2025 Mitsubishi Outlander price and specs
The refreshed mid-size SUV goes on sale locally from June.
Mitsubishi has yet to release local pricing and specifications for the updated Outlander PHEV lineup.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The Black Edition that slotted between the LS and Aspire is dead, while the Exceed and Exceed Tourer lose their third row of seating.
All petrol variants have subtly revised front fascia designs, new wheel designs, and smoked tail-light lenses with full LED lighting.
Inside, there's a larger centre bin, cupholders that are now positioned along the length of the centre tunnel, and "higher quality materials" and "ornate interior stitching". All interior lighting is now touch-capacitive LED, as well.
Gone are the 8.0 and 9.0-inch infotainment screens, as all variants are now equipped with a larger 12.3-inch touchscreen system with wireless Apple CarPlay and Android Auto, plus three USB-C ports up front.
A 12.3-inch digital instrument cluster is now standard across the lineup, as are Yamaha-branded sound systems.
As we've previously reported, all 2025 petrol Outlanders are fitted with an Australian-developed steering and suspension package which has also been adopted for global markets.
There are recalibrated front and rear shock absorbers and a smaller-diameter front anti-roll bar, while the electric power steering mapping has been adjusted to improve on-centre feel and provide "a more linear response when turning".
There are also new Bridgestone summer tyres, and there have also been updates to the chassis and body to reduce noise, vibration and harshness.
The petrol-powered Outlander range continues to come exclusively with a naturally aspirated 2.5-litre four-cylinder petrol engine and either front- or all-wheel drive.
There's also a choice of five- or seven-seat configurations. Mitsubishi refers to the latter as a '5+2′ seating arrangement, evidently managing buyers' expectations about the amount of space back there.
Fuel consumption is 7.5L/100km for the base ES, rising to 7.7L/100km for the LS and Aspire, 7.8L/100km for the all-wheel drive ES, and 8.1L/100km in all other variants.
Mitsubishi hasn't yet published dimensions for the refreshed Outlander. The pre-facelift model's dimensions are listed below, and are unlikely to change much.
All five-seat Outlanders have a full-size alloy spare, while seven-seat variants have a space-saver.
The revised Outlander range comes with a five-year, 100,000km warranty as standard. This can be extended to 10 years and 200,000km if you service within Mitsubishi's dealer network using its capped-price service program.
Mitsubishi hasn't yet provided service pricing for the updated Outlander lineup.
All vehicles are sold with 12 months of roadside assistance, which can be extended for up to four years when the vehicle is serviced at an authorised Mitsubishi dealer.
The Mitsubishi Outlander has a five-star safety rating from ANCAP, based on testing conducted in 2022.
Standard safety equipment includes:
Aspire grades and above get Mi-Pilot, which combines lane centring and Traffic Jam Assist functions.
There are five trim levels in the petrol-powered Mitsubishi Outlander lineup. Mitsubishi has published only limited specification information thus far.
The base ES comes standard with the following equipment:
The LS adds:
The Aspire adds:
The Exceed adds:
The Exceed Tourer adds:
The following exterior finishes are offered on the Outlander:
The Exceed Tourer is offered in a range of two-tone exterior finishes. These are:
MORE: Everything Mitsubishi Outlander
Content originally sourced from: CarExpert.com.au
The updated petrol-powered Mitsubishi Outlander has received retuned steering and suspension, plus new equipment, but all members of the range are now at least $2000 pricier than before.
The refreshed mid-size SUV goes on sale locally from June.
Mitsubishi has yet to release local pricing and specifications for the updated Outlander PHEV lineup.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The Black Edition that slotted between the LS and Aspire is dead, while the Exceed and Exceed Tourer lose their third row of seating.
All petrol variants have subtly revised front fascia designs, new wheel designs, and smoked tail-light lenses with full LED lighting.
Inside, there's a larger centre bin, cupholders that are now positioned along the length of the centre tunnel, and "higher quality materials" and "ornate interior stitching". All interior lighting is now touch-capacitive LED, as well.
Gone are the 8.0 and 9.0-inch infotainment screens, as all variants are now equipped with a larger 12.3-inch touchscreen system with wireless Apple CarPlay and Android Auto, plus three USB-C ports up front.
A 12.3-inch digital instrument cluster is now standard across the lineup, as are Yamaha-branded sound systems.
As we've previously reported, all 2025 petrol Outlanders are fitted with an Australian-developed steering and suspension package which has also been adopted for global markets.
There are recalibrated front and rear shock absorbers and a smaller-diameter front anti-roll bar, while the electric power steering mapping has been adjusted to improve on-centre feel and provide "a more linear response when turning".
There are also new Bridgestone summer tyres, and there have also been updates to the chassis and body to reduce noise, vibration and harshness.
The petrol-powered Outlander range continues to come exclusively with a naturally aspirated 2.5-litre four-cylinder petrol engine and either front- or all-wheel drive.
There's also a choice of five- or seven-seat configurations. Mitsubishi refers to the latter as a '5+2′ seating arrangement, evidently managing buyers' expectations about the amount of space back there.
Fuel consumption is 7.5L/100km for the base ES, rising to 7.7L/100km for the LS and Aspire, 7.8L/100km for the all-wheel drive ES, and 8.1L/100km in all other variants.
Mitsubishi hasn't yet published dimensions for the refreshed Outlander. The pre-facelift model's dimensions are listed below, and are unlikely to change much.
All five-seat Outlanders have a full-size alloy spare, while seven-seat variants have a space-saver.
The revised Outlander range comes with a five-year, 100,000km warranty as standard. This can be extended to 10 years and 200,000km if you service within Mitsubishi's dealer network using its capped-price service program.
Mitsubishi hasn't yet provided service pricing for the updated Outlander lineup.
All vehicles are sold with 12 months of roadside assistance, which can be extended for up to four years when the vehicle is serviced at an authorised Mitsubishi dealer.
The Mitsubishi Outlander has a five-star safety rating from ANCAP, based on testing conducted in 2022.
