/
Текст
PREMITRA HP5 MAXXISTYRES.COM.AU
PERFORMANCE WHEN IT’S WANTED. SAFETY WHEN IT’S NEEDED. VICTRA SPORT VS5 MAXXISTyresAustralia @Maxxis.Tyres.Australia Maxxis Tyres Australia
6 whichcar.com.au/wheels
Contents NEXT ISSUE UPFRONT THE WRAP How much is a Megazilla? And what is a Sport Futility Vehicle? Keep up to date with these pressing questions here FEB 12 ON SALE THE MIDDLE THE REAR END MODERN CLASSIC: LAMBORGHINI DIABLO SV Enright gets to revisit a car that humbled him as a rookie 052 TOP NEW CARS OF 2024 This is set to be a huge year for new cars launches. We’ve sifted the wheat from the chaff and brought you our Hot 40 034 RECALLING ALL CARS! All the details on Tesla’s supersized US recall over Autopilot safety concerns WHAT GSR2 MEANS TO YOU How an arcane set of EU regulations is changing the cars that Australia gets for better and for worse HYUNDAI SANTA FE We sent Jez Spinks to a patch of waste ground in South Korea to pose moodily for pictures. And to drive a deeply impressive family SUV NEW CARS CALENDAR 2024 GWM TANK 300 HYBRID Here’s a round-up of the best alternatives if a Porsche 718 isn’t really doing it for you. BMW M2, Corvette C8, Toyota GR Supra and Lotus Emira reviewed and rated If the figurative curate’s egg was ever a car, this may very well be it TESLA MODEL 3 INBOX It seems that some readers are not okay with General Motors waltzing back into Australia as if nothing ever happened LAMBORGHINI REINVENTS THE WHEEL Because life is clearly too short for indicator stalks MITSUBISHI TRITON Our first steer of the new Triton is on sand but it’s enough to tell us that the latest version has some grit Everything that matters and when you can see it in showrooms SPORTS CAR COMPARISON FERRARI FINALI MONDIALI Alex Inwood heads to Mugello for a Ferrari festival like no other. Well, y’know, someone had to take one for the team Tech Talk investigates the withcraft that Sant’Agata is developing with clever hubs The greatest trick the devil ever pulled was convincing the world that we need to pay more for a cheaper car A N D T H AT ’ S N O T A L L . . . ANDY ENRIGHT JOHN LAW DANIEL GARDNER DRIVEN TO EXTINCTION Mazda MX-30 GARAGE DATABANK @wheelsaustralia 7
A N D Y E N R I G H T “IF YOU’VE ALWAYS WANTED A V8 MUSTANG WITH A MANUAL GEARBOX, GO OUT AND TREAT YOURSELF” THIS IS, on the face of it, a truly great time to be a car enthusiast. Compiling the list of cars that we’re most looking forward to seeing in 2024 has only served to remind me that not only are we seeing peak internal combustion engine, but we’re seeing technology move apace in other areas. The Ferrari 296 GTB showed that a hybrid V6 can be better than an atmo V8. The Tesla Cybertruck has demonstrated that 48v electricals and 4680 battery cells are a formidable technical combination. Hyundai has proved beyond any measure of doubt with its Ioniq 5 N that an electric car can be involving and exciting to drive. New car sales in Australia last year broke all records, recovering from the one-two combo of pandemic and semiconductor shortages. The cars for sale in 2024 are faster, smarter, cleaner, safer and more packed with features than ever before. I remember goggling at the performance of the Ferrari F40 back in 1987. If you’d have told me that, at some point in my professional life, a cheapish Chinese hatchback could leave Maranello’s finest for dead to 100km/h I’d have thought you’d need sectioning. Yet here we are. Because the ICE gloves have come off, be in no doubt that some of the cars on sale now will be worth a fortune in a few years’ time. We’ll look back at cars like the Porsche 718 Cayman GT4 RS and wonder why we didn’t squirrel one away in a dehumidified garage and retire on the proceeds. In fact, any of the cars in the sports car comparison in this issue ought to stand their owners in pretty good stead in years to come. They just won’t make them like that any more. That doesn’t deter some online commenters though, with one visitor to the Wheels site claiming that the EV ‘fad’ had already passed. That ignores the fact that manufacturers like Hyundai, the Stellantis Group, Volvo and Nissan are cutting research and development budgets to zero on passenger vehicle internal combustion engines. Very soon, there will be no more new engines being unveiled. The payback period on such projects is already becoming too short. So enjoy this brief window while it exists. If you’ve always wanted a brand new Ford Mustang V8 with a manual gearbox, go out and treat yourself. You’re not going to have the opportunity for very much longer. I can’t get bent out of shape in any way about the minimal poofteenth of pollution that this last fling of enthusiast ICE cars will emit from their tailpipes. In the overall scheme of things, it’ll prove little but the most insignificant of rounding errors. For those of you that are rusted-on petrolheads, we understand if the electric cars to date haven’t done much to get you excited. That will change. Companies like Porsche, Ferrari and Lamborghini will die if it doesn’t and that’s not going to happen. I was recently speaking to some Porsche engineers who were working on EV projects and asked them whether they miss working on more traditional Porsche cars. Not one of them would go back. They all maintained that we are only just beginning to see the mind-bending things the next generation of allelectric powertrains and chassis are capable of. So happy New Year to one and all. It could well be a cracker. @wheelsaustralia 9
JANUARY 2024 FRESH FACTS FIVE THINGS WE LEARNED IN THE CAR WORLD THIS MONTH 1. Isuzu’s set to offer a budget 1.9-litre diesel version of its hardy perennial, the MU:X. Great idea, we reckon. With 110kW and 350Nm it’s not going to be any ball of fire, but that torque figure should give it the requisite off-road clout. 2. One small detail that we picked up on the Ioniq 5 N launch: Hyundai has finally relented and fitted the Ioniq 5 with a rear wiper. Pester power clearly works. 3. The Milano name will return for Alfa Romeo in April, in this case being applied to its first 10 whichcar.com.au/wheels EV, a bambino SUV based on the Fiat 600e’s underpinnings. An Aussie launch has yet to be confirmed. 4. The latest in Tesla Cybertruck corner? After being filmed struggling up a snowy hill and being rescued by a Ford pickup, #sportfutilityvehicle has begun trending. 5. Rodin might have got nowhere with its F1 entry, but the company’s FZero hypercar has been revealed, powered by a crazed 745kW 4.0-litre V10. More from us on this soon...
MG 5’S BIG FAT ZERO Oh dear. The MG 5 has scored zero stars from ANCAP. It’s the first vehicle to net a blank since the Mitsubishi Express van in 2021. ANCAP said it wasn’t able to award any stars to the vehicle “due to a range of limitations - in both physical crash protection and active collision avoidance perfromance”. The Mahindra Scorpio also scored a zero in testing. “Both brands have misjudged the safety expectations of today’s consumers,” said ANCAP CEO Carla Hoorweg. MG Is responding with tech updates. ‘FERRARI’ MOVIE INCOMING Any movie that features Adam Driver, Patrick Dempsey and Penelope Cruz and is directed by Michael Mann (Heat, Last of the Mohicans, Collateral etc) can’t be all bad. Given that Christian Bale bailed on the project and it’s based on Brock Yates’ rather scurrilous hatchet job of a book, perhaps Ferrari might be entertaining if not particularly wedded to the facts. It’ll be on general release from 4th January and, for what it’s worth, the trailer looks a good deal more promising than the execrable Lamborghini: The Man Behind The Legend , launched last year. FAREWELL TO THE TT Audi has wheeled out the TT Final Edition, drawing a close on a quarter of a century of TT production across three generations. Priced from $88,479 before on-roads, the Final Edition is based on the entry level 45 TFSI Quattro coupe. For a premium of $4479 over that car, Audi will throw in what it claims is $14K of extra gear. That includes an S Line Competition package (rear spoiler and dark exterior trim with 19” anthracite or 20” black gloss alloys), while there’s custom Alcantara trim inside and either Slate Grey or Turbo Blue coloured interior elements. The 180kW/370Nm engine and seven-speed dual clutch is untouched. Is there an irony for a car that struggled for sporting credibility to bow out with an ‘optic pack’? You be the judge of that one. CAN I HAVE A MEGAZILLA, PLEASE? Back in 2020, Ford debuted the 7.3-litre Godzilla V8 in its Super Duty utes, releasing that powerplant as a crate motor shortly thereafter. Now, behold the Megazilla, with forged conrods, forged Mahle pistons and CNC-ported cylinder heads. It’s designed for car and light truck builds and makes 459kW and a rippling 868Nm. But it doesn’t come cheap. FoMoCo wants USD$22,995 for it. And while the engine is narrower than the 5.0-litre Coyote V8 in a Mustang, it’s also a good deal taller. But someone’s certainly going to try... “I have a pass from the wife” Jenson Button on his return to racing. The former F1 world champ is set to join the 2024 World Endurance Championship, racing a Hertz Team Jota Porsche 963 hypercar alongside Mick Schumacher (Alpine), Robert Kubica (Ferrari) and Romain Grosjean and Daniil Kvyat who are signed to Lamborghini’s hypercar entry. Look out for Valentino Rossi in LMGT3 too. @wheelsaustralia 11
days JANUARY 2024 Tesla’s M giga-recall AUTOPILOT SAFETY CONCERNS SPARKS MASSIVE US RECALL AND THROWS SEMIAUTONOMOUS DRIVING SAFETY UNDER THE SPOTLIGHT ONCE AGAIN 12 whichcar.com.au/wheels ORE THAN 2 million Teslas have been recalled in the US for ‘Autopilot’ safety concerns. The recall impacts owners of 2012-2023 Tesla Model S, 2016-2023 Model X, 2017-2023 Model 3 and 2020-2023 Model Y fitted with the Full Self-Driving (FSD) software including ‘Autosteer’. “In certain circumstances when Autosteer is engaged, the prominence and scope of the feature’s controls may not be sufficient to prevent driver misuse of the SAE Level 2 advanced driver-assistance feature,” said the recall report. “Specifically, the investigation found that Tesla’s unique design of its Autopilot system can provide inadequate driver engagement and usage controls,” a spokesperson from not-for-profit US safety body NHSTA
(National Highway Traffic and Safety Administration) said. At the time of publication, there has not been a recall issued for Teslas sold in Australia, with the Full Self Driving software suite not legal on Australian roads. The recall comes after NHSTA recalled 363,000 Teslas in February 2023 over issues with the Tesla FSD software. That recall was prompted by safety issues at intersections, while the FSD software also ignored posted speed limits on occasion. Tesla has said it will rectify the latest issues with an over-the-air software update. NHSTA had already announced a probe into the Tesla FSD in August 2021, with its deeper investigation resulting into the latest recall. It initiated a second probe in August Tesla is co-operating fully with the NHSTA in improving the safety of its semi-autonomous hardware and software 2022, with both pending. The probes came in response to Teslas with Autopilot crashing into firstresponder vehicles as well as random sudden braking – known as ‘phantom braking’ – from considerable speed on highways. The latest recall comes only weeks after a former Tesla employee, Lukas Krupski, was interviewed in the UK’s BBC describing the system as unsafe. Krupski allegedly leaked confidential Tesla documents to a German newspaper while he was employed by the car maker in Norway earlier this year, telling the BBC that the system is not ready for use on public roads. Tesla autonomous functions were first introduced in 2012, although they were not necessarily operating immediately. Tesla’s ‘Autopilot’ function was available for ‘prepurchase’, meaning the capability was included prior to the system becoming functional, in late 2014. In 2015, Version 7.0 of Tesla’s FSD software included Autopilot for the Tesla Model S, which combined adaptive cruise control and Autosteer, a lane centreing capability. Multiple collisions as well as several deaths have been recorded, including 23-year-old Gao Yaning who was killed in 2016 at the wheel of his Model S in China while allegedly using Autopilot. The death of Joshua Brown, the first person killed in the US after his Tesla drove over a railway crossing as it was in use, saw a software update that required drivers to contact the steering wheel more often while using the system. It also promoted NHSTA to examine the technology more closely. The latest Version 12 software was launched in the US in late November 2023. DAMI ON SMY @wheelsaustralia 13
days JANUARY 2024 GSR2: Why your car is becoming safer but pricier THE EUROPEAN UNION DEMANDS SAFER CARS. BUT SAFER CARS ARE MORE EXPENSIVE CARS AND THE NEW REGULATIONS COMING INTO FORCE THIS YEAR WILL KILL OFF SOME FAVOURITES 14 whichcar.com.au/wheels
I T SOUNDS innocuous enough and it’s fair to say that the EU’s General Safety Regulations 2 (GSR2) legislation isn’t exactly a thrilling page turner. Lurking within, however, are a number of directives that have made at least 20 technical items standard on all new cars sold in the EU, and by extension, Australia. What’s more, it has already legislated some cars out of existence and is making it increasingly difficult for manufacturers to turn a profit on cheaper cars. None of this will have come as a surprise to car manufacturers. GSR2 has been in the works for over a decade, and is being implemented in two phases. The first was rubberstamped in July of 2022 and the second arrives in July of this year. It’s not just cars either. The sweeping GSR2 regulations apply to all vehicles sold in the EU, whether that’s buses, vans, trucks, fire tenders, you name it. It also presents car manufacturers with a number of headaches that will have knock-on effects on the cars Aussies buy. In short, cars launched after the 6th July 2022 ought to comply. Manufacturers aren’t being taken by surprise. Those built before that date can be modified or retrofitted with the required technology in features a speedometer on the centre screen, and testers have found that when the driver takes their eyes off the road to check the speed, the attention warning sounds. It’s not alone in that department. In addition to this technology, GSR2 also mandates new calibration for advanced emergency braking, provision for an alcohol interlock, a black box data recorder that’s order to stay on sale. That presents a problem and it’s why cars like the Renault Zoe have been axed. The safety features are just too complex to cost-effectively integrate given the number of units the car shifts and its erstwhile projected lifetime. As the name suggests, GSR2 is the successor to 1998’s GSR1, a mandate that originally aimed to halve road deaths in the EU by 2020 and move GSR2 rules also mandate, among other things, a black box data recorder that’s harmonised with US regulations close to zero road deaths by 2050. The list of GSR2 requirements is extensive, yet many of the required fitments, such as such as advanced emergency braking (AEB) and the intelligent speed assistance (ISA) warning system that have already become an integral part of Euro NCAP testing. However, ANCAP has recently issued a statement noting that this tech must not only be present, but also functional, following a slew of complaints about virtually worthless intelligent speed assist and lane-keep assist fitments. Likewise, the now-mandated infrared camera-based driver drowsiness warnings have encountered issues. The new Volvo EX30 for example, Here’s an indication of the ever more complicated mesh of red tape. ADR85 did for the Nissan GT-R in Australia, EU Rule 540.2014 killed it in Europe. The EU’s GSR regulations killed the Renault Zoe harmonised with US regulations and an emergency lane-keeping system. The 100+ regulations will largely have already been integrated but, depending on manufacturer, there are around 25 new features that must be built into every car in order to comply. This clearly has cost implications at the bottom end of the market and it’s part of the reason why the typically sub-$20K city cars that we have become accustomed to in the Australian market are thinning out to virtually nothing. The Kia Picanto and the base MG3 Core are now the sole ovccupants of this price bracket and we may well soon see no cars at theis price point as the second phase of GSR2 bites. AN DY E NR I G HT @wheelsaustralia 15
Y O U R S AY GO AHEAD, TELL US WHAT YOU REALLY THINK Keep it tight (no more than 200 words) and do include your suburb if via email: wheels@wheelsmag.com.au You can also have your say on Facebook, Instagram or Twitter (search for Wheels Australia) “It did sound OK with a light burble tone but that’s the catch, it was supposed to be an EV.” SOUNDS FISHY... WAS WATCHING the latest ad for the Hyundai “EV range’. It was a cool ad, very spacey, with an Ioniq wired up with lights. Yep, all very cute but the ad concluded with the last vehicle indicated as a ‘performance vehicle vehicle, 16 whichcar.com.au/wheels driving flashing past. It did sound OK with a light burble tone but that’s the catch, it was supposed to be an EV. Then I suppose they couldn’t end the ad in silence! Mike Riordan, Campsie, NSW I’m guessing that the burbling EV was the Ioniq 5 N. If that’s the case then, yes, it really does sound like that. Plus it will limiter-bang, and pause momentarily as it you pluck gears using the paddles. It has a few tricks like that up its sleeve. Or you can choose to switch all that malarkey off and proceed like most other EVs. Not sure on which side of the fence you sit, Mike, but choice is good, right? - Ed
ANXIETY COLUMN WHEN ARE you going to change the New Car Buyers Guide vacant Resale % heading to RANGE? People in Holden must have said “Hmmmmm. Toyota is doing well with Landcruiser and Hilux maybe we should develop our own.” We got rebadged Isuzus. Or “Hmmmm this SUV thing John William, Leopold Vic We were only discussing this today. That and the fact that if you watched that Aron Ralston movie in reverse, it’d be an uplifting story about a onearmed man who finds an arm under a rock in the desert. Anyway...- Ed GASSING STATION THE 2023 Yearbook edition made for some interesting reading. Realistically there is a long way to play out before a long-term sustainable replacement for ICE vehicle is realised; be it Battery Electric (BEV) or Hydrogen Fuel-Cell (FCEV). Governments around the world are now seeing the uptake in Battery Electric (BEVs) is resulting in major infrastructure challenges, some of which can never be overcome especially in densely populated city areas. One being; BEVs require land-intensive charging lots, while FCEVs do not. A single hydrogen station (converted petrol station) can support more than 1,000 FCEV vehicles a day. In addition, FCEVs require fewer scarce and expensive materials, providing a buffer from multiple supply chain risks. The Japanese government and industry are heavily promoting hydrogen electrification strategies and subsidies, reflected by ambitious targets of cumulative FCEV sales and hydrogen refuelling stations by 2030. Additionally, hydrogen features prominently in Japan’s energy and climate policies such as its Strategic Energy Plan. Japan has already established a hydrogen production plant in Victoria with fuel tankers operating weekly to Tokyo. In addition, Saudi Arabia is investing heavily in hydrogen production development industries as they see this as part of their long-term strategy for progressively replacing declining oil demand and revenue. In the end it will be the industry that gains Wouldn’t even hesitate. At this point it feels almost like Elon Musk is trolling the rest of the car industry. The Cybertruck might be oddlooking but underneath it’s packed full of some really progressive tech. Anil Brora, via Facebook SIGN ME UP looks like a good idea, it saved Porsche!” We got rebadged Opels. Commodore Cross anyone? GM if you won’t invest in us we won’t invest in you. S. Cochrane Thornlands QLD. I’m left thinking General Motors will have limited PORSCHE POSER success at best and not from my money the most Government investment finances and backing that will win out. Robert Ius, Haberfield, NSW GENERAL MALAISE I WAS in the newsagent looking at the ‘End of the Line’ issue. I thought “It should read Ford Wins.” I couldn’t buy it. I wanted to, my heart wouldn’t let me as I just didn’t want to accept Holden was dead. ‘GM Strikes Back’ arrived in my post box and after reading it I’m left thinking General Motors will have limited success at best and not from my money. I had two thoughts after learning of Holden’s demise at the hands of GM’s axemen. Firstly, II’m glad I’m not the Holden dealer that had just spent millions refurbishing its showroom, only to find out it’s over less than 12 months after the refurbishment. Secondly, I blame GM for Holdens failure. Hindsight is a wonderful thing but companies must react to demand or fail. I’VE GOT a bit of an issue. It’s a nice one; what you’d probably deem a first world problem, but I thought I’d ask Wheels in any case. I currently drive a Porsche 911, one of the very first 3.8-litre 991.1 Carrera S coupes and I’m looking to replace it. I had looked at a 992 Carrera as a like-for-like, but the cost to change (about $100k all up) proved prohibitive for what I feel is a similar car with a smaller and less charismatic turbocharged engine. Extending that line of reasoning, I’m not exactly hanging out for the 992.2 hybrid either. So what would you recommend if you had about $200k to spend and wanted something fun and exciting? David Barnes, Glebe, NSW I’d offer up three cars. The first would be the BMW M3 Competition. It’s quick, capable and huge fun. The leftfield alternate would be the Lotus Emira. The wildcard would be a used Porsche 997 GT3. These start at around $220K in today’s market, and a bit of haggling might get it closer to budget. It would in all likelihood be the most depreciation-proof of the lot. - Ed CTRL C, CTRL V FEELS LIKE JOURNALISTS could just prepare a template for use when reviewing Chinese vehicles and save themselves a lot of time: cheap, presents well, but has poor dynamics and intrusive active safety features. Boom. Done. Nick Whitham, via Facebook The question WOULD YOU JOIN THE QUEUE FOR A RIGHT-HAND DRIVE TESLA CYBERTRUCK? TRUCK OFF I secretly admire it, but if I’m paying my own money, I don’t want v1.0 tech. I’d rather pay for something that’s better suited to Aussie conditions and which doesn’t need to get to 100km/h in three seconds. Andy Hughes, via Facebook @wheelsaustralia 17
J O H N L A W Down by Law INTERROGATING THE CHANGING EXCITEMENT CURVE OF NEW CAR-BUYING THE PROCESS of launching a new car has never been more transparent. The days of ghillie-suited photographers having to camp out for days on end to get a cover-worthy snap are essentially over. With easily leakable online documents, website input gaffes, and dedicated testing cycles on open-to-public roads (not to mention the proliferation of smartphones and digital cameras), we know more about new cars before they break, which is what’s made this issue far more accurate and detailed than it would’ve been a decade ago. Because there’s so much information, so many teasers and snippets – everything from shadowy concept sketches, early cabin reveals, and manufacturer-supplied ‘spy’ shots that emerge before the first overseas reviews, the ‘curve of excitement’ (as I’ve scientifically named it) now has more small spikes over a longer, flatter anticipation period. I was reminded of this phenomenon last month on my first sample of the BYD Seal, the new Chinese-made sedan with twin-motor AWD and astounding speed on tap. It gets to 100km/h in 3.8 seconds costs and is under $70K, and therefore offers the best kilowatt/dollar ratio of any new car ($176.27 per kW, if you’re wondering). Not directly involved with the car’s coverage, I read my colleague’s pricing stories with great interest as the Seal comfortably cemented itself as the cheapest among rivals. Then came the spec battles and comparisons, with which I began building an expected driving experience. Frequency selective dampers and four-piston front brake calipers clamping big ventilated and cross-drilled rotors on the Performance piqued my interest especially. 18 whichcar.com.au/wheels And yet when it finally came to sampling one on home soil, the experience was less than excellent. A typical muggy December day in the Blue Mountains where the heat lingers in humidity like a sauna brought sharp sun rays that did their best to flatten any interest in the design – though the Seal’s bonnet creases and unique proportions still caught my eye. I took a seat inside and, instead of experiencing the beauty of the glossy marketing images promising high-quality quilted leather seats, I was greeted with an offputting plasticky smell and materials a notch down from what I was expecting. Then came the drive; aside from ballistic acceleration, it followed the cabin’s trend, and the poorly calibrated driver aids and chassis left me disappointed. This isn’t a review of the car by any means (next month’s issue will feature a comparison against its main rivals) and your Seal mileage may vary. Instead, it’s just my latest memorable brush in a long line of the excitement curve phenomena. As a counter-point, I sampled a Mazda 6 GT SP briefly earlier this year, and despite low-to-no expectations – having launched way back in 2012 it sits well down the diminished end of the excitement curve – it performed exceptionally well, much to my delight. Regular road testing means this experience is regular, yet at the end of the week the car goes back and I’m free of any financial burden. But we’re in a time of protracted wait times, and as someone who doesn’t know how it feels to have this happen when money’s on the line, I’d be intrigued to hear about your brushes (positive or negative) with the patented ‘new car-buying excitement curve’.
The XC90. Luxury like no other. Overseas model shown. Australian specifications and features may differ.
D A N I E L G A R D N E R Squeaky Wheel WHY THE SYSTEM FOR ISSUING FINES FOR MOBILE PHONE USE BEHIND THE WHEEL IS BROKEN FROM THE START 20 whichcar.com.au/wheels
“NO ONE KNOWS YOUR P A S S I O N L I K E S H A N N O N S.” Shannons Home and Comprehensive Car and Bike insurance is for motoring enthusiasts just like you, with features like: Choice of repairer Agreed value Multi-Vehicle & Multi-Policy discounts Limited Use & Club Plate cover Laid up cover One excess free windscreen claim per year Total loss salvage options Home & Contents Insurance including $10,000 enthusiast items cover for your collectables & tools Towing & storage costs as a result of loss or damage Pay by the month premiums at no extra cost Call Shannons on 13 46 46 for a quote on your special car, daily drive, bike or your home, and speak with a genuine enthusiast. Join the Shannons Club today! Get connected and share your passion - shannons.com.au/club INSURANCE FOR MOTORING ENTHUSIASTS | CALL 13 46 46 FOR A QUOTE | SHANNONS.COM.AU
The $125 FOR A 12 MONTHS SUBSCRIPTIONS PLUS THE WHEELS MODERN CLASSICS BOOK!
SCAN HERE TO SHOP NOW Phone our new Australian-based call centre on (02) 8315 2092 or visit secure.whichcar.com.au/wheels Offer valid until February 29 2023 or while stock lasts. Prices shown are in AUD and available for Australia delivery only. Discounts represent the percentage saving on cover price. Book valued at $49.99. Offer valid for new subscriptions and renewals of existing subscriptions. If you have a current print subscription, you are entitled to ANYTIME FREE digital access. Please email subscritions@wheelsmedia.com.au or phone our support team to request a login and password.
24 whichcar.com.au/wheels
Overrun T E C H TA L K T HE NARDO Handling Track in southern Italy is 3.9 miles of mostly fast or very fast turns nestled at the bottom of the Nardo Ring like a wonky arch in a goldfish bowl. For a pro driver to lap 2.8 seconds faster here in virtually the same car might require upgrades like stickier tyres, stiffer suspension and upgraded brakes. The Lamborghini Huracan Evo RWD test mule I’m driving has none of this (even stability control is entirely inactive), but it has achieved that same improvement with simply the flick of a switch. It’s a huge gap, one that’s not all that far off the 3.7sec advantage Lamborghini claimed for the Evo over the standard Huracan a few years back. Now Lamborghini chief technical officer Rouven Mohr wants me to feel and hopefully explain the difference before he’ll reveal the genius tech his team’s been working on ahead of a production debut on ‘future super sports cars’ (read the Huracan successor, due late 2024). I head out to a slalom and steering pad with ex-racer and Lamborghini tester Nicolo Piancastelli In the passenger seat, knowing only that the new system will help take Lamborghini’s existing LDVI (Lamborghini Dynamic Vehicle Integration) technology to the next level with a more driver-oriented philosophy – it’s the electronic brain that debuted on the Huracan in 2015, made a recent leap with the new Revuelto and predictively mediates between various chassis, powertrain and steering systems. Weaving down the slalom, the standard car’s front end is incredibly reactive to steering inputs, partly because the rear is relatively unstable – you lean on what feels like a hard, bladed edge behind you, almost like ice skating. It’s agile but edgy. Building to a steady 70mph on the steering pad, I turn in, lift the throttle abruptly and the Huracan arcs first into a slide, then a tankslapper requiring multiple corrections. Yep, definitely edgy. We pull over, Piancastelli flicks a switch near the steering wheel and seconds later I’m struggling to compute what’s just happened. Through the slalom the front feels exactly the same, the suspension appears to allow just as much roll over the rear axle, but the blade-like feeling at the rear has vanished, replaced with a more cushioned sensation. ‘I can see you are immediately making more aggressive steering inputs,’ comments Piancastelli. I am. On the steering pad the system makes the Huracan much more stable, but it also pushes more into stubborn understeer, then appears to actively counter the smaller tankslapper I eventually induce by dissipating weight transfer in a way not dissimilar to stability control, if without the jolty braking. Mohr grins as I feed back and – to my relief – confirms the system is exclusively focussed on the rear and that there are no new active adjustments influencing suspension control. ‘Well, any ideas?’ he asks. I suggest maybe rear-wheel steering (already fitted to other Huracans, though), perhaps a new e-differential (the old one is mechanical). ‘Hmmm, maybe…’ What I’ve actually experienced is Active Wheel Carrier, or a way to actively control the camber and toe of the wheel and tyre. Initially conceived at Audi, it has been developed by Lamborghini as part of a wider plan for Sant’Agata to forge a reputation as a technology trailblazer – canny given the V12 can’t be around forever. First, a quick refresher. Camber is how much the top of the wheels lean towards (positive) or away (negative camber) from each other when you view the car from straight ahead or behind. It’s a way to manipulate how much of the tyre’s contact patch touches the road. Adjusting toe, meanwhile, makes a car either more responsive to steering inputs or more stable – toe-in is, logically, like standing with your toes pointed a little towards each other (more stable), toe-out being the opposite (keener to steer). Normally camber and toe are set from the factory as a one-size fits all @wheelsaustralia 25
Overrun T E C H TA L K TECH FOCUS LAMBORGHINI’S ADVANCED TAKE ON GEOMETRY 101 1 2 3 4 Active Wheel Carrier features two wheel hubs sandwiched between suspension components and each wheel Each hub features two eccentric cylinders connected by bearing packs and controlled electro-mechanically. Once activated, they can adjust camber and toe simultaneously or independently – theoretically as much as 60 degrees in one second. Camber can be adjusted from +2.5 to -5.5 degrees, and toe by +/- 6.6 degrees – the latter means a rear-wheel steering system is no longer necessary. The system is in a prototype stage for now, but expect it to add 20-25kg to the car. LDVI (Lamborghini Dynamic Vehicle Integration) is key to the system’s natural feeling – it analyses driver inputs and the car’s dynamic state to pre-emptively adjust camber and toe. The result is up to 25 per cent more mechanical grip and a Nardo lap time some 2.8 seconds faster – and that’s before new tyre compounds, active aero and chassis tweaks cut that further. 26 whichcar.com.au/wheels compromise but it /is/ a compromise – under braking, cornering and acceleration loads on the car change, altering how the tyre interacts with the surface. Active Wheel Carrier aims to remove the compromise entirely by generating the maximum mechanical grip available at all times. The key is a pair of new hubs sandwiched between the suspension components and each wheel. Each hub features two eccentric cylinders connected by bearing packs – I pick a hub up and twist the cylinders in opposite directions like I might a Rubik’s Cube, but when you’re driving an electro-mechanical system does the job. The system can theoretically adjust by 60 degrees in one second, and in practice allows adjustments of camber by +2.5 to -5.5 degrees and toe by +/- 6.6 degrees, which handily removes the need for a separate rear-wheel steering system. No word yet on weight, which they’re apparently working on, but Mohr doesn’t correct me when I say each unit seems to add about 6-7kg, and the system would be 20-25kg in total. Benefits and potential benefits are myriad. Not only does the driver get more confidence from up to 25 per cent more mechanical grip from the same tyre, but tyres wear more evenly across their tread. That means a much softer and grippier tyre compound could be used with Active Wheel Carrier effectively offsetting the higher wear rates. The system could also adapt to a wearing tyre, self-correct for alignment, and be calibrated for different modes and drivers, ranging from maximum stability to a full drift mode. Each wheel can also be individually adjusted. This is not a completely new idea – you might remember Lewis Hamilton changing camber settings on the fly in his F1 car, and a Google of ‘active camber and toe control’ turns up similar ideas.
LONG GAME NEXT HURACAN Active Wheel Carrier gives us a first taste of tech that will feature on the Huracan’s successor, due late 2024. Based on the new Revuelto V12 hybrid, it represents a big step beyond the Huracan, with a carbonfibre rather than aluminium monocoque, and a new in-house twin-turbo 4.0-litre V8 engine to replace the naturally aspirated V10. It’s also a hybrid with a 7.2kWh lithium-ion battery pack and more than li kely a tri-motor layout (one at the rear, two at the front) – giving allwheel drive and a crucial point of differentiation to rivals the Ferrari 296 GTB and McLaren Artura. A junior Lambo that’s on-point from the off? Let’s hope so. But Mohr stresses the system alone would feel peculiar if not for the predictive ‘feed-forward’ software control – this is the real breakthrough as well as where the LDVI element comes into play. In effect the new update is more driver-oriented, with the driver ‘in the loop’ of the electronic network, and electronics figuring out what he or she wants micro-seconds in advance, based on their inputs. To do this, LDVI also analyses the dynamic state of the car and projects that ‘into time and space’ to work out what the appropriate response would be – preparing for the weight transfer of a drifting transition for instance. Mohr likens it to proprioception in humans, where neurons in muscles, tendons and joints feed back to the brain, helping us balance and co-ordinate movements. ‘If you want to decouple camber and toe and use it to its full potential, you need this forecast, otherwise you’d only exploit only half of it, so the control strategy is the enabler,’ Mohr says. ‘It lets the driver achieve the limit in a way that before was not possible.’ This has taken endless hours of simulator time, because it’s only in a virtual environment that Lamborghini can cycle through multiple scenarios that can be exactly replicated time and again. Cat out of the bag, I head out on the Handling Circuit, which is a fearsomely fast place whatever you’re driving, never mind a V10 supercar with stability control kicked into touch (Piancastelli leads in a more powerful Huracan STO, probably because a regular Huracan wouldn’t be quick enough!) The track drive reinforces what I’d learnt earlier, but reveals more nuances. When I brake deep into a mid-speed left hander with the system off, for instance, the rear wants to sweep round and tuck the nose into the apex – the car is alive and adjustable, but it does keep me on my toes. Even really fast flat-out corners that aren’t grip- limited feel heart-in-mouth. We pit, flick the switch and head back out. With Active Wheel Carrier engaged I have more confidence to dig deeper into the power and push hard through the real commitment stuff, but some of the immediacy and reactivity of the previous laps is lacking, and on the first tighter corner I scrub into understeer – the Huracan feels more flat-footed. If it’s frustrating, it’s also because the rear end has more grip than the front (which now pushes wide as a result) and the system has been primed for maximum stability. But the fact I lap 4.41seconds faster using the Active Wheel Carrier system is hard proof of just how effective it is. If there’s a caveat to that, it’s that this was my first visit to Nardo, so there was inevitably a learning process during my six total laps, but the fact is the system /does/ let less experienced drivers shave more from their lap time than adaptable pros. Crucially, this is just the beginning of a process that will introduce each element of the new LDVI system in turn, allowing the benefits to be properly analysed in isolation. The same system, for instance, could be applied to the front axle to hopefully combine a highly reactive front end with the more stable rear (and/or a wider, stickier front tyre could be fitted). A new tyre compound will also be developed to fully exploit its benefits. And new active aerodynamics will further tap the capability. That 2.8sec lap-time improvement will doubtless improve a mind-boggling amount more. As we leave, the Huracan successor drives right past us, camouflaged but clearly differentiated with LED headlights so thin they could be DRLs. Today gives us just a glimpse of how it will drive, but on this basis it’s shaping up to be quite the thing. BE N B ARRY @wheelsaustralia 27
28 whichcar.com.au/wheels
Overrun MODERN CLASSIC LAMBORGHINI DIABLO THE DEVIL REALLY DOES HAVE THE BEST TUNES P H O T O S E L L E N D E WA R D O YOU KNOW the secret?” asked the Lamborghini driving instructor, conspiratorially. Given my frankly lamentable driving in the Diablo SV around Imola, I thought that I’d made it reasonably obvious that the secret was manifestly lost on me. As a twenty-something journalist with zero experience of driving supercars on track, I’d been subjected to the ultimate indignity of the instrcutor asking me to drive the car round the Autodromo Internazionale Enzo e Dino Ferrari solely in third gear so I wouldn’t shock the driveline with my klutzy downchanges. The notes on my my braking read “violento e impreciso” which required little in the way of translation. I could almost feel the ghost of Ayrton Senna facepalming in horror with each pass of Tamburello. The Diablo SV wasn’t even supposed to be there. It was a sacrificial beater car, its interior drilled full of holes where data gathering equipment was once mounted, prominent because it was the only one of the pre-facelift Diablos present. It was also the car I was given to drive, largely because I probably looked the riskiest prospect. As it turned out, I was one of the few who didn’t manage to bin or bend anything during the three-day course and was glad to escape eventually becoming the second (eventual) Wheels editor to duff a Diablo. It turned out that the instructor’s question was a mispronounced “do you know the circuit?” After getting comfortable with the sinuous rhythm and surprising vertical relief of Imola’s parkland track, my driving improved considerably and I was even permitted to use the gearbox. I did nearly flatten a photographer who slid out of the back of a tracking vehicle when its driver accelerated up the hill from the Tosa hairpin, but I guess violento brake pedal applications can also yield benefits. The Diablo SV left a lasting impression on me. It was nothing like I expected. Perhaps I was anticipating something a bit less earthy for my first Italian supercar experience. At the time, I had neither the confidence nor the ability to get anything like the best from the chassis or the drivetrain, but I was shocked at how guttural, how agricultural, even, the V12 sounded at low revs. The bass notes punched you in the diaphragm. It was just a difficult bastard and I was too intimidated by the car, by the onlookers, by the track and by the whole experience. I’d adored Lamborghini since I was a small child and here I was, not in any way worthy of this 395kW missile. Humbling doesn’t even begin to cover it. Perhaps that’s the way it should be. Supercars should be intimidating. @wheelsaustralia 29
Overrun MODERN CLASSIC They should leach consequence from every pore. They should be terrifying and intolerant, and their drivers should look like heroes. The Diablo was one of the last of that ilk. It pays to remember that the Diablo SV was never supposed to be a collector’s special. In fact, in terms of Lamborghini’s price walk-up, it was the entry-level model, a simpler rear-drive proposition when compared to the more sophisticated AWD VT models. Back in 1986, it was priced in the UK at £125,000, some £23,000 less than the ‘standard’ Diablo. The strategy back then was to save on build costs by creating genuine back-to-basics cars that borrowed some of the optics from the ritzy SE30 Jota but stripped out the all-wheel drive and didn’t initially include features such as traction control, anti-lock brakes or some interior trim parts like leather or full-featured door cards. A lot of soundproofing was deleted too which, in turn, meant that many SV customers didn’t bother with a stereo system. Maybe Lamborghini didn’t quite have Porsche’s chutzpah in removing items and then charging customers more for the privilege. That was largely because the company was struggling to shift Diablos. In 2023, Lamborghini produced around 11,000 cars. Back in 1990, when the Diablo was introduced, anything over 100 cars was a decent showing. By 1995, the Diablo line was five years old and was no longer the freshest supercar. In the intervening years the McLaren F1 had appeared and readjusted everybody’s idea of what a truly fast car was. The Diablo SV needed to reset the meter and remind buyers of traditional Lamborghini values: purity, aggression and excitement. Before we jump too far into describing what buyers got, it’s worth breaking down the SV into some specific sub-niches. The big division is between the pop-up headlamp coupes and the ‘Audified’ fixedlamp SVs that appeared in 1999, of which 100 were sold that year. Even prior to that, there were the early SVs and the 1998 build cars that got a whole heap of upgrades and, as a result, are some of the most prized. Then there are the low-volume specials, like the pair of SV Roadsters (unveiled at the 1998 Geneva Show), and the 20 ‘Monterey Edition’ cars exported to the US in 1998. These got SE30-style bladed vents ahead of the rear wheels, faintly hideous chrome wheels, a body coloured spoiler, leather seats and a set of SV Monterey Editionbranded fitted luggage. For the purposes of this piece, we’re concentrating on the pre-facelift coupes, as they make up the bulk of the current parc of SVs. The SV was first shown at the 1995 Geneva Show, reviving the Super Veloce badge last used on the Miura SV in 1971. There were discussions at Sant’Agata as to whether the cheapest Lamborghini deserved to wear such an illustrious badge, with some preferring the blander Clubsport appellation. It was noted that Porsche had a claim on this badge. More aggressive cams and freer breathing exhaust liberated another 13kW to deliver 380kW, with 46kg being shaved from the weight of the stock Diablo. Back in 1996, Wheels sent Peter Robinson to the Croft circuit in the UK in the SV and he found it suitably entertaining. “Hugely powerful, incredibly noisy and tiring over any distance, the Diablo SV is also immensely entertaining,” he noted. “For safety, use the brilliant brakes only in a straight line, otherwise there’s a chance of the tail stepping rather quickly and acutely out of line. Once mid corner, you can take advantage of the Diablo’s inherent traction and enormous power to rocket out. You’ll be amazed by the car’s surprisingly economical use of road space, the steering’s communication and its sheer speed and ability point to point. Not a car for the timid, but thrilling to drive, if only for a couple of hours at a time.” Rather surprisingly, the brutish Lambo aced everything else on a lap of the circuit, which was some going when the field included cars like the Porsche 993 Carrera RS lightweight, the Dodge Viper GTS and the Caterham 7 Superlight. This Diablo was clearly no mere show pony. Lamborghini wasn’t done with developing the Diablo SV. Its key impediment was, believe it or not, emissions, which meant that it couldn’t be sold in the US. That changed when a whole raft of updates were introduced, starting with cars built in October 1997 for the 1998 model year. Tellingly, the 1998 Detroit Show was chosen to unveil these revisions. The game changer was a variable valve timing system that lifted power to 395kW at and identical 7100rpm, and torque stepped up from 580Nm at 5900rpm to 605Nm at 5500rpm. The big news, commercially at least, was that the VVT system got Lamborghini past US emissions regulations. FAST FACTS Unveiled at the 1996 Geneva Motor Show, the Diablo SV-R was a lightweight competition version of the SV built for the Lamborghini Supertrophy. This race series ran for four years with its inaugural round being the as a support race at Le Mans in ‘96. The 28 Diablo SV-Rs entered were built in four months alongside production SVs and featured a power bump to 397kW, thanks largely to an early version of the VVT system that would later appear on production Diablos. A six-speed manual transmission was fitted, and Supertrophy cars also featured pneumatic air jacks, a full roll cage, fixed headlamps and an uprated aero package. Weight for the race cars was 1385kg, 191kg less than an equivalent road car. In total, 31 SV-Rs were built, with a handful being converted for road use. – AE 30 whichcar.com.au/wheels
For a vehicle that looks so ostentatious, there’s something very unadorned about the Diablo SV’s ethos I was shocked at how guttural, how agricultural, even, the V12 sounded at low revs. The bass notes punched you in the diaphragm @wheelsaustralia 31
Above: The facelift cars have their merits but we’d want one with the master’s name on its flanks All 1998 SVs were then treated to updated ABS software and 18-inch front wheels to replace the old 17-inch alloys. This, in turn, allowed the fitment of larger 355mm front brake discs, with the rears also nudging out to 335mm (up from 330 and 310mm respectively). A four-spoke airbagged steering wheel was fitted, and general utility was boosted with the options of a hydraulic front axle lift system and the four-way electronically-adjustable Koni dampers borrowed from the VT. These changes improved the Diablo SV, but the fundamentals remained the same. You still had a car with a 41:59 front to rear weight distribution. It still drove through a pair of huge rear treads, it still sported the standard satin black spoiler with manually-adjustable gurney flap (colours or delete were available as option), the body was still aluminium and reinforced composites and the suspension remained unequal length wishbones all round with anti-roll bars front and rear. The gearbox was still a slightly obstreperous gated manual dog-leg five-speed and you still got the roof scoops (but sadly not the individual throttle bodies) of the SE30 Jota. The facelift brought a far slicker interior, better fit and finish, the deletion of the lovely pop-up lamps and, notably, the excision of any reference to design by Marcello Gandini. Even at this stage, Lamborghini’s sales target for the facelifted Diablo was a mere 180 cars worldwide per year. Time has been kind to the Diablo SV; a car that Lamborghini thought it could build cheaply and which could dig it out of a financial hole. Its reversion to a certain charm and simplicity came right at a time when supercars were trending in the opposite direction. While the Diablo SV was being unveiled at Geneva in 1995, Ferrari was across the hall whipping the hanky off the F50, a car with a 60-valve F1-derived V12 engine bolted to a full carbon-fibre tub. 32 whichcar.com.au/wheels What seemed out of step then is refreshing now and an SV is worth considerably more than a standard early Diablo, with the 40 righthand drive pop-up lamp SV coupes trading healthily. It’s still a car that demands huge respect and one that is increasingly recognised as a key component in Lamborghini’s transformation. It stands exactly at the transition between cottage-industry Lamborghini and the slicker and more commercially savvy operation we know today. A such, the Diablo is treasured by fans of the marque as the last of its ilk; sometimes a little rough around the edges, but that’s an integral part of the appeal. Many years later, I was reacquainted with the car that so terrified me as a cadet journalist. I expected to get in and wonder why I’d been so cowed by it. Yet on those roads, on that day, it was still a handful, still something you’d love to have the time to master in all its dimensions. I cast my mind back to Imola and realised I’d done well just to bring the thing back in one piece. Three other cars at that event weren’t so lucky. Almost a quarter of a century of recrimination was banished, but my respect for the Diablo SV hadn’t attenuated one iota. If anything, the excitement of driving it has only become more amplified in an era of sanitised performance. The SV badge was reprised for the Diablo’s successor, the Murcielago, which marked the end of the line for the iconic Bizzarrini V12 engine. The Murci was undoubtedly a better car in virtually every measurable metric, but did it have the unpolished charisma of the Diablo, that tangible link to the hand-crafted Lamborghinis of yore? No. That’s why we love the Diablo SV. Lamborghini built better, prettier and rarer Diablos but perhaps none epitomises the company’s incredible tale of transition better than the Super Veloce and who doesn’t love a great car and a happy ending? AN DY ENR IG HT
Model Lamborghini Diablo SV Engine 5707cc V12cyl, dohc, 48v Max power 395kW @ 7100rpm Max torque 605Nm @ 5500rpm Transmission 5-speed manual Weight 1530kg 0-100km/h 3.8sec (claimed) Price (now) from AUD $1m The Diablo SV’s reversion to a certain charm and simplicity came right at a time when supercars were trending in the opposite direction @wheelsaustralia 33
34 whichcar.com.au/wheels
HYUNDAI SANTA FE BIGGER, BOLDER, BUT BETTER? T HE SANTA FE is one of only two enduring, continuous nameplates since Hyundai made things official locally in 2003 with an Australian subsidiary. In case you haven’t guessed, the other is Sonata; while Tucson still exists, it was interrupted between 2010 and 2015 by the ix35. FIRST OVERSEAS DRIVE Looking like a big SUV that’s just escaped from Minecraft into the real world, the rectangular, fifth-generation Santa Fe is the latest Hyundai to demonstrate just how far the Korean brand’s confidence has blossomed in a couple of decades. The fifth-gen Santa Fe is 4.5cm longer than the outgoing model (which is still selling strongly), including a 5cm stretch to the wheelbase, and height is up by 3.5cm. It brings more interior space to a large SUV that Hyundai says is better equipped than ever before for transporting families around the suburbs and into the great outdoors. There’s extra practicality before even jumping inside, however. To the side of the rear doors, a small panel can be pushed inwards to create a handle to lift yourself up onto the rear tyre to better access the roof rails or roof stowage.At the rear, although vehicle width is unchanged from before, the tailgate has – through cleverly packaged, upright struts – been widened by 12.5cm for significantly improved boot access. Boot space increases by a useful 91 litres with the third-row seats down. The latest Santa Fe, now 4.83m long, doesn’t look as large in the metal as it may in pictures, but the Land Rover Defender inspiration feels just as strong (make that borderline copycat If you’re anything like us, you’ll see a bit of Land Rover in the detailing if not the overall proportions of the Santa Fe if you consider the Santa Fe XRT concept unveiled in August). There’s plenty of original thought, however, to Hyundai’s second-largest SUV after the Palisade – not least the H-pattern LED headlights and tail-lights.Our test car for a few days in Korea is finished in a new bronzy metallic hero colour called Earthy Brass. It’s a top-spec model that may retain the Highlander badge in Australia but could follow the Palisade’s switch to Calligraphy for its flagship nomenclature. The powertrain is a hybrid that will return to Australia, though our market will take it in all-wheel-drive H-trac form rather than the more prosaic front-drive set-up currently offered and found on our tester. Another key element missing from our Korean example: it’s a five-seater only, where all Australian Santa Fe models will continue as seven-seaters. That rules out assessing a claimed improvement to third-row space, an area where the Santa Fe certainly trailed the rival Toyota Kluger. Hyundai says 2024 Santa Fe legroom has increased by 1.5cm, while benchmark headroom is claimed through a 6.9cm increase – helped by @wheelsaustralia 35
