Review: Ford Tourneo Titanium X

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2025 Ford Tourneo Titanium X - The First Class Lounge Room on Wheels

Not every great drive is about chasing apexes. I know, I know. But it’s true. Sometimes, it’s about comfort, space, and the freedom to bring everyone (and everything) along for the ride... including your mother-in-law. Enter the 2025 Ford Tourneo Titanium X. Ford’s flagship people-mover that promises (and delivers) first-class travel for up to eight passengers. Whether you’re a family loading up for a road trip or a business moving VIP clients in style, the Tourneo Titanium X is designed to make every journey feel effortless.

Price & Key Specs Price:

• From approx. $70,990 (Plus On-Road Costs)

• Engine: 2.0-litre EcoBlue four-cylinder turbo-diesel

• Power/Torque: 125kW / 390Nm

• Transmission: 8-speed automatic

• FWD Fuel Use: ~7.5L/100km (claimed)

• Seating Capacity: Up to 8

• Warranty: 5 years / unlimited km

Design:

At just over 5 metres long and almost 2 metres tall, the Tourneo isn’t exactly subtle, but it wears its bulk well. The Titanium X trim adds premium touches like body coloured bumpers, bold chrome grille, adaptive LED headlights, privacy glass, and 19-inch alloys. Electric sliding side doors on both sides add practicality, while the tall stance ensures excellent visibility for the driver. It looks professional, premium, and purposeful. Think less delivery van, more executive shuttle.

Interior & Practical Features:

Step inside and the Tourneo Titanium X immediately feels like a first-class lounge on wheels. Leather-trimmed captain’s chairs, configurable seating, and a flat floor mean the cabin can be set up for anything from maximum people-carrying to VIP comfort. In Titanium X spec, you are also treated to heated and ventilated seats up front, a huge panoramic glass roof, ambient lighting, and tri-zone climate control. The second-row seats can also swivel to face the third row, turning the cabin into a mobile meeting room or family hangout. USB-A and USB-C ports are scattered throughout, alongside wireless charging pads and a 14-speaker B&O premium audio system run through a 13-inch touchscreen that features Sync4 with wireless Apple CarPlay and Android Auto. Luggage space with all seats up is tight at 672 litres, but fold the third row and it becomes much bigger at 1790 litres, more than enough for prams, luggage, or work kit. Alternatively, without the second and third row seats in place, there’s a mammoth 4683 litres of space.

Practicality & Everyday Use:

For families, the Tourneo shines brightest in the little details. The dual sliding doors make school runs and tight car parks a breeze, and kids can climb in without flinging doors into neighbouring cars. Access to the third row is straightforward thanks to wide openings and a flat floor, and once you’re back there, it doesn’t feel like the punishment seat. Adults can actually travel comfortably, with proper legroom, headroom, cupholders, and their own air vents. Fun fact, the middle seat in the second row can also be folded into a small table with cup holders. ISOFIX points are available through both the second and third rows too. Storage is absolutely abundant, with deep door bins, under-seat trays, cupholders for all rows, and a chilled centre console up front. Fold the third row down and you’ve suddenly got van-like luggage space, perfect for camping gear, surfboards, or even a DIY run. Families will also appreciate the abundance of charging points, making dead tablets and phones on long trips a thing of the past. It’s these thoughtful touches that make the Tourney Titanium X more than just transport. It’s a rolling hub that is equally at home on a family holiday, a Saturday sports run, or on airport shuttle duty. If you need to tow anything behind you, the Tourneo does have a 2500kg towing capacity, and 838kg of payload in Titanium X guise.

Driving Impressions:

Let’s be honest. You don’t get behind the wheel of a Ford Tourneo expecting fireworks, but what does strike you is how car-like it feels. The 2.0-litre turbo-diesel won’t win any drag races, and to be honest, it doesn’t need to. But, with 390Nm of torque, it pulls smoothly even when fully loaded. The 8-speed auto shifts unobtrusively, and the suspension has been tuned for comfort which irons out bumps incredibly well, keeping all your passengers happy. On the highway, the Tourneo settles really easy into a relaxed cruise. Wind and road noise are impressively hushed for something this boxy, (the only complaint we could think of was some very minor wind noise from the side mirrors) and the elevated driving position gives you a commanding view ahead. Around town, the steering is light, and while you’re always aware of its size, the standard 360-degree cameras make tight manoeuvres surprisingly stress-free. What’s most impressive is the sense of calm in the cabin. With the panoramic roof overhead, soft ambient lighting at night, and that B&O system filling the space with music, the Tourneo Titanium X feels closer to first-class air travel than traditional motoring.

Safety Tech:

Ford hasn’t skimped on safety. The Tourneo Titanium X comes with adaptive cruise with stop & go, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, traffic sign recognition, and a full suite of airbags. A 360-degree camera and Park Assist Pro make life easier in tight spots. ANCAP testing is still pending at the time of writing this review, but given the tech on board, the Tourneo is set to tick the right boxes.

Ownership Experience:

Ford backs the Tourneo with a 5-year/unlimited kilometre warranty, with service intervals at 15,000km or annually. Running costs should be modest thanks to the efficient diesel engine. With its versatile cabin, huge space, and premium trim, it doubles as both a family hauler and a professional shuttle, meaning its value stretches well beyond the sticker price.

How it stacks up against the competition:

In the people-mover segment, buyers have some solid choices, but each comes with its own personality and compromises. The 2025 Ford Tourneo Titanium X doesn’t just sit alongside its rivals. It stakes a clear place in the hierarchy. It doesn’t aim to be the cheapest, the fastest, or the most tech-laden. What it does do exceptionally well however, is balance premium comfort with everyday usefulness. More executive and refined than the Kia Carnival. More practical and user-friendly than most European vans . Better value for premium ambience than the V-Class. More civilized and passenger-centric than traditional work-oriented people-movers. If your priorities are passenger comfort, modular interior utility, and an experience that feels premium without premium pricing, the Ford Tourneo Titanium X sits right at the sweet spot of the segment.

Verdict:

The 2025 Ford Tourneo Titanium X isn’t about thrills. It’s about ease. It takes the stress out of moving people, whether it’s the school run, a cross-country holiday, or chauffeuring clients. For those who need space and luxury in equal measure, it offers an experience that very few rivals can match. For the drivers? Not in the tyre-shredding sense. But if your idea of a great drive is comfort, serenity, and versatility, the Ford Tourneo Titanium X makes every kilometre feel lighter.

Review: Ford Everest Tremor

Some SUVs are built for looking tough. The Ford Everest Tremor is built for being tough. But the best part is, it doesn’t make you live with a harsh, noisy, compromised driving experience just to get the off-road credibility.

This is the Everest for buyers who want a proper seven-seat family wagon during the week, and a genuine adventure weapon on the weekend. It’s the kind of SUV that can do school drop-offs on Friday, then be covered in beach sand and mud by Sunday afternoon, without breaking a sweat or losing its comfort.

And in Tremor form, the Everest steps into a sweet spot: more capable than the standard variants, more rugged in attitude, and more ready for the real-world stuff Aussies actually do in their spare time.

Price & Key Specs:

Price: From approx. $76,000–$80,000 (Plus On-Road Costs, depending on options)
Engine: 3.0-litre V6 turbo-diesel
Power/Torque: 184kW / 600Nm
Transmission: 10-speed automatic
Drivetrain: Full-time 4WD
Fuel Use: ~9.0–9.5L/100km (claimed)
Fuel Tank Capacity: 80L
Seating Capacity: Up to 7
Towing Capacity: 3500kg (braked)
Warranty: 5 years / unlimited km

Design:

The Everest has always had presence, but the Tremor dials up the rugged factor all the way up that actually makes sense.

It sits with a more staunch attitude, looks tougher without being over-styled, and gives off that “ready for anything” vibe without being overdone and turning into a cartoon.

A distinctive honeycomb grille design with auxiliary LED lamps, a steel bash plate, heavy-duty side steps, and signature Tremor badging distinguish the hugely popular SUV from the rest of its family, along with 17-inch alloy wheels wrapped with General Grabber AT3 All-Terrain tyres and Asphalt Black Wheel Arch Mouldings. It also sits around 29mm taller thanks to the Bilstein® lift kit.

It’s big. It’s bold. But it’s still clean enough to not look out of place outside a trendy café on Monday morning. Even if it spent the weekend climbing mountain tracks.

Interior & Practical Features:

Climb inside and the Everest Tremor feels exactly how you’d want a modern family 4x4 to feel: practical, comfortable, and properly equipped.

The cabin design is clean and user-friendly, with big screens, modern infotainment, and the kind of layout that, thankfully, doesn’t require an online tutorial to navigate your way around. Everything feels robust and purposeful - like it was built to be used, not babied.

The front seats are genuinely comfortable for long drives, and the driving position is commanding, with excellent for something with this much height and road presence.

In the second row, there’s genuine space for adults, not just kids. And the third row, while still best suited to smaller passengers, is usable enough that it feels like a true seven-seater, not an “emergency only” setup.

Charging points, storage bins, cupholders and vents are all where you want them, and the Everest does a great job of feeling like a proper family wagon, without forgetting it’s a serious 4WD underneath.

Practicality & Everyday Use:

This is where the Everest Tremor really earns its keep.

For daily life, it’s surprisingly easy to live with. You’ve got a big, high driving position that makes traffic feel less stressful, and enough space inside to handle kids, gear, and all the chaos that comes with family routines.

School runs? Easy. Weekend sport? No dramas. Long trips? Even better.

With all seven seats in place, you’ve still got enough space for the everyday essentials such as school bags, groceries, and the kind of “always in the car” stuff that most families seem to accumulate.

Fold the third row down, and the Everest becomes a proper road-trip machine, with enough room for suitcases, prams, camping gear, and everything that turns a weekend away into a full-blown expedition.

Drop the second and third rows, and it opens up into a large, flat load area that feels closer to a touring wagon than a family SUV, perfect for bulky gear runs, Bunnings trips, or loading up for a proper adventure for you and your plus one.