Standard safety equipment includes:
Aspire grades and above get Mi-Pilot, which combines lane centring and Traffic Jam Assist functions.
There are five trim levels in the petrol-powered Mitsubishi Outlander lineup. Mitsubishi has published only limited specification information thus far.
The base ES comes standard with the following equipment:
The LS adds:
The Aspire adds:
The Exceed adds:
The Exceed Tourer adds:
The following exterior finishes are offered on the Outlander:
The Exceed Tourer is offered in a range of two-tone exterior finishes. These are:
MORE: Everything Mitsubishi Outlander
Content originally sourced from: CarExpert.com.au
The updated petrol-powered Mitsubishi Outlander has received retuned steering and suspension, plus new equipment, but all members of the range are now at least $2000 pricier than before.
The refreshed mid-size SUV goes on sale locally from June.
Mitsubishi has yet to release local pricing and specifications for the updated Outlander PHEV lineup.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The Black Edition that slotted between the LS and Aspire is dead, while the Exceed and Exceed Tourer lose their third row of seating.
All petrol variants have subtly revised front fascia designs, new wheel designs, and smoked tail-light lenses with full LED lighting.
Inside, there's a larger centre bin, cupholders that are now positioned along the length of the centre tunnel, and "higher quality materials" and "ornate interior stitching". All interior lighting is now touch-capacitive LED, as well.
Gone are the 8.0 and 9.0-inch infotainment screens, as all variants are now equipped with a larger 12.3-inch touchscreen system with wireless Apple CarPlay and Android Auto, plus three USB-C ports up front.
A 12.3-inch digital instrument cluster is now standard across the lineup, as are Yamaha-branded sound systems.
As we've previously reported, all 2025 petrol Outlanders are fitted with an Australian-developed steering and suspension package which has also been adopted for global markets.
There are recalibrated front and rear shock absorbers and a smaller-diameter front anti-roll bar, while the electric power steering mapping has been adjusted to improve on-centre feel and provide "a more linear response when turning".
There are also new Bridgestone summer tyres, and there have also been updates to the chassis and body to reduce noise, vibration and harshness.
The petrol-powered Outlander range continues to come exclusively with a naturally aspirated 2.5-litre four-cylinder petrol engine and either front- or all-wheel drive.
There's also a choice of five- or seven-seat configurations. Mitsubishi refers to the latter as a '5+2′ seating arrangement, evidently managing buyers' expectations about the amount of space back there.
Fuel consumption is 7.5L/100km for the base ES, rising to 7.7L/100km for the LS and Aspire, 7.8L/100km for the all-wheel drive ES, and 8.1L/100km in all other variants.
Mitsubishi hasn't yet published dimensions for the refreshed Outlander. The pre-facelift model's dimensions are listed below, and are unlikely to change much.
All five-seat Outlanders have a full-size alloy spare, while seven-seat variants have a space-saver.
The revised Outlander range comes with a five-year, 100,000km warranty as standard. This can be extended to 10 years and 200,000km if you service within Mitsubishi's dealer network using its capped-price service program.
Mitsubishi hasn't yet provided service pricing for the updated Outlander lineup.
All vehicles are sold with 12 months of roadside assistance, which can be extended for up to four years when the vehicle is serviced at an authorised Mitsubishi dealer.
The Mitsubishi Outlander has a five-star safety rating from ANCAP, based on testing conducted in 2022.
Standard safety equipment includes:
Aspire grades and above get Mi-Pilot, which combines lane centring and Traffic Jam Assist functions.
There are five trim levels in the petrol-powered Mitsubishi Outlander lineup. Mitsubishi has published only limited specification information thus far.
The base ES comes standard with the following equipment:
The LS adds:
The Aspire adds:
The Exceed adds:
The Exceed Tourer adds:
The following exterior finishes are offered on the Outlander:
The Exceed Tourer is offered in a range of two-tone exterior finishes. These are:
MORE: Everything Mitsubishi Outlander
Content originally sourced from: CarExpert.com.au
The updated petrol-powered Mitsubishi Outlander has received retuned steering and suspension, plus new equipment, but all members of the range are now at least $2000 pricier than before.
The refreshed mid-size SUV goes on sale locally from June.
Mitsubishi has yet to release local pricing and specifications for the updated Outlander PHEV lineup.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The Black Edition that slotted between the LS and Aspire is dead, while the Exceed and Exceed Tourer lose their third row of seating.
All petrol variants have subtly revised front fascia designs, new wheel designs, and smoked tail-light lenses with full LED lighting.
Inside, there's a larger centre bin, cupholders that are now positioned along the length of the centre tunnel, and "higher quality materials" and "ornate interior stitching". All interior lighting is now touch-capacitive LED, as well.
Gone are the 8.0 and 9.0-inch infotainment screens, as all variants are now equipped with a larger 12.3-inch touchscreen system with wireless Apple CarPlay and Android Auto, plus three USB-C ports up front.
A 12.3-inch digital instrument cluster is now standard across the lineup, as are Yamaha-branded sound systems.
As we've previously reported, all 2025 petrol Outlanders are fitted with an Australian-developed steering and suspension package which has also been adopted for global markets.
There are recalibrated front and rear shock absorbers and a smaller-diameter front anti-roll bar, while the electric power steering mapping has been adjusted to improve on-centre feel and provide "a more linear response when turning".
There are also new Bridgestone summer tyres, and there have also been updates to the chassis and body to reduce noise, vibration and harshness.
The petrol-powered Outlander range continues to come exclusively with a naturally aspirated 2.5-litre four-cylinder petrol engine and either front- or all-wheel drive.
There's also a choice of five- or seven-seat configurations. Mitsubishi refers to the latter as a '5+2′ seating arrangement, evidently managing buyers' expectations about the amount of space back there.
Fuel consumption is 7.5L/100km for the base ES, rising to 7.7L/100km for the LS and Aspire, 7.8L/100km for the all-wheel drive ES, and 8.1L/100km in all other variants.
