How Hyundai Australia's new boss plans to reverse Korean brand's sales slide
Mr Romano turned down retirement to join the local arm of Hyundai as the first-ever non-Korean CEO seven weeks ago, after successfully heading up Hyundai Canada for 11 years.
By his own admission, he has faced a multitude of challenges in his roles elsewhere, but none quite compare to what he's up against Down Under.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Current Hyundai models Credit: CarExpert
In 2025, auto brands in Australia have to contend with a saturated market containing no fewer than 60 separate brands – dozens more than you'll find in other major markets – with many more to come.
Hyundai was among the nation's top brands until a few years ago, selling in excess of 100,000 vehicles between 2014 and 2016, before its sales declined to about 75,000 in 2023 and then 71,664 in 2024, placing it sixth on the league ladder behind Toyota (241,296 sales), Ford (100,170), Mazda (95,987), sister brand Kia (81,787), and Mitsubishi (74,547).
Additionally, this year marks the start of the New Vehicle Efficiency Standard (NVES), which includes a set of stringent emissions targets designed to reduce the carbon footprint of Australia's new vehicle market. 2026 Hyundai Palisade Credit: CarExpert
Those factors, in combination with a host of other economic pressure points, render Australia a difficult place to do business according to Mr Romano.
'There's nothing quite like it – you're talking 70 brands, whereas the markets I've worked in have had anywhere from 20 to 30 brands,' said Mr Romano.
'So we definitely have a unique challenge here that we don't see in other markets. I think the challenge is greater, but you also have a few brands that are very dominant here, more dominant here than they are in other markets. They're more dominant even though you have more brands, which is very unusual to me. 2026 Hyundai Nexo Credit: CarExpert
'So the question is, how do you build a brand that can future proof itself sustainably against an onslaught of new entries?'
'When it comes to NVES, there's going to be a lot of brands that are going to start falling apart because they're burying their heads in the sand.'
Mr Romano joins Hyundai Australia at an important juncture for the automaker, after annual sales declined by 4.7 per cent last year.
Plans to reverse the trend include an injection of marketing investment, expansion of the model lineup, and a renewed focus on dealer engagement. 2025 Hyundai Ioniq 9 Credit: CarExpert
Mr Romano will oversee the launch of several key models in the coming months and years, including the Inster compact electric vehicle (EV), the Ioniq 9 large electric SUV, and the next-generation Palisade large SUV and Nexo fuel-cell vehicle.
Speaking with the media at the launch of the Inster, Hyundai's smallest and cheapest EV so far, Mr Romano said he planned to stop the sales decline and 'not to go right up to 100,000, but to start growing again'.
'I'm not going to commit to any number other than growth – we're not going to go backwards,' he said.
'We've been going back for five, six years and we need to turn that corner. We're going to do it this year, and we're going to start going the other way sustainably and cautiously, through good brand management and ultimately new products.' 2025 Hyundai Inster Credit: CarExpert
However, Mr Romano said the required sales growth wouldn't come from new battery-electric like the Inster and Ioniq 9 alone.
EVs accounted for just 3.7 per cent of Hyundai's Australian sales last year, with a total of 2665 sales across its Kona, Ioniq 5 and Ioniq 6 lines.
The clock is ticking for Mr Romano, who expects to hold the Korean brand's local CEO role for no more than three years before transitioning towards retirement.
'We need to future-proof our business, and that's why I'm here,' he told CarExpert.
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Why this ugly new ute is a real threat to Ranger and HiLux
After years of rumours, hype and celebrity-heavy marketing, the Kia Tasman ute is finally here. Named after the Tasman Sea and built with the Australian market front of mind, Kia wants the Tasman to be a top-five best-selling ute Down Under, where it's set to compete head-on with some of the nation's top-selling models in the Ford Ranger, Toyota HiLux, Isuzu D-Max and Mitsubishi Triton, to name a few. Like its rivals, the foundations of the Tasman are simple and proven - a turbo-diesel engine mated to an automatic transmission that sends power to all four wheels of a dual-cab four-door ute (for now) based on a ladder frame. What's not so conventional, however, is the design of the Tasman. And, boy, haven't we heard about it. Last year's global reveal unleashed a tidal wave of criticism about the appearance of Kia's debut ute, and that tsunami has yet to subside. Kia responded by doubling down on its star-studded ad campaign, recruiting some of the biggest names in Australian sport (plus Spanish tennis champ Rafael Nadal) to divert attention. But now, with the Tasman officially in showrooms, it's time to shift our focus back to the most important vehicle that Kia has ever launched in Australia. From concept development to durability testing, Kia's local arm has been at the forefront of the Tasman project. If the Tasman succeeds, Kia will forever look upon Australia fondly and likely offer a seat at the table when it comes to future product development. Strong sales would also help to increase Kia's overall market share - a key goal for the Korean manufacturer - and potentially make it a top-two auto brand in Australia behind Toyota. So, there's a lot on the line. With that in mind, Kia invited us to Bathurst in NSW for two jam-packed days of driving, both on- and off-road, to get a sense of where this fresh entrant sits in the ute hierarchy. We sampled the mid-spec SX, the semi-premium X-Line and the rugged X-Pro flagship. This review mostly focuses on the latter. The Tasman is more expensive than key rivals at the bottom of the range, but it tops out at a competitive $77,990 drive-away - on par with the D-Max Blade and less than the V6 Ranger Wildtrak and HiLux GR Sport. Kia may have overdone it with the exterior styling of the Tasman, but the interior is the Korean manufacturer at its forward-thinking best. The cabin is spacious, user-friendly and thoroughly modern, with a long list of tech and features that puts many segment mainstays to shame. At the centre of it all is Kia's connected car navigation cockpit - a panoramic screen housing dual 12.3-inch displays, plus a digital climate control hub. All three are standard across the Tasman range - that's right, there's no punishment for buying the entry-level version. The centre infotainment display is brimming with functionality, most of which is actually useful on a daily basis. That includes wireless smartphone mirroring, native satellite navigation from SX up, a detailed off-road display for the X-Pro, and extra mod cons such as connected services and voice control. As you'd expect from a brand-new model, the graphics are sharp and there's enough processing power to keep up with busy swiping and tapping. Likewise, the digital instrument display is clear and well-organised. Unfortunately, the same can't be said of the narrow climate panel - it's obstructed by the steering wheel while driving, and although there's the option to expand it to the infotainment screen, that could be considered the solution to a problem of Kia's own creation. Missing altogether is a head-up display, a nice-to-have that's present in the BYD Shark 6 and GWM Cannon Alpha. Another slight letdown is the standard sound system, which makes your tunes sound a bit muddy, especially at higher volumes. That's remedied by buying the X-Pro with its upgraded set of Harmon Kardon speakers. The dash layout is intuitive, demonstrating that Kia understands the needs of Australian ute buyers. That's also made clear by the inclusion of clever storage solutions. The cabin is not only roomy - the X-Pro is longer, wider and taller than a Ranger Wildtrak - but it's also laden with nooks and cubbies. The door bins and glovebox are on the shallow side, but that's offset by the presence of an extra compartment above the glovebox. And while the centre console mightn't appear special, the lid is unique in that it folds forwards to create a flat table suitable for in-car work stints. That also exposes a bin with decent space and a 12V power outlet. Two USB-C outlets can be found under the centre stack, and the X-Pro adds dual wireless charging pads. The X-Pro has quilted leatherette seats that are heated and ventilated, and fully power-adjustable, of course. Even the entry-level cloth seats are fit for purpose, packing plenty of cushioning and lateral support, as well as a soft headrest that wraps around your skull. Stepping up to the X-Pro also brings a heated leatherette steering wheel. Courtesy of its sheer size, the Tasman is spacious enough to seat five adults in comfort, so it's bound to be the pick for a worksite carpool. Leg- and headroom are in ample supply unless you're topping six-five, and the door panels feature padding at shoulder height - another thoughtful touch. While the S and SX grades make a lot of sense for tradies hunting a new workhorse, the X-Pro is a standout option in the new wave of "lifestyle" utes. Family buyers will be drawn to the amenities in the second row, from flexible zip-up map pockets to an expansive storage container hidden under the rear bench. In case that's not enough room for your bits and bobs, additional storage pouches are built into the door cards, seat backs and rear bench itself. Mobile device charging is taken care of by two USB-C outlets and a 240V socket. There's also a centre armrest with chunky cupholders and a couple of air vents, although some sort of lighting wouldn't go astray. Interior creature comforts are nice to have, but tub capacity is a non-negotiable for most ute buyers. That makes the new Tasman an even more compelling proposition, as it can haul around more stuff than most. The tub measures 1512mm long, 1572mm wide and 540mm deep - dimensions that dwarf the Ranger Wildtrak, D-Max Blade and Cannon Alpha PHEV. But while the X-Pro offers tons of usable space, the tub isn't necessarily revolutionary. For example, it doesn't boast the same exportable power capability as plug-in hybrid competitors - base models go without power outlets in the