Cargo capacity (approx.):

• Behind 3rd row (all seats up): ~259L

• Behind 2nd row (3rd row folded): ~898L

• Max space (2nd + 3rd rows folded): ~1,823L

And then there’s the big-ticket Aussie requirement: towing. With a 3500kg braked towing capacity, the Everest Tremor is ready for caravans, boats, trailers and work loads, and with 600Nm of V6 torque on tap, the Everest makes it feel confident and effortless.

Driving Impressions:

Look, you don’t buy an Everest Tremor expecting it to feel like a sports car. Ford has a completely different range of vehicles if that’s your thing. But what does surprise you is how refined and settled it feels for something that’s built to handle proper off-road work.

That 3.0-litre V6 turbo-diesel is the star of the show. Like we mentioned before, with 600Nm of torque, it pulls hard, smoothly, and effortlessly, especially when loaded up with passengers or towing weight. It doesn’t feel strained. It feels like it was built for the job.

The 10-speed automatic does a great job staying in the right gear without hunting around, and on the highway the Everest settles into a relaxed, confident cruise. It feels stable, planted, and far quieter than you’d expect for a big ladder-frame 4WD.

Around town, you’re aware of the size, but it’s not intimidating. The steering is light enough, the visibility is good, and modern camera tech makes tight parking far less stressful than it has any right to be in a vehicle this big.

And off-road? This is where the Tremor earns its badge. With its tougher suspension setup thanks to those Bilstein® Position-Sensitive Dampers, new springs, and General Grabber AT3 All-Terrain Tyres providing 29mm of additional ground clearance compared to the standard Everest, increased capability, and drive modes designed for the rough stuff, it feels like a genuine upgrade over the standard Everest. And believe us when we tell you, it’s the kind you’ll actually notice and be thankful for, when the road turns into gravel, sand, or something worse.

Safety Tech:

Ford hasn’t held back on safety tech, and the Everest Tremor comes with a strong suite of driver assistance features including adaptive cruise control, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, and autonomous emergency braking.

It’s the kind of safety package that adds confidence without becoming intrusive, especially in a vehicle that’s designed to carry families and travel long distances.

Ownership Experience:

Ford backs the Everest with a 5-year/unlimited kilometre warranty, and service intervals are sensible for a vehicle in this class.

Running costs won’t be small-car cheap, it’s a big diesel 4WD with serious capability, but the payoff is versatility. You’re buying one vehicle that can do almost everything: family transport, towing duties, road trips, and proper off-road exploring.

And that’s what makes the Everest Tremor feel like a smart buy. It doesn’t just talk the talk. It walks the walk too.

How it stacks up against the competition:

The large 4WD SUV segment is stacked right now, and buyers are spoilt for choice. But the Everest Tremor sits in a very specific sweet spot, because it offers genuine off-road readiness without giving up everyday comfort.

It doesn’t aim to be the cheapest or the flashiest. What it does exceptionally well is deliver real-world off-road ability, towing strength, and seven-seat practicality in a package that still feels refined enough to live with every day.

• More comfortable and tech-rich than an Isuzu MU-X or a Mitsubishi Pajero Sport.

• More capable and adventure-ready than the standard Everest variants.

• Better balanced for family life than hardcore off-road alternatives.

• Strong towing confidence without the premium price penalty of a Toyota Prado.

If your priorities are family usability, V6 turbo-diesel torque, proper 4WD hardware, and real-world comfort, the Everest Tremor sits right at the sweet spot of the segment.

Verdict:

The Ford Everest Tremor isn’t about being the loudest or the flashiest SUV on the road. It’s about being ready.

Ready for family life. Ready for towing. Ready for road trips. Ready for dirt tracks and long weekends away. It’s the kind of vehicle that makes you feel like you can say “yes” more often. Yes to the caravan, yes to the beach trip, yes to the bush escape.

For the drivers? Not in the tyre-shredding sense. You’d be better off in a Mustang for that - preferably a Dark Horse.

But if your idea of a great drive is confidence, capability, and knowing your SUV can handle whatever the weekend throws at it, without having to sell one of your kidneys, the Everest Tremor makes every kilometre feel like an adventure waiting to happen.

Review: Land Rover Defender 130 D350 X-Dynamic SE

Some vehicles don’t need an introduction. They’ve earned their reputation the hard way — through decades of dirt roads, farm tracks, expedition routes, and the kind of real-world punishment most SUVs will never see. The Land Rover Defender is one of them. But the 2025 Defender 130 D350 X-Dynamic SE isn’t just a throwback to that legacy. It’s what happens when Land Rover takes that iconic toughness and stretches it into something bigger, more refined, and far more family-ready. It’s the Defender for people who want the adventure… without leaving half the crew behind.

This is the long-wheelbase Defender. The “bring everyone” Defender. The one built for families who want real space, real comfort, and real capability, without giving up that unmistakable Land Rover charm that feels equal parts luxury hotel and expedition vehicle.

Whether you’re doing school drop-offs, hauling the whole crew to the coast, or disappearing into the bush for a long weekend, the Defender 130 makes every journey feel like an event.

Price & Key Specs:

Price: From approx. $150,000+ (Plus On-Road Costs, plus options)
Engine: Ingenium 3.0 litre 6-cylinder 257kW Twin Turbocharged Diesel MHEV (Automatic) All Wheel Drive
Power/Torque: 257kW / 700Nm
Transmission: 8-speed automatic, AWD
Fuel Use: ~8.0–9.0L/100km (claimed, depending on spec/tyres)
Seating Capacity: Up to 8
Warranty: 5 years / unlimited km (Australia)

Design:

The Defender 130 doesn’t try to be sleek. It doesn’t chase the “sporty SUV” look either. It stands tall, wide, and unapologetically squared off, like it was carved out of one solid block.

The X-Dynamic SE trim gives it the right amount of attitude without going full “look at me.” You get darker exterior accents, a tougher visual edge, and that signature Defender silhouette that somehow looks equally at home outside a five-star hotel or parked on a muddy track with recovery gear in the back.

And the best part? It doesn’t look like a stretched wagon trying to hide its size. The 130 wears its extra length with confidence, almost like it was always meant to be this big.

Interior & Practical Features:

Step inside and the Defender 130 immediately feels like a premium command centre. Rugged in design, but unmistakably modern in execution.

The cabin layout is clean, functional, and built around the idea that this car is meant to be used. Big surfaces, strong materials, smart storage solutions, and a sense of durability you don’t always get in luxury SUVs.

The front seats feel properly supportive for long trips, the driving position is tall and commanding, and the visibility is outstanding for something this big. You sit above the chaos, looking out over the world like you’re in control of it.

The infotainment system is sharp, responsive, modern, and unlike some “luxury” setups, it doesn’t feel like you need a 6 month TAFE course to change the fan speed.

Then there’s the big selling point: space.
The 130’s longer body means the third row isn’t just a “just in case” row. It’s genuinely usable. Kids? Easy. Teenagers? Fine. Adults? Still doable without feeling like you’ve been punished for turning up late.

Cargo room is strong even with the extra seats in play, and when you fold things down, it becomes the kind of load space that makes you stop worrying about what you can bring.

Practicality & Everyday Use:

Here’s the thing about the Defender 130. It’s a luxury SUV, but it behaves like a tool when you need it to.

It’s the kind of vehicle that makes daily life easier because it doesn’t feel fragile. You don’t feel like you’re constantly protecting it from life. School bags, sports gear, sandy feet, weekend luggage. It’s all part of the deal.

Storage is everywhere. Cupholders, bins, shelves, trays, you name it - the Defender feels designed by people who actually live in the real world.

And because it’s a 130, you don’t have to choose between comfort and capacity. You can carry people and still have room for everything they bring with them. That’s the difference.

It’s also the kind of SUV that makes long family road trips feel calmer. Everyone has their space, the cabin feels airy, and the ride has that big-body stability that settles the whole experience down.

With all seats in place, the Defender 130 still leaves you enough room in the back for everyday family life. School bags, groceries, a pram, or the weekend sports kit all fit comfortably without the need to play Tetris.

Fold the third row down, and the boot becomes properly usable for road trips. The kind of space that swallows suitcases, camping gear, and all the “just in case” extras that somehow always come along.

And if you drop both the second and third rows, the Defender turns into a full-length load bay that feels more like a premium cargo hauler than a luxury SUV. Perfect for those bulky IKEA flatpack runs, moving house essentials, or loading up for a proper escape.

Cargo capacity (approx.):

• Behind 3rd row (all seats up): ~389L

• Behind 2nd row (3rd row folded): ~1,232L

• Max space (2nd + 3rd rows folded): ~2,516L

Driving Impressions:

Let’s be honest: you don’t buy a Defender 130 D350 because you want it to feel like a hot hatch. You buy it because you want a vehicle that feels unstoppable.

And that’s exactly what the Defender 130 D350 delivers.

The 3.0-litre inline-six diesel has a serious amount of power and torque on tap. 257kW and 700Nm is the kind of number you don’t just read on a spec sheet, you feel it. It pulls hard and smoothly, even when the car is loaded up with passengers, luggage, and the kind of “just in case” gear families always bring.

The 8-speed auto is smooth and well matched, and the whole powertrain feels effortless, like it’s barely working most of the time.

Around town, you’re always aware of the size, but the Defender never feels intimidating. It’s surprisingly easy to place, the steering is light enough, and the driving position gives you confidence.

On the highway, it settles into a calm, quiet cruise. It feels planted, composed, and premium. Like the car was built for long distances. And in a world where so many big SUVs feel floaty or vague at speed, the Defender 130 feels reassuringly solid.

And off-road? This is still a Defender. It’s not pretending. The capability is real, and even if most owners never push it to the limit, there’s something deeply satisfying about knowing it could handle far more than your average weekend escape.

Safety Tech:

Land Rover doesn’t skimp here. The Defender 130 comes loaded with modern driver assistance tech, including adaptive cruise control, lane keep assist, blind-spot monitoring, and a full suite of airbags and stability systems.

It’s the kind of safety package that quietly does its job in the background. Which is exactly how it should be in a vehicle designed to carry families.