Mitsubishi hasn't yet published dimensions for the refreshed Outlander. The pre-facelift model's dimensions are listed below, and are unlikely to change much.
All five-seat Outlanders have a full-size alloy spare, while seven-seat variants have a space-saver.
The revised Outlander range comes with a five-year, 100,000km warranty as standard. This can be extended to 10 years and 200,000km if you service within Mitsubishi's dealer network using its capped-price service program.
Mitsubishi hasn't yet provided service pricing for the updated Outlander lineup.
All vehicles are sold with 12 months of roadside assistance, which can be extended for up to four years when the vehicle is serviced at an authorised Mitsubishi dealer.
The Mitsubishi Outlander has a five-star safety rating from ANCAP, based on testing conducted in 2022.
Standard safety equipment includes:
Aspire grades and above get Mi-Pilot, which combines lane centring and Traffic Jam Assist functions.
There are five trim levels in the petrol-powered Mitsubishi Outlander lineup. Mitsubishi has published only limited specification information thus far.
The base ES comes standard with the following equipment:
The LS adds:
The Aspire adds:
The Exceed adds:
The Exceed Tourer adds:
The following exterior finishes are offered on the Outlander:
The Exceed Tourer is offered in a range of two-tone exterior finishes. These are:
MORE: Everything Mitsubishi Outlander
Content originally sourced from: CarExpert.com.au
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Almost every luxury brand has an electric SUV nowadays, but these typically have two rows of seating. 2026 Cadillac Vistiq Credit: CarExpert The Cadillac Vistiq, in contrast, has seating for up to seven, which sees it rival the Volvo EX90, Mercedes-Benz EQS SUV and… well, not much else. It's closely related to the Lyriq, General Motors luxury brand's debut product in Australia. Cadillac explains it uses the same 'upscale architecture' as that smaller, two-row SUV, with the two SUVs using a 'different branch' of GM's BEV3 dedicated electric vehicle (EV) platform. To that end, the Vistiq and Lyriq share the same wheelbase, battery, and front and rear electric motors. 2026 Cadillac Vistiq Credit: CarExpert But the Vistiq stretches 217mm longer at 5222mm, or 185mm longer than an EX90. 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The Vistiq comes standard in the US with Super Cruise, allowing for hands-free driving across over a million kilometres of roads in North America – typically divided highways. This feature is unlikely to come here. 2026 Cadillac Vistiq Credit: CarExpert While GM vehicles equipped with Super Cruise haven't offered a lane-centring function for use on roads on which the system doesn't function, the automaker is introducing what it calls hands-on centring assist on certain vehicles for 2026. It's unclear if we'll get this feature in Australia; we should hope so, given how unusual it is that the Lyriq lacks such a feature in our market. To see how the Cadillac Vistiq stacks up against its rivals, use our comparison tool Cadillac hasn't confirmed precisely what the local Vistiq lineup will look like, but it has confirmed it'll only offer high-end trims. In the US it's offered in four different trim levels, and we'd expect only the top two to be offered here. 2026 Cadillac Vistiq Credit: CarExpert 2026 Cadillac Vistiq Credit: CarExpert 2026 Cadillac Vistiq Credit: CarExpert 2026 Cadillac Vistiq Credit: CarExpert 2025 Cadillac Vistiq Luxury equipment highlights: 21-inch alloy wheels Continuous Damping Control Vehicle-to-home (V2H) functionality 19.2kW onboard charger LED headlights with LED cornering lights Illuminated front grille and badge Illuminated door handles Heated, power-folding exterior mirrors with driver's auto-dimming Rain-sensing wipers Panoramic sunroof Power tailgate Privacy glass Remote start 7-seat configuration 33-inch curved display Digital rear-view mirror Power-adjustable front seats Heated second-row seats Heated steering wheel Power tilt and telescoping steering column Five-zone climate control Active Noise Cancellation AKG 23-speaker sound system with Dolby Atmos Wireless phone charging Illuminated front door sill plates Ambient lighting Alloy pedals The Sport features darker exterior elements. 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However, the Lyriq is currently backed by a five-year, unlimited-kilometre vehicle warranty and an eight-year, 160,000km battery warranty. The Lyriq also comes with five years of free roadside assistance and free scheduled servicing, with visits to a service location required every 12 months or 12,000km. To see how the Cadillac Vistiq stacks up against its rivals, use our comparison tool While most luxury brands have been focusing on large, two-row electric SUVs, Cadillac has developed a three-row SUV that offers spacious and comfortable accommodation across all three rows. 2026 Cadillac Vistiq Credit: CarExpert It might share much with the Lyriq, but Cadillac has also given the Vistiq a significantly different visual identity inside and out. Cadillac's new EVs all have a classy look and feel inside out, and the Vistiq builds on the Lyriq base with new features like rear-wheel steering, air suspension, Night Vision, and a head-up display… though the removal of smartphone mirroring grates. There are some question marks here. We don't yet know how much it'll cost in Australia – it likely won't be cheap, especially if Cadillac is bringing only up-spec models, but just how much pricier will it be than, say, a Volvo EX90? It also remains to be seen how much of a difference in feel the global suspension tune will bring. Cadillac's dealer network is also tiny in Australia at the moment – one Experience Centre in Sydney, another one opening soon in Brisbane, but nothing yet locked in for Melbourne. However, based on our short time with the vehicle, we found an impressive mix of performance, practicality, style and comfort that should make the Vistiq worth considering if you need a three-row electric SUV. 2026 Cadillac Vistiq Credit: CarExpert Interested in buying a Cadillac Vistiq? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Cadillac Vistiq Smooth and comfortable to drive Spacious interior Stylish inside and out We still don't know how much it'll cost Cadillac's dealer network remains small in Australia No Android Auto or Apple CarPlay
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- The Advertiser
Australia's road toll hits 15-year high
