim – if used in the right way.

Standard features across the range include a 12.3-inch digital instrument cluster, 9.0-inch touchscreen, LED headlights, climate control, eight airbags, and advanced safety features including autonomous emergency braking, adaptive cruise control, and blind-spot monitoring.

However, we've got the flagship Exceed Tourer variant that impresses thanks to its two-tone exterior paint. On most cars this adds a black roof, but because our tester's base color is black, the roof is finished in contrasting silver… an interesting look. Let me know what you think of it in the comments below.

You also get massaging front seats, two-tone leather-upholstered cabin, and rear seat heating on this Exceed Tourer spec.

The Exceed Tourer shares some of its equipment with models lower down in the range, such as a panoramic sunroof, tri-zone climate control, 10-speaker Bose sound system, and rear door sun blinds.

But you do pay for it, and the price has crept up by more than $3000 compared to when this car arrived in Australia roughly 18 months ago.

The Outlander PHEV is powered by a 2.4-litre naturally aspirated four-cylinder engine paired with electric motors at the front and rear. According to Mitsubishi, combined output stands at 185kW/450Nm.

Connect the Outlander's 20kWh battery to a DC fast charger and you'll have 80 per cent charge in just under 40 minutes. On a regular 240-volt home outlet, a 100 per cent charge will come in 12 hours.

Impressively, power also goes the other way. The Outlander comes with the capability to divert its charge using V2G or V2L technology. The latter is handy to power devices while camping, for example, and is accessed via the boot.

Key details 2024 Mitsubishi Outlander PHEV Exceed Tourer
Price $71,790 plus on-road costs
Color of test car Black Diamond / Sterling Silver roof
Options None
Price as tested $71,790 plus on-road costs
Drive-away price $77,720 (Melbourne)
Nissan X-Trail Rivals | Mazda CX-60 | Toyota RAV4
2024 Mitsubishi Outlander PHEV Exceed Tourer Exterior
How big is a Mitsubishi Outlander PHEV?
Inside, our specifications Outlander gets two-tone leather-appointed seats with a unique diamond stitch pattern. Normally it's the kind of thing you see in Bentleys, but I quite like the increased sense of style it gives to the Outlander's cabin. That said, the 'tan' leather color is far too orange for my liking.

There's good space around me, and I found it simple to touch and produce all controls without reaching. It all feels quite nice too, apart from the door cards that have a bit too much flex to them and the steering wheel that has a hollow feel to it.

Another gripe I have with the Exceed Tourer spec is its incandescent interior lamps – you can't have something so old in a $71,790 car, where LED cabin lighting should be fitted.

The interior storage space is standard fare really. There's a center console bin, twin cupholders, wireless phone charger, and of course a deep glovebox. It also gets several narrow slots beside the transmission tunnel, plus a USB-A and USB-C port for charging devices.

I love the airy cabin feel provided by the sunroof, even with the dark headliner.

Second-row passengers get a bit of a raw deal. The seats recline, the base slides forward and back as you need, but the head room is encumbered by the sunroof in this variant. The leg room is only so-so.

Air vents and a USB-A and USB-C port are found behind the center console bin, plus a full three-prong 220V power outlet. It also gets air controls and heated outboard seats.

It's a little trickier to gain access to the Outlander's third row than, say, a large SUV with seven seats. This is due to a tight aperture to sneak through.

It's a pretty tight space and I don't physically fit, but then again I'm 194cm tall. The third row doesn't have air vents either, although there are two cupholders back there.

In terms of storage capacity, there is 191 liters of space behind the third row, 461L behind the second row, and 1387L as a maximum.

As a point of comparison, the rival-sized Volkswagen Tiguan Allspace stocks 230L to the third row, 700L to the second row, and 1775L to the first row. However, it doesn't have to hide a big battery under its floor.

A tire repair kit is found beneath the boot floor. Sorry, no spare.

2024 Mitsubishi Outlander PHEV Exceed Tourer
Seats Seven
Boot volume 191L to third row
461L to second row
1387L to first row
Length 4710mm
Width 1862mm
Height 1745mm
Wheelbase 2706mm

Does the Mitsubishi Outlander PHEV have Apple CarPlay and Android Auto?
Mounted centrally on the dashboard is a 9.0-inch touchscreen – the same size you get in other variants in the range. Maps and menu screens present with nice looks and navigation between the various settings is straightforward. If you're not such a fan of the system, Apple CarPlay and Android Auto smartphone mirroring is available as a backup with wired connectivity for both, or the option of wireless Apple CarPlay.

