.jpg)
It’s been a weird year for car reviewers, we’ve had to familiarise ourselves with not only new models but also new brands and what feel like entirely new categories of car.
More electric cars are coming, the stream of new cars and new brands from China is increasing, and it feels like the way the market looked almost a decade ago when I started my career is just so, so different.
But a few cars I’ve driven this year, be they updates, new variants or totally new nameplates, made themselves feel familiar after even just a short time behind the wheel. These are not the cars I feel are best for everyone, rather the cars I best gelled with and would happily spend plenty of time with. So, in no particular order…
Mazda CX-30 GT SP
The car that kicked off my 2024 also turned out to be one of my favourites. It was my long-term CX-30 GT SP, a car that was my four-wheeled companion for the summer.
I’ve (successfully) recommended Mazda 3s to friends before, and given the CX-30’s strong similarities to the hatch it felt appropriate for me to live with one for a while. A few road trips, beach days, and a music festival meant I really did live with the CX-30.
I’ve long said even an entry-level CX-30 is a good choice when you want a small SUV, don’t need a particularly cavernous interior, and enjoy something with a thoughtful design.
The leather interior, sunroof, and other high-spec additions to the GT SP were bonuses.
Easy to live with and easy to drive, the GT SP’s uncomplicated 2.5-litre four-cylinder AWD combo is nicely balanced, even if not particularly frugal - I recorded an overall average of 10.5L/100km during my time with it.
But for a small SUV to comfortably fit three adults and all the camping gear needed for a three-day music festival while still performing valiantly on the road is impressive, and to my eye it looked stunning even with its Soul Red Crystal paint all dusty.
Currently a $45,140 (before on-roads) offering, it’s not the cheapest in its segment, but after having it in the driveway for a few months one starts questioning the validity of a premium price on a European car…
Hyundai Ioniq 5
If I had to have an electric car, I would probably want it to be a Hyundai Ioniq 5.
I’m not even talking about the N, as I’m yet to get any seat time in it, but rather the standard, almost base-model Ioniq 5.
Do I need the space? No. Do I think it’s the best value? Also no. Is it the best-driving electric car? Still no. But does it look fantastic and still hold up pretty well in those other areas? Absolutely.
The $75,800 Ioniq 5 RWD with an 84kWh battery and 168kW supplied to the rear wheels would likely be enough for me, though the extra outlay for the top-spec Epiq in RWD ($86,800) doesn’t seem like an unreasonable jump.
The Ioniq 5 remains one of my favourite automotive designs of recent years, and its interior straddles the ‘minimalistic’ vibes with practicality very well. It is spacious but still has enough equipment and features that you’re not limited to just using a screen (a pet peeve despite being a millennial).
Having driven the Ioniq 5 and Kia EV6 back to back when they were new, I can admit the EV6 probably has the driving edge and is a fantastic car, but for me, the look of an Ioniq 5 in Digital Teal is a winner.
Genesis GV70
Never has a car surprised me as much as the updated Genesis GV70 by how quiet it is inside while on the move.
I had driven the GV70 when it first landed in Australia, and remember being impressed by its capability but a little taken aback by its interior styling. Even with more than a couple of years between then and now, I remember the combination of an impressive ride quality and quiet cabin combined against the ‘look at me’ interior.
Now updated, the GV70’s interior has matured and it’s even more impressive on the road. Available in all-wheel drive only and still at a bargain starting price (despite an increase since last year), the GV70 might still be the brand’s best offering.
New sound insulation and active noise cancelling means it competes with cars several times its price for cabin calmness, while remaining an engaging drive on a quick, winding road.
For me, the pick is the range-topping 3.5-litre twin-turbo V6 Signature Sport as the combination of power, improved suspension (over the 2.5-litre four) and the more aggressive styling suits me, but even the 2.5-powered base model is a fun steer.
It’s a shame more people aren’t considering (or choosing) the GV70 as an X3/Q5/NX alternative, because any mid-size SUV that can impress someone who doesn’t have any personal need for one deserves kudos.
Ford Mustang Dark Horse
Alright, yes, a motoring journo is selecting a naturally aspirated V8-powered rear-wheel drive two-door sports car as one of his favourite cars of the year. Shock.
I’m going to qualify this decision by pointing out that, thanks to a former role at a now-defunct performance car publication, there was a span of time where it felt like I was driving more Mustangs than having hot dinners.
The Dark Horse isn’t even close to the most powerful Mustang I’ve been behind the wheel of — this isn’t in the list because it was a novelty for me to drive a Mustang, it’s here because the progression from how the Mustang was when it first landed in Australia under Ford’s watch in 2015 to now is impressive.
The first time I drove a Mustang in 2017, it was extremely fun if a little loose. It’s certainly become a much more capable sports car since then, and the Dark Horse with a six-speed manual remains addictive.
I spent a week with one finished in stunning Blue Ember (which is full of metallic paint flecks and reflects reddish-purple in sunlight), and despite it being a new generation since the last I drove a couple of years ago, it felt extremely easy to reacquaint myself.
While it’s hard to pretend there aren’t shortcomings, I’ve driven faster, flashier, and much more expensive sports cars in my time that could learn plenty from the breadth of characteristics on offer in the current-gen Mustang.
The sound of a 350kW V8 under the bonnet certainly helps, though.
Mazda MX-5
Alright, yes, a motoring journo is selecting a naturally aspirated (not V8-powered) rear-wheel drive two-door sports car as one of his favourite cars of the year. Shock.
In a sort of reverse from the way the new Mustang Dark Horse impressed me with its progress, the MX-5 impressed me with a lack thereof. If Mazda could build a sports car this good ten years ago, why mess with the formula?
The launch for a lightly updated ND generation of Mazda’s roadster took place between the winding wine-ing Adelaide Hills and the impressive but complex East Circuit at The Bend Motorsport Park, and both proved the Roadster didn’t need big changes to stay relevant.
A new multimedia screen, some small tweaks to make the steering a little more responsive and a revised limited-slip differential were joined by a gentle facelift (notable by some moved DRLS)... and there you go, the ND MX-5 is still some of the most fun you can have while holding a steering wheel.
Never mind it’s also the closest thing you can buy new to the car I actually own, a 1989 NA MX-5.
The current one, though, is one that should be celebrated. While performance cars are being knocked off by emissions limitations and low sales left and right, the MX-5 remains not only popular, but also a car that does a lot with a little.
Drive a base version with a manual transmission and the roof down on a fast backroad in sunny 26-degree weather and try and tell me you wouldn’t like to be able to do that every day.
Honourable Mentions
When I wrote my initial shortlist for this annual wrap-up, it seemed like I wouldn’t be able to narrow it down thanks to a couple of cars that almost bumped off some that made it. These are the cars that impressed me, but missed out on the top five for (sometimes probably unfair) reasons through no fault of their own.
The first is the Suzuki Jimny XL, a car I had experienced in its original three-door guise, and one I found very fun to drive, but just don’t have the lifestyle that necessitates a small off-roader, and think its slightly rudimentary manners might grate on me after a while. Maximum cool points, though.
The gorgeous Peugeot 408 GT was also a victim of a fleeting encounter — it was only in my driveway for a couple of nights and while I love its looks and around-town manners, I didn’t get a chance to properly drive it. It’s also a hefty $67,990 ask.
A week with the Lexus LBX proved to me that Toyota’s premium brand really can create a sharp sibling to a pedestrian model. Apologies to the Yaris Cross. It’s very fun to drive, feels modern, and is just lacking a bit more power. Go on, Toyota, let Lexus use the GR badge.
Now, as I write this, it’s been only a couple of days since I drove the Jeep Avenger for its Australian launch — I really, really considered letting it into my top five, as I gelled with it quite easily and think it looks fabulous, but am too cautious of recency bias for that. The platform under it might be one of the best things to happen to the Jeep brand in quite some time, though.
The Polestar 3, on the other hand, is a seriously impressive but much, much more expensive car. It looks fantastic, is very easy to drive fast, and for me its 25-speaker Bowers and Wilkins sound system is one of the best I’ve experienced. I just can’t quite get past its lowest price being $132,900, and needing to pay an extra $9000 for the pack that includes the sound system.
Finally, I drove the Kia EV3 in Seoul this year, and while the car feels like it has potential to be exactly what most Australians who are interested in electric cars need, I didn’t get to drive it on any roads that might truly lay bare any dynamic flaws. I don’t doubt Kia’s ability to build a fun small SUV, but being unable to experience a properly fast drive first-hand means I’ll have to wait until it’s here in Australia.