New figures showing Australia's road toll reached a 15-year high in the 12 months to June 2025 is more evidence that the National Road Safety Strategy has failed, according to the country's peak motoring body. The AAA's quarterly Benchmarking the Progress of the National Road Safety Strategy (2021-30) report shows that 1329 people have died on Australian roads in the year to June 30, and that no state or territory is on track to meet its target of halving fatalities by 2030. In fact, rather than reducing the road toll by 50 per cent, the strategy agreed to by all Australian governments in 2021 led to a 21.1 per cent increase in road fatalities over the following four years, with road deaths up 3.3 per cent in the year to June 2025, and at their highest level for any year-to-June period since 2010. CarExpert can save you thousands on a new car. Click here to get a great deal. "Our National Road Safety Strategy is clearly not working as planned and governments cannot expect to get better results by pursuing the same failed approach," said Michael Bradley, the managing director of the Australian Automobile Association (AAA), which represents the state-based motoring clubs and their 9.5 million members. At a time when many Australian states and territories are raking in record revenue from speed camera fines following routine increases in penalties, the AAA's most recent Benchmarking Report shows almost all states and territories posted an increase in road deaths in the past 12 months (except for South Australia and the Northern Territory). It shows there were 192 pedestrian deaths in the year to June – up 15 per cent from 167 in the 12 months to June 2024, when 38 cyclists died (up 11.8 per cent) and fatalities among motorcyclists fell by 5.4 per cent to 264. The Northern Territory had the highest rate of deaths per 100,000 residents, at 19.1, followed by Tasmania (8.3), Western Australia (6.1), Queensland (5.3), South Australia (4.4) NSW and Victoria (4.2) and the ACT (1.7). Source: Bureau of Infrastructure and Transport Research Economics statistics The AAA's Benchmarking Report uses Bureau of Infrastructure and Transport Research Economics (BITRE) figures to track the progress of Australian states and territories in meeting their respective targets for reducing road trauma. The organisation has long called on state and federal governments to publish the various road trauma data they collect, in order to "de-politicise road funding and to enable evidence-based safety interventions". In a press release this week, it commended the NSW Government for last weekend releasing the state's previously secret safety ratings of its road networks that have been assessed using the Australian Road Assessment Program (AusRAP). The data showed 71 per cent of NSW roads were rated three out of five stars under AusRAP's road assessment scheme. This scheme rates roads based on analysis of risk factors such as average daily traffic, speed limit, number of lanes in each direction, lane width, shoulder width, presence or absence of roadside barriers and rumble strips, gradient and curvature, quality of line markings, skid resistance, whether the road is single or dual carriageway, and provisions for pedestrians, cyclists, and motorcyclists. "This national leadership is to be congratulated, and it will save lives by improving transparency, accountability, and by ensuring road investment dollars get spent where they are most needed," said Mr Bradley. "All Australian states and territories use AusRAP to rate the safety of their networks, and the AAA calls on all jurisdictions to follow the lead of the NSW Government and publish all ratings. "The Commonwealth has in recent months begun playing a constructive role, by linking its funding of state roads with the provision of road safety crash data, however, it too needs to do more to publish and analyse the valuable information it is now collecting." Content originally sourced from: New figures showing Australia's road toll reached a 15-year high in the 12 months to June 2025 is more evidence that the National Road Safety Strategy has failed, according to the country's peak motoring body. The AAA's quarterly Benchmarking the Progress of the National Road Safety Strategy (2021-30) report shows that 1329 people have died on Australian roads in the year to June 30, and that no state or territory is on track to meet its target of halving fatalities by 2030. In fact, rather than reducing the road toll by 50 per cent, the strategy agreed to by all Australian governments in 2021 led to a 21.1 per cent increase in road fatalities over the following four years, with road deaths up 3.3 per cent in the year to June 2025, and at their highest level for any year-to-June period since 2010. CarExpert can save you thousands on a new car. Click here to get a great deal. "Our National Road Safety Strategy is clearly not working as planned and governments cannot expect to get better results by pursuing the same failed approach," said Michael Bradley, the managing director of the Australian Automobile Association (AAA), which represents the state-based motoring clubs and their 9.5 million members. At a time when many Australian states and territories are raking in record revenue from speed camera fines following routine increases in penalties, the AAA's most recent Benchmarking Report shows almost all states and territories posted an increase in road deaths in the past 12 months (except for South Australia and the Northern Territory). It shows there were 192 pedestrian deaths in the year to June – up 15 per cent from 167 in the 12 months to June 2024, when 38 cyclists died (up 11.8 per cent) and fatalities among motorcyclists fell by 5.4 per cent to 264. The Northern Territory had the highest rate of deaths per 100,000 residents, at 19.1, followed by Tasmania (8.3), Western Australia (6.1), Queensland (5.3), South Australia (4.4) NSW and Victoria (4.2) and the ACT (1.7). Source: Bureau of Infrastructure and Transport Research Economics statistics The AAA's Benchmarking Report uses Bureau of Infrastructure and Transport Research Economics (BITRE) figures to track the progress of Australian states and territories in meeting their respective targets for reducing road trauma. The organisation has long called on state and federal governments to publish the various road trauma data they collect, in order to "de-politicise road funding and to enable evidence-based safety interventions". In a press release this week, it commended the NSW Government for last weekend releasing the state's previously secret safety ratings of its road networks that have been assessed using the Australian Road Assessment Program (AusRAP). The data showed 71 per cent of NSW roads were rated three out of five stars under AusRAP's road assessment scheme. This scheme rates roads based on analysis of risk factors such as average daily traffic, speed limit, number of lanes in each direction, lane width, shoulder width, presence or absence of roadside barriers and rumble strips, gradient and curvature, quality of line markings, skid resistance, whether the road is single or dual carriageway, and provisions for pedestrians, cyclists, and motorcyclists. "This national leadership is to be congratulated, and it will