Screen sizes on top-grade rivals include 12.3 inches for the Nissan X-Trail e-Power or 10.5 inches for the Toyota RAV4 Hybrid.

The infotainment screen conveniently has an array of shortcut buttons and dials to change items when on the go. You can also arrange the home screen how you want it with configurable icons.

On this Exceed Tourer model grade, buyers get a 12.3-inch digital instrument cluster that uses attractive dial-like graphics to show powertrain activity and speed, plus there's also a changeable display right in the center. It is also equipped with a head-up display to show things like speed in front of the driver, so no excuses for venturing over the posted speed limit.

Mitsubishi offers some smartphone companion apps in other markets outside Australia, so Outlander PHEV owners can schedule services for example, but the local support for these apps is limited. I wasn't able to connect my test car to the smartphone app on my iPhone and other users reported poor in-app experiences.
2024 Mitsubishi Outlander PHEV Exceed Tourer Interior
Is the Mitsubishi Outlander PHEV a safe car?
The Mitsubishi Outlander PHEV was safety-tested and scored by ANCAP in 2022 and its five-star rating is valid until December 2028. This was done against ANCAP's 2020–22 protocols.

Breaking it down, the Outlander scored 83 per cent for adult occupant protection, 92 per cent for child occupant protection, vulnerable road users get a protection rating of 81 per cent, and safety assist technologies get an 83 per cent score.

Comparing the above individual scores, the rival Toyota RAV4 Hybrid scored 93 per cent for adult occupant protection, 89 per cent for child occupant protection, 85 per cent for vulnerable road user protection, and 83 per cent for its safety assist technologies.

2024 Mitsubishi Outlander PHEV Exceed Tourer
ANCAP rating Five stars (tested 2022)
Safety report Link to ANCAP report

What safety technology does the Mitsubishi Outlander PHEV have?
Beyond the list of safety inclusions below, the Mitsubishi Outlander is equipped with an audible 'bong' played to the exterior of the car while it's in reverse gear. The bell-ringing noise sounds funny to my ears, but it does aid pedestrian awareness of the car's low-speed maneuvering. It also gets eight airbags including a front center airbag.

In terms of functionality, the systems below operated without fault, and I was pleased with how well the car kept up with traffic ahead while using the adaptive cruise-control system.

Autonomous Emergency Braking (AEB) Yes Includes cyclist, pedestrian, and junction awareness
Adaptive Cruise Control Yes Includes traffic jam assist
Blind Spot Alert Yes Alert only
Rear Cross-Traffic Alert Yes Alert and assist functions
Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist
Road Sign Recognition Yes Includes speed limit assist
Driver Attention Warning Yes Includes fatigue monitor
Cameras & Sensors Yes Front and rear sensors, 360-degree camera
How much does the Mitsubishi Outlander PHEV cost to run?
Mitsubishi covers Outlander PHEV buyers with a generous 10-year/200,000km warranty, although the caveat is you'll have to service exclusively within the Mitsubishi network otherwise the deal reverts to five years and 100,000km.

Servicing should take place every 12 months or 15,000km (which ever occurs sooner) and is price-capped up to 10 years (to match the warranty). Three years of servicing costs $1197 or five years costs $2045.

This compares to the Nissan X-Trail that has upfront servicing costs of $1158 for three years or $2020 for five years. However, the Nissan's service intervals are shorter – 10,000km or 12 months (whichever is sooner).

Roadside assistance coverage for the Outlander PHEV extends to four years as long as servicing is completed within the Mitsubishi network.

The Mitsubishi Outlander Exceed Tourer PHEV will cost $1699 per year for comprehensive insurance based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

This compares with a comprehensive quote of $1460 for the Toyota RAV4 Edge Hybrid or $1189 for the Nissan X-Trail Ti-L e-Power. However, these cars have a lower purchase price compared to the Mitsubishi and aren't direct rivals.