tub, while the SX+, X-Line and X-Pro gain a single 400W connection. Just one powertrain is currently offered across the range, a 2.2-litre four-cylinder turbo-diesel. However, Kia is keeping a close eye on the performance of electrified utes such as the BYD Shark 6, GWM Cannon Alpha PHEV, and Ford Ranger PHEV in the local market, with a view to offering similar tech in the Tasman. Don't expect a Tasman PHEV in the immediate future, though. It's unlikely to arrive until 2027 at the earliest, according to senior Kia product manager Roland Rivero. We won't be getting the 2.5-litre four-cylinder turbocharged petrol engine available in Korean models, either. The drive program for the Tasman launch was a dead giveaway that Kia is supremely confident in its first ute, and that confidence isn't unfounded. Over two days of driving we were exposed to some of the roughest country roads I've ever experienced, as well as a challenging off-road course and some urban driving in the town of Bathurst. All up, the perfect test of a ute that will be expected to handle everything that Aussie buyers can throw at it. On sealed surfaces, the Tasman is a refined take on a traditional formula - turbo-diesel power, four-wheel drive, and rear leaf springs. All variants house a 2.2-litre four-cylinder turbo-diesel engine that pumps out 154kW of power and 440Nm of torque, outputs that are a little underwhelming by modern standards. Indeed, the Tasman feels noticeably under-gunned compared to something like a V6 Ranger (184kW/600Nm) or top-spec HiLux (165kW/550Nm), not to mention the PHEVs. In particular, the Tasman's torque deficit is felt while towing, overtaking and climbing steep inclines, all situations in which you're left wanting for extra pulling power. It's a shame because the powertrain is otherwise quite refined and agreeable. Power delivery is smooth, and the eight-speed automatic transmission shifts intuitively to keep you in the torque band and maximise efficiency. The X-Line and X-Pro feature paddle shifters for enhanced transmission control when towing. The engine also impresses with its quietness and refinement. It doesn't produce the clatter we've come to expect from diesel dual-cabs, a pleasant surprise I'm chalking down to effective sound insulation and firewall damping. As such, the driving experience is less agricultural than that of a four-cylinder Ranger, HiLux or D-Max, even if the Tasman doesn't feel as muscular. Electrified utes are that bit quieter, again. That sense of smoothness is echoed in the suspension tune, which benefits from heavy Australian Tasman's ride is firm but controlled, even on unfriendly stretches of country road. It may feel a bit fidgety in town, transmitting small imperfections through the chassis, but the Tasman is a pleasure to sit in at higher speeds. The primary ride is excellent - there's no float or bounce from the rear end over undulating tarmac, even with an empty tray. Secondary elements impress, too - potholes and ruts are dispatched with surprisingly little fuss, especially considering the poor state of the roads we encountered. We seldom experienced crash landings or teeth-rattling vibrations, outcomes that would've been inevitable in lesser utes. Given how planted the Tasman feels, it's hardly surprising that it handles well for an un-sporty dual-cab, too. The X-Pro we drove felt reassuringly confident through corners for such a large vehicle, with solid body control and little roll. While the Tasman is well-sorted through the twisty stuff, it's no driver's car. The steering is doughy on centre, with artificial weighting that makes the vehicle feel more cumbersome than it is. The rack lightens up at lower speeds, but the Tasman still feels less manoeuvrable than a Ranger. Indeed, the Tasman's enlarged dimensions are noticeable in urban driving - parking poses a challenge, especially in variants without surround-view cameras or parking assist. That said, slim body pillars and a large rear window ensure decent outward visibility. The Tasman may be a mid-size ute, but it's a properly big one. That size is less of an issue on the highway, where the Tasman doesn't feel out of place. It cruises comfortably at 100km/h and remains relatively quiet, insulating the driver from unwanted road noise. We had the opportunity to tow a 2240kg camper trailer around the outskirts of Bathurst, and the Tasman showed itself to be an adequate if not outstanding tow vehicle. Engine and braking performance clearly suffered, but the Tasman was still able to scale hills and get up to highway speeds effectively, and it didn't feel particularly strained at 80-100km/h. However, you should expect to spend more time at the pump, as fuel consumption spiked to 16.6 litres per 100km across the 20-minute loop. With weight at the rear, the ride feels settled, and you can program trailer specifications into the dedicated towing infotainment display. As for off-road capability, our impressions of the Tasman are incomplete. We were only given the chance to experience the X-Pro - the most expensive variant in the range. It's an accomplished off-roader with the requisite hardware and software to thrive in Australian environments. I'd consider myself a beginner when it comes to off-roading, but the Tasman's clever traction control system made for a trustworthy ally, distributing power where needed despite my heavy-handed inputs. I'd go as far as to say the X-Pro is just about idiot-proof in an off-road setting. With 252mm of ground clearance, it sits higher than most rivals, and didn't bottom out in some butt-clenching moments. The X-Pro offers a dedicated off-road display within the infotainment system that includes surround-view cameras with an underbody view, as well as vehicle health and positioning data. As with the wider Kia Australia lineup, the Tasman is covered by a seven-year, unlimited-kilometre warranty. Additionally, owners can access up to eight years of free roadside assistance, while service pricing is capped for seven years. It's a generous ownership program by current standards, although Tasman owners may be caught off guard by maintenance costs that top most mainstream utes. Regular four-wheel drive Tasman variants cost an average of $466 per year to service over the first three years, more than both the Ranger ($379/year) and HiLux ($305/year). That average annual cost balloons to $585/year over seven years, whereas BYD charges $471 per year to service a Shark 6 over the same period. If your eyes agree with the polarising styling, and mine don't, the Tasman is up there with the best turbo-diesel utes currently on sale in Australia. The powertrain may be a little old-school, and it's definitely crying out for an extra helping of grunt, but the 2.2-litre lump is far from inadequate. The strength of the Tasman's ride and handling more than make up for its torque deficit. The X-Pro handles towing and off-roading with aplomb - two important considerations for Aussie buyers. The practical, modern interior is another selling point. It's hard to find the combination of a clever layout, quality materials and suitable screens in this segment, especially when you consider most utes from legacy brands are based on platforms that are several years, if not a decade, old. I wouldn't call the Tasman overpriced, either. For an all-new ute that's well-equipped across the range, it's priced competitively against rivals, particularly at the upper end. The X-Pro takes the fight right up to Ford's Ranger Wildtrak, and represents better buying than a HiLux GR Sport or D-Max Blade. Does that mean the Tasman has been worth the wait? One hundred per cent. And there's the distinct possibility that Kia will rectify its few flaws as part of future updates. A punchy and efficient electrified Tasman with a new face? Yes please. After years of rumours, hype and celebrity-heavy marketing, the Kia Tasman ute is finally here. Named after the Tasman Sea and built with the Australian market front of mind, Kia wants the Tasman to be a top-five best-selling ute Down Under, where it's set to compete head-on with some of the nation's top-selling models in the Ford Ranger, Toyota HiLux, Isuzu D-Max and Mitsubishi Triton, to name a few. Like its rivals, the foundations of the Tasman are simple and proven - a turbo-diesel engine mated to an automatic transmission that sends power to all four wheels of a dual-cab four-door ute (for now) based on a ladder frame. What's not so conventional, however, is the design of the Tasman. And, boy, haven't we heard about it. Last year's global reveal unleashed a tidal wave of criticism about the appearance of Kia's debut ute, and that tsunami has yet to subside. Kia responded by doubling down on its star-studded ad campaign, recruiting some of the biggest names in Australian sport (plus Spanish tennis champ Rafael Nadal) to divert attention. But now, with the Tasman officially in showrooms, it's time to shift our focus back to the most important vehicle that Kia has ever launched in Australia. From concept development to durability testing, Kia's local arm has been at the forefront of the Tasman project. If the Tasman succeeds, Kia will forever look upon Australia fondly and likely offer a seat at the table when it comes to future product development. Strong sales would also help to increase Kia's overall market share - a key goal for the Korean manufacturer - and potentially make it a top-two auto brand in Australia behind Toyota. So, there's a lot on the line. With that in mind, Kia invited us to Bathurst in NSW for two jam-packed days of driving, both on- and off-road, to get a sense of where this fresh entrant sits in the ute hierarchy. We sampled the mid-spec SX, the semi-premium X-Line and the rugged X-Pro flagship. This review mostly focuses on the latter. The Tasman is more expensive than key rivals at the bottom of the range, but it tops out at a competitive $77,990 drive-away - on par with the D-Max Blade and less than the V6 Ranger Wildtrak and HiLux GR Sport. Kia may have overdone it with the exterior styling of the Tasman, but the interior is the Korean manufacturer at its forward-thinking best. The cabin is spacious, user-friendly and thoroughly modern, with a long list of tech and features that puts many segment mainstays to shame. At the centre of it all is Kia's connected car navigation cockpit - a panoramic screen housing dual 12.3-inch displays, plus a digital climate control hub. All three are standard across the Tasman