save lives by improving transparency, accountability, and by ensuring road investment dollars get spent where they are most needed," said Mr Bradley. "All Australian states and territories use AusRAP to rate the safety of their networks, and the AAA calls on all jurisdictions to follow the lead of the NSW Government and publish all ratings. "The Commonwealth has in recent months begun playing a constructive role, by linking its funding of state roads with the provision of road safety crash data, however, it too needs to do more to publish and analyse the valuable information it is now collecting." Content originally sourced from: New figures showing Australia's road toll reached a 15-year high in the 12 months to June 2025 is more evidence that the National Road Safety Strategy has failed, according to the country's peak motoring body. The AAA's quarterly Benchmarking the Progress of the National Road Safety Strategy (2021-30) report shows that 1329 people have died on Australian roads in the year to June 30, and that no state or territory is on track to meet its target of halving fatalities by 2030. In fact, rather than reducing the road toll by 50 per cent, the strategy agreed to by all Australian governments in 2021 led to a 21.1 per cent increase in road fatalities over the following four years, with road deaths up 3.3 per cent in the year to June 2025, and at their highest level for any year-to-June period since 2010. CarExpert can save you thousands on a new car. Click here to get a great deal. "Our National Road Safety Strategy is clearly not working as planned and governments cannot expect to get better results by pursuing the same failed approach," said Michael Bradley, the managing director of the Australian Automobile Association (AAA), which represents the state-based motoring clubs and their 9.5 million members. At a time when many Australian states and territories are raking in record revenue from speed camera fines following routine increases in penalties, the AAA's most recent Benchmarking Report shows almost all states and territories posted an increase in road deaths in the past 12 months (except for South Australia and the Northern Territory). It shows there were 192 pedestrian deaths in the year to June – up 15 per cent from 167 in the 12 months to June 2024, when 38 cyclists died (up 11.8 per cent) and fatalities among motorcyclists fell by 5.4 per cent to 264. The Northern Territory had the highest rate of deaths per 100,000 residents, at 19.1, followed by Tasmania (8.3), Western Australia (6.1), Queensland (5.3), South Australia (4.4) NSW and Victoria (4.2) and the ACT (1.7). Source: Bureau of Infrastructure and Transport Research Economics statistics The AAA's Benchmarking Report uses Bureau of Infrastructure and Transport Research Economics (BITRE) figures to track the progress of Australian states and territories in meeting their respective targets for reducing road trauma. The organisation has long called on state and federal governments to publish the various road trauma data they collect, in order to "de-politicise road funding and to enable evidence-based safety interventions". In a press release this week, it commended the NSW Government for last weekend releasing the state's previously secret safety ratings of its road networks that have been assessed using the Australian Road Assessment Program (AusRAP). The data showed 71 per cent of NSW roads were rated three out of five stars under AusRAP's road assessment scheme. This scheme rates roads based on analysis of risk factors such as average daily traffic, speed limit, number of lanes in each direction, lane width, shoulder width, presence or absence of roadside barriers and rumble strips, gradient and curvature, quality of line markings, skid resistance, whether the road is single or dual carriageway, and provisions for pedestrians, cyclists, and motorcyclists. "This national leadership is to be congratulated, and it will save lives by improving transparency, accountability, and by ensuring road investment dollars get spent where they are most needed," said Mr Bradley. "All Australian states and territories use AusRAP to rate the safety of their networks, and the AAA calls on all jurisdictions to follow the lead of the NSW Government and publish all ratings. "The Commonwealth has in recent months begun playing a constructive role, by linking its funding of state roads with the provision of road safety crash data, however, it too needs to do more to publish and analyse the valuable information it is now collecting." Content originally sourced from: New figures showing Australia's road toll reached a 15-year high in the 12 months to June 2025 is more evidence that the National Road Safety Strategy has failed, according to the country's peak motoring body. The AAA's quarterly Benchmarking the Progress of the National Road Safety Strategy (2021-30) report shows that 1329 people have died on Australian roads in the year to June 30, and that no state or territory is on track to meet its target of halving fatalities by 2030. In fact, rather than reducing the road toll by 50 per cent, the strategy agreed to by all Australian governments in 2021 led to a 21.1 per cent increase in road fatalities over the following four years, with road deaths up 3.3 per cent in the year to June 2025, and at their highest level for any year-to-June period since 2010. CarExpert can save you thousands on a new car. Click here to get a great deal. "Our National Road Safety Strategy is clearly not working as planned and governments cannot expect to get better results by pursuing the same failed approach," said Michael Bradley, the managing director of the Australian Automobile Association (AAA), which represents the state-based motoring clubs and their 9.5 million members. At a time when many Australian states and territories are raking in record revenue from speed camera fines following routine increases in penalties, the AAA's most recent Benchmarking Report shows almost all states and territories posted an increase in road deaths in the past 12 months (except for South Australia and the Northern Territory). It shows there were 192 pedestrian deaths in the year to June – up 15 per cent from 167 in the 12 months to June 2024, when 38 cyclists died (up 11.8 per cent) and fatalities among motorcyclists fell by 5.4 per cent to 264. The Northern Territory had the highest rate of deaths per 100,000 residents, at 19.1, followed by Tasmania (8.3), Western Australia (6.1), Queensland (5.3), South Australia (4.4) NSW and Victoria (4.2) and the ACT (1.7). Source: Bureau of Infrastructure and Transport Research Economics statistics The AAA's Benchmarking Report uses Bureau of Infrastructure and Transport Research Economics (BITRE) figures to track the progress of Australian states and territories in meeting their respective targets for reducing road trauma. The organisation has long called on state and federal governments to publish the various road trauma data they collect, in order to "de-politicise road funding and to enable evidence-based safety interventions". In a press release this week, it commended the NSW Government for last weekend releasing the state's previously secret safety ratings of its road networks that have been assessed using the Australian Road Assessment Program (AusRAP). The data showed 71 per cent of NSW roads were rated three out of five stars under AusRAP's road assessment scheme. This scheme rates roads based on analysis of risk factors such as average daily traffic, speed limit, number of lanes in each direction, lane width, shoulder width, presence or absence of roadside barriers and rumble strips, gradient and curvature, quality of line markings, skid resistance, whether the road is single or dual carriageway, and provisions for pedestrians, cyclists, and motorcyclists. "This national leadership is to be congratulated, and it will save lives by improving transparency, accountability, and by ensuring road investment dollars get spent where they are most needed," said Mr Bradley. "All Australian states and territories use AusRAP to rate the safety of their networks, and the AAA calls on all jurisdictions to follow the lead of the NSW Government and publish all ratings. "The Commonwealth has in recent months begun playing a constructive role, by linking its funding of state roads with the provision of road safety crash data, however, it too needs to do more to publish and analyse the valuable information it is now collecting." Content originally sourced from:
The Advertiser
3 hours ago
- The Advertiser
Suzuki Australia 'ready' for new emissions regulations
Despite Suzuki's relatively slow rollout of electrified vehicles, the brand's local arm says it's prepared to deal with Australia's New Vehicle Efficiency Standard (NVES) as it readies additional mild-hybrids and its first electric vehicle (EV). Suzuki, like every other manufacturer operating in Australia, is now obliged to meet set average carbon emissions targets across its fleet each year, or be penalised $100 per g/km of CO2 for every vehicle that exceeds the target. The brand's entire Australian fleet falls into the Type 1 passenger car category, which means each car is subject to a CO2 limit of 141g/km for 2025. This limit will drop to 117g/km in 2026, 92g/km in 2027, and eventually 58g/km in 2029. Though Suzuki's Australian lineup currently features only two mild-hybrids and no EVs, general manager Michael Pachota maintains NVES is simply another regulatory hurdle for the brand to overcome. "We've been here for a long time. We're not going anywhere," he told CarExpert. CarExpert can save you thousands on a new car. Click here to get a great deal. "NVES is just another thing that we have to adapt and evolve our product portfolio to meet. With that said, the Australian consumer will decide." Suzuki's model range in Australia is currently undergoing a revamp after several vehicles fell victim to new safety regulations last year. With its up-to-date cars, Suzuki is, on average, in the clear for 2025 – the Swift Hybrid has maximum claimed emissions of 90g/km of CO2, while the Fronx Hybrid produces 113g/km. Only the Jimny exceeds the target with a minimum of 146g/km across its lineup. The defunct S-Cross, Vitara, and Swift Sport are all on the bubble of the current 141g/km target, while the Ignis is on par with the Fronx Hybrid. Only limited dealer stock of these models remains. The emissions of these vehicles means Suzuki will likely exceed the average fleet-wide CO2 limit in three year's time, which means more efficient models will be required to offset the 'dirtier' ones. These efforts will be bolstered by the Vitara Hybrid – albeit with mild-hybrid or 'strong' hybrid powertrains as-yet unconfirmed – and electric eVitara in early 2026, while Suzuki could look overseas for additional hybrid models. In the UK, Suzuki sells the Across plug-in hybrid (PHEV) – a rebadged version of the outgoing Toyota RAV4 – that produces a claimed 26g/km of CO2. There's also the full-hybrid Swace – a rebadged Toyota Corolla Touring Sports wagon – with claimed emissions of 102g/km. This, in theory, could provide Australian customers with more choice in Suzuki models than ever, and Mr Pachota maintains buyer attitudes will shape the brand's direction beyond its initial plans. "Our plan is quite good, I've gotta say. We're ready for it," he told CarExpert. "As the market changes or there's different conditions in the market with competitors and so forth, and if that actual measurement of NVES changes because it's constantly up in the air, or whatever it may be, we'll adapt and evolve, and we're very prepared to do so." Mr Pachota's confident sentiment is in contrast with recent comments made by Suzuki Queensland – a separate entity in charge of the Sunshine State and New South Wales' Northern Rivers region – general manager Paul Dillon. In a separate CarExpert article published this week, Mr Dillon claimed NVES will boost Chinese brands, raise prices, punish makers of small cars, and end up forcing many buyers to shop for less efficient used cars. "I would say, 'Would you consider a Suzuki to be a reasonably efficient car?'," Mr Dillon told CarExpert. "And to consider that next year there will be penalties on cars like Fronx, for a 1.5-litre hybrid vehicle with [an integrated starter generator], there are still penalties on that car next year." He continued by saying Suzuki Queensland would have to raise the prices of its vehicles if NVES fines begin to stack up – a fate he also expects to befall other non-Chinese carmakers – making cheaper Chinese cars look more appealing. "The legislation's almost leaning towards [Chinese brands], isn't it?" Mr Dillon said. Asked whether the eVitara would be able to offset Suzuki's average CO2 emissions, Mr Dillon says he believes "there will be a small market for EVs". "Unfortunately, I don't think the government fully considered that. I think there's issues with the NVES they haven't fully considered, unless they specifically are out to raise more tax from the consumers." MORE: Australia's new emissions regulations are poorly thought out, says local car brand boss MORE: Suzuki Vitara electric, hybrid SUVs locked in for Australia MORE: What the first federal emission standard means for Aussie car buyers MORE: Everything Suzuki Content originally sourced from: Despite Suzuki's relatively slow rollout of electrified vehicles, the brand's local arm says it's prepared to deal with Australia's New Vehicle Efficiency Standard (NVES) as it readies additional mild-hybrids and its first electric vehicle (EV). Suzuki, like every other manufacturer operating in Australia, is now obliged to meet set average carbon emissions targets across its fleet each year, or be penalised $100 per g/km of CO2 for every vehicle that exceeds the target. The brand's entire Australian fleet falls into the Type 1 passenger car category, which means each car is subject to a CO2 limit of 141g/km for 2025. This limit will drop to 117g/km in 2026, 92g/km in 2027, and eventually 58g/km in 2029. Though Suzuki's Australian lineup currently features only two mild-hybrids and no EVs, general manager Michael Pachota maintains NVES is simply another regulatory hurdle for the brand to overcome. "We've been here for a long time. We're not going anywhere," he told CarExpert. CarExpert can save you thousands on a new car. Click here to get a great deal. "NVES is just another thing that we have to adapt and evolve our product portfolio to meet. With that said, the Australian consumer will decide." Suzuki's model range in Australia is currently undergoing a revamp after several vehicles fell victim to new safety regulations last year. With its up-to-date cars, Suzuki is, on average, in the clear for 2025 – the Swift Hybrid has maximum claimed emissions of 90g/km of CO2, while the Fronx Hybrid produces 113g/km. Only the Jimny exceeds the target with a minimum of 146g/km across its lineup. The defunct S-Cross, Vitara, and Swift Sport are all on the bubble of the current 141g/km target, while the Ignis is on par with the Fronx Hybrid. Only limited dealer stock of these models remains. The emissions of these vehicles means Suzuki will likely exceed the average fleet-wide CO2 limit in three year's time, which means more efficient models will be required to offset the 'dirtier' ones. These efforts will be bolstered by the Vitara Hybrid – albeit with mild-hybrid or 'strong' hybrid powertrains as-yet unconfirmed – and electric eVitara in early 2026, while Suzuki could look overseas for additional hybrid models. In the UK, Suzuki sells the Across plug-in hybrid (PHEV) – a rebadged version of the outgoing Toyota RAV4 – that produces a claimed 26g/km of CO2. There's also the full-hybrid Swace – a rebadged Toyota Corolla Touring Sports wagon – with claimed emissions of 102g/km. This, in theory, could provide Australian customers with more choice in Suzuki models than ever, and Mr Pachota maintains buyer attitudes will shape the brand's direction beyond its initial plans. "Our plan is quite good, I've gotta say. We're ready for it," he told CarExpert. "As the market changes or there's different conditions in the market with competitors and so forth, and if that actual measurement of NVES changes because it's constantly up in the air, or whatever it may be, we'll adapt and evolve, and we're very prepared to do so." Mr Pachota's confident sentiment is in contrast with recent comments made by Suzuki Queensland – a separate entity in charge of the Sunshine State and New South Wales' Northern Rivers region – general manager Paul Dillon. In a separate CarExpert article published this week, Mr Dillon claimed NVES will boost Chinese brands, raise prices, punish makers of small cars, and end up forcing many buyers to shop for less efficient used cars. "I would say, 'Would you consider a Suzuki to be a reasonably efficient car?'," Mr Dillon told CarExpert. "And to consider that next year there will be penalties on cars like Fronx, for a 1.5-litre hybrid vehicle with [an integrated starter generator], there are still penalties on that car next year." He continued by saying Suzuki Queensland would have to raise the prices of its vehicles if NVES fines begin to stack up – a fate he also expects to befall other non-Chinese carmakers – making cheaper Chinese cars look more appealing. "The legislation's almost leaning towards [Chinese brands], isn't it?" Mr Dillon said. Asked whether the eVitara would be able to offset Suzuki's average CO2 emissions, Mr Dillon says he believes "there will be a small market for EVs". "Unfortunately, I don't think the government fully considered that. I think there's issues with the NVES they haven't fully considered, unless they specifically are out to raise more tax from the consumers." MORE: Australia's new emissions regulations are poorly thought out, says local car brand boss MORE: Suzuki Vitara electric, hybrid SUVs locked in for Australia MORE: What the first federal emission standard means for Aussie car buyers MORE: Everything Suzuki Content originally sourced from: Despite Suzuki's relatively slow rollout of electrified vehicles, the brand's local arm says it's prepared to deal with Australia's New Vehicle Efficiency Standard (NVES) as it readies additional mild-hybrids and its first electric vehicle (EV). Suzuki, like every other manufacturer operating in Australia, is now obliged to meet set average carbon emissions targets across its fleet each year, or be penalised $100 per g/km of CO2 for every vehicle that exceeds the target. The brand's entire Australian fleet falls into the Type 1 passenger car category, which means each car is subject to a CO2 limit of 141g/km for 2025. This limit will drop to 117g/km in 2026, 92g/km in 2027, and eventually 58g/km in 2029. Though Suzuki's Australian lineup currently features only two mild-hybrids and no EVs, general manager Michael Pachota maintains NVES is simply another regulatory hurdle for the brand to overcome. "We've been here for a long time. We're not going anywhere," he told CarExpert. CarExpert can save you thousands on a new car. Click here to get a great deal. "NVES is just another thing that we have to adapt and evolve our product portfolio to meet. With that said, the Australian consumer will decide." Suzuki's model range in Australia is currently undergoing a revamp after several vehicles fell victim to new safety regulations last year. With its up-to-date cars, Suzuki is, on average, in the clear for 2025 – the Swift Hybrid has maximum claimed emissions of 90g/km of CO2, while the Fronx Hybrid produces 113g/km. Only the Jimny exceeds the target with a minimum of 146g/km across its lineup. The defunct S-Cross, Vitara, and Swift Sport are all on the bubble of the current 141g/km target, while the Ignis is on par with the Fronx Hybrid. Only limited dealer stock of these models remains. The emissions of these vehicles means Suzuki will likely exceed the average fleet-wide CO2 limit in three year's time, which means more efficient models will be required to offset the 'dirtier' ones. These efforts will be bolstered by the Vitara Hybrid – albeit with mild-hybrid or 'strong' hybrid powertrains as-yet unconfirmed – and electric eVitara in early 2026, while Suzuki could look overseas for additional hybrid models. In the UK, Suzuki sells the Across plug-in hybrid (PHEV) – a rebadged version of the outgoing Toyota RAV4 – that produces a claimed 26g/km of CO2. There's also the full-hybrid Swace – a rebadged Toyota Corolla Touring Sports wagon – with claimed emissions of 102g/km. This, in theory, could provide Australian customers with more choice in Suzuki models