BMW M135 2024
2024 Mazda CX-30 G25 GT SP
2024 Mitsubishi Triton GLX
After nine years of the previous-generation model, the introduction of the new Triton is a big deal for Mitsubishi – being the second-highest seller for the Japanese brand in Australia behind the Outlander SUV.
Unveiled in mid-2023, Mitsubishi's sixth-generation Triton ute immediately divided opinion with its somewhat unconventional looks. But now we've had time to get used to it, there's a lot to like about the all-new model – and it's more than skin deep.
For decades now, the Triton has enjoyed being one of the better value utes from a Japanese car maker, while still holding its own against those on offer from Toyota, Nissan, Isuzu, and Mazda – as well as Australia's current best-selling vehicle, the Ford Ranger. Many of which are considerably more expensive than the Mitsubishi.
But new competition from Chinese manufacturers means buyers now have far more options when it comes to dual-cab utes for less money.
We spent some time in the all-new 2024 Mitsubishi Triton GLX 4x4 – the entry-level variant in the range – to see if the ute still has a stake to claim in the increasingly competitive segment.
The 2024 Mitsubishi Triton range kicks off with the GLX, but those not needing off-road capability can pick up a rear-wheel-drive variant for $43,990 drive-away at the time of writing.
Today, though, we're in the four-wheel-drive Triton GLX, which is priced from $50,990 drive-away, which gets Easy Select 4WD (read: buttons for selecting two-wheel drive or four-wheel drive), all-terrain tyres, a 9.0-inch infotainment touchscreen with 360-degree cameras, a tyre-pressure monitoring system, adaptive cruise control, front and rear parking sensors, auto headlights, auto wipers, and heavy-duty rear suspension.
The Triton GLX 4x4 is available in white, silver or grey.
For $52,990 drive-away, buyers can get the Triton GLX+, which adds a rear differential lock, a 7.0-inch digital instrument screen, side steps, alloy wheels, highway terrain tyres, and the addition of red, blue or black paint options.
A recent addition to the line-up is the Triton GLX-R, which adds black 18-inch alloy wheels from the GSR on highway tyres, a black sports bar, leather steering wheel, and Super Select II four-wheel-drive, but loses the side steps.
Pricing for the GLX-R wasn't available at the time of writing, but is expected to slot in under the Triton GLS.
Step up to the Triton GLS – available for $60,990 drive-away – and you're getting Mitsubishi's trick Super Select 4WD-II system with different off-road modes, a wireless phone charger, chrome trim, and 18-inch alloy wheels with all-terrain tyres. At the pointy end of the line-up is the Triton GSR, which gets a body-coloured grille, black exterior trim, black wheel arches, a sail-plane for the tub, leather interior, heated front seats, black 18-inch alloy wheels, and the addition of a striking orange paint job – all from $65,990 drive-away. All variants of the Mitsubishi Triton are powered by a 2.4-litre twin-turbo four-cylinder diesel engine developing 150kW and 470Nm mated to a six-speed automatic transmission. A manual gearbox is expected to be introduced on some models in the future. As mentioned, there is no shortage of ute options at the price point of the Triton GLX we're reviewing here – the $50,000–$55,000 range. For less than $50,000, there are now a handful of Chinese utes tempting buyers with a long list of standard features – and not to forget the KGM SsangYong Musso from South Korea, which won the Best Dual-Cab Ute under $50K category in the 2024 Drive Car of the Year awards. However, while some are willing to try out new brands, in this instance we believe many potential Triton buyers would be cross-shopping other Thai-built utes from established brands – specifically the Ford Ranger, Toyota HiLux, and the Nissan Navara. Looking at dual-cab models with four-wheel drive, the Ford Ranger XL is priced from $50,880, the Toyota HiLux Workmate from $50,420, and the Nissan Navara SL from $47,850 – all before on-road costs. While this isn't a proper comparison between the three models, it's worth noting they all have their strengths and weaknesses. The Triton is the newest ute on the market at the time of writing, with the Ranger not far behind it – and the HiLux and Navara both nearing the end of their life cycles, with new-generation models just over the horizon.
2025 Bentley Continental GT Speed
This is going to be a mightily frustrating review for some of you. The Continental GT is about to undergo a facelift at the hands of the original’s interior designer, Robin Page. He took us right through all the changes inside and out, and I can’t even tell you whether it’s nice or not. That has to wait until the end of June 2024.
But what I can tell you about is the thing that has everyone at Bentley very, very excited.
Those of you who know the Continental GT will know that it’s a big, comfortable grand tourer, probably the last of its kind. I’m endlessly surprised the global SUV craze hasn’t killed it, not least because the brand’s own Bentayga has been such a success.
The Continental GT is the nameplate that took Bentley from selling just 414 cars in 1998 – when it was still glued to Rolls-Royce – with that single model peaking at 10,000 sales in a single year. Freed by the Volkswagen Group from its association with pre-BMW Rolls-Royce, the brand soared. The 100,000th Continental GT will roll down the line sometime next year.
That milestone car will be one of two specifications, both of them hybrid. The faster one is the Speed, a twin-turbo V8 replacing the retiring and still-intriguing W12. Which itself will bow out with a limited-edition hybrid version.
The new 4.0-litre twin-turbo V8 is the result of a collaboration between other parts of the VW Group including Porsche. The ICE engine itself is much lighter than the W12 and shorter, meaning it sits further back in the chassis despite the addition of the hybrid gear. Bentley calls this power unit the Ultra Performance Hybrid powertrain.
On its own it’s almost as powerful as the W12, developing 441kW at 6000rpm and a sobering 800Nm between 2000 and 4500rpm. The electric motor contributes 140kW and a whopping 450Nm for a total combined output of 575kW and… I can hardly believe this… 1000Nm.
While Bentley refused to tell us how much the car weighed, it did concede it was heavier overall with the hybrid powertrain.
Almost buried in those figures is the fact that this is a plug-in hybrid. A 25.9kWh battery is nestled under the boot floor – robbing some space, but again, we don’t know how much – and can be charged for a claimed 80km electric range. Charging isn’t particularly snappy, taking nearly three hours on a ‘fast charge’ (around 11kW) or nearly nine hours from a domestic plug at 3kW.
The electric motor can work on its own in EV mode at speeds of up to 160km/h and up to three-quarters throttle application. Obviously, you’re not going to get 80km while exploiting either of its maximums, but being able to silently whistle along at the imperial ton is pretty good going.
Most of the time it just acts as any other plug-in hybrid, and Bentley says it will deliver a CO2 figure under 50g/km, which is not bad for a car likely to be well over two tonnes. You can switch modes, telling the car to charge the battery from the engine, act in regeneration mode or in e-boost mode.
So a lot has changed under the bonnet, and as far as the Speed badge goes, it’s all new, apart from the eight-speed twin-clutch transmission.
The chassis has also had a great deal of attention. Fans of the Continental GT will know that it’s a bit of a barge, particularly in Speed form, with the huge W12 forcing a lot of the weight forward and delivering a less-than-ideal 60:40 front-rear weight distribution.
Dropping in the shorter, lighter V8 and balancing things out with the battery at the rear has meant a much more favourable 50:50 weight distribution figure so beloved of BMW and sports car manufacturers.
The Speed will also ship with 48-volt-powered active roll bars, air suspension with new twin-valve dampers, and the same huge 420mm front brakes and 380mm rears. Rolling on 22-inch wheels shod with Pirelli P-Zero tires (275/25 front, 315/30 rear), there is a large amount of rubber on the ground.
As ever, the Continental GT is all-wheel-drive and includes an electronic limited-slip diff with torque vectoring.
Bentley took us to Barcelona’s Parcmotor Castellolí. This is a racetrack well known to Dr Matthias Rabe, Member of the Board – Research & Development at Bentley Motors. His role takes in every element that makes the car go (my translation). His familiarity stems from his work at Cupra, with the testing of that brand’s hot hatches and race cars conducted here. Like its more famous counterpart, Circuit de Barcelona-Catalunya, Castellolí is to the north of the city of Barcelona, almost due west of the former. Unlike the other tracks, it’s nestled in the hills among twisting roads and has a huge elevation change (for a racetrack) as you work your way around its technical layout.
It seemed an odd choice for a first-drive launch. The cars were not yet homologated for the road, so that ruled out a road drive. But with the big hills, an extremely bumpy, downhill section and a decently long straight, the choice of Castellolí became a little more sensible once we were cleared for our laps.
The Continental GT was the first car under Dr Rabe’s guiding hand, and I got the distinct impression he’s a bit of a hoon in his spare time. But importantly, he and his team understand what the GT is. He told me that his team has not turned it into a track demon, but the fact it is fun on the track speaks to the overall improvement in the car’s dynamics.
Irritatingly, my ability to make it rain wherever I go struck again, with a biblical downpour moments before the track session started, with water streaming across the surface of a track that hadn’t seen a drop of rain in six long months. So this would make things interesting.
Like the new WEC cars, we trundled down pit lane under electric power and in Bentley mode, which is roughly the same as comfort in other cars. Once clear of the pitwall and the speed limit, the V8 burst into life. While I’d heard the engine from the outside during other groups’ runs, it sounds just as sweet inside the car.
With the hybrid providing torque fill, the Continental took off like a politician chasing a vote. The new V8 lops half a second off the W12’s 0–100km/h time, taking it down to 3.3 seconds.
The test car was fitted with the optional carbon ceramic brakes, measuring a gigantic 440mm at the front and 410mm at the rear. They brake the new Continental like it’s a hot hatch, hauling pretty big numbers off the rolling speed with even moderate pressure.
Turning into the first corner, you could immediately feel that this is a very different car. The old one was pretty quick in a straight line – V8 or W12, didn't matter – but corners were not its strong suit, which made the hilariously capable GT3 race car all that more amusing to watch (it won the Bathurst 12 Hour, would you believe). For most owners that was fine, but Bentley must have thought it could steal plenty of Aston Martin buyers with a more capable chassis on the Continental.
Key details 2025 Bentley Continental GT Speed
Engine Twin-turbo petrol V8 plug-in hybrid
Power 441kW @ 6000rpm petrol
140kW electric
575Nm combined
Torque 800Nm @ 2500–4000rpm petrol
450Nm electric
1000Nm combined
Drive type All-wheel drive
Transmission 8-speed twin-clutch automatic
With all-wheel steer, the much-improved weight distribution and Bentley's Dynamic Ride, even in the least sporting mode, the GT is a much more wieldy machine. The next two laps were in the more dynamic mode – but still with the traction and stability controls on, albeit in a much looser calibration – and the car was more alive than any previous Continental I’ve driven.
That liveliness comes from a tail that is more than willing to wag out of corners when you pin the throttle into the deep carpet. The car takes off like a shot, that huge slab of torque washing the car down the road at great speed but with low hassle. There’s plenty of drama from the V8, with a bassy wail at the top end and a bit of crackle and pop on the downshifts (but suitably gentlemanly and only when provoked), but the chassis ensures occupants just waft along.
The steering is still pretty light and insulated from the road surface. That feels by design as the word 'serenity' kept coming up when talking to Bentley engineers about the way it rides. The all-wheel steer ensures a sharper change of direction (and impressive turning circle), but it feels more natural than some other systems, without that weird pivoting feeling.
Of particular note is the effect of the new twin-valve dampers. Dr Rabe told me on our way around the track – surely the bravest board member at Bentley, heading out with me on a track I’d never before seen – that this design means a lot more control in the damper. Right on cue, we passed over a particularly bumpy part of what is an otherwise smooth track where you’re braking from not far off 200km/h, slightly downhill, and the car just sails over the top of the chaotic surface.
I’d noticed these bumps on the first lap and both involuntarily braced and braked early. By the third lap I was marvelling at the car’s unflappability over this particular surface. It was a bit of a shame more of the track wasn’t bumpy, because exploring this new-found capability would have been even more fun and informative.
Another thing to marvel at was just how impressively powerful the engine is. After the right-hander of turn one, the track climbs high, still climbing through the second right-hander at turn two. It just didn’t feel as steep as it looked. Or steep at all – the hybrid V8 didn’t break a sweat powering up the hill.
The cool-down lap gave me some clue of what the car might be like on the road. Back in comfort mode, it whispered around the track. Like the old car, it’s extremely comfortable, and if an owner never looks to take it any further than the car park at a racetrack – or the shops – they’ll never know about the car’s newfound fun, nor will they care.
I paid particular attention to the transition between regenerative braking and physical braking. It would be easy to say there wasn’t one because it was very difficult to detect. An engineer joked with me afterwards that the dual-clutch gearbox really has three, the third looking after feeding the power in and out of the electric motor. It was very smooth, and once again owners may not really notice it’s a hybrid, at least from the braking.
How much could we tell from such a short squirt in the 2025 Bentley Continental GT Speed? Surprisingly, quite a bit. It’s still likely an imperious cruiser, comfortable and refined. It doesn’t suffer at all from the loss of four cylinders nor from the addition of hybrid power. In fact, the latter improves it and I imagine around town – surely the car’s likely home – it will mean a pleasant ride into the office/club/whatever it is very wealthy people do with their time.
The improved chassis makes it a more broadly appealing car, which is obviously great news for Bentley that can now lure in a few more customers looking for a bit more from their Gran Turismo.
Whatever happens, it’s a milestone in the Continental GT’s two-decade story and for Bentley itself. With five new models over the next few years, the brand’s most famous model is starting the journey to (eventual) electrification with a solid, exciting bang.
Hyundai Kona
The new Hyundai Kona is a fantastic example of how a brand can listen to feedback and act upon it. Hyundai has grown its small SUV sensibly, delivering just enough additional practicality to satisfy those looking for their next family car. To go along with the extra space is a far more polished cabin compared to the original Kona. It's smart looking, logically laid out, and features an intuitive infotainment system.
Admittedly, the online, sci-fi-inspired styling might not be for everyone, and there are cheaper compact SUVs out there, but right now the Kona – and the Kona Electric in particular – looks extremely good value for such a mature, well equipped and well-rounded car. It's one of many reasons why we crowned the new Hyundai Kona as our Small SUV of the Year and overall Car of the Year for 2023.
The first Hyundai Kona arrived in 2018 and proved to be a big hit. Its funky styling certainly helped it stand out in the sea of small SUVs it was competing against, while the selection of petrol, hybrid and all-electric powertrains meant that there was a Kona to suit all tastes and almost every budget. There was even a fast version in the form of the Kona N. It has its flaws though, with the cramped rear cabin and relatively small boot being the things that irked us most.4
Next up is the Kona Hybrid. It uses a 1.6-litre Atkinson-cycle four-cylinder petrol engine and a six-speed automatic, assisted by a single electric motor and a modest 1.32kWh battery. As this is a full-hybrid, you don't have to plug it anywhere to charge, but fuel economy is improved over the regular petrol variants.
Sitting pretty at the top of the range is the Kona Electric. There are two versions available: the standard-range model is powered by a 48.4kWh (useable) battery that's good for 234 miles on a single charge, while the long-range 65.4kWh (also useable) battery Kona Electric goes even further, with a claimed maximum range of 319 miles. Like the rest of the Kona line-up, the EVs are front-wheel drive.
Once you've picked the model you want, there's also the matter of trim levels; entry-level Advance (the only option for the standard-range 48kWh Kona Electric), sportier-looking N Line and N Line S, plus the range-topping Ultimate spec. Pricier trims add luxuries like leather upholstery, a sunroof and a Bose stereo, but even the base Kona is generously equipped with a 12.3-inch digital driver's display, large central touchscreen, Apple CarPlay, Android Auto, alloy wheels, keyless entry, parking sensors for the front and rear, plus a reversing camera.
There are various option packs available too, such as the Comfort Pack for the entry-level Advance Kona Electric, which adds heated front and rear seats, and a wireless charging pad. Lux packs are offered on N Line S for petrol, hybrid and electric Konas, and on Ultimate versions of electric and Hybrid models. This pack adds 'Premium Relaxation' front seats, driver's seat memory settings, and remote smart park assist.
Prices for the regular petrol Hyundai Kona start from just under £26,000, rising to more than £33,500 if you get the top-of-the-range version with the more powerful 1.6-litre motor and seven-speed DCT auto. The Kona Hybrid has a starting price just north of £30,000, but can rise to over £34,000 if you want all the goodies that come with Ultimate trim.
Finally, the standard-range Kona Electric currently starts at a fiver under £35,000. Upgrading to the long-range model, with its bigger batteries and extra range, adds £3,600 to the Kona Electric's price tag, bringing it to nearly £38,600. Top-of-the-range models are priced at over £43,000.2024 Isuzu D-Max
2024 Isuzu D-Max
It could be argued that Isuzu didn’t really need to update the D-Max light-utility vehicle. It was 2023’s third-best-selling ute, and the Japanese car maker was part of the top 10 best-selling brands last year.
But the dual-cab ute market moves fast, and the once-great Isuzu D-Max has been overtaken by rivals such as the Ford Ranger and Mitsubishi Triton. This new update attempts to address the gap.
Isuzu has opted to issue slight styling tweaks inside and out, new infotainment features and functionality, as well as enhanced safety equipment as standard.
Of course, the brand has kept the fan favourite 3.0-litre turbo diesel engine unchanged with its 140kW/450Nm outputs.
Drive was invited to sample the facelifted dual-cab ute on Isuzu Ute Australia’s home turf in Brisbane. Here’s how we got on.
How much is an Isuzu D-Max?
With new equipment, new styling, and newer features come increased costs. The range is between $500 and $3000 more expensive compared to the list pricing of the pre-facelift version, but Isuzu’s drive-away deals for the entry-level and flagship bookends remain.
That means buyers of the top-spec X-Terrain, as focused on in this review, pay $67,990 drive-away nationwide.
A full run-down of Isuzu’s 2024 D-Max range is linked here.
Looks-wise, the 2024 Isuzu D-Max is most obviously distinguished by a new front fascia with an enlarged grille design, new headlights, three-tier LED tail-lights, and redesigned wheels.
The X-Terrain specification in particular gets a dark grey front grille apron, tweaked wheel guard cladding, unique matte grey 18-inch wheels, and subtle changes to the rear sail-plane sports bar.
As before, the Isuzu D-Max is available with either a 1.9-litre four-cylinder turbo-diesel engine with 110kW/350Nm outputs, or a higher-capacity 3.0-litre four-cylinder turbo-diesel with 140kW/450Nm.
Power is sent to a part-time four-wheel-drive system in higher-end variants such as the flagship D-Max X-Terrain, though a 4x2 configuration remains available to lower-grade variants.
Equipment and features unique to the top-spec X-Terrain include front parking sensors, leather-accented seats with red stitching, remote engine start, roller tonneau cover, and ‘X’ badging on the tailgate.
Key details 2024 Isuzu D-Max X-Terrain
Price $70,500 plus on-road costs
Colour of test car Magnetic Red mica
Options Premium paint
Price as tested $67,990 drive-away
Rivals Toyota HiLux | Mazda BT-50 | Ford Ranger
The cabin of the updated 2024 D-Max X-Terrain presents largely similar to its predecessor, though closer inspection reveals some key tweaks – some of which were implemented off the back of customer and media feedback.
Trainspotters will notice the new dials for volume and tuning – a far better way to tweak settings while driving. However, unfortunately the buttons for skipping between functions are now gone and replaced with touch-sensitive keys. That said, given the choice between the two changes – I appreciate the volume dial so much more.
Like before, the air-conditioning controls are found beneath the main infotainment screen.
I’ve always appreciated the broad shoulder support on Isuzu’s seats, and it’s easy for my tall 194cm to get comfortable in the seat. There’s good side support for rounding bends and the electronic seat adjustments allow the driver to set a comfy, lofty driving position.
Though subtle, I appreciate the new design points found on the edges of trims on the dash, and also found on the door panels. It’s that little bit of stylistic flair that you don’t normally find on dual-cab utes.
Storage is covered off between a deep centre console bin, twin cupholders, and a slot underneath the dash for your phone – but there is no wireless charger. A two-tier glovebox sits in front of the front seat passenger for hiding items away from prying eyes.
Controls for the car’s 4x4 system – including a rear diff lock, hill descent control, and low-range gearing – are nested around the gear selector.
Second-row comfort is good for a dual-cab ute. I had clear head room above and a comfortable level of knee room, while there’s even decent space side-to-side when the car’s fully laden with passengers.
There are air vents servicing the second row and USB-C ports for powering devices. One change for the 2024 update is the move from USB-A ports to USB-C. Map pockets provide a space for loose items and a fold-down centre armrest contains a pair of cupholders.
I like that the rear seat is modular in that the seat base can flip up to provide great floor space for stowing large items. The backrest can also flip forward.
One thing I love about the D-Max is the gas struts for the rear tailgate. You can unlatch the rear tailgate and it gently glides down rather than slamming down with a clatter.
2024 Isuzu D-Max X-Terrain
Seats Five
Length 5303mm
Width 1880mm
Height 1810mm
Wheelbase 3125mm
Does the Isuzu D-Max have Apple CarPlay and Android Auto?
The same old 9.0-inch touchscreen display does service in the higher-end D-Max variants. It’s a fair size compared to some rivals such as the Nissan Navara (8.0-inch display) but trails the Ford Ranger (12-inch).
It works fine, but there are not a lot of features to play with. There is embedded satellite navigation, but owners will want to use Apple CarPlay or Android Auto – at least I did in previous Isuzus. The good thing is both smartphone mirroring services are now wireless.
What has changed is the underlying software – there’s a new home screen style that paves way to a host of neat new features. There is enhanced functionality with off-road angle displays, tyre pressure monitoring screens, and 4x4 driveline information. Drivers can also tweak the adaptive safety systems using the central infotainment display.
In front of the driver sits a new 7.0-inch digital driver display that uses unique X-Terrain graphics, but the changeable nature of the screen’s information is really handy. I love the sci-fi-style graphics to the speedometer.
In place of old USB-A ports, the new D-Max now sports updated USB-C for charging and connecting to the car.
Is the Isuzu D-Max a safe car?
The incoming Isuzu D-Max will inherit its predecessor's five-star ANCAP result achieved under 2022 protocols.
This means an adult occupant protection score of 86 per cent, a child occupant protection score of 89 per cent, a vulnerable road user protection score of 69 per cent, and 84 per cent for safety assist systems.
2024 Isuzu D-Max X-Terrain
ANCAP rating Five stars (tested 2022)
Safety report Link to ANCAP report
What safety technology does the Isuzu D-Max have?
Isuzu made headlines in 2020 for including a swathe of active safety equipment on the D-Max as standard. It has just updated a bunch of that equipment for 2024.
These updates include a new-generation stereo camera system with a 200 per cent wider field of view increased to 120 degrees compared to the pre-update D-Max.
Also, the traffic sign recognition system now pairs with the intelligent adaptive cruise control to quickly and easily change the cruise control's speed when posted limits change.
The rear cross-traffic alert system is now paired with a braking function that can apply the brakes if the car detects passing traffic, pedestrians, or cyclists while reversing.
These features worked as intended at the launch.
The D-Max also gets eight airbags.
Autonomous Emergency Braking (AEB) Yes Includes cyclist, pedestrian detection
Adaptive Cruise Control Yes Includes traffic jam assist
Blind Spot Alert Yes Alert only
Rear Cross-Traffic Alert Yes Alert and assist (new) 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 Assist function
Cameras & Sensors Yes Front and rear sensors, reversing camera
How much does the Isuzu D-Max cost to run?
Isuzus come with a six-year/150,000km warranty, which compares to Nissan’s five-year/unlimited-kilometre offering or Mitsubishi’s 10-year/200,000km (if serviced within Mitsubishi network).
Buyers also get a seven-year roadside assistance service.
Isuzu has tweaked its service pricing for the 2024 Isuzu D-Max. Services should take place at either 12-month or 15,000km intervals, but Isuzu now has a flat-price structure for the first five years.
Each service now costs $449, meaning five years’ coverage costs $2245. This is less expensive than the Mazda BT-50 ($2443) and Mitsubishi Triton ($2445).
The Isuzu D-Max X-Terrain will cost $2233 to insure per year 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 Isuzu D-Max X-Terrain
Warranty Six years/150,000km
Service intervals 12 months or 15,000km
Servicing costs $1347 (3 years)
$2245 (5 years)
Is the Isuzu D-Max fuel-efficient?
Isuzu claims the 3.0-litre automatic-spec D-Max uses 8.0 litres per 100 kilometres on a combined cycle and 9.8L/100km around town.
At the launch I saw 8.9L/100km indicated on the digital cluster – this was achieved over off-road trails and a short road drive. In the past, we’ve seen similar numbers (8.7L/100km) out of the Isuzu D-Max when we’ve had examples through the Drive garage.
The D-Max range is diesel-only, with a 76-litre fuel tank. At Isuzu's claimed consumption it has a touring range of 950km, but as tested expect closer to 850km between fills.
Fuel efficiency 2024 Isuzu D-Max X-Terrain
Fuel cons. (claimed) 8.0L/100km
Fuel cons. (on test) 8.9L/100km
Fuel type Diesel
Fuel tank size 76L
What is the Isuzu D-Max like to drive?
The top-spec 3.0-litre 2024 Isuzu D-Max continues with 140kW/450Nm outputs sent to a part-time four-wheel-drive system. It’s mated to a six-speed Aisin-sourced automatic transmission.
It’s down numbers-wise on the comparable Ford Ranger 2.0TT (157kW/500Nm), but there is no major lack of shove from the Isuzu unit and its six-speed transmission is better behaved.
Australians love the steadfast reliability offered by the Isuzu combo, and it feels remarkably sturdy in its power application. There’s a load of torque served up as soon as you depress the throttle, and the six-speed transmission is bang-on for serving up the right ratio quickly.
A 1.9-litre unit is offered on lower-grade variants (110kW/350Nm), though the big 3.0-litre engine is the one we really appreciate under the D-Max’s bonnet. There’s more than enough grunt for performing swift overtakes on back roads, and its fuel economy isn’t that much more in real terms.
It’s a relatively refined engine and gearbox, for a dual-cab ute, and doesn’t serve unnecessary vibrations or shunts into the cabin when the driver goes for hard accelerations. There is an element of engine noise that makes its way to the cabin, but road and wind noise is subdued.
Time spent off-road at the D-Max’s launch revealed the dual-cab ute is as good as ever off the beaten track. Especially with the added Rough Terrain Mode, the Isuzu keeps pace slow but steady over undulating mounds, and you don’t have to bury the throttle to keep progressing up big hills.
The X-Terrain variant doesn’t have the best approach, rampover, and departure angles of the D-Max range, and it can drag its bum over tricky mounds, but overall it trundles over all kinds of terrain without fuss.
Its suspension is tuned to absorb most large road impacts – it’s only the minor corrugations and road imperfections that can move the body about.
Despite the D-Max’s trademark lightweight steering, it feels like a heavy ute to track through corners and the car pitches forward when you hit the anchors hard. It’s not a dynamic stand-out – its application is far more aligned to work.
Volkswagen ID.7 2024
People will quite rightly cross-shop this new ID.7 with the all-conquering Tesla Model 3, although in reality the Volkswagen is a much larger car. The maker has worked hard to right its early-EV mistakes, and the cabin, technology and general driving experience easily justify this model's £50k-plus price tag. The ID.7 has every right to be considered in the same sentence as industry leaders like Tesla – as well as bigger, more practical rivals costing significantly more.
Even if the reaction to Volkswagen's early EV efforts was a little lukewarm, you could hardly accuse the car maker of resting on its laurels. Following limp launches for the ID.3, ID.4 and ID.5, the bold-looking ID. Buzz won hearts for its charming personality and practical interior.
But now it's the turn of VW's flagship range. The new ID.7 may look sleeker than its bus-bodied sibling, but this new saloon-cum-hatchback is a full 249mm longer than the Buzz. That means, despite the 7's circa-£50k price, it's more closely aligned with the Tesla Model S, than a Model 3.
Let's first address the elephant(s) in the room. Volkswagen's ID cars came under heavy criticism for their lackluster interior quality, plus fundamental technology and infotainment failings. With the ID.7, the maker is looking to right those wrongs.
Indeed, from the driver's seat, all appears well. The general cabin ambience has been lifted to a level that easily competes with cars in this class; there are soft-touch materials on the doors and dash, and the seats offer plenty of support. The main controls are a little confusing at first – the wipers are embedded on a stalk to the left of the steering wheel, rather than the right, for example – but at least they're not buried within the touchscreen like on the Tesla.
Speaking of which, the ID.7's big, bright, 15-inch central display instantly feels more responsive than in the maker's previous electric offerings. The menu layouts aren't the most intuitive, but playing around for a few minutes proves everything is not lost; a BMW i4's clickwheel is easier to use, but the functionality is all there.
Best of all, Volkswagen has finally deemed it appropriate to fit backlit climate controls, which means you can now accurately adjust the temperature at night. They're still touch-sensitive, but they feel infinitely more responsive than before.
The ID.7 is definitely the most grown up of Volkswagen's all-encompassing electric-car range – a feeling that continues as soon as you set off. Double-glazed side windows make this an almost-eerily quiet car at low speeds, but even on the motorway this 4.96-metre-long five-door remains impressively refined – despite our test model being fitted with the largest 20-inch wheels.
Yet that sense of being isolated from the outside world doesn't come at the expense of body control. The ID.7's wide track and excellent damping means it's comfortable but firmly tied down at all times – even in the pouring rain. And this despite the fact that (for now) VW's executive range-topper is only available in single-motor guise; a dual-motor GTX is due before the end of the year.
Performance is sufficient, if some way off the best class. That's not necessarily a bad thing, though, with a linear power delivery that still manages to pin you in your seat if you request all 282bhp in a single hit. That said, it's probably the 545Nm of torque that better tells the story here; put your foot down at almost any speed and the ID.7 picks up with urgency, never struggling to transfer its grunt to the ground.
In short, the ID.7 does a good job of hiding its size, feeling just as agile as a Model 3 point to point. But whereas it merely matches the Tesla from a handling perspective, it punts it into the next week when it comes to practicality. Length alone means the Volkswagen is a much more spacious car for rear-seat passengers; six feet-tall adults will have no trouble getting comfortable. Both knee and headroom are generous enough.
Then there's the fact that despite the ID.7's saloon shape, the VW has fitted a roof-hinged hatch, which works wonders for accessibility. Open it up and you'll not only find a much bigger boot (532 liters playing the Model 3's 425-liter maximum) but you're not limited by a narrow, letterbox-like opening. The VW's seats fold almost flat in a 60:40 formation, and there's even an ID.7 Tourer estate on the way.
But while the Volkswagen wins points for practicality, it sits in second place (just) with regards to range and charging. VW says the ID.7 Pro Match can do up to 383 miles on a charge, equating to a pretty punchy 4.9mi/kWh. We didn't come anywhere close to that during our test, though the weather was poor and the stop-start nature of nailing down pictures and driving impressions meant it wasn't remotely representative of a real-world result. Still, you'd need to average almost 3.9mi/kWh to crack 300 miles in normal driving – an ambitious number, if you ask us.
Rapid charging is possible at up to 170kW – matching the base Tesla, but falling short of the similarly priced (£49,990) Model 3 Long Range, which is capable of 250kW top-ups. Either way, VW's charging curve is flat enough that the maker claims a 5-80 per cent refill is possible in 28 minutes, give or take the same as the range-topping Tesla.
For all intents and purposes, there's only one ID.7 available to buy right now; VW tells us the limited-run Pro Launch Edition will be removed from sale imminently. That means that if you approach your local dealer today, you'll be pointed towards the similarly well-equipped Pro Match version with the same 77kWh battery, which actually undercuts early cars by a little over £5,000.
Every Pro Match model gets matrix-LED lights, 19-inch wheels, and two-tone paint, plus three-zone climate control, wireless Apple CarPlay and Android Auto, plus the 15-inch Discover Pro infotainment system and augmented-reality head- up display. Frustratingly, a range-preserving ‘energy efficient’ heat pump is a £1,050 option, as were our car’s 20-inch wheels (£480).
Model: Volkswagen ID.7 Pro Match 77kWh 286PS
Price from: £50,670
Price as tested: £59,450
Power/torque: 282bhp/545Nm
Transmission: Single-speed auto, rear-wheel drive
0-62mph: 6.5 seconds
Top speed: 112mph
Range/charging: 383 miles/170kW, 5-80% in 28 mins
L/W/H: 4,961/2,141/1,536mm
On sale: Now