At a glance 2024 Mitsubishi Outlander PHEV Exceed Tourer
Warranty Five years, 100,000km
10 years, 200,000km (if serviced with Mitsubishi)
Battery warranty 8 years or 160,000km (whichever occurs first)
Service intervals 12 months or 15,000km
Servicing costs $1197 (3 years)
$2045 (5 years)
Energy cons. (on test) 22.2kWh/100km
Battery size 20kWh
Driving range claim (NEDC) 84km
Charge time (240V AC, 1.3kW) 9h 30min
Charge time (240V AC Wallbox, 7kW) 6h 30min
Charge time (kW max rate) 38min (0–80%)

Is the Mitsubishi Outlander PHEV fuel efficient?
The big boast for Mitsubishi's Outlander PHEV is its claimed fuel efficiency of 1.5 liters per 100 kilometers. This is far more fuel-efficient than Toyota's RAV4 Hybrid (which claims 4.7L/100km) and Nissan's X-Trail e-Power (at 6.1L/100km).

However, this can only be achieved by ensuring the car runs smoothly on electric power, meaning it needs to be regularly recharged. If the car runs out of battery, it ends up dragging the heavy battery around on petrol power.

There are four modes to the Outlander PHEV's powertrain: Normal (cycles between petrol and electric), EV (uses electric power), Save (saves the battery's charge level for a later date), or Charge (which charges the battery using the onboard generator ). With the latter mode, this can charge the battery from 10 to 80 per cent in 1.5 hours. Both front and rear electric motors can act as generators to replenish the battery too, harvesting power when slowing or coasting.

The Outlander is capable of DC charging through a CHAdeMO connector or can accept AC charging at home. Mitsubishi doesn't quote a maximum charge capacity for its CHAdeMO DC charging capability, but I saw a max output of 20kWh.

In practice, I saw fuel consumption as low as 0.6L/100km when the electric battery was in use. However, that lasted about 70km in my testing. After that point, the petrol motorbike took over and I started to see higher consumption between 5–6L/100km.

Fuel efficiency 2024 Mitsubishi Outlander PHEV Exceed Tourer
Fuel cons. (claimed) 1.5L/100km
Fuel cons. (on test) 0.6L/100km
5-6L/100km (with battery depleted)
Fuel type 91-octane unleaded
Fuel tank size 56L

What is the Mitsubishi Outlander PHEV like to drive?
You might've seen Mitsubishi's ad, featuring Australian TV's lovable larrikin Russell Coight, perpetuating the idea that the Mitsubishi Outlander PHEV is simply an electric vehicle.

This generation of Outlander PHEV is designed to feel more like an electric vehicle than ever before – but it's not quite. It's designed to be an electric vehicle for up to 84km, before reverting to its 2.4-litre petrol motor.

In any case, the resulting feel of the Outlander PHEV is very much like an electric vehicle when you first start driving. In Normal mode the car uses battery power until either the battery is depleted or it cannot provide enough shove to match the throttle input.

On electric power alone, the 85kW front/100kW rear motors provide ample acceleration off the line, and the car quickly scoots up to the speed limit without needing petrol power.

The petrol part of the powertrain consists of a 2.4-litre four-cylinder engine that outputs 98kW on its own. Mitsubishi claims combined outputs of 185kW/450Nm through a Super All-Wheel Control (all-wheel-drive) system and a single-speed transmission.

Noise from electric motors is non-existent, and the car should easily last the average Australian commute distance of 16km. In fact, it could even last two days between charges if commutes were that short.

But once the petrol engine fires up, the switch between both forms of power is smooth and seamless, as you'd find in other regular hybrids such as the Toyota RAV4 Hybrid. It is quite noisy, however, especially when the powertrain is set to Charge mode to replenish battery levels.

In addition to the changeable battery modes mentioned in the section above, the Outlander comes with seven separate terrain modes that prime its all-wheel-drive system for different surfaces.

It's also equipped with a one-pedal drive mode, which can slow the car down to a crawl while simultaneously recuperating energy for the battery. It doesn't slow to a stop, though.

Other than the noise emitted by the engine, I noted a fair amount of tire slap from the front axle going over scrabbly roads in Melbourne. It didn't upset the experience, but it's certainly noticeable around town. The car is a hefty 2145kg, so it can feel its weight going around corners and lugging over speed humps.

That said, the comfort levels are high for a mid-size SUV, and between the plush seats and soft ride quality, the overall Outlander experience is comfortable.

While the Outlander PHEV's steering efforts are light, making it an easy thing to drive around and slot into car spaces, the system is devoid of feel. Fair, nothing looks like a mid-size SUV for steering feedback, but there's a distinct lack of it that I noticed.