than ever, and Mr Pachota maintains buyer attitudes will shape the brand's direction beyond its initial plans. "Our plan is quite good, I've gotta say. We're ready for it," he told CarExpert. "As the market changes or there's different conditions in the market with competitors and so forth, and if that actual measurement of NVES changes because it's constantly up in the air, or whatever it may be, we'll adapt and evolve, and we're very prepared to do so." Mr Pachota's confident sentiment is in contrast with recent comments made by Suzuki Queensland – a separate entity in charge of the Sunshine State and New South Wales' Northern Rivers region – general manager Paul Dillon. In a separate CarExpert article published this week, Mr Dillon claimed NVES will boost Chinese brands, raise prices, punish makers of small cars, and end up forcing many buyers to shop for less efficient used cars. "I would say, 'Would you consider a Suzuki to be a reasonably efficient car?'," Mr Dillon told CarExpert. "And to consider that next year there will be penalties on cars like Fronx, for a 1.5-litre hybrid vehicle with [an integrated starter generator], there are still penalties on that car next year." He continued by saying Suzuki Queensland would have to raise the prices of its vehicles if NVES fines begin to stack up – a fate he also expects to befall other non-Chinese carmakers – making cheaper Chinese cars look more appealing. "The legislation's almost leaning towards [Chinese brands], isn't it?" Mr Dillon said. Asked whether the eVitara would be able to offset Suzuki's average CO2 emissions, Mr Dillon says he believes "there will be a small market for EVs". "Unfortunately, I don't think the government fully considered that. I think there's issues with the NVES they haven't fully considered, unless they specifically are out to raise more tax from the consumers." MORE: Australia's new emissions regulations are poorly thought out, says local car brand boss MORE: Suzuki Vitara electric, hybrid SUVs locked in for Australia MORE: What the first federal emission standard means for Aussie car buyers MORE: Everything Suzuki Content originally sourced from: Despite Suzuki's relatively slow rollout of electrified vehicles, the brand's local arm says it's prepared to deal with Australia's New Vehicle Efficiency Standard (NVES) as it readies additional mild-hybrids and its first electric vehicle (EV). Suzuki, like every other manufacturer operating in Australia, is now obliged to meet set average carbon emissions targets across its fleet each year, or be penalised $100 per g/km of CO2 for every vehicle that exceeds the target. The brand's entire Australian fleet falls into the Type 1 passenger car category, which means each car is subject to a CO2 limit of 141g/km for 2025. This limit will drop to 117g/km in 2026, 92g/km in 2027, and eventually 58g/km in 2029. Though Suzuki's Australian lineup currently features only two mild-hybrids and no EVs, general manager Michael Pachota maintains NVES is simply another regulatory hurdle for the brand to overcome. "We've been here for a long time. We're not going anywhere," he told CarExpert. CarExpert can save you thousands on a new car. Click here to get a great deal. "NVES is just another thing that we have to adapt and evolve our product portfolio to meet. With that said, the Australian consumer will decide." Suzuki's model range in Australia is currently undergoing a revamp after several vehicles fell victim to new safety regulations last year. With its up-to-date cars, Suzuki is, on average, in the clear for 2025 – the Swift Hybrid has maximum claimed emissions of 90g/km of CO2, while the Fronx Hybrid produces 113g/km. Only the Jimny exceeds the target with a minimum of 146g/km across its lineup. The defunct S-Cross, Vitara, and Swift Sport are all on the bubble of the current 141g/km target, while the Ignis is on par with the Fronx Hybrid. Only limited dealer stock of these models remains. The emissions of these vehicles means Suzuki will likely exceed the average fleet-wide CO2 limit in three year's time, which means more efficient models will be required to offset the 'dirtier' ones. These efforts will be bolstered by the Vitara Hybrid – albeit with mild-hybrid or 'strong' hybrid powertrains as-yet unconfirmed – and electric eVitara in early 2026, while Suzuki could look overseas for additional hybrid models. In the UK, Suzuki sells the Across plug-in hybrid (PHEV) – a rebadged version of the outgoing Toyota RAV4 – that produces a claimed 26g/km of CO2. There's also the full-hybrid Swace – a rebadged Toyota Corolla Touring Sports wagon – with claimed emissions of 102g/km. This, in theory, could provide Australian customers with more choice in Suzuki models than ever, and Mr Pachota maintains buyer attitudes will shape the brand's direction beyond its initial plans. "Our plan is quite good, I've gotta say. We're ready for it," he told CarExpert. "As the market changes or there's different conditions in the market with competitors and so forth, and if that actual measurement of NVES changes because it's constantly up in the air, or whatever it may be, we'll adapt and evolve, and we're very prepared to do so." Mr Pachota's confident sentiment is in contrast with recent comments made by Suzuki Queensland – a separate entity in charge of the Sunshine State and New South Wales' Northern Rivers region – general manager Paul Dillon. In a separate CarExpert article published this week, Mr Dillon claimed NVES will boost Chinese brands, raise prices, punish makers of small cars, and end up forcing many buyers to shop for less efficient used cars. "I would say, 'Would you consider a Suzuki to be a reasonably efficient car?'," Mr Dillon told CarExpert. "And to consider that next year there will be penalties on cars like Fronx, for a 1.5-litre hybrid vehicle with [an integrated starter generator], there are still penalties on that car next year." He continued by saying Suzuki Queensland would have to raise the prices of its vehicles if NVES fines begin to stack up – a fate he also expects to befall other non-Chinese carmakers – making cheaper Chinese cars look more appealing. "The legislation's almost leaning towards [Chinese brands], isn't it?" Mr Dillon said. Asked whether the eVitara would be able to offset Suzuki's average CO2 emissions, Mr Dillon says he believes "there will be a small market for EVs". "Unfortunately, I don't think the government fully considered that. I think there's issues with the NVES they haven't fully considered, unless they specifically are out to raise more tax from the consumers." MORE: Australia's new emissions regulations are poorly thought out, says local car brand boss MORE: Suzuki Vitara electric, hybrid SUVs locked in for Australia MORE: What the first federal emission standard means for Aussie car buyers MORE: Everything Suzuki Content originally sourced from:
