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2024 Mitsubishi Triton GLS

The new-generation Mitsubishi Triton brings an array of new technology and features missing from the old model. For all its strengths, Mitsubishi still has some work to do, particularly around refinement and driver-assist features. Likes TickIcon Vast improvements in infotainment and tech TickIcon New engine has plenty of mid-range oomph TickIcon Comfortable seats and spacious cabin Key Specs Power / Torque: 150kW / 470Nm Payload: 1075kg Warranty: 5 years 2024 Mitsubishi Triton GLS One of the latest brands- new model to hit Australia's booming dual-cab ute market is the 2024 Mitsubishi Triton. Loved for its value for money, uncompromising off-road prowess, and sharp styling, the Mitsubishi Triton has carved out its own subset of local fans with previous generations. But, the all-new version boasts a swathe of new technology to renew what was one of the oldest utes in its segment. It's also been gifted a healthy bump in the power and torque stakes, plus a refreshed new interior. Put simply, the new-generation car is basically unrecognizable put side by side against its predecessor. That's a good thing because it was looking tired up against rivals such as the Ford Ranger and Isuzu D-Max. With the new-generation car, a lot of attention centers around the flagship variant, the Triton GSR. But for this review, we've got a mid-spec Triton GLS to see whether there's better value further down the range walk.
The new Mitsubishi Triton dual-cab range now begins more expensive than ever before, up to $7600 more, depending on variant. Unfortunately, the car we'll focus on is the Triton GLS 4x4 dual-cab, which is the one that's $7600 more expensive than its predecessor at $59,090 plus on-road costs. But it's still priced in contention with its competition. You can also get into a similarly specified Ford Ranger XLT for $63,640 plus on-road costs or an Isuzu D-Max LS-U for $62,500 before ORCs. The new Mitsubishi is only available with a dual-cab ute body at the moment. Single- and extra-cab versions in run-out phase before the new-generation arrives at a later date, but you do get a choice of 4x2 or 4x4 drivelines. Each is powered by a 2.4-litre twin-turbo four-cylinder diesel engine that outputs 150kW and 470Nm through a six-speed automatic transmission. The GLS specification is the second-to-top model grade in the Triton line-up. It's distinguished by Mitsubishi's special Super Select II four-wheel-drive system that can be driven on sealed surfaces, a tray-liner for its tub, terrain select driving modes, wireless phone charging, 18-inch gray alloy wheels, and LED lights all around. All that kit sits on top of standard fare, such as the tech system that incorporates a 9.0-inch touchscreen with Apple CarPlay and Android Auto, and the 7.0-inch digital cluster. There is only one additional option – a $1500 Deluxe pack that brings leather seat upholstery with silver stitching, a power-adjustable driver's seat, and heated front seats. Our car doesn't specify that, so it makes do with cloth upholstery and manual seat adjustments.
Key details 2024 Mitsubishi Triton GLS Price $59,090 plus on-road costs Color of test car Blade Silver Options Premium paint – $740 Price as tested $59,830 plus on-road costs Drive-away price $61,730 (Melbourne) Ford Ranger Rivals | Isuzu D-Max | Mazda BT-50 Just like its exterior, the Mitsubishi Triton's cabin has had a major overhaul with the changeover between generations. Externally, it's a bigger car than before, which has been translated to extra interior space. The driver's seat is big and broad for taller drivers, while the space around the footwell and to the center console is generous. There's a new steering wheel with simple buttons to change tracks or radio stations, while the 7.0-inch digital cluster also has varying settings to swipe through. Storage nooks and crannies include dual cupholders in the center console, a spot underneath the center stack with a wireless smartphone charger, and big, wide door bins for large bottles. I also love the two-tier glovebox. The materials used inside the Triton GLS are a bit nicer than you'd find in sub-specs; the dash is soft-touch and I like the silver stitching for the door panels. The cloth fabric seats feel sturdy under hand and are plush enough to be comfortable on longer journeys. I'd expect to see electric seat adjustments for the driver at the more expensive end of the Triton range, but manual seat adjustments remain. Unfortunately, the front passenger seat gets no seat height adjustment whatsoever and there is no seat heating. Both seats get a rock-hard headrest, but the plush seat base is comfortable and supportive. I like how the air controls are still tweaked using physical buttons instead of those adjustments being placed within the infotainment system. A USB-C, USB-A, and 12-volt port are mounted just beneath the air-conditioning controls. In the second row, there's good space for tall passengers. I'm 194cm tall and I had great head room underneath the headlining, plus my legs were barely touching the seat in front. Second-row amenities include another set of 12V, USB-A and USB-C power ports (the same as the front), while Mitsubishi has stuck with the roof-mounted air vents of its predecessor. For the tub, the Triton GLS specification gets a plastic liner to protect the tray, plus tie-down points for securing loads. Our car specifies a roll-up vinyl tonneau cover from the Mitsubishi Genuine Accessories range that costs $900. Annoyingly, the central remote locking for the car does not extend to the tailgate. You'll have to go and manually lock yourself with a physical key. 2024 Mitsubishi Triton GLS Seats Five Tray dimensions 1555mm length 1545mm width 525mm height Length 5320mm Width 1865mm Height 1795mm Wheelbase 3130mm
It's nice to see Mitsubishi's 9.0-inch infotainment system make its way to the Triton. It's been ripped straight from the Mitsubishi Outlander, but that's no bad thing as the system works well and contains many of the features new-car buyers require. Cycling between menus and settings is made easy through the physical keys below the display, while the home screen is configurable with varying tiles too. I used wireless Apple CarPlay during my week, but provisions for digital radio and Bluetooth audio streaming are there too. It also gets a native satellite navigation system. Unfortunately, Android users must connect their phones with a physical USB cable for Android Auto. Despite being released later than the Ford Ranger, the Triton's main display (9.0 inches) is smaller than the Ranger's (12 inches). The Triton also misses out on a fully-digital instrument cluster. Instead, there's a smaller 7.0-inch display between two dials. This is the same sort of set-up you'll notice in rivals like the Isuzu D-Max. There's also no ability to connect a specific Triton to a smartphone companion app, at least for Australian examples. The Triton's six-speaker sound system is overly bassy as standard, but you can tweak it to your liking using the equalizer settings. The 2024 Mitsubishi Triton is rated a full five stars by ANCAP. This rating includes all variants. It achieved individual scores in the following categories: the vehicle was rated 86 per cent for adult occupant protection, 89 per cent for child occupant protection, 74 per cent for vulnerable road user protection and 70 per cent for safety assist. 2024 Mitsubishi Triton GLS ANCAP rating Five stars (tested 2024) Safety report Link to ANCAP report This new Triton has made vast improvements in the vehicle safety stakes compared to its predecessor. A suite of active safety measures is available across all model grades too.
However, there are some odd omissions that I would have expected on a brand-new car in 2024. It has adaptive cruise control, but it's not the type that'll queue in traffic by coming to a stop and then setting off again. Additionally, the adaptive cruise-control system is not accompanied by lane-centring. Combined with a heavy-feeling steering system, this Triton can be tiresome to drive on the freeway as you don't have the car's lane-centring to pick up on the steering slack. Since its launch, the Triton has attracted criticism for its overzealous driver attention monitoring system, which could often interpret a driver wearing sunglasses incorrectly. As a result, Mitsubishi says it has introduced updates to make it less sensitive. While I wasn't able to test the versions back-to-back, I don't think the driver attention warning function ruins the experience. It does alert you whenever you yawn or turn your head sideways, which can be intrusive, but it isn't the end of the world, for me at least. Autonomous Emergency Braking (AEB) Yes Includes cyclist and pedestrian detection, junction assist Adaptive Cruise Control Yes Does not include 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 intelligent speed limiter Driver Attention Warning Yes Camera-based attention monitor and fatigue alert Cameras & Sensors Yes Front and rear sensors, 360-degree camera How much does the Mitsubishi Triton cost to run? Mitsubishi's models have been a go-to for buyers chasing consistency and reliability. This is because the brand will warrant its products for a decade so long as you service them at a Mitsubishi dealer each time. These visits are required every 12 months or 15,000km. Through Mitsubishi, maintenance costs $1467 (three years), $2445 (five years), or $6690 (10 years). Servicing elsewhere might help you on the hip pocket, but it shortens the warranty to five years/100,000km instead of 10 years/200,000km. Insurance-wise, the Triton GLS 4x4 dual-cab ute is quoted at $1578 to insure annually. This is 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. For reference, expect to pay roughly $1679 for the Toyota HiLux SR5 and $2233 for the top-spec Isuzu D-Max X-Terrain. At a glance 2024 Mitsubishi Triton GLS Warranty Five years, unlimited km Service intervals 12 months or 15,000km Servicing costs $1467 (3 years) $2445 (5 years) $6690 (10 years) Is the Mitsubishi Triton fuel-efficient? Four-wheel-drive versions of the Mitsubishi Triton are claimed to consume 7.7 liters per 100 kilometers of diesel. This is dead accurate with what I experienced in my time with the car. It's also fairly efficient on the spectrum of dual-cab utes. The Triton has a 75-litre fuel tank that theoretically allows for a 974km total driving range on a single tank of diesel.
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Cupra Tavascan

The Cupra Tavascan is a welcome improvement to the all-electric SUV formula we've already seen used elsewhere in the VW Group, sprinkled with Cupra's distinctive style. The Tavascan is spacious, rides well, offers good refinement and is full of interesting details that make it feel unique to the Spanish brand. At last, Cupra has been able to properly spread its wings. Key specs Fuel type Electric Body style Coupe/Crossover Powertrain 77kWh battery, 1x e-motor, rear-wheel drive 77kWh battery, 2x e-motors, four-wheel drive Safety 5-stars (Euro NCAP, 2024) Warranty 5yrs/90,000 miles Pricing for the Tavascan starts at around £47,500 for an entry-level single-motor 282bhp model in V1 trim, rising to just under £54,000 for a more lavishly equipped V2. The four-wheel drive-equipped VZ1 will cost around £56,000, while the top-of-the-range VZ2 comes in at around £61,000. In many ways, the Tavascan is the real beginning of Cupra as a brand. Yes, the Cupra Leon, Cupra Formentor and even the Cupra Born represented the start of something interesting from VW's sporty spin-off brand, but the Tavascan has been designed to put greater distance between Cupra models and other members of the Volkswagen group. In essence, this high-riding coupe-SUV creation doesn't really enter an existing market segment. Instead, it's designed to offer a different form, sitting lower than its Volkswagen ID.5 or Skoda Enyaq Coupe siblings, but not relinquishing the high-riding SUV stance.
The Tavascan will be available with two powertrain options, it's the higher-specification dual-motor 335bhp VZ model we've driven so far, but a single-motor 282bhp version will be launched alongside when the car hits the UK in the last quarter of 2024. In both cases, the Tavascan runs on nearly the latest version of the VW Group MEB platform, featuring a 77kWh battery pack and updated motors, but misses out on VW's new 79kWh battery unit and the increased range of benefits that come along with it. The electric powertrain is responsive and refined, but lacks the outright punch of some rival cars. Out on the road, the MEB platform's good points are on full display, which is to say the motors are very refined and come with excellent response and clarity through the throttle pedal. Regenerative braking is controlled via paddles behind the steering wheel, and the system engages smoothly regardless of the chosen driver mode. At low speeds, the Tavascan's turn of speed is very impressive, with that initial burst of torque making the car feel more potent than its 335bhp suggests. However, once up and running the level of acceleration isn't quite so thrilling, best described as adequate rather than rapid. This isn't unusual in the mid-size electric SUV class, but the Tavascan simply wouldn't be able to hold onto the back of a twin-motor Tesla Model Y, which isn't that much more expensive. Advertisement It is, however, the Cupra Tavascan's ride and handling that really help it stand out. Most of the dynamic elements are vastly improved compared to Cupra's other models, such as the steering which has been sharpened up with a faster ratio and heavier weighting. These improvements are made particularly welcome by the progress that's been achieved in the chassis department. The car's ride quality is a big improvement on previous MEB-based SUV models, even on the large 21-inch wheels of our test car (entry-level V1 comes with smaller 19-inch wheels). There's more travel in the springs and, therefore, more control when driving over larger undulations. Smaller, harsher bumps can be felt, but they don't push through the cabin to the extent that they do in a Cupra Born with the larger wheel option. This makes the Tavascan an excellent cruiser. Switch through the drive modes to the Performance or Cupra settings, and there's a marked change to the car's behavior as the ride tightens up significantly. Whether this actually improves body control is a more difficult question, but inherently the dynamics feel well resolved and engaging without the ride feeling overly firm or brittle.
One area where there's still work to be done is the brakes. The consistency of pedal feel is fine, but the weighting seems somewhat mushy and the blend of regenerative and friction braking is still a little off. The setup does little to inspire confidence when punting down a fast road, but potentially of more relevance is that it's hard to judge a fast and efficient stop in day-to-day driving. Model Power 0-62mph Top speed Cupra Tavascan V1 282bhp 6.8 seconds 112mph Cupra Tavascan VZ1 335bhp 5.5 seconds 112mph
The Tavascan's 77kWh battery allows for decent range, but charging speeds still have room to improve All Cupra Tavascan models have the same 77kWh battery pack. There's then the choice of single-motor or dual-motor four-wheel drive variants. Peak charging speeds are rated at a relatively low 135kW on DC fast charging, but it will still top up the battery from 10 to 80 per cent in a competitive 30 minutes. The dual-motor VZ1 is rated at around 323 miles on a full charge, with this range increasing to just over 350 miles for the single-motor variant. Insurance costs for the Cupra Tavascan are higher than those of its similar electric crossover coupe rival, the Skoda Enyaq Coupe. The Tavascan stars in group 34 for the entry-level V1, before jumping to group 38 for the four-wheel drive VZ1. In comparison, the Enyaq Coupe starts in group 27, and tops out in group 36 for the hottest vRS version. Depreciation for the Tavascan is also likely to be higher than that of the Enyaq Coupe. According to our expert data, the Tavascan is likely to maintain between 48 to 51 per cent of its original value over three years or 36,000 miles. Over the same period, an Enyaq Coupe will be worth between 53 to 57 per cent of its original value. Model Battery size Range Insurance group Cupra Tavascan VZ1 77kWh (useable) 323 miles 34E Cupra Tavascan V1 77kWh (useable) 352 miles 38E
The Tavascan's distinctive looks might not be to all tastes but the cabin is a huge step forward for Cupra. The complex, interesting design is even more prevalent inside the cabin, which is a total departure from other models in the lineup. Under the layered, curvy dashboard sits a central element that separates the driver and passenger, but it does get a little bit in the way of the charging pad and other storage areas behind. Quality is good, with surfaces wrapped in a mixture of modern synthetic materials that vary from wetsuit-like neoprene to suede. There's a lot going on, but much like the exterior, it's a welcome progression from the more regimented designs coming out of Volkswagen and Skoda at the moment. The tech package inside the Tavascan is based on VW's latest generation user interface, with a 15-inch central display skewed towards the driver. The embedded software is relatively easy to navigate with some acclimatization time, and is fast to react to input. There are some nooks and crannies within the system that you can get a little lost in, such as the process of changing the interior lighting scheme, but the main controls are easy to access. You do need to confront the haptic sliders and steering wheel switchgear for some controls and these are still irritating, just as they do in other VW products. Back to the interior lighting, which is quite spectacular inside thanks to the ambient lighting structure within the air vents, the communication light under the windscreen and the added lighting integrated into the door cards.
There's a surprisingly large amount of space inside the Cupra Tavascan, and some impressive packaging. Space inside is generous, with plenty of leg and headroom in the second row, despite the sloping glass roof. The combination of a flat floor and wide cabin makes squeezing three across the back row painless. The boot is 540 liters with a large, wide opening. Go for V2 trim and above to gain an adjustable height boot floor. There's some extra storage under the boot floor for your charging cables, but there's no front boot under the short bonnet, which is a shame. The second-row seats fold almost flat, but thanks to the slope of the tailgate, larger boxy items like furniture are less easily squeezed in. Dimensions Length 4,644mm Width 1,861mm Height 1,597mm Number of seats 5 Boot space 540-litres The Tavascan gets a five-star Euro NCAP rating and comes with plenty of safety tech as standard. The Tavascan gets a full five-star safety rating from safety experts Euro NCAP regulations. Its matches the scores of the Ford Capri in the adult, child, and vulnerable road user categories, but the Tavascan outdoes the Ford for safety assistance. The ‘always on’ functions like lane-keeping assist and traffic sign assist are typically intrusive, but they can be easily switched off via the touchscreen. Other active safety elements include active cruise control with lane-keeping assist, blind spot monitoring and autonomous emergency braking, to name just a few. Key standard safety features Euro NCAP ratings Lane-keeping assist Blind-spot monitoring autonomous emergency braking 5 out of 5 stars (tested in 2024) Adult occupant protection - 89% Child occupant protection - 86% Vulnerable road users - 80% Safety assist - 79 % The price of the Cupra Tavascan is competitive compared to in-house rivals like the VW ID.5 or Skoda Enyaq Coupe, also allowing the Tavascan to target high-spec versions of the Kia EV6, Hyundai Ioniq 5, Tesla Model Y and Ford Mustang Mach-e. If you're less interested in the SUV look and additional ride height then cars like the Tesla Model 3, BMW i4, Polestar 2 or BYD Seal could also be considered as potential alternatives. The Cupra Tavascan won't appeal to everyone, but if the styling does work for you there's no reason not to be won over. This feels like a good step forward for the Cupra brand in terms of tech, engineering and design – the only caveat being the talented rivals that are also available at a similar price point.
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2024 BMW iX1 eDrive 20

What happens when you combine the BMW X1 with electric power? You get the BMW iX1 – a stylish, entry-level EV that has opened the door to new buyers since its arrival on our shores earlier this year. Not only is it eligible for the fringe benefit tax concession, but it's also priced below the luxury car tax threshold, which could add further appeal for those shopping in the premium EV market. On the outside, the iX1 stands out with its tessellated double kidney grille, while the interior offers the sort of upmarket touches you'd expect from a BMW. There are plenty of upsides to the driving experience too. So, the iX1 certainly has a lot going for it, but is it enough to justify the price tag? We tested the entry-level iX1 eDrive 20 to find out. There are two iX1 variants on offer, starting with the iX1 eDrive 20 we have on test here. The front-wheel-drive entry-level grade is powered by a 150kW/247Nm single motor and is priced from $78,900 before on-road costs. The top-spec iX1 xDrive 30 starts at $84,900 before on-roads. Here you get it in all-wheel drive with a 230kW/494Nm dual-motor powertrain. Standard features on our test car included LED headlights, keyless entry, a power tailgate, dual-zone climate control, a 10.25-inch digital instrument display, a 10.7-inch curved infotainment screen, a head-up display, and a comprehensive suite of driver assistance technologies. Also fitted here are the optional 19-inch V-spoke style alloy wheels and the Enhancement Package, which adds an array of features such as a panoramic sunroof, heated steering wheel, front-row seat massage function, and a Harman Kardon sound system.
Key rivals of the iX1 include the Volvo Another big player is the ever-popular Tesla Model Y, starting from $69,900 for the mid-spec Long Range variant or you can nab the top-spec Performance grade from $82,900. All prices listed here exclude on-road costs. Key details 2024 BMW iX1 eDrive 20 Price $78,900 plus on-road costs Color of test car Phytonic Blue Options 19-inch alloy wheels – $1538 Enhancement Package – $5154 - Metallic paintwork - Heated steering wheel - Panoramic sunroof - Active Sports seats with massage function - Harman Kardon sound system - Choice of interior trim - Electric front seats with memory function - Front seat heating - Driving Assistant Professional Price as tested $85,592 Drive-away price $92,698 (Vic) Audi Q4 e-tron Rivals | Mercedes-Benz EQA | Volvo XC40 Recharge Despite being classed as a compact SUV and BMW's smallest electric vehicle, the iX1 feels rather spacious inside. At 4500mm long, it's longer than a Mercedes-Benz EQA250 (4463mm), but a bit shorter than a Tesla Model Y (4750mm). There's ample head room and roomy footwells for taller folks in both the front and the back, plus you get plenty of storage space to keep the cabin clutter-free. The floating center console allows a storage shelf beneath the armrest that's big enough to store a handbag, and a tiny storage bin on the top level that annoyingly opens towards the driver so it's a pain to see inside (a remnant from overseas left-hand- drive models). You also have cupholders, bottle holders in each door, and my favorite part – an upright wireless phone charger, complete with a latch that hugs your phone in place. Neat! Not only is it spacious, but the iX1's interior is stylish too. There's a lovely mix of colors and materials in the cabin – we have the 'Veganza' leatherette in Oyster paired with the Eucalyptus fine wood trim, and boy does it feel special. It's not without some scratchy plastics towards the bottom of the cabin, but it isn't conspicuous, nor does it detract too much from the overall high-end aesthetic. The seats are firm yet comfortable, providing a snug embrace with adjustable curvature to suit your preference. A novel addition as part of the optional Enhancement Package is the front-seat massaging function, offering modes like 'Relax' or 'Invigorate' to tailor the intensity of your massage. I particularly enjoyed having the seat automatically shift backwards when you unbuckle your seatbelt to give you more leg room as you exit and vice-versa when you buckle in
Key rivals of the iX1 include the Volvo Another big player is the ever-popular Tesla Model Y, starting from $69,900 for the mid-spec Long Range variant or you can nab the top-spec Performance grade from $82,900. All prices listed here exclude on-road costs. Key details 2024 BMW iX1 eDrive 20 Price $78,900 plus on-road costs Color of test car Phytonic Blue Options 19-inch alloy wheels – $1538 Enhancement Package – $5154 - Metallic paintwork - Heated steering wheel - Panoramic sunroof - Active Sports seats with massage function - Harman Kardon sound system - Choice of interior trim - Electric front seats with memory function - Front seat heating - Driving Assistant Professional Price as tested $85,592 Drive-away price $92,698 (Vic) Audi Q4 e-tron Rivals | Mercedes-Benz EQA | Volvo XC40 Recharge Despite being classed as a compact SUV and BMW's smallest electric vehicle, the iX1 feels rather spacious inside. At 4500mm long, it's longer than a Mercedes-Benz EQA250 (4463mm), but a bit shorter than a Tesla Model Y (4750mm). There's ample head room and roomy footwells for taller folks in both the front and the back, plus you get plenty of storage space to keep the cabin clutter-free. The floating center console allows a storage shelf beneath the armrest that's big enough to store a handbag, and a tiny storage bin on the top level that annoyingly opens towards the driver so it's a pain to see inside (a remnant from overseas left-hand- drive models). You also have cupholders, bottle holders in each door, and my favorite part – an upright wireless phone charger, complete with a latch that hugs your phone in place. Neat! Not only is it spacious, but the iX1's interior is stylish too. There's a lovely mix of colors and materials in the cabin – we have the 'Veganza' leatherette in Oyster paired with the Eucalyptus fine wood trim, and boy does it feel special. It's not without some scratchy plastics towards the bottom of the cabin, but it isn't conspicuous, nor does it detract too much from the overall high-end aesthetic. The seats are firm yet comfortable, providing a snug embrace with adjustable curvature to suit your preference. A novel addition as part of the optional Enhancement Package is the front-seat massaging function, offering modes like 'Relax' or 'Invigorate' to tailor the intensity of your massage. I particularly enjoyed having the seat automatically shift backwards when you unbuckle your seatbelt to give you more leg room as you exit and vice-versa when you buckle in
The iX1's safety credentials are based on the BMW X1's ANCAP safety rating. It's important to note that the front-wheel-drive eDrive 20 model is not included in the rating list. However, the results for this grade are expected to be similar, especially since our test car is equipped with the optional equipment package that includes the same safety assist systems as the rest of the models in the line-up. The range was awarded five stars in the 2022 assessment, achieving strong scores with 86 per cent for adult occupant protection, 88 per cent for child occupant protection, 76 per cent for vulnerable road user protection, and an impressive 94 per cent for safety assist systems . The iX1 is equipped with seven airbags: dual front, seat-mounted side, and full-length curtain airbags, as well as a center airbag between the front seats. BMW offers a few different levels of safety equipment and they are extensive. The iX1 eDrive 20 comes standard with the Driving Assistant Plus package, which includes braking assistant, front collision warning, lane-departure warning with lane return, adaptive cruise control, speed limit display and steering and lane-control assistant. There's also a Parking Assistant Plus package that includes a surround-view camera, automatic parking, an inbuilt dash cam and more. The optional Enhancement Package our test car was fitted with also adds the Driving Assistant Professional package, which includes extra features such as evasion assistant, crossroads warning with brake intervention, and lane-keeping assistant. For the most part, the features work seamlessly and are delightfully quiet. The surround-view camera is phenomenal and offers a bunch of different views for supreme visibility. The 3D view is especially novel, being able to see a rendered visualization of the car from the surrounding area may not be necessary, but certainly adds an extra layer of confidence when parking in tight or obscure spaces. There's even a car wash view, which is shown from a top front view and helps you guide the car into position. The lane-keep assistant can be somewhat overbearing, even bordering on aggressive. More than once, I found myself battling with the steering wheel when trying to change lanes, despite ensuring sufficient clearance. This also occurs when approaching a fork in the road, as it doesn't seem to like it if you want to change course. I suspect sometimes the system can't detect the lines clearly or quickly enough when the road changes. Certainly not ideal, especially when traveling at higher speeds. Thankfully, you can customize the intensity of the assistance features or toggle them off entirely if you prefer. A particularly handy feature that's standard in the iX1 is the Driver Recorder, which functions as an in-built dash cam. If the system detects an accident situation, it can automatically save a 360-degree video and record data such as date, time, speed and location. You can also use it to capture landscapes on a road trip or any other special moments on the road.
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2025 BMW M5

Cresting a rise on the autobahn northeast of Munich, we spot a nuclear cooling tower hulking in the near distance, billowing impenetrable clouds of steam. At the same moment, a solar array winks past on the right, backdropped by a huge wind turbine atop a hill. From behind the wheel of the 2025 BMW M5 Touring, it's a fitting panorama. We, too, are currently enjoying the confluence of a nuclear reactor—the 577-hp twin-turbocharged V-8 under the hood—and something a little more 21st-century green. Tucked between the 4.4-liter V-8 and its eight-speed automatic transmission is an electric motor that can produce 194 horsepower and 204 lb-ft of torque on its own. Occasional Appearances The G90 generation is the seventh M5 but just the third M5 Touring—that's a station wagon to you, Dwayne Elizondo Mountain Dew Herbert Camacho. Whack-a-Mole-ing as it has through the M5's history, the Touring has a particularly incongruous powertrain lineage. It first appeared in the second-generation M5, the E34, propelled in its later versions by a 3.8-liter straight-six. The next M5 long-roof appeared two generations later, getting its own E61 chassis code and a 5.0-liter V-10 where the old six had been. The 2025 car's 717-hp twin-turbocharged V-8 plug-in hybrid setup is obviously the natural progression from an 8,500-rpm V-10. This is the third M5 Touring but the first to be mass produced. M5 product planner Daniela Schmid tells us the first two generations were “basically hand-built,” with production of only around 1,000 units each. Schmid says that offering this generation as a wagon—the first M5 Touring to be sold in the U.S.—is a way to further differentiate the M5 from the standard 5 Series. Other than the longer roofline, the Touring isn't much different from the M5 sedan. It's a quarter-inch taller, and without obstructing the view out the back, you only gain a bit of cargo space. With the rear seats folded, however, you can squeeze in nearly 60 cubic feet of spare tires. (What else would you haul, uranium rods?) The wagon is only about 90 pounds heavier than the sedan, which is a little more foam on top of 5,390 pounds of pilsner.
Even with that Chevy Tahoe–esque mass to propel, the long-awaited M5 wagon scoots. BMW claims it'll accelerate from 0 to 60 mph in 3.5 seconds, although we expected to beat that figure when we hooked up our test gear. With all-wheel drive, a fat Michelin Pilot Sport S 5 at each corner (285/40ZR20s up front and 295/35ZR21s in the rear), and the combined torque of a twin-turbo V-8 and an electric motor hitting like a wrecking ball off the line, the M5 smashes you into the seat back, the pull unrelenting as the eight-speed auto snaps through the gears and the speedometer zips around to the heady digits so rapidly you'd think it's broken. Top speed is governed at 155 mph (or 190 with the M Driver's package). There's a digital sheath around the experience, though, as even the exhaust's Sport mode augments the pulses firing from the engine with dramatizations played through the speakers. BMW reps couldn't tell us precisely what speakers are in on the chassis, but we suspect those in the front door panels play a role. With the radio off, we consistently felt a little buzz in our outboard trousers under WOT. Regardless, slightly more natural exhaust noise does reverberate through the wagon's cavernous aft cabin than in the sedan's comparatively tidy back seat. A similar level of artificiality pervades the M5's dynamic performance on curvy roads, too. Its handling is remarkable, the lessons BMW has learned from decades of building supernaturally capable SUVs paying off here in a vehicle with a much lower center of gravity. There is no perceptible body roll, and the M5's grip is so endless it feels like it might just turn in on itself like a wiener dog catching its own tail. We appreciated the steering's heft in Sport mode, but there's little feel or feedback. Nor do you get any of those telltale twitches or feints through the seat that communicate grip levels at each tire. To be fair, though, as high as this car's limits are, the slightest little slip could mean disaster on a public road.
Whereas previous M5s have consistently defined what a sport sedan (or wagon) meant for their time, the current generation takes a different tack. When Schmid outlines the brief for the G90, it sounds like he's describing more of a grand tourer than any previous M5. “The car is confident in everything and very capable on a racetrack,” he says. “But the driver should always arrive relaxed.” If that sounds like a teleprompter talking points polished by a PR machine, know that Schmid is no puppet. She has, by her estimate, thousands of laps of the Nürburgring, including nine 24-hour races—one of which was a class win—and a couple of 24-hour bicycle enduros. She appreciates performance and the need to push things forward. Electrification is the way of the future; the next M3 will be an EV. Yes, the G90 gives up some of the tactility of previous M5s, but an internal combustion heart still beats under its hood. What it forfeits in emotional connection, it makes up for in respect. Plus, it has a D-pillar. This M5 may not define its moment the way its predecessors did, but it has certainly captured it.
2025 BMW M5 Touring (Wagon) Specifications PRICE BASE $123,275 LAYOUTS Front-engine, AWD, 5-pass, 4-door hatchback ENGINE 4.4L/577-hp/553-lb-ft direct-injected twin-turbo DOHC 32-valve V-8 plus 194-hp/207-lb-ft electric motor, 717 hp/738 lb-ft (comb) TRANSMISSION 8-speed auto CURB WEIGHT 5,500 lb (mfr est) WHEELBASE 118.3 in L x W x H 200.6 x 77.6 x 59.7 in 0–60 MPH 3.5 sec (mfr est) E.P.A CITY/HWY/COMB FUEL ECON Not yet rated EPA RANGE, COMB 340 miles (est) ON SALE November
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BMW M135 2024

Despite the BMW M135 having less power than before, its revised chassis more than makes up for it. Interior quality remains good and the car is a little cheaper than rivals from Audi and Mercedes, although the flat-sounding engine remains a bugbear and stops the M135 from delivering a real M car experience. BMW gave the 1 Series such a serious facelift in 2024 that the German firm thought it was only right to give it a new model code too. Out went the old F40 designation and in came the new F70. Like the revised 120 edition, the M135 has also gained a new look outside and in, while BMW also sets about making the range-topping hot hatch more fun to drive. Importantly for BMW, the latest M135 seems to have arrived just in time. The Mercedes-AMG A 35 received a facelift in 2023, and the Audi S3 followed suit just a few months ago, so competition is fierce. And while they don't come from premium marques, the Honda Civic Type R and Ford Focus ST Edition remain worthy alternatives too. Although the changes mean the BMW has lost the 'i' at the end of its name – the company says customers were getting confused between its petrol and all-electric models – the M135 still has basically the same 2.0-litre four-cylinder petrol engine as the old model. However, it's not exactly the same, because it's 6bhp and 50Nm of torque down on its predecessor – meaning the 0-62mph time is 4.9 seconds (0.1 seconds slower than before). Mind you, you won't notice the difference in power in the real world. Yes, the BMW's output is slightly down on the 302bhp AMG A 35, and a chunky 32bhp off the latest S3, but in a straight line all three cars feel fairly similar. That's thanks in part to a new gearbox in the M135, with the old eight-speed automatic replaced by a seven-speed dual-clutch unit.
It's a smooth-shifting transmission when left to its own devices, especially in Comfort mode. Step into a sportier mode and you'll find the 'box hangs on to gears much longer and gives a little more immediacy to the shift, but this more aggressive nature only makes sense when you're wringing the neck out of the M135. That's not a bad thing though, because you quickly realize that the M135 is happy with such treatment. Despite having all-wheel drive, the M135 has a very different balance to its German rivals. It seems happier to be treated like a front-drive car, while the Audi S3 with its RS 3-derived torque splitter feels more rear-driven. That might sound at odds with BMW's rear-wheel-drive history, but the M135 still feels like a taught and playful hot hatch. Along with the improved gearbox, helping to deliver this experience is the direct steering – although you're forced to enjoy it through a ridiculously thick steering wheel rim. There's plenty of feedback and the BMW's chassis is so sharp that you can apply some mid-corner adjustments on a whim. Adaptive dampers now come standard on the M135 and while they deliver excellent handling, you pay a price in ride quality, with some jarring over potholes at times. Body roll is kept in check, though, and thanks to new underbody bracing and revised suspension, the M135 is well behaved in the bends and won't catch you out. One thing that can dampen the mood in the M135 is the noise. You might think the new quad exhaust tips (usually reserved for full-fat BMW M cars) allow the engine to sing a merry song, but from the outside it sounds quite flat; inside, it's borderline embarrassing with engine growls being pumped through the speakers. You can at least turn the synthesized engine note off in the settings, but tire noise is noticeable – especially on the optional 19-inch wheels.
The larger design is probably worth the money, though, because it allows the fitment of the excellent optional drilled brake discs and calipers from the M3 and M4. They're part of the rather expensive £3,000 M Dynamic Pack and while this might seem like overkill in the M135, the larger brakes are well suited to the car and don't feel overly grabby. Inside, the M135 is virtually identical to the new 120 when fitted with the M Sport option. That's a little disappointing, considering how much more expensive the M135 is; and in terms of the various bits of M-colored stitching and branding, it looks somewhat over the top in places. On the other hand, the new 10.7-inch central touchscreen and 10.25-inch driver's display are more of a match for the units in the rest of BMW's models. And while the loss of the iDrive's rotary controller in the center console might seem like a terrible decision, the touchscreen is close enough to the driver to make this a non-issue. Overall quality, just as it is in the regular 120, is pretty impressive in the M135; it feels better screwed together than any of its rivals. Model: BMW M135 xDrive Price from: £43,000 Engine: 2.0-litre turbocharged four-cylinder petrol Power/Torque: 296bhp/400Nm Transmission: Seven-speed automatic, all-wheel drive 0-62mph: 4.9 seconds Top speed: 155mph Economy/ CO2: 37.2mpg/173g/km Size (L/W/H): 4,361mm/1,800mm/1,459mm On sale: Now
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2024 Mazda CX-30 G25 GT SP

At the smaller end of Mazda's extensive SUV range, the Mazda CX-30 provides a smart stepping-stone from the sporty, but low-riding, Mazda 3 hatch, without the need to move all the way to the bigger CX-5. It's not just Mazda's own range that's contained. In the mainstream small SUV under $45,000 class, where the CX-30 sits, the Mazda is one of 22 vehicles available. In order to give it the widest appeal possible, the CX-30 comes in a wide spread of 10 different variants, with a choice of two engines, plus front- or all-wheel drive. At the upper end of the range, the CX-30 G25 GT SP pairs the higher-performance 2.5-litre engine with black trim highlights and a bold red interior for a look that's more premium, and just a little sporty.
There are a few price points to note in the CX-30 range. The cheapest G20 Pure model starts at $33,940 with a 2.0-liter engine, a six-speed automatic, and two-wheel drive. To move up to the more powerful 2.5-liter model means stepping up to the CX-30 G25 Touring from $41,140. Only the bigger-engined G25 models are available with all-wheel drive, and then only in the top two GT SP and Astina grades, from $45,140 to $48,340 – all before on-road costs.
Opt for the CX-30 G25 GT SP as shown here with two-wheel drive and the price starts from $43,140 plus on-road costs, plus $595 for the premium Zircon Sand paint color shown here, and an optional Vision Technology Pack – but at the time of writing Mazda was running a $3000 discount on the on-road costs for a new CX-30, bringing the drive-away price of this car down to a reasonable $45,892, although final costs may vary by location. The step up to the GT SP brings upgrades like dual-zone climate control, keyless entry and start, heated front seats and steering wheel, a powered driver's seat, and tilt-slide glass sunroof. Some of the 'SP' touches center around black 18-inch alloy wheels, gloss black mirror caps, and burgundy leather seat trim. Key details 2024 Mazda CX-30 G25 GT SP Price $43,140 plus on-road costs Color of test car Zircon Sand Options Premium paint – $595 Vision Technology Pack – $1300 - 360-degree camera - Front cross-traffic alert - Driver monitoring - Cruising and traffic support cruise control Price as tested $45,035 plus on-road costs Drive-away price $48,892 (Vic) $45,892 (special offer pricing)
At just a touch under 4.4m long and 1.8m wide, the CX-30 is a close match to the Mazda 3 hatch. Height is the key difference, at 1.54m for the CX-30 and 1.34m for the Mazda 3. Because the CX-30 offers crossover-SUV ride height and access, it's an easier car to get into. The seat base is positioned a little higher, and head room is a touch more generous, but despite the taller stance, the sleek design still doesn't offer the truly open and airy cabin feel of some rivals. Mazda's interior design is sleek and modern, but some elements of the brand's adherence to a sportier style may not click with everyone. The cockpit-like wrap-around dash and low-rise infotainment screen won't suit everyone, but does help bridge the gap between hatchback and SUV. Interior space is most generous in the front seats, with good head and leg room, and reasonable width. Interior storage may not hit the mark for pack rats, but there's a small open tray ahead of the gear selector that houses a wireless charge pad, and a pair of cupholders. Under the lidded armrest, there's another compact space, and the door pockets are slim but do have a bottle holder recess.
The front seats are quite comfortable, but broad-shouldered occupants may find them a snug fit. Power adjustment for the driver's seat and two-position memory make getting set and saving your preferred position a breeze – great for households who share driving duties. Rear seats are less spacious, with knee room on the short side, but the head room is more typical for the small SUV segment. The rear seats are sculpted to more readily accept two occupants, with a raised center section that reduces accommodation. The rear seats have vents in the back of the center console, a fold-down armrest with cupholders, and bottle holders in the doors, but no USB ports or window shades. Two ISOFIX and three top-tether points are also installed in the rear. Boot space isn't particularly generous either, but should do the job for a couple's weekend-away luggage. The boot measures 317 litres, smaller than the 407-litre Kona and 418-litre Qashqai. The rear seats have a 60:40 split and can be folded to free up additional space. There's no hidden under-floor storage and no bag hooks, but there are tie-down points to secure cargo. Under the boot floor is a space-saver spare wheel. 2024 Mazda CX-30 G25 GT SP Seats Five Boot volume 317L seats up Length 4395mm Width 1795mm Height 1540mm Wheelbase 2655mm In the GT SP, mobile phone connectivity can be via a wired or wireless connection, and audio is pumped through an eight-speaker unbranded sound system. As part of a 2024 update, Mazda has added Mazda Connected Services to the CX-30 range, allowing owners to remotely lock their car, flash the headlights, or start the car remotely. Stolen vehicle tracking and SOS calls are also included. Access to connected services is complimentary for the first three years of ownership. Mazda's low and wide infotainment display doesn't feel like the most ideal solution. The in-house software is high-contrast white text on a black background, and moving through the on-screen menus is quite simple and intuitive. A rotary dial allows the driver to move through the system without needing to take their eyes off the road, and shortcut buttons for maps and music work for both the Mazda infotainment system, or for apps within CarPlay and Android Auto when connected. Although not designed as a touchscreen, the system can be used as one when stopped, or turned to a full-time touchscreen via a setting that's not active by default.
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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.
The 2024 Mitsubishi Triton GLX is 5320mm long, 1865mm wide, and 1795mm high, with a wheelbase of 3130mm and ground clearance of 228mm. With a kerb weight of 2117kg and a gross vehicle mass (GVM) of 3200kg, this gives the Triton a healthy payload capacity of 1083kg. The tub itself is 1555mm long, 1545mm wide, and 525mm high, with 1135mm of flat space between the rear wheel arches. But the numbers only tell one part of the story. The tub is deep and secure, but still accessible from the rear and sides – with the action of the tailgate making it easy to open or close. The interior of the new Triton is a big step up over the previous generation, with a nice amount of space inside and ergonomics allowing the driver to find their perfect position – a feeling of being enveloped by the dash, console, and door, without being cramped or compromising the view outside. It's easy to debate the objective pros and cons of each of its competitors, but subjectively, both the Ranger and HiLux have a lot of the niceties stripped out of the cabin at this price level – while the Navara feels a bit old in terms of design and in the way it drives.
Though none of those things are a consideration for a fleet buyer, the cabin of the Triton doesn't remind you that you bought the entry-level variant each time you step into it, whereas the others almost feel like you're being punished with the cheapness of their interiors. Which is another way of saying the Triton's interior is excellent, despite it being the entry-level GLX. The combination of materials and design makes it a very pleasant place to be – almost one you want to show off to passengers, instead of having a thin, underlying sense of shame whenever you're ferrying your friends or colleagues around. I'm a big fan of the steering wheel design and its button placement, but the perforations on the steering wheel did feel as if they would collect dirt and grime over time. I normally hate steering wheel covers, but it's something I'd seriously consider to ensure the wheel remains nice. Comfort is also a big tick for the Triton GLX. The seats are soft yet supportive, with the driver getting powered lumbar support to help with those longer journeys, while the rear seats provide enough space for adults to be comfortable. However, I suspect Mitsubishi doesn't have many engineers on its staff with the silhouette of Peter Griffin from Family Guy, given the concerning crack from the outside thigh bolster of the driver's seat every time I rolled myself out of the car. It could be nothing to worry about, but I did wonder whether that part of the seat would maintain its shape over the long term.

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