Drives 36 FIRST OVERSEAS DRIVE whichcar.com.au/wheels
that taller roofline as seating height has increased by 3cm. There’s a little extra shoulder room, too, we’re told. The rear doors open wide for convenient ingress/egress, and there’s increased legroom – 2cm for the petrol-electric Hybrid and 3.5cm for petrol-only models. A sliding 60-40 bench enables tailoring of legroom/boot space. There’s decent headroom even with the dual-pane sunroof of our Highlander spec, the floor is almost flat in the middle to help comfort for middle-seat occupants, the bench’s under-thigh support bodes well for long-distance comfort, and the seatbacks recline. Each seatback incorporates coat hooks, an elasticated map flap, and a USB-C port. Two cup holders are integrated into the rear doors, above a large bottle pocket, in addition to the two available when lowering the centre armrest. B-pillar vents deliver cool/warm air, while manual window blinds are another Highlander feature. There’s one feature that most obviously highlights Hyundai’s extra consideration of middle-row passengers: a ‘bilateral’ centre console cubby with a lid that opens from the rear as well as the front. A drawer gives those behind the front row another option for accessing contents in the cubby. The most distinctive front-cabin Increased space for second and third rows; Loads of cubbies; Curtain airbags now fully cover third row This is the engine that’s earmarked for Australia thankfully it’s a good ‘un PLUS MINUS feature must be the upper glovebox that doubles as a sterilisation compartment for items such as smartphones or wallets – which, at the touch of a button, bombards them with bacteria-battling UV-C light. You can then place not just one but two smartphones on the dual charging and germ-eradicating pads, safe in the knowledge that the bugs are about to get resolutely nuked. The flatter and more spacious centre console, with a large storage area beneath, is created by a more steeply raked climate control panel and a change from transmission dash buttons to a shift-by-wire steering wheel stalk.A completely horizontal dash with a curved (or bent, more accurately) display combining dual 12.3-inch screens – one for instruments, one for infotainment – does the hard yards in giving the Santa Significant weight gains could decrease fuel efficiency, Hybrid’s doughy throttle response in Eco mode; Price increases Fe a significantly more contemporary interior design. Quality is a step up, too. At least in this high-spec model. There’s a velvety trim for the pillars and headlining, soft sides for the upper centre console, thin LED strips spread across the dash, and horizontal brushed-metal upper door sections incorporate wood inserts, handles, and buttons for seat memory and (in this spec) massage functions. Having spent a couple of days driving the Santa Fe, including more time than we’d like in horrendously jammed Korean traffic, we can attest to the comfort of the front seats. They also borrow the fully reclining ‘Relaxation seat’ feature first seen in the Ioniq 5. Ride and handling assessment is trickier as the Australian-market Santa Fe will use a different suspension tune to the Korean-market setup to cope with our significantly gnarlier bitumen. The test car also featured relatively small 18-inch wheels, whereas most Aussies won’t countenenance anything other than either 20s or 21s, which is what will appear on on the local Highlander/ Calligraphy models. For what it’s worth, South Korea’s Santa Fe – already on sale with plenty about – generally rides well, getting jiggly only on the poorest of surfaces. We’ll be keeping our fingers crossed that the new hybrid retains the smoothness of the outgoing model. A revised steering setup seems to have brought some extra accuracy @wheelsaustralia 37
Drives FIRST OVERSEAS DRIVE around the straight-ahead position, while the turning circle is also excellent – making this 4.8-metrelong vehicle an absolute doddle to manoeuvre in tighter spaces. Big news on the powertrains front: the current 2.2L turbo diesel and V6 petrol engines are out. Our test car was a hybrid, which will be the sole drivetrain offering initially for the local launch – again combining Hyundai’s 1.6-litre turbo petrol engine with an electric motor, and again parttime all-wheel drive. Total output is 169kW and 350Nm. Throttle response is doughy in Eco mode but can be sharpened with Sport mode that keeps the petrol engine permanently running. Sport might be preferable for twistier country roads, otherwise Eco makes sense as the default setting for a hybrid. An Energy Monitor is again available on the driver display to see when the petrol and electric motors are in action, and remains strangely addictive. As with a Kluger Hybrid, it’s not difficult to keep the Santa Fe running around town solely on its electric motor only and, when the engine does kick in, it’s quite seamless. Also promising is something we didn’t notice at all: Hyundai’s Lane Keeping system. This has so far proven 38 whichcar.com.au/wheels Step up onto the rear tyre, grab hold of this handhold and even shorter people can access roof transportation options at times to be an annoyingly intrusive bit of technology on the latest Hyundais (and Kias) in Australia, so the hope is that the group has finally found a fix for the calibration. Current price trends are likely to push the Santa Fe Hybrid’s starting point from the existing $63,000 to nearer $70,000. If so, plenty of Australian families will be hoping for quick confirmation of an entry-level powertrain to sit below the Hybrid. The Santa Fe range currently starts from $46,050 for the 3.5 FWD petrol model and $49,550 for the 2.2L diesel AWD. The smart money for a more affordable entry model is on a 2.5-litre turbo petrol engine borrowed from the Sonata midsize sedan, already planned to be available in other markets. Producing healthy outputs of 207kW and 422Nm, it would also, ideally, send power to all four wheels rather than just the front tyres. The auto is an eight-speed dual-clutch auto, where the hybrid utilises a six-speed torque converter automatic. 2024 Hyundai Santa fuel economy figures are yet to be confirmed, and they may be one of the areas where the big family SUV doesn’t improve. The bigger SUV has piled on the pounds – up by about 240kg to 2225kg for the Hybrid. Balancing that, however, are more slippery aerodynamics despite the Santa Fe’s blockier shape. The coefficient of drag is improved from 0.33Cd to 0.29Cd. This all leaves some important questions hanging for Australia next year: pricing, fuel economy, and third-row experience. But, even without those points known, the fifthgeneration Santa Fe undoubtedly feels like a step up over the outgoing model in more than just size. JEZ S PI NKS
The smart money for a more affordable entry model is on a 2.5-litre turbo petrol engine borrowed from the Sonata @wheelsaustralia 39
Drives FIRST LOCAL DRIVE GMW TANK 300 ULTRA HYBRID 258KW TANK: FLAWED BUT FASCINATING C ARS FROM China are shaking up the world of electric vehicles, and now they’re disrupting segments such as the retro-look, off-road SUV. At $60,990 drive-away for the range topping Ultra Hybrid, the Great Wall Motors Tank 300 undercuts vehicles in the same vein by tens of thousands of dollars. To get a five-door Jeep Wrangler, you’ll need at least $81,450 (before on-roads), while an Ineos Grenadier starts from $97,000 and the Mercedes-Benz G-Class, well, you know what they say – if you have to ask. A Suzuki Jimny, despite the 40 whichcar.com.au/wheels addition of a longer wheelbase five-door variant seems as if it could probably fit in the Tank’s glovebox. That’s not to mention Great Wall has offered a hybrid, petrol-electric powertrain before any of the above – Jeep’s plug-in Wrangler 4xe especially is still nowhere to be seen. Built on a ladder chassis and with a solid rear axle – the same platform as the GWM Cannon dual-cab ute – in the metal, the Tank 300 combines ruggedness with cuteness, channelling a bit of Giant Panda in its front styling, as if it would be just as happy having bamboo crammed down its fuel filler neck as it would unleaded. While the Tank 300 range starts with the $49,990 (drive-away) Lux, at $60,990 (also drive-away), today’s range-topping new Ultra Hybrid mates a 180kW/380Nm 2.0-litre turbocharged inline-4 with a 78kW/268Nm electric motor for a headline-grabbing total combined output of 258kW/615Nm. That’s more than an HSV Clubsport from yesteryear, even if the Clubbie weighed somewhat less than the GWM’s 2313kg, itself some 158kg more than the non-hybrid model. The figure on the scales very much keeping true to the vehicle’s name. The hybrid gets a nine-speed auto (versus the non-hybrid’s eight) with all-wheel-drive and rear differential lock. The range-topping Ultra Hybrid adds a front differential lock, while all Tanks offer 33-degree approach and 34-degree departure angles, 224mm of ground clearance, and low range, making for some serious off-roading promise. We aren’t testing it off-road today – we’ll leave that to our dirtloving comrades at 4X4 Australia. Climbing into the Tank for the very first time – quite a feat, as the driver
gets no grab handle, unlike all other passengers – you sit quite high, and find yourself in a nicely appointed place. Aside from a quietly rattling sunroof, build quality feels fair, while the circular, turbine-like air-vents are a shameless rip-off of a certain German brand. That said, if your new SUV had to copy someone, better Mercedes-Benz than Lada. Dual 12.3-inch screens comprise the infotainment system and instrument cluster, while curiously the Ultra Hybrid is the only Tank to offer wireless Apple CarPlay (Android Auto is still wired). There’s even a small analogue clock in the middle of the dash, a quirky contrast to everything else which is on a screen. The seats themselves are merely okay but we enjoy that the windscreen, flat and near-vertical, isn’t too far away, serviced by cute, stubby little wipers, making you feel like you’re in something a bit more special and cooler than your usual cookie-cutter SUV – because you are. The back seat, meanwhile, is reasonably spacious, offering two The Tank looks good, both inside and out. Does it have talent in depth though? May need to get back to you on that one sets of ISOFIX points and three top tethers; while the boot is a bit small, giving up some space to the hybrid battery, and the rear door is the wideopening, heavy, swinging type. If you are thinking of carting around kids – and a pram – there are certainly easier and more practical (if not-as-funky) SUV options available. Turn on the Tank – a sentence which conjures images of an old V12 spluttering to life – and there’s no engine noise, just like an electric vehicle. At low speeds, the Tank moves near silently in its automatic EV mode (there’s no button in which to fix the Tank into an electric-only mode) – provided the small, onboard battery has enough charge. At urban speeds, the Tank is impressively quiet, requiring you to glance down at a graphic on the instrument cluster to know whether you’re being powered by petrol, or exclusively electrons. You won’t be able to tell through the seat-of-the- @wheelsaustralia 41
Drives FIRST LOCAL DRIVE Model GWM Tank 300 Hybrid Engine 2.0-litre 4cyl, dohc, 16v, turbo + e-motor Max power 258kW (combined) Max torque 615Nm (combined) Transmission 9-speed automatic L/W/H/W-B 4760/1930/1903/2750mm Weight 2305kg 0-100km/h 7.9sec (claimed) Economy 8.4L/100km (claimed) Price $60,990 (drive-away) On sale Now Our biggest gripe concerns the Tank’s driver assistance systems, many of which default to ‘on’ 42 whichcar.com.au/wheels
pants, either – it switches between petrol and electric almost invisibly. Very well done, GWM. While the steering has a bit of play off-centre – sometimes it doesn’t feel connected to the front wheels – and the brake pedal could use more bite, this would be an easy vehicle to drive everyday, assisted by an excellent suite of parking cameras and sensors. We also enjoy the torque-fill of the Tank hybrid’s electric motor, giving it a bit of additional urge at lower revs, allowing you to punch into gaps in traffic, quite a funny feeling when you’re driving something that feels such a hefty hunk. The Tank Hybrid is rapid for such a heavy vehicle, its 258kW/615Nm offering plenty of acceleration from the lights or during overtaking – even if the small battery means electric performance is limited. On a winding road, the Tank’s battery quickly depletes, rendering it a very heavy 180kW vehicle with a lot of dead weight in the form of electric motor and battery. It’s not the end of the world, as while there’s a fair amount of mid-corner grip, you’ll hardly be relishing its dynamics – a ladder-chassis vehicle can only do so much. Driven sportily, the ninespeed transmission also gets a bit confused and doesn’t know what gear to be in, while the brakes get hot and fade surprisingly early, dramatically extending the emergency stopping distance. This is a Tank that prefers rumbling around slowly. On dirt, the Tank feels more in its element, owing to the permanent allwheel-drive but the quality Michelin Primacy SUV tyres are undoubtedly Pay $2000 and your servicing is taken care of for five years. Take that, inflation. happier on the blacktop. While the ABS could use better dirt calibration – easily triggered, it can extend the braking distances on unsealed surfaces – the ESC works well, neither lackadaisical nor hyperactive. The Tank has other flaws to contend with. The ride quality, while good most of the time, is busy on something like a country backroad. If you live in the bush and spend a lot of time on classic Australian 100km/h country roads, buy a Tank Hybrid and you might finally go insane, its incessantly jiggly ride never seeming to settle. Our biggest gripe, however, concerns the Tank’s driver assistance systems, many of which default to ‘on’. The Driver Attention Monitor, the Lane Departure Warning and the overspeed warning are all maddeningly neurotic and frequently distracting. You’ll also learn early never to do a three-point turn on a busy road, as between drive and reverse, and back The price – $20K cheaper than a Wrangler; Punchy acceleration when battery has enough juice; Impressive level of standard equipment to drive again, the Tank has to think an awfully long time – while your eyes increasingly widen as any vehicles come barrelling towards you. According to the trip computer, over 7h43m of data the Tank hybrid achieved 11.5L/100km. GWM claims 8.4L/100km on the combined cycle. While it’s not without its shortcomings, the Tank 300 Hybrid, as well as being decent to drive, is an impressive package. Having scored five stars in 2022 ANCAP testing, GWM also warrants the Tank for seven years or unlimited kilometres, and servicing is reasonably priced too. The additional $10K outlay for the hybrid is worth it. It’s still hardly an expensive vehicle, and makes a compelling case against more expensive rivals, but with its warranty and additional safety, also against similarly priced second-hand vehicles like a Toyota Prado. DYL AN CA MPBE LL PLUS MINUS Maddening driver assist systems that default to ‘on’; Busy ride quality on country roads; Brakes fade quickly; Economy only so-so for a hybrid @wheelsaustralia 43
Drives FIRST LOCAL DRIVE TESLA MODEL 3 TESLA TAKES A SECOND STAB AT ITS MODEL 3 Model Tesla Model 3 RWD Motor Rear permanent magnet synchronous Battery 57.5kWh (net) Max Power 208kW Max Torque 420Nm Weight 1765kg 0-100km/h 6.1sec Range 513km (WLTP) Price $61,990 On sale Now T HE TESLA MODEL 3’s SUV spin-off, the Model Y, has whizzed past it in local and global sales, but the sedan remains a significant contributor to the American tech company’s automotive success. It’s no coincidence that its number of electric four-door rivals continues to grow, with the BYD Seal the latest to arrive in Australia to join the BMW i4, Hyundai Ioniq 6, and Polestar 2. Tesla has wisely chosen against complacency and given its most affordable vehicle its first major overhaul since its 2018 Aussie debut, with substantial and much needed revisions both inside and out. Although pricing has pinballed around a fair bit over the past year or so – $57,400 as recently as midyear – its 2024 starting point is $61,900 for the entry-level ‘RWD’ tested here. A mid-range Long Range costs $71,900 before on-roads and brings extra range plus dual motors for faster all-wheel drive performance. A Performance dual-motor flagship variant will return in 2024. If the base Model 3 could have been described as well-equipped for its price previously, it’s now positively generous. Notable standard additions include ventilated front seats (which maintain their heating function), LED ambient lighting, a rear-cabin touchscreen, and acoustic rear glass. Options involve exterior colours unless you’re happy with white (and many buyers evidently are), an alternative interior colour (white), and autonomous-drive packages that should be scrutinised for value by shoppers as not all features are enabled or even useable in Australia. Tesla’s minimalist theme doesn’t change for the MY24 Model 3; in fact, Left: Cloth dash top and door trims help excise the old ‘plastic dungeon’ vibes
it goes further, with the removal of steering wheel stalks. The cabin layout is largely the same but there’s a complete revamp of presentation and perceived quality. Intriguingly, these changes have coincided with a push for reducing the cost of build for the Model 3. Smart details including a large swathe of cloth applied to a big section of the door and the same material used for a panel running along the top of the dash. There are soft, yielding plastics aplenty, and a colour-customisable LED strip now arcs from the top of the doors and around the dash cowl. Tesla says its central 15.4-inch display – again the command centre for vehicle functions and information, not just merely entertainment – is now thinner, brighter, faster, and with an enlarged active area. Cabin storage options continue to be plentiful, with generously sized door pockets, dual (angled) smartphone charging trays, a glovebox (again opened via the touchscreen), and a new and silvery centre console that offers lots of hidden storage and a couple of cupholders below its sliding covers. Rear seat passengers receive extra attention, not least with the addition of an 8.0-inch touchscreen. There’s only fan control with no temperature adjustment, though passengers may be too distracted to notice with the likes of Netflix, Disney and YouTube on offer (with headphones connectivity including two USB-C ports, thankfully). The rear seats are said to have been reprofiled for improved posture and do indeed seem more comfortable. Longer-legged occupants are still likely to find under-thigh support lacking to varying degrees – and find their heads close to the glass roof – but the angles of both the cushion and seatback are well judged and knee Below: Sleeker headlamps give the Model 3 a less surprised look space is reasonably generous. The rear door pockets are almost as large as those up front, both seatbacks incorporate elasticated map-flaps, and there’s a centre armrest (with cupholders) that’s easily missed as it’s the entire mid-section of the backrest complete with integrated headrest. The Model 3’s electric bootlid can be opened via the touchscreen or Tesla app, revealing a deep and reasonably wide compartment that again includes a usefully sized underfloor tub. The seatbacks fold in a 60-40 split, though are lowered from the rear cabin only. With no spare wheel or even any sort of repair kit, any punctures require an inconvenient call to Tesla roadside assistance (and subsequent waiting time). It also seems the designer behind the new 19-inch wheel completely forgot that tyres need to be inflated/deflated occasionally – an air hose doesn’t fit @wheelsaustralia 45
Drives FIRST LOCAL DRIVE The cabin does a great job at shutting out on the tyre valve without a section of the wheel being removed (and it was sufficiently difficult that we gave up with fear of breaking the wheel). Indicator buttons on a steering wheel aren’t a new idea – Ferrari did that more than a decade ago with the 458 Italia. With left and right indicators on the corresponding sides of the wheel, however, they were more intuitive to use than the Model 3’s buttons that are positioned together on the left side of the new-look wheel. While you do get used to them, Tesla’s approach wouldn’t go into The Book of Great Car Ergonomics. The seats, might, though. There’s plenty of electric adjustment including lumbar, the cushion is long, and the padding of the whole seat is in that Goldilocks ‘just right’ zone. Wider-than-average door armrests are welcome, as is that seat ventilation to keep front occupants cooler in a hot Aussie summer. There’s a change to how you get underway in the Model 3. The driver now scrolls up or down a ‘transmission bar’ on the right side of the central touchscreen – for Drive or Reverse, respectively. Or, alternatively, there are PRND buttons overhead between the sun visors. 46 whichcar.com.au/wheels The Model 3 can be instructed to auto-select Drive or Reverse by figuring out you’re likely intended direction, though on one occasion it did select the backwards option despite the presence of a parked car behind. Hmmm. Cabin refinement is perhaps the most impressive aspect of the Model 3 driving experience, an area further improved with the update. MY24 changes bring double-pane acoustic glass all round including the rear glass, the upper edge of the bonnet has been revised to eliminate buffeting at the base of the windscreen, aerodynamics are improved, and the Model 3 now runs on Hankook’s EVfocused Ion tyres. The result is a cabin that does a great job of shutting out wind and tyre noise, even at freeway speed and on coarser country-road surfaces. All key driver info including speed – and Tesla’s unique traffic graphics – remains on the touchscreen. While you get accustomed to it, we think a head-up display would greatly reduce the amount of time the driver’s eyes are averted from the road. Even Tesla insiders have admitted Improved refinement; cabin a bit plusher; more range than before; sleeker headlights and tail lamps Tesla touch screen is one of the best in the business but are too many functions assigned to it? PLUS MINUS the Model 3 previously rode a “little firm”, and its engineers have responded with new front knuckles and bushes, revalved dampers, as well as those Hankook tyres with sidewalls a little more forgiving than the previous Michelin Pilot Sport 4S sports rubber. While the suspension has softened and is better over lateral joins for improved comfort, it’s not fully resolved. The Model 3 still struggles on uneven roads, with its limited compliance highlighted by excessive Indicators and gear shifter are a retrograde step; eco tyres don’t handle; lack of smartphone mirroring; tyre inflation woes
wind and tyre noise, even at freeway speed body movement, while a tendency to strike its bump-stops made for a noisy suspension. The steering remains dartier than expected for a luxury midsized sedan, though equally it continues to lend the Model 3 surprising agility. Some interaction has been lost, however, in the switch from sporty- to eco-focused rubber. You can change the steering weighting via the touchscreen, though regardless of mode, the BMW i4, Polestar 2 and Volvo C40 are all better picks for those who enjoy satisfying weekend drives. The thick windscreen pillars partially impede forward vision, while the over- the-shoulder view is, if anytghing, even more limited. One of the new additions to the touchscreen takes a leaf out of Hyundai and Kia’s Blind Spot Assistance book, with a video image that pops up whenever the indicators are selected. I still haven’t experienced a better navigation system than Tesla’s – most especially for the size of its map and superbly simple and quick destination search. As a result of this, Tesla continues to snub Apple CarPlay and Android Auto, which may be frustrating for some buyers while others may think, ‘Who cares?’ An improvement to aerodynamics – down to a low .219 co-efficient of drag – has increased WLTP driving range without any technical changes to batteries or motors. The RWD entry model increases by 22km to 513km, and the Long Range increases by 27km to 629km. That compares with 429km for the base Ioniq 6 (available with a bigger battery and 519km range for additional cost) and 532km for the Polestar 2 single-motor Standard Range that increased its range (and, crucially, switched from front- to rear-drive) with an MY24 update. The Model 3’s changes for 2024 may be evolutionary rather than dramatic, but they bring some noticeable improvements – especially in the areas of refinement, interior quality and standard features. If Tesla’s engineers could only properly nail vehicle dynamics to give the Model 3 a consistently smoother ride and make it more fun to drive, this electric sedan would truly be the complete package. Yet the base model remains an intriguing package of practicality, technology, performance, efficiency, and value that makes it hard to beat – even with an increasing number of rivals trying to do just that. JEZ S PIN KS @wheelsaustralia 47
Drives 48 FIRST LOCAL DRIVE whichcar.com.au/wheels
MITSUBISHI TRITON DIAMONDS IN THE DUNES Model Mitsubishi Triton GSR Engine 2442cc, 4-cyl t/turbo dohc 16V diesel Max Power 150kW @ 3500rpm Max Torque 470Nm @ 1500-2750rpm Transmission 6-speed automatic Economy 7.7L/100km Weight 2115kg Price $63,840 On sale Q3 2024 J UST AS important as the launch of the all-new Triton is the message Mitsubishi Motors Australia is sending with it, with the Japanese marque relinquishing its ‘value’ tag and preparing itself to no longer compete on price alone – just take a look at the new Outlander as a case in point. Since the first-generation Triton launched back in 1978, value has always been a unique selling point for the commercial Mitsubishi model. So the brave move to step into the highly competitive premium class currently dominated by the Ford Ranger and Toyota HiLux is not without risk, but as MMA president and CEO Shaun Westcott puts it, “Volume without profit is vanity.” The fact that it’s becoming increasingly difficult to compete with spreadsheets from GWM, Mahindra and LDV must also be considered. To enable this shift in class, Mitsubishi has spent the better part of seven years essentially rebuilding the Triton from the ground up, thoroughly reworking everything from the dimensions, chassis, engine, interior and driving dynamics. Most overdue and a boon for caravanners, its towing capacity has increased by 400kg to now meet the industry standard of 3500kg. While the new-gen Triton is still in pre-production ahead of its debut early in 2024, we managed to secure some seat time. However, as it’s still in pre-production, there were restrictions in place on where we could drive the vehicle. As such, we were limited to a few laps of a private off-road sand course in Peake, South Australia – but it was enough to prove that this vehicle is markedly improved compared to the outgoing model. The Triton will arrive early in 2024 in dual-cab and club-cab pick-up guise, with Mitsubishi confirming cab-chassis variants won’t be available when the vehicle launches in February. One 4x2 variant will be offered: a GLX double-cab pick-up priced at $43,690. The cheapest 4x4 model will be a GLX+ club-cab pick-up priced at $50,340, while a GLX double-cab pick-up is fractionally more expensive at $50,940. The range then extends to GLX+ ($53,290), GLS ($59,090) and GSR ($63,840) double-cab pick-up. Immediately obvious is the increase in price compared to the outgoing model, with the current GSR listed at $56,940, for example, that’s an increase of $6900. For a vehicle utilising and sourcing new parts, in addition to the global hike in logistical costs, it’s an inevitable price rise, but the new Triton is a vastly different and far more premium vehicle. Still, like for like, $63,840 for the top-spec GSR variant is cheaper than a 2.0-litre, fourcylinder Ranger Wildtrak that retails for $68,490. The same applies when compared to the Toyota HiLux, with both the Rogue and GR Sport variants commanding more than $70k. The bold, aggressive-looking Triton is bigger in every dimension than the vehicle it replaces, with the new model 15mm longer and 50mm wider. Its wheelbase is considerably longer (+130mm), as is the tray length (+35mm). Because of this growth, the new Triton is built using high-tensile steel to minimise weight increases. The new Triton’s ladder-frame chassis is new from the ground up, with its bending rigidity said to be increased by 40 per cent, and torsional rigidity by 60 per cent. Larger diameter front struts are implemented and exclusive to Australia (about 10 per cent larger than other markets), and beefier shocks are also unique for Australia. A big change – and arguably the most impressive after our day behind the wheel – is the adoption of an electric power-steering system for the first time in a Triton, which has @wheelsaustralia 49
Drives FIRST LOCAL DRIVE Sitting 50mm wider than the vehicle it replaces, radically improved the overall feel and feedback at the tiller. In fact, the gear ratio has gone from 3.7 to 3.3 turns lock-to-lock. Only the GLS (with the leather option pack) and top-spec GSR models were available for this pre-production test drive, so assessment of the GLX and GLX+ models will have to wait. These two top-end vehicles are equipped with Mitsubishi’s Super Select 4WD II. The GLX and GLX+ make use of the more rudimentary Easy Select 4WD system. A rear diff lock has been introduced on the GLX+ model, and tyre pressure monitoring is a welcome inclusion across the range. All models released at launch will be powered by a new Mitsubishibuilt 2.4-litre twin-turbo DOHC 16V MiVEC diesel engine, which develops a claimed 150kW at 3500rpm and 470Nm from as low as 1500rpm. That’s an increase of 17kW and 40Nm over the old model. All variants utilise an updated six-speed automatic transmission, with a six-speed manual to be offered on some models later. Mitsubishi is emphatic that this is a new engine. As well as now featuring 50 whichcar.com.au/wheels a twin-turbo setup, a higher-pressure fuel delivery is partially responsible for this increase in power and torque – up by 10 per cent each, actually – and that other mechanical changes such as longer piston rods have been employed. An “Auto Stop and Go” system is standard across the range, and is said to improve fuel economy. Mitsubishi says the ADR fuel consumption of both the GLS and GSR vehicles is 7.7L/100km. The number of drive modes has increased from four to seven, and now consists of Normal, Eco, Gravel, Snow, Mud, Sand and Rock. To stay on the right side of the law, our testing grounds were limited to a private off-road track with terrain that consisted almost entirely of sand. So to fully test the vehicle’s capabilities and additional drive modes, a more comprehensive drive program is slated for early 2024. And yes, that will include bitumen. Until then, our impressions are largely limited to how Better platform; Punchier engines; Interior now feels as if it can compete near the top of the dual-cab class Two turbos, proper low range and a much improved interior: this Triton shows promise the vehicles – GLS and GSR models – fare in the dunes Sitting 50mm wider than the vehicle it replaces, the new Triton certainly feels more surefooted. Combined with the redesigned chassis and the adoption of the electric power-steering system, the Triton feels direct and extremely well planted, with a feel and feedback through the steering wheel not experienced before in the Triton. The double-wishbone front suspension soaks up bumps and ruts well, and there’s a noticeable decline PLUS MINUS Styling may well divide opinions; We’ll need a fuller test to deliver a definitive verdict
the new Triton certainly feels more surefooted in head-toss as a result. The rear leaf springs are also lighter, and provide a more compliant ride as a result. Most striking about the new 2.4-litre engine is the low-down delivery of torque which, as mentioned, peaks from as low as 1500rpm. As sand was the only surface on the menu – and perhaps chosen by Mitsubishi for this reason – this early torque delivery gives the Triton a responsive and sprightly feel when burying the foot from standstill, and on our drive loop it climbed big dunes with ease. The 50mm-wider overall dimensions of the Triton have given it noticeably more interior space. Combined with a modern and elegant cabin, Mitsubishi has definitely succeeded in transitioning the Triton from a purely value proposition to a premium product. Whether this premium feel carries over to the thriftier GLX and GLX+ is yet to be seen. The redesigned A-pillars highlight Mitsubishi’s focus to not only improve space, but also benefit those on-board. They’re flatter and more upright, which in effect means there’s less curvature at the front of the vehicle, which not only opens up the field of vision and increases cabin space, but it makes vehicle entry and exit easier. Both the GLS (with $1500 leather option pack) and GSR feature soft leather trim and contrast stitching – silver on GLS and orange on GSR. On our short drive the seats felt comfortable, supportive and appeared to be bolstered in all the right areas with additional lower back support, aided by a 20mm higher hip point. The GLS gets heated front seats while the GSR adds GSR-specific floor mats and extra cupholders on the front dash. Both variants feature powered driver’s seat adjustment. The rear seats are comfortable and spacious for three abreast – with 49mm more second-row shoulder room than before – and provide easy access to USB-A and USB-C ports. Rather than rear air conditioning ducts, the air-circulation system for rear passengers has been carried over from the previous model. The nine-inch infotainment grows by two inches compared to the outgoing model and it features embedded satellite navigation, traffic sign recognition and wireless Apple CarPlay (wired Android Auto). It is clear and bright and easy to use. Climate controls and the Super Select 4WD II system are controlled via dials rather than buttons, which is a plus in our book. The dash layout is also user-friendly and well laid out. Mitsubishi’s brave yet inevitable decision to break away from the value stigma attached to its brand means it’ll now have to compete more intimately with the heavy hitters of the segment, but does the Triton have the chops to seriously contend with the big-selling Ranger and HiLux? Our time behind the wheel of the new-gen Triton was rather brief and one-dimensional (sand), but it’s clear that the Triton has transformed into a bigger and better vehicle. However, until we get a more comprehensive experience behind the wheel on all road surfaces, it’s hard to say how competitive it will be. What is obvious is that the new Triton is far better than the model it replaces in just about every way, and we expect it will have a place at the table with the segment’s best. TR I STAN TA NCR ED I @wheelsaustralia 51
2024 SEES THE START OF THE INTERNAL COMBUSTION ENGINE SUPERNOVA 52 whichcar.com.au/wheels
AND THE ELECTRIC VEHICLE COMES OF AGE. HOLD ONTO YOUR HORSES... @wheelsaustralia 53
54 whichcar.com.au/wheels TOP CARS OF 2024 / THE HOT 40
DUE June 2024 MODEL Prado PRICE From $80K+ IF WHEELS READER correspondence is anything to go by, the new Prado, due in June, is Australia’s most keenly anticipated new vehicle for 2024. With good reason too. The latest Prado has seriously stepped up. The ‘250 Series’ Prado rides on a TNGA-F body-on-frame chassis, shared with the LandCruiser 300, Lexus GX and LX, and the Tacoma and Tundra utes. It's no great surprise, then, that its wheelbase is identical to that of the LandCruiser proper. Some markets see two separate aesthetic treatments but Toyota Australia has rejected the retro round headlamp front end for a more modern grille and rectangular lights. Under the bonnet expect to find a 48-volt mild-hybrid version of the current 2.8-litre four-cylinder diesel with an identical 150kW and 500Nm. It will be matched to a new eight-speed torque-converter automatic, full-time four-wheeldrive, and a starter motor-generator for better fuel economy, quieter startup and smooth initial take-off. Toyota claims a 50 per cent increase in frame rigidity and a 30 per cent increase in overall rigidity compared to the current Prado, which is based on a HiLux platform. The new Prado will naturally have a full-time all-wheel drive system with a low-range transfer case and a locking centre differential. We also expect the Prado to feature an Everest and MU-X-matching 3500-kilogram capacity – up 500kg over the Prado’s current 3000kg limit. Measuring 4925mm long, 1980mm wide and 1870mm tall, the new Prado is 100mm longer, 95mm wider and 20mm taller than before. The Prado’s characteristic rear ‘barn door’ makes way for an electric lift-up tailgate similar to the LandCruiser 300. Inside, it features wireless Apple CarPlay, over-the-air software updates and Connected Services. A 12.3-inch digital instrument cluster sits ahead of the driver, replacing analogue dials and there’s also a small 4.2-inch multi-information display. As before, there will be seating for five or seven passengers, with a familiar line-up expected where the entry-level GX should have five seats, and all other variants will score seven. Australian pricing for the new Prado has yet to be revealed, but it’s likely to cost a lot more than the outgoing car’s $62,830 starting price. We predict the entry version will arrive somewhere just north of $80K. @wheelsaustralia 55
DUE Q3 2024 MODELS LR Range Single Motor, LR Dual Motor PRICE From $81,500 TOP CARS OF 2024 / THE HOT 40 “WITH POLESTAR 4, we have taken a fundamental new approach to SUV coupé design,” said Polestar’s chief executive officer, Thomas Ingenlath. Okay, so the whole idea of an SUV-coupe would normally be enough to make most right-minded people sick in their mouths but, infuriatingly, Polestar might just have brought us the coolest shape of 2024. Polestar’s fastest ever production car, the Dual Motor Long Range Performance variant is not only capable of a 3.8-second 0-100km/h sprint courtesy of 400kW and 686Nm, but also has support for 200kW DC fast charging. Go for the Dual Motor Long Range and it’ll likely come with a targeted WLTP-rated 560-kilometre driving range. A Long Range Single Motor model is available, with a 600-kilometre driving range target. It is rear-drive only, with 200kW and 343Nm on tap. A 102kWh lithium-ion battery pack is standard for all long-range Polestar 4 variants. It is currently unclear if Polestar will offer a standard range variant with a smaller battery, similar to the Polestar 2 sedan. Measuring 4839mm long, 2139mm wide (including mirrors) and 1544mm tall, with a 2999mm wheelbase, the Polestar 4 is approximately 100mm shorter in length, width and wheelbase than a Tesla Model Y. Inside, the Chinese-built Polestar 4 features a 15-inch Android Automotive infotainment system powered by an automotive-focused Snapdragon system-on-a-chip as well as a 12-speaker, 1400-watt Harmon Kardon audio system. The 2024 Polestar 4 will commence production in China in November, with a “fullscale” global launch – including Asia Pacific – due early next year. two models have been announced, the Long Range Single Motor (from $81,500 ) and the Long Range Dual Motor (from $92,150). 56 whichcar.com.au/wheels
Electric sports sedan slayer the 2024 Lotus Emeya is due in the second half of 2024 and it has Porsche’s Taycan in the crosshairs. The Emeya is Lotus’s third EV, following the Eletre SUV and Evija hypercar, and only its second-ever sedan, the first being the twin-turbo V6 Vauxhall Lotus Carlton, from a time when world-beating four-doors were way cooler (1990-1992). The booted and batteried Lotus – codenamed Type 133 – will produce 675kW and 985Nm in ‘R’ form, which will top a three-tiered range starting from around $250K. The Emeya will sprint from rest to 100km/h in 2.78 seconds, says Lotus, and run to 256km/h, making it a shade less accelerative than Tesla’s Model S Plaid (and slower than a Lotus Carlton, which topped out at 285km/h) but that's hardly shabby. Built on Eletre-shared 800-volt architecture, expect Emeya to offer a range north of 550km from a 102kWh battery pack, with the capability to add 150km of range in five minutes plugged into a 350kW DC fast charger. Emeya’s leather, Alcantara and cool aluminium cabin will be headlined by a 55-inch AR HUD, 12.1in touchscreen infotainment and KEF premium audio. China’s BYD is set to expand its pod of EVs named after marine mammals with the forthcoming 2024 Seal U medium SUV. With a sillier name – but a less comical roofline – the 4775mm long, 1890mm wide Seal U is around the size of a Model Y, but with a 125mm shorter wheelbase, and has the Tesla firmly in the sights. With the Dolphin hatch and sporty Seal sedan imminent, the Seal U is set to take the local BYD line up to five by the end of 2024, and will play alongside Tesla’s bestseller as well as the Ford Mustang Mach-E, Hyundai Ioniq 5, Kia EV6 and Toyota BZ4X. The Seal U builds battery-powered dreams on the brand’s E-Platform 3.0, which its shares with the Seal sedan. Expect to see two single-motor variants – a 150kW, 310Nm Comfort with a 72kWh battery, and a 160kW, 330Nm Design with an 87kWh battery. European WLTP figures suggest ranges of 420km and 500km respectively from its lithium-ion phosphate batteries and 150kW charging capability is likely, for a zap from 30 to 80 percent in less than 30min. It’s not clear whether the Hybrid version spied testing in Australia will form part of the 2024 Seal U range for which launch timing is yet to be confirmed. @wheelsaustralia 57
TOP CARS OF 2024 / THE HOT 40 They’re having a baby! Lexus, that is. The brand’s smallest-ever offspring, the LBX SUV, is set to join the Australian line-up in the first half of the year. The Toyota Yaris Cross-based LBX, which is 305mm shorter than the UX, will be powered by a 1.5-litre threecylinder hybrid powertrain with a nickel-metal hydride battery and a choice of front- and all-wheel drive. A 9.8-inch touchscreen infotainment system, 12.3inch digital instrument cluster and ambient lighting are expected to headline inside, and heated and ventilated front seats, a heated steering wheel, semi-automatic Volvo’s EX30 electric small SUV slots into the range below the XC40 Recharge Pure Electric, priced from $59,990 plus on-roads, which puts it squarely in Tesla Model 3 territory. Three grades are offered, each with a 69kWh nickelmanganese-cobalt battery – there are two rear-wheeldrive versions and an all-wheel-drive performance variant. Rear-wheel-drives feature a 200kW, 343Nm motor and provide a Euro WLTP range of 480km. Dual-motor AWD versions deliver 315kW and 543Nm, sprint from 0-100km/h in a claimed 3.6sec, and provide a 460km WLTP range. DC charging at up to 153kW underpins the capability for a 10 to 80 per cent fast charge in 30 minutes. 58 whichcar.com.au/wheels parking assist and an array of advanced driver assistance tech should also be part of the deal. According to a Japanese publication, a Yaris GR-powered F Sport flagship could join 85kW mainstream variants, packing 200kW and 370Nm, an eight-speed torque converter automatic and all-wheel drive, to create a left-field highperformance player. We’ll see. The Lexus LBX – it stands for Lexus Breakthrough Crossover – is likely to be priced around $40K and will fill the small shoes of the brand’s CT series (which was axed in 2021). A minimalist interior theme is centred on a Teslastyle display presenting driving info such as speed and battery charge, in lieu of a conventional cluster. The range-opening Plus features LED headlights, a 12.3-inch touchscreen with wireless Apple CarPlay and an array of Google apps, wireless phone charging, a digital key, a powered tailgate, Harman Kardon audio, and an extensive suite of advanced safety. Up-spec Ultra adds a fixed panoramic glass roof, 360-degree camera, automatic parking, powered and heated front seats, and a heated steering wheel, with the Performance Ultra adding 20-inch alloys. Volvo EX30 supply is set to start flowing locally from early 2024.
DUE H2 2024 MODELS RWD, AWD PRICE from c.$95,000 WHEN THE CYBERSTER was first mooted, we all thought it might be a bit of a joke. Despite the badge on the bonnet, modern MG had no track record of performance cars. Or aspirational cars. Or a brand that could in any way support a car wearing a sixfigure price tag. Thing is, nobody’s laughing at it now. A lot has changed in the intervening 18 months. The MG 4 has established its bona fides as an entirely credible, well finished hatch and the dual-motor X-Power variant combines shocking pace with a modest price tag. The Cyberster, confirmed for the second half of the year, is MG’s first all-new sports car since the mid-engined MG F that ran from 1995 to 2002. Measuring 4535mm long, 1913mm wide and 1329mm tall, and riding on a 2690mm wheelbase, the Cyberster is comfortably larger than MGs of old – it’s also 20cm longer than a BMW Z4 and 15cm longer than a Porsche 718 Boxster. Despite increased dimensions, the Cyberster manages to evoke classic sports car proportions with its long, low bonnet and rearward driving position. Yet its details are decidedly futuristic with LED headlights, angular LED taillights and sharp body lines. Then there are the Cyberster’s unmissable scissor doors, which open up and out like a V12 Lamborghini – a rather ostentatious choice, but one sure to grab attention and buyer interest. The cabin features three digital screens: one for the digital driver’s display, another for the infotainment, and a third for the HVAC controls. Specifications from the Chinese government suggest the Cyberster will be offered in rear- or all-wheel drive configurations. The former is likely to output 231kW, and the latter 400kW. Kerb weights rated between 1850-1985kg are also expected, so 0-100km/h should be dispatched in less than four seconds. @wheelsaustralia 59
TOP CARS OF 2024 / THE HOT 40 DUE Q1 2024 MODEL 3 PRICE from $132,900 The 2024 Polestar 3 is the first SUV from the Volvo-derived EV brand, and it’s set to land locally in the first quarter to provide an intriguing alternative to the Audi E-Tron, BMW iX, Tesla Model X, and the Volvo EX90 on which it’s based. It'll be offered in a single, highly equipped launch grade, and can be optioned with a Performance Pack featuring retuned suspension and 22-inch forged alloys. The Performance Pack takes dual motor outputs from the standard 360kW and 840Nm to 380kW and 910Nm, trims the 107kWh nickelmanganese-cobalt battery’s 610km range by 50km, and shaves three Hyundai Ioniq 7 DUE Q4 2024 MODELS single / dual motor PRICE from c.$90,000 60 whichcar.com.au/wheels tenths from the 0-100km/h, which takes 4.7sec in ultimate form. The ability to cop 250kW of DC grunt sees Polestar 3 fast-charge from 10 to 80 percent in 30min. Highly-specced launch variants include a 14.5-inch touchscreen and 9.0-inch driver display, 21-inch wheels, adaptive air suspension, a glass roof, and a powered tailgate. Pilot and Plus option packages are also standard initially but will likely come at extra cost down the track, and Matrix LED headlights and Nappa leather upholstery are optional. Hyundai’s Ioniq 7 is coming in 2024 to give Australians a battery-powered, family-sized SUV while letting Hyundai Australia achieve its target of offering an electrified variant of each of its key SUVs by year’s end. The dedicated electric Ioniq 7 draws on the company’s Seven Concept, with a cabin featuring three seating rows, a flat floor, high roof and innovative packaging to provide a versatile ‘Living Space’, using a range of recycled and sustainable materials. Built on Hyundai’s E-GMP battery-electric architecture, Ioniq 7 is expected to offer single-motor RWD and potent dual-motor AWD variants, and will allow 800V ultra-fast charging of the battery – which should offer a maximum range of 500km or more – while underpinning Vehicle to Load capability. Dual large instrument and infotainment displays are expected to headline, along with a by- wire drive selector, digital side mirrors, and wireless vehicle software update capability. An extensive suite of active safety, driver assistance and convenience tech will be part of the deal, with niceties such as a large glass sunroof likely for the flagship.
The Mazda CX-80 will be the third of Hiroshima’s new pricey, premium SUVs to hit Australia when it slots in between CX-60 and CX-90 in the first quarter, as an appealing Kluger or Palisade alternative. The CX-80 will effectively replace the Mazda CX-9 – which has been dropped after 15 years on sale locally – and will sell alongside the CX-8. The seven-seat CX-80, like CX-8, is effectively a medium SUV elongated to accommodate a third row of seats; a slenderer CX-90 you could say. Expect a choice of 209kW/450Nm petrol and 187kW/500Nm diesel 3.3-litre turbo inline sixes, and a 241kW/500Nm 2.5-litre petrol/electric hybrid, paired with all-wheel drive, with prices opening in the low-to-mid 60s. Standard equipment will run to large infotainment and instrument displays, heated and ventilated Nappa leather seats, a heated steering wheel, a panoramic sunroof, adaptive LED headlights, Android Auto and Apple CarPlay, and a power tailgate. Autonomous emergency braking, adaptive cruise control, blind-spot monitoring and rear cross-traffic alert are expected to be standard and front cross-traffic alert, a surround-view camera, and Level 2 autonomous driving functionality are likely to be offered. Coming after the 2017 Wheels COTY-winning CX-9, it's fair to say that the CX-80 has a lot to live up to. The i30 N showed the world Hyundai could engineer a driver’s car. Now, the Ioniq 5 N is on a mission to prove EVs can be entertaining. Our Korean first drive of the plus-sized hi-po hatch suggests it’s up to the task, representing a new paradigm in electric driver’s cars by delivering performance and involvement similar to Porsche’s Taycan – which was benchmarked in the development – at one third the price. In case you’ve been napping, the Ioniq 5 N’s dual motor, all-wheel drive powertrain produces 448kW and 740Nm – or 478kW in a ‘boost’ mode – crushes the 0-100km/h in 3.4 seconds, and can travel 450km on a charge of the 84kWh battery. The five-door weighs 2200kg but doesn’t feel it, reckons our very own Jez Spinks, and embellishes its syrupy electric delivery with conventional cues – such as gear shift jolts and a choice of artificial engine sounds – and possesses a calibre of dynamic capability to make even the staunchest petrolhead smile. Could this be the car that finally dispatches the idea of the EV as a soulless white good? Here's hoping. @wheelsaustralia 61
TOP CARS OF 2024 / THE HOT 40 DUE Q1 2024 MODEL Quartermaster PRICE from $110,000 The Ineos Grenadier Quartermaster – the dual-cab ute variant of the Grenadier 4WD wagon – is set to arrive Down Under in the first half of 2024 to give frustrated Landcruiser 70 Series buyers and Defender 110 fans something to get excited about. Built by Ineos Automotive, which was born out of British billionaire Sir Jim Ratcliffe’s desire to build a replacement for the Land Rover Defender 110 – after Jaguar Land Rover rejected his proposal to buy the old tooling – the Grenadier wagon started arriving locally in 2023. With production of the trayback underway at a French factory that previously turned out Smart Cars, now the wait is almost over for customers who placed orders from mid-last-year for the $110,000 to $123,000 workhorse (excluding on-road costs). The Quartermaster offers the same choice of BMW-sourced 3.0-litre turbo inline six-cylinder petrol and diesel engines as the wagon, backed by a ZF eight-speed auto and permanent four-wheel drive. A substantial 545mm longer than its sibling, the Quartermaster’s ladder frame is topped by a Euro pallet-accommodating 1564mm (L) x 1619mm (W) tray, with payloads of up to 832kg (diesel) and 907kg (petrol), an 800mm wading depth, 264mm of ground clearance, and a robust 3500kg braked towing capacity. Jeep’s first EV in Australia, battery-powered baby the 2024 Avenger, is due in the second half of the year. The brand is calling for expressions of interest for the model, which is confirmed as an electric vehicle but likely won’t make it in ICE form, because the petrol versions offered in Europe are manual only. Jeep is yet to announce pricing or specifications for the Avenger which, as a product of the Stellantis Group, will be built on a Peugeot platform and call Alfa’s forthcoming small SUV and the Fiat 600 its brothers from other mothers. With a 115kW, 260Nm electric motor driving 62 whichcar.com.au/wheels the front wheels, a 54kWh battery pack providing a 400km range (WLTP), and the capability for fast charging from 20 to 80 per cent in 24 minutes on a 100kW charger, the 4080mm-long Avenger has the makings of a right-sized EV for city-based buyers. Avenger’s scaled-down butch, and a cabin headlined by large multimedia touchscreen and digital instrument displays, and featuring extensive active safety, could seal the deal. The company will certainly be hoping so, after a year in which the number of Aussies who bought a Jeep plunged to new lows.