range - that's right, there's no punishment for buying the entry-level version. The centre infotainment display is brimming with functionality, most of which is actually useful on a daily basis. That includes wireless smartphone mirroring, native satellite navigation from SX up, a detailed off-road display for the X-Pro, and extra mod cons such as connected services and voice control. As you'd expect from a brand-new model, the graphics are sharp and there's enough processing power to keep up with busy swiping and tapping. Likewise, the digital instrument display is clear and well-organised. Unfortunately, the same can't be said of the narrow climate panel - it's obstructed by the steering wheel while driving, and although there's the option to expand it to the infotainment screen, that could be considered the solution to a problem of Kia's own creation. Missing altogether is a head-up display, a nice-to-have that's present in the BYD Shark 6 and GWM Cannon Alpha. Another slight letdown is the standard sound system, which makes your tunes sound a bit muddy, especially at higher volumes. That's remedied by buying the X-Pro with its upgraded set of Harmon Kardon speakers. The dash layout is intuitive, demonstrating that Kia understands the needs of Australian ute buyers. That's also made clear by the inclusion of clever storage solutions. The cabin is not only roomy - the X-Pro is longer, wider and taller than a Ranger Wildtrak - but it's also laden with nooks and cubbies. The door bins and glovebox are on the shallow side, but that's offset by the presence of an extra compartment above the glovebox. And while the centre console mightn't appear special, the lid is unique in that it folds forwards to create a flat table suitable for in-car work stints. That also exposes a bin with decent space and a 12V power outlet. Two USB-C outlets can be found under the centre stack, and the X-Pro adds dual wireless charging pads. The X-Pro has quilted leatherette seats that are heated and ventilated, and fully power-adjustable, of course. Even the entry-level cloth seats are fit for purpose, packing plenty of cushioning and lateral support, as well as a soft headrest that wraps around your skull. Stepping up to the X-Pro also brings a heated leatherette steering wheel. Courtesy of its sheer size, the Tasman is spacious enough to seat five adults in comfort, so it's bound to be the pick for a worksite carpool. Leg- and headroom are in ample supply unless you're topping six-five, and the door panels feature padding at shoulder height - another thoughtful touch. While the S and SX grades make a lot of sense for tradies hunting a new workhorse, the X-Pro is a standout option in the new wave of "lifestyle" utes. Family buyers will be drawn to the amenities in the second row, from flexible zip-up map pockets to an expansive storage container hidden under the rear bench. In case that's not enough room for your bits and bobs, additional storage pouches are built into the door cards, seat backs and rear bench itself. Mobile device charging is taken care of by two USB-C outlets and a 240V socket. There's also a centre armrest with chunky cupholders and a couple of air vents, although some sort of lighting wouldn't go astray. Interior creature comforts are nice to have, but tub capacity is a non-negotiable for most ute buyers. That makes the new Tasman an even more compelling proposition, as it can haul around more stuff than most. The tub measures 1512mm long, 1572mm wide and 540mm deep - dimensions that dwarf the Ranger Wildtrak, D-Max Blade and Cannon Alpha PHEV. But while the X-Pro offers tons of usable space, the tub isn't necessarily revolutionary. For example, it doesn't boast the same exportable power capability as plug-in hybrid competitors - base models go without power outlets in the tub, while the SX+, X-Line and X-Pro gain a single 400W connection. Just one powertrain is currently offered across the range, a 2.2-litre four-cylinder turbo-diesel. However, Kia is keeping a close eye on the performance of electrified utes such as the BYD Shark 6, GWM Cannon Alpha PHEV, and Ford Ranger PHEV in the local market, with a view to offering similar tech in the Tasman. Don't expect a Tasman PHEV in the immediate future, though. It's unlikely to arrive until 2027 at the earliest, according to senior Kia product manager Roland Rivero. We won't be getting the 2.5-litre four-cylinder turbocharged petrol engine available in Korean models, either. The drive program for the Tasman launch was a dead giveaway that Kia is supremely confident in its first ute, and that confidence isn't unfounded. Over two days of driving we were exposed to some of the roughest country roads I've ever experienced, as well as a challenging off-road course and some urban driving in the town of Bathurst. All up, the perfect test of a ute that will be expected to handle everything that Aussie buyers can throw at it. On sealed surfaces, the Tasman is a refined take on a traditional formula - turbo-diesel power, four-wheel drive, and rear leaf springs. All variants house a 2.2-litre four-cylinder turbo-diesel engine that pumps out 154kW of power and 440Nm of torque, outputs that are a little underwhelming by modern standards. Indeed, the Tasman feels noticeably under-gunned compared to something like a V6 Ranger (184kW/600Nm) or top-spec HiLux (165kW/550Nm), not to mention the PHEVs. In particular, the Tasman's torque deficit is felt while towing, overtaking and climbing steep inclines, all situations in which you're left wanting for extra pulling power. It's a shame because the powertrain is otherwise quite refined and agreeable. Power delivery is smooth, and the eight-speed automatic transmission shifts intuitively to keep you in the torque band and maximise efficiency. The X-Line and X-Pro feature paddle shifters for enhanced transmission control when towing. The engine also impresses with its quietness and refinement. It doesn't produce the clatter we've come to expect from diesel dual-cabs, a pleasant surprise I'm chalking down to effective sound insulation and firewall damping. As such, the driving experience is less agricultural than that of a four-cylinder Ranger, HiLux or D-Max, even if the Tasman doesn't feel as muscular. Electrified utes are that bit quieter, again. That sense of smoothness is echoed in the suspension tune, which benefits from heavy Australian Tasman's ride is firm but controlled, even on unfriendly stretches of country road. It may feel a bit fidgety in town, transmitting small imperfections through the chassis, but the Tasman is a pleasure to sit in at higher speeds. The primary ride is excellent - there's no float or bounce from the rear end over undulating tarmac, even with an empty tray. Secondary elements impress, too - potholes and ruts are dispatched with surprisingly little fuss, especially considering the poor state of the roads we encountered. We seldom experienced crash landings or teeth-rattling vibrations, outcomes that would've been inevitable in lesser utes. Given how planted the Tasman feels, it's hardly surprising that it handles well for an un-sporty dual-cab, too. The X-Pro we drove felt reassuringly confident through corners for such a large vehicle, with solid body control and little roll. While the Tasman is well-sorted through the twisty stuff, it's no driver's car. The steering is doughy on centre, with artificial weighting that makes the vehicle feel more cumbersome than it is. The rack lightens up at lower speeds, but the Tasman still feels less manoeuvrable than a Ranger. Indeed, the Tasman's enlarged dimensions are noticeable in urban driving - parking poses a challenge, especially in variants without surround-view cameras or parking assist. That said, slim body pillars and a large rear window ensure decent outward visibility. The Tasman may be a mid-size ute, but it's a properly big one. That size is less of an issue on the highway, where the Tasman doesn't feel out of place. It cruises comfortably at 100km/h and remains relatively quiet, insulating the driver from unwanted road noise. We had the opportunity to tow a 2240kg camper trailer around the outskirts of Bathurst, and the Tasman showed itself to be an adequate if not outstanding tow vehicle. Engine and braking performance clearly suffered, but the Tasman was still able to scale hills and get up to highway speeds effectively, and it didn't feel particularly strained at 80-100km/h. However, you should expect to spend more time at the pump, as fuel consumption spiked to 16.6 litres per 100km across the 20-minute loop. With weight at the rear, the ride feels settled, and you can program trailer specifications into the dedicated towing infotainment display. As for off-road capability, our impressions of the Tasman are incomplete. We were only given the chance to experience the X-Pro - the most expensive variant in the range. It's an accomplished off-roader with the requisite hardware and software to thrive in Australian environments. I'd consider myself a beginner when it comes to off-roading, but the Tasman's clever traction control system made for a trustworthy ally, distributing power where needed despite my heavy-handed inputs. I'd go as far as to say the X-Pro is just about idiot-proof in an off-road setting. With 252mm of ground clearance, it sits higher than most rivals, and didn't bottom out in some butt-clenching moments. The X-Pro offers a dedicated off-road display within the infotainment system that includes surround-view cameras with an underbody view, as well as vehicle health and positioning data. As with the wider Kia Australia lineup, the Tasman is covered by a seven-year, unlimited-kilometre warranty. Additionally, owners can access up to eight years of free roadside assistance, while service pricing is capped for seven years. It's a generous ownership program by current standards, although Tasman owners may be caught off guard by maintenance costs that top most mainstream utes. Regular four-wheel drive Tasman variants cost an average of $466 per year to service over the first three years, more than both the Ranger ($379/year) and HiLux ($305/year). That average annual cost balloons to $585/year over seven years, whereas BYD charges $471 per year to service a Shark 6 over the same period. If your eyes agree with the polarising styling, and mine don't, the Tasman is up there with the best turbo-diesel utes currently on sale in Australia. The powertrain may be a