Ownership Experience:

Owning a Defender 130 isn’t about being “sensible.” It’s about choosing a premium SUV that offers something most rivals don’t: true character.

Servicing and running costs won’t be budget-friendly, and options can push the price up quickly, but that’s part of the Land Rover world. You’re paying for the experience, the design, and the capability.

The upside is that it feels like a vehicle built for the long haul, both in durability and in the way it fits into your lifestyle. It’s not a car you get bored of quickly. It’s a car that becomes part of the story.

How it stacks up against the competition:

In the large luxury SUV space, the Defender 130 doesn’t just compete — it offers a completely different flavour. Most rivals chase sleekness and street presence first, with capability as an afterthought.

The Defender flips that. It’s built from the ground up to be adventure-ready, then layers luxury on top.

It doesn’t aim to be the cheapest, the most efficient, or the most subtle. What it does do exceptionally well is blend true off-road DNA with genuine family-sized comfort.

• More modern and design-led than the LandCruiser 300 Sahara.

• More refined and family-friendly than the Ineos Grenadier.

• More “special” in day-to-day driving than most large SUVs.

• Still tough enough to back up the Defender badge when the road disappears.
  

If you want a vehicle that feels equally at home on a dirt track, a long-haul road trip, or outside a premium hotel, the Defender 130 sits right in that sweet spot.

Verdict:

The 2025 Land Rover Defender 130 D350 X-Dynamic SE isn’t about blending in. It’s about doing life bigger.

It’s a proper long-body luxury SUV that still feels like a Defender should. Tough, confident, and ready for anything, while giving you the space and comfort to carry your family, your mates, and your gear without compromise.

For the drivers? Not in the tyre-shredding sense.
But if your idea of a great drive is commanding the road, owning the journey, and knowing you could take the long way home every single time… the Defender 130 makes every kilometre feel like it matters.

Review: Toyota Tundra Platinum

Not every great drive is about carving corners. Some are about presence. Effortless torque. And the feeling that whatever life throws at you, be that trailers, boats, caravans, weekends away, or just the daily grind, this thing has it handled.

Enter the Toyota Tundra Platinum.

This is Toyota cannonball diving properly into full-size American pickup territory for Australia. Not dipping a toe. Not apologising. Just arriving with scale, confidence, and a quiet sense of authority that says: we know exactly who this is for.

Let’s Talk About the Size

Alright. Before we go any further, we need to be honest with each other.

The Toyota Tundra Platinum is massive.

And I don’t mean “big Hilux” big. I mean stand next to it and laugh a little big. The bonnet sits high. The mirrors feel like they belong on a small aircraft. And the first time you pull up next to a Ranger or Prado, you realise you’re playing in a completely different league.

If you’re thinking about one, this is the moment where you ask yourself the real questions.

Will it fit in my garage?
Can I live with it in shopping centre car parks?
Am I okay taking up two bays if things get tight?
Is my couch comfy enough to sleep on when I bring one home without telling the Wife?

Because this truck doesn’t shrink just because you want it to.

But, and this is important, once you’re in the driver’s seat, the size stops being intimidating and starts being reassuring.

You sit high. You see everything. The bonnet stretches out in front of you like a runway. And suddenly the road feels smaller, calmer. You’re not fighting traffic, you’re above it.

Around town, yes, you need to be switched on. Tight streets and older car parks demand a bit of planning. You don’t dart into gaps. You think ahead. But the steering is lighter than expected, the cameras do a lot of heavy lifting, and after a few days, your brain recalibrates.

On the highway? It’s a non-issue. In fact, it’s brilliant.
The Tundra just settles. Long wheelbase, big mass, loads of torque, it cruises with the kind of confidence that makes big distances disappear.

And here’s the thing people don’t talk about enough: once you get used to the size, going back to a smaller ute actually feels… a bit underdone.

So yes. The Tundra is big. Unapologetically so.
But if you’re shopping in this segment, that’s not a drawback. That’s the point.

You just need to be honest with yourself about the lifestyle that comes with it.

Price & Key Specs

• Price: From approx. $172,990 (plus on-road costs)

• Engine: 3.5-litre twin-turbo V6 petrol (i-FORCE MAX hybrid system)

• Power: 326kW

• Torque: 790Nm

• Transmission: 10-speed automatic

• Drivetrain: Part-time 4WD

• Towing capacity: Up to 4,500kg (braked)

• Fuel use: ~12.7L/100km (claimed)

This is not a diesel workhorse. It’s a torque-rich, petrol-hybrid muscle truck, and it wears that identity proudly.

Design – Exterior

Like we’ve mentioned before. There’s no subtle way to say this: the Tundra is huge.
But it’s also proportioned properly.

The Platinum trim dials back some of the visual aggression of American-spec trucks in favour of something more refined. Chrome accents, clean surfacing, and a broad, upright stance give it presence without shouting.

On Australian roads, it feels commanding rather than cartoonish. It doesn’t try to look tough. It is tough, and it knows it.

This is a truck that looks just as at home hooked up to a boat ramp as it does parked outside a premium home.

Interior & Practicality

Climb inside and the tone changes again, from muscle to comfort.

The Platinum cabin is genuinely luxurious. Soft-touch materials, high-quality leather, real attention to detail, and space in every direction. This is not a commercial vehicle pretending to be comfortable. It’s a premium lounge that also has the ability to tow a house, all whilst your partner in the passenger seat sits in a different postcode to you.

Front seats are wide, supportive, and built for long hours behind the wheel. Rear-seat space is vast and adults fit comfortably without compromise, with storage solutions everywhere.

This is a vehicle designed for doing life, not just doing jobs.

Driving Impressions

Powertrain & Response

The twin-turbo V6 hybrid setup is the star of the show. Torque arrives instantly, smoothly, and without drama. There’s no diesel clatter, no lag, no sense of strain. Just effortless forward motion.

Under load, it feels composed and confident. Empty, it feels lighter on its feet than something this size has any right to.

Ride & Handling

Here’s where Toyota has done something clever.

The Tundra rides with a level of compliance that makes daily driving genuinely comfortable. It’s firm enough to control the mass, but never harsh. Highway cruising is relaxed. Urban driving is surprisingly manageable once you recalibrate to the size.

You’re always aware of the dimensions, but you’re never fighting the vehicle.

Noise, Refinement & Comfort

This is where the Platinum earns its badge.

Cabin isolation is excellent. Wind noise is low. Road noise is well suppressed. And the hybrid system works quietly in the background, smoothing out low-speed driving and stop-start traffic.

It feels calm. Considered. Grown-up.

Safety & Technology

Toyota has thrown the full safety suite at the Tundra:

• Adaptive cruise control

• Lane trace assist

• Blind spot monitoring

• Rear cross-traffic alert

• 360-degree camera system

Importantly, the systems are well tuned. They assist without intruding, and they don’t turn every drive into a warning-light symphony.

The infotainment setup is large, clear, and intuitive. No unnecessary learning curves here.

Ownership Experience

This is where the Tundra makes its strongest case.

Toyota’s reputation for reliability still matters. Especially in a segment where complexity is high and usage is demanding. Servicing networks, parts availability, and long-term durability all play a role here.

Yes, fuel consumption won’t match a diesel Hilux. But if you’re shopping in this segment, you already know that. What you gain instead is refinement, power delivery, and a far more relaxed driving experience.

This is a truck you can own without feeling like you’re making constant compromises.

Where It Sits

Against rivals like the RAM 1500 and Chevrolet Silverado, the Tundra Platinum positions itself as the most polished, most user-friendly option.

It’s not the loudest.
It’s not the most aggressive.
But it might be the most complete.

If you want brute force theatre, there are alternatives.
If you want a full-size pickup that blends power, comfort, and long-term livability — this is where Toyota shines.

Verdict

The Toyota Tundra Platinum isn’t about making a statement. It’s about making life easier — while still delivering the scale and capability that define the segment.

It’s big, yes. But it’s also refined, calm, and thoughtfully engineered. A truck that feels just as comfortable hauling heavy loads as it does carrying the family in quiet comfort.

For Australians who need real capability but don’t want to live with compromises every day, the Tundra Platinum makes a very strong case.

Not for everyone.
But absolutely right for the people it’s built for.

Review: Toyota Land Cruiser Sahara

Few names carry the weight of the Toyota Land Cruiser. In Australia especially, it’s more than a car. It’s a badge of honour, a trusted companion, and for many, part of the family. The 300 Series Sahara continues that lineage, blending serious off-road ability with genuine luxury. Whether you’re crossing the Simpson Desert, towing a horse float, or taking the kids to school, the LC300 Sahara wants to be the one car that does it all.

Price & Key Specs

• Price: From $142,101 before on-roads (Australia)

• Engine: 3.3-litre twin-turbo V6 diesel

• Power/Torque: 227kW / 700Nm

• Transmission: 10-speed automatic, full-time 4WD with low range

• 0–100km/h: ~8.9 seconds

• Fuel Use: 8.9L/100km (claimed)

• Towing Capacity: 3,500kg braked

• Ground Clearance: 235mm

• Warranty: 5 years / unlimited km

Design

The LC300 isn’t flashy, and it doesn’t need to be. Its design screams functionality and presence. Upright, squared-off, and unmistakably Land Cruiser. In Sahara trim, chrome detailing and 18-inch alloys bring a touch of prestige, but it never strays into showy. LED headlights, a bold front grille, and pumped-up arches all underline that this is a 4WD with purpose.

Interior & Practical Features

Step inside the Sahara and you’re greeted with a mix of durability and luxury. Leather-appointed seats, heated and cooled up front, and soft-touch materials bring a premium feel, while the layout still feels tough enough for the bush. The 12.3-inch infotainment screen finally drags the Cruiser into the modern era, with Apple CarPlay/Android Auto, sat nav, and a crisp JBL 14-speaker system.

Space is abundant. The Sahara is a true seven-seater, with even the third row offering decent comfort for adults on shorter trips. Storage cubbies, USB ports everywhere, a chilled centre console, and tri-zone climate keep the family happy. Boot space with all rows up is tight (around 175L), but fold the third row and you unlock a much larger 1,004L. Take it one step further and fold down the second row, and you’ll end up with 1967L of cargo space.

Driving Impressions

Fire up the 3.3 twin-turbo V6 and there’s a refined diesel thrum. Quieter than the old V8, but still purposeful. On the road, the Sahara feels smoother and more composed than ever. The 10-speed auto keeps the engine right in the fat of its torque band, delivering effortless shove whether you’re overtaking or towing a caravan.

Despite its size, the LC300 doesn’t feel unruly. The suspension soaks up rough country roads with ease, and there’s a surprising polish to the way it handles city bumps and potholes. Steering is light enough for daily driving but still gives you the sense of control you want in something this large. Cabin refinement has taken a big step up. Wind and road noise are hushed, making long highway drives genuinely relaxing.

Take it off-road, and the Sahara reminds you why the Land Cruiser name is sacred. Multi-Terrain Select, Crawl Control, a locking centre diff, and serious suspension articulation mean this thing will clamber up, down, and across just about anything. Combine that with 235mm ground clearance and a wading depth of 700mm, and you’ve got an SUV that laughs at obstacles rivals would balk at.

Safety Tech

Toyota has stacked the LC300 with Toyota Safety Sense: adaptive cruise, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, and AEB with pedestrian and cyclist detection. A 360-degree camera system makes parking its size far easier, and with ANCAP’s 5-star rating, the big Cruiser ticks every box for family safety.

Ownership Experience

Toyota backs the LC300 with a 5-year/unlimited kilometre warranty, extendable to 7 years for the powertrain with proper servicing. Fuel use hovers around 10–11L/100km in real-world conditions, which is impressive given the weight and size. Servicing is capped-price and intervals are every 6 months/10,000km — a bit frequent compared to some rivals, but part of Toyota’s play-it-safe philosophy.

Verdict

The 2024 Toyota Land Cruiser 300 Sahara isn’t just a car, it’s a statement. It combines unstoppable off-road ability with genuine luxury and daily usability. Whether you’re in the outback, towing a boat, or pulling into the valet line, the LC300 looks and feels right at home.

For the drivers? Absolutely. Just in a different sense. This isn’t about carving corners, it’s about commanding respect, conquering terrain, and knowing that no matter the destination, the Land Cruiser will get you there in comfort and confidence.

Review: BMW X7 40d

The BMW X7 sits right at the top of BMW’s SUV lineup. And it knows it. It’s the kind of machine you spot in the rear-view mirror and instantly know something substantial is behind you. In 40d guise, it blends efficiency, diesel torque, and modern luxury in a way that makes it both a family-hauler and a long-distance tourer. For those who think of BMW only as a driver’s brand, the X7 shows Munich can do big, plush, and commanding just as well.

Price & Key Specs

• Price: From around $174,900 plus on-roads

• Engine: 3.0-litre inline six-cylinder turbo-diesel, 48V mild-hybrid

• Power/Torque: 259kW / 720Nm

• Transmission: 8-speed automatic, xDrive AWD

• 0–100km/h: 5.9 seconds

• Fuel Use: ~8.2L/100km

• Towing Capacity: 3,500kg braked

• Warranty: 5 years / unlimited km

Design

The X7 isn’t subtle. Its sheer size, massive kidney grille, split headlights, and crisp body lines make sure it dominates any driveway. The M Sport package sharpens things up with larger wheels, sportier bumpers, and shadowline trims. But even in standard form, this is a rolling statement of success. BMW has softened some of the facelift criticism with sleeker lighting signatures, giving the X7 a fresher, more modern edge.

Interior & Practical Features

Step inside and the X7 doesn’t just feel premium — it feels indulgent. The curved display (12.3-inch driver + 14.9-inch infotainment) wraps around you (with iDrive 8.5 running the show), the ambient lighting subtly sets the mood, and the quilted leather seats invite you to sink in and stay awhile. There’s a hushed quiet once the doors close, as though the outside world gets left behind. Even on coarse roads, the insulation is so good you end up whispering instead of raising your voice.

The seats are wide, supportive, and endlessly adjustable, giving you the sensation of sitting in a private jet more than a family SUV. Row two is limousine-like, with space to stretch, and even row three feels like it was designed for adults rather than afterthought passengers. The 20-speaker Bowers & Wilkins system floods the cabin with crisp, concert-hall clarity — perfect for when you’re eating up kilometres on a long haul with multiple USB-C ports making it as tech-laden as any luxury lounge.

Quality is, as expected, impeccable: soft-touch leather, crafted trims, and ambient lighting everywhere. Seating for seven comes standard, with heated and ventilated seats available in all rows depending on spec. Space is generous in every direction, even for adults in the third row. Boot space sits at 750L (five seats up), expandable to over 2,000L.

Accessing the third row in the X7 isn’t the quickest process. The electrically sliding second-row seats take their time, and the gap they leave is a little tighter than you’d hope. In practice, kids often find it easier to just slip through the centre of the captain’s chairs.

Once you’re back there, though, it’s clear BMW hasn’t treated the third row as an afterthought. The seats are genuinely usable for everyday journeys, offering good comfort, their own air vents, cupholders, and even extra charging points — perfect for keeping devices alive on family road trips. Thanks to the X7’s large glasshouse, visibility remains excellent, so it doesn’t feel like you’re stuffed into a dark corner.

Another clever touch is the split tailgate. It takes a couple of extra seconds to lower the bottom section, but the ease of loading heavier items in or just sitting on it at the weekend makes it one of those small features you quickly learn to appreciate.

This is BMW’s flagship SUV, and it communicates that in every interaction: the soft click of the switchgear, the chilled precision of the glass controls, and the effortless way tech integrates without intruding. It’s not just a cabin; it’s a rolling sanctuary.

Driving Impressions

Slip behind the wheel of the X7 40d and the first thing that hits you is the sheer sense of calm. Press the starter and the inline-six hums to life so smoothly that, without glancing at the tach, you’d hardly know the engine was on. Around town, the X7 glides with an effortless composure — the diesel’s 720Nm of torque wafts you forward with barely a flex of your right foot. It doesn’t surge, it surfs on a constant wave of torque, giving you the sense you could keep going forever without the car breaking a sweat.

Out on the open road, the X7 is a consummate cruiser. Plant your foot for an overtake of some long trucks along the back roads of Gippsland and the mild-hybrid system joins the straight-six to deliver a swell of torque that shoves you forward, surprising anyone who assumes something this large should feel sluggish. The 8-speed ZF box is telepathic — always in the right gear, always smooth.

In corners, it defies its bulk. The air suspension hunkers down and controls body roll so well you forget you’re piloting nearly 2.5 tonnes of SUV. The steering has BMW’s hallmark precision — light at low speeds, but with enough feedback to place this seven-seater confidently on a country road. It’s no X5 M50i, but the confidence it inspires is uniquely BMW: composed, planted, and reassuringly athletic.

Safety Tech

The 2025 X7 is loaded with driver assistance: adaptive cruise with stop & go, lane-keep assist, blind-spot monitoring, surround-view cameras, and BMW’s Parking Assistant Professional that can even memorise and retrace tricky parking manoeuvres. ANCAP hasn’t crash-tested the facelifted X7, but the tech suite is comprehensive and in line with the flagship positioning.

Ownership Experience

BMW offers a 5-year/unlimited kilometre warranty and service-inclusive packages that can be prepaid for predictable costs. Diesel economy of ~8.2L/100km is impressive given the size, and with a 80L tank, you’re looking at over 900km of touring range. For families, the X7 nails practicality with its towing ability, seven-seat flexibility, and tech to keep everyone comfortable.

Verdict

The 2025 BMW X7 xDrive40d is less about carving apexes and more about conquering continents. It’s an SUV that blends commanding road presence with genuine everyday usability, all while delivering luxury and refinement on par with rivals from Mercedes and Audi. For buyers who want BMW’s badge and engineering in the most spacious, plush form available, the X7 40d hits the sweet spot.

For the drivers? Not in the traditional M-car sense. But for those who want the ultimate BMW SUV experience without compromising on comfort, efficiency, or practicality — the X7 40d stands tall.

Review: BMW 540d xDrive

Few things make arriving in Melbourne on a cold winter’s morning feel worthwhile. Especially when you’ve just left the sun-soaked streets of Brisbane. But picking up the keys to a 2025 BMW 540d xDrive from BMW Australia? That’ll warm you up real quick.

Parked out the front of BMW Australia’s head office, the 540d looked every bit the modern executive express, understated yet undeniably purposeful. Our test car, finished in Oxide Grey Metallic, wore the M Sport package (fitted as standard on all Australian delivered 540d’s) like a perfectly tailored suit. It’s not shouty, but there’s a quiet confidence in the way it sits. Sharper bumpers, sculpted side skirts, and that wide, low stance give it presence without the need for gimmicks.

The kidney grilles are slimmer and more horizontal than before, flanked by sleek Adaptive LED headlights with a focused, almost predatory gaze. The proportions are spot on too. Long bonnet, short overhangs, and a shoulder line that carries all the way to the muscular rear arches. It's a car that looks just as comfortable pulling up to a client meeting as it would winding through the hills.

It doesn’t scream for attention, but when you walk up to it, key in hand, it has that special something. That quiet sense of occasion. That BMW “rightness” that only a few brands seem to consistently nail.

And then, of course, I opened the door, slid into the cabin, and fired it up...

Slide into the cabin of the 540d, and it immediately sets the tone for what this car is all about - effortless, confident refinement. Hit the start button and you’re greeted not by clatter or grumble, but by the barely-audible hum of BMW’s latest 3.0L straight-six diesel that produces 223kW and 670Nm.

Paired with 48-volt mild-hybrid assistance that recuperates kinetic energy under braking for conversion into electrical energy, it’s buttery-smooth and surprisingly quick off the mark.

Around town, the 540d is a masterclass in composure. The 8-speed ZF gearbox slips through ratios like silk, and the low-end torque (reminder, a monstrous 670Nm) means you’re never caught out when you need to dart into a gap or cruise up an incline. Even in Comfort mode, there's a solid connection between your foot and the drivetrain which is responsive, and never twitchy.

The ride quality is, as expected, genuinely impressive. With adaptive dampers, the car irons out potholes and suburban speed humps with a grace that borders on arrogance. Road noise is minimal. Engine noise? Virtually nonexistent unless you really prod it. It feels, in every sense, like a luxury car first, performance car second. And yet, when you find yourself on an open backroad in rural Victoria...

How does it behave when pushed?

Put it in Sport or Sport Plus and the 540d reveals its other side. The steering weights up, the throttle response sharpens, and suddenly this understated exec sedan starts to show real bite. It’s not trying to be an M5 (which is an entirely different breed of animal that we can’t wait to test out) and it doesn’t need to. The chassis is taut, balanced, and sure-footed thanks to the ridiculously clever xDrive all-wheel drive system. It’s not an edge-of-your-seat kind of sporty, but it’s deeply satisfying.

Coming out of a corner, the diesel torque surges you forward like a wave — muscular and linear. There’s no waiting, no downshift drama, just instant forward motion. Grip is plentiful, especially on the staggered 21-inch setup. It leans more toward grand touring than outright aggression, but make no mistake: the 540d can hustle when it needs to.

Braking performance is solid and progressive. The pedal feel is nicely modulated, not grabby, and inspires confidence even on tighter downhill stretches. In dynamic situations, the car shrinks around you, it feels smaller and lighter than it is, a hallmark of well-engineered German sedans, and one in particular that BMW absolutely nails the brief on, every single time.

Fuel economy? Actually brilliant.

This is where the 540d really flips the script. Despite its size, power, and performance, it returns fuel economy figures that border on wizardry. We saw an average of 5.8–6.2L/100km during a week of mixed driving between city commutes, highway stretches, and spirited weekend/backroad runs. You’re looking at over 1,000km of real-world range from a single tank.

And no, it doesn’t feel like a compromise. In fact, for anyone doing big km or long stints, it makes more sense than a petrol 6 or plug-in hybrid. It’s powerful, refined, and ruthlessly efficient.

Inside the cabin: Modern, clean, very BMW:

The 540d inherits BMW’s latest interior language: curved dual-screen display, flush HVAC controls, and minimalist switchgear and the cabin has a genuinely calming ambience. The materials are top shelf, featuring soft leathers, ambient lighting that subtly wraps around the cabin, and trim finishes that feel expensive, not just flashy. Wireless Apple CarPlay and Android Auto are standard, as is a crystal-clear Bowers & Wilkins audio option that’s worth ticking the box for.

Rear-seat comfort is equally as impressive. There’s excellent legroom for adults, even behind taller drivers, and the outboard seats are nicely contoured and supportive without feeling firm. Headroom is ample despite the sloping roofline, and the rear bench gets its own climate zone, along with air vents, USB-C charging ports, and fold-down armrest with cupholders. Perfect for road trips or the school run.

Kids will have no trouble getting in and out, and the wide-opening doors make fitting a child seat simple thanks to well-positioned ISOFIX points.

Connectivity-wise, the 540d doesn’t miss a beat. As we’ve mentioned previously, Wireless Apple CarPlay and Android Auto are standard, along with a fast pairing and a high-res central touchscreen that’s easy to navigate. There’s also a wireless charging pad up front, dual USB-Cs in the centre console, and more in the rear, meaning everyone stays connected, no matter where they’re sitting.

Boot space comes in at a generous 520 litres, with a wide aperture and low load lip making it easy to throw in luggage, shopping, or a couple of golf bags. The rear seats fold down 40:20:40 for added flexibility, and there’s underfloor storage for cables or smaller items you’d rather not have rolling around.

Servicing & Ownership Costs:

BMW’s Condition-Based Servicing (CBS) system means the car monitors oil, brake pads, fluid levels and usage patterns to alert you when it’s time for a service, rather than sticking to a strict calendar schedule.

In typical usage, you’ll be looking at servicing roughly every 12–18 months or 15,000–20,000km, whichever comes first. BMW’s Service Inclusive Basic plan can be added at purchase, covering 5 years or 80,000km of servicing from around $2,000 AUD at time of writing, which makes it a no-brainer if you’re planning to keep the car long-term.

And thanks to the diesel’s exceptional efficiency, real-world running costs are significantly lower than you’d expect from a premium sedan with this level of performance.

QUICK SPECS:

2025 BMW G60 540d xDrive:

• Engine: 3.0L inline 6-cylinder turbo-diesel mild hybrid

• Transmission: 8-speed automatic

• Power: 223kW @ 4000rpm

• Torque: 670Nm @ 1500–2500rpm

• 0–100km/h: 5.2 seconds

• Kerb Weight: 1905kg

• Power-to-Weight Ratio: 117kW/tonne

• Average Fuel Consumption: 6.5L/100km

• CO2 Emissions: 172g/km

• Fuel Tank / Range: 60L / approx. 923km

• Warranty: 5 years / unlimited kilometres

• Service Interval: Condition-based self-diagnosis

• Dimensions (L/W/H/Wheelbase): 5060 / 1900 / 1515mm / 2995mm

• Cargo Capacity: 520L

• Turning Circle: 11.8 metres

• Ground Clearance: 154mm

• Towing Capacity (Braked / Unbraked): 2000kg / 750kg

• ANCAP Safety Rating: 5 stars

• Price From (AUD): $134,900

Standard Spec Highlights:

• 20” M alloy wheels

• Metallic paintwork

• BMW Iconic Glow illuminated kidney grille surrounds

• 8-speed Steptronic automatic transmission

• Tyre Pressure Monitor

• Tyre Repair Kit

• Adaptive Suspension Professional (Integral Active Steering, Adaptive Suspension)

• Alarm System

• Automatic tailgate

• Comfort Access

• M Sport Package

• BMW Iconic Glow Exterior Package

• M Sport Brake, Dark Blue Metallic

• Interior Trim, Carbon Fibre and high-gloss silver threads, Dark Silver M accents

• Travel & Comfort System

• Interior Camera

• Ambient light

• Panorama Glass Roof (non-opening)

• Through loading system

• Sport seats

• Lumbar support - front

• Seat heating - front

• Driving Assistant Professional

• Parking Assistant Professional

• Automatic Air Conditioning - 2-Zone

• Adaptive LED headlights

• Intelligent Emergency Call

• TeleServices

• BMW ConnectedDrive Services

• Connected Package Professional

• Bowers & Wilkins Surround Sound (655-watt,18 speakers)

• Wireless Charging Tray

• Personal eSim

• BMW Live Cockpit Professional

• Natural Interaction

• DAB+ Radio

• M Leather Steering Wheel

• BMW Individual Leather ‘Merino’ Upholstery

• 5-year BMW Warranty

The Verdict:

The 2025 BMW 540d xDrive might just be the ultimate all-rounder in the 5 Series lineup. It’s not the flashiest, nor the most headline-grabbing variant, but for those who crave long-legged range, genuine pace, and silent luxury, it’s an absolute gem.

While the world moves toward EVs and petrol-hybrid blends, this diesel holds its own as a compelling option. It’s the kind of car that doesn’t need to shout. Because it knows exactly what it’s capable of.

Review: Hyundai i30 N DCT

Hot hatches are becoming an endangered species in today’s SUV-saturated world, but clearly someone forgot to tell Hyundai. Which is a good thing. The i30 N is still here, still angry, and still revving to remind us what driving joy used to feel like before everything became automated and anaesthetised. The 2025 update keeps the fire alive with subtle refinements, a touch more polish, and that all-important 8-speed DCT.

The Drive:

Put simply, the 2025 Hyundai i30 N is a riot. From the moment you thumb the start button, there’s a rasp and a bark from the active exhaust that lets you know it hasn’t gone soft. Even in its most civilised setting, there’s an underlying sense of tension, like it’s just waiting for an excuse to go absolutely feral.

Around town, the DCT is surprisingly docile. It’ll potter about with all the manners of a commuter hatch when left in Normal mode. The steering is light, the ride is firm but tolerable (especially on the updated dampers), and the shifts are buttery smooth. This is a hot hatch you can daily. But it's the kind of daily that winks at you every time you enter a tunnel.

But tap the "N" button, and the polite commuter vanishes. Throttle response sharpens instantly. The steering weights up with meaty resistance. Exhaust valves crack wide open. The shifts become lightning fast and delightfully aggressive, with every upshift delivered with a shotgun crack and every downshift spat out like a rally car on overrun.

Hyundai’s e-LSD continues to be the party trick in the twisty stuff. Point it into a corner and the front end just bites. Hard. Torque is intelligently shuffled side to side, letting you get on the power earlier and harder than you think you should. There’s virtually no torque steer either, just pure grip and grin-inducing rotation.

There’s still a playful edge to the chassis, too. Lift mid-corner and the rear gets light, but never unruly. It’s chuckable, forgiving, and properly communicative, something too many new performance cars seem to have forgotten how to be.

The Powertrain:

The turbocharged 2.0-litre four-cylinder hasn’t changed much, and that’s a good thing. It still pumps out 206kW (280PS) and 392Nm, and feels strong right through the rev range. It’s a muscular unit with just the right amount of lag to keep things interesting.

The DCT is an absolute gem. Quick, intuitive, and almost always in the right gear. You can take manual control via the paddles, but honestly, it reads your mind so well you rarely feel the need. There’s also a rev-matching feature and launch control that lets you catapult off the line with hilarious effectiveness. Hyundai claims 0-100km/h in 5.4 seconds, and it feels every bit that quick.

Hyundai’s N Grin Shift overboost mode also gives you 20 seconds of full-send aggression - perfect for overtakes or giving your passenger an existential crisis.

Interior and Tech:

Inside, the i30 N balances sport and everyday usability perfectly. The seats are some of the best in the segment - supportive, nicely bolstered, and finished in Alcantara with N badging. The new 10.25-inch infotainment system is slick and responsive, and comes with all the right goodies: Apple CarPlay, Android Auto, N-specific track timers, G-force meters, and lap telemetry.

There’s also:

• USB-C and USB-A ports up front, so you’re covered no matter what cable you’re carrying.

• A wireless charging pad, neatly tucked under the centre stack, which keeps your phone in place even during… spirited driving.

• Dual-zone climate control, because even hot hatch hooligans appreciate cabin comfort.

• A surprisingly solid stereo, if you're the type to soundtrack your downshifts.

• Rear ISOFIX mounting points, making it one of the few performance cars where you can clip in a baby seat and crack the exhaust open on the way to daycare.

The digital instrument cluster morphs depending on the drive mode, with a particularly angry ‘N Mode’ that looks like it was pulled straight out of a racing sim. It’s all quite over-the-top, but gloriously so.

Boot space? Rear seats? Yes, they exist, and they’re usable. This is still a practical five-door hatch at its core, but one that makes every drive to the shops feel like a qualifying lap. Boot Space comes in at 381 liters with the rear seats up, and 1,287 liters with the rear seats folded down.

What it Gets Over the Standard i30:

• 206kW 2.0L turbo engine

• 8-speed wet dual-clutch transmission

• Electronically controlled limited-slip diff

• Adaptive suspension with multiple drive modes

• Active variable exhaust

• N performance seats with Alcantara trim

• 19-inch lightweight alloys on Pirelli P-Zeros

• Larger brakes, reinforced chassis

• Track-ready drive modes (incl. launch control, G-meters)

SPECS:

• Engine - 2.0-litre turbocharged petrol 4-cylinder.

• Power - 206kW

• Torque - 392Nm

• Transmission - 8-speed dual-clutch automatic (DCT)

• Driven wheels - Front-wheel drive

• Weight - 1541kg (kerb)

• 0-100km/h (claimed) - 5.3 seconds

• Fuel economy (claimed) - 8.5L/100km

• Fuel economy (as tested) - 12.0L/100km

• Fuel tank capacity - 50L

• Fuel requirement - 95 octane premium unleaded

• CO2 emissions - 197g/km

• Emissions standard - Euro 5

• Braked tow capacity - 1600kg

• Priced From: $50,000 +ORC’s

Ownership – Value Without Compromise:

Hyundai’s capped-price servicing scheme makes ownership painless: roughly $377/year over 5 years, and that includes non-competitive track-day cover under the factory 5-year unlimited km warranty. Read that again: track-day warranty.

Fuel economy is claimed at 8.5L/100km combined, though if you drive it the way it begs to be driven, expect closer to 11–12L. Worth every drop.

Verdict:

The 2025 Hyundai i30 N DCT isn’t trying to be a Golf GTI or a Civic Type R. It’s rawer than the Golf, and more fun at lower speeds than the Honda. It’s the kind of car that wants you to drive. To push buttons, flick paddles, and giggle your way through roundabouts like a delinquent with a licence.

Sure, the ride can be firm. And no, it doesn’t have the premium interior of some German rivals. But for the money, nothing else offers this much fun, this much tech, and this much real-world performance in such a usable package.

The i30 N is still the people’s champion of hot hatches. And now, with the DCT, it’s sharper, quicker, and more accessible than ever.

Review: Nissan Patrol Warrior

There’s something deeply satisfying about a vehicle that feels completely unbothered by modern trends. The 2025 Nissan Patrol Warrior isn’t here for hybrid badges or silent EV cruising. It’s here to roar down a dirt track, tow a house, and intimidate the fast lane. All the while cradling you in leather and, finally, giving you an infotainment system that doesn’t feel like it came from the iPod Classic era. Cheers, Nissan!

If you’re after subtle, keep walking. This thing wears its intent like a bullbar to the chest.

That Engine: Long Live the V8

Under the bonnet remains the heart of the beast, Nissan’s 5.6-litre naturally aspirated V8, pushing out 298kW and 560Nm of torque. That sonorous soundtrack remains untouched, unfiltered, and utterly glorious. It's not loud for theatre. It's loud because it means it. And we love it!

Slam the throttle and the Warrior lunges forward with a snarl, the 7-speed auto grabbing gears with determined smoothness. It’s not fast in a 0–100 brag-sheet sense, but on the open road, with your right foot down and a trailer hooked up behind, it feels utterly unstoppable.

In a world where turbocharged sixes and four-cylinder hybrids are taking over, the Patrol Warrior remains a V8 dinosaur with purpose, and we’re not complaining.

On the Road: Tuned for Australia, Built for Everything

Walkinshaw’s fingerprints are all over the Warrior’s tuning, and it shows. The suspension is lifted by 50mm, with upgraded springs and dampers tuned specifically for Australian conditions. Corrugations? It glides. Uneven urban roundabouts? Ironed flat.

The Warrior swaps the standard Patrol’s chrome bling for matte-black toughness, sits on 18-inch alloys wrapped in Yokohama Geolandar all-terrains, and carries a full underbody bash plate setup. It's not just for show either, it feels confident on loose surfaces and gravel, shrugging off potholes and undulations with a calm that belies its size.

Steering is light, maybe a bit too light for some, but makes low-speed manoeuvring surprisingly easy for a rig this big. Visibility? Panoramic. You feel tall, wide, and in charge. Because you are.

Updated Cabin: Finally, the Screens We Deserve

Okay, let’s address the elephant in the cabin — the infotainment finally got the update it desperately needed.

Gone is the outdated dual-screen setup. In its place: a modern, crisp 12.3-inch central touchscreen with wireless Apple CarPlay and Android Auto, paired with a 7-inch digital driver display that actually feels relevant in 2025.

The interface is slick, responsive, and integrates seamlessly with your phone. There’s also a premium 13-speaker Bose audio system, wireless charging, and more USB-C ports than you'll ever need on a bush trip. It’s not cutting-edge luxury, but it’s exactly what the Patrol needed to stay competitive in the upper large-SUV segment.

Interior Comfort and Practicality

Inside, the Patrol Warrior offers an old-school kind of luxury: big leather seats, real buttons, and a commanding driving position. You get tri-zone climate control, and oodles of space — both in the cabin and the cargo area. Sadly, due to the Warrior being based off the Ti model, one feature we would have liked to have seen, were some heated and cooled seats - if you want those as a necessity, you need to grab the top spec Ti-L model.

Third-row passengers won’t feel like afterthoughts, and with the seats folded flat, the Patrol becomes a genuine long-haul adventure rig, capable of swallowing gear, bikes, eskies, recovery tracks, you name it.

Towing and Off-Road Capability

Let’s be honest — this is where the Warrior earns its stripes.

• Towing capacity: 3,500kg braked

• Ground clearance: 275mm

• Approach angle: 40 degrees

• Departure angle: 23.3 degrees

• Rear diff lock: Standard

• Tow bar and wiring: Factory fitted

Whether you’re pulling a caravan through the Red Centre or climbing out of a muddy trail in the High Country, the Warrior has the grunt, clearance, and protection to back you up.

Safety Tech: It’s All There

The Warrior comes with a comprehensive safety suite, including:

• Intelligent Emergency Braking

• Forward Collision Warning

• Blind Spot Monitoring

• Rear Cross Traffic Alert

• Lane Departure Warning

• Intelligent Cruise Control

There’s also a 360-degree camera system, which is crucial when navigating tight trails or reverse-parking this leviathan at Woolies.

Fuel Economy: Bring Your Wallet

No surprise here, the Warrior is thirsty. V8 thirsty. Official claim sits around 14.4L/100km, but real-world figures often push into the 16–17L/100km range if you’re doing mixed driving. Add towing or off-road use, and you’ll be topping up often.

But again, you don’t buy a Patrol Warrior to save on fuel. You buy it because it’ll get you, and whatever you’re pulling, just about anywhere, in absolute comfort.

Final Word: The Last of a Legend, Now Sharpened

The 2025 Nissan Patrol Warrior is a fistful of old-school muscle, rugged refinement, and real-world off-road ability, now with a tech update it desperately needed. It’s loud, proud, and designed unapologetically for the Australian market.

Yes, it’s thirsty. Yes, it’s massive. But it’s also one of the last naturally aspirated V8 4x4’s you can buy off the showroom floor and it now finally has the interior to match its grunt and presence.

If you’ve ever said “they don’t make ‘em like they used to” then the Patrol Warrior is your last stand.

Review: Nissan Nismo Z

There’s something beautifully out of sync about the 2025 Nissan Z Nismo. In a world sprinting toward silence and software, this car throws on a pair of driving gloves, growls from idle, and drags you back to the seat of your pants. Literally and emotionally.

It’s not here to out-tech a Porsche. It’s not chasing lap records. It’s here to remind you what it feels like to drive.

Start-up: The Mechanical Greeting

Press the red starter button and the twin-turbo 3.0-litre V6 clears its throat with a bark that is louder, meaner, and more mechanical than the standard Z. No fake audio trickery. No polite EV whirr. Just proper exhaust acoustics, raw through the titanium-tipped pipes and sharper thanks to a revised ECU tune.

At idle, it pulses like it’s got somewhere to be. The cabin, decked out in Alcantara and red-accented stitching, tightens around you like a tailored suit. This isn’t comfort-first. It’s cockpit-first.

On the Road: Firm, Focused, and Unfiltered

The Nismo Z rides firmer than the standard Z, that’s no question. Hit a rough section of bitumen and you'll feel it in your spine. But hey, that’s the price of precision.

The steering is heavier, more deliberate. It doesn’t snap to centre. It loads up. There’s a weight to the wheel that reminds you of older GT cars, where feedback wasn’t filtered by sensors and servos.

Turn in, and the front end digs with intent. Nissan’s chassis tweaks that include bracing, stiffer bushings, and some reworked dampers make the Nismo feel planted but alert. It rotates with throttle input in a way that feels familiar to anyone who’s driven a 370Z Nismo… but with actual pace to match the attitude.

And that’s where this car really separates itself.

Throttle Response and Grit

At full tilt, the revised twin-turbo V6 now delivers 309kW and 520Nm (as opposed to the regular Z’s 298kW and 475Nm). Doesn’t exactly sound like headline-grabbing numbers, until you actually pin it.

There’s a muscular swell from low rpm, then a surge at 3,500 that makes the rear-end twitch if you're not dialled in. The 9-speed auto, with its Nismo-specific tuning, slams shifts home like a fast dual-clutch without feeling synthetic. Pop it into manual mode and you’ll find yourself playing with the paddles just to hear that deep, metallic roar between gears.

Traction is strong but not overwhelming. Push past the grip and the car lets go with a progressive slide, not a snap. Here is where we take a moment to say thank you to Nissan’s engineers, who didn’t over-digitise the experience. They refined the chaos, not removed it.

Brakes, Body Control, and Balance

Nismo-spec brakes are ferocious. Pedal feel is immediate, with a solid, confidence-inspiring bite that lets you dive deeper into corners than expected. Body roll is minimal, but not erased, almost just enough lean to tell you what the car’s doing beneath you. It’s that balance of honesty and composure that makes the Nismo feel more alive than many of its more powerful peers.

And when you back off, it settles. Quietly. No hiss, no drama. Just you, the car, and that feeling that driving is supposed to mean something.

Safety Tech: Subtle but Present

True to its old-school vibe, the Z Nismo doesn’t overwhelm you with intrusive safety systems. But it’s not barebones either. You get:

• Forward Collision Warning with Auto Emergency Braking

• Blind Spot Monitoring

• Lane Departure Warning

• Rear Cross Traffic Alert

• Adaptive Cruise Control

There are no nanny-state alerts constantly beeping at you mid-corner. Just enough to keep things sensible when you're not chasing apexes.

Fuel Economy: Not Its Party Trick

Let’s be honest. Efficiency isn’t what you buy a Nismo for. Nissan claims 10.8L/100km combined, but if you’re using the throttle the way this car wants you to, expect a figure closer to 13–14L/100km. Yes, it’s thirsty when driven hard. But few cars make every litre feel this worth it.

Storage and Practicality: Not Forgotten

Well, it’s not an SUV, and it doesn’t pretend to be. But the Z Nismo still surprises when it comes to day-to-day usability.

The boot offers 241 litres of cargo space, which to be fair, is enough for a couple of weekend bags or a solid grocery run. It’s not cavernous, but it’s wide and flat, with a useful lift-over height. You won’t be hauling IKEA flat-packs, but a set of track day tools, a helmet, and a change of clothes? No problem.

Inside, storage is sparse but focused. You’ll find a few smartly placed cubbies, cupholders tucked between the seats, and a small glovebox. There’s no centre console bin (a throwback to its predecessor), but that just adds to the pared-back, driver-first philosophy.

It’s not luxurious. But it is liveable.

Is it Flawed? Of Course — That’s the Point.

It’s not perfect. The ride is firm in town. The interior, while focused, won’t wow you with tech. And yes, $100K+ is knocking on Supra and M2 Competition territory.

But here’s the thing: the Z Nismo doesn’t care. It’s not trying to be a GTR or an M car. It’s a love letter to analogue feel in a digital age. A car for people who miss heel-toe and steering feel, who want turbo lag and brake dive and steering weight.

So what do you get over the standard Z for the $20,000 price increase?

Performance & Mechanical Upgrades

• More Power:

  • Nismo: 309kW / 420hp and 520Nm

  • Standard Z: 298kW / 400hp and 475Nm

• Faster Acceleration:

  • Nismo 0–100 km/h in ~3.5 seconds (vs ~4.5 sec for the standard auto)

• Recalibrated 9-Speed Auto:

  • Nismo gets unique tuning for faster, sharper shifts

• Stiffer Chassis:

  • Additional bracing and increased structural rigidity

• Upgraded Suspension:

  • Stiffer springs, dampers, and anti-roll bars

  • Revised geometry for better track performance

• Nismo-Specific Brakes:

  • Larger rotors and high-performance brake pads

• Performance Tires:

  • Dunlop SP Sport Maxx GT600 tires (same compound as GT-R) on lightweight 19-inch RAYS wheels

• Improved Cooling:

  • Enhanced engine and transmission cooling for track use

Driving Dynamics Enhancements

• Nismo Drive Modes:

  • Sharper throttle response and more aggressive tuning in Sport+

• Launch Control:

  • Tuned specifically for repeatable performance

• Aero Upgrades:

  • Functional front splitter, side skirts, and a massive rear diffuser and fixed rear wing all improve downforce and high-speed stability

• Downforce-First Design:

  • Body kit adds approx. 150% more downforce compared to standard Z

Exterior Design Differences

• Unique Nismo Front & Rear Fascias

  • Red-accented lower bodywork

  • Gloss black grille with increased airflow

  • Larger air intakes

• Fixed Rear Wing (instead of the retractable spoiler on the standard Z)

• 19-inch Nismo-specific RAYS forged wheels

• Red Nismo Badging and details throughout

Interior & Cabin Upgrades

• Nismo-specific Recaro bucket seats

  • Black leather + Alcantara with red contrast

  • More aggressive bolstering

• Nismo Digital Gauge Graphics

• Alcantara-wrapped steering wheel

  • With red leather centre stripe at 12 o’clock

• Red interior stitching and trim accents

• Nismo startup animation on the digital cluster

What You Don’t Get

• No manual transmission option

  • Nismo is auto-only, unlike the standard Z which offers a 6-speed manual

• No sunroof or luxury options

  • This is a focused performance variant — less frills, more function

Final Word: A Proper Driver’s Car

The 2025 Nissan Z Nismo isn’t the fastest car in its price range, and it’s certainly not the most refined. But it might be the most satisfying. Here us out.

Because from the moment you turn the key to the last pull into your garage, the Nismo reminds you that driving, real driving, is supposed to stir your soul, not just your stopwatch.

Review: BMW M850i xDrive

The BMW M850i isn’t here to scream for attention. It doesn’t need to.

It glides into view with broad shoulders, sharp lines, and the kind of presence that says, “I could ruin you… but I won’t, unless you ask nicely.”

This is BMW flexing its GT muscle — a car that sits in the sweet spot between everyday usability and high-speed theatre. It may not be a full-fat M car, but don’t let that fool you. This thing’s got bite.

I’ve been fortunate enough to drive quite a few M850i’s over the last couple years, from the coupe, to the convertible and the gran-coupe too. The most recent being a frozen grey coupe that I had as a rental car in Los Angeles for a little under 3 weeks. No matter how many times I got in and out of that car, every time you sat down into the seat and pressed that start button (in sports mode, naturally) and the mighty 4.4-litre twin turbo V8 breathed into life, it just automatically put a smile on your face - and it didn’t necessarily matter if I was merely idling through Rodeo Drive or giving it the beans along one of the canyon roads through Malibu - every single time you got into the M850i, you felt like it was a special occasion.

Under the sculpted bonnet lies a 4.4-litre twin-turbo V8 producing 390kW and 750Nm — numbers that come alive with brutal elegance. Paired with BMW’s xDrive all-wheel-drive system, the M850i doesn’t just move — it launches.

Thanks to adaptive dampers and a well-tuned air suspension system, the big coupe glides over rough country roads and chewed-up city tarmac with ease. It floats when you want it to — and grips when you need it to.

In Sport and Sport Plus, things tighten up considerably. The steering weights up, throttle response sharpens, and the V8 comes alive with a deep, deliberate rumble. It’s not a shouty exhaust — more like a warning growl. But the way this car builds speed is addictive. That xDrive system lets you put the power down early out of corners, and while it masks some of the rear-drive playfulness BMW purists might miss, it makes the M850i incredibly composed and confident — especially in the wet.

0–100 km/h? 3.7 seconds.
And yet… it’s not frantic. It’s measured. Like a heavyweight boxer who knows exactly when to unleash the knockout blow.

The 8-speed ZF transmission is slick and intuitive, the adaptive suspension strikes a near-perfect balance between comfort and control, and the steering — while not quite E92 M3 levels of magic — feels precise enough to dance in tight corners. For a big, tech-laden coupe, it moves with surprising agility.

But the real trick? How relaxed it feels doing 100… or 200. It’s a continent crusher with an M badge whispering in the background.

On Australian roads, the M850i feels right. Wide, yes — but never unwieldy. The ride quality in Comfort mode is sublime, especially on the highway. Throw it into Sport Plus and it sharpens up instantly — the exhaust note deepens, throttle response tightens, and you suddenly realise you're not in a regular 8 Series. You're in the sleeper M car BMW doesn’t call an M8.

Despite its coupe proportions, the M850i is surprisingly usable. The front seats are among the best BMW makes — heavily bolstered, endlessly adjustable, and wrapped in premium Merino leather. The driving position is low and focused, but visibility is decent and it never feels claustrophobic.

Rear seats? Technically, yes — but practically, they’re best suited for kids or overnight bags. It’s a proper GT layout: two up front in comfort, with just enough rear space to tick the box. The boot, however, is generous (420 litres), making weekend getaways or golf runs easy work.

It’s also well-equipped: heated and cooled seats, ambient lighting, a crystal iDrive controller, and BMW’s full suite of driver aids come standard. Wireless Apple CarPlay and a punchy Bowers & Wilkins sound system make long hauls an event.

Daily driver? Absolutely. This thing eats commutes and weekend getaways with equal ease. You can waft or you can wallop — it gives you both.

Fuel economy? BMW claims a combined figure of 10.6L/100km, with urban driving consuming around 14.9L/100km and extra-urban at 8.2L/100km . However, real-world figures often edge higher, especially if you enjoy the car's performance capabilities. It's a thirsty beast, but that's the price of power. While we’re at it, let’s be honest, you’re not buying a twin-turbo V8 if you’re worried about fuel consumption, are you?

Fun Facts

• Not a full M car, but built by BMW M. The M850i has serious M-DNA, including tuning from BMW’s performance division.

• Laser headlights. Yes, actual laser tech — blindingly bright, incredibly sharp.

• xDrive with rear bias. It’ll keep you safe in the wet but let loose just enough for fun when the road opens up.

• Carbon core construction. Borrowed from the 7 Series for added rigidity and weight savings.

• Pop-out rear spoiler. Sleek by default, aggressive when needed.

Drawbacks? A few — but nothing fatal

• Weight. At just under two tonnes, you feel its size in tighter corners.