DUE H2 2024 MODEL Forester PRICE From c.$42,000 WHEN IS A new car not a new car? While Subaru claims that its next-gen Forester, revealed at the LA Auto Show in November, is an “all-new fully redesigned vehicle”, dig a little deeper and it's apparent that it rides on much the same Global Platform underpinnings with the familiar 2.5-litre boxer engine up front. That said, neither of those two constituents were any great cause for complaint in the current car. What the Forester needed was a more stylish interior and exterior treatment and a hybrid powertrain that didn't feel like a token effort. On those counts, the new model looks to be off to a good start. The styling nicely fuses the latter-day SUV style of the Forester with the squared-off boxy arches of its wagon forebear. Inside, the Forester is aligned with the Outback, WRX and Crosstrek, featuring an available 11.6-inch portrait-oriented infotainment system, fewer physical controls, USB-C charge ports, a wireless phone charger, and ventilated front seats. However, unlike the Japanese-spec WRX and Outback, it does not feature a full-digital instrument cluster, with a small central driver information display flanked by analogue dials. Under the bonnet, the existing 2.5-litre petrol flat-four produces 134kW and 241Nm, down 2kW but up 2Nm. It remains paired with a “smoother and quieter” continuouslyvariable automatic transmission (CVT). Subaru has fitted a version of the WRX’s dual-pinion electronic steering rack, torsional rigidity is up 10 per cent. A hybrid Forester will debut for model year 2026. This will be followed by turbo-petrol Forester XT – expected to share the Outback’s 183kW/350Nm 2.4-litre turbo – and offroad-focused Forester Wilderness variants. The Subaru Forester is due in American showrooms between March and May 2024. Local details – including official timing, pricing and features – will be confirmed closer to its local launch, which is expected later in the year. @wheelsaustralia 63
DUE Q2 2024 MODEL 992.2 Carrera PRICE From c.$285,000 TOP CARS OF 2024 / THE HOT 40 We don't normally get too excited about mid-life facelifts, bit when the car in question is the Porsche 911, we're all over every sniff of news. Spy photographers have been snapping the update to the 992 generation of 911 for more than two years, but only very recently have undisguised versions been seen near a certain one-way derestricted toll road. It's no great secret that the 992 was designed from the outset to integrate a hybrid powertrain. The 992.2 Carrera looks set to include mild-hybrid electrification with the battery nestled between the boxer engine and the rear seats bulkhead and the motorgenerator between the engine and the eight-speed PDK transmission. The Taycan sedan provides the inspiration for a full cabin refresh, with the 911 set to follow the lead of the recently revised Cayenne in adopting a full glass cockpit, dashmounted gear selector and a redesigned centre console. The projected lifespan of the 992.2 is projected to run through to 2028 and will include a full performance hybrid version of the GT2 RS (due in 2026) that could see peak boosted power outputs in the region of 600kW. Porsche has also been seen testing the 992.2 version of the GT3, which is expected to feature a normally-aspirated 4.2-litre engine and will launch in 2025. In the meantime, Porsche's quandary is how to satisfy traditionalists while still getting past the watchful eye of Euro 7 emissions regulations. Nobody said it would be easy. 64 whichcar.com.au/wheels
With the Fiesta excised from Ford's line up Down Under, entry-level duties fall on the slimmish shoulders of the Puma light SUV, due for a facelift later in the year. We'll also see the long-awaited Puma EV, which will borrow the underpinnings and the majority of its running gear with the European market E-Transit Courier compact van. If that is indeed the case, expect a 54kWh battery pack that drives an electric motor on the front axle, and it will support 100kW DC charging. The Romanian-built EV is expected to adopt much the same blanked-off front end aesthetic as the Mustang Mach-E with a more recognisable carryover rear treatment. It pitches into a market heavy with rivals, with the Hyundai Kona Electric, BYD Atto 3 and MG ZS EV all sure to provide stern opposition. There's a lot of fluff talked about electric cars, most of it based around trying to convince you to pay a hefty premium. Skoda doesn't tend to talk fluff. The no-nonsense Australian range will feature both updated Enyaq body styles (wagon and coupe) with Skoda recently hinting that it would bring the then-unreleased Enyaq 85 as our base model, with new motors providing 210kW and 576km driving range (Coupe, WLTP). Headlining the Australian range will be the all-wheel drive RS model developing 250kW, an improvement of 30kW. It can sprint from rest to 100km/h in 5.5 seconds. Skoda has improved the charging speed on the Enyaq 85. It'll now accept DC electricity at 175kW for a 10-80 per cent top-up in 28 minutes. Pricing and final specifications are yet to be finalised beyond the two-variant launch line-up. Skoda Australia previously told Wheels to expect a circa$80K starting price, putting the Enyaq squarely in the sights of the big-selling Tesla Model Y. @wheelsaustralia 65
TOP CARS OF 2024 / THE HOT 40 DUE H2 2024 MODEL Kodiaq PRICE c.$60,000 The second-gen Kodiaq doesn't diverge too far from a winning formula. The sole version for Australia is powered by the VW Group's venerable EA888 150kW 2.0-litre turbo four mated to a seven-speed dual clutch sending drive to all four wheels. The seven-seat cabin gets a floating 13-inch infotainment screen, boot size jumps by 70 litres to a claimed 340L, while a columnmounted gear shifter frees up space. A new damping system (DCC) allows for individual tailoring of bump and rebound damping. DUE Q2 2024 MODELS Torres, Torres EVX PRICE from c.$37K SsangYong certainly can't be accused of rushing the Torres to the Australian market. Its compact SUV has been in production since June 2022, powered by a 125kW 1.5-litre turbo four, but while that model may well be the car Aussie buyers have been waiting for, later on they'll also be treated to the front-drive Torres EVX, a EV powered by a 73.4kWh LFP blade-type battery pack good for a range of 433km. At 4715mm long, it's much the same size as the Hyundai Kona, Nissan Qashqai and Honda ZR-V. Success or failure is clearly going to come down to pricing. DUE H2 2024 MODEL Revuelto PRICE $987,000 The Lamborghini Revuelto has some heavy lifting to do. With the successor to the Huracán likely not available before 2026, it'll be the sole super sports car on offer from Sant'Agata, which is why the order bank is already full three years in advance. The hybrid tech cuts emissions by 30 percent, allowing Lamborghini to persevere with its V12, here boosted to 746kW. While the Urus was always going to attract buyers new to the marque, and some 70 percent were, the order applications bank for the Revuelto comprises 60 percent who have never owned a Lamborghini before.
DUE Q2 2024 MODEL E Performance PHEV PRICE c.$210K Benz’s bruising high-performance GLC variant is due in Q2 and it’s binned the twin-turbo V8 for a plug-in hybrid powertrain packing 500kW and 1020Nm. A version of the A45 S hot hatch’s 2.0-litre featuring an electrically assisted turbo contributes 350kW and 545Nm – via a nine-speed multi-clutch automatic – with a further 150kW from an electric motor on the rear axle, to propel the 2310kg wagon to a claimed 3.5sec 0-100km/h. Chassis hardware is in the same league and includes adaptive suspension, an active anti-roll control system, rear wheel steer, and six-pot front calipers with 390mm composite discs. Inside, AMP Performance seats and a sculpted, retro-styled steering wheel are highs, along with an AMG Track Pace lap timing and ‘Supersport’ instruments. A total of eight driving modes should cover it. A high density, 6.1kWh battery pack featuring individually cooled cells, like the motorspooled turbo, draws on Formula 1 tech and lets the GLC 63 S E Performance drive 12km as an EV. So, now you can fly under the radar, which is one of the few things the bent eight couldn’t do. DUE Q2 2024 MODEL E300 PRICE from c.$145K Mercedes’ next-gen E-Class sedan will eschew EV and V8 extremes for a series of mild-hybrid and plug-in hybrid powertrains, to take on the soon-to-be-updated BMW 5 Series while leaving the EQE to battle the all-electric i5. Benz is calling the new W214 ‘a bridge between tradition and digitalisation’ so while it’s a slightly bigger and roomier three-box sedan (with a slick 0.23 Cd), sporting turbo petrol and diesel engines, occupants are treated to a sumptuous digital immersion. Try third-gen MBUX Superscreens spanning the dashboard, featuring support for the TikTok, Angry Birds, Webex and Zoom apps, an inbuilt dashtop selfie and video camera, and AI functionality. Then there’s a ‘Just Talk’ function for the Hey, Mercedes voice assistant and digital key support for iPhone and Apple Watch, optional 21-speaker Burmester 4D surround-sound audio, and four-zone climate control, and near S-Class elbow room, says Mercedes. Whereas the old E Class featured a myriad of specification and engine choices, the new version takes its lead from the GLC with just a petrol E300 version confirmed for Australia. Hard luck if you were counting on a wagon; it's just the fourdoor sedan, initially at least. And remember, Merc has merged both C and E Class Coupe and Cabriolets into a sole CLE model, also due in '24. @wheelsaustralia 67
TOP CARS OF 2024 / THE HOT 40 DUE Q4 2024 MODEL Grande PRICE from c.$145K Toyota Australia isn't taking any chances with the 'official' right-hand re-engineering of the Tundra monster ute. It has too much riding on it. That's why a fleet of 300 cars are on trial with customers and Toyota staff right now in Australia. The quality of the right-hand drive conversion, performed in partnership with Walkinshaw, must be at least as good as OE and engineers from both the Tundra's home plant in Texas and the Japanese mothership are closely monitoring progress. When Toyota's 'premium towing machine' does go on sale, expect a hybridised 3.4-litre V6 petrol powerplant good for 326kW and 790Nm and the ability to tow horse floats, big boats, race cars, construction equipment and farming gear. Alongside maximum towing capacity the Tundra also needed to offer space, comfort and a long driving range. The focus was firmly on-road driving. That's why the Tundra sports a five-link coil-sprung rear end rather than the heavy duty leafs as seen on most other dual cabs. Yes, you lose a little in the weight it can carry in the bed, but Toyota claims the gains in comfort and control more than offset this. It can operate in EV mode to 30km/h and features a 288-volt Ni-Mh battery under the rear seats while the motor-generator sits in the bell housing of the 10-speed auto. A tow/ haul mode changes gearbox shift points, electric power steering feel, throttle mapping, alters the drop-down front spoiler, detects a trailer and optimises safety systems like blind spot monitoring. Thousands of kilometres of back-to-back testing at AARC in Victoria and on-road between Altona and Darwin while towing a heavyweight trailer have convinced Toyota that it's onto a good thing with the Tundra. It may well be right. Look for the road test right here in Wheels next month. 68 whichcar.com.au/wheels
We’re expecting Volkswagen’s coupe-styled, dedicated electric ID.5 around July, along with its ID.4 SUV sibling (featured below) with the pair bringing some worthwhile USPs. Whereas most of the small electric SUV class – such as the Hyundai Ioniq 5, Kia EV6, Tesla Model Y, MercedesBenz EQA and Polestar 2 – put the focus on aggressive styling and punchy performance, the ID.5 is softer in both image and attitude, so presents less of a leap from the familiar ICE experience, at least based on our overseas first drive. The range is likely to include a 210kW rear-drive powertrain and a 250kW dual motor allwheel drive GTX flagship, each with standard equipment and technology in line with prices starting around $70K. The single-motor versions have a range of 562km from a 77kWh battery while the dual- motor can travel 505km (WLTP figures). However, with alternatives offering up to 350kW of fast-charging capability the ID.5’s 135kW maximum is a bit off the pace. The ID.5 has been sold in Europe for more than two years and will land with the benefit of a series of running changes, with the aim of being right first time in Australia. Volkswagen’s first locally bound electric car the ID.4 medium SUV, which has been on sale in Europe since 2021, will arrive in July in freshly updated form. Running changes aimed at addressing overseas criticisms should give Aussies a well-sorted package from the outset and target improved performance, range, comfort, cabins and tech. Pricing for Wolfsburg’s Tesla Model Y, Hyundai Ioniq 5 and KIA EV6 rival has not been announced but expect the range to open around $60K plus on-roads. The line-up is likely to include a 210kW single-motor rear-wheel-drive variant and a 250kW dual-motor all-wheel-drive GTX performance variant that does 0-100km/h in a claimed 5.4sec. Euro WLTP range from the 77kWh battery is 550km and 175kW DC charging can add 178km of range in 10 minutes for all-wheel drive versions (RWD versions’ max charge is 135kW). Inside, there’s 12.9-inch touchscreen infotainment with illuminated touch-sensitive sliders below for audio and AC, along with steering wheel touch controls, which have drawn criticism on other models. @wheelsaustralia 69
Auto, a 7.0in instrument display, six-speaker audio, and dual-zone climate as standard. Up spec, there’s even more fruit including leather and suede, bi-LED headlights, 19in alloys, powered and heated seats, 12.3in digital instruments, and nine-speaker JBL audio. There’s also AEB, traffic sign recognition, lane-keep assist, lane-trace assist, adaptive cruise and a 360-degree camera across the range. Front-drive GXL and Koba run a 72kW, 142Nm 1.8litre four-cylinder with 70kW, 185Nm electric motor assistance, to deliver a combined 103kW, and the allpaw GR Sport packs 112kW/190Nm 2.0-litre four with 83kW front/30kW rear for a combined 145kW. TOP CARS OF 2024 / THE HOT 40 Toyota’s next-gen 2024 C-HR will open at $42,990 plus on roads – up from $31,715 for today’s base model – when it lands in Q1. $43K for a baby SUV?! That’s partly explained by the fact each of the continuing three grades – GXL, Koba and GR Sport – will come with a hybrid powertrain. Also contributing to the rises – which range from $11,275 for the GXL to $16,525 for the GR Sport AWD flagship – is a multitude of equipment. Lash out on the now-$54,990 (plus on-roads) GR Sport with pano roof ($1150) and two-tone premium plus paint ($1550) and … sheesh! The outlandish second-gen C-HR brings 12.3in infotainment with Apple CarPlay and Android DUE December 2024 MODEL Ioniq 6 N PRICE $115,000 We've raved over the Hyundai Ioniq 5 N but how about that drivetrain and tech in a lower, lighter, sleeker package? That's exactly what's set to be delivered with the 6 N and, frankly, we can't wait to try it. We've seen a sniff of what it'll be like in the shape of the RN22e concept, the first of Hyundai's 'rolling concepts' that aimed to inject involvement and 70 whichcar.com.au/wheels emotion into the experience of driving a performance EV. Hyundai has dropped hints that the 6 N's performance could well eclipse that of the 478kW/770Nm Ioniq 5 N, and it could just squeak in for a late 2024 reveal. Could Hyundai deliver a more convincing electric performance car than Porsche? Get the popcorn out...
The ideal platform for electrification? Probably the luxury limo. Second best? That surely has to be the cheeky urban scoot, which is why we're so excited for the fourth-gen Mini Cooper. Incidentally, Cooper is now the name for what were the Mini three and five-door Hatches and the Convertible. Go figure. Parent company BMW is, on the quiet, developing some seriously impressive EV chops and the slickly restyled Mini hatch, due to launch in '24 is an integral part of sending Mini all-electric by 2025. The Chinese- built hatch gets a 30mm stretch to the wheelbase, and the E gets a 40.7kWh battery packs 135kW and 290Nm, which is enough for 7.3 second sprint to 100km/h. Meanwhile the SE's 54.2kWh battery is good for 160kW/330Nm, enough to scuttle it to 100km/h in 6.7secs. The SE features a respectable 402km of range, and 95kW rather than the E's 75kW charging rate. This or the rather more spacious electric Countryman? Decisions, decisions... DUE December 2024 MODEL ID.Buzz PRICE $100,000 The coolest car of 2024 could be a van. Well, an electric people mover at any rate. Expressions of interest have opened for the 150kW/310Nm ID.Buzz and Volkswagen is optimistic about it making some fairly significant numbers in Australia. For those that want to relive the spirit of the Kombi, the ID.Buzz is available in five or seven seat configurations and, as is usual with Australian market cars, are likely to be offered with a high level of standard equipment. The ID.Buzz range is underpinned by Volkswagen’s dedicated MEB electric platform, hosting a 77kWh battery pack with driving ranges of 423 kilometres (WLTP). Fast-charging is capped at 170kW (DC) for a 5-80 per cent rejuice time of around 30 minutes. AC home-charging, meanwhile, maxes out at 11kW. @wheelsaustralia 71
TOP CARS OF 2024 / THE HOT 40 DUE Q1 2024 MODELS AWD, AWD Touring PRICE from $85,000 drive-away Subaru's first electric vehicle sold in Australia will be offered in two model grades and will start at $85K when it goes on sale near the start of the year. The twin to Toyota's BZ4x, the Solterra, both versiuons are dualmotor platforms with a WLTP-verified range of 414km. That compares with 533km for the Tesla Model Y Long Range, priced at a sniff under $80K. How does Subaru aim to tempt people away from Elon's chariot? For a start, it doesn't look like a misshapen computer mouse, which will appeal to some. Then there's the fact that both Apple CarPlay and Android Auto are both fully compatible, playing through the landscape-oriented 12.3-inch infotainment system. Its 2850mm wheelbase is shorter than the axle spans of most rivals – as much as three metres in the case of the Ioniq 5 – yet six-footers can be accommodated without issue in all four main seat positions. The rear seat doesn’t feel as airy as the Ioniq 5’s and unlike its key rivals, the Subaru forgoes a frunk up front. The $90K drive-away Touring adds 20-inch alloys, a panoramic glass roof, synthetic leather trim, a wireless charging pad, a 10-speaker Harman Kardon stereo system, a heated steering wheel, memory function for the driver's seat and mirrors, hands free park assist and the option of a $1200 two-tone roof. Blink and you might miss this one. It's fair to say that Porsche's design department didn't blow the overtime budget reimagining the new Panamera's exterior lines. The news for 2024? The sleek Sport Turismo has been ditched, the cabin adopts many of the design tropes of the Taycan and the range has been given a fairly severe haircut. Priced from $227,000, the base 2.9-litre car packs 260kW/500Nm, good for 5.1s to 100km/h. It features panoramic roof, 14-way 'Comfort' seats, soft-close doors, a cooled 72 whichcar.com.au/wheels smartphone compartment with inductive charging function, and what Porsche claims is an “improved fine dust filter with GPS-supported, automatic airrecirculation function”. Step up to the $402,300 Turbo E-Hybrid and you get a 4.0 V8 and 500kW/930Nm, rear-wheel steering, Porsche Torque Vectoring Plus, ioniser including carbon fine-dust sensor, and electric roll-up sunblinds for the rear side windows. Sink the pedal in this one and 100km/h vanishes in 3.2 seconds. Not quite Taycan quick, but not far off. There's life in the Panamera yet.
DUE H2 2024 MODELS Macan, Macan S, Macan Turbo PRICE from $180,000 Quick. Name another car manufacturer that's switching its most popular product line to electric power and doing it right now. Give up? That might give you some idea as to the massive punt Porsche is taking on the electric Macan and why this car – more than any other that'll be launched next year – has the entire industry seeing how it'll do. First impressions look promising. We've had our man Georg Kacher in the car and he reckons it's everything we'd hope for from a next-gen Macan, but the proof of the pudding comes when it finally arrives in Australia and see how real-world customers react to it. With an augmented-reality head-up display that “correspond to the size of an 87-inch display”, three digital displays across the dash and a 56-LED communication light strip, the Macan's not going to want for showroom wow factor. The driving position will feel even more Porsche too, with the front seats positioned 24mm lower than the current Macan and the option of a race bucket. Naturally, rapid 270kW charging is a given and the Macan also gets rear-wheel steering, a circa 100kWh lithium-ion battery pack with the entry-level single-motor model packing 280kW and the air-sprung Turbo expected to develop over 450kW and 1000Nm, with a range of 500km+. While this is the future for Porsche, the company hasn't pushed every last one of its chips in quite yet. The existing ICE Macan will be sold alongside it, for a while at least. @wheelsaustralia 73
TOP CARS OF 2024 / THE HOT 40 The Subaru Outback Wilderness – a more off-road focused variant of a model that was born as, erm … an off-road focused variant of the Subaru Liberty wagon – is coming to Australia. Formerly a product of Subaru North America – the Outback Wilderness edition has been available in the US for two years, along with Wilderness versions of the Forester and Crosstrek – now Japanese production will see Wilderness models offered in other markets, including Australia. The 2024 Subaru Outback Wilderness features raised suspension that brings 28mm of extra ground clearance, an improved 20-degree approach angle Toyota’s first foray into dedicated EVs, the bZ4X medium SUV, will have to play catch up with the Hyundai Ioniq 5, Kia EV6 and Tesla Model Y when it finally arrives early in the year. But having been slow to embrace electric vehicles Toyota is now thinking big, with a line-up of 30 EVs globally targeted by 2030. The bZ4X – ‘bz’ stands for ‘beyond zero’ – shares its e-TNGA platform with co-developed twin the Subaru Solterra and is roughly the size of a RAV4. Local line-up specifics have not been announced, however the bZ4X is likely to offer a choice of 150kW, 266Nm single-motor front-wheel drive and 160kW, and 241mm ground clearance, lightweight 17-inch matte black alloy wheels wearing 65-profile Yokohama Geolandar all-terrain tyres, additional matte black body cladding, and underbody protection. The 2.4-litre turbo petrol flat-four will feature, driving all four wheels through a CVT automatic and a lower 4.44:1 final drive. As well as the off-roading features, the Wilderness will feature the full catalogue of standard equipment, and will sit atop the Outback line-up. It’s expected a Wilderness version of the forthcoming sixth-generation Forester will also make its way to Oz. 337Nm (combined) dual-motor all-wheel drive powertrain. Both will draw from a 71.4kWh lithium-ion battery pack for a range of 516km for the FWD and 470km for the AWD (based on WLTP figures). Standouts in the quirky cabin include a fabricupholstered dash, a high-mounted cluster display, and Toyota’s latest-generation 12.3-inch touchscreen infotainment, which features wireless Apple CarPlay and Android Auto, and Hey Toyota voice control. Expect pricing to be a significant whack more than an equivalent grade RAV4 Hybrid – perhaps by as much as 25 percent.
DUE Q1 2024 MODEL Dark Horse PRICE from $99,102 The evolutionary seventh-gen Ford Mustang will continue to bring EcoBoost four and V8 GT coupes and convertibles from early 2024, but the one we’re jonesing for is the Dark Horse. Wheels' Jez Spinks came from the Stateside international launch at Charlotte Motor Speedway raving about this mysterious hi-po Pony, which blends blacked-out menace with hard-hitting powertrain and chassis upgrades and a dose of exclusivity. The spiritual successor to the previous ‘Stang’s Mach 1 – and historic special the Bullitt – the Dark Horse is a limited production variant that’s tipped for collectability. Leaving aside its significance as a model, it’s a ripper drive, says Jez, with depth of appeal beyond its 349kW naturally aspirated V8 and Tremec six-speed manual (a 10-speed auto is also available). Engine mods run to GT500 conrods and a dual throttle body, and there’s a lighter radiator, an engine oil cooler, MagneRide® 2 adaptive suspension, underbody brake ducts, six-piston Brembo front calipers and four-piston rear calipers, and differential cooler. Serious stuff. You’ll need to part with six figures to park one in your garage. DUE Q1 2024 MODELS Air, Earth, GT-Line PRICE from $97,000 The seven-seat, upper-large EV9 electric SUV will become Kia’s most-expensive vehicle in Australia, priced between $97,000 and $121,000 before on-road costs – surpassing the $99,590 EV6 GT. Three trim levels will be available in Australia: Air RWD, Earth AWD and GT-Line AWD. The base rear-drive Air will feature a 76.1kWh standard-range battery, while the Earth and GT-Line are fitted with the flagship 99.8kWh long-range battery. The Air RWD has a 443-kilometre driving range, a 512km range for the Earth, and a 505km range for the GT-Line. The rear-drive 76.1kWh Air model features a single 160kW/350Nm electric motor, with an 8.2-second claimed 0-100km/h time. In dual-motor form, the EV9 has total combined outputs of 283kW and 700Nm and a 5.3-second 0-100km/h time for the GT-Line. Kia Connect will be standard-fit, with a new online store to debut in Australia for the EV9. A local ride and handling tune was also completed for the EV9. Led by suspension guru Graeme Gambold, the program tweaked spring and damper settings to suit local conditions and preferences, as with the smaller EV6 and other internal-combustion Kia vehicles. @wheelsaustralia 75
TOP CARS OF 2024 / THE HOT 40 76 whichcar.com.au/wheels BYD’s as-yet-unnamed ute is expected early in the year in plug-in hybrid form, which will later be joined by an electric variant. Depending on when the latter lands, it could be the first EV ute with a consumer – as opposed to fleet – focus, beating more established brands to the punch. Spy photos reveal a masculine dual-cab around the size of a Ford Ranger, featuring broad flared arches, an F-150-style grille treatment, and touches of Land Rover Discovery around the turret, penned under chief designer Wolfgang Egger, formerly of Audi. BYD importer EV Direct says engineers have taken extensive input on the unique demands and tastes of the Australian market and will subject the ute to a local evaluation program. A line-up of well-sorted plug-in hybrid and all-electric utes, featuring large digital cluster and infotainment displays, and wearing an enticing price tag? That could be worth getting excited about. The business certainly thinks so: “The successful launches we've had so far with products that people didn't anticipate would go very well suggests we might shock a few people with the ute,” EV Direct CEO Luke Todd said. The Lyric large electric EV will spearhead US luxury brand Cadillac’s return to Australia when it lands in late 2024, with ambitions to take on BMW, Mercedes-Benz and Tesla. The arrival will make Cadillac the first standalone GM brand in Australia since Holden was axed and comes 15 years after the Global Financial Crisis put the handbrake on the brand’s last crack at heading to Oz. The almost five-metre-long Lyric rolls on a 3.1m wheelbase which, with a flat floor, lets the five-seater comfortably accommodate three adults in the back, with legroom to spare. Up front, a 33-inch digital display headlines a treatment that’s restrained for a Cadillac but not Tesla-minimalist. The 2024 Cadillac Lyric produces 255kW and 440Nm in single-motor, rear-wheel drive form and 373kW and 610Nm as a dual-motor all-wheel drive. Range is officially 505km for the RWD and 494km for the AWD. With the Optiq and Escalade IQ nameplates also trademarked in Australia, this big, battery-powered wagon looks to be the start of even bigger things for the brand.
DUE Q1 2024 MODEL Z06 PRICE $336,000 Decision time. Would you rather pay $336K for a new 475kW Corvette Z06 or $419K for 375kW worth of Porsche 911 GT3? Both feature charismatic naturally aspirated engines behind the driver that send grunt to the rear treads, both are race track optimised and both will catapult you to 100km/h in around three seconds. Only one has a flat-plane 5.5-litre V8 though and it isn't the Porker. In the past we've occasionally been a bit sniffy about hot Corvettes, but the Z06 is the real deal. In Car and Driver's Lightning Lap at Virginia International Raceway, it recorded a time of 2:38.6, two seconds a lap quicker than the current GT3 and the second fastest car in the 16 years the event has been run, just behind the monstrous 911 GT2 RS. Availability is limited and it'll come to Australia in 3LZ coupe guise only with the option of a Z07 Performance Pack. Please form an orderly queue. @wheelsaustralia 77
2024 New Car Diary TOP CARS OF 2024 / THE DIARY THERE'S AN AVALANCHE OF MOUTHWATERING NEW METAL COMING TO AUSTRALIA FOR 2024. HERE'S A PROVISIONAL CALENDAR OF WHAT WE EXPECT AND WHEN JANUARY Volvo EX30 Hyundai Ioniq 5 N Kia EV9 Kia Sportage hybrid Range Rover Evoque MY24 Land Rover Discovery Sport Mitsubishi Triton FEBRUARY Polestar 3 Corvette Z06 Ineos Grenadier Quartermaster Toyota BZ4x Ford Mustang Dark Horse Audi SQ8 e-tron Volkswagen Touareg R Peugeot e-208 Hyundai i30 Sedan N facelift MARCH Toyota C-HR Subaru Solterra 78 whichcar.com.au/wheels
Mazda MX-5 update JUNE OCTOBER Renault Megane e-Tech Toyota Prado Lotus Emeya Suzuki Fronx Porsche Panamera Jeep Avenger Abarth 500e BYD Ute Skoda Kodiaq Audi SQ8 e-tron Audi Q4 e-tron Lamborghini Revuelto Lexus GX Mercedes-AMG GT Mini Cooper Mini Countryman McLaren GTS JULY APRIL Skoda Enyaq Tesla Model Y update Lexus LBX Volkswagen ID.4 NOVEMBER Porsche 992.2 Volkswagen ID.5 MG Cyberster SsangYong Torres AUGUST Subaru Forester Polestar 4 Ford Puma EV Skoda Kamiq facelift Subaru Outback Wilderness Cadillac Lyriq Mercedes-Benz EQA/EQB facelift Ford F-150 facelift Mazda CX-90 PHEV Isuzu D-MAX MY24 Mazda CX-70 Cupra Formentor facelift MAY SEPTEMBER DECEMBER Mercedes-Benz CLE BYD Seal U Mercedes-AMG GLC 63 S E Performance Mercedes-Benz E-Class Suzuki Swift Mazda CX-80 Hyundai Ioniq 7 Volvo EX90 Toyota Tundra Porsche Macan E Hyundai Ioniq 6 N Volkswagen T-Cross facelift Volkswagen ID.Buzz @wheelsaustralia 79
80 whichcar.com.au/wheels COMPARISION / SPORTS CARS
THE NEW OLD SCHOOL IN AN ERA OF 'ZERO-EMISSIONS MOBILITY SOLUTIONS' THERE'S STILL A PLACE FOR GREAT ENGINES AND REAR-WHEEL DRIVE GOODNESS. BUT WHICH OF THIS GANG OF FOUR IS THE GO? W O R D S J O H N L AW PHOTOS TED AIRE Y @wheelsaustralia 81
COMPARISION / SPORTS CARS Only one of these two has a Toyota engine. And it's not the Toyota 82 whichcar.com.au/wheels
I F YOU WALK into a Porsche dealership today holding a duffle bag full of notes that add up to $220,000, there’s a very slim chance you’ll be heading home in a brand-new 718 Cayman GTS. The Stuttgart sports car specialist is all sold out for the next 18 months and salespeople aren’t taking orders (because there’s a new electrified version on the way in 2025). So what’s a sports car fan to do, if not wait patiently for a Porsche? As we’re entering the last hurrahs of combustion-engined sports cars, that might not be so wise. Enter four left-offield options: Lotus’s Emira – the Evora replacement – with its bonded aluminium chassis and mid-mounted 3.5-litre supercharged V6 for $199,990, the brash mid-ship C8 Corvette 3LT (from $205,000), BMW’s new M2 manual ($136,200 as you see it here), and the cheapest of the lot, the Toyota GR Supra GTS manual ($99,880 with Matte White paint). Where a Cayman is 18 months or never, these three are, by comparison, freely available. The Corvette is available to order at GMSV dealers in whatever flavour you like, and this year the brand will launch a hardcore Z06 with more grunt and sharper chassis; an electric E-Ray version is coming, too. For the M2, it’s around a six-month wait for a new order with some dealer stock around, and a similar story for the Supra. was hung a little wrong, and the unopenable front bonnet was wonky but compared to what’s come before, the Emira’s good. Any worries that Geely has sanitised Lotus fall away pretty fast – the Emira is no limousine. The KEF sound system with 10 speakers and a subwoofer is good up to about 80km/h, but at higher speeds it can’t overcome the tyre roar. There’s a distinct feeling that the Emira needs warming up, too, unlike so many modern sports cars that are ready and raring to go from the minute you thumb the start button. The sexy exposed gear linkage frees up as the fluids get warm, though at low speeds it’s still clumsy and knuckly and that Toyota-sourced 2GR-FE V6 mounted behind your head isn’t particularly inspiring below 4000rpm. Once hot, you won’t want to put eggs or milk in the rear storage compartment because, although it’s pretty spacious, your cargo will get heat-soaked. Fast. Then there’s that silly horizontal fuel filler that lets between 50-200ml of 98RON unleaded dribble down a channel onto the floor. The legacy of Lotus remains well and truly intact, then. Luckily, it applies to the hydraulically-assisted steering which remains in constant dialogue, nibbling and chatting away on the motorway out to meet the rest of the team. Day one lends time for a brief sample of each car’s Any worries that Geely has sanitised the Lotus fall away pretty quickly – the Emira is no limousine In the Emira’s case, cancelled First Edition orders mean a few of the year’s 200-strong supply are available in dealers. Orders for V6 and four-pot versions will be met with glee (and roughly a six-month wait time) by one of Australia’s five Lotus dealers. Speaking of dealers, that’s where this story begins following a 6:00 am flight to Melbourne. The compact Simply Sports Cars location in South Melbourne is currently packed with new Emira First Editions in every hue imaginable, from ‘our’ Seneca Blue example to understated but gorgeous Nimbus Grey. After a quick nose around, it’s time to enter the Emira, a task much easier than getting into an Elise or Evora thanks to unobtrusive door sills. Once inside, the seats feel a little peculiar. They nip in around the thighs and aren’t set as low as expected, likely amplified by the extremely low scuttle that gives excellent forward visibility. The new infotainment system is slick, with enough personality in the fonts and graphics to be Lotus, rather than unbranded weirdness. Wireless Apple CarPlay and Android Auto are standard as are a wireless charging pad, USB-A and USB-C plugs. A slice of familiarity can be found in the Volvo indicator stalks (thanks Geely) but parts-bin bits are nothing new to Lotus owners, and my-oh-my is this better put together than an Evora. There are no rattles! There are, however, tells that the Emira was handmade in Hethel; our car’s passenger door attributes which proves a good test for user-friendliness and ease of familiarisation. The M2’s optional buckets are delightfully snug to sit in (yet if you’re over 75kg, a pain to clamber into) and form part of a $14,500 pack that includes ‘Merino’ leather upholstery, increased top speed (280km/h), and M advanced driver training courses. The M2 is my steed for the run home in the dark, its clever adaptive high beams illuminating the twists of a post-sunset Lake Mountain road. Andy’s behind me in the Corvette and I’m hurriedly trying to find my ultimate settings combination from 10 parameters each with between two and 10 discrete settings, all while tackling an unfamiliar road. Not ideal, though I settled on Sport brake, Sport suspension (Sport Plus is too firm), Sport Plus engine response and M Dynamic mode for the ESC. It’s a hooligan, this little coupe, obliging mini oversteer moments on the cool evening tarmac. As the speed drops, the conventional – by these four’s standards – cabin feels indulgent. The 14.9-inch curved touchscreen, wireless phone mirroring, powerful 16-speaker Harman Kardon sound system, three-stage seat heating, ample door pockets and centre bin storage are just like a regular 2 Series. Of all the vehicles here, this is the only one with two jump seats in the back as well. Best used for dogs or luggage, you can squeeze full-sized humans back there if needed. The M2 was my last experience on day one and the first cab @wheelsaustralia 83
IN FOCUS Overmoded THE TYRANNY OF CHOICE? COMPARISION / SPORTS CARS CUSTOMISATION is king, or is it? The M2 has 10 adjustable parameters with between two and 10 different settings for everything including brake feel. The brake-by-wire Corvette comes close with four set modes adjusting sound to Suspension from Tour to Track with two fully customisable configurations: My and Z modes. Comparatively, the Supra is simple with Normal and customisable Sport button that adjusts throttle, damper, steering, and aural behaviour. The Emira is less complex again, only adjusting the tri-modal exhaust, stability control and throttle response over its three programs. In a world where you can adjust almost every parameter, the Emira’s simplicity is refreshing. Moving to more open roads is a good call in the Corvette, as it allows you to extend the gem that is the 2LT V8 84 whichcar.com.au/wheels
on the second, and the chat over coffee immediately turned to its looks. As someone who’s spent plenty of time around the muscular original M2, I’m not a fan; it looks like a model from Grand Theft Auto that’s pretending to be an M car. Andy claims he’s trying to like the M2 in the flesh, but its Zandvoort Blue paintwork isn’t helping. Maybe a darker colour would help mask its odd apertures. Dylan, on the other hand, really likes the new G87 M2 so your mileage may vary. BMW may have made a polarising-looking coupe but we’re all on the same page with the drive – especially of the sixspeed manual. The self-shifter accounts for a quarter of sales and slows the 0-100km/h sprint by two-tenths. It may not have the slick, short throw of the best manuals (like the Civic Type R’s) but it still adds involvement, matching the 3.0-litre S58’s 338kW/550Nm outputs perfectly. There’s torque everywhere above 2500rpm, yet thanks to that second turbo it’s still worth chasing the 7200rpm redline. The sound is great, too, partially synthesised but with an honest metallic shriek above 5000rpm reminiscent of the E46 M3’s ‘S54’ six-pot. Brake-by-wire is a technology that will take off, but after the Evora’s firm confident hydraulic feel, the M2’s middle pedal is limp. Bite and stopping power is no problem, but modulation is less satisfying. There’s not much clarity in the front end either and the thick steering wheel gives the impression of filtering granularity even though the rack is wonderfully accurate and well-weighted. The lack of front-end feel is hard to criticise, though, because the M2’s turn-in grip is mega. With the least pronounced stagger here – just 10mm difference between its front and rear Michelins' widths – the high-set two-door attacks apices ferociously. It’s a total hooligan, egging you into the throttle ever earlier to play with its gorgeous balance and the perfect amount of safety net in M Dynamic mode. That it weighs nearly 1.8 tonnes with driver seems entirely implausible given how capable, malleable and enjoyable the M2 manual is. That's only emphasised after sampling it back-to-back with the Supra. Both cars use BMW parts, boast 50:50 weight distribution, and have two doors but that’s where similarities end. Where you sit in the Supra is everything. That long bonnet juts way into each bend, so much so that you need to recalibrate your turn-in point (a mental exertion not aided by rubbery steering). Being right over a rear axle that could use some more rebound control – even in Sport mode – is offputting initially, too. The Supra demands concentration and a unique approach. Its manual shift is tighter than the M2’s and smoother than the Evora’s making it the best here and, once you tune into the rear axle’s information overload and get a bit more aggressive on turn-in and braking, the Supra GTS comes alive. This old-school sports car doesn’t compromise for the driver, you compromise for it. “What did the criteria for success look like for Supra?” Andy remarked as he emerged from the coupe, “Were they just driving around a race track at 10/10ths?” Andy’s right, the Supra comes alive at the limit, which is where the problem lies. The chassis is fighter-jet responsive but thanks to the soft bushes and rear suspension, it can be hard to trust on the road. This becomes especially pronounced in the wet. In Matte White ($1800), the Supra is also right up there with the Corvette for visual drama. Kids, teens and young adults obsessed with car culture know exactly what this car is and love to see it on the road. For those less aware of the Supra nameplate’s underground fame, the cab-rear proportions akin to a 70s sneaker are also a draw. It’s a far more exotic looker than the BMW. That does impact its utility to a certain extent. The cupholders, for example, are in a daft spot in automatic Supras and even worse place in the manual, rendering them entirely useless for anything but keys or a wallet. The door @wheelsaustralia 85
86 whichcar.com.au/wheels COMPARISION / SPORTS CARS
@wheelsaustralia 87
CABIN FEVER BMW M2 The most conventional here. A nicely laid-out dash with some sporty carbon fibre. Lots of tech in the centre screen that works brilliantly, but the driver’s display is over-designed – there are too many choices! Thankfully, the M1 and M2 buttons on the steering wheel can be programmed to shortcut you straight to preferrred drive modes. Choice extends to the optional buckets that are great with the auto but the ‘nutcracker’ between the knees doesn’t work with the M2’s offset pedals. COMPARISION / SPORTS CARS Corvette Stingray Designed by an aircraft-obsessed teenager after one too many Mountain Dews? Maybe, whatever the cause the C8’s cabin is decidedly different. Usability is okay, although the touchscreen is dimwitted and storage is limited given the ’Vette’s size. The Quartic-style steering wheel feels better in the hands than yopu'd imagine, but what's wrong with round? Sheer wow factor and customisability is the Chevy’s strength, and the seats are pretty comfy, too. Lotus Emira Perfect expressions of Lotus DNA for the future. The designers have fought to keep gem-like features such as the gorgeous exposed shifter, though it’s melded with an up-todate responsive touchscreen from the Geely arsenal. Volvo indicators would be a negative but they’re a lot nicer than the original Elise’s Vauxhall-sourced items. The overall execution is near perfect insofar as the Emira retains a certain Lotus minimalist aesthetic paired with just the right amount of contemporary convenience. Toyota GR Supra After you've recovered from battering your head on the undersized door apertures, you'll appreciate that the Supra's cabin has an aura of familiarity about it. At first glance, the Supra is pleasingly different, though you soon start spotting the BMW bits inside; in this case from the previous-gen 3 Series. A bespoke digital driver’s display is the only Toyotadesigned feature, otherwise, it’s ‘just’ a BMW. Toyota has re-engineered the dash to make space for the manual shifter, but those with ham-like hands may find themselves thumbing the air con controls when slotting into third or fifth. 88 whichcar.com.au/wheels
cards are tiny, and the boot has the least usable shape here. This is frustrating because owing to the vibration refinement – after the Emira it feels like someone's drizzled honey over the Supra’s mechanical parts – it would probably be the best grand tourer here. That under-stressed 285kW/500Nm 3.0-litre straight six has so much linear grunt overtaking is no chore, even if there’s little point pushing beyond 6000rpm. The Supra experience is a little inconsistent, then. With the manual, there’s engagement and wow-factor when cruising and it’s a hoot to drive at the limit – at least when you have space at your disposal. Unfortunately, the Toyota can be clumsy at typical road speeds where the Emira and BMW impress and delight at all times. Gazoo Racing will be able to take Supra to another level of focus with firmer bushings, a sharper engine (it’s got to be the M2’s S58) and some snug bucket seats. If the Supra garners attention from those in the know then the Corvette is the car to buy to impress the average onlooker. In Rapid Blue with racing stripes, the C8 3LT demands eyeballs. The baritone bellow of that dry-sumped 6.2-litre ‘2LT’ alloy-block V8, however, commands all the driver’s attention – even next to the Mountain Dew-motivated cabin design. The Corvette should be the quickest here, too, with the most power (369kW) and torque (637Nm) but Chevy’s 2.8-second 0-60mph claim is unrealistic. This very car attended Motor’s Performance Car of the Year where it was timed at 3.63 seconds to 100km/h; seven-tenths faster than the other cars here but not sub-three fast even for the American measure. The Corvette has a lot of luggage space, with front and rear boots it’s able to carry two sets of golf clubs (it’s at this point Andy points out that the Corvette looks like a ute with its fibreglass rear hatch up). And here lies the C8’s main issue. In regular Stingray guise without the coming Z06 package, it’s trying to be a car for everyone – concept by committee. Take the interior. Its touchscreen is responsive and graphics handsome, but it’s like an executive wasn’t pleased with having to adjust HVAC settings using it, hence the row of switches awkwardly running up the cabin’s central ‘spine’. The cup holders feel like an afterthought, too. It’s the same with the door ‘handles’, the ones inside are sleek, hidden electronic items ruined by the United States’ mandates for emergency pull-tab releases to avoid potential lawsuits. That excess complication is potentially the source of the C8’s rattly cabin – and the white leather hasn’t stood up so well to the test of For the next five kilometres, the Emira demolishes the fantastic Lake Mountain road This global ’Vette is Chevy’s first attempt at playing the Euros at their own game with a mid-mounted engine (yes it still uses pushrods but that’s no issue at wide-open throttle) and clever multi-mode Magneride dampers. On the road, it’s amazingly comfortable and composed, which aren’t qualities traditionally associated with Corvettes. Amp the 3LT by swapping from Tour to Sport or Track and the chassis becomes stiff and limits body roll. Despite looking by far the largest here, the C8’s 1601kg kerb weight is relatively spry, certainly next to the flabby M2. And yet the way it negotiates an Aussie B-road is somewhat lumpen. Mid-corner bumps are pummelled into submission, rather than deftly danced over as they are in the Lotus and BMW. For safety, the Corvette’s been set up to gently understeer through corners which is no bad thing on the road. Yet after the other cars here, we found its steering and chassis didn’t communicate grip levels very well. It feels spiky in slower corners with damp patches causing surprise oversteer for two testers – perhaps the cab-forward design that leaves so much wheelbase behind is to blame as it’s something other Wheels testers have found over the years. Moving to more open roads is a good call in the Corvette, as it allows you to extend the gem that is the 2LT. It roars through the revs, each slick upshift and crisp downshift of the eight-speed dual-clutch automatic a chance to delight in a sound that won’t be around forever. Removing the roof panel (and storing it in the frunk) allows you to revel in the sound. time in this leggy press demonstrator. There’s a purity in the Corvette’s design that we hope the Z06 will help to unlock. Heading up our chosen stretch of tarmac, I switch the Emira into Track (the most intense of four) and enjoy the fixed-rate damping, and there are no additional settings for brake feel, traction control or driver aids to futz with – “no drive mode FOMO”, as Andy says. It’s fabulously freeing. For the next five kilometres, the Lotus demolishes the fantastic Lake Mountain road. Its eager V6 shrieks towards the 6800rpm redline in its tall second gear, then it’s time to muscle the metal knob through the gate into third and quickly release the clutch for a delightfully crisp change. What feels clumsy and knuckly in traffic rewards and delights in equal measure when hustling. Funny, that. The Emira’s Edelbrock-supercharged V6 produces 298kW at redline and 420Nm at 3500rpm which makes it the slowest here on paper but there’s no lack of urgency in the powertrain. It revs up amazingly quickly – as though it has a lightweight flywheel – and delivers grunt in a delightfully linear way. Andy's a little nonplussed though at the engine's torque plateau. “It might almost have been an electric car. Engine tech has virtually overmatched the requirements of the gearbox. I just hear a zizzing whine and I didn’t need to change gear once through four kilometres of twisties.” Our car is fitted with the ‘Sport’ chassis, with stiffer springs, dampers, and more aggressive alignment than the ‘Tour’ option. Uniquely, this blue car combines this chassis with @wheelsaustralia 89
COMPARISION / SPORTS CARS It's the steering and chassis feel that endears the Emira to the driver, though the less tacky Goodyear Eagle F1 tyres instead of Michelin Cup 2s. This seems to be a perfect match, there’s plenty of compliance in the chassis with lots of front-end grip and just enough power to bring the rear into play. You end up using the Emira’s confident brake pedal to develop attitude on the way into a corner, the way you might in a Porsche 911. No coincidence here, the 1486kg Emira’s weight distribution of 39:61 is closer to a rear-engined 911 than a midship Cayman (44:56). To extract the best of the Emira you need to be deliberate but delicate at the same time, which is immensely rewarding. It’s the steering and chassis feel that endears the Emira to the driver, though. The way that wheel writhes and wriggles over cracks and surface changes yet is still accurate and fast in ratio is delightful. Dylan remarks that the steering reminds him of a Ferrari’s and that if this sexy sports car was wearing a Prancing Horse badge and painted red it would make a great new-world 246 Dino. An interesting thought. Even more interesting is deciding a winner between these four. Where’s the Cayman when you need one? A GTS 4.0 would’ve made this decision interesting but as Andy noted, where a Cayman is at ease, the imperfect Emira is fizzing with feel. As for the M2, it has a unique character all to its own, dripping with hooligan charm. The old-school Supra makes you feel alive, while the new-school Corvette is the pick for boulevard posing though it can still boogie and thrill. There has to be a winner and, despite their charms, it isn’t going to be the Supra or the Corvette. In both cases, more focused versions – the coming GRMN and Z06 respectively 90 whichcar.com.au/wheels – will give these chassis the extra focus and crispness they need. The Supra deserves extra praise for offering such a special package for under $100K before on-road costs. That means first spot is a battle between the M2 and Emira, a tricky pair to split because they’re so different. The M2 has layers, it Dr Jekylls and Mr Hydes with equal measures of excellence, only rarely sacrificing ultimate thrills to the Emira. The gearshift could be better and the optional bucket seats are a fail, but thanks to an amazing engine, daily comfort, exciting chassis, and $80,000 lower starting price it’s very hard to overlook the M2 – especially if it’s going to do double-duty as a regular ride. But it’s no Cayman analogue. As fun as it may be, the M2 doesn’t have the poise, composure or grip of the Porsche. There were times the Emira was draining. The wireless Apple CarPlay made my phone malfunction, the sound system couldn’t overcome the road noise roar on the freeway, it wasn’t glamorous to take phone calls in and the Toyota V6 – although great at high rpms – is workmanlike and chuntery around town; an issue common with the Cayman GTS. Yet the Emira has higher highs: that pure steering, the shrill bark of the V6, and sheer poise made it a personal favourite over two days of testing. We all laughed, sweated, and whooped with joy behind the wheel of the Emira, and after all, is that not the point of a sports car? The point of this test was to find the best Cayman alternative and that’s the Lotus. It truly would have given the Porsche a real run for its money, but that rematch will have to wait until the new-gen 718 arrives in 2025.
No. 1 2 3 4 No. No. No. LOTUS EMIRA FIRST EDITION BMW M2 MANUAL TOYOTA GR SUPRA GTS CORVETTE STINGRAY 3LT $199,900 $136,200 $99,880 $205,000 Engine V6, dohc, 24v, supercharged straight six, dohc, 24v, t/turbo straight six, dohc, 24v, turbo V8, ohv, 32v Layout Mid-engine, rear-wheel drive Front engine rear-wheel drive Front engine rear-wheel drive Mid-engine rear-wheel drive 3456cc298kW @ 6800rpm 420Nm @ 3500rpm 6-speed manual 2993cc 338kW @ 6250rpm 550Nm @ 2650-5870rpm 6-speed manual 2997cc 285kW @ 5800-6500rpm 500Nm @ 1800-5000rpm 6-speed manual 6162cc 369kW @ 6450rpm 637Nm @ 5150rpm 8-speed dual-clutch Two-door, two-seat coupe 4413/1896/1235/2570mm 1626/1608mm1486kg* Two-door, four-seat coupe 4580/1887/1403/2747mm 1617/160mm5 1700kg Two-door, two-seat coupe 4379/1854/1294/2470mm 1610/1615mm1471kg Two-door, two-seat targa 4634/1934/1235/2722mm 1648/1585 1601kg 359 litres (f/r) 390 litres 296 litres 356 litres (f/r) 52 litres 10.2L/100km Front: struts, A-arms, adaptive Front: struts, A-arms, dampers, antidampers, anti-roll bar roll bar Rear: multi-links, coil springs, Rear: multi links, coil springs, passive dampers, anti-roll bar adaptive dampers, anti-roll bar 52 litres 7.9L/100km 70 litres 13.5L/100km (combined) Front: struts, A-arms, adaptive dampers, anti-roll bar Rear: multi-links, coil springs, adaptive dampers, anti=roll bat hydraulically assisted rack and pinion electrically assisted rack and pinion Goodyear Eagle F1 SuperSport Michelin Pilot Sport 4 S 245/35 ZR20 / 295/30 ZR20 273/35ZR19 / 285/30ZR20 electrically assisted rack and pinion Michelin Pilot Siuper Sport * 255/35 ZR19 / 275/35 ZR19 electrically assisted rack and pinion Michelin Pilot Sport 4S 245/35 ZR19 / 305/30 ZR20 Drivetrain Capacity Power Torque Gearbox Chassis Body L/W/H/W–B Track (F/R) Weight Boot Fuel tank Economy Suspension Steering Tyres Tyre size 60 litres 11.3L/100km Front: struts, A-arms, anti-roll bar Rear: multi links, coil springs, adaptive dampers, anti-roll bar Safety ANCAP rating Performance 0-100km/h Verdict BOX CLEVER 4.3 seconds (claimed) 4.3 seconds (claimed) 4.4 seconds (claimed) 3.63 seconds (tested) 8.5/10 8.5/10 8.0/10 8.0/10 Style and substance? CAN A 2.0-LITRE FOUR COMPETE IN THIS COMPANY? IF YOU’RE hell-bent on getting a Cayman, Porsche has 718 Style Editions in stock. Based on the standard Cayman, it comes with stickers, a 220kW/380Nm turbo-petrol, flat-four, Xenon headlights, with PDLS active high beams and the same 7.0-inch touchscreen for $138,325. With adaptive suspension, the 718 Style Edition is capable and balanced, yet it misses out on the steering feel of the Lotus with its electric power steering rack. It’s still a great vehicle, but for those chasing the sort of thrill the cars in this test can dish out, the Style's flat-sounding 2.0-litre turbo four may prove underwhelming. @wheelsaustralia 91
FEATURE / FERRARI FESTIVAL Where the Red Machines live THINK FERRARI’S MOST EXCLUSIVE CARS GET MOTHBALLED AWAY? THINK AGAIN. WE TRAVEL TO FINALI MONDIALI, WHICH IS LIKE GOODWOOD, BUT EVERYTHING’S RED… WORDS ALE X INWOOD PHOTOS ALE X INWOOD + FERR ARI 92 whichcar.com.au/wheels
@wheelsaustralia 93
I FEATURE / FERRARI FESTIVAL F YOU’VE BEEN fortunate enough to attend the Goodwood Festival of Speed, you’ll know the magic of that event doesn’t really lay in watching the cars blaze up the hill. The truly gleeful part about Goodwood, and the thing that blows the minds of first-time visitors, is wandering through the paddock. There you’re just as likely to trip over a Singer 911, or happen upon 12 McLaren F1s parked casually on the lawn, as you are to accidentally graze shoulders with Derek Bell as he slides into a Porsche 917 Longtail. The proximity and trust afforded at Goodwood feels alarming at first, especially for an Australian, as we’re usually barricaded from such precious things by velvet ropes and self-important people in high-vis vests. But at Goodwood you could actually climb inside a priceless Le Mans winner if you really wanted to. The thing is, you don’t, because you can get close enough to touch, smell and hear the cars without taking such liberties. Even Goodwood, though, pales in comparison to what’s unfolding in front of me now. I’m standing at the back of a pit garage at Mugello and with the delightful sprezzatura that only an Italian can pull off, a man is slowly twirling his hand in the air, his index finger pointed to the sky. He’s sat in scarlet F1 car from the early noughties — an F2004 if I had to guess — and on his signal the single-seater fires into life, a puff of blue smoke rising into the air as the engine catches and the portable starter motor is withdrawn from its gizzards. It feels slightly improper to be this close to one F1 car — I could reach out and touch the rear tyre — but sitting next to it is another, slightly newer example. And to the right of that car sits another; an F2008 once driven by Kimi Raikkonen. All up, Ferrari has 19 Formula 1 cars at Mugello — almost an entire F1 grid — ranging from a Schumacher F1-2000 which won both world championships, to a hybrid-powered SF79H from 2017 that took Sebastian Vettel to victory at the Aussie GP. They fire up in sequence, the high-frequency, sewingmachine smoothness of their V10 and V8 engines creating a wall of sound that almost drowns out what’s happening on the track itself. Almost… Out there, on the other side of the pit wall, blast a fleet of limited-edition XX cars, the scream of their V12s ranging in and out of earshot as they navigate a circuit that’s still drying from some morning rain. Wait for your ears to adjust — and for the F1 cars to settle into a lower idle — and you’ll begin to discern the different soundtracks of the various models. Enzos, side-piped 599 XXs, FXX-K Evos…they’re all out there, dicing and diving in front Enzos, side-piped 599 XXs, FXX-K Evos... they’re all out there dicing and diving 94 whichcar.com.au/wheels
Ferrari Challenge has huge grids with 105 488 Challenge Evos racing at Mugello Both of these cars ended up in the fence; check the broken rear wheel on #203 @wheelsaustralia 95
FEATURE / FERRARI FESTIVAL Left: the thin-rimmed wheel of a 1958 Ferrari 500 TRC. Gorgeous Back when F1 cars were pretty and had V12s. This one was driven by Gerhard Berger in 1995 96 whichcar.com.au/wheels
of a crowd that should nudge 40,000 people. Chances are you mightn’t have heard about Ferrari Finali Mondiali. I know I hadn’t, which is what makes this introduction to the event so surprising. Held in October every year, Finali Mondiali has been running since 1993 — coincidentally, exactly the same amount of time as Goodwood — and it is, first and foremost, the final round of the various Ferrari Challenge racing series run around the world. It also acts as a grand final of sorts (Finali Mondiali translates as ‘world final’) for the quickest drivers in each championship who get the chance to race together for ultimate bragging rights. The racing is hard and close and the grids are positively enormous. There are 105 Ferrari Challenge cars in attendance and while the category is clearly targeted at wealthy gentlemen drivers, there’s nothing gentlemanly about how they go about their race craft — this is sheep station stuff. You might think having so many Ferraris in one place could get a little dull but there’s a dizzying amount of variety to gawk over. Club Competitzioni GT, for example, is a melting pot of GT racers from the last 30 years where a carbon-bodied 550 GT1 can bang doors with a box-fresh 296 GT3. The category also includes a yellow 360 Challenge car that is so incredibly loud, it sounds like it’s fuelled by exploding fireworks as it trundles down the pitlane. Then there are the Corse Clienti cars, which combine the XX program and Ferrari’s fleet of retired F1 prototypes. Both categories are a mix of old and newer machines and it’s intriguing to see how the XX concept has evolved from the boxy and wonderfully raw Enzo XX to the swoopier wedge of the 783kW hybrid-powered FXX-K Evo. It’s the F1 cars that are the star of the show, however. Ferrari’s UK press officer proudly proclaims that only Ferrari could manage such an enormous fleet of old F1 cars “because we’re the only brand that has always made our chassis and the engine” and it is satisfying to see so many of the cars still being used. They aren’t coddled either. Red flags and spins are a regular occurrence and one poor soul had a rear tyre explode at full noise down the main straight. The cars look quick, though, and some of the owners are clearly talented drivers willing to push their ultra-expensive toys to the limit. Exactly what it feels like to turn up at Mugello to find your own Michael Schumacher F1 car ready and waiting, and to then drive it on track with other famous F1 cars, is a mystery most of us will never experience. Happily, of all the places in the world to watch F1 cars, Mugello has to be one of the best. Ferrari has owned the iconic circuit since 1988 and it has hosted Finali Mondiali Of all the places in the world to watch F1 cars, Mugello has to be one of the best. It’s a doozy of a track @wheelsaustralia 97
FEATURE / FERRARI FESTIVAL Odd one out? ExLambo man Horacio Pagani’s finest ruffled some feathers in the paddock 16 times. It’s a doozy of a track built in the bosom of a valley, so it’s brilliant to spectate at because the natural elevation means you can see several sections of the circuit from one vantage point. The valley acts as a natural amphitheatre, too, so the sound of the F1 cars bounces off the surrounding hills. And the best bit? Spectating at Finali Mondiali is absolutely free, with the circuit’s outer extremities open to the public for four days. You’ll need to be a Ferrari employee to access the grandstands, however, and the paddock is reserved for employees and Ferrari Club members. That’s the best place to drool over the cars, though, and the paddock also houses a gigantic exhibition hall that is basically a section of the Ferrari museum. The room houses 40 significant models, ranging from a 1948 166MM through to the reigning Le Mans winner, the 499P, which is still covered in its racing muck from the Circuit de la Sarthe. Various F1 cars and older Le Mans cars feature, too, as does a blue 1987 F40 LM which recently sold for €4.8 million. The most expensive car in the room? A silver 250 GTO from 1962 that fetched €38 million a few years ago. On Saturday night the cars fade into the background as the same space is used for a huge gala dinner. More than 1000 people attend and the night doubles as a prize-giving ceremony for Ferrari’s various racing categories. It also provides an opportunity for a sneak peek at upcoming models. This year that meant the unveiling of the 296 Challenge car and the 499P Modificata, the latter being a version of Ferrari’s Le Mans prototype pitched at gentlemen drivers. You could almost hear the room scramble for its cheque books as the silk 98 whichcar.com.au/wheels cover came off, despite a €5.1 million asking price. If you can only attend one day at Finali Mondiali, make it the Sunday. There’s plenty of on-track action and the whole event crescendoes with the ‘Ferrari show’ which is a group shot of all the cars on the main straight. If that sounds a bit tame, it isn’t, because before the cars line-up Ferrari sends them around the track for some demonstration runs. Again, it’s the F1 cars that put on the best show courtesy of high speed flybys and donuts in front of the packed main grandstand. Then, once the cars are assembled and the photographer gets the shot, the crowd is treated to a flyover by the Tuscania Carabinieri paratroopers. Their gigantic blue chopper hovers over the main straight as paratroopers rappel out of it to hand over the Italian tricolore flag, Le Mans style, before a soprano singer belts out a rendition of the national anthem. It’s overkill in the most spectacular way and, aside from a worrying few moments when it looked like the chopper might actually plough into the ground as it dipped its nose to fly away, it perfectly encapsulated the passion Italians have for Ferrari as a brand. It’s easy to get a bit sniffy about Ferrari, to dismiss it as elitist, yet despite the obvious wealth on display at Finali Mondiali, there was also an authenticity I wasn’t expecting. Ferrari is a brand that still places racing at its very core and at this event, just like at Goodwood, the cars and passion weren’t shuttered away — they were celebrated. If that sounds like your kind of thing, the next Finali Mondiali will be held at Imola from Oct 16-20, 2024.
The cars look quick and some of the owners are clearly talented drivers willing to push their ultra-expensive toys to the limit.. @wheelsaustralia 99
Dick Johnson’s cars have changed. His brand of fuels and lubricants hasn’t. Dick Johnson and Shell have been climbing the mountain together since 1967, just four years after the inaugural Bathurst 1000. For more than five decades, Dick has relied on Shell fuels and lubricants to protect his cars under extreme racing conditions. Off the track, Shell V-Power helps improve his car’s performance by cleaning away built-up gunk from vital engine components. Success means getting every detail right. For Dick Johnson, it all starts with Shell.
WE DRIVE ’EM LIKE WE OWN ’EM FORD MUSTANG MACH-E MAZDA CX-60 PHEV GENESIS GV70 EV MERCEDES-BENZ GLC 300 Two in, one out. We bring you two electric, one plug-in hybrid, and one 48v very, very mild hybrid 110 DATABANK The hard numbers on every new passenger car on sale in Australia 130 PAGE PAGE 102 GARAGE PAGE PLUS DRIVEN TO EXTINCTION Mazda’s MX-30: an ethical environmental citizen. It left no trace @wheelsaustralia v 101
REPORT ENTRY ONE Garage FORD MUSTANG MACH-E Price as tested $86,990 This month 1100km Overall 1100km FELIZ NAVIDAD! A MEXICAN-BUILT ELECTRIC MUSTANG? WE’LL HAVE ONE TO GO. HOLD THE JALAPENOS 102 whichcar.com.au/wheels I HAVE A FEELING that this one might be a bit controversial. There just don’t seem to be too many fence-sitters when it comes to the Mexican-built Mustang Mach-E and that largely comes down to the idea of the car rather than the nuts and bolts of it. I have to say that I don’t really buy into the Mustang branding. The Mach-E feels as if it has more in common with a latterday interpretation of a Mondeo than a Mustang. It’s not cheap either. This single-motor Mach-E Premium was, at launch, lineball with the dual motor Tesla Model Y Performance, both wearing a c.$91K price tag. That’s until Ford backtracked and slashed almost five grand off the asking price to make it a little more palatable to Aussie buyers who’d thrown their hands up in horror. Thankfully it now comes in below the Luxury Car Tax threshold and is eligible for Fringe Benefits Tax exemption when bought on a novated lease. That’s a good deal smarter. The ‘original’ asking price was a backtrack in and of itself. Back in 2022, Ford’s CFO John Lawler said that rising commodity costs had wiped out the profit expected on the Mach-E. It was profitable at launch in late 2020, then lithium prices went up by 144 percent and the whole project went into the red. The price of the Mach-E shot up and, you’d have to say, the whole project looked emblematic of a huge company blundering into a rapidly moving market it hasn’t really got a
firm handle on. So it’s fair to say that this car has had a tough genesis and it would probably be understandable had the Mach-E proved to be a bad vehicle. But it’s clearly not. Aussie-spec cars have been garnering cautiously decent reviews and in order to wrap my head around this intriguing vehicle, I figured that spending three months with one would give me the time to form an informed opinion to deliver to you, dear readers. The child in me would certainly have opted for the top-spec dualmotor GT model, a car that at least delivers straight-line performance worthy of the Mustang branding, but given my unerring talent for running out of juice in electric cars, I figured it was probably a wiser decision to go Above: Flip the rear seats down and the flat load floor of the Mach-E will just about accommodate a 7ft Christmas tree for the Premium, the model with an extra 109km of range over the GT. Yes, I’d do without all-wheel drive, and the performance is brisk rather than properly face-warping, but at least I’d give myself a fighting chance of demonstrating to my partner that there was more to EV ownership than skulking around the bins in the back of a dimly-lit servo at night trying to locate a charger that had long since gone unserviceable. The Mach-E experience takes some keying into. At first, the cabin seemed a bit sparse, and I still don’t understand why it needs vast B&O door speakers that mean you can’t carry a bottle in the door pockets. Likewise, it’s maddening that the two pads for mobile phones overlap at one corner, which means that you can’t sit two decently sized handsets flat on them. Then there are the brakes. Whether it’s the handover from regen to friction braking or something else altogether, I found the brakes a bit snatchy. To that end, I’ve taken to switching the car into one-pedal driving mode and learning to drive it smoothly like that. It means your pace will be more leisurely as a result, but I’ve come to enjoy that. I get more range from the car, I drive in a more considered fashion and everything feels agreeably serene. ¿Cómo está la serenidad?, as they might say in Cuautitlán Izcalli. AN DY ENR I G HT @wheelsaustralia 103
REPORT TWO Garage MAZDA CX-60 P50E GT Vision Price as tested $82,900 This month 554km @ 6.5L/100km Overall 554km @ 6.5L/100k PLUG AND PLAY GOODBYE DIESEL AND HELLO HYBRID L ET’S FACE IT, Mazda hasn’t exactly been a blazing pioneer when it comes to electrification. Where rival brands like Hyundai, Kia and Toyota have all forged ahead with multiple hybrid and fully electric models, Mazda has been a little slower to dive head first into the world of excited electrons. And that’s entirely understandable. Aussies tend to 104 whichcar.com.au/wheels have a warped view of Mazda simply because it’s so successful here. Thanks to a hard-won reputation for delivering a range of cars that are reliable and fun to drive, Mazda is a sales juggernaut Down Under and has long been our country’s secondbest selling brand. Globally, however, it’s a much smaller player. Crunch the number for 2022 and Mazda doesn’t even scrape into the top 15 for worldwide sales. And unlike lots of other brands, Mazda isn’t nestled within a large parent company either, so every new model and every major investment has to be successful. The risks of a large money project failing don’t bear thinking about. All of which makes the bright red SUV you see here fairly significant. This is the (deep breath) Mazda CX-60 P50E GT Vision and it’s the Japanese brand’s first ever plug-in hybrid. And boy, oh boy, does it make a strong first impression. Given the ‘green’ fuel-saving image of hybrids, you might expect the CX-60 PHEV to be the least powerful and performance focused of the range but actually the opposite is true. Run an eye over the CX-60 spec sheet and you’ll see the PHEV version churns out 241kW and 500Nm. That makes this one of the most powerful vehicles Mazda has ever made. And despite weighing a porky 2139kg (+150kg compared to a diesel CX-60) if you flatten the throttle you’ll rocket from 0-100km/h in 5.8 seconds. That’s hot hatch fast. Be gentler with your right hoof and EV mode will also provide 76km of electric-only range, which is decent although about par for the course for PHEVs these days. A Mitsubishi Outlander PHEV, for example, offers 84km of EV range. So far, so good then, but how does the PHEV compare to the dieselpowered CX-60 we ran in these pages last month? The comparison is intriguing given both cars are exactly the same trim level — mid-tier GT with the optional $2000 Vision pack — meaning the only difference
between them is the exterior colour and the powertrain. And sadly for the PHEV, it’s the diesel that’s the clear pick of the two. The CX-60 PHEV combines Mazda’s existing 2.5-litre petrol engine with a single electric motor that’s fed by a 17.8kWh battery pack. The e-motor is wedged between the engine and eight-speed gearbox and even in EV mode, the CX-60 is allwheel drive. On its own, the electric motor makes 100kW/270Nm which is enough to propel the CX-60 about in fuel-saving silence. You’ll be lucky to make it the full 76km, however. Like most cars, the CX60’s official consumption figures are fairly optimistic. The battery’s claimed electrical consumption is 14.8kWh/100km but our average was just over 20kWh. It’s the same story Below: Inwood for fuel efficiency. Like all PHEVs, the CX-60’s official combined figure pines for the simple charms is unrealistically low at 2.1L/100km. of compression Our fuel reading saw the PHEV ignition drink 6.5L/100km, which is actually fractionally more than the 6.4L we used in the diesel. And in terms of drivability and performance, the PHEV has some issues. I’d been hoping that the injection of the e-motor’s instant, low-down torque would help to iron out the low-speed jerkiness and hesitation we encountered in the diesel CX-60 but sadly the same issues remain. If anything, they’re more pronounced, thanks to the occasional clumsy handover between electric and petrol propulsion. And while it’s undoubtedly quick, you need to engage Sport mode for the PHEV to feel properly muscular. The petrol hybrid also lacks the refinement of the 3.3L turbo diesel. The oiler sounds better and is better at executing effortless overtakes on the open road. All of which makes the PHEV’s price premium a difficult pill to swallow. Spec-for-spec, the PHEV is $10,941 pricier than an equivalent diesel. We know which one we’d pick… A LEX IN WOO D @wheelsaustralia 105
REPORT TWO GENESIS GV70 ELECTRIFIED Price as tested $103,370 This month 1015km Overall 1370km BRIGHT AND EARLY GENESIS GV70 HEADS FOR THE HIGH COUNTRY T HE ROAD TRIP is an integral part of Aussie culture. It represents freedom; horizons unexplored. But is that even a possibility in an electric car? I recently pointed the Genesis GV70’s nose towards Bright in the Victorian High Country; a detsination some 320km from the Zlotin front door. The idea of travelling to Bright 106 whichcar.com.au/wheels in an electric car initially filled me with hesitation. I even suggested taking my partner’s well-loved and mud-filled 2015 Isuzu MU-X instead. That’s how you know this princess was desperate for an alternative mode of transport. My concerns centred around the uncertainties of electric vehicle charging, especially on what I anticipated to be a busy weekend for road trips. It was also a hot weekend, and I was stressed about the idea of being pulled over on the side of the road with a flat battery. However, to my surprise our electric journey began promisingly. The GV70 Electrified, fully charged, indicated a range of 439km, close to its quoted WLTP-rated 445km. By the time we set off on Thursday afternoon, we had 400km of range after a couple of errand trips. Our plan was straightforward: drive to Euroa which is 182km away, charge the car, and then cover the remaining 157km to Bright. I felt even more comfortable knowing that on paper it looked like we had the range to do the drive in one trip if pushed. Unexpected traffic and air conditioning usage meant our 191km leg consumed more juice than anticipated, roughly 21km more to be precise. Seeing the range dropping faster than distance travelled did add some angst but I was assured by the Chargefox app that at least half of their charging stations at Euroa were functional. We arrived in Euroa and nabbed a fast-charger straight away. A 20-minute session cost us $17.98 and restored our battery to 80% capacity for the final leg of the trip. More than required, but enough for peace of mind. The GV70 ate the miles up. It excels in material quality and presentation, effectively insulating us from external noises while on freeways. It’s not perfect though. There’s some significant Helmholtz rresonance if you so much as inch open a rear window when the car’s travelling. This can be mitigated by slightly cracking openg another window. Interestingly, the door
mirrors prevent this occurring when opening the front windows. The ergo-motion technology which activated massage seats at about 45-minute intervals helped to alleviate some of the tension build up that comes from long sessions of fixating on the state of charge. In anticipation of the journey home, I visited Bright’s sole electric charger early in the morning, only to find a fully charged Tesla Model X already plugged in with no driver in sight. This experience highlighted the potential frustrations of relying on public EV charging stations. Another is the amount of time spent waiting. While at charging stations, I observed traditional fuel users quickly filling up and driving off, making me slightly envious of the speed and convenience in which they were in and out. A memorable aspect of the journey were the engaging conversations I had with fellow EV owners during charging breaks. For instance, one man shared his near decision to trade in his Genesis GV60 Electrified Above: GV70 mopped up a long road trip. Shana even claims its safety systems are less intrusive than its Hyundai cousins for a Mercedes-Benz SUV. However, he ultimately chose to keep the Genesis, a decision he described as one of his best. He told me how it’s the first luxury car he’s owned that he likes everything about, and after driving the GV70 for the last two months I can see what he means. He candidly spoke about the challenges of longer trips with an EV, such as extended charging times. Yet, he found a silver lining in these moments, using them to enjoy a coffee with his wife and plan the day’s itinerary. This perspective highlighted just how impatient I am, but also, I was born in a generation of instant gratification. The matte paint option is great to look at, it’s been tough to keep clean. So much so that Genesis have an eight-page guide for matte paint care with a comprehensive outline of all the ways you shouldn’t wash the car. One of which is taking the car to a commercial car wash. I read a comment on Facebook recently under a post about a facelifted Genesis– “another product from a brand almost everyone ignores” and I scoffed. There’s not a single person I’ve driven in the Genesis GV70 that hasn’t been impressed by its finesse and luxury. The GV70 EV excels in so many areas that its few shortcomings are easily overlooked. For instance, I spent an entire week with the passenger seatbelt fastened, even when the seat was unoccupied because it sensed weight and wouldn’t stop chiming, and it didn’t bother me in the slightest. I simply reminded my passengers to re-buckle at the end of each journey. As a driver, I became so at ease with the vehicle that minor irritations just faded into the background. In our last instalment I’ll talk about the tear I shed when I had to return the car back to Genesis, because I’ve missed it every day since. SH AN A ZLOTI N @wheelsaustralia 107
REPORT THREE Garage EXIT MERCEDES-BENZ GLC 300 Price as tested $103,370 This month 4602km @ 7.9L/100km Overall 5942km @ 7.9L/100km TISN’T THE SEASON TO BE JOLLY IT APPEARS SANTA’S MADE OFF IN OUR MUCH-LOVED MERCEDES-BENZ GLC 108 whichcar.com.au/wheels I HAVEN’T SPENT as much time in the GLC as I would have liked this month. That’s largely because I drove three Porsche Cayennes in succession and, as such, the Mercedes has done a few really big drives but has otherwise spent a lot of time parked, feeling somewhat neglected. It wasn’t totally overlooked, however, as evidenced by the speeding fine that arrived at the office. After the sinking feeling in the pit of your stomach, and the gradual realisation that I wasn’t anywhere near the Mercedes that day, a bit of asking around found the culprit and said colleague is now sworn to being a good deal more observant when he borrows one of the Wheels team’s long termers for the weekend. Getting back into the GLC was a helpful reminder of quite how good it is. I’ll lift the curtain on a bit of a guilty admission among those who get to run long termers. We tend not to like writing about cars like the Mercedes-Benz GLC because they barely put a foot wrong. It makes ‘em great to own but writing about a very good car is nowhere near as much fun as writing about an utter toad. There have only been a couple of really tiny glitches with the GLC. There have been the odd occasions when my phone has failed to charge on the wireless charging pad. This is located so far into the bowels of the dash that it’s very hard to see whether it’s seated properly on the charger. Whenever I’ve driven a distance and know that I absolutely need a full phone battery when I arrive, I’ve plugged the handset in with a USB-C cable in the double-
lidded centre bin. The other thing that I’ve never really got on with from day one is a strangely flabby piece of plastic trim that sits to the left of the footwell. It probably won’t bother you if you’ve got petite plates of meat, but if your shoe size is in the teens, your toes will constantly be pushing against a yielding flap of trim that feels as if it has become unattached. Closer inspection reveals that it’s a bizarrely intrusive speaker grille but it’s not immediately redolent of a something ‘engineered like no other car’. These are trivial gripes. I’ve really appreciated the way that the GLC just allows you to get on with life. Fuel economy has proven better than expected, it possesses a respectable turn of pace, it looks good, it’s never once failed to boot up Android Auto for me and the stereo quality is Below: The floppy plastic speaker grille that the flipper-footed GLC driver will become intimately acquainted with great. I still maintain that Mercedes’ stalk-mounted gear shifter should have been consigned to the bin of bad ideas many moons ago but otherwise the whole go, stop and steer thing is beautifully addressed. This is a sports utility that manages its compromises elegantly. Unfortunately it’s also a sports utility that’s shortly to be heading back to Mercedes-Benz’s depot. Our time with it has come to an end. Its replacement is very different, a little more controversial and it may well prove to be a little easier to write about than a vehicle so polished it barely put a foot wrong over 6000 very enjoyable kilometres. The GLC makes the BMW X3 and the Audi Q5 suddenly appear very old indeed. Give one a try. I reckon it’s the pick of the pack. AN DY E NR IGHT @wheelsaustralia 109
bank OVER 1800 VEHICLES PRICES, SPECS & REVIEWED EVERY MONTH Alfa Romeo Classy detail design with roomy, well-built cabin. But 1.5 turbo suffers driveability flaws, and steering feel isn’t a match for its tidy handling THE PICK: Ti with the Lusso option pack for high-spec seats and audio $49,900 $56,400 $77,500 Giulia L4T 1.5 118 240 D7 1491 L4T 1.5 118 240 D7 1491 L4TPH 1.3 208 n/a A6 1811 8.8 5.6 95 8.8 5.6 95 6.2 1.5 95 F F A Quadrifoglio towers as an M3 terroriser, though all variants soar dynamically. Cabin tech much improved, but it’s a heart over head car THE PICK: Glorious Quadrifoglio is as good as Giulia gets Ti Veloce Quadrifoglio $68,450 $74,950 $153,700 Stelvio L4T L4T V6TT 2.0 206 400 A8 1490 5.7 6.1 95 2.0 206 400 A8 1490 5.7 6.1 95 2.9 375 600 A8 1624 3.9 8.2 95 $76,450 $82,950 $162,700 L4T L4T V6TT 2.0 206 400 A8 1620 5.7 7.0 95 2.0 206 400 A8 1620 5.7 7.0 95 2.9 375 600 A8 1790 3.8 10.2 95 Alpina 3 years/200,000km Alpina’s latest take on the G20 3 Series is the most powerful B3 ever – a surprisingly tasteful twin-turbo AWD weapon in sedan or wagon THE PICK: Fast wagons are our bag, so B3 Touring $142,900 L6TT 3.0 340 700 A8 1785 3.8 9.9 98 $145,900 L6TT 3.0 340 700 A8 1865 3.9 9.9 98 B8 Gran Coupe V8TT 4.4 457 800 A8 2100 3.4 11.1 98 A While Australia misses out on the quad-turbo monster, diesel beast is powerful enough to make X3M nervous, but Macan is more compelling THE PICK: Alpina has made the choice very easy $114,900 XB7 L6TTD 3.0 261 730 A8 2080 4.9 6.8 98 A V8TT 4.4 457 800 A8 2580 4.2 12.0 98 Aston Martin A 3 years/unlimited Vantage A return to form for Aston, helped along in no small way by borrowing that outstanding twin-turbo V8 from Mercedes-AMG. A real gem THE PICK: AdVantage: driver. V8 finally delivers Coupe Coupe Roadster $278,900 $299,950 $315,000 V8TT V8TT V8TT 4.0 375 685 M7 1620 4.0 11.7 98 4.0 375 685 A8 – 3.6 10.3 98 4.0 375 685 A8 – 3.8 – 98 Volante whichcar.com.au/wheels $589,900 $625,200 DBX Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size V12TT 5.2 533 900 A8 1693 3.4 12.3 95 V12TT 5.2 533 900 A8 1863 3.6 14 98 09/18 R R All-important Aston SUV hailed as a potential saviour for the brand. Debuts a new platform and a more powerful tune of AMG’s V8TT THE PICK: You can buy two AMG GLC 63s for this money... 707 $387,512 $428,400 V8TT V8TT 4.0 405 700 A9 2245 4.5 14.3 98 4.0 520 900 A9 2245 3.3 13.5 98 Audi 09/20 A A 5 years/unlimited A1 Audi’s second-gen baby has grown and gained a higher-tech cabin and supermodel looks, but cheapo trim and high pricing undermine it THE PICK: 40 TFSI for its slick performance – or related VW Polo GTI 30 TFSI 35 TFSI 40 TFSI S Line $33,800 $36,400 $47,800 A3 L3T L4T L4T 1.0 85 200 D7 1125 9.4 5.4 95 1.5 110 250 D7 1165 7.7 5.8 95 2.0 147 320 D6 1260 6.5 6.4 95 F 02/20 F 13/19 F Packing a more interesting and functional interior than its Golf relative, the new A3 range offers styling flair and real breadth of talent THE PICK: Raspy S3 and boisterous RS3 both smokin’ 35 TFSI Sportback 35 TFSI Sedan 40 TFSI quattro S’back 40 TFSI quattro Sedan S3 Sportback S3 Sedan RS3 Sportback RS3 Sedan 35TFSI S Line 45 TFSI S Line 45 TFSI S Line Avant 40 TDI Allroad 45 TFSI quattro Allroad S4 quattro S4 Avant quattro RS4 Avant R 09/18 R R $47,100 $49,600 $54,000 $56,500 $70,800 $73,426 $91,400 $93,900 A4 L4T L4T L4T L4T L4T L4T L5T L5T 1.5 1.5 2.0 2.0 2.0 2.0 2.5 2.5 110 110 140 140 228 228 294 294 250 250 320 320 400 400 500 500 D7 D7 D7 D7 D7 D7 D7 D7 1245 1245 1385 1390 1500 1505 1495 1500 8.4 8.4 7.0 7.0 4.8 4.8 3.8 3.8 5.0 4.9 6.7 6.6 7.4 7.3 8.3 8.2 98 98 98 98 98 98 98 98 F F A A A A A A $66,300 $74,100 $76,600 $76,400 $78,100 $105,600 $108,100 $156,200 A5 L4T L4T L4T L4TD L4T V6T V6T V6TT 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.9 110 183 183 150 183 260 260 331 270 370 370 400 370 500 500 600 D7 D7 D7 D7 D7 A8 A8 A8 1440 1545 1590 1645 1615 1645 1690 1790 8.6 5.8 6.0 7.3 6.1 4.7 4.9 4.1 6.1 7.1 7.3 4.9 7.4 8.6 8.8 9.5 95 95 95 D 95 95 95 98 F A A A A A A A A slick, quick car for those who have grown out of going quick. Indeed, punters prefer A5 over A4 these days, and based on its style, we agree THE PICK: S5 is satisfying and plenty quick enough 40 TFSI S Line S’back 110 R R R The yardstick for build quality and now value-for-money, though lack of standard adaptive dampers undermines A4’s slick refinement THE PICK: A4 TFSI Allroad for its ride, fluency and space Fitted with optional 23-inch wheels (21s are standard), Alpina’s 290km/h XB7 finally puts the beastly X7’s huge grille in proportion THE PICK: It’s not a great seven-seater but it’s unique, and quick $264,900 $382,495 V8TT 4.0 375 675 A8 1760 4.0 9.9 98 $406,495 V8TT 4.0 375 675 A8 1870 4.0 11.4 98 $437,400 V12TT 5.2 470 700 A8 1870 3.7 11.4 98 DBS Superleggera Makes a convincing case as the world’s most beautiful super-GT. Stunning opulence and excessive torque, though it’s no Ferrari 812SF THE PICK: Aston’s beguiling flagship true to the marque A A If you want the baddest big BMW sedan in the biz, then this 8 Series Gran Coupe on steroids is a mighty fine way to move four doors fast THE PICK: It’s only $40K more than an 850i so why not? $322,900 XD3 Coupe Volante AMR A A 03/18 A B3 Sedan Touring A luxo grand tourer that emits pure sex appeal from its exhaust tips. Hefty weight hurts its dynamics, but those looks, right? THE PICK: None of the above. Wait for the vastly improved DB12 R 06/17 R 04/17 R Doesn’t quite match Giulia’s dynamic brilliance, and driving position is flawed, though ballistic Q is a winner, and even base Stelvio has appeal THE PICK: Stelvio impasse? Join the Q Ti Veloce Quadrifoglio Engine type DB11 5 years/unlimited km Tonale Ti Veloce Veloce Plug-in Hybrid Price Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Engine type Price PRICE Recommended retail figure at time of publication (asterisk indicates driveaway price) ENGINE TYPE L, in-line; V, vee; F, flat. Number of cylinders. T, turbo; S, supercharged; D, diesel; H, hybrid; E, electric SIZE Litres or kWh POWER kW TORQUE Nm TRANSMISSION M, manual; A, auto; D, dual-clutch; C, CVT WEIGHT Kerb, kg 0-100 km/h, acceleration in seconds (Wheels as-tested figures in italics) FUEL CONS Consumption in litres, or kWh, per 100km RON Octane of fuel required, as numbered, or D for diesel RESALE percent, 3-year resale in Glass’s ISSUE TESTED month/year DRIVE A, all-wheel; F, front; R, rear. Any figure in bold is our own estimate. $77,500 L4T 2.0 140 320 D7 1455 7.3 6.5 95 F
ALFA ROMEO – BMW A A A A A A A A All-new, tech-laden model arrived late in 2019 ready to tackle the E-Class and 5 Series. Four-wheel steer a ‘must tick’ option THE PICK: Updated RS6 even more ballistic. Allroad the smart choice 40 TFSI S Line 45 TFSI quattro S Line 55 TFSI quattro S Line 45 TDI Allroad S6 RS6 Avant Performance $94,300 L4T $113,400 L4T $123,400 V6T $116,100 V6TD $158,700 V6TT $241,500 V8TT A7 Sportback 2.0 2.0 3.0 3.0 2.9 4.0 140 180 250 170 331 463 320 370 500 500 600 850 D7 D7 D7 A8 A8 A8 1605 1695 1845 1945 1910 2075 7.9 6.0 5.1 6.7 4.5 3.4 6.3 7.3 7.2 6.6 8.4 11.8 95 95 95 D 98 98 A 02/20 A A A 08/20 A A Ingolstadt took a punt pitching a hatch at this price point, and the nichewithin-a-niche A7 offers little over its A6 sibling except exclusivity THE PICK: Makes far more sense than the related A8 limo 45 TFSI quattro 55 TFSI quattro S7 RS7 Performance $124,000 $141,700 $169,600 $248,500 A8 L4T V6T V6TT V8TT 2.0 3.0 2.9 4.0 180 250 331 463 370 500 600 850 D7 D7 A8 A8 1750 1920 1965 2065 6.2 5.3 4.6 3.4 7.3 7.3 8.5 11.6 98 95 98 98 A A 08/20 A A SQ5 SQ5 Sportback $201,700 $221,375 $271,869 TT V6TD V6TD V8TT 3.0 210 600 A8 1975 5.9 5.6 D 3.0 210 600 A8 2000 5.9 5.8 D 4.0 420 800 A8 2230 3.8 10.5 98 02/19 A A A 45 TDI quattro 50 TDI quattro S Line 55 TFSI quattro S Line SQ7 $84,000 $88,479 $103,000 $141,300 Q2 L4T L4T L4T L5T 2.0 2.0 2.0 2.5 180 180 210 294 370 370 380 480 D7 D7 D6 D7 1365 1365 1385 1450 5.1 5.1 4.5 3.7 7.0 7.0 7.0 8.0 95 95 98 98 A A 11/19 A 09/20 A Small but stylishly formed sub-SUV looks foxier than ever and is now better-equipped, though is at its best when all four wheels are driving THE PICK: From a price versus punch perspective, the raunchy SQ2 35 TFSI 40 TFSI quattro S-Line SQ2 $45,500 $52,500 $67,200 Q3 L4T L4T L4T 1.5 110 250 D7 1305 8.6 5.2 95 2.0 140 320 D7 1460 6.7 7.0 95 2.0 221 400 D7 1535 4.9 7.7 98 50 TDI S Line 55 TFSI S Line 60 TFSI e SQ8 RS SQ8 e-tron SQ8 e-tron Sportback 35 TFSI $50,600 35 TFSI S Line Sportback $54,100 40 TFSI quattro $58,400 40 TFSI quattro S Line $64,200 40 TFSI qtr S Line S’back $66,600 RS $96,100 RS Sportback $99,100 Q5 L4T L4T L4T L4T L4T L5T L5T 1.4 1.4 2.0 2.0 2.0 2.5 2.5 110 110 132 132 132 294 294 250 250 320 320 320 480 480 D6 D6 D7 D7 D7 D7 D7 1470 1545 1620 1620 1695 1715 1700 9.3 9.3 7.8 7.8 7.8 4.5 4.5 7.2 7.3 8.0 8.2 8.3 8.9 8.9 95 95 95 95 95 98 98 S quattro S quattro Sportback RS $66,900 $74,200 $74,500 $80,200 $82,000 $81,500 $90,600 $102,900 $110,200 L4TD L4TD L4T L4TD L4TD L4T L4T L4TPH L4TPH 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 120 150 183 150 150 183 183 270 270 370 400 370 400 400 370 370 500 500 D7 D7 D7 D7 D7 D7 D7 D7 D7 1740 1805 1750 1805 1825 1750 1770 2075 2075 9.0 7.6 6.3 7.6 7.6 6.3 6.3 5.3 5.3 4.8 5.4 8.0 5.4 5.4 8.0 8.0 2.0 2.0 D D 95 D D 95 95 95 95 3.0 3.0 3.0 4.0 170 210 250 373 500 600 500 770 A8 A8 A8 A8 Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight 2165 2165 2140 2190 7.3 6.5 5.6 4.1 $133,800 $135,100 $148,375 $168,800 $220,600 $173,600 $180,600 E-Tron V6T V6T V6TPH V8TT V8TT E E 3.0 3.0 3.0 4.0 4.0 114 114 210 250 340 373 441 370 370 600 500 700 770 800 973 973 A8 A8 A8 A8 A8 R1 R1 2145 2145 – 2195 2240 2580 2580 6.3 5.7 5.4 4.1 3.8 4.5 4.5 $166,900 E $173,900 E E-Tron GT 7.0 6.8 9.4 12.1 D D 95 98 A 07/20 A A A 6.9 D 9.2 95 – – 12.2 98 12.1 98 – – – – A 10/19 A A A A A A 95 370 973 R1 2580 4.5 23.0 95 370 973 R1 2580 4.5 22.7 $178,700 $246,700 E E A A 93 350 630 R1 2276 4.1 23.6 – 93 440 830 R1 2347 3.3 22.0 – Bentley A A 3 years/unlimited Continental GT An undeniable sheen of bespoke Englishness and a focus on comfort make this the pick of the grand touring coupes. W12 nearly dead THE PICK: W12 delivers on its promises with regal insouciance V8 V8 Convertible Speed Speed Convertible $430,300 V8TT $473,400 V8TT $543,400 W12TT $597,700 W12TT Flying Spur 4.0 4.0 6.0 6.0 404 404 485 485 770 770 900 900 D8 D8 D8 D8 2090 2260 2198 2361 4.0 4.1 3.6 3.7 11.3 98 11.7 98 14.0 98 14.3 98 A A A A Third-gen Spur debuts all-new architecture with 48-volt tech, rearwheel steer and adaptive air suspension for a silken ride THE PICK: Enjoy the throaty bent-eight before electrification buries it $445,200 V8TT 4.0 404 770 A8 2330 4.1 11.6 95 $456,100 V6TTH 2.9 400 750 A8 2430 4.3 TBC 95 Bentayga A A Bentley’s much classier facelifted Bentayga is roomy, rapid and hugely capable, with the presence of Big Ben in a Camilla kaftan THE PICK: The ‘base’ V8 has more than enough spunk V8 $378,600 V8TT 4.0 404 770 A8 2340 4.5 12.2 95 A S Speed $450,200 $514,200 V8TT 4.0 404 770 A8 2340 4.5 12.2 95 W12TT 6.0 467 900 A8 2433 3.9 14.3 95 A A BMW Quietly handsome, Mexican-built Q5 offers a huge, well-equipped range that’s arguably more well-rounded than its German rivals THE PICK: Sweet 45 TFSI quattro remains the Q5 sweet spot 35 TDI 40 TDI quattro 45 TFSI quattro 40 TDI quattro Sport 40 TDI quattro S’back 45 TFSI quattro Sport 45 TFSI quattro S’back 55 TFSI e S Line 55 TFSI e S Line S’back V6TD V6TD V6T V8TT Shares much of its core componentry with the Porsche Taycan, so you know it’s good. Fast, stable, tech-rich and beautifully refined THE PICK: RS GT undercuts Taycan Turbo, so is actually decent value V8 Hybrid 12/19 F F A A A A A $108,200 $127,400 $127,500 $164,100 Q8 Plush-riding E-tron offers more refinement than its COTY-winning Mercedes EQC rival, though the E-tron S will soon transition into a Q8 THE PICK: The racier Sportback over the boring wagon F A A Second-gen adopts Golf 7.5 architecture so is far more advanced, spacious and refined. Now comes in tapered Sportback guise THE PICK: If you can stretch, the RS Q3 is a cracker A A Facelift has added air suspension and useful equipment upgrades as standard. Still very polished and decent dynamically to boot THE PICK: 50TDI offers grunt, refinement and more space than rivals Rock-solid coupe that’s usually maligned on account of not being a Porsche. After 25 years, the multi-faceted TT is about to be farewelled THE PICK: S one of the most competent ‘real world’ sports cars around 45 TFSI quattro 45 TFSI Final Edition S quattro RS V6STD 3.0 251 700 A8 2010 5.1 7.0 D V6STD 3.0 251 700 A8 2010 5.1 7.1 D Facelift has added air suspension and useful equipment upgrades as standard. Still very polished and decent dynamically to boot THE PICK: 50TDI offers grunt, refinement and more space than rivals Audi pours everything it knows into the mighty A8 – it’s an indulgent experience. But the autonomous tech doesn’t quite stack up in reality THE PICK: If you can play in this league, the S8 is goals 50 TDI quattro L 50 TDI quattro S8 $110,400 $116,200 Q7 Trans. 95 95 95 95 95 95 98 98 Torque 7.1 7.1 7.4 8.8 8.8 9.1 9.4 9.4 Power RON 5.8 6.0 6.3 4.8 4.7 5.1 3.7 3.9 Size Fuel cons. 1530 1570 1735 1675 1640 1840 1685 1720 Engine type 0-100 D7 D7 D7 A8 A8 A8 A8 A8 Price Kerb weight 370 370 370 500 500 500 600 600 Drive Trans. 183 183 183 260 260 260 331 331 Issue tested Torque 2.0 2.0 2.0 3.0 3.0 3.0 2.9 2.9 Resale % Power L4T L4T L4T V6T V6T V6T V6TT V6TT Size 45 TFSI qttr S Line S’back $84,600 45 TFSI S Line Coupe $84,600 45 TFSI S Line Cabriolet $98,100 S5 Sportback quattro $113,000 S5 Coupe quattro $113,000 S5 Cabriolet quattro $126,400 RS5 Coupe $159,600 RS5 Sportback $159,600 A6 Engine type Price YOUR COMPLETE NEW CAR BUYER’S GUIDE 5 years/unlimited 1 Series F A A A A A A A A Front-drive 1 Series kills the old rear-driver for packaging efficiency but suffers from a lumpy ride, puffy styling, frumpy demeanour THE PICK: Perhaps the new 118i Sport, not the disjointed M135i 118i M Sport 128ti M135i xDrive $54,800 L3T 1.5 103 220 D7 1320 8.5 5.9 95 $61,900 L4T 2.0 180 380 A8 1445 6.3 6.1 95 $76,600 L4T 2.0 225 450 A8 1525 4.8 7.5 95 2 Series Gran Coupe F F 03/20 A At base level, cheap for a BMW ‘coupe’ though M235i Gran Coupe gets smashed by 330i for ability, style, value and cool-factor THE PICK: A 2 Series coupe – this Mini in drag is both dorky and dull 218i 220i M235i xDrive $62,100 $65,200 $83,800 L3T L4T L4T 1.5 103 220 D7 1375 8.7 5.7 95 2.0 141 280 D7 1430 7.2 - 95 2.0 225 450 A8 1570 4.9 7.1 95 @wheelsaustralia F F A 111
L4T L4T L6T L6T 2.0 2.0 3.0 3.0 135 190 285 338 300 400 500 550 A8 A8 A8 A8 1490 1525 1690 1725 7.5 5.8 4.3 4.1 6.3 95 6.4 95 8.0 95 10.2 95 - - R R A R Imposing new-gen 3 Series absolutely nails its target with superb dynamic talents, improved space, comfort and value THE PICK: 330i is a stunning piece of work and one of BMW’s finest 320i M Sport $80,200 330i M Sport $94,700 330i M Sport Touring $98,900 330e M Sport $98,700 M340i xDrive $106,200 M3 $161,300 M3 Competition $171,600 M3 Competition xDrive $177,500 M3 Comp xDrive Touring $180,100 4 Series L4T L4T L4T L4TPH L6T L6TT L6TT L6TT L6TT 2.0 2.0 2.0 2.0 3.0 3.0 3.0 3.0 3.0 135 190 190 215 285 353 375 375 375 300 400 400 420 500 550 650 650 650 A8 A8 A8 A8 A8 M6 A8 A8 A8 1460 1490 1575 1740 1670 1705 1730 1780 1865 7.2 5.8 5.9 5.9 4.4 4.2 3.9 3.5 3.6 6.3 95 7.0 95 7.0 95 2.1 95 7.7 95 10.6 98 10.2 98 10.1 98 10.4 98 R 02/20 R 02/20 R R 02/20 A R R A A New-gen 4 Series is bigger, quicker and smarter than before, especially striking the Gran Coupe and ballistic AWD M4 Comp’ THE PICK: 430i for rear-drive balance and grunt, times two for M4 420i 420i Gran Coupe 430i Gran Coupe 420i Convertible 430i 430i Convertible i4 eDrive 40 M Sport i4 M50 xDrive M440i xDrive GC M440i xDrive M440i xDrive Conv. M4 M4 Competition xDrive M4 Competition Conv. $81,100 $83,500 $93,700 $100,400 $119,600 $119,600 $102,900 $133,900 $129,000 $132,100 $148,400 $166,500 $183,100 $194,600 5 Series L4T L4T L4T L4T L4T L4T E E L6T L6T L6T L6TT L6TT L6TT 2.0 2.0 2.0 2.0 2.0 2.0 81 81 3.0 3.0 3.0 3.0 3.0 3.0 135 135 190 135 190 190 250 400 285 285 285 353 375 375 300 300 350 300 400 400 430 795 500 500 500 550 650 650 A8 A8 A8 A8 A8 A8 R1 R1 A8 A8 A8 M6 A8 A8 1525 1620 1645 1690 1545 1715 2050 2215 1825 1740 1890 1700 1775 1920 7.5 7.9 6.2 8.2 5.8 6.2 5.7 3.9 4.7 4.5 4.9 4.2 3.5 3.7 5.8 95 6.5 95 6.6 95 6.6 95 6.1 95 6.8 95 19.1 – 22.5 – 8.2 95 7.1 95 8.2 95 10.5 98 10.1 98 10.2 98 R R R R R R R A A A A R A A G60 5 Series signals the transition to predominantly electric power with two i5 models (including ballistic M60) and a mild-hybrid 520i. THE PICK: i5 M60 looks like decent value against an M5 520i i5 eDrive 40 i5 M60 xDrive M5 Competition (F90) $114,900 $155,900 $215,900 $273,600 7 Series L4T E E V8TT 2.0 84 84 4.4 153 250 442 460 330 430 820 750 A8 R1 R1 A8 1725 2130 2305 1895 7.5 6.0 3.8 3.3 TBC 98 TBC – TBC – 10.6 98 R R A A All-new 7 Series is a whopper, on a wheelbase 5mm longer than the old LWB car. Choose from petrol or electric; both are excellent THE PICK: i7 has the torque and refinement that suits perfectly 740i i7 xDrive60 i7 M70 $272,900 $306,900 $344,900 8 Series L6TT E E 3.0 280 540 A8 2090 5.4 7.7 95 106 400 745 R1 2640 4.7 19.6 106 485 1100 R1 2715 3.7 19.9 - - - R A A sDrive 18i xDrive 20i xDrive 20i M Sport iX1 xDrive 30 xLine iX1 xDrive 30 M Sport M35i xDrive $194,900 $197,900 $212,900 $294,900 $298,900 $307,100 $377,000 $380,000 Z4 L6T L6T L6T V8TT V8TT V8TT V8TT V8TT 3.0 3.0 3.0 4.4 4.4 4.4 4.4 4.4 250 250 250 390 390 390 460 460 500 500 500 750 750 750 750 750 A8 A8 A8 A8 A8 A8 A8 A8 1710 1710 1830 1995 1965 2024 1980 1885 5.2 5.0 5.3 3.9 3.7 3.9 3.2 3.2 7.4 95 7.1 95 7.3 95 9.9 95 9.8 95 9.9 95 10.7 98 10.4 98 R R R A 06/19 A A A A Big engine, small car, no roof, it’s an age-old recipe that works brilliantly in the new Z4. Ignore the four-pot and go the straight-six THE PICK: M40i gains 285kW tune and a 4.1sec 0-100km/h time sDrive 20i M40i $99,200 $139,00 L4T L6T 2.0 145 320 A8 1405 6.6 6.5 95 55 02/20 R 3.0 285 500 A8 1535 4.1 7.4 95 55 02/20 R $53,900 $65,900 $68,900 $84,900 $84,900 $90,900 X2 xDrive 20i M Sport M35i xDrive iX2 eDrive 20 iX2 xDrive 30 $75,900 $92,900 $82,900 $85,700 X3 whichcar.com.au/wheels 1.5 2.0 2.0 65 65 2.0 115 150 150 230 230 233 Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque 230 300 300 494 494 400 D7 D7 D7 R1 R1 D7 1505 1580 1580 – – – 9.0 7.4 7.4 5.6 5.6 5.4 6.5 95 56 7.2 95 56 7.2 95 TBC – TBC – 8.5 95 F A A A A A L4T L4T E E 2.0 2.0 67 67 150 233 150 230 300 400 247 494 D7 D7 R1 R1 1620 1695 – 2018 7.4 5.4 – 5.6 TBC 95 8.0 98 TBC – 17.7 – A A F A Edgier, cooler update of one of BMW’s most important cars. Oodles of space joined by decent kit, a plug-in hybrid option and an electric iX3 THE PICK: 30i or 30e, though well-stocked iX3 is quietly charming sDrive 20i xDrive 20d xDrive 30i M Sport xDrive 30d M Sport xDrive 30e M Sport iX3 M40i M Competition $83,100 $86,100 $97,900 $104,300 $111,800 $104,900 $126,800 $178,000 X4 L4T L4TD L4T L6TD L4TPH E L6T L6TT 2.0 2.0 2.0 3.0 2.0 80 3.0 3.0 135 140 185 195 215 210 285 375 300 400 350 620 420 400 500 650 A8 A8 A8 A8 A8 R1 A8 A8 1710 1840 1810 1935 1990 2185 1910 2010 8.2 8.0 6.3 5.8 6.1 6.8 4.8 3.8 7.3 95 5.9 D 7.9 95 6.4 D 3.2 95 18.9 – 8.9 95 11.0 98 R A A A A R A A Paying more for an X3 with a fast roofline makes sense if you’ve finished breeding, or have fur babies, or think an X6 is gauche THE PICK: This active-wear X3 best suits an M40i or M xDrive 20i xDrive 30i M40i M Competition $95,700 $106,400 $135,200 $185,200 X5 L4T L4T L6T L6TT 2.0 2.0 3.0 3.0 135 185 285 375 300 350 500 650 A8 A8 A8 A8 1800 1815 1920 2010 8.3 6.3 4.8 3.8 7.7 7.9 8.9 10.8 95 95 95 98 R A A A Fourth time’s a charm for X5. Advanced tech, smartly packaged, lovely dash and fun to punt around. Likeable 30d offers lag-free diesel punch THE PICK: Tasty 40i, since a straight-six petrol is what BMW’s all about xDrive 30d M Sport xDrive 40i M Sport xDrive 50e M Sport M60i M Competition $134,900 $138,900 $149,900 $172,900 $241,900 X6 L6TTD L6T L6TH V8TT V8TT 3.0 3.0 3.0 4.4 4.4 219 250 360 390 460 670 450 700 750 750 A8 A8 A8 A8 A8 2110 2005 2435 2345 2310 6.6 5.2 5.6 4.3 3.8 7.3 D 9.2 95 2.3 95 11.5 95 12.5 95 02/20 A 02/20 A A A 04/20 A If you thought the X5 could do with a little less load-carrying ability and rear headroom, and a lot more grille, the X6 was built for you THE PICK: An X5, or a V8 petrol... the M Comp if the budget can stretch xDrive 30d M Sport xDrive 40i M Sport M60i M Competition $140,900 $144,900 $178,900 $247,900 X7 L6TTD L6T V8TT V8TT 3.0 3.0 4.4 4.4 219 250 390 460 670 450 750 750 A8 A8 A8 A8 2110 2005 2235 2295 5.5 6.5 4.3 3.8 7.1 D 9.0 95 11.5 95 12.5 95 A A 13/19 A A Luxury seven seater is built for space, with supreme comfort raised with 2022 update. Second row can now be specced as captain’s chairs THE PICK: Petrol V8 is a belter, but muscular diesel makes more sense xDrive 40i xDrive 40d M60i xDrive $167,900 $174,900 $205,900 iX L6T 3.0 280 540 A8 2240 5.8 9.6 95 L6TTD 3.0 260 720 A8 2370 5.9 8.0 D V8TT 4.4 390 750 A8 2460 4.7 12.2 95 X A A Polarising grille aside, the striking iX is a welcome return to form for BMW design, as a brand-defining electric SUV should be! THE PICK: Based on its 205km of extra range, the xDrive 50 Sport xDrive 40 xDrive 40 Sport xDrive 50 Sport M60 $135,900 $149,900 $174,900 $222,900 XM E E E E 77 77 112 112 240 240 385 397 630 630 765 1100 R1 R1 R1 R1 2365 2365 2510 2670 6.1 24.5 – 6.1 – 4.6 – 3.8 – A A A A A showcase of BMW’s current design extravagance, the XM is also the first BMW M car with an electrified drivetrain (it’s a plug-in hybrid) THE PICK: Only one for now, until Label Red version arrives $302,200 112 L3T L4T L4T E E L4T More clearly a coupe-SUV than its predecessor, with broad drivetrain choices including a performance flagship and an equally rapid EV iX1 THE PICK: Given their tight pricing, the best you can afford Just when you thought the market for big, style-statement coupes had all but evaporated, BMW breathes in new life – and tasty M variants THE PICK: If you can afford the price of admission, go the M8 Comp 840i Gran Coupe 840i Coupe 840i Convertible M850i xDrive GC M850i xDrive Coupe M850i xDrive Conv’ M8 Comp Gran Coupe M8 Competition Coupe Power Price rises at entry level offset by richer spec for all-new X1, joined by electric iX1 and first-ever M-branded version, the rapid, raunchy M35i THE PICK: Modest premium for electric iX1 screams sensible Raises a middle finger to the unrelated 2 Series Gran Coupe, with traditional rear-drive ... unless you opt for the saucy AWD M240i THE PICK: An M240i in metallic purple because grey is snoozeville $68,800 $74,300 $96,000 $119,000 3 Series Size X1 2 Series 220i M Sport 230i M Sport M240i xDrive M2 Engine type Price Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Engine type Price Data bank V8TPH 4.4 480 800 A8 2710 4.3 TBC 98 A
BMW – FORD 7 years/unlimited km Dolphin E E E 45 70 180 R1 1506 12.3 – 60 150 310 R1 1658 7.0 – 60 150 310 R1 1658 7.0 – – – – F F F China’s ‘Build Your Dreams’ debut vehicle is medium SUV in size, with two range variants and a striking, concept car-esque interior THE PICK: The Extended Range for its extra 75km (up to 420km) Standard range Extended range $44,990* $47,990* E E 50 150 310 R1 1680 7.3 TBC – 60 150 310 R1 1750 7.3 TBC – V VZ VZe VZx $409,888 296 1.6 100 160 M5 675 2.0 177 206 M6 700 2.0 177 206 M6 700 5.5 6.2 95 4.5 7.7 95 4.5 7.7 95 R R R GTB GTS 7 years/unlimited Rakish compact crossover makes its case with decent equipment and sufficiently lively performance, but intrusive driver aids get in the way THE PICK: We’d save the $3K and skip the sunroof and power tailgate L4T L4T 1.5 108 210 C 1.5 108 210 C 1346 9.2 6.9 91 1393 9.2 6.9 91 1.2 81 205 A6 1090 10.7 6.6 95 $39,990 C5 X L3T $57,670 L4T C5 Aircross $54,990 L4T 1.2 114 240 A8 1237 9.2 6.1 95 1.6 133 250 A8 1467 8.1 6.0 95 1.6 133 250 A8 1402 8.2 5.7 95 Cupra F Dolcevita Abarth 695 Comp’ Abarth 695 Comp’ La Prima Abarth Turismo L4T L4T L4TPH L4T F 5 years/unlimited 2.0 2.0 1.4 2.0 E Drive Issue tested Resale % Fuel cons. 0-100 Kerb weight Trans. Torque Power RON 95 95 95 98 A F F A 3 years/unlimited V8TT 3.9 456 760 D8 1570 3.4 11.2 98 10/20 R $568,300 V6TT $668,146 V6TT SF90 Stradale 3.0 610 740 D8 1470 2.9 6.4 98 3.0 610 740 D8 1540 3.0 6.4 98 R R $846,888 $957,700 V8TTH 4.0 574 800 D8 1570 2.5 V8TTH 4.0 574 800 D8 98 98 09/20 A A 3 years/150,000km 140 180 180 221 320 370 400 400 D7 D7 D6 D7 1461 1493 1634 1503 7.2 6.4 6.7 5.7 6.2 6.7 1.8 6.8 95 95 95 98 82 170 310 R1 1927 7.0 17.0 – $27,220 $37,900 $39,900 500e L4 L4T L4T 1.2 51 102 S5 920 12.9 4.8 95 1.4 132 250 M5 1045 6.7 6.0 95 1.4 132 250 S5 1045 6.9 5.8 95 F 03/17 F F $52,500 $55,990 E E 42 87 42 113 220 R1 1290 9.0 14.4 235 R1 1335 7.0 18.1 – F F F F R F F 5 years/unlimited Edgier, cooler comprehensive rework of previous Mustang generation adds polish and extra panache, plus a shedload of standard equipment THE PICK: GT Fastback manual is the heart and soul of a ’Stang EcoBoost Fastback GT Fastback GT Fastback GT Convertible Dark Horse Dark Horse $64,990 $77,002 $80,902 $86,752 $99,102 $103,002 Puma L4T V8 V8 V8 V8 V8 2.3 5.0 5.0 5.0 5.0 5.0 232 347 347 347 349 349 475 550 550 550 548 548 A10 1746 M6 1813 A10 1841 A10 1881 M6 1822 A10 1842 – – – – – – 9.4 98 13.6 98 12.9 98 12.9 98 15.5 98 12.9 98 R R R R R R Ford’s new small SUV looks exxy compared with rivals but is bursting with standard gear. Plus, it’s a million times better than the EcoSport! THE PICK: Trim and equipment the decider here. We’d go the ST-Line ST-Line ST-Line V $30,340 $32,690 $35,890 Escape L3T L3T L3T 1.0 92 1.0 92 1.0 92 170 D7 1314 170 D7 1314 170 D7 1314 10.0 5.3 95 10.0 5.3 95 10.0 5.3 95 F F F Underrated but worthy of attention for its dynamics, Ford offers an appealing, ahem, Escape from the masses. Plug-in hybrid finally here THE PICK: ST-Line AWD the sweet spot with its punchy 2.0-litre turbo Closely related to the VW ID.3, but with sportier chassis tune, so brings engaging rear-drive dynamics, along with over 500km of WLTP range. THE PICK: We get the gruntiest version, so be happy with that $59,990 7.0 6.9 1.9 7.7 Mustang F The Mk8 Golf’s naughty Spanish cousin, including a plug-in hybrid with 51km of WLTP electric range and a 221kW VZx front-drive scorcher THE PICK: VZx with matte paint and copper 19s $45,190 $53,490 $61,690 $61,690 Born 7.1 6.8 7.0 4.9 Ford Leon V VZ VZe VZx 1618 1569 1708 1647 Visibly derived from the combustion-engined 500 but a completely different, slightly larger car on a new platform. WLTP range is 311km THE PICK: At this price point, the funkier and faster Abarth 500e The SUV for those after a Goldilocks pick between Peugeot 3008 and 5008. Handsome styling refresh, improved power and tech for MY23 THE PICK: Facelifted Sport refines Citroen’s left-field concept nicely Sport D7 D7 D6 D7 Ageing Italian icon still a cute, affordable runabout but robotised ‘DualLogic’ auto is flawed and you’ll need a kidney belt for bonkers Abarth THE PICK: A second-hand 500 manual, not the pricey MY23 update Large crossover wagon brings distinctive exterior design, but also a welcome focus on ride comfort. A well-equipped, likeable oddball THE PICK: There’s only one for now; PHEV not for Oz ... yet Shine 320 370 400 400 Fiat 05/18 F More polished than a Cactus and way better than its dull C4 predecessors, the new C4 finally combines comfort, charm and class THE PICK: There’s only one so make it orange Shine Spider 5 years/unlimited Likeable but invisible French hatch brings flair and individuality, however its price is too steep for any level of sales success THE PICK: Something bright and cheery, so you forget what you paid for it L3T 140 180 180 228 The plug-in hybrid electric craze reaches Maranello. However, it isn’t for tree-hugging, the extra volts are all about adding performance THE PICK: If you’ve got the means, you won’t be disappointed F F C3 $32,267 C4 2.0 2.0 1.4 2.0 500 Citroën Shine L4T L4T L4TPH L4T A masterful execution of chassis sophistication and hybrid tech, delivering scintillating throttle response combined with 25km EV range. THE PICK: Spyder’s extra $100K worth it for the soundtrack Omoda 5 $29,990 $32,990 A Pretty and deceptively appealing, Roma is also a joy to drive thanks to its searing pace and long-legged chassis tune THE PICK: This is it until the drop top arrives 2 years/50,000km Chery EX $51,990 $56,990 $64,990 $65,790 Ferrari F F Developed from Colin Chapman’s 1957 vision; a time when cigarettes were good for you. Ridiculously fast fun. Range revised in 2023 THE PICK: 485 S is all the reborn Lotus 7 fun you’ll ever need L4 L4 L4 2.0 221 400 D7 1652 4.9 7.8 98 Riding on the same MQB Evo platform as Leon and Golf 8, the Formentor is the first-ever Cupra-only model and it’s a bit of a stunner THE PICK: 228kW VZx with Akrapovic exhaust, or plush-riding V Seven $74,800 $128,000* $138,000* $63,490 L4T Formentor Roma Caterham 275 485 S 485 CSR Size Dating from 2016, Ateca is closely related to Skoda’s Karoq but with multi-link IRS, AWD, and a scorching 221kW 2.0-litre turbo-petrol donk THE PICK: Optioned with Akrapovic exhaust, Brembo brakes, sunroof VZx Ticks budget EV boxes by providing roomy cabin and smooth, quiet performance. Base model not quick but still fit for purpose THE PICK: Premium worth it for range, pace and IRS $38,890 $44,890 $49,990 Atto 3 Engine type Ateca BYD Dynamic Premium Sport Price Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Price Engine type YOUR COMPLETE NEW CAR BUYER’S GUIDE ST-Line ST-Line AWD $37,490 $39,490 $42,490 L4T L4T L4T 2.0 183 387 A8 1611 2.0 183 387 A8 1621 2.0 183 387 A8 1690 - 8.6 95 8.6 95 8.6 95 @wheelsaustralia F F A 113
Vignale Vignale AWD ST-Line PHEV $48,090 $51,090 $54,440 Everest L4T L4T L4PH 2.0 183 387 A8 1621 - 8.6 95 2.0 183 387 A8 1690 - 8.6 95 2.5 167 n/a C 1843 9.2 1.5 95 F A F $53,290 $58,290 $60,590 $65,590 $69,590 $77,530 Ranger L4TTD L4TTD L4TTD L4TTD V6TD V6TD 2.0 2.0 2.0 2.0 3.0 3.0 154 154 154 154 184 184 500 500 500 500 600 600 A10 2259 A10 2367 A10 2274 A10 2383 A10 2454 A10 2492 – – – – – – 7.1 7.2 7.1 7.2 8.5 8.5 D D D D D D 3.5T AWD Sport Electrified R A R A A A 2.5T 2.5T AWD 3.0D AWD 3.5T AWD $51,430 $59,190 $53,430 $54,330 $61,190 $64,190 $63,690 $66,690 $67,190 $70,190 $75,990 $76,990 $85,490 F-150 $106,950 $107,945 $139,950 $140,945 Mach-E $72,990 $86,990 $104,990 L4TTD L4TTD L4TTD L4TTD L4TTD V6TD L4TTD V6TD L4TTD V6TD L4TTD V6TD V6TT 2.0 2.0 2.0 2.0 2.0 3.0 2.0 3.0 2.0 3.0 2.0 3.0 3.0 V6TT V6TT V6TT V6TT 3.5 3.5 3.5 3.5 E E E 154 154 154 154 154 184 154 184 154 184 154 184 292 500 500 500 500 500 600 500 600 500 600 500 600 583 A10 2091 A10 2145 A10 2143 A10 2151 A10 2197 A10 2256 A10 2206 A10 2264 A10 2271 A10 2329 A10 2290 A10 2345 A10 2413 – – – – – – – – – – – – – 7.6 7.6 7.6 7.6 7.6 8.4 7.6 8.4 7.6 8.4 7.6 8.4 11.5 298 298 298 298 678 678 678 678 A10 A10 A10 A10 2451 2471 2535 2555 – – – – D D D D D D D D D D D D 98 A A A A A A A A A A A A A 12.5 91 12.5 91 12.5 91 12.5 91 71 198 430 R1 1996 7.0 91 216 430 R1 2070 6.9 91 358 860 R1 2273 4.4 - A A A A - - - R R A 114 Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Size Engine type Power 224 224 204 279 422 422 588 530 A8 A8 M6 A8 2073 2153 2267 2248 6.9 6.9 6.8 5.5 9.8 95 10.4 95 8.8 D 11.7 95 R A A A 3 years/100,000km Stingray 2LT coupe $175,000 V8 6.2 369 Stingray 2LT convertible $190,000 V8 6.2 369 Stingray 3LT coupe $190,000 V8 6.2 369 Stingray 3LT convertible $205,000 V8 6.2 369 Stingray Z06 3LZ coupe $336,000 V8 5.5 475 Chevrolet Silverado 637 637 637 637 550 D8 D8 D8 D8 D8 1601 1638 1601 1638 1601 – – – – – 13.5 95 13.5 95 13.5 95 13.5 95 13.5 95 R R R R R Dwarfs just about everything else on the road, and could probably tow your house into a better suburb. Hugely improved dashboard for MY23 THE PICK: Better-riding, off-road-focused ZR2 1500 LTZ Premium 1500 ZR2 $128,000 $133,000 V8 V8 6.2 313 624 A10 2543 6.4 12.2 91 6.2 313 624 A10 2583 12.2 91 GWM-Haval 08/20 A A 7 years/unlimited Ora The cute styling grabs your attention, but delve a bit deeper and there’s decent fitness for purpose here, with an inviting, spacious interior THE PICK: If you can live with around 300km per charge, go Standard Standard Range Extended Range Ultra GT $39,990 $45,990 $48,990 $51,990 Jolion E E E E 48 63 63 63 126 126 126 126 250 250 250 250 R1 R1 R1 R1 1540 1580 1580 1580 8.4 8.4 8.4 8.4 16.8 16.8 16.8 16.8 - F F F F Much-needed H2 replacement makes its case for being maxxed in size and spec for a small SUV, plus a load better than the previous dunger THE PICK: Good value Lux gets all the kit you should need Handsome styling, a long warranty and plenty of space and features may lure punters to the H6 like a politician to -a backroom deal THE PICK: Less is best, so the Premium for $34K drive-away $81,000 $88,000 G80 L4T V6TT 2.0 179 353 A8 1699 6.4 9.1 95 3.3 274 510 A8 1765 4.7 10.2 95 R R $85,670 $114,670 $145,000 GV60 L4T V6TT E 2.5 224 422 A8 1869 6.0 8.6 95 3.5 279 530 A8 2023 5.1 10.7 95 87.2 272 700 R1 2245 4.9 R A A $106,375 $113,375 GV70 E E 77 234 605 R1 2160 5.5 18.8 – 77 360 700 R1 2210 4.0 19.1 – A A Premium Lux Lux Hybrid Ultra S Ultra Hybrid Premium Lux Ultra Ultra AWD Ultra Hybrid GT Lux GT Ultra AWD $68,500 $70,900 $73,200 L4T L4T L4TD whichcar.com.au/wheels 2.5 224 422 A8 1908 6.1 9.8 95 2.5 224 422 A8 1973 6.1 10.3 95 2.2 154 440 A8 1993 7.9 7.8 D R A A $33,990* $36,990* $39,990* $42,990* $45,990* $40,990* $46,490* Tank 300 L4T L4T L4TH L4T L4T L4TH L4T L4T L4T L4T L4TH L4T L4T 1.5 1.5 1.5 1.5 1.5 1.5 2.0 2.0 2.0 2.0 1.5 2.0 2.0 110 110 139 110 130 139 150 150 150 150 179 150 150 210 210 375 210 260 375 320 320 320 320 530 320 320 D7 D7 C D7 D7 C D7 D7 D7 D7 C D7 D7 1400 1400 1500 1400 1400 1500 1555 1555 1555 1625 1690 1570 1680 – – 8.2 – – 8.2 – – – – – – – 8.1 8.1 5.0 8.1 7.6 5.0 7.4 7.4 7.4 8.3 5.2 7.5 8.4 95 95 95 95 95 95 95 95 95 95 91 91 91 F F F F F F F F F A F F A Medium SUV with available hybrid powertrain and serious off-road ability; something of a bargain compared to Jeep’s Wrangler THE PICK: Top-spec Ultra adds a decent amount of kit for $5K Lux Ultra Lux Hybrid Ultra Hybrid If you like the G70 but need more space, the GV70 could be the answer. Solid line-up, lusty engines , lush quality, now with an enticing EV option THE PICK: EV worth the hefty premium if it fits your lifestyle 2.5T 2.5T AWD 2.2D AWD 2.5 2.5 3.0 3.5 Revised G70 still defined by its pace, handling and quality, but gets styling and tech updates for MY24, new dampers for V6, simpler range THE PICK: Fruity sounding 3.3T Sedan in tasteful Hallasan Green First EV for the brand is, predictably, based on the EMGP platform, so delivers honed dynamics, great packaging and ultra-fast charging THE PICK: Can you really use all that the Performance offers? AWD Performance AWD L4T L4T L6TD V6TT G70 5 years/unlimited Limo with a touch of Art Deco glamour and a big dose of individuality, along with segment-leading equipment, new Sport models THE PICK: The EV, or 2.5T with Sport Line package 2.5T 3.5T AWD Electrified $92,200 $97,200 $105,200 $109,700 $28,490* $30,990* $36,990* $33,990* $36,990* $40,990* H6 Genesis 2.0T Shooting Brake 3.3T Sedan A A First-ever factory RHD Corvette mid-mounts its new LT2 V8 and mates it to a dual-clutch for supercar acceleration, cracking dynamics THE PICK: 2LT coupe or convertible, unless you can stretch to Z06 Deserves to give the Tesla Model Y a shake thanks to excellent refinement, decent dynamics, practical cabin, and great visibility THE PICK: Premium is quick enough; GT bonkers and slurps charge Select Premium GT 3.5 279 530 A8 2038 5.1 11.3 95 77 360 700 R1 2310 4.2 19.9 – Corvette Factory F-150 offers two tray lengths (5.5- or 6.5-foot) and Raptor’s twin-turbo V6, with a 136-litre tank and 4.5-tonne towing capacity THE PICK: Lariat gets all the fruit but XLT much cheaper, looks tougher XLT Crew Cab XLT Crew Cab LWB Lariat Crew Cab Lariat Crew Cab LWB V6TT E GMSV New-gen, Aussie-developed Ranger scores big for refinement, sophistication and breadth of talent, topped by the searing new Raptor THE PICK: Sport V6 for its value and punch, or Raptor coz it’s nuts XL Super Cab XLT Super Cab XL XLS XLT XLT V6 Sport Sport V6 Wildtrak Wildtrak V6 Wildtrak X Platinum Raptor $84,600 $127,800 GV80 Upmarket flagship SUV for the Genesis brand, pitched as a genuine X5 rival offering lavish interiors, fine quality and strong value THE PICK: If you can afford the fuel, the 3.5T AWD is king COTY-winning wagon version of T6.2 Ranger dual-cab brings a new level of sophistication for its class, plus a ballsy new diesel V6 THE PICK: V6-only Sport 4WD blends value and grunt Ambiente Ambiente 4WD Trend Trend 4WD Sport 4WD Platinum 4WD Price Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Price Engine type Data bank $46,990* $50,990* $55,990* $60,990* Ute L4T L4T L4TH L4TH 2.0 2.0 2.0 2.0 162 162 258 258 380 380 615 615 A8 A8 A9 A9 2155 2155 2313 2313 – – – – 9.5 9.5 8.4 8.4 91 91 91 91 A A A A If equipment sizzle matters then GWM’s Ute is a game-changer … until you unearth its drivetrain and dynamic flaws, though it’s not bad THE PICK: For showroom glamour, the loaded Cannon-X Cannon Cannon $35,990 $38,990* L4TD L4TD 2.0 120 400 A8 1935 – 2.0 120 400 A8 2100 – 8.3 D 9.4 D R A
FO RD – H YU NDAI Honda Civic Brilliant chassis and a terrific interior partly undermined by boring engine, exxy price. Hybrid better; Type-R is world’s best hot hatch THE PICK: Fun, frugality or front-drive fury? Your choice VTi-LX e:HEV LX Type R $47,200* $55,000* $72,600* Accord L4T L4H L4T 1.5 131 240 C 1369 7.5 6.3 91 1.5 135 315 C 1475 8.1 4.2 95 2.0 235 420 M6 1430 5.4 8.9 98 F F F With COTY wins (’77 original and ’08 Euro), every Accord arrives with high hopes. Earth Dreams chassis, turbo and hybrid deliver THE PICK: The turbo four is demonstrably better than the hybrid VTi-LX Turbo VTi-LX Hybrid $57,900* $61,900* HR-V L4T L4H 1.5 140 260 C 2.0 158 315 C 1504 – 1591 – 6.5 91 4.3 91 02/20 F F $36,700* $47,000* ZR-V L4 L4H 1.5 89 1.5 96 145 C 253 C 1267 – 5.8 91 1382 10.6 4.3 91 F F Mid-size SUV that slots between the HR-V and the larger, next-gen CR-V has a lovely interior and an agreeable, easy-driving character THE PICK: VTi LX for blind-spot monitoring and rear cross-traffic alert VTi X VTi L VTi LX e:HEV LX $40,200* $43,200* $48,500* $54,900* CR-V L4H L4H L4H L4H 1.5 1.5 1.5 2.0 131 131 131 135 240 240 240 315 C C C C 1433 1465 1512 1586 – – – 8.0 7.2 7.2 7.2 5.5 91 91 91 91 F F F F Much-needed new-generation CR-V channel’s the Civic’s sophistication and finesse in a market-friendly medium SUV package THE PICK: If its siblings are anything to go by, the flagship Hybrid VTi X VTi L VTi X7 VTi L7 VTi L AWD VTi LX AWD e:HEV RS $44,500* $48,800* $46,800* $53,000* $51,300* $57,000* $59,900* L4T L4T L4T L4T L4T L4T L4H 1.5 1.5 1.5 1.5 1.5 1.5 2.0 140 140 140 140 140 140 152 240 240 240 240 240 240 335 C C C C C C C 1613 1623 1665 1700 1669 1719 1771 – – – – – – 9.4 Hyundai 7.1 7.1 7.3 7.3 7.4 7.7 5.5 91 91 91 91 91 91 91 F F F F A A F 5 years/unlimited i20 This hot little groover is arguably the N model to have with its mechanical LSD, hyper agility and red-hot price. This or a small SUV? THE PICK: Manual-only i20 N could be the perfect post-Covid tonic N $34,990 i30 L4T 1.6 150 275 M6 1210 6.2 6.9 95 F Hybrid Elite Elite Hybrid Premium Premium Hybrid N-Line N-Line Premium N Premium N Premium Active Elite N-Line N-Line N-Line Premium N-Line Premium N N N Premium N Premium s/roof N Drive-N Limited Ed. N Drive-N Limited Ed. Fastback N Fastback N L4 L4 L4 L4 L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T 2.0 2.0 2.0 2.0 1.6 1.6 1.6 1.6 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 120 120 120 120 150 150 150 150 206 206 206 206 206 206 206 206 203 203 203 203 265 265 265 265 392 392 392 392 392 392 392 392 M6 A6 A6 A6 M6 D7 M6 D7 M6 D8 M6 D8 M6 D8 M6 D8 1357 1382 1382 1382 1407 1436 1407 1436 1447 – 1447 1541 1508 1541 – – – – – – – – – – 5.9 5.4 5.9 5.4 5.9 5.4 5.9 5.4 7.3 7.4 7.4 7.4 7.5 7.8 7.5 7.8 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5 91 91 91 91 91 91 91 91 95 95 95 95 95 95 95 95 F F 12/18 F F F F F F F F F F F F F F $29,000 $33,000 $33,500 TBC $38,500 TBC $36,000 $41,500 $50,200 $50,200 Sonata L4 L4H L4 L4H L4 L4H L4T L4T L4T L4T 2.0 1.6 2.0 1.6 2.0 1.6 1.6 1.6 2.0 2.0 110 104 110 104 110 104 150 150 206 206 180 265 180 265 180 265 265 265 392 392 C D6 C D6 C D6 D7 D7 M6 D8 1260 – 1300 – 1334 – 1340 1385 1445 1480 – – – – – – – – 5.8 5.3 Drive Issue tested Resale % RON Fuel cons. 6.1 3.9 6.1 3.9 6.1 3.9 6.8 6.8 8.2 8.2 91 91 91 91 91 91 91 91 95 95 F F F F F F F F F F Perhaps a touch too much power for its front wheels to cope with but eighth-gen Sonata definitely has spirit, and newfound techno style THE PICK: Make it black, to milk its four-door Knight Rider vibe N-Line $55,500 Venue L4T 2.5 213 422 D8 1675 6.2 8.1 91 F A much, much better baby bus than people give it credit for, though those base alloys look like roller skates. Now no longer sub-$20K THE PICK: Probably the Active with its stylish 17s and added glamour Active Active Elite $21,740 $23,760 $23,670 $25,690 $27,540 Kona L4 L4 L4 L4 L4 1.6 1.6 1.6 1.6 1.6 90 90 90 90 90 151 151 151 151 151 M6 A6 M6 A6 A6 1140 1165 1200 1225 1225 11.2 11.4 11.2 11.4 10.4 7.0 7.2 7.0 7.2 7.2 91 91 91 91 91 F F F 11/19 F 01/20 F Based on the newer i30 Sedan’s platform, second-gen Kona boasts expanded dimensions for significant cabin gains; ample safety gear THE PICK: 1.6T N-Line is punchy and grippy, or wait for EV 2.0 2.0 N-Line Hybrid Hybrid N-Line 1.6T N-Line Premium 2.0 Premium 2.0 N Line Premium Hybrid Premium Hybrid N-Line Premium 1.6T N-Line $32,000 $36,000 $36,000 $40,000 $40,000 $39,500 $42,500 $43,500 $46,500 $46,500 Tucson L4 L4 L4H L4H L4T L4T L4T L4H L4H L4T 2.0 2.0 1.6 1.6 1.6 2.0 2.0 1.6 1.6 1.6 110 110 104 104 146 110 110 104 104 146 180 180 265 265 265 180 180 265 265 265 C C D6 D6 A8 C C D6 D6 A8 1335 1335 1410 1410 1450 1455 1455 1410 1410 1450 10.2 10.2 11.2 11.2 8.5 10.2 10.2 11.2 11.2 8.5 6.2 6.2 3.9 3.9 7.6 6.6 6.6 3.9 3.9 7.6 91 91 91 91 91 91 91 91 91 91 F F F F A F F F F A Its striking shape, minimalist interior design, class-leading space and excellent handling shine, though ancient 2.0-litre is oddly out of step THE PICK: A Highlander 1.6T/2.0D, with or without N-Line package Elite Elite 1.6T Elite CRDi Highlander Highlander 1.6T Highlander CRDi Likeable, with a robust interior, decent dynamics, respectable polish ... but outstanding N performance variants steal the show THE PICK: N hot hatch. Or anything with a turbo $23,720 $25,720 $27,220 $30,520 $30,220 $32,220 $35,020 $37,020 $46,200 $49,200 $49,200 $53,700 $53,200 $56,200 $49,000 $52,000 0-100 Anti-bland Elantra-in-drag finally pushes design boundaries, and gets more kit, revised powertrains for MY24, plus a Hybrid for the first time THE PICK: The Sedan N is an absolute rip-snorter, with updates coming Channels the dynamic excellence of the latest Civic, and its pricing, though base petrol is insipid and ADR rules mean it only seats four THE PICK: The Hybrid for its equipment and efficiency Vi-X e-HEV L Kerb weight i30 Sedan A A A A 5 years/unlimited Trans. D D D D Torque 9.4 9.4 9.4 9.4 Power – – – – Size RON 2100 2100 2100 2220 Engine type Fuel cons. A8 A8 A8 A8 Price 0-100 400 400 400 400 Drive Kerb weight 120 120 120 120 Issue tested Trans. 2.0 2.0 2.0 2.0 Resale % Torque L4TD L4TD L4TD L4TD Power $42,490* $45,490* $46,490* $52,990* Size Cannon-L Cannon-X Cannon Vanta Cannon-XSR Engine type Price YOUR COMPLETE NEW CAR BUYER’S GUIDE $34,900 $39,400 $43,400 $45,400 $46,400 $50,400 $52,400 Santa Fe L4 L4 L4T L4TD L4 L4T L4TD 2.0 2.0 2.0 2.0 2.0 1.6 2.0 115 115 132 137 115 132 137 192 192 265 416 192 265 416 A6 A6 D7 A8 A6 D7 A8 1428 1479 1560 1680 1530 1689 1810 – – – – – – – 8.1 8.1 7.2 6.3 8.1 7.2 6.3 91 91 91 D 91 91 D F F A A F A A Along with its Kia Sorento cousin, one of the finest large SUVs you can buy, especially the beautifully presented Elite and Highlander THE PICK: Active and Elite AWD diesels are the value sweet spot CRDi Active Active CRDi Elite Elite CRDi Highlander Highlander CRDi Elite Hybrid Highlander Hybrid $46,050 $49,550 $50,250 $53,750 $56,500 $60,000 $63,050 $66,550 $63,000 $69,550 Palisade V6 L4TD V6 L4TD V6 L4TD V6 L4TD L4H L4H 3.5 2.2 3.5 2.2 3.5 2.2 3.5 2.2 1.6 1.6 200 148 200 148 200 148 200 148 169 169 331 440 331 440 331 440 331 440 350 350 A8 D8 A8 D8 A8 D8 A8 D8 A6 A6 1735 1820 1735 1820 1858 1943 1858 1943 1945 1983 – – – – – – – – – – 10.5 91 6.1 D 10.5 91 6.1 D 10.5 91 6.1 D 10.5 91 6.1 D 6.0 91 6.0 91 F A F A F A F A A A Refreshed for 2024 with extra equipment, new Calligraphy flagship variant. If you need to move eight people, this is a fine way to do it THE PICK: Calligraphy diesel with 2nd-row captain’s chairs is nicely luxe Elite Elite CRDi Calligraphy $66,800 $70,800 $75,900 V6 L4TD V6 3.8 217 355 A8 1911 – 2.2 147 440 A8 1980 – 3.8 217 355 A8 1984 – 10.7 91 7.3 D 10.7 91 @wheelsaustralia R A R 115
Dynamiq Dynamiq AWD Epiq Epiq AWD N E E E E E E E 58 77 77 77 77 77 84 125 168 168 239 168 239 478 350 350 350 605 350 605 770 R1 R1 R1 R1 R1 R1 R1 – – 2015 2095 – 2125 2200 8.5 7.3 7.3 5.1 7.3 5.1 3.4 – – 17.9 – 17.9 – 19.0 – 17.9 – 19.0 – – – R R R A R A A Pitched as a ‘streamliner’ liftback alternative to Ioniq 5, with its aero shape giving it a range advantage. New base Ioniq 6 offers 429km range THE PICK: All three have merit, but the Dynamiq sits in the sweet spot Dynamiq Dynamiq AWD Epiq Epiq AWD $65,500 $71,500 $77,500 $82,000 $81,000 $85,500 Staria E E E E E E 53 77 77 77 77 77 111 168 168 239 168 239 350 350 350 605 350 605 R1 R1 R1 R1 R1 R1 – – 1957 2018 – 2110 8.8 7.3 7.3 5.1 7.3 5.1 – – 17.8 – 17.8 – 18.8 – 17.8 – 18.8 – R R R A R A While it sounds like a bogan name for a girl, the intelligent, futuristic Staria is a hugely roomy, highly worthy alternative to an SUV THE PICK: The higher the spec, the closer to Buck Rogers CRDi Elite Elite CRDi Highlander Highlander CRDi $48,500 $51,500 $56,500 $59,500 $63,500 $66,500 V6 L4TD V6 L4TD V6 L4TD 3.5 2.2 3.5 2.2 3.5 2.2 200 130 200 130 200 130 331 430 331 430 331 430 A8 A8 A8 A8 A8 A8 2142 2255 2177 2290 2212 2325 – – – – – – 10.5 91 8.2 D 10.5 91 8.2 D 10.5 91 8.2 D Ineos F A F A F A 5 years/unlimited Grenadier Spiritual successor to the original Land Rover Defender is built to be unstoppable off-road, and is loaded with pragmatic design touches THE PICK: Diesel wagon is the most frugal and versatile Utility Wagon $97,000 L6T 3.0 210 450 A8 2546 8.6 15.3 95 A Fieldmaster UW $107,400 L6TD 3.0 183 550 A8 2745 9.9 11.8 D A Trialmaster UW Station Wagon Fieldmaster SW Trialmaster (SW $108,525 $98,000 $109,525 $109,525 L6T L6T L6TD L6T 3.0 3.0 3.0 3.0 A A A A 210 210 183 210 450 450 550 450 A8 A8 A8 A8 2745 2678 2745 2764 8.6 8.6 9.9 8.6 Isuzu 15.3 95 15.3 95 11.8 D 15.3 95 L4TD L4TD L4TD L4TD L4TD L4TD 3.0 3.0 3.0 3.0 3.0 3.0 140 140 140 140 140 140 450 450 450 450 450 450 A6 A6 A6 A6 A6 A6 2035 2135 2060 2155 2085 2175 – – – – – – 7.8 8.3 7.8 8.3 7.8 8.3 D D D D D D 116 $50,200 $52,200 $53,300 L4TD L4TD L4TD whichcar.com.au/wheels 1.9 110 350 A6 1950 – 3.0 140 450 A6 2035 – 3.0 140 450 M6 2020 – 6.9 D 8.0 D 7.7 D – – – – – – 8.0 8.0 7.7 8.0 8.0 8.0 D D D D D D Drive 2030 2060 2100 2105 2112 2165 Issue tested RON A6 A6 M6 A6 A6 A6 Resale % Fuel cons. Engine type Price 450 450 450 450 450 450 A A A A A A 5 years/unlimited P300 Sport $80,450 XF L4T 2.0 221 400 A8 1665 5.9 6.9 95 R Second-gen XF finally scores the lighting detail and interior flair to match its supple ride and driver appeal, only to see the range shrivel THE PICK: The best engine now in one primo spec, with AWD P300 Sport $114,470 E-Pace L4T 2.0 221 400 A8 1744 6.1 7.1 95 A Looking far more chic now that it’s been facelifted, the latest E-Pace brings big improvements in cabin tech and luxury THE PICK: The 300 Sport with mild-hybrid system and adaptive AWD P250 R-Dynamic S P250 R-Dynamic SE P250 R-Dynamic HSE 300 Sport $71,070 $74,263 $78,177 $87,035 F-Pace L4T L4T L4T L4T 2.0 2.0 2.0 2.0 184 184 184 221 365 365 365 400 A9 A9 A9 A9 1782 1782 1782 1877 7.5 7.5 7.5 6.9 7.7 7.7 7.7 8.1 98 98 98 98 A A A A Trademark steering crispness, handling and space finally joined by a cutting-edge interior and sparkling mild-hybrid straight sixes THE PICK: P400 with its electric supercharger, or mad-hatter SVR P250 R-Dynamic S P250 R-Dynamic SE D300 R-Dynamic SE P400 R-Dynamic SE P400 R-Dynamic HSE 400 Sport SVR $82,200 $87,000 $103,200 $105,700 $116,800 $124,600 $149,900 F-Type L4T L4T L6TTD L6ST L6ST L6ST V8S 2.0 2.0 3.0 3.0 3.0 3.0 5.0 184 184 221 294 294 294 405 365 365 650 550 550 550 700 A8 A8 A8 A8 A8 A8 A8 1897 1897 2083 2028 2028 1953 2058 7.3 7.3 6.4 5.4 5.4 5.4 4.0 7.4 95 7.4 95 - D 8.7 95 8.7 95 9.5 95 12.2 98 A A A A A A A More aggressive than ever, now rationalised to V8 engines only. Not as sharp as a Cayman/Boxster but loaded with personality THE PICK: Probably the rag-top, to hear that V8 roar P450 R-Dynamic Coupe P450 R-Dynamic conv’ P575 R Coupe ZP Edition Coupe $171,029 $176,282 $278,373 $373,547 I-Pace V8S V8S V8S V8S 5.0 5.0 5.0 5.0 331 331 423 423 580 580 700 700 A8 A8 A8 A8 1706 1718 1780 1780 4.6 4.6 3.7 3.7 11.3 11.3 11.3 11.8 98 98 98 98 R R A A A breathtaking first electric car from Jaguar. Intriguing to behold and fun to pedal hard, it shows Tesla a thing or two about build quality THE PICK: All grades recently updated. Trim the only difference EV400 SE EV400 HSE $148,800 $165,600 E E 90 294 696 R1 2058 4.8 22.3 90 294 696 R1 2058 4.8 22.3 - Jeep A A 5 years/100,000km Compass Not as interesting as the (now defunct) Renegade, but new circa-2021 interior and extra equipment add some level of appeal THE PICK: Entry-level Night Eagle is the equator for Compass R A R A R A New D-Max has moved upmarket with richer spec, more grunt, a classier cabin and heaps of safety gear. Tweaked in ’22 THE PICK: Now a genuine rival for Hilux, way better than Triton SX Crew Cab SX Crew Cab LS-M Crew Cab 140 140 140 140 140 140 Down from 14 to one, the best XE powertrain remains – a slick, punchy 2.0t, blending beautifully with poised, supple, involving chassis THE PICK: Easy choice. Facelift brings XE back into sharp contention 6 years/150,000km Unbreakable mechanicals get a 2020s makeover in new-gen MU-X, teamed with a massively improved interior and generous spec THE PICK: LS-M 4x4 is the grey-nomad ripe peach $48,900 $54,900 $55,400 $61,400 $61,400 $67,400 D-Max 3.0 3.0 3.0 3.0 3.0 3.0 XE MU-X LS-M LS-M 4x4 LS-U LS-U 4x4 LS-T LS-T 4x4 L4TD L4TD L4TD L4TD L4TD L4TD Jaguar Truly the EV of the moment, with so many performance features intended to prove that electric motoring can be hugely involving, and even aurally satisfying. Rapid in acceleration and rapid to charge (10-80% in 18mins), the N is expected to offer 450km of WLTP range. Stiffer, wider (by 50mm) body to accommodate 275/35R21 Pirellis. $64,500 $70,500 $76,000 $80,500 $79,500 $84,000 $111,000 Ioniq 6 $55,300 $58,000 $59,000 $61,000 $63,500 $67,500 0-100 IONIQ 5 N The blueprint for our performance-car future LS-M Crew Cab LS-U Space Cab LS-U Crew Cab LS-U Crew Cab LS-U+ Crew Cab X-Terrain Kerb weight A R A Trans. 7.3 D 10.7 91 7.3 D Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power 2.2 147 440 A8 2070 – 3.8 217 355 A8 1984 – 2.2 147 440 A8 2070 – Torque L4TD V6 L4TD Power New $79,900 $76,900 $80,900 Size Calligraphy CRDi Calligraphy Black Ink Callig’ Black Ink CRDi Size Price Engine type Data bank A A A Night Eagle Limited S-Limited Trailhawk $41,400 L4 2.4 $47,700 L4 2.4 $54,300 L4 2.4 $59,100 L4TD 2.0 Grand Cherokee 129 129 129 125 229 229 229 350 A6 A9 A9 A9 1446 1503 1503 1621 9.3 10.1 10.1 9.7 7.9 9.7 9.7 6.9 91 91 91 D F A A A New platform brings improved on-road dynamics, and cabin feels premium. But excessive road noise detracts, and petrol V6 is thirsty THE PICK: Ltd strikes an agreeable balance between $ and equipment Night Eagle Limited Overland Summit Reserve 4xe $77,950 $83,950 $98,450 $129,950 V6 V6 V6 L4TPH 3.6 3.6 3.6 2.0 210 210 210 280 347 347 347 637 A8 A8 A8 A8 2165 2281 2297 2536 – – – – 10.4 91 10.4 91 10.4 91 3.2 91 A A A A
H YU N DAI – K IA Night Eagle Limited Overland Summit Reserve $82,250 V6 $87,950 V6 $103,250 V6 $119,450 V6 Wrangler 3.6 3.6 3.6 3.6 210 210 210 210 344 344 344 344 A8 A8 A8 A8 2190 2190 2230 2270 – – – – 10.6 98 10.6 98 10.6 98 10.6 98 A A 07/22 A 07/22 A $83,950 V6 $81,450 V6 $86,950 V6 $90,450 V6 Gladiator 3.6 3.6 3.6 3.6 209 209 209 209 347 347 347 347 A8 A8 A8 A8 1762 1900 1900 1992 7.6 7.9 7.9 7.9 9.6 91 9.7 91 9.7 91 10.3 91 A A A A $78,250 $87,250 V6 V6 3.6 209 347 A8 2187 – 3.6 209 347 A8 2242 – 12.4 91 12.4 91 7 years/unlimited Scores for packaging, agility, fun (especially the GT) and industry-best warranty. Recently updated with styling tweaks and more equipment THE PICK: Manual cars are more fun, though the auto isn’t bad $15,990 $17,590 $17,440 $19,040 $20,490 Rio L4 L4 L4 L4 L3T 1.2 1.2 1.2 1.2 1.0 62 62 62 62 74 122 122 122 122 172 M5 A4 M5 A4 M5 993 1011 993 1011 1012 12.5 15.7 12.5 15.7 9.9 5.0 5.8 5.0 5.8 5.2 91 91 91 91 91 F F F F F $19,690 $21,990 $21,190 $23,490 Cerato L4 L4 L4 L4 1.4 1.4 1.4 1.4 74 74 74 74 133 133 133 133 M6 A6 M6 A6 1112 1132 1112 1132 12.0 12.0 12.0 12.0 5.6 6.0 5.6 6.0 91 91 91 91 F F F F $25,990 $25,990 $28,090 $28,090 $31,140 $31,140 $35,790 $35,790 Stinger L4 L4 L4 L4 L4 L4 L4T L4T 2.0 2.0 2.0 2.0 2.0 2.0 1.6 1.6 112 112 112 112 112 112 150 150 192 192 192 192 192 192 265 265 A6 A6 A6 A6 A6 A6 D7 D7 1345 1320 1345 1320 1345 1320 1395 1370 – – – – – – – – 7.4 7.4 7.4 7.4 7.4 7.4 6.8 6.9 91 91 91 91 91 91 91 91 F F F F F F F F Sparkly new lights, up-to-date tech and fruity GT exhaust make the stylish, sporty rear-drive Stinger even more seductive THE PICK: Stinger GT has the most bite - grab it while you can $51,250 $58,930 $55,030 $64,960 Carnival L4T L4T V6TT V6TT 2.0 2.0 3.3 3.3 182 182 274 274 353 353 510 510 A8 A8 A8 A8 1720 1720 1793 1793 7.1 6.9 4.9 5.1 8.8 95 8.8 95 10.2 95 10.2 95 06/18 R 03/19 R R 03/18 R Proving that people movers are still relevant, striking new Carnival knocks it out of the park with its space and design class THE PICK: Si for value, yet it’s hard to ignore the Platinum’s plushness S S CRDi Si Si CRDi SLi SLi CRDi Platinum Platinum CRDi Drive Issue tested Resale % RON Fuel cons. 0-100 L4 L4 L4 1.4 74 1.4 74 1.4 74 133 M6 – 133 A6 – 133 M6 1192 6.0 91 6.7 91 6.0 91 F F F Sport GT-Line $26,490 $30,490 Seltos L4 L3T 1.4 74 1.0 74 133 A6 1192 – 6.7 91 172 D7 1227 11.7 5.4 91 F F $47,480 $49,480 $52,980 $54,980 $57,780 $59,780 $65,580 $67,580 V6 L4TD V6 L4TD V6 L4TD V6 L4TD 3.5 2.2 3.5 2.2 3.5 2.2 3.5 2.2 216 148 216 148 216 148 216 148 355 440 355 440 355 440 355 440 A8 A8 A8 A8 A8 A8 A8 A8 2090 2082 2090 2082 2090 2082 2090 2082 – – – – – – – – 9.6 6.5 9.6 6.5 9.6 6.5 9.6 6.5 91 D 91 D 91 D 91 D F F F F F F F F – – – Well-sized Seltos updated for ’23 with sweeter turbo drivetrain, sharper styling, improved kit and tech. Still offers ample space, keen handling THE PICK: Turbo Sport+ has robust performance; new 8-speed auto S Sport Sport+ GT-Line Sport+ AWD GT-Line AWD $29,500 $32,700 $35,800 $41,500 $39,300 $44,900 Sportage L4 L4 L4 L4 L4T L4T 2.0 2.0 2.0 2.0 1.6 1.6 110 110 110 110 146 146 180 180 180 180 265 265 C C C C A8 A8 1375 1375 1375 1375 1495 1495 9.6 9.6 9.6 9.6 8.4 8.4 6.9 6.9 6.9 6.9 7.4 7.4 91 91 91 91 91 91 01/20 F F F F A 03/20 A Striking styling and interior flair combines with a great ride to make new Sportage good, though 2.0-litre is old, some plastics a bit cheap THE PICK: For frugality and punch, top-spec diesel S S S SX SX SX SX+ SX+ SX+ GT-Line GT-Line $32,445 $34,445 $39,845 $35,000 $37,000 $42,400 $41,500 $43,500 $46,900 $49,370 $52,370 Niro L4 L4 L4TD L4 L4 L4TD L4 L4T L4TD L4T L4TD 2.0 2.0 2.0 2.0 2.0 2.0 2.0 1.6 2.0 1.6 2.0 115 115 137 115 115 137 115 132 137 132 137 192 192 416 192 192 416 192 265 416 265 416 M6 A6 A8 M6 A6 A8 A6 D7 A8 D7 A8 1508 1538 1759 1508 1538 1759 1538 1643 1759 1643 1759 – – – – – – – – – – – 7.7 8.1 6.3 7.7 7.7 6.3 7.7 7.2 6.3 7.2 6.3 91 91 D 91 91 D 91 95 D 95 D F A A A A A F A A A A Second-gen raises the exterior wow factor, but S spec interiors are underwhelming and price of EV GT-Line is nudging into EV6 territory THE PICK: The EV S, but don’t over-pay. Hybrid buyers shop elsewhere Hybrid S Hybrid GT-Line EV S EV GT-Line Compelling value thanks to a leading warranty, space and spec, though rear seat is uncomfortable and engines lack polish THE PICK: Stylish GT a little ragged dynamically but feisty and fun 200S GT-Line 330S GT Kerb weight $21,990 $23,490 $24,990 Rio has ditched fun-sapping four-speed auto for much-improved sixspeed. Roomy cabin and warranty are key strengths. GT-Line deleted THE PICK: Sport manual, despite firmer ride and high-ish price S hatch S sedan Sport hatch Sport sedan Sport+ hatch Sport+ sedan GT hatch GT sedan Trans. S S Sport A 03/20 A Picanto S S Sport Sport Torque If you’ve been craving a slightly pumped Rio hatch with a wafer-thin hint of SUV flavour, then the Stonic seems to make sense THE PICK: The torquey GT-Line or, better, a sweet 1.4 manual Kia S S GT-Line GT-Line GT Power Stonic A proper ranch wagon championing American luxe and lavish kit, plus imposing style and space. But ageing petrol V6 is only adequate THE PICK: Pricey Summit Reserve is king, but Night Eagle still good Dual-cab for those who go off-road. Looks tough, loves getting dirty. Rubicon has electronically locking differentials but no diesel THE PICK: Rubicon affords extra off-road gear for the extra spend Night Eagle Rubicon Size Grand Cherokee L JL redesign brings room, refinement, tech and on-road control, but iffy ergonomics and high prices grate – now with increased safety kit THE PICK: Rubicon might be the most able off-roader despite diesel axing Rubicon 2dr Unlimited Night Eagle Unlimited Overland Unlimited Rubicon Engine type Price Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Engine type Price YOUR COMPLETE NEW CAR BUYER’S GUIDE $44,380 $50,030 $65,300 $72,100 Sorento L4H L4H E E 1.6 1.6 64 64 104 104 150 150 265 265 255 255 D6 D6 R1 R1 1454 1486 1727 1747 10.4 10.8 7.8 7.8 4.0 4.0 – – 91 91 – – F F F F Superb family bus offers equipment, quality and luxury to rival the best from Germany, plus excellent dynamics. Kia’s finest SUV yet THE PICK: Base S is stunning value, though better as a diesel S S Sport Sport Sport+ Sport+ GT-Line GT-Line GT-Line Hybrid GT-Line Hybrid AWD GT-Line PHEV $47,650 $50,650 $50,270 $53,270 $54,850 $57,850 $62,070 $65,070 $66,750 $69,750 $81,080 EV6 V6 L4TD V6 L4TD V6 L4TD V6 L4TD L4TH L4TH L4TPH 3.5 2.2 3.5 2.2 3.5 2.2 3.5 2.2 1.6 1.6 1.6 200 148 200 148 200 148 200 148 169 169 195 332 440 332 440 332 440 332 440 350 350 350 A8 D8 A8 D8 A8 D8 A8 D8 A6 A6 A6 1941 1956 1941 1956 1941 1956 1941 1946 – – 2056 7.8 9.2 7.8 9.2 7.8 9.2 7.8 9.2 – – – 9.7 6.1 9.7 6.1 9.7 6.1 9.7 6.1 5.3 5.8 1.6 91 D 91 D 91 D 91 D 95 95 91 F A F A F A F A F A A Kia’s take on the E-GMP platform delivers an impressively broad range with Oz-tuned dynamics. How good? COTY winner says it all THE PICK: GT-Line RWD for its involvement, reduced weight Air GT-Line GT-Line AWD GT $72,590 $79,590 $87,590 $99,950 EV9 E E E E 77 77 77 77 168 168 239 430 350 350 605 740 R1 R1 R1 R1 – 2000 – 2148 7.3 – 7.3 – 5.2 – 3.5 – – – R R A A Dominating the landscape with its large, yet beautifully nuanced form, EV9 is the defining electric SUV, packed with specialness and space THE PICK: If you can afford it, the all-guns-blazing GT-Line Air Earth GT-Line $97,000 $106,500 $121,000 E E E 76 160 350 R1 2312 8.2 19.5 – 100 283 700 R1 2552 6.0 22.3 – 100 283 700 R1 2636 5.3 22.8 – @wheelsaustralia R A A 117
3 years/unlimited Huracan In its twighlight phase and it ain’t cheap, but the engine remains a superstar, it’s fantastic to drive, and the STO is next-level wild THE PICK: The Tecnica is the Huracan’s greatest hits album $384,187 $422,606 $459,441 $505,385 $440,900 $596,000 $503,949 Urus V10 V10 V10 V10 V10 V10 V10 5.2 5.2 5.2 5.2 5.2 5.2 5.2 449 449 470 470 470 470 449 560 560 600 600 565 565 560 D7 D7 D7 D7 D7 D7 D7 – – – 1524 1464 1422 1470 3.3 3.3 2.9 3.1 3.2 3.0 3.4 13.8 98 13.7 98 13.7 98 13.7 98 13.7 98 13.9 98 TBC 98 R R A A R R A Doesn’t look like anything else in the Lambo line-up, but retains Raging Bull in a china shop spirit. Shockingly quick for an SUV THE PICK: This, or a Cayenne Turbo and a secondhand 997 911 $409,744 V8TT 4.0 478 850 A8 2200 3.6 12.7 98 Land Rover A 5 years/unlimited Perfect sizing, impressive drivetrains, a keen chassis and standard fiveplus-two seating make the aspirational Disco Sport a solid bet THE PICK: P250 R-Dynamic SE, but tread carefully when adding options $80,970 L4T $85,540 L4T Discovery 2.0 184 365 A9 1942 8.1 8.4 95 2.0 184 365 A9 1942 8.1 8.4 95 A A Fresh mild-hybrid straight-sixes expand Disco’s all-terrain talents to include Prado-crushing performance and refinement THE PICK: The punchy diesel gets the nod for big trips and towing ease D300 S D300 SE D300 R-Dynamic S D300 R-Dynamic SE D300 R-Dynamic HSE P360 R-Dynamic S P360 R-Dynamic SE P360R-Dynamic HSE $109,350 L6TTD $115,850 L6TTD $116,500 L6TTD $123,000 L6TTD $130,550 L6TTD $115,650 L6ST $122,150 L6ST $129,750 L6ST Defender 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 221 221 221 221 221 265 265 265 650 650 650 650 650 500 500 500 A8 A8 A8 A8 A8 A8 A8 A8 2362 2362 2362 2362 2362 2342 2342 2342 6.8 6.8 6.8 6.8 6.8 6.5 6.5 6.5 7.5 7.5 7.5 7.5 7.5 9.2 9.2 9.2 D D D D D 98 98 98 A A A A A A A A New-gen just as capable off-road, but now miles better on it. Plenty of design nods to the original, yet stunningly modern. And now with a V8 THE PICK: Big choice, but the 90 in blown six P400 guise is just horn 90 P300 90 P300 S 90 D250 S 90 P400 SE 90 P400 X 90 P525 V8 110 P300 110 P400 S 110 D300 SE 110 P400 SE 110 D300 X-Dynamic HSE 110 P400 X-Dynamic HSE 110 D300 X 110 P400 X 110 P525 V8 130 D300 SE 130 P400 SE $81,950 L4T 2.0 221 $90,150 L4T 2.0 221 $97,450 L6TTD 3.0 183 $107,850 L6ST 3.0 294 $149,200 L6ST 3.0 294 $221,300 V8S 5.0 386 $84,350 L4T 2.0 221 $99,500 L6ST 3.0 294 $104,000 L6TTD 3.0 220 $111,400 L6ST 3.0 294 $123,050 L6TTD 3.0 220 $129,900 L6ST 3.0 294 $151,000 L6TTD 3.0 220 $153,200 L6ST 3.0 294 $226,500 V8S 5.0 386 $124,150 L6TTD 3.0 220 $131,650 L6ST 3.0 294 Range Rover Evoque 400 400 570 550 550 625 400 550 650 550 650 550 650 550 625 650 550 P250 R-Dynamic S P250 R-Dynamic SE D300 Edition P400 R-Dynamic SE P400 R-Dynamic HSE P400e R-Dynamic HSE A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 2065 2065 2228 2170 2276 2471 2186 2286 2340 2286 2340 2286 2340 2286 2603 – – 7.1 7.1 8.0 6.0 6.0 5.2 7.4 6.1 7.0 6.1 7.0 6.1 7.0 6.1 5.4 7.5 6.6 10.1 95 10.1 95 7.9 D 9.9 95 9.9 95 12.8 95 10.1 95 9.9 95 7.6 D 9.9 95 7.6 D 9.9 D 7.6 D 9.9 95 12.7 95 TBC D TBC 95 A A A A A A A A A A A A A A A A A $81,800 $88,100 $99,550 $108,000 $117,300 L4T L4T L4T L3TPH L3TPH 2.0 2.0 2.0 1.5 1.5 184 184 184 227 227 365 365 365 540 540 A9 A9 A9 A8 A8 1818 1818 1818 2082 2082 7.6 7.6 7.6 6.4 6.4 8.3 8.3 8.3 2.1 2.1 98 98 98 98 98 A A A A A D250 SE D300 Dynamic SE D350 Dynamic HSE D350 Autobiography D350 First Edition P510e Dynamic HSE P530 First Edition whichcar.com.au/wheels Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power 184 184 221 294 294 297 365 365 650 550 550 640 A8 A8 A8 A8 A8 A8 1875 1875 1928 2010 2010 2158 7.5 7.5 8.2 5.5 5.5 5.4 7.7 7.7 7.0 8.9 8.9 2.7 95 95 D 95 95 95 A A A A A A $139,160 L6TTD $151,026 L6TTD $168,638 L6TTD $191,141 L6TTD $196,359 L6TTD $198,097 L6TPH $241,021 V8TT Range Rover 3.0 3.0 3.0 3.0 3.0 3.0 4.4 183 221 258 258 258 375 530 600 650 700 700 700 700 750 A8 A8 A8 A8 A8 A8 A8 2315 2315 2360 2360 2360 2735 2430 8.0 6.6 5.9 5.9 5.9 5.4 4.5 7.2 D 7.2 D 7.2 D 7.2 D 7.2 D 1.6 95 TBC 95 A A A A A A A A masterclass in high-design SUV luxury with multiple body and seating configurations, plus electrification, and a BMW twin-turbo V8 THE PICK: For its luxe, punch and efficiency, D350 First Edition D300 SE P400 SE D350 HSE D350 Autobiography D350 First Edition P530 HSE P530 Autobiography P530 First Edition P440e SE P510e HSE P510e Autobiography D350 Autobio. LWB P530 Autobio. LWB D350 SV P530 SV P530 SV LWB $226,806 $232,265 $248,642 $287,988 $307,764 $267,285 $306,528 $321,875 $236,076 $270,272 $301,687 $293,653 $312,193 $351,539 $358,337 $403,554 L6TTD L6ST L6TTD L6TTD L6TTD V8TT V8TT V8TT L6TPH L6TPH L6TPH L6TTD V8TT L6TTD V8TT V8TT 3.0 3.0 3.0 3.0 3.0 4.4 4.4 4.4 3.0 3.0 3.0 3.0 4.4 3.0 4.4 4.4 221 294 258 258 258 390 390 390 324 375 375 258 390 258 390 390 650 550 700 700 700 750 750 750 620 700 700 700 750 700 750 750 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 2430 2379 2430 2430 2430 2510 2510 2510 2695 2735 2735 2494 2551 2430 2510 2551 6.9 5.8 6.1 6.1 6.1 4.6 4.6 4.6 6.0 5.5 5.5 6.3 4.7 6.1 4.6 4.7 LDV 7.2 9.1 7.2 7.2 7.2 11.8 11.8 11.8 1.6 1.6 1.6 7.2 11.8 7.2 11.8 11.8 D 98 D D D 98 98 98 98 98 98 D 98 D 98 98 A A A A A A A A A A A A A A A A 5 years/130,000km D90 For those seeking a Prado-sized wagon but can’t afford the real deal. Petrol donk is decent, as is the handling. Lots of gear and space, too. THE PICK: All-paw Executive petrol for off-road ability and value Executive Executive 4WD Executive 4WD $37,990 $41,990 $45,990 $50,990 T60 L4T L4T L4T L4TD 2.0 2.0 2.0 2.0 160 160 160 158 350 350 350 480 A6 A6 A6 A8 2085 2085 2285 2370 – - 10.2 95 10.2 95 10.9 95 9.1 D R R A A Bi-turbo boosted ‘Max’ sports a made-over cabin, a huge touchscreen, two suspension tunes. Pricey new EV offers 330km of unladen range THE PICK: The Pro for its value and heavy-duty suspension Max Pro Max Pro Max Luxe Max Luxe Mega Tub eT60 Electric $41,042 $43,148 $45,779 $47,884 $49,463 $92,900 Mifa L4TTD L4TTD L4TTD L4TTD L4TTD E 2.0 2.0 2.0 2.0 2.0 89 160 160 160 160 160 130 500 500 500 500 500 310 M6 A8 M6 A8 A8 R1 2115 2125 2150 2150 2195 2300 – – – – – – 9.2 D 9.3 D 9.2 D 9.3 D 9.3 D 26.9 – A A A A A A Much more than just a van with seats, and much more affordable than its EV cousin – sporting a grille with more front than Myers THE PICK: Stay in Mode for the best size/value deal Mode Executive Luxe $53,990* $63,990* $72,990* Mifa 9 L4T L4T L4T 2.0 160 360 A8 2040 – 2.0 160 360 A8 2130 – 2.0 160 360 A8 2230 – 9.3 9.3 9.3 F F F Electric seven-seater people mover delivers a well-crafted cabin, with middle-row captain’s chairs that offer the full business-class vibe THE PICK: All are exxy, but you need Executive as a minimum Mode 118 $96,600 L4T 2.0 $98,900 L4T 2.0 $122,900 L4TD 3.0 $125,200 L6ST 3.0 $136,700 L6ST 3.0 $138,800 L4TPH 2.0 Range Rover Sport A little less stately than the Rangie on which it’s based, but offers more for the driver, and still with ample off-road ability, if that’s important THE PICK: Dynamic HSE is the sensible sweetspot, but P530 tempts Like a sexier, sprightlier five-seat version of the Disco Sport, with baby-Velar looks and high-end infotainment in its truly luxe interior THE PICK: P250 Autobiography with full-fruit suits Evoque’s mystique P250 Dynamic SE P250 Dynamic HSE P250 Autobiography P300e Dynamic HSE P300e Autobiography Size Land Rover finally saw sense and refined the Velar range. Special, opulent and athletic, the stylish Velar is lofty in more ways than one THE PICK: Style and substance throughout the range. Take your pick. Discovery Sport P250 R-Dynamic SE P250 R-Dynamic HSE Engine type Range Rover Velar Lamborghini Evo RWD Evo RWD Spyder Evo AWD Evo Spyder AWD Tecnica RWD STO Sterrato Price Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Engine type Price Data bank $106,000 E 90 180 350 R1 2310 – 21.3 F
L A M B O R GH I N I – M AS E R AT I 250 Luxury 250 F-Sport 300h Luxury 300h F-Sport 300h Sports Luxury $62,140 $71,380 $65,540 $74,920 $80,170 LS L4 L4 L4H L4H L4H 2.5 2.5 2.5 2.5 2.5 152 152 160 160 160 243 243 n/a n/a n/a A8 A8 C C C 1680 1680 1740 1740 1740 9.1 9.1 8.9 8.9 8.9 6.6 6.6 4.8 4.8 4.8 91 91 91 91 91 F F F F F Subtly honed Lexus flagship now befitting its status as a sporty-yetplush limousine defined by its stunning build quality THE PICK: The regular LS500 for its torque-converter automatic ’box 500 F-Sport 500h F-Sport 500 Sports Luxury 500h Sports Luxury $194,190 $195,920 $200,320 $199,040 LC V6TT V6H V6TT V6H 3.4 3.5 3.4 3.5 310 264 310 264 600 n/a 600 n/a A10 2240 C 2235 A10 2280 C 2295 5.0 5.4 5.0 5.4 9.5 6.6 9.5 6.6 95 95 95 95 500 500h 500 Convertible $193,461 $192,348 $213,068 UX V8 V6H V8 5.0 351 540 A10 1930 4.5 11.6 98 3.5 264 350 C 1980 5.0 6.7 95 5.0 351 540 A10 2035 - 12.7 95 Luxury Sport Luxury R R R $46,085 $56,850 $57,495 $53,820 $60,850 $61,495 $64,100 $63,600 $79,990 $88,490 NX L4 L4 L4 L4H L4H L4H L4H L4H E E 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 73 73 126 126 126 131 131 131 131 131 150 150 205 205 205 205 205 205 205 205 300 300 C C C C C C C C R1 R1 1490 1515 1540 1575 1600 1625 1635 1680 1840 1840 9.2 9.2 9.2 8.5 8.5 8.5 8.7 8.7 7.5 7.5 5.8 5.8 5.8 4.5 4.5 4.5 4.7 4.7 – – 95 95 95 95 95 95 95 95 – – F F F F F F A A F F $60,800 $77,900 $65,600 $73,100 $73,100 $70,400 $77,900 $77,900 $89,900 LX L4 L4T L4H L4H L4H L4H L4H L4H L4PH 2.5 2.4 2.5 2.5 2.5 2.5 2.5 2.5 2.5 152 205 179 179 179 179 179 179 227 243 430 n/a n/a n/a n/a n/a n/a n/a A8 A8 C C C C C C C 1705 1860 1810 1810 1810 1870 1870 1870 2050 – 7.0 8.7 8.7 8.7 7.7 7.7 7.7 – 6.9 8.1 5.0 5.0 5.0 5.0 5.0 5.0 1.3 95 95 95 95 95 95 95 95 95 F A F F F A A A A Posh-suited Land Cruiser 300 Series holds a couple of aces up its sleeve, including a twin-turbo petrol V6 and high-end interior design THE PICK: 500d F-Sport combines frugality and flair 500d 500d Sports Luxury 500d F-Sport 600 600 Sports Luxury 600 F-Sport 600 Ultra Luxury $148,800 $165,800 $171,700 $152,300 $169,300 $175,300 $210,800 RX V6TTD V6TTD V6TTD V6TT V6TT V6TT V6TT 3.3 3.3 3.3 3.4 3.4 3.4 3.4 227 227 227 305 305 305 305 700 700 700 650 650 650 650 A10 2690 A10 2690 A10 2685 A10 2680 A10 2640 A10 2630 A10 2660 8.0 8.0 8.0 7.0 7.0 7.0 7.0 8.9 8.9 8.9 12.1 12.1 12.1 12.1 D D D 95 95 95 95 A A A A A A A Now with a level of chassis poise that was woefully absent in the previous model; hybrid powertrains are (mostly) refined and frugal THE PICK: Luxury AWD is solid value; 500h F Sport is properly rapid RX350h Luxury FWD RX350h Luxury AWD $87,500 $92,000 L4H L4H 2.5 184 239 eC 1995 8.1 5.0 95 2.5 184 239 eC 2106 7.9 5.4 95 F A 2130 2145 2090 2160 7.6 7.6 8.1 6.2 8.7 8.7 5.4 6.5 95 95 95 95 Drive A8 A8 eC eC Issue tested RON 430 430 239 551 Resale % Fuel cons. 205 205 184 273 E E A A A A 71 230 435 R1 2095 5.3 15.2 71 230 435 R1 2110 5.3 15.2 - L4H L4H L4TH 2.5 184 n/a C 2305 – 2.5 184 n/a C 2355 – 2.4 273 n/a A6 2475 – Lotus A A 5.5 95 5.6 95 6.6 95 F A A 3 years/unlimited Emira Final ICE model delivers hallmark chassis traits of supple suspension and feelsome steering. At last, a liveable Lotus that can work as a daily THE PICK: AMG-sourced turbo four is manic, but go supercharged V6 Base Edition Base Edition V6 Base Edition V6 $155,900 $169,990 $173,990 L4T V6S V6S 2.0 268 430 D8 1405 4.3 11.3 98 3.5 298 420 M6 1485 3.4 11.7 98 3.5 298 420 A6 1505 3.3 11.7 98 Mahindra R R R 7 years/150,000km Scorpio Keenly priced 4x4 from India delivers decent off-road ability and overall refinement. But lacks key safety kit like AEB and lane-keeping THE PICK: Keep it simple with entry-level Z8 Z8 Z8 L $41,990* L4TD $44,990* L4TD XUV 700 2.2 129 440 A6 2100 11.0 7.2 D 2.2 129 440 A6 2145 11.0 7.2 D - - A A It may lack the polish of Japanese rivals, but still plenty to like here, including comfy ride, decent engine refinement, and sharp prices THE PICK: Top spec gets surround view camera; adaptive cruise AX7 AX7 L $36,990* $39,990* L4T L4T 2.0 149 380 A6 1829 9.8 8.3 91 2.0 149 380 A6 1835 9.8 8.3 91 - Maserati Adding proper luxe to its RAV4-derived underpinnings, the second-gen NX brings a feisty 2.4 turbo-petrol; 14.0-inch touchscreen THE PICK: Either 350 F-Sport or any Hybrid 250 350 F-Sport AWD 350h Luxury 350h Sports Luxury 350h F-Sport 350h Luxury AWD 350h Sports Lux. AWD 350h F-Sport AWD 450h+ F-Sport AWD $123,000 $135,000 LM 350h Sports Luxury $160,888 350h Sports Lux’ AWD $165,888 500h Ultra Luxury AWD $220,888 First Lexus to use advanced TNGA platform, so it’s nicely resolved but essentially a gown-and-heels Corolla. Electric 300e range now 440km THE PICK: Base Luxury is sweetest riding – the rest are too harsh 200 Luxury 200 Sports Luxury 200 F-Sport 250h Luxury 250h Sports Luxury 250h F-Sport 250h Sports Lux. AWD 250h F-Sport AWD 300e Luxury 300e Sports Luxury 2.4 2.4 2.5 2.4 Rides on Camry’s GA-K platform and shares DNA with Toyota Granvia. Seven-seat 350h joined by four-seat 500h turbo-petrol hybrid in ’24 THE PICK: The Sports Luxury is as sporty as we’ll likely ever need R R R R V8 has the presence, power and poise - best suited to convertible whereas the hybrid is spoilt by droning CVT and uninspiring soundtrack THE PICK: The V8, no question, in either bodystyle L4T L4T L4H L4TH Lexus’s first EV needed to be good and it is. A once-removed cousin to the Toyota bZ4X, it’s a fine effort but can it counter BMW’s iX1? THE PICK: The Luxury is as luxury as we’d likely need ES Old one was for retired Americans or those who’d given up on life. Allnew Mk7, with its accomplished platform, revolutionises the concept THE PICK: A super-frugal Hybrid in racy F-Sport attire $99,900 $105,900 $111,900 $126,000 RZ 0-100 5 years/unlimited RX350 F Sport RX350 Sports Luxury RX350h Sports Luxury RX500h F Sport Kerb weight F F Engine type Price Drive Issue tested Resale % RON 21.5 21.8 Trans. Lexus Fuel cons. 0-100 Kerb weight Trans. Torque Power 90 180 350 R1 2410 – 90 180 350 R1 2535 – Torque E E Power $117,000 $131,000 Size Executive Luxe Size Price Engine type YOUR COMPLETE NEW CAR BUYER’S GUIDE - F F 3 years/unlimited Ghibli A beautiful Italian alternative to the default German luxo sedans, now with up-to-date safety and multimedia tech, but hybrid dropped THE PICK: Ghibli Modena for its drivetrain spunk and cabin colour GT Modena Trofeo $157,600 V6TT $188,600 V6TT $279,600 V8TT Quattroporte 3.0 257 500 A8 1810 5.5 10.5 98 3.0 316 580 A8 1810 4.9 10.6 98 3.8 433 730 A8 1969 4.3 12.3 98 R R R Slowly shedding its Chrysler cabin bits, to match its seductive form and sensual chassis balance. Trofeo to hail the return of a V8 THE PICK: Anything with a silk interior looks suitably Italian GT Modena Trofeo $219,000 $280,000 $391,500 Grecale V6TT V6TT V8TT 3.0 257 500 A8 1860 5.5 10.6 98 3.0 316 580 A8 1900 5.0 10.6 98 3.8 433 730 A8 2000 4.5 12.5 98 R R R Mid-size SUV is a stylish, well-equipped and roomier alternative to German rivals, although dynamic polish on Aussie roads yet to be proven THE PICK: Trofeo is the only SUV in this class with a supercar engine GT Modena Trofeo $109,500 L4T $128,000 L4T $165,000 V6TT Levante 2.0 221 450 A8 1895 5.6 8.8 98 2.0 242 450 A8 1910 5.2 8.8 98 3.0 390 620 A8 1955 3.8 9.3 98 A A A Not the most refined posh SUV you can buy but makes all the right noises in the right models. Despite its age, still has presence THE PICK: Trofeo costs a bomb so we’d stick with a Modena GT Modena Trofeo $145,000 $200,000 $300,000 V6TT V6TT V8TT 3.0 257 500 A8 2109 6.0 11.4 98 3.0 316 580 A8 2109 5.2 11.6 98 3.8 427 730 A8 2170 4.1 13.2 98 @wheelsaustralia A A A 119
G20 Akari MC20 Breathtaking styling, ‘butterfly’ doors, carbonfibre chassis and bespoke engineering have made MC20 a global sensation THE PICK: Whatever you can get, including the forthcoming EV Cielo Spyder $467,000 $528,000 V6TT V6TT 3.0 470 730 D8 1500 2.9 11.6 98 3.0 470 730 D8 1500 3.0 11.6 98 Mazda R R 5 years/unlimited 2 MY24 facelift amps its price even further, but extra equipment, classy new upholstery, and efficiency/styling enhancements compensate THE PICK: Suddenly a Pure manual hatch looks like smart money G15 Pure hatch G15 Pure hatch G15 Pure sedan G15 Pure SP hatch G15 Evolve hatch G15 GT hatch G15 GT sedan $22,410 $24,410 $24,410 $25,210 $25,910 $27,610 $27,610 3 L4 L4 L4 L4 L4 L4 L4 1.5 1.5 1.5 1.5 1.5 1.5 1.5 82 81 81 81 81 81 81 144 142 142 142 142 142 142 M6 A6 A6 A6 A6 A6 A6 1085 1109 1123 1109 1109 1109 1123 10.8 10.8 10.8 10.8 10.9 10.8 10.8 5.4 5.0 5.0 5.0 5.0 5.0 5.0 91 91 91 91 91 91 91 F F F F 4/20 F F F Still at the sharp end of the segment thanks to superb interior and keen, responsive handling. Trade-off is firm ride THE PICK: G25’s extra torque worth it, otherwise Pure hatch G20 Pure sedan G20 Pure hatch G20 Evolve sedan G20 Evolve hatch G20e Evolve sedan G20e Evolve hatch G20 Touring sedan G20 Touring hatch G25 Evolve SP sedan G25 Evolve SP hatch G25 GT sedan G25 GT hatch G25 Astina sedan G25 Astina hatch X20 Astina sedan X20 Astina hatch $28,040 $28,040 $29,590 $29,590 $33,340 $33,340 $32,090 $32,090 $32,990 $32,990 $36,690 $36,690 $40,190 $40,190 $43,190 $43,190 6 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4T L4T 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 114 114 114 114 114 114 114 114 139 139 139 139 139 139 132 132 200 200 200 200 200 200 200 200 252 252 252 252 252 252 224 224 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 1339 1338 1339 1338 1359 1361 1339 1338 1376 1368 1376 1368 1388 1380 1440 1439 9.0 9.0 9.0 9.0 – – 9.0 9.0 – – 8.6 8.6 8.6 8.6 8.7 8.7 6.1 6.2 6.1 6.2 5.9 6.0 6.1 6.2 6.5 6.6 6.5 6.6 6.5 6.6 5.3 5.3 91 91 91 91 91 91 91 91 91 91 91 91 91 91 95 95 02/20 06/19 02/20 05/19 09/20 F F F F F F F F F R F F F F F F Evergreen Mazda 6 keeps getting better with age, in particular the deceptively rapid turbo-petrol in new-for-’21 GT SP form THE PICK: Wagon always trumps sedan, and turbo-petrol over diesel Sport Sport wagon Touring Touring wagon GT SP GT SP wagon Atenza Atenza wagon $36,124 $37,480 $40,810 $42,820 $49,040 $50,740 $52,440 $53,740 MX-5 L4 L4 L4 L4 L4T L4T L4T L4T 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 140 140 140 140 170 170 170 170 252 252 252 252 420 420 420 420 A6 A6 A6 A6 A6 A6 A6 A6 1536 1553 1536 1553 1607 1613 1620 1627 8.1 8.1 8.1 8.1 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.6 7.6 7.6 7.6 91 91 91 91 91 91 91 91 F F F F F F F F Extensive visual/engineering tweaks for MY24 include a DSC-Track setting for RS, asymmetric LSD for all manuals, larger 8.8-inch screen. THE PICK: Roadster over RF, and manual over auto Roadster Roadster GT Roadster GT Roadster GT RS RF RF GT RF GT RF GT Black roof RF GT RS $41,370 $48,490 $49,990 $51,490 $46,100 $52,990 $54,490 $55,510 $55,990 CX-3 L4 L4 L4 L4 L4 L4 L4 L4 L4 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 135 135 135 135 135 135 135 135 135 205 205 205 205 205 205 205 205 205 M6 M6 A6 M6 M6 M6 A6 A6 M6 – – 1081 1052 1108 1108 1135 1135 1102 6.5 6.5 6.8 6.5 6.5 6.5 6.8 6.8 6.5 6.8 6.8 7.0 6.8 6.9 6.9 7.2 7.2 6.9 95 95 95 95 95 95 95 95 95 R R R R R R R R R 120 $26,800 $29,300 $31,050 $34,300 L4 L4 L4 L4 whichcar.com.au/wheels 2.0 2.0 2.0 2.0 110 110 110 110 195 195 195 195 A6 A6 A6 A6 1294 1294 1294 1294 9.0 9.0 9.0 9.0 6.3 6.3 6.3 6.3 91 91 91 91 F F F F L4 195 A6 1306 9.0 6.3 91 Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size 2.0 110 F Built in response to customer demand, the CX-30 slots between the CX-3 and CX-5. And it’s a winner – now with a GT SP in MY24 update THE PICK: G20s pleasing, but new G25 GT SP FWD is Goldilocks spec G20 Pure G20 Evolve G20 Touring G20 Astina G25 Touring G25 GT SP G25 GT SP AWD G25 Astina G25 Astina AWD $32,990 $34,690 $38,690 $43,890 $40,190 $42,190 $44,190 $45,390 $47,390 MX-30 L4 L4 L4 L4 L4 L4 L4 L4 L4 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 2.5 114 114 114 114 139 139 139 139 139 200 200 200 200 252 252 252 252 252 A6 A6 A6 A6 A6 A6 A6 A6 A6 1465 1465 1465 1477 1466 1477 1543 1477 1543 – – – – – – – – – 6.3 6.3 6.3 6.3 6.6 6.6 6.8 6.6 6.8 91 91 91 91 91 91 91 91 91 F F 4/20 F F F F A 3/20 F A With ‘freestyle’ forward-opening rear doors and a utilitarian-coupe flavour, this oddball SUV-of-sorts adds to its appeal with an EV option THE PICK: To be honest, the lighter, prettier, better-value CX-30 G20e Evolve G20e Touring G20e Astina E35 Astina $36,610 $39,110 $42,110 $66,410 CX-5 L4 L4 L4 E 2.0 2.0 2.0 36 114 114 114 107 200 200 200 271 A6 A6 A6 R1 1481 1481 1492 – – – – – 6.4 91 6.4 91 6.4 91 18.5 – F F F F Mid-life makeover for ever-improving CX-5 makes a fine SUV even better with techy new lighting, tweaked styling and colours THE PICK: A GT SP Turbo remains the coolest (and best) CX-5 G20 Maxx G25 Maxx Sport G25 Maxx Sport AWD G25 Touring G25 Touring Active D35 Touring Active G25 GT SP G35 GT SP Turbo G25 Akera G35 Akera Turbo D35 Akera $35,390 $39,190 $41,690 $43,580 $43,880 $46,880 $49,190 $51,690 $51,380 $53,880 $54,380 CX-8 L4 L4 L4 L4 L4 L4TTD L4 L4T L4 L4T L4TTD 2.0 2.5 2.5 2.5 2.5 2.2 2.5 2.5 2.5 2.5 2.2 115 140 140 140 140 140 140 170 140 170 140 200 252 252 252 252 450 252 420 252 420 450 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 1576 1607 1659 1659 1659 1732 1693 1730 1693 1730 1765 – – – – – – – 7.7 – 7.7 – 6.9 7.2 7.4 7.4 7.4 5.7 7.4 8.2 7.4 8.2 5.7 91 91 91 91 91 D 91 91 91 91 D F F A A A A A A A A A A tad dull and a little awkward, but good at seating seven in comfort. Essentially a CX-5L, so narrower than the vast CX-9 THE PICK: Torque-rich oiler is best with all-wheel drive, so Touring SP Sport Sport Diesel AWD Touring Touring Active Diesel GT SP GT SP Diesel AWD Asaki Asaki Diesel AWD Asaki LE Diesel AWD $42,060 $49,060 $48,960 $56,910 $58,560 $65,560 $61,810 $68,810 $71,410 CX-9 L4 L4TTD L4 L4TTD L4 L4TTD L4 L4TTD L4TTD 2.5 2.2 2.5 2.2 2.5 2.2 2.5 2.2 2.2 140 140 140 140 140 140 140 140 140 252 450 252 450 252 450 252 450 450 A6 A6 A6 A6 A6 A6 A6 A6 A6 1799 1949 1799 1949 1827 1978 1827 1978 1977 – – – – – – – – – 8.1 6.0 8.1 6.0 8.1 6.0 8.1 6.0 6.0 91 D 91 D 91 D 91 D D F A F A F A F A A Six years old this year but gamely holding station with its class-best drivetrain, excellent dynamics, voluminous space and handsome style THE PICK: The Touring is right up there but the GT SP looks tough Sport Sport AWD Touring Touring AWD GT GT AWD GT SP GT SP AWD Azami Azami AWD Azami LE AWD $47,250 $51,250 $54,850 $58,850 $64,350 $68,350 $64,850 $68,850 $67,550 $71,550 $74,710 CX-60 L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 170 170 170 170 170 170 170 170 170 170 170 420 420 420 420 420 420 420 420 420 420 420 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 1881 1953 1881 1953 1938 2010 1938 2010 1938 2010 2010 7.7 7.6 7.4 7.6 7.6 7.6 7.6 7.6 7.6 7.6 7.6 8.4 9.0 8.4 9.0 8.4 9.0 8.4 9.0 8.4 9.0 9.0 91 91 91 91 91 91 91 91 91 91 91 10/16 F A 04/18 F A F A F A F A A First premium model by Mazda in generations blends persuasive engineering and driver appeal with properly plush interior design THE PICK: We suspect the petrol six will be a sweetheart Rationalised, renamed CX-3 line-up reduced to front-drive automatics with equipment gains on all variants. Old but likeable and dependable THE PICK: For its updated style and excellent trim quality, the Touring SP G20 Sport G20 Pure G20 Evolve G20 Touring SP $38,620 CX-30 Engine type Price Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Engine type Price Data bank G40e Evolve D50e Evolve P50e Evolve G40e GT $59,800 $61,800 $72,300 $67,800 L6T L6TD L4PH L6T 3.3 3.3 2.5 3.3 209 187 241 209 450 550 500 450 A8 A8 A8 A8 1921 1963 2111 1949 6.9 7.3 5.8 6.9 TBC 91 4.9 D 2.1 95 TBC 91 A A A A
M AS E R AT I – M E R C E D E S - BE N Z A A A A A Large seven-seater features a spacious, beautifully appointed cabin and delivers strong, hushed powertrain performance THE PICK: Diesel six is frugal, torque-rich, and nicely refined G50e Touring G50e GT G50e Azami D50e Touring Diesel D50e GT Diesel D50e Azami Diesel $74,385 $86,085 $95,185 $75,800 $84,800 $93,865 BT-50 L6T L6T L6T L6TD L6TD L6TD 3.0 3.0 3.0 3.0 3.0 3.0 254 254 254 187 187 187 500 500 500 550 550 550 A6 A6 A6 A6 A6 A6 2138 2195 2222 2265 2275 2285 - 8.2 8.2 8.2 5.4 5.4 5.4 95 95 95 D D D A A A A A A Mazda’s family face decorating Isuzu’s new-gen D-Max, meaning it’ll be tough as old boots but not as polished as a new-gen Ranger THE PICK: Forget the crappo Thunder – stop at the XTR XS XT XT XTR XTR GT GT SP SP Thunder Thunder $51,510 $51,160 $53,660 $55,110 $57,610 $57,390 $60,390 $63,390 $66,390 $68,290 $71,290 L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD 1.9 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 110 140 140 140 140 140 140 140 140 140 140 350 450 450 450 450 450 450 450 450 450 450 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 1935 2005 2010 2020 2030 2025 2035 2105 2115 2203 2213 – – – – – – – – – – – McLaren 6.9 7.7 8.0 7.7 8.0 7.7 8.0 7.7 8.0 7.7 8.0 D D D D D D D D D D D A A A A A A A A A A A 3 years/unlimited GT McLaren tries its hand at the ‘practical’ supercar genre. Same twin-turbo V8 recipe, now with added comfort and luggage space THE PICK: There’s only one, so it’s this or some business class flights GT $403,500 Artura V8TT 4.0 456 630 D7 1530 3.2 10.8 98 R McLaren’s new-gen hybrid supercar driving the rear wheels through a new eight-speed ’box; offers 30km of electric range THE PICK: ‘Eco-warrior’ Artura in green, to match onlookers’ envy $449,550 750S V6TTH 3.0 500 720 D8 1498 3.0 TBC 98 $585,650 $654,650 V8TT V8TT 4.0 552 800 D7 1389 2.9 10.7 98 4.0 552 800 D7 1448 2.9 12.2 98 Mercedes-Benz B180 Sports Tourer A-Class $61,900 $63,400 $71,900 $73,400 $87,900 $89,400 $119,900 CLA L4T L4T L4T L4T L4T L4T L4T 1.3 1.3 2.0 2.0 2.0 2.0 2.0 120 120 165 165 225 225 310 270 270 350 350 400 400 500 D7 D7 D7 D7 D7 D7 D8 1412 1420 1576 1585 1615 1622 1653 8.2 8.3 6.3 6.4 4.7 4.8 3.9 5.8 5.7 7.0 7.0 8.2 7.9 8.9 95 95 95 95 98 98 98 F F A A A A A Swoopy, coupe-as-sedan styling now more cohesive, and it’s a decent drive. Rear headroom a bit tight, but otherwise roomy enough THE PICK: New AMGs are our preference, though 250 beats 200 CLA200 CLA250 4Matic CLA35 AMG 4Matic CLA45 S 4Matic+ $67,189 $76,919 $91,561 $117,687 L4T L4T L4T L4T 1.3 2.0 2.0 2.0 120 165 225 310 250 350 400 500 D7 D7 D7 D8 1345 1475 1515 1675 8.2 6.3 4.7 4.0 5.7 6.7 7.5 8.3 95 95 98 98 F A A A Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. 1.3 100 200 D7 1330 9.0 5.7 95 F The C63 that buried AMG’s twin-turbo V8 certainly wows with numbers, thanks to it packing the world’s most powerful four-cylinder production engine. Combined with a two-speed electric motor on the rear axle, it offers up to 15km of all-electric range, 50:50 weight distribution, four-wheel steering, and fully variable AWD. C200 C300 C200 Coupe C200 Cabriolet C300 Coupe C300 Cabriolet C43 AMG C43 AMG Coupe C43 AMG Cabriolet C63 S AMG E-Perfor. C63 S AMG Coupe C63 S AMG Cabriolet $89,900 $95,900 $79,200 $104,600 $101,900 $127,500 $138,900 $133,300 $155,100 $187,900 $190,000 $212,600 E-Class L4T L4T L4T L4T L4T L4T L4TH V6TT V6TT L4TPH V8TT V8TT 1.5 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.0 4.0 4.0 150 190 150 150 190 190 300 287 287 500 375 375 300 400 300 300 370 370 500 520 520 1020 700 700 A9 A9 A7 A9 A7 A9 A9 A9 A9 A9 A9 A9 1722 1744 1505 1645 1565 1690 1833 1660 1870 2144 1800 1925 7.3 6.0 7.1 7.1 6.0 6.4 4.6 4.7 4.8 3.4 4.4 4.1 6.9 7.3 7.0 7.0 6.6 7.2 9.1 7.8 8.5 6.1 8.7 9.4 98 98 95 95 95 95 98 98 98 98 98 98 R R R R R R A A A A 08/19 R R A smarter, slicker, very stylish update of the evergreen E-Class proves it’s all the sedan (or coupe/cabriolet) most people could ever need THE PICK: Anything with an AMG appendage is a modern classic E200 E200 Coupe E300e E350 E350 Coupe E350 Cabriolet E53 AMG E53 AMG Coupe E53 AMG Cabriolet E63 S AMG $106,600 $114,500 $130,900 $134,900 $138,700 $153,100 $175,400 $179,200 $188,700 $272,000 CLS L4T L4T L4TH L4T L4T L4T L6TH L6TH L6TH V8TT 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 3.0 4.0 145 145 235 220 220 220 320 320 320 450 320 320 700 400 400 400 520 520 520 850 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 1640 1725 1950 – – – 2019 2021 2085 2094 7.5 7.6 5.7 5.9 5.9 6.1 4.5 4.4 4.5 3.4 8.0 98 7.9 98 2.2 98 7.7 95 7.7 95 7.8 95 9.2 98 9.3 98 9.4 98 12.3 98 R R R R R R A A A A No longer a stand-out, though updated CLS53 looks more assertive, feels more expensive and is still has visual and visceral spunk THE PICK: Only the CLS53 AMG remains, in top 4Matic+ guise CLS53 AMG $183,600 S-Class L6TT 3.0 320 520 A9 1980 4.5 7.8 95 A Towering technology combines with elegant styling and eye-opening dynamic prowess for Mercedes-Benz’s superb new flagship THE PICK: Shorter S450 4Matic is arguably the world’s finest sedan S450 4Matic S450 L 4Matic S580 L 4Matic Maybach S680 4Matic Recent mid-life facelift introduces mild-hybrid tech, fresh LED lighting, more grunt for new A200s and a lift in standard equipment. THE PICK: A35 if you’re a sporty type; A200 if you’re not A200 A200 Sedan A250 4Matic A250 4Matic Sedan A35 AMG A35 AMG Sedan A45 S AMG 4Matic+ L4T AMG C63 S E-PERFORMANCE 07/18 R 05/19 R 5 years/unlimited $51,789 Redefines agility and acceleration for AMG R Superb steering and dynamics plus next-level performance headline what is the thinking man’s supercar. Utterly blinding speed THE PICK: We say Coupe, but Spider no less stiff and only 50kg heavier Coupe Spider B-Class Spacious and sensible, the B-Class is essentially a blown-up A-Class with family focused packaging, but lacklustre 1.3T is a retrograde step THE PICK: Downsized engine at odds with big strides made elsewhere New - Torque 4.9 D 2.1 95 TBC 91 4.9 D 2.1 95 Power 7.3 5.8 6.9 7.3 5.8 Size 1990 2139 1949 1990 2139 Engine type Fuel cons. A8 A8 A8 A8 A8 Price 0-100 550 500 450 550 500 Drive Kerb weight 187 241 209 187 241 Issue tested Trans. 3.3 2.5 3.3 3.3 2.5 Resale % Torque L6TD L4PH L6T L6TD L4PH RON Power $69,800 $80,300 $73,345 $75,000 $85,675 CX-90 Size D50e GT P50e GT G40e Azami D50e Azami P50e Azami Engine type Price YOUR COMPLETE NEW CAR BUYER’S GUIDE $244,700 $269,300 $335,100 $573,192 SL-Class L6T L6T V8TT V12TT 3.0 3.0 4.0 6.0 270 270 370 463 500 500 700 900 A9 A9 A9 A9 2001 2074 2141 2341 5.1 5.1 4.4 4.5 8.2 95 8.4 95 10.8 98 13.6 98 A A A A Now in its seventh generation, this one ditches unwieldy folding hardtop roof and lardy chassis, and adds AWD to harness ferocious V8 THE PICK: This, or go a 911 Turbo for a much more satisfying drive SL63 AMG 4Matic+ $374,900 V8TT 4.0 430 800 A9 1895 3.6 13.9 98 GT 4 Door Coupe A First ‘performance hybrid’ AMG is the most powerful vehicle in its stable, with modest electric range of 12km, but searing acceleration THE PICK: Coupe-mauling power and practicality, plus fuel efficiency GT 63 S E-Performance $399,000 GT V8TT 4.0 620 1400 D7 2498 2.9 7.7 98 R Improving with age. Beautiful coupe is not quite a sports car, not quite a grand tourer but close enough to both, and roadster is delicious THE PICK: GT C almost as quick as R but a million times more liveable GT Night Edition GT C GT C Roadster GT R $294,200 $341,200 $367,400 $373,400 V8TT V8TT V8TT V8TT 4.0 4.0 4.0 4.0 390 410 410 430 670 680 680 700 D7 D7 D7 D7 1570 1625 1660 1555 3.8 3.8 4.0 4.0 11.5 11.5 11.5 11.4 98 R 98 67 01/20 R 98 67 10/17 R 98 67 03/19 R @wheelsaustralia 121
GLA 200 GLA 250 4Matic GLA 35 AMG 4Matic GLA 45 S AMG 4Matic+ $63,200 $77,300 $97,800 $121,900 GLB L4T L4T L4T L4T 1.3 2.0 2.0 2.0 120 165 225 310 250 350 400 500 D7 D8 D8 D8 1410 1525 1582 1690 8.7 6.7 5.1 4.3 5.7 6.9 7.4 9.3 95 95 98 98 - F A A A $67,000 $82,100 $104,000 GLC L4T L4T L4T 1.3 120 250 D7 1480 9.1 6.2 95 2.0 165 350 D8 1595 6.9 7.4 95 2.0 225 400 D8 1680 5.2 7.6 98 F 08/20 A A $103,370 $113,900 GLE L4T L4T 2.0 190 400 A9 1850 6.2 7.7 95 2.0 190 400 A9 1870 6.3 7.7 95 09/23 A A $114,204 $128,372 $136,072 $150,244 $151,499 $183,041 $172,624 $240,890 $243,526 GLS L4TD L6T L6TD L6T L6TD L6T L6T V8TT V8TT 2.0 3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 180 270 243 270 270 320 320 450 450 500 500 700 500 750 520 520 850 850 A9 A9 A9 A9 A9 A9 A9 A9 A9 2090 2145 2190 2235 2250 2175 2345 2370 7.8 5.7 5.8 5.7 5.9 5.3 5.3 3.8 3.8 6.6 D 9.1 95 7.7 D 9.2 95 7.8 D 9.3 95 9.4 95 12.4 98 12.6 98 09/19 A A A A A A A A A Imposing US-sized, US-built SUV that can comfo rtably carry tall adults in its third row and scare them to bits in twin-turbo AMG form THE PICK: The head says straight-six diesel but the heart cries ‘63!’ GLS 450 GLS 400d GLS 63 AMG 4Matic+ GLS 600 Maybach EQS 450 4Matic EQS 53 AMG 4Matic $171,700 $179,500 $289,800 $395,500 G-Class L6T L6TD V8TT V8TT 3.0 3.0 4.0 4.0 270 243 450 410 500 700 850 730 A9 A9 A9 A9 2370 2415 2555 2710 6.2 6.3 4.2 4.9 9.2 98 7.7 D 13.0 98 12.0 98 A 03/20 A A A $246,500 $365,900 EQA L6TD V8TT 2.9 243 700 A9 2414 6.4 9.5 D 4.0 430 850 A9 2485 4.5 13.1 98 A A Like a GLA with masses more tech (and weight), EQA brings batteryelectric three-pointed-star motoring closer to the masses THE PICK: If you want your leccy Merc to sparkle, you’ll need the 350 EQA 250 EQA 350 4Matic $81,700 $101,800 EQB E E 67 140 375 R1 1965 8.9 16.2 – 67 215 520 R1 2086 6.0 EQE 300 EQE 350 4Matic EQE 500 4Matic EQE 53 AMG 4Matic EQS 450 4Matic EQB 250 EQB 350 4Matic $87,800 $106,700 EQC E E 67 140 385 R1 2010 9.2 67 215 520 R1 2140 6.2 F A Mercedes-Benz’s first attempt at a full electric vehicle is a masterpiece. Comfortable and familiar, yet still innovative. Top marks THE PICK: Our COTY 2020 winner. Praise doesn’t get much higher EQC 400 EQC 400 Sport $128,000 $145,600 EQE E E 80 300 760 R1 2480 5.1 21.4 – 80 300 760 R1 2480 4.7 21.4 – A 2/20 A Roomier than an ICE E-Class sedan, and in another realm for refinement, but brake feel is inconsistent, and rear visibility compromised THE PICK: The swift 350 4matic is $20K well spent over the base 300 EQE 300 EQE 350 4Matic EQE 53 AMG 4Matic 122 $134,900 $154,900 $214,900 E E E whichcar.com.au/wheels 89 180 550 R1 2285 7.3 89 215 765 R1 2310 6.3 89 460 950 R1 2445 3.5 - - R A A Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque 108 265 800 R1 2540 5.6 17.8 – 108 484 950 R1 2580 3.8 - - A A $134,900 $144,900 $164,900 $189,900 $194,900 V-Class E E E E E 89 89 91 91 108 180 215 300 460 265 550 765 858 950 800 R1 R1 R1 R1 R1 2355 2505 2485 2615 2843 7.3 6.3 4.7 3.7 6.0 18.9 – 18.9 – 19.6 – 22.1 – 20.5 – R A A A A Transport for your VIPs just got classier, with new looks, interior and safety tech allied to a diesel donk well up for hauling groups of eight THE PICK: The Avantgarde for more pep at your pedal V220d V250d Avantgarde V250d MWB V300d Avantgarde $84,100 $98,860 $111,252 $132,480 EQV L4TD L4TD L4TD L4TD 2.0 2.0 2.0 2.0 120 140 140 174 380 440 440 500 D7 D7 A9 A9 2135 2135 – – 8.5 8.0 9.5 7.9 6.3 6.7 – – D D D D R R R R Essentially an electrified V-Class, the six- or seven-seat EQV offers up to 363km of WLTP range and takes 45mins to charge from 10-80%. THE PICK: There’s only one, so nominate your seat count and wait EQV300 $155,338 E 90 150 365 R1 2827 12.1 26.3 – MG F 7 years/unlimited MG3 Finally gets auto-only range, but it’s a four-speed dunger. Design still looks good, but do not be confused by the British badge – it’s Chinese THE PICK: Please consider a Suzuki Swift, new or second-hand Core Excite $19,990* $20,990* MG5 L4 L4 1.5 82 1.5 82 150 A4 1170 150 A4 1170 12.5 6.7 91 12.5 6.7 91 F F Offers more metal for the money than any other new car – a mediumsized sedan with a light-car price (and engine). And outdated safety THE PICK: Offers space/warranty ... but buy second-hand Mazda 6 Vibe Essence $24,990* $28,990* MG4 L4 L4T 1.5 84 1.5 119 150 C 1260 – 250 D7 1318 – 5.7 91 5.9 91 F F Underpinned by a bespoke new platform and offering a sensible choice of batteries, this is MG’s most convincing model by a huge margin THE PICK: Mid-spec Essence is well equipped and runs large battery Excite 51 Excite 64 Essence 64 Essence 77 X-Power F A Roomy and well-equipped, and really does ride and drive like a small luxury car. But battery not big; real-world range is around 350km THE PICK: Performance of the 250 is fine; but go the 350 if you can $219,900 E $327,075 E EQE/EQS SUV Electric SUVs essentially five-seat (EQE) and longer seven-seat (EQS) versions of each other. EQS has best range, all-wheel steer, larger boot THE PICK: Depends on your seating priorities, but EQE AMG is classiest The all-new G63 looks almost identical to the old model, but is vastly improved. Despite looking like a cereal box, it’s devilishly intoxicating THE PICK: There’s nothing on the planet like this, so dive straight in G400d G63 AMG Power Merc’s flagship EV has performance and refinement that trounces the similarly priced S580 L, packaged with in practical liftback body THE PICK: 450 wins for range and price, but AMG is much more stylish All-new model brings longer wheelbase and roomier, classier cabin, with optional third row, But only up-spec models truly deliver THE PICK: 300 for non-AMG, or the full-fat 63 S if the budget allows GLE 300d GLE 450 GLE 400d GLE 450 Coupe GLE 450d GLE 53 AMG Coupe GLE 53 AMG GLE 63 S AMG GLE 63 S AMG Coupe Size EQS Lacks the original’s taut styling, but second-gen GLA offers the same goodness as new A-Class in an SUV body. Should sell like crazy then THE PICK: Like all of Merc’s compact range, go the 250 4Matic Bigger, slicker, quicker, more efficient and comfier, the GLC range opens with a pair of 300s, with four-cylinder 43 and 63 S AMG versions coming THE PICK: The ultra-capable GLC 300, now offered in Coupe form GLC 300 GLC 300 Coupe Engine type GLA Closer to GLC in size than a GLA, Merc’s newest SUV offers smart packaging, a rich spec, and useful third-row seating as standard THE PICK: Like A-Class, we’d avoid the 1.3 - GLB250 is the sweet spot GLB 200 GLB 250 4Matic GLB 35 AMG 4Matic Price Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Price Engine type bank $38,990 $44,990 $47,990 $55,990 $59,990 ZS E E E E E 51 64 64 77 64 125 150 150 180 320 250 250 250 350 600 R1 R1 R1 R1 R1 1655 1648 1672 1748 – 7.7 7.2 7.2 6.5 3.8 – – – – – – – – – – R R R R A ZST is a better ZS, with a sexier dash, extra safety kit and a perky 1.3 turbo engine. But slick EV is the old ZS, though recently refreshed THE PICK: Kia Seltos with safety pack – same warranty, way better car ZS Excite ZST Core ZST Vibe ZST Excite ZST Essence EV Excite EV Essence EV Long Range $23,990* $26,990* $28,990* $32,990* $34,990* $42,990 $44,990 $55,990 HS L4 L4 L4 L3T L3T E E E 1.5 1.5 1.5 1.3 1.3 51 51 73 84 84 84 115 115 130 130 115 150 150 150 230 230 280 280 280 A4 C C A6 A6 R1 R1 R1 1255 1318 1318 1295 1295 1570 1610 1620 – – – – – 8.2 8.2 8.5 7.1 6.9 6.9 7.1 7.1 17.7 17.7 17.7 91 91 91 91 91 – – – F F F F F F F F The HS progresses for the Chinese-owned British brand on safety, packaging, multimedia and design fronts. A dynamic improvement? No THE PICK: Starting to get expensive – go for the Vibe Vibe Excite Essence Anfield Edition Excite X Essence X Plus EV Excite Plus EV Essence $32,990* $35,990* $39,990* $41,690* $38,990* $43,990* $49,690* $53,690* L4T L4T L4T L4T L4T L4T L4TPH L4TH 1.5 1.5 1.5 1.5 2.0 2.0 1.5 1.5 119 119 119 119 168 168 189 189 250 250 250 250 360 360 370 370 D7 1520 D7 1520 D7 1520 D7 1520 D6 1700 D6 1700 A10 1737 A10 1775 11.0 11.0 11.0 11.0 – – 6.9 6.9 7.3 7.3 7.3 7.3 9.5 9.5 1.7 1.7 91 91 91 91 95 95 95 95 04/20 F 04/20 F F F A A F F
MERCEDES-BENZ – NISSAN $40,725 L3T $43,050 L3T $48,050 L3T $49,300 L4T $55,000 L4T $55,400 L4T $59,500 L4T $62,250 L4T $65,750 L4T $64,975 E $65,325 E Cooper 5dr 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0 2.0 33 33 100 100 100 141 141 141 170 170 170 135 135 220 220 220 280 280 280 320 320 320 270 270 D7 D7 D7 D7 D7 D7 A8 A8 A8 R1 R1 1115 1115 1115 1175 1175 1175 1220 1220 1220 1320 1320 8.2 8.2 8.2 6.7 6.7 6.7 6.1 6.1 6.1 7.3 7.3 5.6 5.6 5.6 5.8 5.8 5.8 6.3 6.3 6.3 14.1 14.1 95 95 95 95 95 95 95 95 95 – – F F F F F F F F F F F As above but with dorkier styling and framed doors, though added practicality as well. But you can’t buy a battery-electric Mini 5dr THE PICK: As in the 3dr, the dark and sinister JCW Sport Classic Classic Plus MINI Yours S Classic S MINI Yours S JCW Sport $42,300 L3T 1.5 100 $44,700 L3T 1.5 100 $49,600 L3T 1.5 100 $50,850 L4T 2.0 141 $56,925 L4T 2.0 141 $57,325 L4T 2.0 141 Cooper Convertible 220 220 220 280 280 280 D7 D7 D7 D7 D7 D7 1175 1175 1175 1240 1240 1240 8.2 8.2 8.2 6.7 6.7 6.7 5.7 5.7 5.7 5.8 5.8 5.8 95 95 95 95 95 95 F F F F F F Newly rejuvenated and more snappily dressed for 2021, the well-built Mini Convertible blends go-kart handling with addictive top-down fun THE PICK: A MINI Yours with its high-fashion interior Classic Classic Plus MINI Yours S Classic S MINI Yours S JCW Sport JCW Essential JCW Classic JCW MINI Yours $48,025 $51,000 $56,830 $53,470 $61,575 $59,530 $62,210 $67,875 $71,375 Clubman L3T L3T L3T L4T L4T L4T L4T L4T L4T 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0 2.0 100 100 100 141 141 141 170 170 170 220 220 220 280 280 280 320 320 320 D7 D7 D7 D7 D7 D7 A8 A8 A8 1230 1230 1230 1295 1295 1295 – – – 8.8 8.8 8.8 7.1 7.1 7.1 6.5 6.5 6.5 6.0 6.0 6.0 6.3 6.3 6.3 6.5 6.5 6.5 95 95 95 95 95 95 95 95 95 F F F F F F F F F Quirky style cloaks a practical package (due to BMW X1 wheelbase) with lively turbos and jaunty demeanour. New variants trickling in THE PICK: Any. This is our favourite of the Mini bodystyles by far Cooper S Classic Cooper S MINI Yours Cooper S JCW Sport JCW Essential JCW Classic JCW MINI Yours $53,250 L4T $59,625 L4T $61,050 L4T $69,200 L4T $70,625 L4T $74,125 L4T Countryman 2.0 2.0 2.0 2.0 2.0 2.0 141 141 141 225 225 225 280 280 280 450 450 450 D7 D7 D7 A8 A8 A8 1390 1390 1390 1475 1490 1490 7.3 7.3 7.3 4.9 4.9 4.9 6.2 6.2 6.2 7.7 7.7 7.7 95 95 95 95 95 98 F F F A A A Maintains the regular Mini’s lively, fun nature in a versatile SUV-ish package, with a useful Hybrid and rapid JCW variants adding texture THE PICK: Four-pot turbos for disappointment-avoiding performance Cooper Classic Cooper Classic Plus Cooper MINI Yours Cooper S Classic Cooper S MINI Yours Cooper S JCW Sport Cooper SE Classic Cooper SE MINI Yours JCW Essential JCW Classic JCW MINI Yours $46,405 $50,650 $57,250 $55,070 $62,050 $62,550 $64,000 $69,650 $65,745 $69,500 $74,300 L3T L3T L3T L4T L4T L4T L3TH L3TH L4T L4T L4T 1.5 1.5 1.5 2.0 2.0 2.0 1.5 1.5 2.0 2.0 2.0 100 100 100 141 141 141 165 165 225 225 225 Mitsubishi 220 220 220 280 280 280 385 385 450 450 450 D7 D7 D7 D7 D7 D7 A6 A6 A8 A8 A8 1390 1390 1390 1460 1460 1460 – – 1490 1490 1490 9.7 9.7 9.7 7.5 7.5 7.5 6.8 6.8 5.1 5.1 5.1 6.3 6.3 6.3 6.7 6.7 6.7 2.4 2.4 7.6 7.6 7.6 95 95 95 95 95 95 95 95 95 95 98 F F F F F F A A A A A 5 years/100,000km ASX Larger 2.4 in upper range brings usefully more torque. Styling, safety and tech tweaks help, but the less spent the better. Now 13 years old THE PICK: Sporty MR and GSR look good, but GS is best value GS $23,990 L4 2.0 110 197 M5 1350 10.0 7.7 91 9.7 10.0 10.0 10.0 9.5 9.5 7.6 7.6 7.6 7.6 7.9 7.9 91 91 91 91 91 91 Drive 1380 1380 1380 1380 1390 1390 Issue tested RON C C C C C C Resale % Fuel cons. 197 197 197 197 222 222 0-100 110 110 110 110 123 123 Kerb weight 2.0 2.0 2.0 2.0 2.4 2.4 Trans. Engine type $26,240 L4 $27,490 L4 $29,240 L4 $29,990 L4 $32,240 L4 $34,740 L4 Eclipse Cross Torque Seven years’ young and refreshed in 2021 with more modern cabin tech, greater personalisation and a more focused model line-up THE PICK: S JCW Sport with adaptive dampers, leather/suede wheel GS ES MR LS GSR Exceed Power Cooper 3dr Classic Classic Plus MINI Yours S Classic S MINI Yours S JCW Sport JCW Essential JCW Classic JCW MINI Yours SE Yours SE Resolute Price Drive Issue tested Resale % RON 3 years/unlimited Size Mini Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Engine type Price YOUR COMPLETE NEW CAR BUYER’S GUIDE 01/20 F F F F F 13/19 F Visual trickery makes Eclipse Cross appear more refined than its ageing underpinnings might suggest, though it beats the awful ASX THE PICK: LS AWD or a base PHEV, if you have to ES LS LS AWD Aspire Exceed Exceed AWD ES PHEV Aspire PHEV Exceed PHEV $31,490 L4T $34,240 L4T $35,990 L4T $36,240 L4T $40,490 L4T $42,990 L4T $47,290 L4PH $51,240 L4PH $55,990 L4PH Outlander 1.5 1.5 1.5 1.5 1.5 1.5 2.4 2.4 2.4 110 110 110 110 110 110 138 138 138 250 250 250 250 250 250 n/a n/a n/a C C C C C C C C C 1472 1486 1550 1499 1535 1600 1880 1890 1895 – – – – – – 10.9 10.9 10.9 7.3 7.3 7.7 7.3 7.3 7.7 1.9 1.9 1.9 91 91 91 91 91 91 95 95 95 F F A F F A A A A Big range for classier, roomier new-gen Outlander, now with a handful of updates for 2024. PHEV adds useful torque and decent EV range THE PICK: LS AWD for the best mix of comfort and safety ES LS Black Edition LS AWD Aspire Aspire AWD Exceed AWD Exceed Tourer AWD ES PHEV Aspire PHEV Exceed PHEV Exceed Tourer PHEV $37,740 L4 $41,240 L4 $42,990 L4 $43,740 L4 $44,840 L4 $47,340 L4 $52,640 L4 $55,190 L4 $57,290 L4H $63,790 L4H $69,290 L4H $71,790 L4H Pajero Sport 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.4 2.4 2.4 2.4 135 135 135 135 135 135 135 135 185 185 185 185 245 245 245 245 245 245 245 245 450 450 450 450 C C C C C C C C C C C C – – – – – – – – 2015 2030 2045 2110 – – – – – – – – 9.0 9.0 9.0 9.0 7.5 7.7 7.7 8.1 7.7 8.1 8.1 8.1 1.5 1.5 1.5 1.5 91 91 91 91 91 91 91 91 95 95 95 95 F F F A F A A A A A A A Rugged, imposing and fairly capable, but this remains a Pajero in name only. Two new colours, tyre-pressure monitoring debut for MY23 THE PICK: GLS for value, but a second-hand Big Pajero is way better GLX GLX GLS GLS Exceed GSR $44,440 $49,440 $49,190 $54,190 $59,690 $61,440 Triton L4TD L4TD L4TD L4TD L4TD L4TD 2.4 2.4 2.4 2.4 2.4 2.4 133 133 133 133 133 133 430 430 430 430 430 430 A8 A8 A8 A8 A8 A8 1945 2045 1980 2065 2125 2125 – – – – – – 8.0 8.0 8.0 8.0 8.0 8.0 D D D D D D R A R A A A Finally grown up in all the right places, though Triton remains a follower – playing catch-up to its rivals – rather than leading the way forward THE PICK: Plush GLS, unless you need the GLX’s heavy-duty rear end GLX+ Club Cab GLX GLX+ GLS GSR $50,340 $50,940 $53,290 $59,090 $63,840 L4TTD L4TTD L4TTD L4TTD L4TTD 2.4 2.4 2.4 2.4 2.4 150 150 150 150 150 470 470 470 470 470 A6 A6 A6 A6 A6 – – – – – – – – – – Nissan 7.7 7.7 7.7 7.7 7.7 D D D D D A A A A A 5 years/unlimited Leaf Still one of the most affordable EVs in the country, the Leaf makes the most sense due to large battery and range. Gains five-star safety too THE PICK: e+ demands a hefty premium; so only if you need the range e+ $50,990 $61,490 Juke E E 40 110 320 R1 1594 7.9 17.1 62 160 340 R1 1736 6.9 18.0 - 02/20 F F With a downsized engine and toned-down styling, has this more mature Juke lost its attitude? It’s undoubtedly a better but blander thing THE PICK: All are mechanically identical, ST-L expected to be top seller ST ST+ ST-L ST-L+ $28,390 $31,140 $34,440 $35,540 L3T L3T L3T L3T 1.0 1.0 1.0 1.0 84 84 84 84 180 180 180 180 D7 D7 D7 D7 1251 1251 1274 1274 11.8 11.8 11.8 11.8 5.8 5.8 5.8 5.8 95 95 95 95 F F F F F @wheelsaustralia 123
Ti $36,890 Z L3T 1.0 84 180 D7 1276 11.8 5.8 95 $73,300 V6TT $73,300 V6TT Qashqai 3.0 298 475 M6 1561 – 3.0 298 475 A9 1594 – 10.8 95 9.8 95 R R $33,890 $37,890 $42,190 $47,390 $51,590 X-Trail L4T L4T L4T L4T L3TH 1.3 1.3 1.3 1.3 1.5 110 110 110 110 140 250 250 250 250 330 C C C C C 1429 1435 1460 1474 1728 10.1 10.1 10.2 10.2 7.9 6.1 6.1 6.1 6.1 5.2 95 95 95 95 95 F F F F F Not the driver’s choice, but our pick of the segment for its focus on ride, occupant comfort, packaging practicality and general liveability THE PICK: Ti has everything you need, especially the punchy e-Power ST ST 4WD ST-L ST-L 4WD Ti 4WD Ti-L 4WD ST-L e-Power e-4ORCE Ti e-Power e-4ORCE Ti-L e-Power e-4ORCE $36,750 L4 $39,790 L4 $43,190 L4 $46,290 L4 $49,990 L4 $52,990 L4 $49,490 L3TH $54,190 L3TH $57,190 L3TH Pathfinder 2.5 2.5 2.5 2.5 2.5 2.5 1.5 1.5 1.5 135 135 135 135 135 135 157 157 157 244 244 244 244 244 244 n/a n/a n/a C C C C C C C C C 1540 1643 1578 1666 1668 1672 1871 1903 1911 – – – – – – 7.0 7.0 7.0 7.4 7.8 7.4 7.8 7.8 7.8 6.1 6.1 6.1 91 91 91 91 91 91 95 95 95 F A F A A A A A A GT Fastback GT Sportswagon GT Fastback PHEV GT Sportswagon PHEV $63,431 $65,657 $81,610 $82,915 2008 $77,559 $88,171 Patrol V6 V6 3.5 206 340 A9 2054 – 3.5 206 340 A9 2083 – 10.5 95 10.5 95 Allure GT e-2008 GT Ti Ti-L Warrior $84,900 $97,600 $101,160 Navara V8 V8 V8 5.6 298 560 A7 2815 – 5.6 298 560 A7 2850 – 5.6 298 560 A7 2884 – 14.4 95 14.4 95 14.4 95 A A A Extensively facelifted Navara offers huge choice and extra ability but we’d opt for a dual-cab over the flexy, flawed King Cab every time THE PICK: Given its high-vis sex appeal, a PRO-4X Warrior manual SL King Cab ST-X King Cab SL SL ST ST ST-X ST-X SL Warrior SL Warrior PRO-4X PRO-4X PRO-4X Warrior PRO-4X Warrior $47,600 $57,695 $46,600 $49,100 $51,705 $54,205 $55,195 $57,695 $58,000 $60,500 $58,155 $60,655 $67,515 $70,015 L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 140 140 140 140 140 140 140 140 140 140 140 140 140 140 450 450 450 450 450 450 450 450 450 450 450 450 450 450 A7 A7 M6 A7 M6 A7 M6 A7 M6 A7 M6 A7 M6 A7 1944 2039 2024 2033 2053 2062 2134 2142 2024 2033 2137 2146 2137 2146 – – – – – – – – – – – – – – Peugeot 7.8 7.8 7.3 7.9 7.3 7.9 7.3 7.9 7.3 7.9 7.5 8.1 7.5 8.1 D D D D D D D D D D D D D D A A A A A A A A A A A A A A 5 years/unlimited 308 Characterful styling and a high-end interior join familiar 308 perks like engaging dynamics and a terrific drivetrain. Servicing now cheaper THE PICK: Base GT hatch has more than enough luxe to feel special GT GT Premium GT Premium wagon GT Sport PHEV $43,990 $48,990 $50,490 $64,990 L3T L3T L3T L4TPH 1.2 1.2 1.2 1.6 96 96 96 165 230 230 230 360 A8 A8 A8 A8 1258 1258 1314 1611 9.7 9.7 9.9 7.5 5.3 5.3 5.3 1.3 95 95 95 95 F F F F Allure GT GT HDi GT Sport GT Sport PHEV AWD whichcar.com.au/wheels Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power 165 165 165 165 300 300 360 360 A8 A8 A8 A8 1385 1395 1695 1720 8.1 8.2 8.3 8.3 6.3 6.3 1.7 1.5 95 95 95 95 02/20 F 02/20 F F F $38,945 $43,397 $59,990 3008 L3T L3T E 1.2 96 230 A6 1247 9.3 6.5 95 1.2 96 230 A6 1247 9.3 6.5 95 50 100 260 R1 1548 9.0 – – F F F $50,075 $53,414 $56,753 $63,431 $84,790 5008 L4T L4T L4TD L4T L4TH 1.6 1.6 2.0 1.6 1.6 121 121 131 133 222 240 240 400 250 520 A6 A6 A8 A8 A8 1371 1371 1448 1371 1840 9.9 9.9 9.0 8.8 6.1 7.3 7.0 5.0 5.6 1.7 95 95 D 95 95 F F F F A Rinse-and-repeat 3008 with a longer wheelbase and five-plus-two seating makes surprisingly beautiful sense, especially black-pack Sport THE PICK: Unless you need the diesel’s torque wallop, the GT Sport GT Sport GT HDi $65,657 $66,770 L4T L4TD 1.6 133 250 A8 1521 9.4 5.6 95 2.0 131 400 A8 1524 10.2 5.0 D Polestar F F 5 years/unlimited 2 Recent mechanical makeover has turned the 2 into one of the most complete EVs in the segment, with interiors that shame Tesla Model 3 THE PICK: Either of the rear-drivers, depending on your range needs Standard range Long range Long range AWD Long range AWD Perf’ $67,400 $71,400 $76,400 $85,400 3 E E E E 69 82 82 82 200 220 310 350 490 490 740 740 R1 R1 R1 R1 1944 2009 2108 2105 6.4 6.2 4.5 4.2 – – – – – – – – R R A A SUV flagship for Polestar has both range (560-610km), presence and stacks of equipment in its favour, making it a proper luxury express THE PICK: If you’ve already come this far, the Performance Long range Long range Perf’ $132,900 $141,900 E E 111 360 840 R1 – 111 380 910 R1 – 5.0 – 4.7 – Porsche – – A A 3 years/unlimited 718 Stuttgart goes back to nature, shoehorning epic flat-sixes back into its brilliant mid-engined Boxster and Cayman halo models THE PICK: GT4 RS is magical but anything with six cylinders is champ Cayman Cayman Boxster Boxster Cayman S Cayman S Boxster S Boxster S Cayman GTS 4.0 Cayman GTS 4.0 Boxster GTS 4.0 Boxster GTS 4.0 Spyder RS Cayman GT4 RS $134,000 $134,695 $136,600 $137,259 $160,100 $164,680 $162,600 $167,600 $196,400 $201,790 $199,00 $204,390 $336,800 $336,800 911 F4T F4T F4T F4T F4T F4T F4T F4T F6 F6 F6 F6 F6 F6 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 4.0 4.0 4.0 4.0 4.0 4.0 220 220 220 220 257 257 257 257 294 294 294 294 368 368 380 380 380 380 420 420 420 420 420 430 420 430 450 450 M6 D7 M6 D7 M6 D7 M6 D7 M6 D7 M6 D7 D7 D7 1335 1365 1335 1365 1355 1385 1355 1385 1405 1435 1405 1435 1405 1415 5.1 4.7 5.1 4.9 4.6 4.3 4.6 4.4 4.5 4.0 4.5 4.0 3.4 3.4 7.4 98 6.9 98 7.4 98 6.9 98 8.1 98 7.3 98 8.1 98 7.3 98 10.9 98 9.6 98 10.8 98 9.6 98 13.0 98 12.7 98 R 08/19 R R R R 05/17 R R 06/16 R R R R R R R 992 generation a triumph. Base Carrera all the sports car anyone could need, though GT3 and sledgehammer Turbo are all-time THE PICK: Probably Carrera S, or GTS manual. Or a GT3 Touring Carrera 124 1.6 1.6 1.6 1.6 What was already a classy, fun-to-drive medium SUV is now even better thanks to a handsome, techy makeover. Plug-in Hybrid AWD is quick THE PICK: A dead-stock Allure is still our favourite, though not cheap A A Lusty V8 makes it a great choice for outback tourers and heavy towers, despite the thirst. Warrior literally elevates Patrol to a new level of cool THE PICK: Base Ti leaves more cash for fuel – you’ll need it L4T L4T L4TPH L4TPH A larger, more mature car than its predecessor, blending slick design, packaging and technology with a touch of character, plus an EV variant THE PICK: Base Allure for its plusher ride and abundant torque New fifth-gen arrives with a focus on refinement and packaging, carrying over the old V6, but with nine-speed auto replacing the CVT THE PICK: Can you see $10K worth of equipment and value in the Ti-L Ti 4WD Ti-L 4WD Size Heralds a return to the practical, enjoyable, stylish and plush French mid-sizer, now with an intriguing (if pricey) plug-in hybrid model THE PICK: Sportwagon loses nothing, gains space Third-gen is roomier, and far more perky now it has a turbo-petrol engine, while the move to IRS has improved its ride. New Hybrid expands appeal THE PICK: For its smoothness, slickness and grunt, the Ti e-Power ST ST+ ST-L Ti Ti e-Power Engine type 508 F Strikes a fine usability balance: quick enough to entertain, rides well, with ample chassis engagement. Some interior equipment lacking, though THE PICK: Proto is now sold out, so the sweet manual coupe Coupe Coupe Price Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Engine type Price Data bank $279, 100 F6TT 3.0 283 450 D8 1505 4.2 9.6 98 06/20 R
NISSAN - ROLLS-ROYC E R A A R 02/20 R R 08/19 A A R R A A A A A A R R R R R A A 07/20 A A A R Big, clever and stunningly adept. Pornographically extruded Sport Turismo is brash but curiously covetable; twin-turbo V8s astonishing. THE PICK: Any of them, but prepare yourself for the options list 4 4 Sport Turismo 4 Executive 4 E-Hybrid 4 E-Hybrid Executive 4 E-Hybrid Sport Turismo 4S E-Hybrid GTS GTS Sport Turismo Turbo S Turbo S E-Hybrid $207,000 $217,300 $224,700 $226,700 $252,700 $262,100 $260,000 $298,800 $317,900 $325,300 $423,400 $433,500 Macan V6T V6T V6T V6T V6TTH V6TTH V6TTH V6TH V8TT V8TT V8TT V8TTH 3.0 3.0 3.0 3.0 2.9 2.9 2.9 2.9 4.0 4.0 4.0 4.0 243 243 243 243 340 340 340 412 353 353 463 515 500 500 500 500 700 700 700 750 620 620 820 870 D8 D8 D8 D8 D8 D8 D8 D8 D8 D8 D8 D8 1860 1900 1930 2005 2210 2300 2225 2225 2020 2040 2080 2350 5.6 5.3 5.3 5.4 4.4 4.5 4.4 3.7 3.9 3.9 3.1 3.2 2.1 2.2 2.2 2.7 98 98 98 98 98 98 98 98 98 98 98 98 R A A A A A A A A A A A ‘Stronger, sharper, sportier’ mid-life makeover gives Macan the tech savvy and dynamic talent to keep kicking rivals’ bums THE PICK: GTS packed with gear, comes in Python Green! T S GTS $95,300 $98,700 $119,000 $143,200 Cayenne L4T L4T V6TT V6TT 2.0 2.0 2.9 2.9 195 195 280 324 400 400 520 550 D7 D7 D7 D7 1845 1845 1930 1960 6.4 6.2 4.8 4.3 8.8 8.8 9.9 9.9 98 98 98 98 A A A A Extensive midlife revamp brings Taycan influence to front end and dash. Smaller range, but brilliantly executed, now with hardcore Turbo GT THE PICK: E-Hybrid is decent value given its tech (and performance) Coupe E-Hybrid E-Hybrid Coupe S S Coupe Turbo GT Coupe $140,200 $148,300 $155,900 $161,600 $181,300 $190,000 $366,200 Taycan V6T V6T V6TH V6TH V8TT V8TT V8TT 3.0 3.0 3.0 3.0 4.0 4.0 4.0 260 260 346 346 324 324 485 500 500 700 700 550 550 850 A8 A8 A8 D8 A8 A8 A8 1985 2030 2295 2360 2020 2050 2220 6.2 6.0 5.0 5.1 5.2 5.0 3.3 9.0 98 9.9 98 3.4 98 2.5 98 9.2 95 10.0 98 11.9 98 A A A A A A A This all-electric stunner combines catwalk proportion with catapult acceleration and typical Porsche quality and dynamic excellence THE PICK: Turbo Cross Turismo seems appropriately magnificent 4 Cross Turismo 4S 4S Cross Turismo Turbo $165,700 $186,500 $205,300 $217,500 $292,900 E E E E E 71 84 79 93 93 300 350 320 360 460 345 500 640 650 850 R1 R1 R1 R1 R1 2050 2245 2140 2245 2305 5.4 5.1 4.0 4.1 3.2 28.0 – 28.1 – 26.2 – 28.1 – 28.0 – R A A A A Turbo Cross Turismo Turbo S $295,200 $363,800 E E Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power 9.6 98 9.5 98 9.6 98 9.6 98 8.9 98 9.6 98 12.7 98 9.6 98 10.3 98 9.7 98 9.7 98 9.9 98 9.8 98 9.9 98 9.9 98 9.9 98 13.3 98 12.4 98 13.3 98 12.4 98 12.5 98 11.1 98 11.3 98 11.1 98 11.3 98 11.3 98 13.4 98 Size 4.4 4.2 4.4 4.1 3.7 3.9 3.4 3.8 4.1 3.4 3.3 3.5 4.4 3.8 3.5 3.5 3.9 3.4 3.9 3.4 3.2 2.8 2.9 2.7 3.4 2.8 3.7 Engine type 1575 1555 1625 1470 1515 1585 1565 1635 1510 1545 1595 1665 1665 1675 1685 1685 1418 1435 1418 1435 1445 1640 1710 1640 1605 1710 1380 Price Fuel cons. D8 D8 D8 D8 D8 D8 D8 D8 M7 D8 D8 D8 D8 D8 D8 D8 M6 D7 M6 D7 D7 D8 D8 D8 D8 D8 M6 Drive 0-100 450 450 450 450 530 530 530 530 570 570 570 570 450 530 570 570 470 470 470 470 465 750 750 800 570 800 465 Issue tested Kerb weight 283 283 283 283 331 331 331 331 353 353 353 353 283 331 353 353 375 375 375 375 386 427 427 478 353 478 386 Resale % Trans. 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 3.7 3.7 3.7 3.0 3.7 4.0 RON Torque $300,200 F6TT $296,700 F6TT $317,900 F6TT $300,600 F6TT $318,500 F6TT $339,900 F6TT $335,900 F6TT $357,100 F6TT $355,200 F6TT $355,200 F6TT $374,200 F6TT $408,700 F6TT $317,900 F6TT $357,400 F6TT $408,100 F6TT $426,100 F6TT $418,900 F6 $418,900 F6 $418,900 F6 $418,900 F6 $539,100 F6 $464,700 F6TT $485,100 F6TT $540,200 F6TT $491,400 F6TT $560,900 F6TT $660,500 F6 Panamera Power Carrera Cabriolet Carrera 4 Carrera 4 Cabriolet T Carrera S Carrera S Cabriolet Carrera 4S Carrera 4S Cabriolet Carrera GTS Carrera GTS Carrera 4 GTS Carrera 4 GTS Cabriolet Targa 4 Targa 4S Targa 4 GTS Targa Edition 50 Years GT3 GT3 GT3 Touring GT3 Touring GT3 RS Turbo Turbo Cabriolet Turbo S Dakar Turbo S Cabriolet S/T Size Price Engine type YOUR COMPLETE NEW CAR BUYER’S GUIDE 93 460 850 R1 2320 3.3 28.7 – 93 460 1050 R1 2295 2.8 28.5 – Ram A A 3 years/100,000km 1500 ’Bad to the bone’ in a good way, the locally converted RAM 1500 drives and performs way better than you may expect THE PICK: Limited, unless you’re nuts enough for the TRX Express Crew Cab $98,950 Warlock Crew Cab $109,950 Warlock Crew Cab RamBox $114,900 Big Horn $119,950 Laramie Crew Cab RamBox $132,900 Laramie Sport Crew Cab $136,950 Limited Crew Cab RamBox $156,950 TRX $224,950 2500 V8 V8 V8 V8 V8 V8 V8 V8S 5.7 5.7 5.7 5.7 5.7 5.7 5.7 6.2 291 291 291 291 291 291 291 523 556 556 556 556 556 556 556 882 A8 A8 A8 A8 A8 A8 A8 A8 2620 2620 2684 2572 2671 2671 2749 3033 – – – – – – – 4.5 12.2 91 12.2 91 12.2 91 12.2 91 12.2 91 12.2 91 12.2 91 19.6 91 A A A A A A A A Torque, weight and towing ability are mind-boggling, mixed with newfound luxury. Makes Hilux and Ranger seem like kids’ toys THE PICK: The biggest caravan/boat/horse float you can throw at it Laramie Crew Cab $163,950 Laramie Crew Cab RamBox $168,900 L6TD L6TD 6.7 276 1152 A6 3660 – 6.7 276 1152 A6 3742 – Renault TBC D TBC D A A 5 years/unlimited Megane Rationalised to the fittest engine in Trophy spec, the hard-charging Megane RS has personality. Final-edition Ultime farewells this icon THE PICK: Rasping, blurting dual-clutch with optional Recaros RS Trophy RS Trophy RS Ultime RS Ultime $63,500 $66,500 $67,500 $70,500 Captur L4T L4T L4T L4T 1.8 1.8 1.8 1.8 221 221 221 221 400 420 400 400 M6 D6 M6 D6 1427 1450 1427 1450 5.7 5.7 5.7 5.7 8.3 8.0 8.3 8.0 98 98 98 98 F F F F French visual flair combines with newfound cabin class and muchneeded additional performance to make second-gen Captur a cracker THE PICK: Mid-spec Zen for its extra safety kit Life Zen Intens RS-Line $31,800 $33,800 $38,800 $41,300 Arkana L4T L4T L4T L4T 1.3 1.3 1.3 1.3 113 113 113 113 270 270 270 270 D7 D7 D7 D7 1247 1256 1267 1267 8.6 8.6 8.6 8.6 6.6 6.6 6.6 6.6 95 95 95 95 F F F F Kadjar replacement is a reasonably stylish coupe-SUV riding on a lengthened Captur platform, with impressive kit for the coin THE PICK: Mid-spec Intens amps Arkana’s luxe nicely Zen Intens RS Line $36,800 $40,800 $44,300 Koleos L4T L4T L4T 1.3 115 1.3 115 1.3 115 262 D7 1354 9.1 6.0 95 262 D7 1358 9.1 6.0 95 262 D7 1362 9.1 6.0 95 F F F Space and appeal on face value, as well as persuasive equipment, but there’s little dynamic depth or sophistication here. Or French charm THE PICK: Very un-Renault feel, so go for infinitely classier Captur Life Zen Zen 4WD Intens Intens 4WD Iconic Edition Iconic Edition 4WD $37,000 L4 $41,700 L4 $44,200 L4 $45,200 L4 $47,700 L4 $47,000 L4 $49,500 L4 Megane E-Tech 2.5 2.5 2.5 2.5 2.5 2.5 2.5 126 126 126 126 126 126 126 226 226 226 226 226 226 226 C C C C C C C 1558 1558 1626 1558 1626 1558 1626 9.5 9.5 9.8 9.5 9.8 9.5 9.8 8.1 8.1 8.3 8.1 8.3 8.1 8.3 91 91 91 91 91 91 91 F F A F A F A High-tech, high-glamour fifth-gen Megane goes all-electric, complete with 454km of range, recycled aluminium panels, premium interior THE PICK: If you want all the trickery, the Techno hits that perfect beat Techno EV60 $64,990 E 60 160 300 R1 1642 7.4 15.6 – Rolls-Royce F 4 years/unlimited Ghost New-generation Ghost bins its 7 Series DNA to ride on a cut-down Phantom chassis for peerless engineering and first-class refinement. THE PICK: The base model, to match your compound at Wategos Beach $644,650 V12TT 6.7 420 850 A8 – – 15.0 98 @wheelsaustralia A 125
A A Luxury has reached a new level. May seem expensive, but it’s cheaper than a helicopter. But whatever you do, just don’t call it an SUV THE PICK: The one with the darkest possible window tint Black Badge $692,150 V12TT 6.7 420 850 A8 2660 5.2 15.0 95 $791,900 V12TT 6.7 441 900 A8 2660 5.1 15.0 95 Phantom A A $915,400 $1,067,400 V12TT 6.7 420 900 A8 2560 5.3 13.9 95 V12TT 6.7 420 900 A8 2610 5.4 13.9 95 Skoda R R 7 years/unlimited Fabia Fourth-gen Fabia expands in both size and stature, served with the most powerful engine available. Not cheap, but ample substance THE PICK: There’s only one, so good thing it’s richly equipped 110TSI Monte Carlo Ed. 150 $38,590 Scala L4T 1.5 110 250 D7 1265 8.0 4.9 95 $33,590 $42,090 Octavia L3T L4T 1.0 85 1.5 110 200 D7 1205 9.8 5.3 95 250 D7 1240 8.2 5.5 95 ELX Adventure Ultimate Ultimate Sport 110TSI Style 110TSI Style wagon RS RS wagon $40,590 $41,890 $52,590 $53,890 Superb L4T L4T L4T L4T 1.4 1.4 2.0 2.0 110 110 180 180 250 250 370 370 A8 A8 D7 D7 1325 1355 1480 1515 8.5 8.6 6.7 6.7 5.7 5.8 6.8 6.8 95 95 95 95 ELX ELX XLV Adventure Adventure XLV Ultimate Ultimate XLV Ultimate Luxury Ultimate Luxury XLV 206TSI Sportline $65,590 206TSI Sportline wagon $67,290 Kamiq L4T L4T 2.0 206 350 D6 1580 6.0 8.0 95 2.0 206 350 D6 1615 6.1 8.1 95 A A $31,790 $36,690 $41,690 $43,090 Karoq L3T L3T L4T L4T 1.0 1.0 1.5 1.5 85 85 110 110 200 200 250 250 D7 D7 D7 D7 1211 1211 1237 1237 10.0 10.0 8.3 8.3 5.4 5.4 5.6 5.6 95 95 95 95 F F F F Less quirky-cool than the Yeti it replaces, the Karoq still tempts on price and has plenty of handy features, space and efficiency on its side THE PICK: Top-spec 140TSI with VW’s grunty EA888 engine 110TSI Style 140TSI Sportline 4x4 $44,590 $51,290 Kodiaq L4T L4T 1.4 110 250 A8 9.2 1510 6.5 95 2.0 140 320 D7 1655 7.0 6.6 95 F A Cleverly packaged, intelligently sized medium/large seven-seat SUV with classier finishes and detailing for ’22, plus a GTI-engined RS THE PICK: For its grunt, gear and resale, the hot-shot RS 132TSI Style 132TSI Sportline RS $53,290 $57,790 $70,590 L4T L4T L4T 2.0 132 320 D7 1775 8.4 8.2 95 2.0 132 320 D7 1775 8.4 8.2 95 2.0 180 370 D7 1815 6.6 7.5 95 SsangYong A A A 7 years/unlimited Korando It’s often overlooked, but the Korando deserves more attention with advances in design, safety and quality. Rather handsome too THE PICK: Worth a look if value is a priority, not finessed dynamics EX ELX Ultimate Ultimate AWD 126 $30,990* $32,990* $37,990* $41,990* L4T L4T L4T L4TD whichcar.com.au/wheels 1.5 1.5 1.5 1.6 120 120 120 100 280 280 280 324 A6 A6 A6 A6 1435 1435 1435 1515 – – – – 7.7 7.7 7.7 5.5 95 95 95 D F F F A 148 148 148 148 Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque 441 441 441 441 A8 A8 A8 A8 2230 2230 2230 2230 – – – – 8.7 8.7 8.7 8.7 D D D D A A A A $40,000* $41,500* $42,500* $44,000* $45,000* $46,500* $48,000* $49,500 L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 133 133 133 133 133 133 133 133 400 420 400 420 400 420 400 420 A6 A6 A6 A6 A6 A6 A6 A6 2090 2210 2090 2210 2090 2210 2090 2210 – – – – – – – – 8.6 9.0 8.6 9.0 8.6 9.0 8.6 9.0 D D D D D D D D A A A A A A A A 5 years/unlimited Mirrors what the off-roady Crosstrek offers without the North Face aesthetic, or a hybrid (for now). Likely joined by a 2.5 RS in due course THE PICK: Given its value, stump for the premium 2.0S $31,490 F4 $34,990 F4 $37,990 F4 Crosstrek 2.0 115 2.0 115 2.0 115 196 C 196 C 196 C 1416 – 1435 – 1458 – 7.5 91 7.5 91 7.5 91 A A A Replacement for the XV benefits from being built on SGP platform, and cabin offers decent space for this class. Powertrain unremarkable THE PICK: Hybrid delivers limited benefit, so go the 2.0R or S Crosstrek 2.0L Crosstrek 2.0R Crosstrek 2.0S Crosstrek Hybrid L Crosstrek Hybrid S $34,990 $38,490 $41,490 $38,590 $45,090 WRX FT4 FT4 FT4 FT4H FT4H 2.0 2.0 2.0 2.0 2.0 115 115 115 110 110 196 196 196 196 196 C C C C C 1493 1532 1532 1575 1614 10.5 10.5 10.5 10.7 10.7 7.2 7.2 7.2 6.5 6.5 91 91 91 91 91 A A A A A Broad range rebrands supple Levorg wagon as a WRX, acting as a counterpoint to firm sedans. Top tS gets adaptive dampers, great CVT THE PICK: For refinement, tS wagon; for fun, RS manual Skoda’s impressive small-SUV rival is comprehensively equipped, with smart new price leader to tempt buyers pre Kamiq’s MY24 update THE PICK: Turbo-triple Run-Out a great buy for $33K drive-away Run-Out 85TSI Style 110TSI Monte Carlo 110TSI Signature 2.2 2.2 2.2 2.2 Impreza 2.0L 2.0R 2.0S Not as poised as a Passat but has more personality, massive space and quality feel. Sportline 4x4 looks great – especially the wagon THE PICK: Sportline wagon with adaptive dampers L4TD L4TD L4TD L4TD Subaru F F F F F F $50,000* $54,000* $58,000* $60,000* Musso With loads of kit for minimal cash, the updated MY24 Musso has appeal … until you start to make demands of it, especially off-road THE PICK: ELX XLV with its 310mm-longer tray, 1025kg payload F Mirrors its Golf Mk8 relative in both engineering excellence and pricing, though with huge space and an intriguing Czech twist THE PICK: Anything that’s a wagon, particularly the fabulous RS Power Competent take on the 4WD wagon. Handsome refreshed interior, inoffensive exterior, keen drive-away pricing continue in MY24 update THE PICK: Enjoy effortless diesel torque in Ultimate Sport form A larger and better-equipped Golf alternative, for a moderate cost saving. Drives well, looks good and standard spec is impressive THE PICK: Signature gets useful power/equipment hike, sport chassis 85TSI Ambition 110TSI Signature Size Rexton Go on, have some artworks installed in the dash, indulge yourself. You’re obviously rolling in it. Twin-turbo V12 a highlight THE PICK: Shorter Phantom keeps the price under seven figures - just EWB Engine type Price Drive Issue tested 15.0 98 15.0 98 Resale % – – RON Fuel cons. Kerb weight Trans. Torque Power Size $772,900 V12TT 6.7 420 850 A8 – $744,400 V12TT 6.7 420 850 A8 – Cullinan 0-100 Black Badge EWB Engine type Price Data bank Sportswagon RS RS GT Sportswagon tS tS Sportswagon New $45,990 $49,990 $49,990 $51,490 $55,490 $56,490 $56,990 $58,990 F4T F4T F4T F4T F4T F4T F4T F4T 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 202 202 202 202 202 202 202 202 350 350 350 350 350 350 350 350 M6 C C M6 C C C C 1479 1548 1607 1516 1585 1607 1585 1613 – – – – – – – – 9.9 8.5 8.5 9.9 8.5 8.5 8.5 8.5 95 95 95 95 95 95 95 95 A A A A A A A A BRZ Promises change, but it’s mostlythe same Long-awaited MY24 BRZ update migrates Subaru’s vast active-safety suite to manual versions and adds a new BRZ flagship called tS. Cue metallic grey 18s (with Michelin Pilot 4 tyres), STi-tuned dampers, larger Brembo brakes with gold calipers (four-piston front, two-piston rear), black mirrors, loads of STi cabin highlights with Bordeaux colouring. Coupe Coupe Coupe S Coupe S tS tS $43,790 $44,790 $45,090 $46,090 $48,690 $49,690 Forester F4 F4 F4 F4 F4 F4 2.4 2.4 2.4 2.4 2.4 2.4 174 174 174 174 174 174 250 250 250 250 250 250 M6 A6 M6 A6 M6 A6 1247 1267 1250 1270 1235 1255 – – – – – – 9.5 8.8 9.5 8.8 9.5 8.8 98 98 98 98 98 98 R R R R R R Space, vision, refinement, value and practicality, plus enhanced dynamics for MY22, with a decent petrol drivetrain, better styling THE PICK: Avoid the sluggish Hybrid – the 2.5i is a fine family SUV 2.5i 2.5i-L 2.5i Premium $37,890 $40,290 $43,090 F4 F4 F4 2.5 136 239 C 2.5 136 239 C 2.5 136 239 C 1524 9.1 7.4 91 1526 9.1 7.4 91 1546 9.1 7.4 91 A A A
RO L LS - R OYC E – TOYOTA A 06/19 A 05/20 A A New-gen platform gives greater dynamic sophistication and poise, while the recent addition of a turbo engine only adds to the appeal THE PICK: Sport XT for turbo torque with decent equipment Sport Touring Sport XT Touring XT $42,690 $47,190 $50,990 $52,190 $55,990 F4 F4 F4 F4T F4T 2.5 2.5 2.5 2.4 2.4 138 138 138 183 183 245 245 245 350 350 C C C C C 1626 1629 1661 1703 1730 – – – – - 7.3 7.3 7.3 9.0 9.0 Suzuki 91 91 91 95 95 A A A A A 5 years/unlimited Swift Charming, effervescent hatch with a huge cabin, excellent dynamics. Sport worth the extra but GLX is also tops. You can thank us later THE PICK: GL manual, Sport manual or GLX – they’re all great fun GL GL GL S Plus GLX Turbo Sport Sport $22,490 $23,490 $25,990 $28,790 $28,990 $30,990 S-Cross L4 L4 L4 L3T L4T L4T 1.2 1.2 1.2 1.0 1.4 1.4 66 66 66 82 103 103 120 120 120 160 230 230 M5 C C A6 M6 A6 870 900 900 915 970 990 10.8 10.2 7.6 - 4.6 4.8 4.8 5.1 6.1 6.1 91 91 91 91 95 95 F F F F 07/20 F F Well-equipped and mostly likeable with perky 1.4 turbo, but S-Cross is not special enough. New front-drive variants improve its value slightly THE PICK: The loaded Prestige, or try a Mazda CX-30 $38,990 $41,490 $40,990 $44,490 Plus AllGrip Prestige AllGrip New L4T L4T L4T L4T 1.4 1.4 1.4 1.4 103 103 103 103 220 220 220 220 A6 A6 A6 A6 1260 1260 1260 1260 – – - 5.9 5.9 6.2 6.2 91 91 95 95 F F A A JIMNY XL Gains a growth spurt, not a grunt spurt Four-door Jimny only took five years to launch, adding 340mm to its wheelbase, 320mm to its length, and 90kg to its kerb weight. Seat-up boot space grows to 211L (from a meagre 85), but the XL has a reduced 24-degree breakover angle, larger 11.4m turning circle. Scores rear parking sensors, larger 9.0-inch touchscreen with wireless CarPlay. Lite XL XL $30,490 $31,990 $33,490 $34,990 $36,490 Ignis L4 L4 L4 L4 L4 1.5 1.5 1.5 1.5 1.5 75 75 75 75 75 130 130 130 130 130 M5 M5 A4 M5 A4 1095 1095 1110 1185 1200 – – – 6.4 6.4 6.9 6.4 6.9 91 91 91 91 91 A A A A A $20,490 $21,490 $23,490 Vitara L4 L4 L4 1.2 66 1.2 66 1.2 66 120 M5 820 120 C 865 120 C 865 - 4.7 91 4.7 91 4.7 91 F F F Well packaged, but ageing. Facelift has improved the interior, but we’d avoid the base 1.6 if you often tackle hills. Seats aren’t great either THE PICK: Turbo AWD, thanks to that pearler of a boosted 1.4 Turbo Turbo AllGrip $27,490 $28,990 $33,990 $37,990 L4 L4 L4T L4T Tesla 1.6 1.6 1.4 1.4 86 86 103 103 156 156 220 220 M5 A6 A6 A6 1075 1120 1160 1235 10.5 8.3 5.8 6.0 5.9 6.2 91 91 95 95 02/16 F 01/20 F F 08/16 A 4 years/80,000km Model 3 It took an eternity to lob, but the Model 3 is upending the EV landscape. Prices have risen but the thing handles, while interior is scratchy THE PICK: Performance is bonkers quick, with sorted dynamics Rear-Wheel Drive Long Range Performance $57,400 $74,300 $88,555 E E E 50 211 375 R1 1611 5.6 12.0 75 307 510 R1 1847 4.6 13.2 75 353 639 R1 1847 3.4 18.0 - Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Model Y A higher-riding 3, virtually identical in terms of dash presentation, but with useful increase in luggage capacity and load practicality THE PICK: Standard Range is quick enough if you’re not minted Standard Range Performance $69,930 $98,850 E E 62 220 420 S1 1909 6.9 - 75 413 660 S1 2003 3.7 18.0 - Toyota R A 5 years/unlimited Yaris Toyota’s price leader isn’t cheap anymore, but is transformed compared to its tinny predecessor, and topped by the superb turbo AWD GR Yaris THE PICK: Either an Ascent Sport or a full-fat GR ... if you can get one Ascent Sport SX SX hybrid ZR ZR hybrid GR GR Rallye $24,800 $28,190 $30,190 $31,260 $33,260 $51,390 $56,390 Corolla L3 L3 L3H L3 L3H L3T L3T 1.5 1.5 1.5 1.5 1.5 1.6 1.6 88 88 85 88 85 200 200 145 145 120 145 120 370 370 C C C C C M6 M6 1025 1025 1130 1075 1130 1280 1280 10.1 10.1 5.2 5.2 4.9 4.9 3.3 4.9 3.3 7.6 7.6 91 91 91 91 91 98 98 F F F F 10/20 F A A ’Rolla range gets 2.0-litre sedans, a 13kW increase in power for Hybrid models, plus long-awaited tech tweaks. Suave dynamics carry over THE PICK: Ascent Sport Hybrid’s economy worth the extra up-front Ascent Sport $29,630 Ascent Sport sedan $28,130 Ascent Sport Hybrid $32,110 Ascent Sport Hybrid sed. $32,320 SX $31,280 SX sedan $32,420 SX Hybrid $33,780 SX Hybrid sedan $34,780 ZR $35,120 ZR Hybrid $37,620 ZR sedan $37,620 ZR Hybrid sedan $40,620 GR GTS $64,190 GR Morizo Edition $76,427 Camry L4 L4 L4H L4H L4 L4 L4H L4H L4 L4H L4 L4H L3T L3T 2.0 2.0 1.8 1.8 2.0 2.0 1.8 1.8 2.0 1.8 2.0 1.8 1.6 1.6 125 126 103 103 125 126 103 103 125 103 126 103 221 221 200 203 n/a n/a 200 203 n/a n/a 200 n/a 203 n/a 370 400 C C C C C C C C C C C C M6 M6 1340 1390 1360 1410 1360 1285 1360 1410 1360 1360 1410 1430 1475 1440 8.9 9.2 10.0 10.5 9.2 9.5 10.0 10.5 9.6 10.0 10.5 – 5.3 5.2 6.0 5.9 4.0 3.9 6.0 5.9 4.0 3.9 6.0 4.0 5.9 3.9 8.4 8.6 91 91 91 91 91 91 91 91 91 91 91 91 98 98 12/18 F F F F F F F F 05/19 F F F F 04/23 A A Dynamics, refinement join value and dependability in smooth Japanesebuilt Camry. New base engine adds sparkle; V6 gone after 33 years THE PICK: Ascent Sport Hybrid for its leather wheel, greater safety gear Ascent Ascent Hybrid Ascent Sport Hybrid SX Hybrid SL Hybrid $34,320 $36,820 $39,620 $43,190 $50,320 Prius L4 L4H L4H L4H L4H 2.5 2.5 2.5 2.5 2.5 152 160 160 160 160 243 n/a n/a n/a n/a A8 C C C C 1495 1580 1580 1615 1645 – – – – – 6.8 4.2 4.2 4.7 4.5 95 95 95 95 95 F F F F F No longer dull. Way better to drive, with expected frugality, surprising cabin polish, and rear headroom compromised by aero teardrop profile THE PICK: i-Tech for the added tech Intriguing baby SUV marred by the lack of a 1.0-litre turbo triple. Pricing is sharp (and so is the ride); steering and handling less so. THE PICK: GL manual. Or better yet, any Swift GL GL GLX Size 91 91 91 91 Engine type 7.4 7.4 6.7 6.7 Price 9.1 9.2 11.8 11.8 Drive 1553 1576 1604 1645 Issue tested RON C C C C Resale % Fuel cons. 239 239 196 196 0-100 136 136 110 110 Kerb weight 2.5 2.5 2.0 2.0 Trans. F4 F4 F4H F4H Torque $44,840 $46,340 $43,290 $49,340 Outback Power 2.5i Sport 2.5i-S Hybrid L Hybrid S Size Price Engine type YOUR COMPLETE NEW CAR BUYER’S GUIDE 02/20 R A 02/20 A i-Tech $38,365 $45,825 GR86 L4H L4H 1.8 90 1.8 90 142 C 142 C 1375 1400 - 3.4 91 3.4 91 F F A firmer car dynamically than its Subaru BRZ twin, though both are benchmark sports coupes for pure driver engagement THE PICK: GTS is worth it for 18s and Michelin Pilot Sport rubber GT GT GTS GTS $43,240 $43,240 $45,390 $45,390 Supra F4 F4 F4 F4 2.4 2.4 2.4 2.4 174 174 174 174 250 250 250 250 M6 A6 M6 A6 1287 1291 1306 1312 6.3 6.8 6.3 6.8 9.4 8.8 9.4 8.8 95 95 95 95 R R R R A bit more power (+35kW) was only going to make the suave GR Supra even better, and the availability of a manual gearbox ups the appeal THE PICK: The less-shouty, smaller-wheeled GT in Nurburg Matte Grey GT GT GTS GTS $87,000 L6T $87,000 L6T $97,000 L6T $97,000 L6T Yaris Cross 3.0 3.0 3.0 3.0 285 285 285 285 500 500 500 500 A8 M6 A8 M6 1495 1465 1495 1465 4.1 4.4 4.1 4.4 7.7 7.9 7.7 7.9 95 95 95 95 R R R R Takes everything that makes the new-gen Yaris a breath of fresh air and introduces proper space, greater value-for-money THE PICK: The front- or all-wheel-drive Hybrid is the zeitgeist of 2021 GX $26,990 L3 1.5 88 145 C 1140 5.4 91 @wheelsaustralia F 127
F A F F A F F F A Small SUV delivers class-leading chassis and strong, frugal hybrid drivetrains. Shame about the bitsy cabin design and rear-seat comfort THE PICK: Avoid the cheapest and dearest and you can’t go too far wrong GX GX Hybrid GXL GXL Hybrid GXL Hybrid AWD Atmos Atmos Hybrid Atmos Hybrid AWD $33,000 $35,500 $36,750 $39,250 $42,250 $43,550 $46,050 $49,050 C-HR L4 L4H L4 L4H L4H L4 L4H L4H 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 126 146 126 146 146 126 146 146 202 n/a 202 n/a n/a 202 n/a n/a C C C C C C C C 1435 1485 1455 1495 1530 1475 1495 1550 9.0 7.5 9.1 7.6 7.6 9.2 7.6 7.7 6.0 4.3 6.0 4.3 4.4 6.0 4.3 4.4 91 91 91 91 91 91 91 91 F F F F A F F A Now all-hybrid, with a muscular GR Sport e-Four AWD. Much pricier, too, though vaguely ’80s-retro cabin is sophisticated, far more high-tech THE PICK: Either ‘base’ GXL or fast-and-fancy GR Sport GXL Koba GR Sport $42,990 $49,990 $54,990 RAV4 L4H L4H L4H 1.8 103 n/a C 1.8 103 n/a C 2.0 145 n/a C – – – 9.9 TBC 91 9.9 TBC 91 7.9 TBC 91 F F A RAV4 Mk4 makes a huge leap with newfound handling, ride, refinement and value. Big space too. Much-improved multimedia in MY23 models THE PICK: From base GX to Edge Hybrid, you can’t go wrong GX GX Hybrid GX Hybrid eFour GXL GXL Hybrid GXL Hybrid eFour XSE Hybrid XSE Hybrid eFour Cruiser Cruiser Hybrid Cruiser Hybrid eFour Edge AWD Edge Hybrid eFour GX GX AWD GX AWD Hybrid $36,550 $39,050 $42,050 $40,100 $42,600 $45,600 $45,700 $48,700 $45,700 $48,200 $51,200 $53,020 $55,150 $49,720 $53,720 $56,220 Kluger L4 L4H L4H L4 L4H L4H L4H L4H L4 L4H L4H L4 L4H L4T L4T L4H 2.0 2.5 2.5 2.0 2.5 2.5 2.5 2.5 2.0 2.5 2.5 2.5 2.5 2.4 2.4 2.5 127 160 163 127 160 163 160 163 127 160 163 152 163 198 198 184 203 – – 203 – – – – 203 – – 243 – 420 420 n/a C C C C C C C C C C C A8 C A8 A8 C 1550 1650 1705 1585 1675 1730 1690 1745 1620 1690 1745 1705 1745 – – 2045 9.4 – – – – – – – – – 8.0 – – – – – 6.5 4.7 4.8 6.5 4.7 4.8 4.7 4.8 6.5 4.7 4.8 7.3 4.8 8.3 8.4 5.6 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 95 2/20 F F A F F A F A F F 2/20 A A A F A A MY23 update sees the V6 binned for a turbo-petrol four, bringing a useful torque advantage. Interior dull compared to Korean rivals THE PICK: GLX Hybrid. Or a Kia Sorento. Or a Hyundai Santa Fe GXL GXL AWD GXL AWD Hybrid Grande Grande AWD Grande AWD Hybrid $59,240 $63,240 $65,740 $71,610 $74,720 $78,160 Fortuner L4T L4T L4H L4T L4T L4H 2.4 2.4 2.5 2.4 2.4 2.5 198 198 184 198 198 184 420 420 n/a 420 420 n/a A8 A8 C A8 A8 C – – 2068 – – 2090 – – – – – – 8.3 8.5 5.6 8.3 8.5 5.6 91 91 95 91 91 95 A A A A A A All the rugged off-roading strengths of its Hilux basis, along with the vague steering and sluggish auto. Ride improved in recent update THE PICK: We’d still lean towards a Ford Everest GX GXL Crusade $49,965 $55,085 $62,945 Prado L4TD L4TD L4TD 2.8 150 500 A6 2130 2.8 150 500 A6 2125 2.8 150 500 A6 2155 - 7.6 D 7.6 D 7.6 D 128 $62,830 $69,530 L4TD L4TD whichcar.com.au/wheels 2.8 150 500 A6 2240 2.8 150 500 A6 2325 - 8.0 D 8.0 D VX Kakadu A A 8.0 D 8.0 D Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Engine type $78,348 L4TD 2.8 150 500 A6 2385 $88,998 L4TD 2.8 150 500 A6 2455 LandCruiser 70 A A Huge bush-bashing capability makes this ’80s survivor an outback winner. Update gains LEDs, new touchscreen, extra active-safety gear THE PICK: Four-pot auto for its bigger lungs, longer legs, reduced thirst Workmate wagon GXL wagon GXL wagon $75,600 V8TD 4.5 151 430 M5 2295 – $79,800 V8TD 4.5 151 430 M5 2295 – $83,900 L4TD 2.8 150 500 A6 – – LandCruiser 300 10.7 D 10.7 D TBC D A A A Long-awaited, completely new ’Cruiser covers every base, including an off-roady GR Sport model. Prepare to join a lengthy waiting list THE PICK: The tough-looking GR Sport over the gaudy Sahara ZX GX GXL VX Sahara GR Sport Sahara ZX $92,681 $104,481 $116, 681 $133,881 $140,481 $141,481 Hilux V6TTD V6TTD V6TTD V6TTD V6TTD V6TTD 3.3 3.3 3.3 3.3 3.3 3.3 227 227 227 227 227 227 700 700 700 700 700 700 A10 2470 A10 2505 A10 2560 A10 2560 A10 2580 A10 2570 – – – – – – 8.9 8.9 8.9 8.9 8.9 8.9 D D D D D D A A A A A A Recently updated with more power and a better ride, though Hilux still isn’t class leading. But latest Rogue, new GR Sport expand its talents THE PICK: With its bespoke chassis and increased grunt, the GR Sport Workmate Workmate SR SR SR5 SR5 Rogue GR Sport $48,235 L4TD $50,235 L4TD $52,445 L4TD $54,605 L4TD $60,490 L4TD $62,490 L4TD $70,760 L4TD $73,990 L4TD Granvia 2.4 2.4 2.8 2.8 2.8 2.8 2.8 2.8 110 110 150 150 150 150 150 165 400 400 420 500 420 500 500 550 M6 A6 M6 A6 M6 A6 A6 A6 2045 2045 2080 2080 2075 2075 2270 2270 – 9.6 7.1 7.8 7.4 7.9 7.9 8.4 8.1 D D D D D D D D A A A A A A A A Replacing the Tarago is a tough ask, but the Granvia does a solid job. If you haul people en masse, this will do it with ease THE PICK: Fourth row makes the cabin cramped; stick to a 6-seater 6-seat 8-seat VX 6-seat VX 8-seat $65,250 $67,250 $75,950 $75,950 L4TD L4TD L4TD L4TD 2.8 2.8 2.8 2.8 130 130 130 130 450 450 450 450 A6 A6 A6 A6 2605 2660 2605 2660 - Volkswagen 8.0 8.0 8.0 8.0 D D D D R R R R 5 years/unlimited Polo Biggest-ever Polo blends sweet, thrusty turbo-petrols and sound dynamics with an MY22 makeover for extra glamour, minus a base model THE PICK: Life manual with Beats audio, or excellent GTI Life Life Style GTI $25,990 $28,990 $31,490 $39,690 Golf L3T L3T L3T L4T 1.0 1.0 1.0 2.0 70 85 85 147 175 200 200 320 M5 D7 D7 D6 – – – – 10.8 10.8 9.5 6.7 TBC 95 TBC 95 TBC 95 TBC 95 F F F F The king of mainstream hatches hits Gen 8 with a premium line-up, a proper wagon, and a cracking R. But its control interface is flawed THE PICK: A GTI with tartan cloth seats, or an R wagon wagon Life Life wagon R-Line GTI R R wagon A A A Genuine off-road ability, turbo-diesel torque and Toyota dependability... yep, there’s plenty to like about Prado, just not on the school run THE PICK: GXL brings extra kit, but hose-down GX base appeals GX GXL Price Drive 91 91 91 91 91 91 91 91 91 Issue tested 3.8 4.0 5.4 3.8 4.0 5.4 3.8 3.8 4.0 Resale % 1190 1265 1160 1210 1285 1185 1235 1235 – 1305 RON C C C C C C C C C Fuel cons. n/a n/a 145 n/a n/a 145 n/a n/a n/a 0-100 85 85 88 85 85 88 85 85 85 Kerb weight Torque 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Trans. Power $28,990 L3H $31,990 L3H $29,990 L3 $31,990 L3H $34,990 L3H $32,990 L3 $34,990 L3H $35,840 L3H $37,990 L3H Corolla Cross Size GX Hybrid GX Hybrid AWD GXL GXL Hybrid GXL Hybrid AWD Urban Urban Hybrid GR Sport Hybrid Urban Hybrid AWD Engine type Price Data bank $36,290 $37,990 $38,590 $40,590 $41,690 $55,490 $69,990 $71,990 Passat L4T L4T L4T L4T L4T L4T L4T L4T 1.4 1.4 1.4 1.4 1.4 2.0 2.0 2.0 110 110 110 110 110 180 235 235 250 250 250 250 250 370 400 420 A8 A8 A8 A8 A8 D7 D7 D7 1304 – 1304 – 1304 1409 – – 8.5 – 8.5 – 8.5 6.3 4.8 4.9 5.8 5.9 5.8 5.9 5.8 7.0 7.8 7.4 95 95 95 95 95 95 98 98 F F F F F F A A With loads of wagons to choose from, updated Passat broadens its repertoire with fresh multimedia, slicker styling, strong engines THE PICK: An AWD Alltrack wagon is the ultimate classless carry-all 162TSI 162TSI Elegance wagon Alltrack 162 TSI Premium 206TSI R-Line wagon $51,90 $57,790 $63,390 $68,390 L4T L4T L4T L4T 2.0 2.0 2.0 2.0 162 162 162 206 350 350 350 350 D7 D7 D7 D6 1496 1549 1681 1655 – – – – 6.9 7.2 8.1 8.1 95 95 95 98 F F A A
TOYOTA – VO LVO 7.9 8.0 5.5 5.6 6.2 6.2 7.7 7.7 95 95 98 98 F F A A Polo on stilts impresses in many areas and is a packaging supremo but it’s a little bland and interior finish not typical Volkswagen standard THE PICK: Sign us up for a Life sentence 85TSI Life 85TSI Style $30,990 $33,490 T-Roc L3T L3T 1.0 85 1.0 85 200 D7 1240 10.2 5.4 95 200 D7 1240 10.2 5.4 95 F 07/20 F The larger of Volkswagen’s two small SUVs, the T-Roc combines Golf underpinnings with a taller ride height and now a full-fat R model THE PICK: Any way, the T-Roc is our small SUV of choice CityLife 110TSI Style 140TSI R-Line R Grid Edition R $35,990 $37,100 $45,200 $54,300 $61,990 Tiguan L4T L4T L4T L4T L4T 1.4 1.4 2.0 2.0 2.0 110 110 140 221 221 250 250 320 400 400 A8 A8 D7 D7 D7 1345 1319 1420 1590 1590 8.7 8.7 7.2 4.9 4.9 6.2 6.2 6.8 8.3 8.3 95 95 95 98 98 F F 10/20 A A A $42,890 L4T 1.4 $46,890 L4T 2.0 $54,890 L4T 2.0 $56,390 L4TD 2.0 $58,390 L4T 2.0 $59,890 L4TD 2.0 $71,190 L4T 2.0 Tiguan Allspace 110 132 162 147 162 147 235 250 320 350 400 350 400 400 D6 D7 D7 D7 D7 D7 D7 1521 1666 1699 1724 1699 1724 1737 9.7 8.2 7.0 7.9 7.0 7.9 5.1 7.7 8.8 8.5 6.1 8.5 6.1 8.8 95 95 95 D 95 D 98 F A A A A A A Big boot, small third row in stretched Tiguan seven-seater, the Mexican-made Allspace is overshadowed by the related Skoda Kodiaq THE PICK: 162TSI R-Line is where the people at 110TSI Life 132TSI Life 162TSI Elegance 147TDI Elegance 162TSI R-Line 147TDI R-Line New $44,890 $48,890 $57,390 $58,890 $80,890 $62,390 L4T L4T L4T L4TD L4T L4TD 1.4 2.0 2.0 2.0 2.0 2.0 110 132 162 147 162 147 250 320 350 400 350 400 D6 D7 D7 D7 D7 D7 1613 1750 1796 1825 1796 1825 9.5 8.2 6.8 7.8 6.8 7.8 7.7 8.9 8.6 6.2 8.6 6.2 95 95 95 D 95 D F A A A A A Caravelle Trendline $66,490 Multivan Comfortline $66,490 Multivan Comfortline 4M $72,490 Multivan C/Line LWB $72,490 Multivan C/Line 4M LWB $75,490 Multivan Highline $92,890 Multivan Highline 4M $95,890 Multivan C/Line Exec LWB $95,890 California Beach $90,990 California Beach 4M $94,990 California Beach TDI450 $100,990 Wearing the same sticker as the Touareg R50 did way back in 2008, the plug-in hybrid R is the most powerful production Volkswagen of all time, offering up to 47km of WLTP electric-only range. With no options aside from paint, R brings gloss-black 22s, adaptive air suspension, Matrix LED lights, ‘Innovision’ cockpit, Dynaudio premium sound. V6TD V6TD V6TD V6TPH 3.0 3.0 3.0 3.0 170 210 210 340 500 600 600 700 A8 A8 A8 A8 2067 2070 2169 2533 7.5 6.1 6.1 5.1 6.8 6.8 6.8 3.3 D D D 98 A A A A Based on the great bones of the Ranger but with added polish, the Amarok vaults straight to the top of the class or thereabouts. THE PICK: The V6 Style with its torque-rich diesel and relaxed ride TDI405 Core TDI405 Core TDI500 Life TDI500 Style TDI600 Style TDI600 PanAmericana TDI600 Adventura TSI452 Adventura $50,990 $52,990 $56,990 $66,990 $70,990 $75,990 $79,990 $79,990 Caddy L4TD L4TD L4TTD L4TTD V6TD V6TD V6TD L4T 2.0 2.0 2.0 2.0 3.0 3.0 3.0 2.3 125 125 154 154 184 190 190 222 405 405 500 500 600 580 580 452 M6 1873 A6 1873 A10 2091 A10 2091 A10 2078 A10 2169 A10 2196 A10 - - 7.1 D 8.0 D 7.2 D 7.21 D 8.4 D 8.4 D 8.4 D 9.9 D A A A A A A A A Groovy, if pricey, Caddy with MQB underpinnings and coil-sprung rear adds sophistication to the Euro staple of a sliding-door van with seats THE PICK: A camper-friendly California in a ’70s-lurid colour TSI220 Maxi $48,140 L4T 1.5 84 11.8 – 11.8 – 11.8 4.9 6.2 4.9 6.2 4.9 D 95 D 95 D Drive 1726 1651 1747 – – Issue tested D7 D7 D7 D7 D7 Resale % Engine type 320 220 320 220 320 L4TD L4TD L4TD L4TD L4TD L4TTD L4TTD L4TTD L4TD L4TD L4TTD 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 110 110 110 110 110 146 146 146 110 110 146 340 340 340 340 340 450 450 450 340 340 450 D7 D7 D7 D7 D7 D7 D7 D7 D7 D7 D7 2183 2267 2376 2307 2422 2294 2404 2332 2431 2457 2472 – – – – – – – – – – – Volvo F F F F F 6.6 6.6 7.6 6.6 7.6 7.1 7.9 7.0 6.6 7.5 7.8 D D D D D D D D D D D F F A F A F A F F A A 5 years/unlimited S60 A true sleeper, the classy S60 is Sweden’s suave C-Class/3 Series rival with unique engineering appeal, though it should ride better THE PICK: MY22 range reduced to single, mild-hybrid B5 B5 Ultimate Bright $66,990 V60 L4T 2.0 183 350 A8 1849 6.5 7.2 95 A The last traditional Volvo wagon for the discerning enthusiast, packing loads of practicality and design flair but not enough ride comfort THE PICK: We get the lifted Cross Country over a regular V60 wagon B5 Cross Country Bright $69,490 XC40 L4T 2.0 183 350 A8 1808 6.6 7.4 95 A Expanded range includes an all-electric option for this fashionforward small SUV. Not as polished as an XC60 but still Scando slick THE PICK: A tastefully optioned Ultimate B4 Bright is the best value B4 Plus B4 Ultimate Bright B5 Ultimate Dark Recharge Electric Recharge Electric AWD TOUAREG R $89,240 $108,240 $117,540 $129,990 Amarok 90 84 90 84 90 $53,490 $60,490 $64,990 $76,990 $85,990 EX30 L4T L4T L4T E E 2.0 2.0 2.0 69 78 145 145 184 170 300 300 300 350 330 660 A8 A8 A8 R1 R1 1631 1705 1710 – – 8.4 8.5 6.4 – 4.9 6.5 95 6.7 95 6.7 95 – – 18.7 – F A A F A The definition of Scandinavian minimalism, and instantly the coolest affordable EV. Offers 480km range and a soundbar spanning its dash THE PICK: A rear-drive EX30 for the sweetest grunt/grip balance Big price but big presence, and big value 170TDI 210TDI Elegance 210TDI R-Line R 2.0 1.5 2.0 1.5 2.0 A comprehensive smoke-and-mirrors makeover of a circa-2003 van, but this Kombi on steroids has plenty of charm THE PICK: Basic Multivan, though nostalgia screams California Beach Latest Tiguan goes from austere to all-inclusive, with a slicker cabin joining class-best agility and packaging, crowned by the scorching R THE PICK: Polished 162TSI R-Line the most popular, but Tiguan R is king 110TSI Life 132TSI Life 162TSI Elegance 147TDI Elegance 162TSI R-Line 147TDI R-Line R RON 1665 1674 1690 1717 Fuel cons. D7 D7 D7 D7 0-100 320 320 400 400 Kerb weight 140 140 206 206 Trans. 2.0 2.0 2.0 2.0 $50,140 L4TD $52,640 L4T $54,640 L4TD $57,690 L4T $59,690 L4TD Transporter Torque L4T L4T L4T L4T TDI320 Maxi TSI220 Life Maxi TDI320 Life Maxi TSI220 California Maxi TDI320 California Maxi Power Superbly capable as either liftback or Shooting Brake, delivering classleading pace and economy, teamed with fine ride and dynamics THE PICK: Extra output of the 206TSI is worth the spend Size Arteon 140TSI Elegance $64,590 140TSI Elegance ShtngBrke $66,590 206TSI R-Line $72,390 206TSI R-Line ShtngBrke $74,390 T-Cross Price Drive Issue tested Resale % RON Fuel cons. 0-100 Kerb weight Trans. Torque Power Size Engine type Price YOUR COMPLETE NEW CAR BUYER’S GUIDE 220 D7 1667 – 6.2 95 Extended Range Plus Extended Range Ultra Performance Ultra $59,990 $64,990 $69,990 C40 E E E 69 200 343 R1 – 69 200 343 R1 – 69 315 543 R1 – 5.3 – 5.3 – 3.6 – – – – R R A All-electric coupe version of XC40 commands a modest price premium ($2K) but doesn’t skimp on practicality or range (476-507km WLTP) THE PICK: For its extra punch and EV practicality, the rapid AWD Recharge Recharge AWD $78,990 $87,990 XC60 E E 66 175 420 R1 – 79 300 670 R1 – 7.3 – 4.7 – – – R A 2018 COTY a deserving winner and still Volvo’s best car, offering a broad skillset clothed in a handsome, spacious and ultra-comfy body THE PICK: Ultimate B5 Bright if we’re spending our own money B5 Plus B5 Ultimate Bright B6 Ultimate Dark Recharge Ultimate Dark $72,990 $79,990 $84,673 $99,068 XC90 L4T L4T L4ST L4TPH 2.0 2.0 2.0 2.0 184 184 220 233 350 350 420 400 A8 A8 A8 A8 1857 1857 1911 2146 6.9 6.9 6.2 4.8 7.2 7.2 7.4 1.6 95 95 95 95 A A A A The seven-seat XC90 offers a gentle, considered take on the premium large SUV. As with XC60, optional air springs are a must THE PICK: Despite its age, all models present a compelling case B5 Plus B6 Ultimate Bright B6 Ultimate Dark Recharge Ultimate Dark $92,990 $99,000 $100,826 $117,530 L4T 2.0 L4ST 2.0 L4ST 2.0 L4STPH 2.0 183 220 220 288 350 420 420 640 A8 A8 A8 A8 1989 1989 1989 2296 7.7 6.7 6.7 5.3 8.2 8.2 7.8 1.8 95 95 95 95 A A A A F @wheelsaustralia 129
DRIVEN TO EXTINCTION MAZDA THE JOY OF MODEST ASPIRATIONS MAZDA HAD SOME extremely modest expectations for the MX-30. When the company’s first battery-electric vehicle launched in Australia in 2021, a quota of 100 cars was sent to the factory. That’s it. Tesla would expect to sell 100 Model Ys in Australia in a decent afternoon, but Mazda hoped it could sell 100 MX-30s in totality. It even managed to exceed that target which, I guess, is one surefire way of declaring the project some sort of success. The MX-30’s issue was easy to pinpoint. Range. We ran one as a long termer and found that it would typically offer 168km on a full charge of the bonsai 35.5kWh battery. At this point it’s worth mentioning that the MX30 wasn’t solely offered with purely battery power. The E35 electric model was, in fact, the minority partner in the range, albeit the one that hogged the headlines. The far more versatile and far easier to forget G20e petrol electric hybrid was, nominally, the ‘volume’ model. Yet even that did little that the prettier and more capable CX-30 (upon which it was based) couldn’t cover easily. Then there was the price, which was in the midsixties which, for a car that offered decidedly modest performance (0-100km/h in 9.3sec for the BEV version), seemed optimistic to say the least. What the MX-30 did, and successfully, was something a good deal subtler. It not only prepared the Ujina OZ SALES 2021 - 46 2022 - 67 2023 - 27 TOTAL - 140 factory to build BEVs, but it also conditioned the Mazda dealer network to dealing with both low volume and electric cars, something it had little to no core competence with. Ordering, fulfilment, charging, customer handover, servicing – you name it, the MX-30 challenged established norms. Now this clearly meant little to the hordes of customers who rejected the MX-30 en masse, but it positioned Mazda to be more flexible in the cars it could import in future. Cars like the Iconic SP, a battery/rotary hybrid that will lean on the lessons learned through MX-30 if and when it arrives here in production guise. With its kooky suicide doors and odd silhouette, the MX-30 was an odd choice of vehicle to revive the Motoring eXperiment (MX) nameplate that first appeared on the MX-6 in 1987 and was then followed by the 1989 Mazda MX-5 and the 1991 MX-3. Mazda was clearly not feeling overly experimental in the intervening two decades and, in Australia at least, a certain conservatism and willingness to shrewdly follow the money has paid dividends.Thankfully there are signs that Mazda is set to reignite its previous boldness. In terms of sales, the MX-30 may have been the dampest of squibs, but its contribution to creating a new Mazda may well be significant. Here’s to the weird. AN DY E NR I G HT SCORES ON THE DOORS Of course, Mazda has some form with the MX-30’s rear doors, having used the ‘fresstyle door’ - Mazda’s description - on its 2003 RX-8 four-door coupe. Removing the car’s B-pillar eases access to the rear in a relatively short wheelbase, but requires additional body strengthening elsewhere. It’s amazing therefore that the RX-8 tipped the scales at a featherweight 1309kg and the MX-30 from just 1481kg. 130 whichcar.com.au/wheels
MAKE THE LEGEND YOUR OWN DON’T MISS OUT ON THE LAST OF THE CURRENT SUPER SNAKE ORDER NOW 825HP 2021– 23 SHELBY SUPER SNAKE AVAILABLE EXCLUSIVELY FROM MUSTANG MOTORSPORT WIDEBODY PACKAGE | LIMITED EDITION | UNIQUE CSM NUMBER ENTERED INTO OFFICIAL SHELBY REGISTRY MUSTANG MOTORSPORT Australia’s most trusted Mustang specialist for over two decades mustangmotorsport.com.au 03 9753 5799 10 HAYWARD RD, FERNTREE GULLY VIC 3156
BEST VALUE 4 X4 UTE “THE ISUZU D-MAX IS THE BEST VALUE 4X4 UTE ON SALE TODAY, WHEN LOOKING AT THE FULL PICTURE OF OWNERSHIP COSTS OVER THREE YEARS. THE RESULTS PROVE THAT AFFORDABILITY IS ABOUT MORE THAN JUST A PRICE TAG.” Alex Inwood, Wheels ISUZU D-MAX