Otherwise, vision out of the cabin is easily managed and the high-set driving position helps to keep other cars in view.

Key details 2024 Mitsubishi Outlander PHEV Exceed Tourer
2.4-litre four-cylinder petrol engine
Power 98kW petrol motorbike
85kW front electric motor
100kW rear electric motor
185kW combined
Torque 450Nm combined
Drive type All-wheel drive
Single-speed automatic transmission
Power-to-weight ratio 86.2kW/t
Weight (curb) 2145kg
Spare tire type Tire repair kit
Tow rating 1600kg braked
750kg unbraked
Turning circle 11.2m
2024 Mitsubishi Outlander PHEV Exceed Tourer Side back
How do I buy a Mitsubishi Outlander? The next step.
We've driven the flagship Outlander PHEV Exceed Tourer variant, which is the most expensive way you can buy into the Mitsubishi Outlander range. While the plug-in hybrid technology is good under the skin, I'd argue it's better applied to the Aspire specification.

This costs $63,790 before on-road costs, which is far easier to stomach (as a price point) compared to where the Exceed Tourer sits. There's also a good balance of equipment and luxuries inside its cabin.

Mitsubishi says there is "currently strong demand in the network so there is limited unsold stock available. It's best for customers to contact their local dealer to check".

"It does look like more unassigned stock will flow through from April and then into May and June."

The next step on the purchase journey is to check the Mitsubishi website for stock of your preferred Outlander PHEV variant. You can also find Outlanders for sale at Drive.com.au/cars-for-sale.

We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ. Find your nearest Mitsubishi dealer via this link. We'd also recommend test-driving the Toyota RAV4 Hybrid because it is popular with consumers and is a good benchmark.
Share:

2024 Volkswagen Amarok TDI405 Core

2024 Volkswagen Amarok TDI405 Core
In the world of Australia’s thriving dual-cab ute culture, it’s the headline-stealing range-topping variants that grab the limelight. Think Ford Ranger Raptor, or Nissan Navara Warrior, or Volkswagen Amarok Panamericana and Aventura. They’re the dual-cab generals, the headline act leading an army of hard-working foot soldiers.

And as in any hierarchy, it’s the foot soldiers that do the heavy lifting. In the world of dual-cab utes that means entry-level workhorses; pick-ups without the fancy sticker packs and the increasingly common add-ons.

Meet the Volkswagen Amarok Core, the German brand’s most affordable dual-cab ute in Australia.

But don’t be deceived by the ‘entry-level’ tag underpinning the Amarok Core. Volkswagen has gone to some lengths to ensure its ‘tradie spec’ utilitarian workhorse can serve double time as a workaday truck during the week, and a comfortable family lugger on weekends.

Plenty has been written about the Amarok’s relationship to the best-selling Ford Ranger, and we’re not going to go over old ground here other than to say that Volkswagen and Ford shared the development of their respective utes to keep costs down.

Instead, the focus is, and should be, on whether this base-spec Amarok Core is the answer for those whose budget doesn’t stretch to the big bucks the headline-grabbing dual-cabs are asking for – and getting – these days.

How much does the Volkswagen Amarok cost in Australia?
Things don’t get much simpler than the Volkswagen Amarok Core we have here. It’s finished in Clear White, the only no-cost shade in the range’s eight-colour palette (the remaining seven metallic hues attract a $990 premium) and it’s fitted with exactly zero options. Because, other than metallic paint, there are none available. What you see is what you get.

The Amarok Core is priced at $52,990 plus on-road costs, and according to Volkswagen Australia’s website that translates to $54,990 drive-away nationally for MY23 stock. That places VW’s most affordable Amarok in a fair fight against some of its key rivals.

It's worth noting that pricing is for the MY23 Amarok Core, with the imminent arrival of 2024 models coming with a price rise thanks to Volkswagen adding some safety technologies missing from the base model. When new stock arrives later this year, the Volkswagen Amarok Core will be priced from $55,490 plus on-road costs, an increase of $2500 over the MY23 model.

The most obvious rival is the Ford Ranger XL Auto Double Cab – which shares the same engine and transmission as its Amarok Core sibling – and is priced at around $56,000 drive-away in NSW.