• Exhaust note is... controlled. It's got a nice burble, but it's no AMG drama queen.

• Interior tech. While premium, some buttons and menus feel a touch dated next to newer iDrive setups.

• Rear seats. Technically there — but best left for kids, dogs, or short trips.

• Price. It’s not cheap, especially once options start stacking up. If you want one (and, you know you do) you’re going to have to part with north of $290,000

Final Word

The BMW M850i xDrive is a weapon wrapped in velvet. A car that whispers in Comfort, howls in Sport Plus, and delivers everything from low-key luxury to Autobahn fury.

It’s not the rawest car in the garage. It’s not trying to be. What it offers is something harder to pin down: range. From quiet confidence to controlled chaos, it adapts to your mood — and always looks damn good doing it.

If the M5 is a scalpel, and the M8 a sledgehammer, the M850i is the tailored switchblade you keep hidden until the moment calls for it.

Hyundai Tucson Elite N-Line Hybrid

Hyundai has come a long way from budget badge to serious segment contender, and the 2025 Tucson Elite N-Line Hybrid is proof of just how far the brand has matured. Positioned as a stylish and sensible mid-size SUV, this latest Tucson doesn’t just tick the boxes - it leans into them with confidence. Priced at $52,600 plus on-road costs in the Tucson Elite N-Line Hybrid spec, it’s not hard to see why this car makes a compelling argument in the fiercely competitive mid-size SUV segment.

From the outside, the N-Line treatment adds some welcome aggression to the Tucson’s already sharp design. Darkened grille, unique bumpers, twin-tip exhausts, and sporty 19-inch alloys. This isn’t just your average school run crossover anymore. It has presence.

Under the bonnet, the hybrid setup pairs a zippy 1.6-litre turbocharged petrol engine with an electric motor, delivering a combined 172kW and 367Nm through a six-speed automatic. It’s smooth, quiet, and surprisingly eager off the line. Hyundai claims a combined fuel consumption of around 5.3L/100km, which is fairly impressive for a mid-size SUV with this level of power and equipment. In real-world mixed driving, expect high fives to low sixes, depending on how heavy your right foot is. We actually managed a average of 5.1L/100km with a mixture of both highway and urban driving.

Day-to-day, the Tucson Elite N-Line Hybrid feels impressively refined. The suspension strikes a good balance between comfort and control, ironing out bumps and potholes without feeling overly floaty or disconnected. Around town, it’s an easy SUV to live with - steering is light yet accurate, visibility is solid, and the hybrid system is quiet and intuitive, especially in stop-start traffic.

On the open road, the Tucson settles into a calm, composed rhythm. Wind and road noise are well contained, and the cabin remains hushed even at freeway speeds. It’s no hot hatch, despite the N-Line branding, but it has enough punch for overtaking and doesn’t shy away from a twisty backroad when asked. The transition between electric and petrol power is smooth, and the regenerative braking system never feels grabby or unnatural.

For families, the Tucson hits a practical sweet spot too. Rear seat legroom is generous even for taller passengers, the doors open wide enough for easy child-seat access, and there are ISOFIX points on the outboard rear seats for secure and stress-free child seat installation. There is also ample storage scattered throughout the cabin. Whether it’s school drop-offs, weekend getaways, or daily commuting—it genuinely adapts to whatever your lifestyle throws at it.

As for safety, Hyundai doesn’t miss here either. The Tucson Hybrid comes loaded with Hyundai SmartSense as standard, including autonomous emergency braking, blind-spot monitoring, lane-keeping assist, rear cross-traffic alert, adaptive cruise control, and more. It scored a 5-star ANCAP safety rating, giving peace of mind whether you’re solo or carting around the family.

Inside, the Elite N-Line brings red stitching, suede/leather sports seats, alloy pedals, and a proper flat-bottom steering wheel. Twin 12.3-inch screens handle the dash and infotainment duties, with a slick interface and easy connectivity. Wireless Apple CarPlay, Android Auto, and built-in navigation are all standard.

As for cargo space, the Tucson Hybrid gives you a generous 582 litres with the rear seats up, expanding to over 1,700 litres with them folded. The boot floor is flat and practical, and there's plenty of room for prams, luggage, sports gear - or whatever weekend life throws at you.

Service & Running Costs:
Hyundai recommends servicing the Tucson Hybrid every 12 months or 10,000 km, whichever comes first. The brand offers a Lifetime Service Plan, ensuring transparency and affordability in maintenance costs. Additionally, when you have your scheduled service completed at a participating authorised Hyundai Dealer, you receive 12 months of included Premium Roadside Support from the date of service.

Pros:

• Sharp styling with N-Line flair

• Smooth and efficient hybrid performance

• Fuel economy that doesn't require compromise

• High safety rating and tech-filled spec list

• Spacious cabin and class-leading boot space

• Transparent servicing costs with Hyundai's Lifetime Service Plan

Cons:

• Not a true performance SUV despite the N-Line badge

• Some cabin plastics still remind you of its price point

• Infotainment can lag slightly when overloaded with tasks

Verdict:

The 2025 Tucson Elite N-Line Hybrid is the kind of SUV that makes you question why you'd need to spend more. It looks the part, drives smart, sips fuel, and delivers genuine comfort and tech without the premium badge price tag. It’s not just sensible. It’s actually desirable.

For growing families, urban commuters, or anyone who wants a car that balances style, practicality, and efficiency, the Tucson hits the mark beautifully.

2025 Genesis GV70 3.5T AWD

If the German heavyweights are the loud kids in class, always shouting to be noticed, the Genesis GV70 3.5T is the quietly brilliant overachiever in the back row - polished, poised, and full of surprises.

From the moment you approach the GV70, it carries itself with an unmistakable air of confidence. It doesn’t scream for attention, but the proportions are right, the details are sharp, and the design feels fresh without being try-hard. The double-line LED signature lighting, that wide crest grille, and the elegantly tapered rear give the GV70 a fastback silhouette that’s more sport-luxe than soccer-mum.

And then there’s the cabin… that gorgeous cabin.

Step inside, and it’s less SUV and more first-class lounge. The sweeping dash, ambient lighting, knurled dials, and quilted leather speak of a car that wasn’t just simply designed, but considered. Everything feels expensive without shouting about it. Genesis has clearly taken a page from the Bentley playbook and surprisingly, not a cheap knockoff version either. Inside the cabin you’d think you’re sitting in something that should be almost double the price tag that it is.

But don’t let the calm aesthetic fool you. Under the bonnet lies a 3.5-litre twin-turbo V6 delivering 279kW and 530Nm - and when you lean into the throttle, it responds with a deep, composed urgency that belies its luxury-first attitude. It’s quick too. As in 0–100 in just over 5 seconds quick. And yet it never feels brutish or uncouth. The power delivery is smooth, linear, and always ready, whether you're overtaking on the freeway or just enjoying a spirited backroad cruise.

Fuel economy? Officially, it’s rated at 11.3L/100km combined, but real-world figures lean closer to 12–13L/100km in urban driving. Not class-leading, but expected for the power on offer. For those prioritising efficiency, the smaller 2.5T or electric GV70 may be worth a look.

And here's the real magic: it blends performance with refinement in a way that’s genuinely rare at this price point. The adaptive suspension soaks up bumps with composure, yet firms up when the mood gets spirited. The AWD system inspires confidence in all conditions, and the steering, while not dripping with feel, is accurate and nicely weighted.

Inside, it’s whisper-quiet, even at speed. And Genesis has loaded it with tech, too: a crisp 27" infotainment screen, 3D digital instrument cluster, Lexicon premium audio, augmented reality navigation, and every safety feature under the sun. It’s not just premium - it’s properly premium.

Luxury Inside, Loaded With Features

Step inside, and the GV70 feels more like a high-end lounge than a mid-size SUV. Quilted Nappa leather, a 14.5” widescreen infotainment display, ambient lighting, knurled metal dials, and a beautifully sculpted dashboard layout all make it feel premium - and then some.

You get the works, too:

• Wireless Apple CarPlay & Android Auto

• Augmented reality navigation

• 12.3” 3D digital instrument cluster

• Lexicon 16-speaker sound system

• Heated and ventilated seats (front and rear)

• Panoramic sunroof, remote start, and digital key access

Genesis doesn’t nickel-and-dime you with packages either - nearly everything is standard.

Safety? Top of Class

The GV70 wears a 5-star ANCAP safety rating, and it’s brimming with advanced features:

• Autonomous Emergency Braking (AEB) with pedestrian, cyclist, and junction assist

• Blind Spot View Monitor (displays a live feed in your instrument cluster when indicating)

• Surround-view camera, lane centring assist, rear cross-traffic alert, and safe exit assist

• Adaptive cruise control with stop-and-go

• And even driver attention warnings that monitor for fatigue

Space & Practicality

Despite its sleek exterior, the GV70 is impressively practical:

• 542 litres of cargo space with the seats up

• Expands to 1,678 litres with the rear seats folded

• Rear-seat legroom is generous even for taller passengers

• Wide rear doors and low boot lip make life easier for families, too

And yes! It has a full-size spare wheel. A rare win these days.

Servicing & Ownership

Genesis offers a 5-year unlimited km warranty, with 5 years of free scheduled servicing and complimentary concierge pick-up and drop-off. That’s not just luxury - it’s peace of mind.

You also get 5 years of roadside assistance and map updates, all included in the drive-away price.

So who’s this for?

The GV70 3.5T isn’t trying to win drag races or steal Instagram clout. It’s for the driver who values understated excellence. Someone who appreciates fine tailoring over flashy labels. It’s for those who want the performance of a BMW X3 M40i, the luxury of an Audi Q5, but with a twist of uniqueness and a whole lot more standard kit.

The 2025 GV70 3.5T AWD proves you don’t need a European badge to get European-grade luxury and performance. It’s quick, refined, tech-loaded, and safe - while offering standout value and a customer experience most rivals don’t come close to.

Prices for the Genesis GV70 range kick off from $78,700 all the way up to $100,000 (plus options of course).

For those ready to break free from the expected, Genesis has quietly built one of the best SUVs in the game.