little old-school, and it's definitely crying out for an extra helping of grunt, but the 2.2-litre lump is far from inadequate. The strength of the Tasman's ride and handling more than make up for its torque deficit. The X-Pro handles towing and off-roading with aplomb - two important considerations for Aussie buyers. The practical, modern interior is another selling point. It's hard to find the combination of a clever layout, quality materials and suitable screens in this segment, especially when you consider most utes from legacy brands are based on platforms that are several years, if not a decade, old. I wouldn't call the Tasman overpriced, either. For an all-new ute that's well-equipped across the range, it's priced competitively against rivals, particularly at the upper end. The X-Pro takes the fight right up to Ford's Ranger Wildtrak, and represents better buying than a HiLux GR Sport or D-Max Blade. Does that mean the Tasman has been worth the wait? One hundred per cent. And there's the distinct possibility that Kia will rectify its few flaws as part of future updates. A punchy and efficient electrified Tasman with a new face? Yes please. After years of rumours, hype and celebrity-heavy marketing, the Kia Tasman ute is finally here. Named after the Tasman Sea and built with the Australian market front of mind, Kia wants the Tasman to be a top-five best-selling ute Down Under, where it's set to compete head-on with some of the nation's top-selling models in the Ford Ranger, Toyota HiLux, Isuzu D-Max and Mitsubishi Triton, to name a few. Like its rivals, the foundations of the Tasman are simple and proven - a turbo-diesel engine mated to an automatic transmission that sends power to all four wheels of a dual-cab four-door ute (for now) based on a ladder frame. What's not so conventional, however, is the design of the Tasman. And, boy, haven't we heard about it. Last year's global reveal unleashed a tidal wave of criticism about the appearance of Kia's debut ute, and that tsunami has yet to subside. Kia responded by doubling down on its star-studded ad campaign, recruiting some of the biggest names in Australian sport (plus Spanish tennis champ Rafael Nadal) to divert attention. But now, with the Tasman officially in showrooms, it's time to shift our focus back to the most important vehicle that Kia has ever launched in Australia. From concept development to durability testing, Kia's local arm has been at the forefront of the Tasman project. If the Tasman succeeds, Kia will forever look upon Australia fondly and likely offer a seat at the table when it comes to future product development. Strong sales would also help to increase Kia's overall market share - a key goal for the Korean manufacturer - and potentially make it a top-two auto brand in Australia behind Toyota. So, there's a lot on the line. With that in mind, Kia invited us to Bathurst in NSW for two jam-packed days of driving, both on- and off-road, to get a sense of where this fresh entrant sits in the ute hierarchy. We sampled the mid-spec SX, the semi-premium X-Line and the rugged X-Pro flagship. This review mostly focuses on the latter. The Tasman is more expensive than key rivals at the bottom of the range, but it tops out at a competitive $77,990 drive-away - on par with the D-Max Blade and less than the V6 Ranger Wildtrak and HiLux GR Sport. Kia may have overdone it with the exterior styling of the Tasman, but the interior is the Korean manufacturer at its forward-thinking best. The cabin is spacious, user-friendly and thoroughly modern, with a long list of tech and features that puts many segment mainstays to shame. At the centre of it all is Kia's connected car navigation cockpit - a panoramic screen housing dual 12.3-inch displays, plus a digital climate control hub. All three are standard across the Tasman range - that's right, there's no punishment for buying the entry-level version. The centre infotainment display is brimming with functionality, most of which is actually useful on a daily basis. That includes wireless smartphone mirroring, native satellite navigation from SX up, a detailed off-road display for the X-Pro, and extra mod cons such as connected services and voice control. As you'd expect from a brand-new model, the graphics are sharp and there's enough processing power to keep up with busy swiping and tapping. Likewise, the digital instrument display is clear and well-organised. Unfortunately, the same can't be said of the narrow climate panel - it's obstructed by the steering wheel while driving, and although there's the option to expand it to the infotainment screen, that could be considered the solution to a problem of Kia's own creation. Missing altogether is a head-up display, a nice-to-have that's present in the BYD Shark 6 and GWM Cannon Alpha. Another slight letdown is the standard sound system, which makes your tunes sound a bit muddy, especially at higher volumes. That's remedied by buying the X-Pro with its upgraded set of Harmon Kardon speakers. The dash layout is intuitive, demonstrating that Kia understands the needs of Australian ute buyers. That's also made clear by the inclusion of clever storage solutions. The cabin is not only roomy - the X-Pro is longer, wider and taller than a Ranger Wildtrak - but it's also laden with nooks and cubbies. The door bins and glovebox are on the shallow side, but that's offset by the presence of an extra compartment above the glovebox. And while the centre console mightn't appear special, the lid is unique in that it folds forwards to create a flat table suitable for in-car work stints. That also exposes a bin with decent space and a 12V power outlet. Two USB-C outlets can be found under the centre stack, and the X-Pro adds dual wireless charging pads. The X-Pro has quilted leatherette seats that are heated and ventilated, and fully power-adjustable, of course. Even the entry-level cloth seats are fit for purpose, packing plenty of cushioning and lateral support, as well as a soft headrest that wraps around your skull. Stepping up to the X-Pro also brings a heated leatherette steering wheel. Courtesy of its sheer size, the Tasman is spacious enough to seat five adults in comfort, so it's bound to be the pick for a worksite carpool. Leg- and headroom are in ample supply unless you're topping six-five, and the door panels feature padding at shoulder height - another thoughtful touch. While the S and SX grades make a lot of sense for tradies hunting a new workhorse, the X-Pro is a standout option in the new wave of "lifestyle" utes. Family buyers will be drawn to the amenities in the second row, from flexible zip-up map pockets to an expansive storage container hidden under the rear bench. In case that's not enough room for your bits and bobs, additional storage pouches are built into the door cards, seat backs and rear bench itself. Mobile device charging is taken care of by two USB-C outlets and a 240V socket. There's also a centre armrest with chunky cupholders and a couple of air vents, although some sort of lighting wouldn't go astray. Interior creature comforts are nice to have, but tub capacity is a non-negotiable for most ute buyers. That makes the new Tasman an even more compelling proposition, as it can haul around more stuff than most. The tub measures 1512mm long, 1572mm wide and 540mm deep - dimensions that dwarf the Ranger Wildtrak, D-Max Blade and Cannon Alpha PHEV. But while the X-Pro offers tons of usable space, the tub isn't necessarily revolutionary. For example, it doesn't boast the same exportable power capability as plug-in hybrid competitors - base models go without power outlets in the tub, while the SX+, X-Line and X-Pro gain a single 400W connection. Just one powertrain is currently offered across the range, a 2.2-litre four-cylinder turbo-diesel. However, Kia is keeping a close eye on the performance of electrified utes such as the BYD Shark 6, GWM Cannon Alpha PHEV, and Ford Ranger PHEV in the local market, with a view to offering similar tech in the Tasman. Don't expect a Tasman PHEV in the immediate future, though. It's unlikely to arrive until 2027 at the earliest, according to senior Kia product manager Roland Rivero. We won't be getting the 2.5-litre four-cylinder turbocharged petrol engine available in Korean models, either. The drive program for the Tasman launch was a dead giveaway that Kia is supremely confident in its first ute, and that confidence isn't unfounded. Over two days of driving we were exposed to some of the roughest country roads I've ever experienced, as well as a challenging off-road course and some urban driving in the town of Bathurst. All up, the perfect test of a ute that will be expected to handle everything that Aussie buyers can throw at it. On sealed surfaces, the Tasman is a refined take on a traditional formula - turbo-diesel power, four-wheel drive, and rear leaf springs. All variants house a 2.2-litre four-cylinder turbo-diesel engine that pumps out 154kW of power and 440Nm of torque, outputs that are a little underwhelming by modern standards. Indeed, the Tasman feels noticeably under-gunned compared to something like a V6 Ranger (184kW/600Nm) or top-spec HiLux (165kW/550Nm), not to mention the PHEVs. In particular, the Tasman's torque deficit is felt while towing, overtaking and climbing steep inclines, all situations in which you're left wanting for extra pulling power. It's a shame because the powertrain is otherwise quite refined and agreeable. Power delivery is smooth, and the eight-speed automatic transmission shifts intuitively to keep you in the torque band and maximise efficiency. The X-Line and X-Pro feature paddle shifters for enhanced transmission control when towing. The engine also impresses with its quietness and refinement. It doesn't produce the clatter we've come to expect from diesel dual-cabs, a pleasant surprise I'm chalking down to effective sound insulation and firewall damping. As such, the driving experience is less agricultural than that of a four-cylinder Ranger, HiLux or D-Max, even if the Tasman doesn't feel as muscular. Electrified utes are that bit quieter, again. That sense of smoothness is echoed in the suspension tune, which benefits from heavy Australian Tasman's ride is firm but controlled, even on unfriendly stretches of country road. It may feel a bit fidgety in town, transmitting small imperfections through the chassis, but the Tasman is a pleasure to sit in at higher speeds. The primary ride is