A comparable Toyota, the HiLux Workmate Auto 4x4 Double Cab, is also priced at around the $56K mark drive-away, while a Nissan Navara SL Auto 4x4 Dual Cab sits at around $55,380 drive-away, prices may vary by location.

At the more affordable end, buyers might also consider a challenger brand from South Korea. The SsangYong Musso in ELX Auto 4x4 specification is priced at a very sharp $40,000 drive-away, undercutting its rivals by some margin – even the most expensive Musso XLV Ultimate, fully optioned still only comes to $48,500 drive-away.

So that places the Amarok Core at the upper price range of entry-level dual-cab utes, but still more affordable than some of its main rivals. But VW has done enough to justify the Core’s price which presents, largely, as anything but a bare-bones tradie-spec workday utility.

While our test car came finished in basic white, its 17-inch alloy wheels are anything but basic at the end of the dual-cab ute playground, where steel wheels rule the day.

Other exterior features include side steps, tie-down rails along the top of the tub, LED headlights and daytime running lights, as well as a towbar.

Inside, there’s a large 10-inch infotainment portrait-style touchscreen with Apple CarPlay and Android Auto smartphone mirroring, wireless smartphone charging, digital radio, and an 8.0-inch digital instrument display.

A good range of Volkswagen’s advanced safety technologies is bundled into the Amarok Core, but there are some key omissions in this entry-level model... for now, but with a fix on the way. We’ll detail those later in this review.


Key details 2024 Volkswagen Amarok TDI405 Core
Price $52,990 plus on-road costs
Colour of test car Clear White
Options None
Price as tested $52,990 plus on-road costs
Drive-away price $54,990 (National)
Rivals Ford Ranger | Nissan Navara | Toyota HiLux

How much space does the Volkswagen Amarok have inside?
The cabin of the Amarok Core is a blend of niceties and some features that lean towards basic. There’s cloth seating and a polyurethane steering wheel, there’s a manual handbrake (against the more modern electronic park brake), while to start the Core is a good old-fashioned key in the barrel affair.

The standard-fit side steps are a welcome addition, and while the vinyl floor mats inside might look low-rent, they’re eminently practical in what is essentially a workhorse.

The front seats are comfortable, eight-way manually adjustable for the driver, although the passenger side only scores four-way adjustment, missing out on height adjustment.

There are plenty of storage nooks up front, including the obligatory cupholders, bottle holsters in the door pockets, a huge glovebox, as well as a handy and useful dash-top storage compartment with lid. The centre console features a storage bin, although the lid is finished in hard plastic; no comfy elbow rests here.

The second row is spacious, as you’d expect in a dual-cab, but it’s a pretty spartan affair back there. Missing in action are niceties like air vents or USB charging points, with just a single 12V outlet doing the heavy lifting of keeping smartphones and devices topped up.

There are cupholders located in a fold-down armrest, while the outboard seats are equipped with ISOFIX child seat mounts. Additionally, two top-tether anchors are located on the outboard seat backs.

Aside from the immediate impact of that impressive tablet-style touchscreen, the cabin remains largely a work zone, with hard plastics in abundance, durable seat trims and easy-to-clean vinyl flooring.

Out back is where the Amarok Core earns its stripes, with a workmanlike (and unlined) tub measuring in at 1544mm long, 1224mm wide between the wheel arches and 529mm deep. It’s capable of accepting an Australian standard pallet. There are six-tie down points in the tub, rated to 400kg each, although noticeable by its absence is a 12V plug available higher up the Amarok range.

Payload is rated at 1042kg, the best of any Amarok in the range. The next model up the range ladder, the Amarok Life, is rated to 988kg, dropping to 872kg in the range-topping Aventura.

The Core’s 1042kg payload is decent for a workhorse, and mid-pack when compared against its main rivals, not quite at the level of the Navara SL Auto and its 1117kg, or the Ranger XL’s 1054kg, but ahead of the HiLux Workmate’s even 1000kg.

The Amarok Core comes standard with a tow bar and 12-pin trailer plug. Towing is rated at 3500kg braked or 750kg unbraked, par for the segment.

2024 Volkswagen Amarok TDI405 Core
Seats Five
Tray size 1544mm (load length)
1224mm (between wheel arches)
529mm (height)
Length 5362mm
Width 2208mm
Height 1884mm
Wheelbase 3270mm

Does the Volkswagen Amarok have Apple CarPlay and Android Auto?
A 10-inch portrait-style touchscreen hosts the Amarok Core’s infotainment system. It’s pretty basic at this end of the range, fundamentally playing host to your smartphone.

Apple CarPlay and Android Auto able to be paired with either a cabled or wireless connection. There’s AM/FM/DAB+ radio, and Bluetooth phone and audio streaming. While a basic four-speaker sound system sounds pretty grim on paper, it proved surprisingly adequate with good sound quality.

There’s no satellite navigation, so you’ll need your smartphone if you need route guidance. That's no big deal, as we have found time and time again that mapping via Apple or Android is usually superior to native systems.

Using the climate controls is an exercise in frustration. Buried inside the touchscreen, accessed via a ‘Climate’ tab on the screen, it takes several inputs to adjust things like temperature, fan speed or even the direction of airflow. We’re looking forward to the day when car makers realise that some things simply shouldn’t be digitised.

Is the Volkswagen Amarok a safe car?
The entire Volkswagen Amarok range was awarded a five-star ANCAP independent safety rating in 2023.

It scored well in adult occupant protection at 86 per cent, an excellent 93 per cent for child occupant protection, 74 per cent in vulnerable road user protection and 83 per cent for its safety assist systems.

2024 Volkswagen Amarok TDI405 Core
ANCAP rating Five stars (tested 2022)
Safety report ANCAP report

What safety technology does the Volkswagen Amarok have?
The Amarok Core is equipped with autonomous emergency braking with pedestrian and cyclist monitoring, lane-keeping assist with departure warning, intelligent speed limiter with speed sign recognition, adaptive cruise control, a rear-view camera, tyre pressure monitoring, driver attention alert, and front and rear parking sensors.

The Amarok Core misses out on a couple of key safety items including blind-spot minoring and rear cross-traffic alert, while higher grades of Amarok also get a 360-degree camera. For new vehicles ordered after February 1, 2024 the Core adds the missing blind spot and rear cross-traffic tech which accounts for the price rise on MY24 models.

A suite of nine airbags, including the relatively new front-centre ’bag that mitigates head clashes between occupants in the event of an accident, is standard across the Amarok range.

Crucially, for those who use their dual-cabs as family haulers, the airbag coverage in this all-new Amarok now extends to the second row, which was a glaring omission in the previous-generation model.

How much does the Volkswagen Amarok cost to maintain?
The entire Amarok range is covered by Volkswagen’s five-year, unlimited-kilometre warranty. Servicing is recommended every 12 months or 20,000km, whichever comes first.

Volkswagen is currently offering five years’ complimentary servicing for Amarok Cores purchased before 31 March, 2024.

After that, scheduled workshop visits will set you back $1800 over five years or 100,000km under VW’s Five Year Care Plan.

For context, the Amarok’s Ford Ranger cousin asks for $1385 over four years/60,000km of scheduled services.

Comprehensive insurance for the Amarok Core runs to $1739 per annum, based on a comparative quote from a leading insurer for a 35-year-old male driver in Chatswood, NSW. Insurance estimates vary based on your location, driving history, and personal circumstances.

That’s a not insignificant $300 or so more than the premium asked for the Amarok Core’s identical twin under the skin, the Ford Ranger XL, which attracts a $1421 fee for comprehensive insurance from the same provider.

At a glance 2024 Volkswagen Amarok TDI405 Core
Warranty Five years, unlimited km
Service intervals 12 months or 20,000km
Servicing costs Complimentary (5 years - vehicles purchased before 31/03/2024)
$1800 (5 years, prepaid - vehicles purchased after 31/03/2024)

The Volkswagen Amarok Core is the lone ranger in the line-up when it comes to engine and transmission. It’s powered by a single-turbo 2.0-litre four-cylinder diesel mated to a six-speed automatic transmission.

Other Amaroks, depending on the model, are boosted variously by a twin-turbo four-cylinder diesel, a 3.0-litre turbo-diesel V6 or a turbocharged 2.3-litre four-cylinder petrol. All are matched with a 10-speed automatic transmission.

But the lack of one turbo and four gear ratios doesn’t take away from the Core’s driving merits. With 125kW and 405Nm, the latter available at a very user-friendly 1750–2500rpm, the Amarok Core feels sprightlier than its numbers suggest on paper.

It’s never going to win the traffic light dash, but neither is it a sluggard when moving away from a standstill. And it’s adequate at speed too, getting up to highway cruising speeds reasonably well, although once there, effecting an overtake will take some circumspection.

The six-speed auto is a good ’un, and arguably more accomplished and user-friendly than the 10-speed auto found in more expensive models, which has a tendency to shuffle through cogs more than it needs to.


Instead, the six-speed in the Core never feels overly intrusive or jerky. Instead, the transmission simply gets on and does the job of being in the right gear. It can be caught out when a brisk downshift is required, the transmission sometimes taking a smidge too long to react after a more urgent step on the throttle demanding a burst of acceleration.

It’s worth noting that while the Amarok Core is indeed an off-road-capable four-wheel-drive when you want it to be, its part-time four-wheel-drive system is only suitable for loose surfaces. That means, around town and on the highway, the Core is rear-wheel-drive only. Drive modes – 2H (rear-wheel drive), 4H (four-wheel drive high) and 4L (low) – are selected via a dial located in the centre console.

V6 Amarok models further up the food chain feature a different 4x4 system with a 4A (automatic) setting that can be used on sealed surfaces for extra grip in slippery conditions and a little bit of peace of mind, as well as off-road. All Amaroks are fitted with a locking rear differential that can be activated by the press of a button in the centre console.

The Amarok Core’s ride comfort is acceptable for the segment, if a little jiggly when unladen. Like just about every dual-cab ute, the Amarok’s suspension tune has been calibrated with a full payload in mind, and that means when unladen, the back can feel a little bouncy. It’s not terrible by any stretch, and we’ve encountered much worse in dual-cabs of all persuasions.

The saving grace here is the Amarok’s excellent Continental highway-terrain tyres that wrap around the standard 17-inch alloys. With a nice fat sidewall, the Contis play their part in absorbing some of the lumps and bumps that blight out roads, flattering the dual-cab ute’s ride comfort.

The steering feels nicely tuned too, responsive to inputs without that laziness we sometimes see in the segment, especially in older utes. It doesn’t feel overly heavy either, making for a surprisingly easy time of navigating urban enclaves and parking.

The brakes, though, do require some adjustment to your thinking behind the wheel. Discs up front but decidedly old-school and low-tech drums at rear, the Core does require a little longer to pull up than if it were fitted with discs all around like those Amaroks higher up the range ladder.

While we did not have the opportunity to take the Core off-road this time around, we have previously tested both its abilities on loose surfaces as well as seeing how it composed itself with 900kg in the tray. You can read more here.


Instead, our largely urban week with the Amarok demonstrated that despite its entry-level standing in the broader range, the Amarok Core is perfectly adept at handling daily driving duties with the family on board.

Key details 2024 Volkswagen Amarok TDI405 Core
Engine 2.0-litre four-cylinder turbo diesel
Power 125kW @ 3500rpm
Torque 405Nm @ 1750–2500rpm
Drive type Part-time four-wheel drive
Transmission 6-speed torque converter automatic
Power-to-weight ratio 56.6kW/t
Weight (tare) 2208kg
Spare tyre type Full-size
Tow rating 3500kg braked
750kg unbraked
Turning circle 12.8m


As more and more Australians are buying dual-cab utes as their multifunctional vehicle, it’s not surprising that manufacturers everywhere have upped the ante. Once the domain of tradies and hardcore off-roaders, buyers today are looking for more comfort, more features, and more safety technology than ever before.

The Volkswagen Amarok Core delivers on all fronts, although the omission of some key safety technologies is a bit of a letdown. Still, in terms of where it once was to where it sits now in the segment, the most affordable Amarok can serve three masters – the weekday tradie, the weekend off-road warrior, and the family hauler – all in one handsomely designed package.

Sure, the limelight remains firmly on those more family-focussed variants further up the range, but if your needs run to a dual-cab that can comfortably carry the family while serving capably as a rough-and-tumble work truck, then the Volkswagen Amarok Core is well worth a spot on your shortlist.

While it would be easy to suggest that Amaroks higher up the food chain – such as the Life or the Style – might represent better value in terms of standard equipment and a more powerful engine and transmission combination, there’s a simple charm to the entry-level Core that’s hard not to like. And we’d argue the six-speed auto is a better bet than the busy 10-speed found in those models.

And if you can live without blind-spot monitoring and rear cross-traffic alert, snaffling a 2023 Amarok Core will save you around $2500 over updated 2024 models that will start arriving in dealerships soon.

For those looking to enter the Amarok fray, Volkswagen Australia says it has “good stock on the ground for immediate delivery, depending on the dealer”. It’s worth checking with your local dealer, which you can do online here.


You can also search new and used Amaroks for sale at Drive.com.au/cars-for-sale.

As always, we’d recommend test-driving the Amarok Core against some of its rivals in the segment such as the Nissan Navara, Toyota HiLux or Ford Ranger.

And if you want to stay updated with everything that's happened to this car since our review, you'll find all the latest news here.
Share:

Dacia Duster

Dacia Duster Automotive
The Dacia Duster offers such great value for money, you'll wonder why you spent the extra money on a more expensive model. It's not the most inspiring car to drive, and the interior lacks luster, but in all respects the Duster holds its own in an increasingly competitive market.

The second-generation Duster received a facelift in 2021, with updates to the exterior design, interior trim and infotainment system all helping to keep it competitive, while Dacia continues to offer an all-wheel drive option meaning the Duster could be the best model yet. the value of a decent off-road car on the market.


Dacia Duster Exterior
About Dacia Duster
Car prices may continue to rise, but the Dacia Duster is one of the biggest bargains out there. This SUV is equally at home carrying out family car duties as it is off-road. There's already a lot to like, but the fact that it's the same purchase price as a supermini is what's most appealing.

It's no surprise then that the first generation Duster, introduced to the UK in 2012, has a reputation for being excellent value for money, earning it a legion of loyal fans. The current second-generation Duster picks up where the old model left off, with improvements made in key areas.


Dacia Duster Interior
Visually, the second generation Duster looks very similar to the old model – Dacia isn't going to mess around with a winning formula. It is more attractive and classy than before. It received further improvements in the 2021 refresh, including revised headlights, a new grille design, a rear spoiler and some updated wheel designs. The brand also updates its old shield logo in 2022 with a new “Dacia link” design adorning the front grille and steering wheel, while 'DACI A' lettering appears on the boot.

Inside, better seats, a leather-wrapped steering wheel and an electric rear window are all welcome improvements over the previous model. At the same time, mid- and top-spec cars are equipped with a 1.1-litre storage bin and a practical armrest.

Although several additional trim levels have come and gone, the core Duster lineup consists of four levels: Essential, Expression, Journey, and Extreme. The essential trim is the entry point into Duster ownership and includes 16-inch steel wheels, cruise control, air conditioning and Bluetooth. The Expression, Journey, and Extreme specs add more luxury and styling upgrades like alloy wheels, an eight-inch touchscreen, Apple CarPlay, Android Auto, and a rearview camera.

Under the hood, you can choose between two pure petrol engines or a factory-installed LPG Bi-Fuel system. If you want diesel power, you should consider buying a used example with the discontinued 1.5-litre DCi engine. If you buy new, you can choose from a TCe 90 1.0-litre 89bhp unit or a TCe 1.3-litre with 128bhp or 148bhp.

If you prefer the idea of the Dacia's Bi-Fuel setup, it's powered by a 99bhp TCe 100 engine. However, make sure there is an LPG pump available near you, as these pumps are increasingly difficult to find at gas stations.

The majority of the Duster range is equipped with a six-speed manual gearbox, except for the 148bhp petrol model, which comes with a six-speed dual-clutch automatic transmission.

Is Dacia Duster reliable?
The Mk2 Dacia Duster received a score of 94.15% in our 2023 Driver Power owner satisfaction survey, and was named the best small SUV to own.
Dacia Duster Review


Do Dacia Dusters have great value?
According to our latest expert data, the second generation Dacia Duster will retain up to 55 percent of its original value after three years of driving and 36,000 miles.

Our web producer, Pete Baiden, used a Dacia Duster for over six months as part of our long-term test fleet. While using this small SUV, he found it to be a refreshingly simple car to take around his driveway. The car accommodated his family comfortably, covered more than 5,000 miles without a hitch, and he even found it quite fun to drive.

Pete also believes that the Dacia's starting price of under £15,000 makes it an ideal car for those needing a ULEZ compliant replacement. There are a few minor gripes, such as a faulty Apple CarPlay connection, but at this price point, they don't detract from the impression of a great all-round family car.
Dacia Duster Side back
Share:

Popular Posts

Followers