excellent - there's no float or bounce from the rear end over undulating tarmac, even with an empty tray. Secondary elements impress, too - potholes and ruts are dispatched with surprisingly little fuss, especially considering the poor state of the roads we encountered. We seldom experienced crash landings or teeth-rattling vibrations, outcomes that would've been inevitable in lesser utes. Given how planted the Tasman feels, it's hardly surprising that it handles well for an un-sporty dual-cab, too. The X-Pro we drove felt reassuringly confident through corners for such a large vehicle, with solid body control and little roll. While the Tasman is well-sorted through the twisty stuff, it's no driver's car. The steering is doughy on centre, with artificial weighting that makes the vehicle feel more cumbersome than it is. The rack lightens up at lower speeds, but the Tasman still feels less manoeuvrable than a Ranger. Indeed, the Tasman's enlarged dimensions are noticeable in urban driving - parking poses a challenge, especially in variants without surround-view cameras or parking assist. That said, slim body pillars and a large rear window ensure decent outward visibility. The Tasman may be a mid-size ute, but it's a properly big one. That size is less of an issue on the highway, where the Tasman doesn't feel out of place. It cruises comfortably at 100km/h and remains relatively quiet, insulating the driver from unwanted road noise. We had the opportunity to tow a 2240kg camper trailer around the outskirts of Bathurst, and the Tasman showed itself to be an adequate if not outstanding tow vehicle. Engine and braking performance clearly suffered, but the Tasman was still able to scale hills and get up to highway speeds effectively, and it didn't feel particularly strained at 80-100km/h. However, you should expect to spend more time at the pump, as fuel consumption spiked to 16.6 litres per 100km across the 20-minute loop. With weight at the rear, the ride feels settled, and you can program trailer specifications into the dedicated towing infotainment display. As for off-road capability, our impressions of the Tasman are incomplete. We were only given the chance to experience the X-Pro - the most expensive variant in the range. It's an accomplished off-roader with the requisite hardware and software to thrive in Australian environments. I'd consider myself a beginner when it comes to off-roading, but the Tasman's clever traction control system made for a trustworthy ally, distributing power where needed despite my heavy-handed inputs. I'd go as far as to say the X-Pro is just about idiot-proof in an off-road setting. With 252mm of ground clearance, it sits higher than most rivals, and didn't bottom out in some butt-clenching moments. The X-Pro offers a dedicated off-road display within the infotainment system that includes surround-view cameras with an underbody view, as well as vehicle health and positioning data. As with the wider Kia Australia lineup, the Tasman is covered by a seven-year, unlimited-kilometre warranty. Additionally, owners can access up to eight years of free roadside assistance, while service pricing is capped for seven years. It's a generous ownership program by current standards, although Tasman owners may be caught off guard by maintenance costs that top most mainstream utes. Regular four-wheel drive Tasman variants cost an average of $466 per year to service over the first three years, more than both the Ranger ($379/year) and HiLux ($305/year). That average annual cost balloons to $585/year over seven years, whereas BYD charges $471 per year to service a Shark 6 over the same period. If your eyes agree with the polarising styling, and mine don't, the Tasman is up there with the best turbo-diesel utes currently on sale in Australia. The powertrain may be a little old-school, and it's definitely crying out for an extra helping of grunt, but the 2.2-litre lump is far from inadequate. The strength of the Tasman's ride and handling more than make up for its torque deficit. The X-Pro handles towing and off-roading with aplomb - two important considerations for Aussie buyers. The practical, modern interior is another selling point. It's hard to find the combination of a clever layout, quality materials and suitable screens in this segment, especially when you consider most utes from legacy brands are based on platforms that are several years, if not a decade, old. I wouldn't call the Tasman overpriced, either. For an all-new ute that's well-equipped across the range, it's priced competitively against rivals, particularly at the upper end. The X-Pro takes the fight right up to Ford's Ranger Wildtrak, and represents better buying than a HiLux GR Sport or D-Max Blade. Does that mean the Tasman has been worth the wait? One hundred per cent. And there's the distinct possibility that Kia will rectify its few flaws as part of future updates. A punchy and efficient electrified Tasman with a new face? Yes please. After years of rumours, hype and celebrity-heavy marketing, the Kia Tasman ute is finally here. Named after the Tasman Sea and built with the Australian market front of mind, Kia wants the Tasman to be a top-five best-selling ute Down Under, where it's set to compete head-on with some of the nation's top-selling models in the Ford Ranger, Toyota HiLux, Isuzu D-Max and Mitsubishi Triton, to name a few. Like its rivals, the foundations of the Tasman are simple and proven - a turbo-diesel engine mated to an automatic transmission that sends power to all four wheels of a dual-cab four-door ute (for now) based on a ladder frame. What's not so conventional, however, is the design of the Tasman. And, boy, haven't we heard about it. Last year's global reveal unleashed a tidal wave of criticism about the appearance of Kia's debut ute, and that tsunami has yet to subside. Kia responded by doubling down on its star-studded ad campaign, recruiting some of the biggest names in Australian sport (plus Spanish tennis champ Rafael Nadal) to divert attention. But now, with the Tasman officially in showrooms, it's time to shift our focus back to the most important vehicle that Kia has ever launched in Australia. From concept development to durability testing, Kia's local arm has been at the forefront of the Tasman project. If the Tasman succeeds, Kia will forever look upon Australia fondly and likely offer a seat at the table when it comes to future product development. Strong sales would also help to increase Kia's overall market share - a key goal for the Korean manufacturer - and potentially make it a top-two auto brand in Australia behind Toyota. So, there's a lot on the line. With that in mind, Kia invited us to Bathurst in NSW for two jam-packed days of driving, both on- and off-road, to get a sense of where this fresh entrant sits in the ute hierarchy. We sampled the mid-spec SX, the semi-premium X-Line and the rugged X-Pro flagship. This review mostly focuses on the latter. The Tasman is more expensive than key rivals at the bottom of the range, but it tops out at a competitive $77,990 drive-away - on par with the D-Max Blade and less than the V6 Ranger Wildtrak and HiLux GR Sport. Kia may have overdone it with the exterior styling of the Tasman, but the interior is the Korean manufacturer at its forward-thinking best. The cabin is spacious, user-friendly and thoroughly modern, with a long list of tech and features that puts many segment mainstays to shame. At the centre of it all is Kia's connected car navigation cockpit - a panoramic screen housing dual 12.3-inch displays, plus a digital climate control hub. All three are standard across the Tasman range - that's right, there's no punishment for buying the entry-level version. The centre infotainment display is brimming with functionality, most of which is actually useful on a daily basis. That includes wireless smartphone mirroring, native satellite navigation from SX up, a detailed off-road display for the X-Pro, and extra mod cons such as connected services and voice control. As you'd expect from a brand-new model, the graphics are sharp and there's enough processing power to keep up with busy swiping and tapping. Likewise, the digital instrument display is clear and well-organised. Unfortunately, the same can't be said of the narrow climate panel - it's obstructed by the steering wheel while driving, and although there's the option to expand it to the infotainment screen, that could be considered the solution to a problem of Kia's own creation. Missing altogether is a head-up display, a nice-to-have that's present in the BYD Shark 6 and GWM Cannon Alpha. Another slight letdown is the standard sound system, which makes your tunes sound a bit muddy, especially at higher volumes. That's remedied by buying the X-Pro with its upgraded set of Harmon Kardon speakers. The dash layout is intuitive, demonstrating that Kia understands the needs of Australian ute buyers. That's also made clear by the inclusion of clever storage solutions. The cabin is not only roomy - the X-Pro is longer, wider and taller than a Ranger Wildtrak - but it's also laden with nooks and cubbies. The door bins and glovebox are on the shallow side, but that's offset by the presence of an extra compartment above the glovebox. And while the centre console mightn't appear special, the lid is unique in that it folds forwards to create a flat table suitable for in-car work stints. That also exposes a bin with decent space and a 12V power outlet. Two USB-C outlets can be found under the centre stack, and the X-Pro adds dual wireless charging pads. The X-Pro has quilted leatherette seats that are heated and ventilated, and fully power-adjustable, of course. Even the entry-level cloth seats are fit for purpose, packing plenty of cushioning and lateral support, as well as a soft headrest that wraps around your skull. Stepping up to the X-Pro also brings a heated leatherette steering wheel. Courtesy of its sheer size, the Tasman is spacious enough to seat five adults in comfort, so it's bound to be the pick for a worksite carpool. Leg- and headroom are in ample supply unless you're topping six-five, and the door panels feature padding at shoulder height - another thoughtful touch. While the S and SX grades make a lot of sense for tradies hunting a new workhorse, the X-Pro is a standout option in the new wave of "lifestyle" utes. Family buyers will be drawn to the amenities in the second row, from flexible zip-up map pockets to an expansive storage container hidden under the rear bench. In case that's not enough room for your bits and bobs, additional storage pouches are built into the door cards, seat backs and rear bench itself. Mobile device charging is taken care of by two USB-C outlets and a 240V socket. There's also a centre armrest with chunky cupholders and a couple of air vents, although some sort of lighting wouldn't go astray. Interior creature comforts are nice to have, but tub capacity is a non-negotiable for most ute buyers. That makes the new Tasman an even more compelling proposition, as it can haul around more stuff than most. The tub measures 1512mm long, 1572mm wide and 540mm deep - dimensions that dwarf the Ranger Wildtrak, D-Max Blade and Cannon Alpha PHEV. But while the X-Pro offers tons of usable space, the tub isn't necessarily revolutionary. For example, it doesn't boast the same exportable power capability as plug-in hybrid competitors - base models go without power outlets in the tub, while the SX+, X-Line and X-Pro gain a single 400W connection. Just one powertrain is currently offered across the range, a 2.2-litre four-cylinder turbo-diesel. However, Kia is keeping a close eye on the performance of electrified utes such as the BYD Shark 6, GWM Cannon Alpha PHEV, and Ford Ranger PHEV in the local market, with a view to offering similar tech in the Tasman. Don't expect a Tasman PHEV in the immediate future, though. It's unlikely to arrive until 2027 at the earliest, according to senior Kia product manager Roland Rivero. We won't be getting the 2.5-litre four-cylinder turbocharged petrol engine available in Korean models, either. The drive program for the Tasman launch was a dead giveaway that Kia is supremely confident in its first ute, and that confidence isn't unfounded. Over two days of driving we were exposed to some of the roughest country roads I've ever experienced, as well as a challenging off-road course and some urban driving in the town of Bathurst. All up, the perfect test of a ute that will be expected to handle everything that Aussie buyers can throw at it. On sealed surfaces, the Tasman is a refined take on a traditional formula - turbo-diesel power, four-wheel drive, and rear leaf springs. All variants house a 2.2-litre four-cylinder turbo-diesel engine that pumps out 154kW of power and 440Nm of torque, outputs that are a little underwhelming by modern standards. Indeed, the Tasman feels noticeably under-gunned compared to something like a V6 Ranger (184kW/600Nm) or top-spec HiLux (165kW/550Nm), not to mention the PHEVs. In particular, the Tasman's torque deficit is felt while towing, overtaking and climbing steep inclines, all situations in which you're left wanting for extra pulling power. It's a shame because the powertrain is otherwise quite refined and agreeable. Power delivery is smooth, and the eight-speed automatic transmission shifts intuitively to keep you in the torque band and maximise efficiency. The X-Line and X-Pro feature paddle shifters for enhanced transmission control when towing. The engine also impresses with its quietness and refinement. It doesn't produce the clatter we've come to expect from diesel dual-cabs, a pleasant surprise I'm chalking down to effective sound insulation and firewall damping. As such, the driving experience is less agricultural than that of a four-cylinder Ranger, HiLux or D-Max, even if the Tasman doesn't feel as muscular. Electrified utes are that bit quieter, again. That sense of smoothness is echoed in the suspension tune, which benefits from heavy Australian Tasman's ride is firm but controlled, even on unfriendly stretches of country road. It may feel a bit fidgety in town, transmitting small imperfections through the chassis, but the Tasman is a pleasure to sit in at higher speeds. The primary ride is excellent - there's no float or bounce from the rear end over undulating tarmac, even with an empty tray. Secondary elements impress, too - potholes and ruts are dispatched with surprisingly little fuss, especially considering the poor state of the roads we encountered. We seldom experienced crash landings or teeth-rattling vibrations, outcomes that would've been inevitable in lesser utes. Given how planted the Tasman feels, it's hardly surprising that it handles well for an un-sporty dual-cab, too. The X-Pro we drove felt reassuringly confident through corners for such a large vehicle, with solid body control and little roll. While the Tasman is well-sorted through the twisty stuff, it's no driver's car. The steering is doughy on centre, with artificial weighting that makes the vehicle feel more cumbersome than it is. The rack lightens up at lower speeds, but the Tasman still feels less manoeuvrable than a Ranger. Indeed, the Tasman's enlarged dimensions are noticeable in urban driving - parking poses a challenge, especially in variants without surround-view cameras or parking assist. That said, slim body pillars and a large rear window ensure decent outward visibility. The Tasman may be a mid-size ute, but it's a properly big one. That size is less of an issue on the highway, where the Tasman doesn't feel out of place. It cruises comfortably at 100km/h and remains relatively quiet, insulating the driver from unwanted road noise. We had the opportunity to tow a 2240kg camper trailer around the outskirts of Bathurst, and the Tasman showed itself to be an adequate if not outstanding tow vehicle. Engine and braking performance clearly suffered, but the Tasman was still able to scale hills and get up to highway speeds effectively, and it didn't feel particularly strained at 80-100km/h. However, you should expect to spend more time at the pump, as fuel consumption spiked to 16.6 litres per 100km across the 20-minute loop. With weight at the rear, the ride feels settled, and you can program trailer specifications into the dedicated towing infotainment display. As for off-road capability, our impressions of the Tasman are incomplete. We were only given the chance to experience the X-Pro - the most expensive variant in the range. It's an accomplished off-roader with the requisite hardware and software to thrive in Australian environments. I'd consider myself a beginner when it comes to off-roading, but the Tasman's clever traction control system made for a trustworthy ally, distributing power where needed despite my heavy-handed inputs. I'd go as far as to say the X-Pro is just about idiot-proof in an off-road setting. With 252mm of ground clearance, it sits higher than most rivals, and didn't bottom out in some butt-clenching moments. The X-Pro offers a dedicated off-road display within the infotainment system that includes surround-view cameras with an underbody view, as well as vehicle health and positioning data. As with the wider Kia Australia lineup, the Tasman is covered by a seven-year, unlimited-kilometre warranty. Additionally, owners can access up to eight years of free roadside assistance, while service pricing is capped for seven years. It's a generous ownership program by current standards, although Tasman owners may be caught off guard by maintenance costs that top most mainstream utes. Regular four-wheel drive Tasman variants cost an average of $466 per year to service over the first three years, more than both the Ranger ($379/year) and HiLux ($305/year). That average annual cost balloons to $585/year over seven years, whereas BYD charges $471 per year to service a Shark 6 over the same period. If your eyes agree with the polarising styling, and mine don't, the Tasman is up there with the best turbo-diesel utes currently on sale in Australia. The powertrain may be a little old-school, and it's definitely crying out for an extra helping of grunt, but the 2.2-litre lump is far from inadequate. The strength of the Tasman's ride and handling more than make up for its torque deficit. The X-Pro handles towing and off-roading with aplomb - two important considerations for Aussie buyers. The practical, modern interior is another selling point. It's hard to find the combination of a clever layout, quality materials and suitable screens in this segment, especially when you consider most utes from legacy brands are based on platforms that are several years, if not a decade, old. I wouldn't call the Tasman overpriced, either. For an all-new ute that's well-equipped across the range, it's priced competitively against rivals, particularly at the upper end. The X-Pro takes the fight right up to Ford's Ranger Wildtrak, and represents better buying than a HiLux GR Sport or D-Max Blade. Does that mean the Tasman has been worth the wait? One hundred per cent. And there's the distinct possibility that Kia will rectify its few flaws as part of future updates. A punchy and efficient electrified Tasman with a new face? Yes please.
The Advertiser
6 hours ago
- The Advertiser
2025 Isuzu D-Max and MU-X to gain new 2.2-litre turbo-diesel next month
It's official: the Isuzu D-Max and MU-X will be available with the Japanese brand's new turbocharged 2.2-litre four-cylinder diesel engine from late September, as confirmed by a media launch invite we received from Isuzu Ute Australia (IUA) today. As in Thailand, where both vehicles are produced for Australia, CarExpert understands the larger and higher-output turbo-diesel will replace the unloved 1.9-litre oil-burner as the entry-level engine in IUA's two diesel-powered models. And we expect the new 2.2-litre engine, which is claimed to consume about 10 per cent less fuel than the 1.9-litre engine it replaces, will soon also power entry-level versions of the D-Max's twin, the Mazda BT-50. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great deal. Above: Thai-market D-Max 2.2. While Isuzu's big-bore 3.0-litre turbo-diesel will continue to be the flagship engine for the popular D-Max ute and MU-X large SUV (and the BT-50 ute) lineups, the new 2.2-litre engine will play a key role in reducing IUA's and Mazda Australia's exposure to emissions-related penalties under the New Vehicle Efficiency Standard (NVES). Given its higher outputs and improved efficiency, it's also likely to be more popular than the 1.9-litre engine, which made its local debut in the D-Max in 2022 before becoming available in the MU-X in 2024. We understand the 1.9-litre engine has attracted fewer than 100 sales annually in the D-Max, which was Australia's third most popular 4×4 ute in 2024 – behind only the Ford Ranger and Toyota HiLux – with more than 24,000 sales. Above: Thai-market MU-X 2.2. First revealed in November 2024, Isuzu's new 2.2-litre diesel was listed by IUA as one of a range of powertrains options it could employ to lower its fleet-average CO2 emissions. These include the battery-electric D-Max EV, which could top $100,000 based on UK pricing and is therefore expected to be a low-volume vehicle. At the other end of the scale, IUA is working on a hardcore Walkinshaw-developed Blade version of the MU-X, to join the D-Max Blade. Isuzu's new '2.2 Ddi Maxforce' engine (codenamed RZ4F) is based on and replaces the 1.9-litre RZ4E engine, which produces just 110kW of power and 350Nm of torque. Above: Thai-market D-Max 2.2. The new engine develops 120kW at 3600rpm and 400Nm over 1600-2400rpm, and is mated to an eight-speed automatic transmission (rather than a six-speed unit as per the 1.9- and 3.0-litre diesels), which Isuzu says brings improved performance and fuel economy. That's only 20kW and 50Nm less than the 140kW/450Nm '4J' 3.0-litre diesel that has long powered the D-Max and MU-X, and which will eventually be replaced by the new 2.2. A mild-hybrid (MHEV) version of the 1.9-litre, revealed earlier last year, will remain on sale in Thailand in a single rear-wheel drive pickup variant. This produces an identical 110kW and 350Nm to the regular 1.9-litre. It's unclear at this stage if the 2.2-litre (pictured above) will eventually gain a mild-hybrid system. While Isuzu hasn't published fuel consumption figures, it says fuel economy has been improved by up to 10 per cent over the outgoing 1.9-litre. According to Australian figures, D-Max variants with the 1.9-litre use between 6.7 and 7.0L/100km. The new 2.2-litre stacks up better against the entry-level four-cylinder turbo-diesels in the Ranger and HiLux. The base HiLux Workmate's 2.4-litre engine produces 110kW and 400Nm, while the Ranger's single-turbo 2.0-litre engine makes 125kW and 405Nm, and both of them are matched with a six-speed (rather than eight-speed) auto. MORE: Explore the Isuzu D-Max showroom MORE: Explore the Isuzu MU-X showroom Content originally sourced from: It's official: the Isuzu D-Max and MU-X will be available with the Japanese brand's new turbocharged 2.2-litre four-cylinder diesel engine from late September, as confirmed by a media launch invite we received from Isuzu Ute Australia (IUA) today. As in Thailand, where both vehicles are produced for Australia, CarExpert understands the larger and higher-output turbo-diesel will replace the unloved 1.9-litre oil-burner as the entry-level engine in IUA's two diesel-powered models. And we expect the new 2.2-litre engine, which is claimed to consume about 10 per cent less fuel than the 1.9-litre engine it replaces, will soon also power entry-level versions of the D-Max's twin, the Mazda BT-50. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great deal. Above: Thai-market D-Max 2.2. While Isuzu's big-bore 3.0-litre turbo-diesel will continue to be the flagship engine for the popular D-Max ute and MU-X large SUV (and the BT-50 ute) lineups, the new 2.2-litre engine will play a key role in reducing IUA's and Mazda Australia's exposure to emissions-related penalties under the New Vehicle Efficiency Standard (NVES). Given its higher outputs and improved efficiency, it's also likely to be more popular than the 1.9-litre engine, which made its local debut in the D-Max in 2022 before becoming available in the MU-X in 2024. We understand the 1.9-litre engine has attracted fewer than 100 sales annually in the D-Max, which was Australia's third most popular 4×4 ute in 2024 – behind only the Ford Ranger and Toyota HiLux – with more than 24,000 sales. Above: Thai-market MU-X 2.2. First revealed in November 2024, Isuzu's new 2.2-litre diesel was listed by IUA as one of a range of powertrains options it could employ to lower its fleet-average CO2 emissions. These include the battery-electric D-Max EV, which could top $100,000 based on UK pricing and is therefore expected to be a low-volume vehicle. At the other end of the scale, IUA is working on a hardcore Walkinshaw-developed Blade version of the MU-X, to join the D-Max Blade. Isuzu's new '2.2 Ddi Maxforce' engine (codenamed RZ4F) is based on and replaces the 1.9-litre RZ4E engine, which produces just 110kW of power and 350Nm of torque. Above: Thai-market D-Max 2.2. The new engine develops 120kW at 3600rpm and 400Nm over 1600-2400rpm, and is mated to an eight-speed automatic transmission (rather than a six-speed unit as per the 1.9- and 3.0-litre diesels), which Isuzu says brings improved performance and fuel economy. That's only 20kW and 50Nm less than the 140kW/450Nm '4J' 3.0-litre diesel that has long powered the D-Max and MU-X, and which will eventually be replaced by the new 2.2. A mild-hybrid (MHEV) version of the 1.9-litre, revealed earlier last year, will remain on sale in Thailand in a single rear-wheel drive pickup variant. This produces an identical 110kW and 350Nm to the regular 1.9-litre. It's unclear at this stage if the 2.2-litre (pictured above) will eventually gain a mild-hybrid system. While Isuzu hasn't published fuel consumption figures, it says fuel economy has been improved by up to 10 per cent over the outgoing 1.9-litre. According to Australian figures, D-Max variants with the 1.9-litre use between 6.7 and 7.0L/100km. The new 2.2-litre stacks up better against the entry-level four-cylinder turbo-diesels in the Ranger and HiLux. The base HiLux Workmate's 2.4-litre engine produces 110kW and 400Nm, while the Ranger's single-turbo 2.0-litre engine makes 125kW and 405Nm, and both of them are matched with a six-speed (rather than eight-speed) auto. MORE: Explore the Isuzu D-Max showroom MORE: Explore the Isuzu MU-X showroom Content originally sourced from: It's official: the Isuzu D-Max and MU-X will be available with the Japanese brand's new turbocharged 2.2-litre four-cylinder diesel engine from late September, as confirmed by a media launch invite we received from Isuzu Ute Australia (IUA) today. As in Thailand, where both vehicles are produced for Australia, CarExpert understands the larger and higher-output turbo-diesel will replace the unloved 1.9-litre oil-burner as the entry-level engine in IUA's two diesel-powered models. And we expect the new 2.2-litre engine, which is claimed to consume about 10 per cent less fuel than the 1.9-litre engine it replaces, will soon also power entry-level versions of the D-Max's twin, the Mazda BT-50. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great deal. Above: Thai-market D-Max 2.2. While Isuzu's big-bore 3.0-litre turbo-diesel will continue to be the flagship engine for the popular D-Max ute and MU-X large SUV (and the BT-50 ute) lineups, the new 2.2-litre engine will play a key role in reducing IUA's and Mazda Australia's exposure to emissions-related penalties under the New Vehicle Efficiency Standard (NVES). Given its higher outputs and improved efficiency, it's also likely to be more popular than the 1.9-litre engine, which made its local debut in the D-Max in 2022 before becoming available in the MU-X in 2024. We understand the 1.9-litre engine has attracted fewer than 100 sales annually in the D-Max, which was Australia's third most popular 4×4 ute in 2024 – behind only the Ford Ranger and Toyota HiLux – with more than 24,000 sales. Above: Thai-market MU-X 2.2. First revealed in November 2024, Isuzu's new 2.2-litre diesel was listed by IUA as one of a range of powertrains options it could employ to lower its fleet-average CO2 emissions. These include the battery-electric D-Max EV, which could top $100,000 based on UK pricing and is therefore expected to be a low-volume vehicle. At the other end of the scale, IUA is working on a hardcore Walkinshaw-developed Blade version of the MU-X, to join the D-Max Blade. Isuzu's new '2.2 Ddi Maxforce' engine (codenamed RZ4F) is based on and replaces the 1.9-litre RZ4E engine, which produces just 110kW of power and 350Nm of torque. Above: Thai-market D-Max 2.2. The new engine develops 120kW at 3600rpm and 400Nm over 1600-2400rpm, and is mated to an eight-speed automatic transmission (rather than a six-speed unit as per the 1.9- and 3.0-litre diesels), which Isuzu says brings improved performance and fuel economy. That's only 20kW and 50Nm less than the 140kW/450Nm '4J' 3.0-litre diesel that has long powered the D-Max and MU-X, and which will eventually be replaced by the new 2.2. A mild-hybrid (MHEV) version of the 1.9-litre, revealed earlier last year, will remain on sale in Thailand in a single rear-wheel drive pickup variant. This produces an identical 110kW and 350Nm to the regular 1.9-litre. It's unclear at this stage if the 2.2-litre (pictured above) will eventually gain a mild-hybrid system. While Isuzu hasn't published fuel consumption figures, it says fuel economy has been improved by up to 10 per cent over the outgoing 1.9-litre. According to Australian figures, D-Max variants with the 1.9-litre use between 6.7 and 7.0L/100km. The new 2.2-litre stacks up better against the entry-level four-cylinder turbo-diesels in the Ranger and HiLux. The base HiLux Workmate's 2.4-litre engine produces 110kW and 400Nm, while the Ranger's single-turbo 2.0-litre engine makes 125kW and 405Nm, and both of them are matched with a six-speed (rather than eight-speed) auto. MORE: Explore the Isuzu D-Max showroom MORE: Explore the Isuzu MU-X showroom Content originally sourced from: It's official: the Isuzu D-Max and MU-X will be available with the Japanese brand's new turbocharged 2.2-litre four-cylinder diesel engine from late September, as confirmed by a media launch invite we received from Isuzu Ute Australia (IUA) today. As in Thailand, where both vehicles are produced for Australia, CarExpert understands the larger and higher-output turbo-diesel will replace the unloved 1.9-litre oil-burner as the entry-level engine in IUA's two diesel-powered models. And we expect the new 2.2-litre engine, which is claimed to consume about 10 per cent less fuel than the 1.9-litre engine it replaces, will soon also power entry-level versions of the D-Max's twin, the Mazda BT-50. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great deal. Above: Thai-market D-Max 2.2. While Isuzu's big-bore 3.0-litre turbo-diesel will continue to be the flagship engine for the popular D-Max ute and MU-X large SUV (and the BT-50 ute) lineups, the new 2.2-litre engine will play a key role in reducing IUA's and Mazda Australia's exposure to emissions-related penalties under the New Vehicle Efficiency Standard (NVES). Given its higher outputs and improved efficiency, it's also likely to be more popular than the 1.9-litre engine, which made its local debut in the D-Max in 2022 before becoming available in the MU-X in 2024. We understand the 1.9-litre engine has attracted fewer than 100 sales annually in the D-Max, which was Australia's third most popular 4×4 ute in 2024 – behind only the Ford Ranger and Toyota HiLux – with more than 24,000 sales. Above: Thai-market MU-X 2.2. First revealed in November 2024, Isuzu's new 2.2-litre diesel was listed by IUA as one of a range of powertrains options it could employ to lower its fleet-average CO2 emissions. These include the battery-electric D-Max EV, which could top $100,000 based on UK pricing and is therefore expected to be a low-volume vehicle. At the other end of the scale, IUA is working on a hardcore Walkinshaw-developed Blade version of the MU-X, to join the D-Max Blade. Isuzu's new '2.2 Ddi Maxforce' engine (codenamed RZ4F) is based on and replaces the 1.9-litre RZ4E engine, which produces just 110kW of power and 350Nm of torque. Above: Thai-market D-Max 2.2. The new engine develops 120kW at 3600rpm and 400Nm over 1600-2400rpm, and is mated to an eight-speed automatic transmission (rather than a six-speed unit as per the 1.9- and 3.0-litre diesels), which Isuzu says brings improved performance and fuel economy. That's only 20kW and 50Nm less than the 140kW/450Nm '4J' 3.0-litre diesel that has long powered the D-Max and MU-X, and which will eventually be replaced by the new 2.2. A mild-hybrid (MHEV) version of the 1.9-litre, revealed earlier last year, will remain on sale in Thailand in a single rear-wheel drive pickup variant. This produces an identical 110kW and 350Nm to the regular 1.9-litre. It's unclear at this stage if the 2.2-litre (pictured above) will eventually gain a mild-hybrid system. While Isuzu hasn't published fuel consumption figures, it says fuel economy has been improved by up to 10 per cent over the outgoing 1.9-litre. According to Australian figures, D-Max variants with the 1.9-litre use between 6.7 and 7.0L/100km. The new 2.2-litre stacks up better against the entry-level four-cylinder turbo-diesels in the Ranger and HiLux. The base HiLux Workmate's 2.4-litre engine produces 110kW and 400Nm, while the Ranger's single-turbo 2.0-litre engine makes 125kW and 405Nm, and both of them are matched with a six-speed (rather than eight-speed) auto. MORE: Explore the Isuzu D-Max showroom MORE: Explore the Isuzu MU-X showroom Content originally sourced from:
The Advertiser
6 hours ago
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2025 Cupra Terramar price and specs
The Cupra Terramar mid-size SUV has officially landed in Australia, with petrol and mild-hybrid power available at launch and a plug-in hybrid (PHEV) version not too far behind. Based on the Volkswagen Group's MQB evo modular architecture, the Terramar is closely related to the new VW Tiguan and Audi Q3, but with a greater focus on driver engagement according to the Barcelona-based brand. Pricing starts from $53,990 plus on-road costs or $58,490 drive-away. That's dearer than its Tiguan cousin, but the Terramar boasts fuel-saving 48V mild-hybrid tech which the Volkswagen brand still hasn't brought to Australia. A 200kW e-Hybrid PHEV with over 100km of driving range is also in the wings, scheduled to land in November. CarExpert can save you thousands on a new car. Click here to get a great deal. Cupra Australia has announced national drive-away pricing for all but the incoming VZe PHEV, ranging from $58,490 to $73,490 drive-away. The VW Group's 1.5 eTSI (mHEV) and 2.0 TSI turbocharged four-cylinder petrol engines feature at launch, with the 1.5 e-Hybrid PHEV headed to Australia in November. *Full specifications for Terramar VZe e-Hybrid TBC Cupra Australia covers its range with a five year, unlimited kilometre with five years of roadside assistance. The Cupra Terramar wears a five-star ANCAP safety rating, based on 2025 Euro NCAP tests. Standard safety features include: 2025 Cupra Terramar S equipment highlights: Terramar V adds: Terramar VZ adds: Several packages and single-item options are offered, depending on variant. Leather & Sound Package: $1600 (S + V) Standalone options include: A total of seven exterior paint finishes are available for the Cupra Terramar, with two commanding price premiums. Standard: $NCO Premium paint: $620 Later this year (MY26 production), Century Bronze and Enceladus Grey matte finishes will be offered for $2900. MORE: Explore the Cupra Terramar showroom Content originally sourced from: The Cupra Terramar mid-size SUV has officially landed in Australia, with petrol and mild-hybrid power available at launch and a plug-in hybrid (PHEV) version not too far behind. Based on the Volkswagen Group's MQB evo modular architecture, the Terramar is closely related to the new VW Tiguan and Audi Q3, but with a greater focus on driver engagement according to the Barcelona-based brand. Pricing starts from $53,990 plus on-road costs or $58,490 drive-away. That's dearer than its Tiguan cousin, but the Terramar boasts fuel-saving 48V mild-hybrid tech which the Volkswagen brand still hasn't brought to Australia. A 200kW e-Hybrid PHEV with over 100km of driving range is also in the wings, scheduled to land in November. CarExpert can save you thousands on a new car. Click here to get a great deal. Cupra Australia has announced national drive-away pricing for all but the incoming VZe PHEV, ranging from $58,490 to $73,490 drive-away. The VW Group's 1.5 eTSI (mHEV) and 2.0 TSI turbocharged four-cylinder petrol engines feature at launch, with the 1.5 e-Hybrid PHEV headed to Australia in November. *Full specifications for Terramar VZe e-Hybrid TBC Cupra Australia covers its range with a five year, unlimited kilometre with five years of roadside assistance. The Cupra Terramar wears a five-star ANCAP safety rating, based on 2025 Euro NCAP tests. Standard safety features include: 2025 Cupra Terramar S equipment highlights: Terramar V adds: Terramar VZ adds: Several packages and single-item options are offered, depending on variant. Leather & Sound Package: $1600 (S + V) Standalone options include: A total of seven exterior paint finishes are available for the Cupra Terramar, with two commanding price premiums. Standard: $NCO Premium paint: $620 Later this year (MY26 production), Century Bronze and Enceladus Grey matte finishes will be offered for $2900. MORE: Explore the Cupra Terramar showroom Content originally sourced from: The Cupra Terramar mid-size SUV has officially landed in Australia, with petrol and mild-hybrid power available at launch and a plug-in hybrid (PHEV) version not too far behind. Based on the Volkswagen Group's MQB evo modular architecture, the Terramar is closely related to the new VW Tiguan and Audi Q3, but with a greater focus on driver engagement according to the Barcelona-based brand. Pricing starts from $53,990 plus on-road costs or $58,490 drive-away. That's dearer than its Tiguan cousin, but the Terramar boasts fuel-saving 48V mild-hybrid tech which the Volkswagen brand still hasn't brought to Australia. A 200kW e-Hybrid PHEV with over 100km of driving range is also in the wings, scheduled to land in November. CarExpert can save you thousands on a new car. Click here to get a great deal. Cupra Australia has announced national drive-away pricing for all but the incoming VZe PHEV, ranging from $58,490 to $73,490 drive-away. The VW Group's 1.5 eTSI (mHEV) and 2.0 TSI turbocharged four-cylinder petrol engines feature at launch, with the 1.5 e-Hybrid PHEV headed to Australia in November. *Full specifications for Terramar VZe e-Hybrid TBC Cupra Australia covers its range with a five year, unlimited kilometre with five years of roadside assistance. The Cupra Terramar wears a five-star ANCAP safety rating, based on 2025 Euro NCAP tests. Standard safety features include: 2025 Cupra Terramar S equipment highlights: Terramar V adds: Terramar VZ adds: Several packages and single-item options are offered, depending on variant. Leather & Sound Package: $1600 (S + V) Standalone options include: A total of seven exterior paint finishes are available for the Cupra Terramar, with two commanding price premiums. Standard: $NCO Premium paint: $620 Later this year (MY26 production), Century Bronze and Enceladus Grey matte finishes will be offered for $2900. MORE: Explore the Cupra Terramar showroom Content originally sourced from: The Cupra Terramar mid-size SUV has officially landed in Australia, with petrol and mild-hybrid power available at launch and a plug-in hybrid (PHEV) version not too far behind. Based on the Volkswagen Group's MQB evo modular architecture, the Terramar is closely related to the new VW Tiguan and Audi Q3, but with a greater focus on driver engagement according to the Barcelona-based brand. Pricing starts from $53,990 plus on-road costs or $58,490 drive-away. That's dearer than its Tiguan cousin, but the Terramar boasts fuel-saving 48V mild-hybrid tech which the Volkswagen brand still hasn't brought to Australia. A 200kW e-Hybrid PHEV with over 100km of driving range is also in the wings, scheduled to land in November. CarExpert can save you thousands on a new car. Click here to get a great deal. Cupra Australia has announced national drive-away pricing for all but the incoming VZe PHEV, ranging from $58,490 to $73,490 drive-away. The VW Group's 1.5 eTSI (mHEV) and 2.0 TSI turbocharged four-cylinder petrol engines feature at launch, with the 1.5 e-Hybrid PHEV headed to Australia in November. *Full specifications for Terramar VZe e-Hybrid TBC Cupra Australia covers its range with a five year, unlimited kilometre with five years of roadside assistance. The Cupra Terramar wears a five-star ANCAP safety rating, based on 2025 Euro NCAP tests. Standard safety features include: 2025 Cupra Terramar S equipment highlights: Terramar V adds: Terramar VZ adds: Several packages and single-item options are offered, depending on variant. Leather & Sound Package: $1600 (S + V) Standalone options include: A total of seven exterior paint finishes are available for the Cupra Terramar, with two commanding price premiums. Standard: $NCO Premium paint: $620 Later this year (MY26 production), Century Bronze and Enceladus Grey matte finishes will be offered for $2900. MORE: Explore the Cupra Terramar showroom Content originally sourced from:
