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Contents NEXT ISSUE

SEPT 20

ON SALE

3 0 D AY S / O V E R R U N

FIRST DRIVES

F E AT U R E S / T E S T S

NEXT-GEN BMW M2 CAUGHT!

VOLKSWAGEN ID4

MERCEDES-BENZ EQS

Mess with the formula? No chance. New M baby stays rear-drive with manual ’box, gets better everywhere else

The company that gave us the Beetle and Golf wants this car to have the same impact on the EV segment. Tall order...

It’s the German brand’s first car birthed purely as an EV, and it’s poised to kill off the venerable S-Class

AUDI SKY SPHERE REVEALED

SSANGYONG REXTON

LARGE SUV COMPARO

Adjustable wheelbase?! Audi clearly gave the designers a whiff of paint thinners to help them conceive this wild concept

Big on value and capable in the rough stuff, but skipped finishing school

New hybrid Toyota Kluger takes on the Hyundai Palisade and evergreen Mazda CX-9. Prepare for a surprise winner

ISUZU MU-X

EV’S TRUE CARBON FOOTPRINT We bust some myths around exactly the carbon emissions of your typical EV – and it’s (probably) not what you think

WIND IN THEIR SALES If Australia’s fastest-selling models were measured in km/h, this lot would be copping speeding infringements

TECH: AUDI’S NEW DIFF

New seven-seater 4x4 is spun off the D-Max, and brings a spritz of glitz to its utilitarian, bush-bashing roots

In F1, good blokes finish last. Meet the Aussie race director out to change that

CITROEN C3

AUDI S5 v BMW M440i

Like the Louis Vuitton handbag of light hatches, with a price tag to match

All-paw German sports coupes battle it out for hearts, minds and eyeballs

GENESIS G70

ULTIMATE FERRARI BARN FIND

Updated to fall into step with its fresher SUV siblings. Deserves a closer look

Did you hear the one about the prancing horse locked in its stable for over 46 years? We sent Robbo to set it free

Can this swift, slick Scando tempt EV buyers away from Tesla’s Model 3?

Or will they give it the flick?

Will off-road enthusiasts embrace a future with no V8s, and no diesel? The American 4x4 icon is banking g on it

PROFILE: MICHAEL MASI

Feisty RS3 has been given a diff that can make you a drift god. Understeer lovers, jog on, nothing for you here

JEEP: NAVIGATING AN EV FUTURE

POLESTAR 2

MITSU ECLIPSE CROSS v HONDA HR-V They’re the updated old stagers of the compact-SUV class, out to prove newer isn’t always better

First Drive: Mercede es-Benz EQS Has the most advanc ced Merc ever got the chops to take down Tesla’s Model S and Porsch he’s Taycan?

BEST OF THE REST ED’S LETTER O INCOMING O INBOX O MACKENZIE O ROBBO O FERLAZZO MODERN CLASSIC GARAGE DATABANK RETRO Holden HQ SS DRIVEN TO EXTINCTION Chrysler 300 SRT @wheelsaustralia

7

“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 Shannons Pty Limited ABN 91 099 692 636 is an authorised representative of AAI Limited ABN 48 005 297 807, the product issuer. Some benefits only apply to comprehensive vehicle cover. Shannons has not taken account of your objectives, financial situation or needs. Read the Product Disclosure Statement before buying this insurance. Contact us for a copy. Terms, conditions, limits and exclusions apply. The type of cover must be specified on your certificate of insurance. If you do not use your vehicle in accordance with the vehicle usage shown on your policy certificate you may not be covered in the event of a claim. Discounts do not apply to the optional Shannons Roadside Assist or CTP.

FROM THE EDITOR

Campbell “IN THE NEXT DECADE OR TWO, IN-CAR TECHNOLOGY IS GOING TO BE SMARTER, WILDER AND MORE MIND-BLOWING THAN EVER BEFORE” CALL ME A tech laggard, but I just bought my first ‘smart’ television. While it’s yet to tell me the meaning of life or solve the riddle of time travel or even advise where I left my damned keys, it’s been a bit of a game-changer in terms of my TV viewing habits. (Meaning in about two years I’ll need an enormous hole made in my living room wall and extraction by forklift, given also my pandemic eating habits.) As I’m sure you’re aware, with its connection to the internet, it’s TV, but as the Jetsons would watch it, scrolling through apps to watch whatever may take your viewing fancy. Using it, I’ve felt like a country kid pressed against the car window visiting the big city for the first time.

And maybe it’s my rapidly advancing age and equally rapidly receding hairline, but I’m now acknowledging that how a car makes my life better, or easier, is now of equal appeal as how it drives. Once I would have tried to rinse my brain with Dettol at the very thought, but it’s true.

It’s not that I’ve lost interest in sports cars or driving – quite the opposite – but increasingly new sports cars are being constrained by rules and regulations, be they emissions, noise or general do-goodery. But technology in cars? The limits are only really bound by engineering imagination – and in the next decade or two, in-car technology is going to be smarter, wilder and more mind-blowing than ever before.

Take our cover car this issue. As the most cutting edge vehicle Mercedes-Benz has ever produced, the EQS is a landmark car for the historied manufacturer – after billions of

euros of investment, it’s also the first on its all-new dedicated EV platform (read John Carey’s first drive from page 60). And yes, while it’s a rich person’s affair the average Aussie couldn’t hope to afford, the EQS – like the S-Class before it – previews tech you’ll have in your own new Merc (or even Toyota) in a matter of years.

Long-range all-electric motoring aside, I’m most interested in playing around with the new 56-inch ‘Hyperscreen’ that spans the entire dashboard. It runs so much more than glass deep, smart enough to detect who’s in the driver’s seat and their preferences and habits for different functions – and push those digital ‘buttons’ to the fore, reducing or eliminating the need to scroll through menus. Initial users have reported that it is so intuitive and easy to operate that it can convert lifelong technophobes into instant and proud first-adopters.

On page 38 you’ll read about some of the technology Jeep is cooking up. Drones that fly ahead of the vehicle and light up trails ahead, negating the need for headlights (seems a bit excessive to me but anyway, sounds cool); peer-to-peer recharging on freeways, which could be the autonomous EV equivalent of mid-air refuelling; and obviously full autonomy is still very much a goal of every manufacturer.

Once you were most eager to share the feeling of acceleration and speed with buddies when you bought a new car. In the future, it might just as likely be the mind-blowing new technology that is – to paraphrase science-fiction writer Arthur C. Clarke – indistinguishable from magic.

@wheelsaustralia

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11

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SEPTEMBER 2021

engine will be tuned to provide the new junior M car with at least 317kW in standard form – a 15kW increase over today’s M2 Competition – to top the 310kW of the turbocharged 2.0-litre four-cylinder in the Mercedes-AMG A45 S. Together with 560Nm of torque, this should ensure off-the-line performance is on par with, if not better than, that of its predecessor, despite an incremental increase in weight due to slightly larger dimensions. Its 0-100km/h time should be in the low four-second bracket and its top speed close to NEW G87-GEN M2 WILL REMAIN RWD, AND PAVE THE WAY 280km/h when configured with a ratio similar to today’s M2.

FOR AN M2 GRAN COUPE AND FIERY FULL-FAT M 1 SERIES final-drive The basis for the next M2 is the new second-generation 2 Series it looks as if the M2 will feature MW IS DEVELOPING Coupe, itself heavily related to the angular front-end styling influenced a new rear-wheel-drive third-generation Z4 and its Toyota GR more by the Z4 and M8 than the M2 performance coupe, Supra sibling. controversially big-grilled M3 and as part of a future Revealed last month, the new M4. Flared arches, big wheels and a compact M car line-up 2 Series Coupe takes a different quad-exit will include alltthat th at w i l in il incl c ud ude e an na llll q qu ad-exi xit exhaust will be e th the e most technical route to the new 2 Series obvious visual differentiators wheel-drive Gran Coupe whee el-dr l-d ive M2 l2G rra an C Co oup upe an and da1 ob bvi v ou o s vi isu ual differe ent ntia ato ors ffrom rom m Gran Coupe by adopting the standard but upsized air with around 300kW. Seriess w ith arou it und d3 00kW 0kW. utt u psizzed a ps i ir the th e st stan an nda d rd d 2 Series, b latest evolution of BMW’s Cluster intakes and aero-enhancing second-generation The se eco c nd-gener erat atio ion io n M2 ccoupe, o pe ou pe, in nta takess an nd aero ro-e -enhancing ttrim rim ri m will ll Power up; complete takes internal which take ke k es th tthe e inte ernall ccodename od den nam a e comp mplete tthe he e llook. ook. manual stays; Architecture (CLAR) platform. This ma oversize nostrils ov o versi size ze n ostrils ensures the future M2 will have a The twin-turbocharged 3.0-litre scheduled go G87, is sche hedu Th he twin i -tur u bo ur b charrged ge 3.0-litr re uled to g o on n ssale ale in al n bin. in n the b in. in All similar mechanical layout to today’s dubbed S58, 2022, making 2023 likely petrol ol six, dubb bbe bb ed S58 8, re rreplaces places the e Europe in n 20 2 022 2 , maki ing 2 023 02 3 like kely ke l ly is set to o remain rema re m in model, with a longitudinal engine similarly Australia. bring with simila arly confi figured gured S55 S5 55 used by the he for Austra ra ali lia. a It will b ring gw it ith h it a well in M2 lland and mounting instead of the transverse current and promises detuned version BMW M’s curr ren ent M2 a nd promi ise detu uned ne ed ve ersion of B MW M ’s llatest attest es the same e high-revving six-cylinder petrol engine, sourced sixx--cy x cyli cyli linder pet etro ro ol en ngi gine ne, sou so ource ed high gh-r -revvi ving ng g ccharacteristics, haract c erristics, with ha redline off 7 7200rpm. from and red re dlin ne o 200rpm.

20 ffr rom the new M3 3 an nd M4 M4.

Nothing offi Despite heavy camoufl age Noth No thin ng is o fficial at tthis ffi h s early hi Desp De s ite the he eav avy y ca camo moufl ufla ufl a ge e newly spotted prototype, sstage, st tag ge, but but insiders ins nsid id ider derss hint h ntt that hi tha hat the t e S58 th S5 58 of tthis his hi is ne n wly spot otte ted ed p pr rot otot o yp ype, e e,

Next BMW M2 gets set to rip

B

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layout of its four-door M235i xDrive Gran Coupe sibling, which is based on BMW’s Front Architecture (FAAR) platform.

The adoption of the CLAR platform also future-proofs the M2, to an

As with the current M2, a number of traditional M division developments will elevate the new model above regular 2 Series Coupe variants. These include additional stiffening measures by way of

BMW will retain both rear-drive and the option of a manual gearbox for new M2 extent, by providing it with the basis for a 48v electrical architecture, which is crucial for such features as Below: Under regenerative braking and the option the camo is front-end styling of an electric torque boost. influenced The new M2 is expected to go

by Z4 without mild-hybrid electric boosting at launch. However, with BMW’s M division already well advanced on such a system for the S58 engine, it could be incorporated during the car’s planned seven-year lifecycle.

As with today’s model, BMW plans to offer the new M2 with a six-speed manual gearbox and an electronically controlled Active M Differential.

There will also be the option of an eight-speed torque-converter automatic transmission, which would be crucial if the car is to receive a mild-hybrid system. This will w replace the current M2’s dual-clutch dual-cluttch gearbox, matching developments elsewhere ellsewhere in the BMW M range.

suspension strut-tower braces front and rear, dynamic engine mounts and a wider track, the last of which again has necessitated new bodywork.

Despite the M division’s move to provide other recent M models with fully variable all-wheel drive, our

sources say the new M2 will retain rear-wheel drive exclusively as part of plans to pitch it as a puristic, trackbred model in the best of BMW tradition.

The decision to stick with rear-drive will give the M2 a unique selling point in a market now dominated by all-wheel-drive rivals, such as the Audi RS3 and Mercedes-AMG A45 S. “It’s part of what makes the M2 unique in its market segment,” said an insider. “It’s also what our customers have come to expect from BMW M: a pure and undiluted driving experience.”

GR EG KAB LE

A BURGEONING FAMILY Wheels also understands the M2 will eventually be joined by a four-door namesake, despite previous reports to the contrary. Rivalling the Mercedes-AMG CLA 45 and forthcoming new Audi RS3 sedan, the M2 Gran Coupe will get around 290kW from a highly tuned version of the M235i Gran Coupe’s four-cylinder engine and have fully variable all-wheel drive.

That ultra-potent four-pot will also transfer into the most powerful 1 Series hatchback yet, which will sit above the all-wheel-drive, 225kW M135i. It’s not clear what name this new flagship will take. M1 is considered holy ground, having been used on the first bespoke road-going M car back in 1978, and 1M was the widely used nickname for the limited-run 1 Series M Coupe of 2011.

Image by Wheels’ artist

@wheelsaustralia

13

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SEPTEMBER 2021

Audi’s blue Sky thinking SKY SPHERE CONCEPT DEBUTS AT PEBBLE BEACH; SHOWS WHAT MAY BE POSSIBLE IF OEMs SHOOT FOR THE STARS

A

S AUDI LOOKS ahead towards a future where electric vehicles reign, its designers have been busy taking their inspiration from models of old. Its next chapter will take influence from three new concept vehicles: the Sky Sphere (pictured), Grand Sphere, and Urban Sphere.

The three ‘Spheres’ are an insight into Audi’s future design language and a preview of the technology the German manufacturer will explore moving into an ICE-free world: a sporting cabriolet, a grand tourer, and an SUV-styled concept respectively. At the prestigious Monterey Car Week at Pebble Beach golf course in California, Audi revealed the first of the electrified trio, the Sky Sphere. A radical twodoor cabriolet with its rakish bonnet and low-slung, sculpted side profile.

This is where that not-so-ancienthistory kicks in. The Sky Sphere is influenced by the Horch 853A, the German marque’s final vehicle

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before it was taken over by Audi following WW2, a car which had a “king of the road feeling” according to Audi’s head of design Marc Lichte.

Sky Sphere’s exterior is the brainchild of Gael Buzyn (who was responsible for the PB18 e-tron concept of 2018) and his team of designers working from Audi’s studio in Malibu, California.

Their stunning creation features unique glass panels in place of the trademark single-frame grille, side

control, the lights become aggressive and angular, reflecting the sporting nature of the roadster. Lichte says the Sky Sphere will be “on one hand, a real sports car…[but]…can transform in only a few seconds into an autonomous lounge”.

There’s another simple way to tell who’s in control of the Sky Sphere – by looking at its length. It effectively ‘compresses’ by 250mm when the driver takes the reins (see panel, right), resulting in a improved dynamic agility, while the side section behind the front quarter panel contracts for a more compact, aggressive stance on the road.

Expect to see elements of this design language appear on future Audi models vents and rear lights. Behind the glass panels are clusters of LEDs which reflect the two states of operation for the Sky Sphere. The first is its autonomous mode, ‘a time of relaxation’ where the vehicle’s controls are retracted from the driver for more space and the interior bathed in a warm, calming glow.

However, when the driver is in

Fanciful stuff? Probably. And we’re not expecting to see the Sky Sphere spawn a production model, but you can expect to see this evolution of Audi’s design language appear on future models.

Audi hasn’t provided specific powertrain details for the Sky Sphere – this is a design study, after all, so it’s not especially relevant. But it has

suggested outputs of around 300kW and 750Nm, which should be ample to move it around the show circuit.

Now the covers are off the Sky Sphere, Audi plans to roll out its next offering – the Grand Sphere.

The second in its concept line-up, the Grand Sphere is Audi’s flagship grand tourer set to be unveiled at the IAA Motor Show in Munich this September. Following that, the SUVstyled Urban Sphere will be revealed at an as-yet announced date.

While little is yet known about the Urban Sphere SUV, Audi’s designers have given away a few clues about what the Grand Sphere has in store. It’ll be a full-size F-segment contender and is tipped to preview a replacement for the company’s current ICE-powered flagship, the A8. Naturally Level 4 autonomous capability features, as do fully reclining front seats, presumably not to be used simultaneously.

With Audi aiming to release only EVs from 2026, and hit carbonneutral production targets by 2050, these concepts point to the product planning and strategic thinking from the very top of the company.

J O R DAN M U LACH

TAKE NOTE

one

HAPPY ANIMALS DEPT Keeping with the eco-friendly theme, interior materials are comprised of vegan leather and sustainably sourced eucalyptus wood, which adorns the surfaces surrounding the dashboard-width touchscreen.

two

HONEY I SHRUNK THE W-B Small electric motors and a system of sliding rails allows the wheelbase of the concept to be shortened or extended by 250mm. Short mode plus RWS equals greater agility, according to Audi. If you’re actually driving, that is...

three

IRONS AND WOODS As some compensation for the lack of a traditional boot, Audi claims the front storage compartment of the Sky Sphere is big enough to hold two golf bags. It is being unveiled at Pebble Beach Golf Links, after all. @wheelsaustralia

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SEPTEMBER 2021

Do EVs really produce lower wellto-wheel emissions?

SHORT ANSWER: YES. BUT IT DEPENDS A GREAT DEAL ON HOW THE ELECTRICITY ITSELF IS MADE. HERE, WE BUST THE ARGUMENT THAT ELECTRIC VEHICLES EMIT MORE FROM ‘CRADLE TO GRAVE’

T

HE INTERNATIONAL Council on Clean Transportation (ICCT) published, in late July, a report analysing the life cycle of emissions from Battery Electric Vehicles (BEVs) as opposed to ICE (Internal Combustion Engine) vehicles. But in Australia, there’s a perception to some that our reliance on fossil fuels is still high enough to offset any positive effect an EV might otherwise have. Time, then, for a localised fact check.

Key findings from the ICCT’s research includes a claim that EVs can produce anywhere between 19 and 68 percent less emissions than

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a petrol car depending on where the car was built and driven. Specifically, cars in India and China form the less effective half of this, while Europe and the USA are the upper half.

The report splits the average emissions produced for each stage of a medium-sized ICE car and EV. It shows that despite a clear emission increase in the manufacturing of the EVs and production of the electricity to run them, the massive amount of emissions produced through actually burning the fuel in ICE vehicles is often enough to dwarf the entire life cycle emissions of an EV. For example, in the US, ICE cars averaged almost 250 grams of CO2

equivalent per kilometre, while a BEV over its lifetime produces just over 100 grams of CO2 equivalent per kilometre driven. CO2 equivalent is a way of standardising greenhouse gas measurements into the same effect as a measure of carbon dioxide.

Compare the US with India, which sees figures more like 225 grams and 180 grams per kilometre respectively due to the much more emissions-intense energy production to charge cars. A 60 percent decrease in emissions for EVs in the US versus about 20 per cent in India.

In Australia, the national mix of energy production is very similar to India. Around 21 percent of the nation’s electricity is non-fossil, and both Australia and India rely heavily on coal. The US relies far more heavily on petroleum and natural gas, thus a higher benefit even if EVs are charged from fossil fuel. So does

Australia suffer the same relatively low EV emission reduction as India?

A paper published in 2018 titled Where are we heading with electric vehicles? by three Brisbane-based researchers, using real-world testing,

Wellington found that a full life cycle of an ICE and EV in Australia were 333g of CO2 per km and 273g of CO2 per km, respectively, resulting in EVs producing only 18 percent less emissions than their petrol

“In Tasmania, most of the energy is renewable ... while Victoria is more dependent on brown coal” found a typical petrol vehicle in Australia would create 355 grams of CO2 equivalent per kilometre, while an EV produced 213 grams of CO2 equivalent per kilometre; about 40 percent less. Importantly, this testing does not account for the manufacturing and recycling phases of either ICE or EV. For this, a study by two researchers at the Victoria University of

counterparts.

It gets more specific state-by-state, too. In Tasmania, most of the energy is renewable, so an EV produces 88 percent less emissions measured just during use, while Victoria is more dependent on brown coal, for a figure around just 20 percent.

Though Australia is in a different situation to much of the rest of the Western world with energy

production, EVs can still produce a benefit even charged on a grid powered primarily by burning fossil fuels. But it can be better, and while researchers say a move to more renewable energy is the obvious way to improve the benefits of EVs, a senate committee submission on EVs makes another recommendation which could lower the impact of transport on the environment: producing batteries here in Australia.

It suggests the lithium reserves in Australia are plentiful enough to support a battery manufacturing industry, and would require less global transportation to move the materials, further reducing the impact of making EVs. It’s likely not the secret key, but it might just be able to help Australia catch up to the rest of the world’s transport progress and make EVs more appealing.

C HRI S THO MPS O N

@wheelsaustralia

17

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SEPTEMBER 2021

This year’s 10 sales superstars WE REVEAL THE VEHICLES THAT ARE GROWING SALES THE QUICKEST IN AUSTRALIA – AND THERE ISN’T A TOYOTA IN SIGHT

T

OYOTA MAY dominate the new-car sales charts but none of its vehicles features among the top 20 fastest sellers in Australia.

We’ve used the latest VFACTS industry data to compile a list of the vehicles growing the fastest in the country.

Our top 10 focuses only on passenger cars, SUVs and utes, and any model selected has a sales volume exceeding 250 units.

We’ve also sifted out models which have big year-to-date percentage increases skewed for a certain reason – such as a new-generation version launching close to the middle of 2020. (See panel, upper right.)

J EZ SPI NKS

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01

MG ZS/ZST

434%

02

SUZUKI IGNIS

421%

MG’s compact SUV has stormed into the lead of an intensely competitive segment thanks to sales surging from 1704 in the first half of 2020 to 9093 for the same period this year. ZS sales have grown exponentially with the introduction of the newer ZST variant, which has also recently added cheaper Core and Vibe grades.

Ignis’s big result owes more to returning to normal results than any change in buyer behaviour. Suzuki sold only 173 Ignis models between Jan and June 2020 – likely owing to diminishing stock in the run up to a facelift introduced at the end of that period. Just over 705 units were sold in the same period for 2019, which is closer to the 2021 year-todate figure of 902 units.

06

07

LDV D90

235%

LDV is another Britishturned-Chinese brand performing exceptionally well in 2021, up 127 percent year to date. And while two of its commercial vehicles – the T60 ute and G10 van – are the biggest sellers, the company’s D90 seven-seater SUV is also growing in popularity. The D90 is up to 664 registrations so far this year.

MAZDA CX-8

216%

The more affordable of Mazda’s two seven-seater-SUV options has closed the sales gap to the slightly bigger CX-9. An early-2021 update for the CX-8 range – which included new variants – has boosted sales, which now sit at 3524 units. The CX-9 is still ahead with 4321 units, despite offering only a single (turbo-petrol) engine.

YOU DON’T COUNT

The deletion rule was applied, for example, to two French compact SUVs which are now available in new-generation guises.

The Peugeot 2008 (up 319 percent) and Renault Captur (up 757 percent) were essentially absent from showrooms – apart from some outgoing stock – in the first half of 2020.

03

VOLKSWAGEN T-CROSS 389%

VW’s smallest SUV has been making good progress since its introduction in 2020 and has benefited from a new, mid-range CityLife model in 2021.

Outselling equally new offerings such as the Ford Puma, Kia Stonic and Nissan Juke, so far in 2021, the T-Cross is also hanging onto the coattails of the Toyota Yaris Cross.

08

MG HS

209%

MG’s mid-size SUV contender has more than tripled sales compared with this time last year – now up to 3470 units at the midway point of 2021. Why? A new entry model was introduced in December 2020 and in early 2021 the line-up was further expanded with AWD variants for the first time, as well as the addition of a plug-in hybrid version.

SsangYong would have three models in the top 20 without our 250-unit limit.

Its Korando SUV is up 154 percent

04

SKODA SUPERB

318%

It’s still relatively low volume at 372 units, but the Superb’s 318 percent growth is indicative of a Skoda brand truly on song in Australia (up 105 percent year to date) – 14 years after returning properly to the market. It’s also no coincidence the Superb was refreshed in early 2021, including a return of the entry 162TSI variant.

09

VOLKSWAGEN MULTIVAN 202%

Helped by a recent update (dubbed T6.1), VW’s people-mover is another of those models reverting to previous form. While 595 registrations are triple the number of units sold in the first half of 2019, a better indication is the 559 Multivans sold between January and June 2019.

05

MERCEDES-BENZ G-CLASS 292%

10

SSANGYONG REXTON 182%

The vehicle formerly known as the G-wagen is another noteworthy small-volume case, with sales almost quadrupling – from 87 to 341 – through a doubling of variants offered. In early 2021, a G400d diesel joined the flagship AMG G63. Impressive figures for an offroader which costs between $233,900 and $299,000 before on-roads.

The Korean brand is a small fish in the large-SUV pond, though the Rexton’s 304 units still represents a promising year-to-date increase for the seven-seater which was given a facelift in early 2021. (Our review of the Rexton Ultimate is on page 48.)

@wheelsaustralia

19

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SEPTEMBER 2021

Incoming T H E N E W M E TA L H E A D I N G O U R WAY

DUE 2022 DUE DEC

BMW 2 SERIES Entry-level 220i starts at $59,900 while range-topping M240i xDrive starts from $89,990. Based on a version of the CLAR platform used by the G20 BMW 3 Series, with an eight-speed auto the only option for both engines: 2.0-litre turbo for 220i and B58 twin-scroll turbocharged 3.0-litre six for the M240i, which claims 0-100km/h in 4.3sec.

NISSAN QASHQAI Mildly electrified for the first time, Qashqai comes with a 12-volt mildhybrid system for its 1.3-litre petrol engine. A 1.5-litre range-extender hybrid is unconfirmed for Australia.

DUE 2022

DUE Q4

20

ISUZU MU-X

AUDI RS3

All-new wagon arrives with both 4x2 and 4x4 drivetrains, but adds safety tech in line with D-MAX. The range starts at the $47,900 4x2 LS-M and tops out at $65,900 for the LS-T 4x4. Isuzu’s diesel 3.0-litre four makes 140kW and 450Nm, while the only transmission option is the Aisin six-speed automatic. Also has part-time four-wheel drive with a locking rear diff.

Same 2.5-litre five-pot still has 294kW, but now with 500Nm and a 3.8sec 0-100km/h claim. New torque split system improves power allocation and traction while avoiding understeer.

whichcar.com.au/wheels

2 0 2 1 / 2 2 A R R I VA L S

Q3 Audi e-tron GT

The Market

BMW iX3

LOCKDOWNS SEE SLIGHT SALES DROP

Hyundai Sonata and Staria Hyundai i20 N Maserati MC20 RAM TRX Skoda Octavia Volvo XC40 Recharge

Q4 BMW 2 Series and 4 Series GC BMW iX BMW M3 & M4 Competition xDrive BMW X3 M and X4 M Competition Chevrolet Corvette Citroen C4

SUMMARY AUSTRALIA’S NEW-CAR sales defied multi-state lockdowns and the continuing computer chip shortage to post a respectable result in July.

Registrations in New South Wales were still highest, dropping less than two percent compared with July 2020 despite the state being under heavy restrictions for the entire month. An overall market total of 84,161 sales represented a 16 percent improvement on July 2020, and a slightly stronger result than the last pre-Covid July in 2019 (83,184). Light-commercial vehicles (LCV) and SUVs drove the growth. The LCV segment comprising utes and vans was up 41 percent to 20,994 units and SUVs increased 15 percent to 42,020 units. Both segments have increased 34 percent year on year. Passenger cars continue to struggle, decreasing three percent month on month to 17,619 units and up only six percent year to date.

T O TA L S A L E S

84,161 JULY 2021 MODEL

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

SALES

Toyota Hilux 4610 Ford Ranger 4064 Toyota Corolla 2535 Isuzu Ute D-Max 2427 Mazda CX-5 2389 Toyota RAV4 2345 Toyota Prado 2251 Hyundai i30 1914 Mitsubishi Outlander 1792 MG ZS 1786 Mitsubishi Triton 1580 Kia Cerato 1524 Toyota Landcruiser 1522 Hyundai Tucson 1265 Mazda BT-50 1224 Nissan Navara 1209 Mazda3 1186 Mazda CX-3 1160 Mazda CX-30 1126 MG MG3 1113

RANK SALES (JUNE ’21) (JULY‘20)

2 1 10 3 4 7 6 8 23 12 9 5 11 18 13 16 14 22 17 21

2947 3104 2192 705 1727 4309 779 1745 989 327 1593 1207 1184 1087 1012 871 1224 1355 990 571

Hyundai Ioniq 5 and Kona N Kia EV6 Kia Sorento hybrid Kia Sportage Lexus UX300e and new NX Lexus ES update Nissan Navara Pro-4X Warrior Peugeot 3008 PHEV

Key players Nissan out, Merc in for top 10 Nissan failed to make the top 10. The Japanese brand has pretty much been a permanent fixture in the manufacturer charts, but its lowest monthly result for 2021 so far – just 2691 units – pushed it into 11th position. The main beneficiary was MercedesBenz, which made its first appearance in the monthly highlights since February.

Porsche 911 GT3 Subaru BRZ Tesla Model Y Toyota 300 Series LandCruiser

The states

Locked-down NSW retains lead

Q1 2022 Audi RS3 Lexus LX Nissan Qashqai

Victoria almost matched NSW for sales in July, with a 34 percent month-on-month increase taking it to within 478 units of Australia’s most populous state. The Northern Territory had the biggest growth of any state, albeit from a much smaller base – up 39 percent to 906 sales. The ACT, despite avoiding lockdowns, was the worstperforming state, down 11 percent to 1406.

Porsche Taycan Cross Turismo @wheelsaustralia

21

Y O U R S AY

Inbox

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 (search for Wheels Australia), Instagram or Twitter

LETTER OF THE MONTH

“In 2013 HSV produced the car of my dreams which, in 2021, is quickly becoming the car of my children’s dreams” THE KIDS’ HSV IS ALRIGHT ALEX’S EDITORIAL (WHEELS, August) was magnificent, and struck such a chord that I was immediately driven to write to you. I don’t remember my first car ride but was told it was in a bassinet held in by the standard rear seatbelt of my father’s pride and joy, a cream 1970 Volkswagen Beetle. That was sold a few years later as my parents felt, without a front engine, it was no longer a safe family hauler.

Fast-forward to 2013 when it was my turn to purchase my dream car. I really wanted a V8; no discussion or compromise. Almost. As you wonderfully described your wife’s feelings and emotions in five words... “it has to be safe”... safe for a family with three children. A vehicle with four doors and three rear seats,

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WIN!

LETTER OF THE MONTH PRIZE Simon’s excellent inheritance scheme means he’ll receive the next 12 issues of Wheels magazine on us!

big, safe, cool and a V8 to provide ... well everyone knows what a V8 provides. In 2013 HSV produced the car of my dreams which, in 2021, is quickly becoming the car of my children’s dreams.

Congratulations, Alex, on the excellent news on the addition to your family and please remember that you are correct that our cars need to be cool, fun and safe… After all, these are important attributes when our kids use them in the future!

Simon Nazaretian, Carnegie, Vic Thanks Simon, Alex has returned to his regular role as video content director, but appreciates your kind words. And yes, he’ll add a Clubsport wagon to his long ‘maybe’ list of family cars.

(And please go to the Wheels YouTube page, give us a follow, and drop him a comment.)

But when I saw the Ioniq 5 I was impressed by the styling and the more usable range and fast charging time, which would remove range anxiety from the frequent long drives we do visiting relatives. So we’ve decided buy a BEV, and it will probably be an Ioniq 5.

The July issue had an overseas drive of a Ioniq 5; I’m now looking forward to a report in a future issue of how it drives on our roads under our conditions.

Dennis Johnstone, Shell Cove, NSW

BEETLE MANIA A GREAT COLUMN by Alex talking about safety (‘From the Editor’, August Wheels.) It reminded me of a conversation with my parents almost 20 years ago, when they had asked for my input into their purchase of a new car in their retirement years. I suggested a model with a high level of safety features, but they baulked at paying a premium for it.

They reminded me that in the ‘60s, when I was born, I was brought home in my mother’s arms in the front seat of their VW Beetle that had the driver’s door removed – they owned a newsagency at the time, and my dad used this car to throw newspapers from it every morning.

Yes, we all survived. And yes, I did eventually persuade them to cough up for the safest model.

Bill Dunk, Uki, NSW

“

Instead of a CX-30, my wife and I have decided buy a BEV, and it will probably be an Ioniq 5

LESS RICH PICKINGS to 120 and 140km/h respectively.

I propose providing 0-60km/h, 0-100km/h, 0-400m and in-gear times for all cars tested and the same plus 0-160km/h and 0-200km/h added for all performance cars.

Oliver Sheehan, Baulkham Hills, NSW

DOING A NUMBER I’M STRUGGLING TO make sense of your current approach to performance testing. It used to be that every feature or test included performance times but for a while now it has been more miss than hit.

No doubt COVID has played a part in this but I’d argue the wrong cars have been prioritised.

Performance cars such as M2 CS, Cayman GTS and Mach 1 have missed out entirely, while vehicles such as July edition’s lumbering ladder-frame SUVs (‘Jurassic Lark’, Wheels July) and faux-offroad hatchbacks (‘Active Cases’) had performance figures provided in unnecessary 10km/h increments up

I’m waiting for the M2 version, however this new 2 Series looks unbalanced – the bonnet is too long and the rear lines not right. Engine, gearbox and interior are terrific...

John

You’ll read that Aussie drive just as soon as we can get in an Ioniq 5, Dennis – current guidance from Hyundai is final quarter this year.

We do apologise for this, Oliver, and you’re right, COVID-related issue have been the reason. Normal service will resume as soon as possible.

DESIRABLE KOREAN Reading August Wheels, the comment from Rod Davies (Inbox), who said he couldn’t imagine Hyundai producing a desirable car like the Ioniq 5, really resonated with me. I had the same reaction when first seeing it.

My wife and I have been looking to replace our current car and had been considering a Mazda CX-30.

NO

YES

‘DOES THE NEW BMW 2 SERIES APPEAL TO YOU?’

MANY YEARS AGO, I was a regular reader of this publication, but I found that there was too much emphasis on high-priced, highperformance cars that were out of the spending range of most car buyers, so I lost interest in Wheels.

I’m back for another try, and while there seem to be a shift away from the above-mentioned emphasis, there’s still a way to go. Perhaps instead of testing the highest spec models, you could use the lowest spec, showing what you get for the lowest cost.

These might be more in line with what most buyers can afford.

John Wallis, Bayswater, Vic Good to have you back, John. We’re always trying to balance the mix of metal in Wheels, but we don’t agree with your claim that base models are all most Aussie buyers can afford. On the contrary, private Aussie buyers tend to shop either mid- or high-spec, so our road tests mostly reflect that.

I’m really into it. Headlights of the current model are much nicer, but otherwise this is pretty dang fine. Love the wide body and bonnet bulge.

Vendefunk

@wheelsaustralia

23

THE LOTUS POSITION

MacKenzie “THE EMIRA IS HUGELY SIGNIFICANT BECAUSE IT’S BEEN DESIGNED TO BE A DAILY DRIVER. IT’S ALSO THE LAST LOTUS TO BE BUILT WITH AN INTERNAL COMBUSTION ENGINE”

ANOTHER DECADE, ANOTHER new Lotus. But the new midengine Emira is a lot different from the cars that have trickled out from the tiny British sports car specialist over the past 20 years. For a start, it’s the first Lotus since 1989’s front-drive M100 Elan that is aimed at customers who believe that driving a good sports car shouldn’t be an act of automotive masochism.

Let’s be clear; I loved the Elise, the ultra-light mid-engine Lotus roadster that made its debut in 1996. Balanced and responsive, with a brilliant ride and delicate controls, the Elise was pure joy to drive. But only for short bursts, on a special road or a racetrack. Everywhere else, the spartan little Lotus, its canvas roof more difficult to erect than a Korean-war army tent, was a chore.

The Emira promises to be a lot easier to live with. There’s more room inside than the Elise and the closely related Exige and Evora models. And it comes standard with the all the equipment – sat-nav, cruise control, air conditioning, power seats, and so on – customers expect when paying BMW, Jaguar, or Porsche money for a sports car. For good reason.

“A larger percentage of Z4, F-Type and Boxster owners use their cars every day than Lotus owners,” admits Simon Clare, executive director of global marketing for Lotus.

“We want to start attracting those people, so the Emira has to be more practical.” Emira’s mission is simple: To increase Lotus’s global sales from the current level of about 1500 cars a year to closer 4800 a year.

Is Lotus going soft, then? Nope. “The market for strippedout cars is small, but I’m not saying we won’t be doing an Emira that has higher performance with a bit less content later on, on,” says Lotus managing director Matt Windle, who who’ss

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acutely aware of the success Porsche has enjoyed with cars like the 911 GT3 and 718 GT4.

And Lotus vehicle attribute director Gavan Kershaw is already overseeing the development of an Emira GT4 race car that will make its track debut next year. “If you spec something with double wishbone, coil-over suspension, front and rear antiroll bars, sequential-shift gearbox and a supercharged V6,” he says, “you’ve got the ingredients for a top-of-the-heap racing car.

They’ll keep adding lead to us to slow us down!” he laughs.

The Emira is a hugely significant Lotus, and not just because it’s the first Lotus in a long time that’s been designed to be a daily driver. The Emira will also be the last Lotus ever built with an internal combustion engine. Engineers are already hard at work on a lightweight electric sports-car platform that will be shared with Renault’s Alpine, as well as a ‘lifestyle’ electric vehicle platform that will underpin a forthcoming four-door, five-seat Lotus crossover. By 2030, says managing director Windle, Lotus will be building nothing but electric vehicles.

The forthcoming Evija electric hypercar signposts the future at Lotus. Boasting almost 1500kW, the Evija is the direct result of a request made by Geely chairman Li Shufu shortly after the Chinese carmaker acquired a majority stake in Lotus in 2017, says design director Russell Carr. “He wanted a halo product to reset the public mindset [as to] what Lotus is about, and internally about how hard we should strive.”

Li Shufu knows what he’s doing. Under his leadership, Geely, which has owned Volvo since 2010, has proven a worthy steward of European premium brands and shown a willingness to invest heavily in electric vehicle technology.

For the first time in decades, the future of Lotus looks secure. secu

New i30 N. Let’s play.

Hyundai.com/au/i30-n

i30 N Premium with sunroof variant shown.

HMCA20715/FP

NSW EV PIPE DREAMS

Robbo

“THE NORWEGIANS MAY NOT BE CREATING EMISSIONS AT HOME, BUT IT SEEMS ACCEPTABLE TO THEM THAT THE ENERGY THEY SELL IS CREATING CO2 EMISSIONS ELSEWHERE” WHEN NEW SOUTH WALES Energy and Environment Minister Matt Kean tweeted that he planned to “make NSW the Norway of Australia” I couldn’t help but question if the politician appreciated the impossibility of any state in Australia duplicating Norway.

A casual glance at the sales figures reinforces the commonly held viewed of environmentally correct Norway as the world’s most EV-friendly country. In June 2021 (the latest month available) Norwegian sales of BEV or PHEV cars took 85 percent of sales, and 82 percent for the first half of the year.

Tesla’s Model 3 topped the sales chart in June, followed by the Ford Mustang Mach-E, Skoda Enyaq iV, VW ID4 and Nissan Leaf. It’s easy to understand why.

In Norway, the Tesla Model 3 Long Range costs the equivalent of A$47,280, or $31,178 below the $78,458 price in Australia. By comparison, a BMW X3 sDrive 20i – $71,900 in Australia – is $65,980 in Norway. The value-for-money equation in Norway is stark, and relatively consistent across any petrol/diesel versus electric-car comparison. Why would you buy anything but electric when they are free of Norway’s 25 percent import duty? Nor do they pay the annual $500 road tax; local parking is free, company car tax is reduced by 40 percent, and they can access bus lanes...

What Kean needs to ask is: how can Norway afford to subsidise electric car sales so heavily?

Firstly, 98 percent of Norway’s energy comes from renewable sources (95 percent is hydropower), whereas only 21 percent of Australia’s energy comes from renewables. The rest comes from coal, oil and gas, and that won’t change until, somehow, Australia moves to a point where renewables dominate.

So, it is true that electric cars in Norway are basically not contributing to the country’s CO2 green-house emissions. This, however, is the country’s great hypocrisy.

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Norway can afford electric cars because it has developed the world’s largest sovereign fund – now at A$1.8 trillion dollars – written out that looks like $1,800,000,000,000 – by selling, and saving the most of the proceeds, from of its share of the vast North Sea oil and gas reserves. The Norwegians may not be creating emissions at home, but it seems acceptable to them that the energy they sell – primarily to China, Sweden, The Netherlands and UK – is creating greenhouse gas emissions elsewhere. Virtuous Norway?

Not really. More accurately, pragmatic Norway.

Yes, Norway is moving to develop hydrogen and offshore wind, but it plans to continue to extract oil and gas until at least 2050, though the Government does say there will be a natural 65 percent decline by then. This policy runs counter to a recent appeal by the International Energy Agency for all countries to stop investing in any new oil or gas projects by 2022.

If Australia had developed a similar sovereign fund from the sale of our iron ore and coal during the 1990s and 2000s then, we too, would be able to subsidise electric cars. But Federal governments of both persuasions didn’t (they preferred tax cuts) and we burned through the vast profits. Kean’s miserly $490 million plan may help induce some Australians to gradually switch over, but it’s absurd to suggest NSW, or any Australian state, can possibly match Norway in terms of broader EV uptake.

Perhaps we should also be asking if truly affordable electric cars would do anything to diminish Australia’s current love affair with 4x4 utes? When the three top-selling vehicles in June were wasteful pick-ups – and 16 of the top 20 were utes or SUVs – surely the Federal government needs to look at an overall, and national, vehicle policy rather than allow a concoction of state-by-state regulations.

Time to see

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SAFE DESIGN

Ferlazzo “FAST-FORWARD TO TODAY AND WE CONSTANTLY HEAR PEOPLE LAMENT THAT ALL MODERN CARS LOOK THE SAME. WHAT HAPPENED?”

AS A SPECIES, we distinguish ourselves from the rest of the animal kingdom by our capacity for reason and complex problem-solving. We can program our thinking to be robotically rational and analytical, achieving optimal results by separating logic from emotion.

But we are also sensual creatures, instinctively responding to visual stimuli which involuntarily influence our emotions.

We surround ourselves with beautiful things purely for the endorphin-releasing sensation. As Aristotle philosophised, we live by both art and reason: “A good style must have an air of novelty,” he scribed circa 350BC, pre-empting the vagaries of car design by a mere two millennia.

Early auto executives quickly saw the commercial opportunity in style. Alfred P. Sloan, President of GM, said in 1927, “I think that the future of General Motors will be measured by the attractiveness that we put in the bodies ... the degree to which they please the eye, both in contour and colour scheme, also the degree to which [they] differ from the competition”.

However, it seems we also have an insatiable craving for constant change. Sloan later instructed his stylists that they “needed to stimulate the public’s appetite for new models without rendering the older models unpalatable in comparison.”

The optimism and prosperity of the 1950s and ’60s supercharged flamboyant and diverse styling trends, and during this euphoric period many beautiful and distinctive cars were styled on both sides of the Atlantic. The Americans championed regular model-year styling changes, initiating an expectation of the car to be the sentinel of progress.

Fast-forward to today and we constantly hear people lament that all modern cars look the same.

What happened? Well, in a word, efficiency. And we can break that down into basic subsets: safety, packaging, fuel consumption and emissions.

The fuel crisis and emissions regulations of the 1970s sent the auto industry into a tailspin; the focus shifted to smaller and more sensible European and Japanese cars. Pragmatism was the ‘new black’, as car-makers spruiked efficiency and

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began to market mainstream cars as responsible commodities more so than aspirations.

Responding to strict regulation targets destined cars to be shaped in wind-tunnels as much as design studios. The pursuit of mass-reduction precluded superfluous sheetmetal indulgences, so cars inevitably became smaller as designers had to shrinkwrap their styling themes around the occupant packaging and chassis requirements.

But the single most influential factor determining the proportions and appearance of the modern car is safety. And it’s the stuff you can’t see that has made cars so much safer.

The complex structure of the car is engineered to crumple and absorb energy fore and aft of the reinforced passenger cell, mitigating occupant injury. Together with a new focus on pedestrian-protection measures, designers are afforded much less freedom.

It may seem like car-makers are producing the same cookiecutter designs, but when everyone is dealing with the same strict constraints, they inevitably land on the same optimised silhouette. And when the basic proportions are identical, it is like decorating easter eggs; you can embellish the surface in many different creative ways, but from a distance they all tend to look the same.

Ultimately, the necessary process of making cars safer and more efficient has made them conform within a much tighter bandwidth, and with so many players wanting a piece of the same pie, it’s increasingly difficult to carve out a slice of individualism.

However, none of this suggests that cars haven’t always been beautiful. Indeed, every decade has produced an almanac of glorious car designs, as designers will always respond to the challenge.

We may just need to look a little deeper.

Aristotle again: “The aim of art is to represent not the outward appearance of things, but their inward significance...”

Richard Ferlazzo is the former GM Holden Design Director

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SUMMERNATS 34!

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For your FREE ENTRY, scan here, or visit whichcar.com.au/summernatswin Conditions Apply, see whichcar.com.au. Open to AU & NZ residents 18+. Starts 14/07/21. Ends: 23:59 (AEDT) on 15/11/2021. Draw: 11am AEST 22/11/2021 at 73 Atherton Road, Oakleigh Vic 3166. Prize: Trip for 2 adults to Canberra, ACT for the Summernats Festival held 06/01/22 to 10/01/22 (inclusive) valued at up to AU$7601. Winner published on whichcar. com.au from 08/12/2021. Promoter: Are Media Pty Ltd (ABN 18 053 273 546) of 54–58 Park St, Sydney, NSW 2000. Permits: ACT TP 21/00974.1 and SA: T21/901.

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Overrun MODERN CLASSIC

PORSCHE

944 EVOLUTION OF THE PARTS-BIN 924 BECAME A FINANCIAL LIFELINE FOR THE STUTTGART BRAND, AND ONE OF THE BEST-HANDLING CARS OF ITS ERA P H O T O S A L A S TA I R B R O O K

I

IF YOU COULD paint a picture of the perfect ’80s ‘Yuppie’ – a fashionable Young Urban Professional obsessed with material possessions and financial success – then the ideal car to complete that stereotype would be a Porsche 944.

Unencumbered by the snobbery that dictated that real Porsches should be rear-engined, yet somehow discerning enough to know the 944 was more than just an image statement, this youthful exuberance for Porsche’s new mainstay model made it the definitive front-engined, rear-drive European sports car of its time.

Yet as the 944 approached the ’90s, something dramatic happened at Porsche. The Stuttgart firm revitalised its 25-year-old 911 with the 964 generation – giving it a substantial boost in modernity, ability, and popularity – and followed that up four years later with the even more revered 993 generation, the final air-cooled 911.

As interest in rear-engined Porsches gathered momentum – bolstered by the new mid-engined Boxster (1996) – the four-cylinder 944 slowly slipped into the background, no longer the darling of its era, nor a flat-six. But still every inch a Porsche, as it turns out.

No conversation about the 944 is complete without referencing its origins – that being Porsche’s ‘transaxle era’, starting with its first frontengined, water-cooled car, the 924.

It’s no secret that the 924 was developed in conjunction with Volkswagen, as a replacement for the VW-Porsche 914 but intended to be a sports car for Audi, in conjunction with a Porsche-made version. Developed alongside Porsche’s forthcoming gran turismo, the V8-engined 928, the 924 shared not only that car’s transaxle layout with the gearbox mounted on the rear axle to improve weight distribution as well as traction, but also its proportion.

Styled for the most part by Harm Lagaay (the rear glass ‘hatch’ was incorporated from a competing design proposal by Richard Soderberg),

@wheelsaustralia

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Overrun MODERN CLASSIC

the Dutch designer said he always had a Porsche aesthetic in mind when designing the 924. When VW aborted the project in late-1974 due to financial pressure, Porsche bought the rights to the car and launched it a year later.

With two of Porsche’s three models featuring front-mid-mounted engines and transaxle gearboxes, the 924 had a distinct Stuttgart flavour and a clear family resemblance. But the one chink in its armour was its VW-Audi 2.0-litre four-cylinder. Even with a Porsche cylinder head and Bosch fuel injection, it wasn’t a match for the 924’s dynamics. And while the 924 Turbo (1978) and 924 Carrera GT (1980) literally boosted the 924’s sports-car credentials to a seriously credible level, there was still room for another sports car between the 924 and the 911.

Enter the 944. While clearly a development of the 924 (they shared doors, glass, roof and a Hans Braun-designed dashboard), the 944 was very much its own thing. Launched at the Frankfurt Motor Show in September ’81, beneath its blistered bodywork lay the bones of the 924 Carrera GT’s chassis but under the bonnet resided an all-Porsche engine – a new all-alloy 2479cc four-cylinder derived from the 928’s V8, with the same 78.9mm stroke but a larger 100mm bore diameter.

Featuring a pair of counter-rotating balance shafts driven by a cogged belt (licensed from Mitsubishi) the engine was tilted 30 degrees to maintain a low bonnet height and in its original 2.5-litre form produced 120kW at 5800rpm and 205Nm at 3000rpm. That may not sound like much, but given the original 944 only weighed 1180kg, it was enough for 0-100km/h in 8.1sec (claim was 8.4sec) and standing 400m in 15.9 when tested by Wheels in September ’82, as well as an effortless 220km/h V-max.

The aim with this engine was not only indestructibility – a highly modified twin-cam, 16-valve, turbocharged prototype fitted to a 924 Carrera GTP finished seventh outright at Le Mans in 1981 – but also driveability. Tractable from just 1000rpm yet punching hard to

the 6600rpm rev ceiling, the secret to the 2.5-litre’s tremendous elasticity was its torque delivery, offering at least 200Nm from 2500 to 5500rpm, almost like a modern turbo…

Which brings us to the next chapter in the 944’s sports car story – turbocharging. In 1985, Porsche significantly upgraded the 944 with a completely new interior, ditching the old 924 dash for a much cleaner design as pictured here (though many still prefer the ’70s version), in conjunction with new door trims and a repositioned handbrake.

What can’t be disputed, though, is the improvement in driving position. The original 944 had a very low-set steering wheel, meaning taller/larger people would either have it almost brushing their thighs or cutting off the tops of the instruments, or both. So to celebrate the arrival of the 944 Turbo, the post-’85 model repositioned the steering column 25mm higher while new Recaro seats allowed the driver to sit lower.

But the big news, of course, was under the bonnet. Launched in Australia in early ’86, the 944 Turbo was designed from the outset to drink unleaded petrol (while giving its best on 95 octane or higher), unlike the standard 944 whose outputs fell to 110kW/195Nm with ULP. Weighing just 16kg more than the regular 2.5-litre, the Turbo’s engineering brief was all about maximising performance without detracting from the 944’s legendary driveability. With a KKK turbocharger running 0.75bar of boost (10.9psi), an intercooler, an electronic wastegate and an anti-knock sensor to allow a high (for its time) 8.0:1 compression ratio, the 944 Turbo boosted power by 35 percent to 162kW at 5800rpm, enough for a claimed 0-100km/h sprint in 6.3sec – marginally ahead of an unleaded 3.2-litre 911 Carrera (6.5sec).

Forged alloy pistons, an external oil cooler, a larger radiator and fuel tank, a bigger capacity alternator, a taller 3.375:1 final-drive

THE GOOD OOD Chassis balance; handling ndling ngine precision; engine mance tractability; performance yling; of Turbo and S2; styling; pport practicality; parts support

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TURBO PERCENTAGE OF TOTAL 944 SALES VOLUME FOR 1986, MEANING 110 OF 250 CARS

NUMBER OF PARTS SHARED WITH ORIGINAL 2.5-LITRE 944 ENGINE

44%

50

AUSTRALIAN PRICE OF A 944 TURBO IN 1986 – $308 DEARER THAN A 911 CARRERA MANUAL

WEIGHT OF THE BALANCE SHAFTS IN A 2.5-LITRE 944 ENGINE

$92K

8.1kg

TOTAL 944 PRODUCTION 1982 TO 1991

163,192

FACT CHECK

THE BAD TH Mod Modest outright acceleration of non-turbo n 944; nearuse useless back seat; major repa repairs not cheap; ignored for too long

“While clearly a development of the 924 (sharing doors, glass, roof and a Hans Braun-designed dashboard), the 944 was very much its own thing” @wheelsaustralia

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Overrun MODERN CLASSIC Model 1986 Porsche 944 Turbo Engine 2479cc 4cyl, sohc, 8v, turbo Max power 162kW @ 5800rpm Max torque 330Nm @ 3500rpm Transmission 5-speed manual Weight 1280kg 0-100km/h 6.3sec (claimed) Price (now) $30,000 – $70,000 (Turbo)

CHASSIS TWEAKS

A LIGHTER TOUCH From the outset Porsche aimed for refined suspension performance. Beyond the 924, the original 944 featured rubber bushings for its transaxle and front tie rods to isolate road shock while the post-’85 update brought cast-alloy horizontal links for the front struts and cast-alloy rear trailing arms to reduce unsprung weight. Uniquely, the 944 Turbo introduced mixed-width tyres – 205/55VR16 front, 225/50VR16 rear.

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PORSCHE

944

“Drive a 944 today and you’ll be impressed by the fluency of its chassis and the weighting of its power steering”

Just as the mobile phone was coming to market, phone-dial alloys debuted on 944 Turbo

FAST FACTS

TIME ON ITS SIDE One faction inside Porsche wanted the 944 to retain the 924’s flat side panels for superior aerodynamics, but the marketing department’s push for aggression won out. Still, even with its beautiful bulging wheelarches, the 944’s drag coefficient of 0.35 was better than a standard 924’s, aided by an in-built rear spoiler. With further refinements to the front end and a unique rear valance panel, the Turbo version dropped the 944’s Cd figure to 0.33.

Exterior changes to Turbo included those oversize fog lights in the front bumper

Three and a half years in, the interior of all 944s got a major overhaul, with virtually nothing carried over from the original

(versus 3.889) and a revised fifth-gear ratio proved that this wasn’t simply a case of slapping on a hairdryer. And the way the 944 Turbo’s much-improved performance flattered its freshly tweaked chassis made it feel like it was always designed with turbocharging in mind.

Indeed, a good-condition 944 Turbo is so perfectly balanced and delightfully precise that its sheer competence means it lacks the excitement (and dynamic challenge) of a contemporary rear-engined 911. But that’s probably what also makes it feel relatively modern.

Drive a 944 today and you’ll be impressed by just how well-sorted it is – from the solidity of its doors to the fluency of its chassis to the weighting of its power steering. You’ll also be thrilled by how it shrinkwraps around you, given that at just 4200mm long and 1735mm wide, it’s a surprisingly compact car.

Even without a turbo, a 944 is a fabulously fluent machine on a winding road, but it’s the hard-charging acceleration and harder-edged acoustics of the Turbo version that combine best with the near 50/50 weight distribution of its transaxle layout. It’s no wonder the 944 Turbo was considered one of the finest handling cars of the 1980s. After his first-ever taste of a 944 Turbo, former editor Peter Robinson wrote “just 110 Turbos will reach Australia in ’86 – I will envy their drivers as with no other car.”

The 944 is even reasonably practical providing you treat it as essentially a two-seater. You can fold down the rear-seat backrests, expanding the decent (if shallow) room beneath its vast, wraparound glass hatchback, and there’s a plasticky luggage cover that can be stretched out over your valuables. But its deep-set rear ‘seats’ are just as useless as a 911’s unless your kid is still in a baby seat, or you need to stick a shortie in there for an extremely short distance.

As the 944 began to age, Porsche endeavoured to keep it modern.

The 944S arrived here in 1988 with a twin-cam, 16-valve version of the 2.5-litre for a much-peppier 140kW/230Nm and a 0-100km/h time of 7.7sec. The Turbo was upgraded via a larger turbo and more boost to 184kW/350Nm for a 0-100km/h time of 5.9sec, and 1989 also saw a restyled 3.0-litre 944 S2 – considered the best naturally aspirated 944, complete with 155kW/280Nm – as well as the pretty 944 S2 Cabriolet.

Expensive when new in Australia, it’s been a long time since 944s were worth big money here but that’s already changing. As the children of the ’80s start to see the 944 for what it is – an excellent driver’s car that’s also a pukka Porsche, capable of handling big mileages when serviced properly (think 400,000km), and with unbeatable parts support – its current values are going to keep on climbing.

Simply because it isn’t a 911 – or a 924 or 968, for that matter – the 944 will always occupy its own niche among historic Porsches. Much like the brash young things that aspired to own one in the flashy ’80s, there’s an irreverence about the 944 that makes it perpetually, unequivocally cool.

N ATHAN PO NC HA R D

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Overrun TECH EXPLAINED

AUDI’S DRIFTY DIFF A CLEVER NEW DIFFERENTIAL IS SET TO GIVE AUDI’S RS3 A WHOLE NEW DIMENSION IN DRIVER INVOLVEMENT – HERE’S HOW

CLOSE! Each clutch pack gets its orders from the vehicle dynamics controller

TWIN This Magnadeveloped system is similar to the GKN unit in Ford’s Focus RS

50:50 For the first time, the Audi RS3’s torque split won’t be front-biased

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Understeer, you’re fired. New diff should give RS3 much more adjustable on-limit behaviour

THE FORTHCOMING NEW Audi RS3 comes equipped with a new Torque Splitter rear-axle torque-vectoring system that does away with rear differential gears and replaces them with two ‘wet’ clutch packs.

The downside of a conventional differential is that it allows one wheel to spin if it loses traction, and in powerful cars that becomes a problem. The traditional solution is a limited-slip differential (LSD), which does just that: reacts if one wheel begins to spin by limiting the difference in the speed of rotation between left and right wheels. These can be controlled either mechanically or electronically.

Audi’s new Torque Splitter is a complete departure from its earlier systems in that it places no differential gears in the rear axle at all. Instead, a pair of bevel gears transmit the drive through 90 degrees, and these are flanked by two electronically controlled clutch packs running in oil.

Each pack has its own controller and both are overseen by a modular vehicle dynamics controller (MVDC), which is like an orchestral conductor overseeing an entire group of chassis systems.

In the RS3’s case, the MVDC not only synchronises the two Torque Splitter control units but also the adaptive dampers and the individual torque control to the wheels. Sensors measure longitudinal and lateral acceleration, steering angle, the throttle position and the yaw angle (the rotational angle of the car), the last of which is crucial to the torque-vectoring system. Many of these sensors exist already for engine and stability control

systems, and all the data is used to control the Torque Splitter.

You might have already noticed that this Magna-supplied system bears an uncanny resemblance to GKN’s Twinster system (as used by the most recent Ford Focus RS and others). What both have in common is the basic arrangement of two clutch packs and a lack of differential ‘spider’ gears, but there’s one crucial difference. The system in the Ford has a fractionally higher final drive ratio on the rear axle drive to create the ‘over-speeding’ needed to send more torque to the rear than the front for drifting. When that’s not required, the torque is reduced to the rear by slipping the two clutches.

Audi has taken a different approach. Undisturbed, its system has a 50:50 torque split front to rear; and when more torque is needed at the rear for drifting, torque to the front is reduced. In the RS Torque Rear mode used for drifting, it continually varies torque to the front to keep the car in balance and can send 100 percent of the torque to the outside rear wheel, if only for a fleeting moment. At the other extreme, Comfort/Efficiency mode, it prioritises the front by slipping the rear clutches.

In other driving modes, increasing the amount of torque to the outside wheel in a corner can have the effect of reducing understeer and increasing agility. By apportioning more torque to the inside wheel, it can also reduce oversteer. Finally, the RS3 seems set to have the mechanical package to really take it to its Mercedes-AMG A45 S rival.

JESSE CR O SSE

HIGH FIVE

2022 AUDI RS3 VITALS SPECS 2.5-LITRE FIVE CYL; 294kW/500Nm Due in the first half of 2022, the new RS3 will be powered by a development of the turbo fi ve-pot that doesn’t improve peak power, but does bump torque up by 20Nm over the current model; enough to trim the 0-100km/h time to just 3.8 seconds.

@wheelsaustralia

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Overrun BEHIND THE NEWS

JEEP: REINVENTING AN OFF-ROAD ICON FOR AN ELECTRIC FUTURE

T

HE NAME JEEP is synonymous with the term ‘4x4’. Having produced vehicles now for 80 years, the US carmaker has had plenty of time to perfect the art of creating, and constantly improving, off-road machines.

But hold on, there’s a new sheriff in town calling all the shots, and it means big things for the brand which has defined itself as a major player in the 4x4 world since WW2. That new boss is... electrification.

In recent weeks, Jeep has revealed key intel on its plans to move to an all-electric line-up and what this means for the future of its iconic design. The journey starts this year with the introduction of solar charging stations and the expansion of its 4xe hybrid range.

First out of the gate is the Jeep Wrangler 4xe PHEV, which goes on sale in the United States, China and Europe this year – as yet, however, no release date has been confirmed for Australia – and the fifth-generation Grand Cherokee 4xe PHEV next year. The manufacturer additionally has its sights set on a Wagoneer premium SUV being offered as a full EV in the next few years.

By mid-decade, Jeep says its model range will have biometric configuration, dynamic tyre pressure, multi-power ports and be capable of peer-to-peer charging and drone pairing. It also plans for one model in each SUV segment and 70 percent of global sales to be electrified by 2025.

Fast-forward five years, and from 2030, that’s when the company is envisaging its vehicles will be capable of autonomous off-roading, remote vehicle tracking, flat-seat stargazing. The brand has even previewed a concept capable of driving completely underwater.

While Jeep CEO Christian Meunier remains tight-lipped on which 4xe models will be coming and in what order, the brand’s Australian arm says it will be revealing more on its locally electrified line-up shortly.

A spokesperson told Wheels: “We are very excited by the commitment and focus Stellantis is putting on electrification, as well as developing the most capable and sustainable four-wheel-drive vehicles in the world.

“We believe the demand and acceptance of electric vehicles will accelerate in Australia and New Zealand and we’re currently looking at which products will work best for each country. We look forward to sharing our electrification plan in due course.”

“Not every new electric model will be seen in every single

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market or region right away, it will gradually come, and how soon will depend on the local market and if governments are willing to promote electrification and greater grid development,” Meunier adds.

“What I am convinced of is what we provide will be appealing to our customers. It will come as soon as possible, as soon as the market is ready for it.

“In Australia [enthusiasm for] electrification is happening very quickly. Of course it’s far behind Europe and still a little bit behind the US, but we see the energy there.

“But basically these countries [including Australia] need to contribute to accelerating efforts towards electrification by evolving legislation and we’re now starting to see that.

Instead of waiting for governments to tell us what they’re going to do and when, we like to have a practical approach and bring it [the technology] up front; we’re going to push for electrification as a leader, not a follower.”

And there-in lies the biggest challenge for Jeep, as well as its rivals, of course – encouraging Aussies to transition away from internal combustion engines (ICE) while facing two major road blocks: affordability and lack of Federal Government support.

As such, educating its customers about what its future EVs and hybrids will look like and perhaps more importantly, will be capable of, is big on the agenda to entice loyal owners to make the switch when purchasing their next model.

According to the carmaker, its electric vehicles will deliver higher outputs than their petrol and diesel counterparts, and be every bit as off-road capable.

Around the country, watching closely what’s being said is the community – the Jeep owners clubs. And they’re divided when it comes to backing the electrification strategy.

Kevin Bourke, from Queensland Jeepers Club, says he’s excited by what’s to come.

“There are issues in Australia, with the cost factor and the Government not getting on board with EVs yet – some people are just afraid of change. But some aspects of what this technology has to offer are pretty cool – such as the wonderful low-down torque and direct power which technically should be a great thing. A friend of mine in America has driven the Wrangler 4xe and says it’s excellent, so hopefully we’ll see it one day here too.”

Another owners’ club member, who asked to remain anonymous, disagrees: “The last trip we did was around 4000 kilometres, and there were a couple of days there when we

@wheelsaustralia

39

Joining the V8 on the eventual scrap heap will be diesel power, with CEO Christian Meunier saying Jeep will phase out oilers between now and 2030 were off-roading for at least 10 hours. An EV would just not be practical in that situation at this stage. As I understand it, no current vehicle is going to meet those requirements. When the tech comes here, and there are more charging stations, that might change things, but at the moment no-one is interested.”

For many, the fear of losing what they know is too great. Though Jeep has confirmed its V8s are not dead yet, we can still expect the Aussie favourite to be gradually phased out over the next decade.

“We want to keep producing the V8 for as long as we can, especially while there is a market demand for it, but at the same time electrification gives us the opportunity to get even more performance in a better way,” CEO Christian Meunier says.

“I love it, but I love electrification more – it gives us more acceleration, more power, more torque and all in a better package without hurting the planet, and that’s the solution in the long term.”

The US manufacturer’s top execs were adamant the transition to electric won’t mean losing out when it comes to performance though.

Details are still scarce on what powertrain the recently teased Grand Cherokee 4xe will run, but if the Wrangler 4xe is anything to go by, it’s likely the new PHEV Jeep will have a 2.0-litre four-cylinder turbo-petrol unit teamed with two electric motors (fed by a 17kWh battery pack) for a combined 280kW and 637Nm. That means the upcoming 4xe models will produce more than enough grunt to stand up against the brand’s existing line-up – even if they don’t come in the form of a V6 or V8.

Joining the V8 on the eventual scrap heap too will be diesel power, with Meunier saying Jeep will phase out oilers between now and 2030.

“Diesel is disappearing in Europe, the volume is going to reduce but that doesn’t mean we’ll stop producing [diesel variants] all at once,” he says.

“Our role is to make Jeep even more exciting, to embrace electrification.

On top of that, the Jeep community loves nature, they embrace it, so to have a product which doesn’t hurt nature and can drive in silence – that’s magic.”

Another of the manufacturer’s biggest challenges – and also potentially its most exciting – is how to retain the iconic Jeep design while not only swapping out the engine for a motor, but looking at how it can explore

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new design possibilities as part of its EV strategy over the next decade to make off-roading “more fun and precise”.

Jeep’s global head of design, Mark Allen, says his team is bringing back design elements of the old Willys more and more into the marque’s nine-strong line-up, working to simultaneously preserve aspects which are important to the brand and connect new vehicles spiritually to their ancestors.

“Our new designs will focus on storage, torque, [being] quiet, and cooling in a different way. We’re making not just a new Jeep, but a better Jeep in every way,” Allen says.

“What electric brings us is the chance to start moving things in a big way architecturally. One thing that will never change is the design being person-centric; the mechanics may shift because finally we’re able to move some of them around – such as creating a lower, shorter front overhang.

“Not having to do the cooling up front, we can move the wheels forward into a better position, and I like the idea of the torque being applied to the wheels in a different manner. It’s the beginning of being able to change some big nuggets around, which we couldn’t do before, to make a much more efficient package of vehicle.

“Battery packs too are something we’ve not worked with before and since they are getting more and more efficient in terms of size, we might be able in future to break them up into pieces. There are lots of exciting things we could do with different powertrains.”

One thing is for sure, though, what makes a Jeep a Jeep will not be going anywhere. The Wrangler’s quintessential design will, Allen says, never stray too far from its roots.

“My vision is for the Wrangler to morph as we go forward but as for a total redesign and starting all over again? That’s not going to happen,” he says.

“It’s so important to me to have that language which has always been so familiar and connects us to the origins of Jeep in 1941, we’re not going to throw it out for a new theme. We tried square headlights once and people came for us with torches and pitchforks, that was a small change and people were horrified. We learned our lesson. The Wrangler will adapt to modern powertrains but we will not re-theme it; not on my watch! It’s our 911, man!”

KATH RY N F ISK

Not here for a suntan: Jeep reckons solar charging is part of the solution to keeping its off-road faithful mobilised

SELL WHAT?

JEEP SALES: THE HEALTH CHECK Over the last fi ve years s there’s been mixed results local sales fell from for Jeep Down Under. der. While W n 2019, in a COVID-hit 8270 in 2017 to 5519 519 in gain to 5748 and has ag 2020 it rose back up again 69 units units year-to-date in already shifted 3969 rand may see a strong he br 2021 – indicating the brand ome December. finish to the year come alia’s good books, it ustra Jeep is back in Australia’s manufacturer is still a seems – although the m urning to fi ve-figure annual long way from returning 2016). ed in 2 sales (last achieved tion Wrangler W The new-generation off-roader rm well w (up 89 percent to exactly continues to perform pin-off Gladiator ute is the he spin-off sp 1000 units), while the g model. The ever-popular owing brand’s fastest-growing

Grand Cherokee is also up 43 percent – despite a long-awaited, next-generation version due in the coming months.

So far this year we’ve seen the local arrival of e updated Compass in July, a Gladiator entry-level th the ar va variant in June and Sport S back in February, as well s tthe introduction of special edition Cherokees, as Gr G Grand Cherokees and Wranglers Unlimited in ho h honour of Jeep’s 80th birthday – not to forget 130 W Wrangler Unlimited Willys.

W Worldwide, over the past decade, Jeep has a exp expanded dramatically, going from four plants in the U US to 10 in six countries. It’s achieved over one io global sales annually over the last seven years milli million mp com compared to 300,000 in 2009.

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41

THE NEW METAL THAT MATTERS, TRIALLED AND TESTED

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VOLKSWAGEN ID4

VW’s WORLD CAR FOR THE 20TH CENTURY

T

HE BEETLE AND Golf are tough acts to follow, no question. But that’s exactly what the Volkswagen ID4 must do.

Like the Beetle and the Golf, the ID4 has been designed as a family vehicle that will be sold around the world. And just as the enduring Beetle and the evergreen Golf came to define Volkswagen for generations of consumers, Wolfsburg hopes the ID4 can do the same for a whole new generation. The electric generation.

The Europe-only ID3 launched Volkswagen Group’s vaunted MEB electric vehicle architecture, but the ID4, not expected to arrive in Australia before 2024, is the first global Volkswagen to be built on the new hardware. MEB has cost billions to develop and is intended to underpin millions of battery-powered Volkswagen Group cars and SUVs over the coming decade. Yep, Volkswagen Volkswagen’ss

FIRST OVERSEAS DRIVE

going all-in on electric vehicles, and the ID4 is anything but a tentative toe in the water.

The ID4 1st Edition Pro Performance driven here is a special launch model fitted with what is currently the top-spec 77kWh battery and a rearmounted 150kW e-motor driving the rear wheels. Claimed range is 538km according to the urban-focused European WTLP protocol, or 402km according to the EPA test in the United States, which includes more highway mileage. Entry-level ID4s will be available with a 52kWh battery and the choice of either a 109kW or 125kW e-motor. The ID4 range will be topped by the GTX, which adds an 80kW e-motor at the front axle to deliver allwheel drive and a total system output of 220kW. It’s not just the ID4’s powertrain that betrays just how dramatically the automotive mainstream is changing in the 21st century. It’s the way it looks, too. Sedans, hatches, and wagons are fast becoming yesterday’s family cars, so although the ID4 shares much of its hardware with the Golf-like ID3, it’s configured as a mid-size SUV, aimed squarely at the heart of the world’s fastest growing and most popular market segment.

At 4584mm long and 1852mm wide, the ID4 sits between the Toyota RAV4 and Mazda CX-5, but is 45mm lower overall than the Toyota and 35mm lower than the Mazda. The ID4’s 2771mm wheelbase is 81mm longer Composed RWD dynamics; tight turning circle; decent range

PLUS

than the RAV4’s and 71mm longer than the CX-5’s, and this, combined with the lower roofline and lack of a grille, makes the Volkswagen look deceptively sleeker than other mid-size SUVs. That longer wheelbase, combined with the inherent packaging advantages of the MEB architecture, should make the ID4 noticeably more spacious inside than its conventionally powered rivals. The tape measure tells a different story, however: The ID4’s rear-seat legroom is the same as that of the RAV4 but despite appearances, the Volkswagen has significantly more headroom. And at 543 litres, the ID4’s rear load space doesn’t quite match the 580 litres offered by the RAV4, though it easily tops the CX-5’s 442 litres.

The ID4 1st Edition is priced at £40,800 in the UK, which is 11 percent more than the all-wheel-drive Tiguan R-Line with the 2.0-litre TSI engine.

Using the similar Australian-spec Tiguan R-Line as a baseline, you’re

MINUS

Stiff-legged ride on 20s; interior storage and versatility; trim quality @wheelsaustralia

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Drives

Closer look

SLIM STORAGE For a vehicle with a long wheelbase and flat floor, the relative lack of storage space in the ID4’s cabin is surprising. The free-standing centre console is narrow and shallow, its entire length rising no higher than the base of the front seats. What looks like a proper glovebox is a visual con – open the lid and all you get is a storage compartment half the width of the lid. The door pockets are a reasonable size, but no better than you’ll find in many regular cars.

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Left: despite EV packaging advantages, ID4 doesn’t offer more rear legroom than conventional mid-sized SUVs looking at a car that will cost close to $70,000 here. In addition to all the usual 21st-century digital perquisites – central touch screen, sat-nav, adaptive cruise control, Apple CarPlay and Android Auto connectivity, etc – the 1st Edition spec includes 20-inch alloy wheels and an interior finished in black, brown, grey, and white.

Curiously for a modern Volkswagen Group product, the interior doesn’t feel especially premium. The minimalist approach to the instrumentation and

controls is very Tesla-esque, but the white steering wheel, small, whiteframed digital instrument panel, the white frame around the central touchscreen, and the white plastic panels around the window lifts on the doors feel cheap and will inevitably get grimy. Fortunately, in regular ID4s all these pieces are black.

As mentioned, the rear load space is decent. There’s a hatch through to the cabin for long loads such as skis, and with the rear seats folded, the ID4’s load-lugging capacity jumps to 1575 litres – still not a match for the RAV4’s 1690 litres, though. Lifting the rear hatch reveals a quality niggle: The metal hooks for the luggage tiedowns at the front of the load space aren’t fully painted like those at the rear, and once you notice it, you can’t un-see it. And you’ll lift the rear hatch a lot, because that’s where the ID4’s charging cables are stored, in a small compartment under the floor.

Unlock the door, slide in behind the wheel, put your foot on the brake and, like a Tesla, the ID4 silently wakes up.

Twist the toggle on the right-hand side of the instrument panel into D – or

twist it once more to B if you want a high-regen drive mode that allows close to one-pedal driving – and you’re good to go.

There is 310Nm of instant-on torque from the rear-mounted e-motor, so like most electric vehicles, the ID4 steps off briskly despite its 2124kg overall weight. Volkswagen claims a 0-100km/h acceleration time of 8.5 seconds, making it comfortably quicker than either the 1550kg RAV4 or the 1559kg CX-5. When we tested both last year, these respectively took 9.4 seconds and 10.3 seconds for the sprint. And VW’s claim may be a conservative number: Instrumented performance tests of the 1st Edition in the US suggest it could be almost a second quicker. We can confirm, however, that the ID4’s top speed is indeed 160km/h.

As you might expect, the ID4 drives differently from almost every other Volkswagen. The smooth, silent surge of acceleration is standard EV fare.

Volkswagen offers four drive modes: Eco, Comfort, Sport, and Individual.

Among other things, Eco softens throttle response and limits the top speed to 130km/h. It’s fine for constant

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Drives

Rear-drive, along with a low centre of gravity, makes the ID4 feel sportier in the twisty bits than most mid-sized SUVs

Model Motor Battery Max power Max torque Transmission Weight 0-100km/h Economy Price On sale

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Volkswagen ID4 1st Edition single (rear mounted) 77kWh lithium-ion 150kW 310Nm single-speed reduction 2124kg 8.5sec (claimed) 14.3kWh/100km $70,000 (estimated) TBC

Above: load space is generous at 1575 litres, but doesn’t reset any benchmarks. A good old RAV4 has over 100L more

freeway running but makes the ID4 feel too lethargic around town and on country roads, where the Comfort setting delivers the quicker response useful for plugging gaps in the traffic or overtaking.

Offering a Sport mode in a conventionally powered family SUV is usually a triumph of marketing hype over common sense, and it’s even more emphatically so in this electric

The rival HYUNDAI IONIQ 5 FROM $60,000 (ESTIMATED)

Volkswagen. Selecting Sport mode in the ID4 simply deadens the already slightly gluey steering even more, and introduces lift-off regen that’s about half as strong as that when you switch past D and into B. The ID4 flows down the road better in Comfort mode, which allows the car to coast when you lift off, and lets you decide precisely when to initiate regen through the simple expedient of squeezing the brake pedal.

The brake pedal feel is good, however, and the transition from regenerative braking to mechanical braking imperceptible. The reason the ID4 has drum rear brakes, says Volkswagen, is the power of the regenerative braking effect means it doesn’t need four-wheel discs.

Rear-wheel drive means the ID4 has a tighter turning circle than frontdrive architecture mid-size SUVs such as the RAV4, despite its longer wheelbase, but at 3.0 turns lock to lock the steering is lower geared than most.

Rear-drive, along with a lower centre of gravity courtesy of the battery mounted low in the chassis, also makes the ID4 feel sportier in the twisty bits

than most mid-sized SUVs. But here Volkswagen has overplayed its hand, at least in the 1st Edition: The firm spring and damper rates designed to manage the ID4’s considerable mass on smooth, winding German roads have endowed the car with an arthritic lowspeed ride that’s totally at odds with its mission as a quiet and comfortable family wagon. The stiff sidewalls of the Bridgestone Turanza Eco tyres – 235/50 R20 up front and 255/40 R20 at the rear – exacerbate the impacts felt through potholes and over sharp bumps. The 18- and 19-inch wheels of the regular ID4 line-up, shod with higher profile 60- and 55-series rubber, would seem a more sensible choice.

The Beetle and the Golf were gamechangers. The Volkswagen ID4 is not.

Well, not in the same sense. Though generally competent, the ID4 doesn’t rewrite the rulebook in terms of electric vehicle performance or functionality or value. But the industrial thinking behind it, driven by the desire to build electric vehicles by the million, makes it every bit as significant a Volkswagen as those two icons.

AN GU S MACK EN ZI E

It seems likely Hyundai’s forthcoming Ioniq 5 line-up will be a close match to the ID4 for size, powertrain choice and cost.

Hyundai Australia is still deciding whether to offer both the 58kWh and long-range 72.6kWh battery, or just the larger one.

We’d expect a three-tier range opening with a rear-driver, along with a mid-spec AWD variant, and a top-spec AWD flagship, with prices starting from around $60,000. Early money says the Hyundai is ahead for ride refinement and packaging smarts. @wheelsaustralia

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Drives

FIRST LOCAL DRIVE

SSANGYONG REXTON

BIG, AFFORDABLE, OFF-ROAD CAPABLE

T

HE PANDEMIC has seen the prices of second-hand four-wheel drives hit previously unimaginable highs, so what if we told you that you can get a new, high-spec seven-seat 4x4 wagon for under $55K? Enter the SsangYong Rexton Ultimate, which tops the two-pronged Rexton range with a fixed driveaway price of $54,990. That’s several thousand dollars cheaper than utebased rivals such as the Pajero Sport Exceed and Isuzu MU-X LS-T, and about $18K less than the Ford Everest Titanium.

Based on the SsangYong Musso 4x4 ute, this second-generation Rexton recently underwent a significant facelift and is available in two variants: ELX ($47,990 driveaway) and Ultimate.

Standard kit includes a 10.25-inch digital gauge cluster, leather poweroperated front seats with heating and ventilation, heated outboard rear

Model Mod el Ssa Ssangy Ssangy ngy gyong o Re ong on R xto on Ult lti t mat ti m e ma Engine Eng ine 2 215 21 157cc 7cc c4 4c cyl yl,ll, do y doh hc, c, c 16v 16v, 16 v, tur turbo urbo b die bodie esel se el Max po power we 148 wer 48kW 48kW kW @ 3800 800rpm pm pm Max to torqu rqu q e4 44 441 4N Nm m @ 11600 600 60 600 0-26 26 2 600r 00r 00r 0 pm m Transm Tra nsmiss nsm issio iss ion io n 8-s 8--s spee p ed automat utomat uto matiic ma ic Weight Wei ght 230 2300kg 3 0 0kg 0k k kg 0-100k 0-1 00km/h m/h / 11. /h 11.0se 0sec 0se c ((est es est es estima sttima mate) ma te) e) Ec nom Eco nomy y8 8.7 8.

7L/1 L//1 /100k km Price Pr Pri ce $54 $ ,99 990 990 On O n sal sale e Now w

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seats, and dual-zone climate control.

Spending the extra $7000 on the Ultimate brings fancier Nappa leather seats, illuminated scuff plates, sunroof, ambient interior lighting, 360-degree reversing camera, powered tailgate, touch-sensing front door locks and a wireless phone charging pad. The Ultimate also ditches the ELX’s 18inch alloys in favour of fancy 20-inch chrome-finish rims, which are an odd inclusion for a vehicle with genuine off-road capability.

Step inside and the Rexton Ultimate oozes showroom appeal. The Nappa leather seats, with quilted side bolsters, feel sturdy and supportive. The middlerow seats are similarly trimmed and also comfortable, with the outboard ones coming with bum warmers. Taller passengers will find leg and headroom to be a little tight, although while the seats don’t slide back and forth, the backrests recline up to 50 degrees.

The middle-row seats fold down and forward for easy access to the third row, but that’s where the convenience ends for anyone who has to sit back there, which is virtually uninhabitable for anyone over the age of 12. Smaller children will be comfortable enough, but the tiny D-pillar window and high middle-row seat backs all-but obscure

Price; equipment level; cabin comfort; quiet cruising

PLUS

front and side vision. Best treat the Rexton five-seat SUV that brings a huge boot with a pop-up seat for emergencies.

Speaking of boot space, with all three rows up, cargo space is very tight – the floor area is about 116cm wide with about 40cm between the powered tailgate and seatback, but that decreases as you come up because of the seat pitch. Fold the third-row seats and you have a generous 641-litre cargo area that will take loads up to 1.2 metres long, while folding the middle row seats allows for loads up to 1.7 metres long. If you need to haul more, it’s trailer time, and the Rexton has a useful 3500kg braked towing capacity.

The powertrain, sourced from

MINUS

Ride and handling below par; tight third row with no airbags

Above: Life in the middle row of Rexton is nothing to moan about, with adequate legroom and seat heaters. Unlike the third row (top left), which will trigger a claustrophobe Hyundai, is a 2.2-litre turbo-diesel four making 148kW and 441Nm hooked to an eight-speed automatic. It’s a smallish engine compared to rivals, but gives the Rexton performance that’s sufficiently eager off the mark, and gets up to highway speeds soon enough,

with the transmission quickly shuffling through the ratios to get you there.

Paddleshifters provide manual control if you feel the auto’s calibration is not matching your intentions.

The Rexton is primarily rear-wheel drive, but you can select high- and lowrange four-wheel-drive with a neat dial for when you want to go bush.

The engine sounds rather agricultural on start-up, but once you get moving it’s reasonably quiet and feels quite refined. But while the NVH levels complement the interior comfort, the same can’t be said about Rexton’s ride and handling.

The Rexton rides on a multi-link rear suspension with coil springs that bring reasonable road manners at moderate speeds. However, this is an old-school, body-on-frame SUV, meaning you feel every bump and road imperfection at higher speeds, not helped by the 255/50 R20 rubber – things are noticeably smoother on the ELX’s chunkier 255/60 R18s.

The ride isn’t jarring as such, just busy, and it can become unrelenting as road conditions deteriorate – though it’s pretty good on gravel. You soon get used to it in the front seats, but it can be a little hectic in the back especially in that third row. To be fair, none of its direct rivals exactly provide a smooth ride, but they do tend to settle quicker.

Another disadvantage of the body on frame construction is pronounced body roll, though handling is aided by the

steering that firms up as speed rises.

If you do overcook a bend, the Rexton features anti-rollover protection, which adjusts the amount of engine output and braking power delivered to each wheel to help keep it upright.

The Rexton hasn’t yet been subjected to ANCAP testing, but both variants bring a bunch of safety features including autonomous emergency braking with forwardcollision warning, braking assist, blind-spot warning, rear-cross traffic alert, lane-departure warning, front and rear parking sensors, and trailer sway control. Noteworthy omissions are adaptive cruise control and lanekeeping assist. It also comes with nine airbags, including driver’s knee and side curtains, however the third row is unprotected.

I’d love to say the Rexton is an excellent large SUV that will take a family anywhere in comfort. But I reckon its busy ride and tight third row, which kids will quickly grow out of, precludes it from being suitable for a family with more than three kids.

But, if you’re seeking an affordable large SUV with a tonne of creature comforts, a big towing capacity, huge boot, reasonable 8.7L/100km fuel economy and the ability to tackle moderate off-roading, the Rexton Ultimate is worth a look.

That said, you won’t be wanting for much if you settle for the cheaper ELX. DAV I D BO NNI C I

@wheelsaustralia

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Drives

FIRST LOCAL DRIVE

ISUZU MU-X

UTE SIBLING SPAWNS 4x4 FAMILY HAULER

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A

FTER D-Max’s ascent from earth-salted alsoran to Mister Popularity of the dual-cab set, Isuzu will be hoping its wagonbodied technical twin, this second-gen MU-X reboot, can drink from the same well of success.

And why not? Properly off-road capable, offering 3.5 tonnes of braked towing capability, and in localised specification, this seven-seater on stilts appears fit for the pursuit of great Aussie long-haul adventure, family loaded up and caravan hitched.

Thing is, this ladder-framed wagon business doesn’t quite ring with the conceptual clarity of the dedicated ute they’re based off, nor the urban SUVs they hope to match on practicality. Unless LandCruiser is branded to its rump, go-anywhere passenger propositions can be a

tough sell, regardless of bundled, multifaceted talents.

Isuzu’s thrown lots of everything at new MU-X, heavy on safety and off-roading chops, improvements everywhere else from cabin smarts to features count, all with a more upmarket spin, lobbing most lavishly in here in top-spec LS-T 4x4 form that crowns its six-variant range.

At $65,900 list price, it’s two grand pricier than its logical ute doppelganger, the D-Max X-Terrain, if with not nearly as much nameplate resonance and more formal styling attire. Except Isuzu is launching the range-topper out the door with a more seductive $63,990 driveaway offer.

At 30 paces, between its chiselled body lines and tasty 20-inch rolling stock, the new LS-T makes a more dashing entry than its predecessor, a freshened if largely unpretentious

spin that ought to suit the Isuzu fanbase’s somewhat traditionalist tastes. The brand touts ‘truck DNA’ as a badge of honour, with a penchant for cheap plastics and lower-rent presentation a sort of symbol of hardworking shtick. The new MU-X is now fancier, if not too fancy-pants, then.

Unsurprisingly, the MU-X spins a vibe that’s worked so well for D-Max: a more contemporary and grown-up character without losing contact, sensory or otherwise, with its underpinning tough-truck soul.

Smoothing out rough edges while not diluting that rough and tumble charm is a tricky balancing act and Isuzu has mostly succeeded, honing out agricultural abrasiveness while shunning overtly cushy pleasantry.

Compliant touring ride; off-road ability; current drive-away deal

PLUS

The big 4JJ3-TCX 3.0-litre turbodiesel four plies 140kW and 450Nm, some 10kW and 20Nm up on the old unit, its rattily ruckus still unbridled if flatter and fatter in mid-range torque, with 400Nm available from 1300rpm through around 3200rpm. It’s MU-X’s least altered area, sonically coarse and reluctant to rev much beyond its 3600rpm power peak. On specific output, it has the measure of Ford Everest’s aging 3.2 five-pot, but it looks downright lazy against its rival’s lean bi-turbo 2.0-litre four (157kW/500Nm.) It’s still a truck unit at heart; workmanlike, and doesn’t move the game along much. Nor is the re-engineered Aisin-sourced sixspeed auto a pillar of enthusiasm or refinement, though there’s something

MINUS

Engine coarseness; interior practical rather than premium

indelible about the powertrain that seems to relish hard grunt work.

Slicker, though, is all-wheel drive’s enthusiasm to switch between 2-High and 4-High on the fly at up to 100km/h, which feels as quick as its one-second claim. Off-road credentials are augmented with an electromagneticlocking rear diff, new Rough Terrain Mode electronic aid and improved approach, departure and ramp-over angles together with an improved 800mm wading depth and 235mm of ground clearance. That is, if you brave pitting those machine-face 20-inch alloys against the Aussie mulga…

The graded dirt and sealed tarmac excursions of our local launch experience did demonstrate one onand off-road highlight: the remarkably accomplished ride quality. The MU-X shares the D-MAX’s ladder frame but fits a coil rather than a leaf rear

Top: Ladder frame, improved clearance and 800mm wading depth means MU-X laps up this stuff

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subframe. And despite uprated tuning and a beefier five-link rear end design to facilitate its 3.5-tonne towing capacity, the wagon yields a bump compliance and settling rebound far more accomplished and polished than you’ll find in the dual-cab ute arena.

Sure, all things equal, it’d struggle lugging a tonne of bricks in the boot, but with over 625kg of payload, a family of seven – or five with a semblance of touring luggage – isn’t going to threaten the bump stops. At 2175kg it’s no featherweight, though Isuzu has managed to up the GVM (to 2800kg) and GCM (5900kg) of the LS-T 4x4 and there’s improvement throughout the range.

Diesel clatter apart, the MU-X is a comfy open-road cruiser, Below: Third-row access is via excellent one-touch tumbling second-row seats. Bottom: Cabin majors of robust utility, rather than sumptuous style

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impressively quiet and planted on its rubber well enough, its only small foibles some inconsistency in broad suite of assistance and alert systems: overbearing lane departure mitigation one moment, absent lane keeping the next. A larger 80-litre tank and genuine low-sevens highway consumption offer fair-dinkum 1000km single-tank range and our tester nailed its 8.3L combined claim convincingly.

At 4850mm, the MU-X LS-T is considerably shorter than a D-Max and more comparable in dimensions to Mazda’s CX-8. The interior’s a little roomier in key measures than its forebear, smartly packaged through its three rows, with reclining in all seat positions, clever one-touch tumbling in row two for excellent rearmost access, and roof-mounted air ventilation throughout, including rear fan control.

It’s a genuine family hauler, few corners trimmed and as much as a generous mid-sizer allows, with 311 litres of boot space that expands to 1119 litres as a five-seater, with full-length curtain coverage from its compliment of eight airbags.

Squint and the cabin design is almost indistinguishable from the flagship D-Max, tidy and presentable if barely masking its ute-derivative nature. The lion’s share of materials are more hardy and durable than rich or sumptuous, with a solid honesty to the vibe that’s lean on slick frills. It’s

quite an improvement for its MU-X breed though there’s little to it that’ll keep Audi designers awake at night.

The utilitarian ambience benefits from neat (D-Max mirroring) quirks, such as the dash’s pop-out cupholders and dual-stacked glovebox cubbies.

What the LS-T lacks in fancier frills it compensate for with features and the equipment list is exhaustive even if it lacks simple stuff, such as an audio volume knob. Wireless CarPlay and DAB+ also both feature.

The 9.0-inch touchscreen infotainment isn’t the sharpest or quickest piece of techno eyecandy, but is indicative of the MU-X package: loaded with content, low on pretension, if a little clumsy in areas, such as the offset reversing camera making lining up the tow ball unnecessarily awkward.

Isuzu’s assertion that the new MU-X “changes everything” is a fair stretch for a wagon oh-so familiar in core areas and that largely sticks to its straightforward roots.

However, what that doesn’t credit is that gen-two is measurably better for sheer effort of evolution. Everything is honed, improved and somehow betters its forebear. It’s more capable and safer without messing with the underlying flavour and formula that, while not to all tastes, remains comfortably homely in its more upmarket skin.

C UR T DU PR IEZ

Off-road credentials are augmented with a new Rough Terrain Mode electronic aid, as well as improved approach, departure and ramp-over angles

Model Engine Max power Max torque Transmission Weight 0-100km/h Economy Price On sale

Isuzu MU-X LS-T 2999cc 4cyl, dohc, 16v, turbo-diesel 140kW @ 3600rpm 450Nm @ 1600-2600rpm 6-speed automatic 2175kg 11.0sec (estimate) 8.3L/100km $65,900 ($63,990 driveaway offer) Now

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FIRST LOCAL DRIVE

CITROEN C3

ENDANGERED LIGHT HATCH, LIGHTLY REFRESHED Model Citroen C3 Engine 1199cc 3cyl, dohc, 12v, turbo Max power 81kW @ 5500rpm Max torque 205Nm @ 1500rpm Transmission 6-speed automatic Weight 1090kg 0-100km/h 11.0sec (estimated) Economy 4.9L/100km Price $28,900 On sale Now

T

HE HONDA Jazz is gone, as is the Renault Clio. And the Ford Fiesta survives only as an ST. Light hatches are dwindling in Australia. But Citroen remains optimistic about the C3 – perhaps because it remains a sales success worldwide – and has given the third-generation model a styling refresh and equipment upgrade.

The tweaks are subtle. For instance, the front badge’s lower blade drops into the headlight housings. That central radiator grille is now more trapezoidal-shaped, while the air bumps – Citroen’s trolley-friendly plastic elements – house three cushions. That’s down from seven.

New-look 16-inch wheels feature, while the rear pillar sports a new

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pattern where the roof and body colour meet. At $28,990 before onroads, it’s positioned upmarket from mainstream rivals like the Mazda 2, Volkswagen Polo and Toyota Yaris.

But Citroen has steadily grown specification on the C3, adding autonomous emergency braking and keyless entry/start in 2019, and now front parking sensors. AEB only works at low speeds, and the cruise control lacks radar-based distance control.

There is blind-spot monitoring and lane-departure warning, however.

Inside, squircles are the main theme, and while there is a lot of hard plastic, touchpoints like the door armrests feature nice cloth padding.

The door handles, too, look pinched from a Coach overnight bag. A new Emerald interior trim also adds a tealcoloured ring to the dash.

Downsides? Thick B-pillars and glass A-frames on the front windows can obscure objects. It’s tight in the back for an average-sized adult, while the gear lever obscuring the automatic transmission’s shift pattern is annoying until you eventually learn it by heart.

Comfort-wise, the front pews now feature padding 15mm thick and are incredibly nice to sit on. The pedals are close together, but the gear lever, handbrake and steering wheel feel naturally placed.

At your disposal is only one powertrain, a Euro-6-compliant 1.2-litre turbocharged three-

cylinder petrol offering 85kW and a respectable 205Nm. It drives the front wheels through a six-speed automatic.

Citroen’s three-pot is a joy, bellowing with an off-beat rort on full-throttle as it gladly runs past its 5500rpm indicated redline.

It’s only a shame that you’re never having quite as much fun as the engine may suggest. Despite the C3’s modest 1090kg kerb weight, acceleration slows as you near 100km/h. It doesn’t help that the transmission is a bit dull, either. It operates fine when you’re ambling around town, behaving obediently without a hiccup, but it’s ultimately slow.

Citroen says the C3 slurps 4.9L/100km on a combined cycle. Our urban-centric drive loop drove its thirst up to 8.8L/100km. Keep in mind the C3 demands 95 RON when filling its 45-litre tank.

The C3 should handle long trips comfortably. Large-profile Michelin tyres add absorbency to the rear torsion-beam suspension setup that feels stiff when ambling but softens over bumps at higher speeds. The nicely weighted steering is also a cut above the chassis, which can’t quite deliver the precision to match the available grip.

Overall, the C3 is a refreshing take on the city hatch – injecting vibrancy and fun into a rational-thinking segment. Individuality shouldn’t be so rare, even in a segment as small as this.

LOU IS CO RD ON Y

Charming three-pot engine; comfortable seats; boot space

MINUS

PLUS

Price; short on high-end active safety; tiny glovebox

Model Genesis G70 3.3T Sport Engine 3342cc V6 (90°), dohc, 24v, twin-turbo Max power 274kW @ 6000rpm Max torque 510Nm @ 1300-4500rpm Transmission 8-speed automatic Weight 1765kg 0-100km/h 4.7sec (claimed) Economy 10.2L/100km Price $76,000 On sale Now

GENESIS G70 3.3T

PREMIUM CHALLENGER PUTS ON THE GLITZ

T

HE FACELIFT to the midsized G70 sedan range completes the Genesis brand’s transition to its bold ‘Athletic Elegance’ design language.

There’s more to the transformation than simply grafting the brand’s new crest grille and ‘quad lamp’ lighting.

The front guards are new, the bootlid is reshaped and the dash fascia is revised to allow for hardware changes.

It’s a slam dunk conversion nose-on, distinctly different in chase – where our flagship 3.3T Sport (with Luxury Package) flaunts new dual oval pipes and faux diffuser. One exception is the fetching new-look, staggered 19-inch black Sport-spec rolling stock.

The old six-variant range has been trimmed to just two, a choice of

turbo-four 2.0T and twin-turbo V6 3.3T Sport, with a Sport trim option for the former and further Luxury Package available atop any configuration.

Our tester is the $76,000 3.3T Sport with Luxury Package ($10,000), which adds red quilted Nappa leather and niceties such as intelligent headlight functionality, acoustic front door glass and a powered bootlid. A five-star ANCAP safety rating carries over from 2018, however, it now has 10 airbags as well as a host of active systems.

The party trick is the large 12.3-inch instrument cluster, which changes theme depending on the drive mode selected. The 10.25-inch multimedia system holds up well in context, even if it is a little too high-spec Hyundai.

Some cabin details fall short. Almost all satin alloy features feel plastic to touch and some controls lack premium tactility. Surely that $10K Luxury splurge could’ve afforded some nicer, less-mainstream detailing. Regardless, Sport-with-added-Luxury spec bats a high average for sheer accommodation and comfort. It feels larger than its sub-4.7-metre length suggests, but boot capacity is only 330 litres and overall kerb weight is a portly 1765kg.

Mechanically not much has changed.

This version of the 3.3-litre twinturbo bent-six adds an academic two kilowatts, to 274kW, wholly thanks to the new adaptive exhaust hardware prescribed to inject some rock ’n’roll into its formerly too-polite soundtrack.

Also new is the harder-core Sport+

Price; performance; standard equipment

PLUS

mode that brings sharpness to the powertrain calibration, steering response and a surlier damper setting for the adaptive suspension.

The form guide claims 4.7-seconds 0-100km/h but in either of G70’s more spirited modes it feels fit to challenge that claim. There is still 510Nm to play with and the 3.3T plays the muscleladen grand tourer theme well – especially with the smooth eight-speed automatic. The breadth of ability the drive modes afford suits its sportluxury brief impressively well.

On-road it’s mostly refined and resolved in its approach to the luxury experience, without ever fully relaxing and filtering out its slightly taut sporting edge. This is evident in the slightly active primary ride and the generally direct and benevolent steering that can feel under-assisted at times.

Its sporting purpose seems apologetically reserved until the point where you grab its scruff, dragging its surprisingly competent dynamic talent out of the sedan’s characteristic closet.

The G70 3.3T backs up its sportiness pitch and counters with suitable luxury to fit the desired mould. It feels a more fulsome package than highpower four-pot Germans flying at the same fiscal altitude. While the G70 just gets away with that New Genesis feeling, it ticks many of the boxes it needs to right now. Acceptance as a bona-fide prestige figurehead, though, is a longer work in progress.

C UR T DU PRI E Z

MINUS

Luxury pack a fair premium; some average cabin details @wheelsaustralia

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FIRST OVERSEAS DRIVE

POLESTAR 2

SWEDES JOIN THE QUEUE FOR A SHOT AT TESLA

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D

OES THE Polestar 2 have pole position potential? Or does the Swedish-designed, Chinese-made liftback belong further back on

the EV grid?

The Australian launch of Polestar, founded by Volvo and its parent company Geely in 2017, is still months away. Deliveries to the EV-only brand’s customers here won’t begin until the early months of 2022. But the recently expanded Polestar 2 line-up is on sale in some European markets.

Switzerland is one of them. Which gave us an opportunity to sample the entire three-model range out of the Polestar Space in Zurich.

Top of the Polestar 2 hierarchy is the Long Range Dual Motor. As a lavishly equipped launch version, this was the first variant into production

Above: It’s not as slippery as some rivals, to the detriment of range

at Polestar’s Luqiao factory in April 2020. Though the Plus and Pilot option packs included as standard in the launch version are now extra-cost items, its power and performance remain unchanged.

The Long Range Dual Motor has a 150kW permanent magnet synchronous electric motor driving each axle, for a total of 300kW, and rips 0-100km/h in a claimed 4.7 seconds.

Both the more recent additions to the 2 range are front-drive. The chief difference between the Long Range Single Motor and Standard Range Single Motor variants is battery. The first has the same 78kWh lithium-ion battery pack as the Dual Motor, the second has a smaller 64kWh pack.

Although the big-battery front-driver has a 170kW motor while the smallbattery variant has a 165kW motor, the 0-100km/h claim for both is 7.4 seconds.

And while the top speed of the Dual Motor is 205km/h, the Single Motor Polestar 2s are restricted to 160km/h.

Polestar made a deliberate decision that all three variants should look identical. There’s no easy way to tell them apart. The only possible clue is the big, coloured brake calipers included in the Performance pack option offered only on the Dual Motor.

In Australia, as elsewhere, Polestars will be sold exclusively online. But prospective customers will be able to

Lack of bodyroll; fine agility; Interior design and quality

PLUS

visit a Polestar Space, like the one in Zurich, for discussions with product experts and test drives.

The Polestar 2 is a tall-standing five-seat liftback built on the versatile Compact Modular Architecture jointly developed by Volvo and Geely.

The design of the Polestar 2, previewed way back in 2016 by the Volvo Concept 40.2, doesn’t much resemble anything in Volvo’s current line-up. But the under-the-skin relationship is very close. The electric powertrain of the Long Range Dual Motor variant, for example, is exactly the same as that in the new $76,800 XC40 Recharge Pure Electric.

Polestar is yet to announce Australian prices, but there are reasons to anticipate they might undercut the nation’s best-selling EV, the Tesla Model 3. The Volvo price mentioned above is one of them. The other is that prices of the Polestar 2 line-up in Europe are significantly lower than roughly equivalent Model 3 variants.

If it’s the same in Australia, this could mean the Polestar 2 range opening at around $60,000 and ranging beyond $80,000, before option packs and onroad costs are added. But, for now, this is pure speculation.

What we do know for sure is that the 2 is a little shorter, narrower and taller than the Model 3. The biggest dimensional difference is the Polestar’s

MINUS

Fast charging not ultra-fast; powertrain noise; rear-seat space @wheelsaustralia

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much shorter wheelbase, which means a less spacious rear seat than in the Tesla.

The 2 is also much less aerodynamic, with a drag co-efficient around 20 percent greater than the Model 3. Even though the battery-pack capacities of the Polestar are similar to the Tesla, it can’t drive as far on a full charge. Inferior aero is the most obvious explanation.

Measured according to the reasonably realistic WLTP standard, the Polestar 2 can cover 440km (Standard Range Single Motor), 480km (Long Range Dual Motor) or 540km (Long Range Single Motor).

Where the Polestar shines brightest, at least in comparison to its Tesla rival, is interior design and quality. The instrument panel of the 2, in particular, provides a richer visual experience than the ultra-minimalism of the Model 3. The pared-back style of the Polestar is Scandinavian, not Spartan.

The 2’s firmly bolstered front seats provide a more elevated view and much better support and comfort than those in the Model 3. Both the steering wheel and portrait-oriented centre screen of the Polestar will look and feel familiar to anyone who’s driven a recent Volvo,

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and this a plus rather than a problem.

Throughout the cabin, and the 405-litre cargo compartment, the perceived quality of the 2’s fit-out is high. It’s also, like the Tesla, vegan.

There’s a small and Tesla frunk-like 35-litre storage compartment under the bonnet, perfect for stashing cables or small pieces of luggage.

Don’t go looking for a starter button in the Polestar 2. Climb in, key in pocket, press the brake pedal, tap the stubby and distinctive selector into ‘D’ and drive away. A sensor in the driver’s seat effectively takes the place of a starter button.

Though the Polestar looks a little ungainly, it doesn’t drive that way.

The Long Range Dual Motor driven in Switzerland had the optional Performance pack, which includes manually adjustable Ohlins dampers, so it’s no surprise that it rides firmly.

What isn’t expected is that both the Single Motor 2s are also tightly disciplined.

If the objective was to quell bodyroll and enhance agility, the engineers who set-up the Polestar’s suspension nailed it. Though the resolutely feel-free steering isn’t as quick and direct as a

There’s 405 litres here; 35 litres up front

Model 3, the 2 feels agile.

And there’s typical EV eagerness to accelerate, too. The relentless rush of the Dual Motor 2 isn’t matched by the Single Motor variants, but they still deliver the instant responsiveness and surging torque that startles EV virgins.

The drivetrains of the Polestar aren’t the most refined around. There was some whining from all three of the 2s we drove, though the source was hard to identify. It was a reminder that electric motors, and their reduction gears and inverters, aren’t inherently silent.

Model Polestar 2 Long Range Dual Motor Motor Dual (front and rear axles) Battery 78kWh Max power 300kW Max torque 660Nm Transmission Single-speed reduction gear Weight 2200kg 0-100km/h 4.7sec (claimed) Economy 19.3kWh/100km (WLTP) Price $85,000 (estimate) On sale February 2022

Above: Add the optional Performance pack for manually adjustable Ohlins dampers and iron-fisted body control

Polestar provides the 2 driver with a reasonable array of modes to make the car drive the way they prefer, easily accessible via that big, and smearprone, centre screen. Regenerative ve braking levels can be set in the Drive rive menu, where the One Pedal Drive e choices are off, low or standard. This his is also where ICE-like auto trans Creep eep can be turned on or off, and the level evel of steering assistance can be set at light, standard or firm. My preference, ence, after experimenting, was for low regen, Creep off and light steering.

The brevity of the drives around Zurich meant recharging wasn’t necessary, but the Polestar is pretty well set up to take on energy speedily.

The Long Range variants can take up to 150kW from a DC fast charger, the Standard Range 125kW. All three come with an on-board charger that can take 11kW from a similarly rated wallbox.

With its distinctive looks, highquality interior and engaging dynamic character, the Polestar 2 is an EV sure to appeal to the growing number of Australians prepared to consider making the switch.

Success in establishing itself as a prominent plug-in player, or not, will depend heavily on the Polestar’s prices.

Positioned below the Model 3, the 2 deserves to thrive. If not, survival could be a struggle.

JO HN H N CAR C AR E EY Y

Hook up

THE LONG HAUL Hauling a load? No problem for the Polestar 2. This is one EV with decent towing capability; 1500kg with a braked trailer, 750kg without. These are the car’s official European ratings, but we’re told they will not change for Australia.

However, adding a tow bar won’t be cheap. This option costs the equivalent of $1750 in Europe.

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FIRST DRIVE / MERCEDES-BENZ EQS

THIS IS THE MERCEDES EV FLAGSHIP POISED TO PUT A BULLET IN THE HEAD OF S-CLASS WORDS JOHN CARE Y

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@wheelsaustralia

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FIRST DRIVE / MERCEDES-BENZ EQS

S

WIFT, SILENT AND slippery, the EQS has the essential attributes of an excellent assassin. And that’s exactly what it is. This big, luxurious and techladen electric sedan is the car that kills the S-Class.

Mercedes-Benz, without being explicit, confirmed in late July that the just-launched and all-hybrid W223 S-Class will be the last of the line. From 2025, all new-vehicle architectures the company launches will be electric-only.

So that’s the fate of the S-Class, for decades Mercedes-Benz’s flagship model, effectively sealed. Only the timing of the funeral remains unknown. Will the W223 run its natural lifespan of seven or so years? Or will the EQS strangle it to death earlier than 2027?

Whenever it happens, it won’t be a tragedy. Not only is the EQS a machine in tune with the times and fit for the future, it’s also a better big luxury car than the S-Class in many ways that really count.

The interior of the latest S-Class is visually stunning, but that of the EQS is even better. Especially if it has Hyperscreen. This curved and carved sheet of glass is almost the entire instrument panel, and its visual impact is immense.

Behind it are up to three displays: configurable instruments for the driver, a massive central touchscreen, plus an optional passenger screen. Hyperscreen is a technology reserved for EQ models, and it’s desirable for more than just its looks.

It delivers what Mercedes-Benz calls a ‘zero-layer’ user experience on the centre screen. What this means is the use of artificial intelligence to figure out what the driver will want to use at any time, and automatically displaying these functions.

It’s capable of constant learning and improvement over time, but even a day spent interacting with this latest iteration of MBUX is enough to convince anyone of its value.

In tune with the streamlined Hyperscreen interface, the interior design of the EQS aims for a cleaner and more minimalistic look than the S-Class. There are few buttons, but plenty of eye-pleasing curves and impressive craftsmanship.

The interior also takes advantage of the EQS’s flat-as-abattery-pack floor. With no need for a central tunnel, MercedesBenz’s designers could install a bridge instead. Beneath the elevated platform extending from the base of the instrument panel to the centre console is another useful, out-of-sight storage space.

The only area where the EQS’s interior fails to match the S-Class is rear seat roominess. There’s a good reason for this: aerodynamics. The EQS sets a new production-car record for low drag, though it should be pointed out that only one model achieves the crucial 0.20Cd figure, and then only when fitted with a particular 19-inch wheel and some small additional aero aids.

What’s important to understand is that the shape of the EQS was influenced by the need to reduce air resistance more than most other cars. Aerodynamics dictated a profile rising from a low nose and then tapering from a point above the front seats to a tall tail.

And this meant the EQS almost certainly had to be a liftback.

There’s a massive cargo compartment – 610 litres – beneath it, but the rear seat isn’t as sprawlingly spacious as that in the S-Class. While there’s ample knee room, head clearance isn’t so generous, even though the seat is relatively close to the floor.

Holger Enzmann, project lead for EQS development, confesses that senior Mercedes-Benz management didn’t believe

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Exterior design was dictated by the need to cheat the wind, rather than delight the eye

Will the S-Class run its natural lifespan?

Or will the EQS strangle it to death earlier than 2027?

Left: Latest MBUX is smart enough to know what you want to do before you’ve actually decided

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3

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shoul should hou know

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EYE CANDY

one

two

three

ONE VISION

BLACK OUT

THAT’S TOUGH

Hyperscreen is optional in EQS variants soon to go on sale in Europe, but is sure to be standard in high-grade cars for the Australian market.

Massive centre touchscreen can be switched off for distraction-free night driving. Only the bottom section displaying HVAC controls remains lit.

Energy-absorbing extruded aluminium sections that connect Hyperscreen to the EQS’s body shell are designed to reduce the likelihood of it being damaged in a crash.

early design proposals for the car were serious. Their doubts were only dealt with when design chief Gorden Wagener’s people came up with the look now known as ‘one bow’. Still, from outside, the EQS is no great beauty.

Aerodynamics played an outsized role in shaping the EQS because low drag was essential to achieving one key objective: a 780km driving range. This target was set at the very beginning of the project (five years ago) according to Enzmann.

It was a very ambitious aspiration, but the EQS450+ has a 780km WLTP-rated driving range. The other variant leading the model’s roll-out, the EQS580, is almost as impressive. Its WLTP range is 676km. They have the same 108kWh lithiumion battery pack.

We drove both the single-motor 450+ and dual-motor 580 at the international launch of the EQS in Switzerland.

It’s not hard to sense the effect of the ultra-aero shape. Just tap the thing behind the steering wheel that looks just like a shift paddle to disable regenerative braking. On the move, without electricity-generating drag to slow it, the EQS feels like it could roll on forever when the accelerator is released on a flat road. And going downhill it quickly gathers speed.

The quest for powertrain energy efficiency – the other factor affecting EV driving range – was equally relentless. The EQS has different, more advanced motors from the EQC, EQA and other Mercedes-EQ models.

They’re synchronous permanent-magnet units, but the interestingly innovative motor designed for use in the rear axle of all EQS models is different from the front motor of the

all-wheel-drive variants (see sidebar p67).

Both motors feature liquid cooling of rotor and stator, and the waste heat captured this way is used to reduce the need for electrical heating elsewhere in the car, thus boosting range. This and the other efficiency-enhancing measures seem to be effective.

On one 180km-long leg of the test program, the trip computer of the 450+ I was driving calculated my energy consumption at 12.6kWh/100km, well under the car’s official WLTP rating of 15.8 to 19.8kWh/100km. Though the drive did begin high in the Alps and ended much lower, this is still a mighty impressive result.

The 580 driven the day before exactly matched the upper 21.4kWh/100km consumption of its WLTP figures. Both cars were driven quite normally.

What these real-world results mean is that the EQS is an EV that should easily get close to, or maybe exceed, its WLTP range in day-to-day driving.

The EQS is, to some extent, quite S-Class-like to drive. The two share some suspension and steering components, and both are built in Mercedes-Benz’s high-tech Factory 56 in Sindelfingen, outside Stuttgart.

Like the S-Class, the EQS casts a large shadow. Though very long and wide, it’s one of those cars that seems smaller when behind the wheel. Its width seems to shrink, while the standard rear-wheel steering system makes it feel like something with a shorter wheelbase.

But the EQS is the better driver’s car. Its air-spring

Though very long and wide, it’s one of those cars that seems smaller when behind the wheel

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Right: liftback design means unhindered access to the EQS’s huge 610-litre boot

FIRST DRIVE / MERCEDES-BENZ EQS

M-B Australia is yet to decide if it will offer both 450+ and 580 variants, or just the flagship

suspension, even in the default Comfort driving mode, doesn’t deliver the same ultra-soft ride. While very absorbent, there’s a little more discipline; enough to engender a sense of slightly superior agility and responsiveness.

Acceleration of the EQS is in the same league as equivalent S-Class models. The rear-drive 450+ is slower than the allwheel-drive S450, but the all-wheel-drive 580 is a fraction quicker than the likewise all-wheel-drive S580.

But the EV is both smoother and more silent. It beats the S-Class at its own favoured game – refinement. Engineers who worked on the motors and power electronics of the EQS took great pains to make this happen.

Electric motors are not naturally quiet and vibrationfree devices, nor are components like inverters, explains engineer Xenia Kressner. On a walk-round of a cutaway EQS580 skateboard chassis she points out its key features; skewed motor stator windings, noise-absorbing covers for the inverters, subframes with rubber bushings to double isolate the motors from the body structure.

These measures are very effective. I’ve never driven a car in which speed is so hard to judge. The way it accelerates, even foot flat, is supernaturally silent. The shove is instant, just like other high-end EVs. In the case of the EQS580 it’s also massive.

Clear superiority in refinement and performance isn’t hard for an EV to deliver, but there are more practical aspects of use and ownership where they struggle to even equal ICEpowered competitors.

The most obvious of these is recharging time versus refuelling time. The EQS comes standard with an 11kW on-board charger that needs a similarly rated three-phase

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wallbox to fulfil its potential. With one of these installed at home or the workplace, the EQS will seldom need to charge anywhere else. But, sooner or later, an owner will want a quick recharge on a long trip.

Hooked up to a powerful DC fast charger, the EQS450+ can take on 300km of range in only 15 minutes. The EQS580 can add 260km in the same time, reflecting its higher energy consumption per 100km.

This isn’t as speedy as filling a tank with unleaded, but most people also need a comfort stop, a coffee break, a leg-stretch, or all three, after a few hours behind the wheel. Although the number of DC fast chargers that can pump out the 200kW the EQS can accept is small, more are being installed on the major routes where they’re most needed. And with its great driving range the needs of the EQS are less than other EVs. So while choosing the EQS does involve a degree of compromise, price isn’t one of them. Though prices are yet to be announced for Europe, where deliveries of the EV will begin in September, it’s promised the EQS will cost around the same money as equivalent S-Class models. This also goes for Australia, where the EQS is scheduled to arrive in March or April 2022.

Extra EQS variants are sure to go into production in the meantime, including those with a smaller and less costly 90kWh battery pack. Mercedes-Benz Australia is still picking and choosing, but the possibility of a single-motor EQS for between $200,000 and $250,000 surely exists.

Mercedes-Benz has made clear its future is electric, and the EQS shows that this isn’t something to dread. This ultra-aero electric luxury liftback truly is a landmark in the history of the company that invented the car, simple as that.

SPECS Mo el Merc Mod er ede edes-E EQ EQS QS5 Q S5 580 0 Motors Mo s Dual all (fron (fr t and d rea ar axle xle l s)) Batter Bat te y 108k ter 0 Wh Max po powerr 38 85k 85 5 W Max torqu rque rqu e 855N 5 m spe sp peed ee ed d red reduc educt cttion io on gear ge ear ar Tra Transm ran mission o s Sin ing ng n gle lee-spe Energy Ene rgy consumpt co co m ion on n 18.3 8 3-21 8.3-21 211.4k 2 .4k 4k 4 kWh Wh Wh/ h//100 00 0km (WL WLTP) WL TP) T TP P aim a im imed ed) d)) 0-1100k 00km/h m/h / 4.3s /h .3 3sec 3s ec ((cl (c c ai cl Weight We Wei ght 258 585 585 85kg kg L/W/H/ L/W /H/WB WB 5216 2116 6//19 /119 192 26 26/ 6/151 115 5112/3 5 2/3 2/ 32 210 21 10 1 mm 330 30 3 0,0 ,,00 ,000 0 00 00 (est estima stima im ma mated ated ted te ed) Priice Price ce $33 On sal On sa a alle Marc arrc a rch/A h/A Apr pr l 2022 pri 2022 02 22

I’ve never driven a car in which speed is so hard to judge. The way it accelerates, even foot flat, is supernaturally silent

SIX PHASE

The V8 of motors Most EV motors use three-phase power to create the pulsing forces that push their rotors round. Not the innovative motor developed for the rear axle of the EQS. It uses six-phase power.

Engineer Xenia Kressner explains what this means with a comparison to an internal combustion engine.

It’s like joining two four-cylinder engines to create a V8, she says.

Doubling the number of phases doubles the frequency of the electric motor equivalent of power strokes, but without any great increase in the motor’s physical size.

The change also makes the motor run more smoothly.

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COMPARISON TEST / LARGE SUVS

HEY RIG SPENDER THREE DISTINCT POWERTRAIN PHILOSOPHIES BUTT HEADS IN THIS BATTLE OF THE BIG TOP-SPEC SEVEN-SEATERS WORDS TONY O’K ANE PHOTOS CRISTIAN BRUNELLI

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T’S TEMPTING TO pour scorn on McMansions, the relatively new phenomenon of enormous, cookie-cutter, brand new homes proliferating profligately in outer suburbs across the nation.

They’re easy targets after all.

Architectural fast food, stamped out by the hundreds at our suburban frontiers, they trade subtlety and sophistication for other objectives. Media rooms, double walk-in wardrobes, and butler’s pantries are priority one, and everything else – including elegant design and sympathetic landscaping – is secondary.

But contain thy smugness, for as maligned as they are, these dwellings are also a reflection of what the average Australian wants.

We want as much room and as many features as possible, but we also want value for money. That’s not to say we’re cheapskates – even a modest McMansion is an expensive proposition these days – but we do want to see our dollars go far. There’s nothing wrong with chasing good value.

And the same is absolutely applicable of the cars we buy.

SUVs might not win beauty contests, but they’re winning sales races. These days the family vehicle of choice tends to have three rows of seats, a big wagon bodystyle and all-wheel drive. There’s also a strong preference for range-toppers – we

love a long feature list, and are prepared to pay for it.

With the arrival of a newly-minted Toyota Kluger, long the darling of the family-sized three-row SUV set, it’s a good excuse to examine what life is like in the upper echelons of the mainstream large SUV segment. Joining the fourth-gen Kluger in this test is another fresh-faced arrival, Hyundai’s Palisade, while the COTY-winning Mazda CX-9 is a grizzled veteran that still enjoys strong sales despite its advanced years, and is our benchmark in this segment.

The Kluger nameplate may be vehicular Wonder White, but there’s reason to look in the fourth-generation model’s direction. It’s almost completely new, built atop the largest version of Toyota’s scalable TNGA architecture to date and coming with one sizable ace up its sleeve: a hybrid option.

Aussie appetite for hybrid powertrains has been on a steady rise. At the time of writing, demand in the SUV segment for electrically-assisted crossovers and softroaders was almost double what it was in 2020 – with continued growth expected. That demand is especially pronounced in Toyota-land, with almost three out of every four RAV4 sales in Australia this year being for a hybrid variant and the smaller Yaris Cross notching up a whopping 81 percent hybrid uptake. With an ultra-efficient petrol-electric powerplant available alongside the venerable and familiar

The fourth-gen Kluger appears to have its finger on the pulse of Australian wants and needs

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Plug off: Toyota AMP FLOW

Toyota is steadfastly sticking to its so-called ‘self-charging’ hybrid tech, even as virtually all electrified rivals move to a plug-in system. The official line is that customers value the convenience of never having to plug in their vehicles, but the flip side is that the pure-EV range of the Kluger, as with other Toyota hybrids, is negligible – a few hundred metres on flat terrain at a max of around 30km/h. Also worth noting is the hybrid Kluger’s engine has no mechanical connection to the rear wheels - rear drive is provided purely by the electric motor driving the rear axle.

Aussie Kluger gets a dinky 8.0-inch multimedia display, not the big 12.3-inch unit fitted to US upper-spec variants

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Diesel Palisade uses the older, iron-block version of HMC’s 2.2-litre four, not the lighter aluminium unit used by Kia

The Palisade feels more composed and willing to turn than the Kluger

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3.5-litre petrol V6, the fourth-gen Kluger appears to have its finger on the pulse of Australian wants and needs.

And so it’s the hybrid that we have here, in top-shelf Grande trim no less. It’s the most expensive Kluger on offer, wearing a $75,400 sticker before on-roads, or $76,075 for the car we’ve got here thanks to a $675 metallic paint charge. Versus a comparatively equipped AWD V6 Kluger, the Hybrid option carries a $2500 premium. We’ll find out shortly if it’s worth it.

At $75,000, the Palisade Highlander seven-seater marginally undercuts the Kluger. It does not have an electrically-assisted engine under its bonnet, rather a 2.2-litre turbo-diesel variant that aligns more closely with the Kluger hybrid on power and price than the available 3.8-litre petrol V6.

For the CX-9, there are no options in the engine bay – it’s either a 170kW 2.5-litre turbo petrol, or nothing. The topshelf Azami lobs in with a retail price that’s just north of $70K, and while a limited edition Azami sub-variant exists above it (and would be a closer price rival to the Palisade Highlander and Kluger Grande), that one is a six-seater.

For this test, we want only seven seaters.

The CX-9 is approaching retirement age – not that you’d know from looking at it. Even after half a decade of production, the design has held up well. The Palisade is also a handsome thing, with a profile that proves ‘big and boxy’ isn’t necessarily shorthand for ‘ugly’. The grille is perhaps the only stylistic miss-step, its chunky matte silver frame integrating poorly with the rest of the front end.

Meanwhile the Kluger is perhaps the least convincing of Toyota’s modern design language. Its ‘grumpy Stormtrooper’ nose lacks the assertiveness of the Palisade and the confident elegance of the CX-9. There’s some nice surfacing on the side that echoes the Supra and Yaris GR (we kid you not), but otherwise the Kluger is a fairly anonymous thing to look at.

It’s also the ‘smallest’ SUV here. The Palisade is larger than its Toyota rival, though only just. Sizing the two up with just your eyeballs would have you believe the Palisade has a markedly larger footprint, but it’s just a handful of centimetres that separate them in length, width and wheelbase. Astonishingly it’s the Mazda that’s the longest in this group, both in wheelbase and overall length, but venturing indoors reveals that running a tape measure across the exterior of these things means nothing when it comes to cabin utility.

Let’s start with the new kid. The Kluger’s first-row ergonomics are pretty good, with everything clearly labelled and falling within easy reach of the driver’s heated and cooled eight-way power adjustable seat. Forward vision is also great, with A-pillars that are remarkably slim for a modern SUV and a big head-up display to help keep your attention on the road ahead.

The 8.0-inch high-mounted screen and ventilation controls are easy to use with plenty of prominent buttons that are easily navigable by feel, but the infotainment software – and clumsy screen integration with the dash – leave much to be desired. Why should a car for the 2020s have in-car tech from the 2010s? At least Android Auto and Apple CarPlay are there to take out some of the sting, but Americans get a 12.3-inch touchscreen in their rangetopper and we don’t. Unfair.

The intermediate shelf that runs across the dash is a handy bit of functional design, though, with grippy rubber to help contain whatever keys, wallets or phones you toss on there and a cable pass-through so you can keep your phone connected without leaving it on the cramped and slippery centre console tray. Given how mediocre the stock infotainment system is (and the fact that wireless smartphone mirroring isn’t available in the Kluger), you’ll want to keep your phone hooked up at all times.

The second row experience is solid, with a roomy three-

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seat bench, reclinable backrest and a good range of fore-aft adjustment on its slider. The Grande comes standard with a gigantic glass sunroof and it’s used to good effect, flooding the cabin with light and lifting the ambience considerably, while backseaters also have their own controls for the rear climate zone and roof vents pointing at each seat.

Things aren’t so rosy when it comes to the third row, however. For an adult, squeezing between the door frame and the middle seat isn’t an elegant operation, with the shape of the Kluger’s rear door aperture not big enough for easy third-row access – likely a side-effect of the Kluger having the shortest wheelbase in this group.

Once seated, you’ll find the Kluger’s third-row packaging is flawed for anyone larger than a small child. A knees-up posture, rock-hard cushions, tight headroom and a lack of USB outlets give the Kluger the worst third row in this gang – a surprising result given Toyota boosted third row seat width by 20mm and supposedly improved seat cushioning for this all-new Kluger.

Right: Juke takes a more conventional approach to instrument design; loses nothing for it

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Material quality is generally quite good, with plenty of soft-touch surfaces and decent leather upholstery, but the less said about the Kluger Grande’s overtly fake ‘woodgrain’ trim, the better.

Let’s hop into the Palisade. Hyundai’s largest SUV gets off to a strong start with some Benz vibes around its canted-back centre stack and monolithic instrument panel/infotainment screen integration, while the push-button transmission selector takes up less real estate and helps keep the centre console sleek and tidy.

A retractable lid for the cupholder/phone charge pad recess allows clutter and valuables to be hidden away, as does the cavernous cubby beneath the centre armrest, while a capacious under-console shelf can easily accommodate a tissue box or handbag. Hyundai proves that merging functionality with good looks ain’t impossible.

The second row is where the Palisade really stands apart.

Rather than the 2-3-2 seat layout of the other two, the Palisade gives the option of two separate captain’s chairs in

CLEVER TECH

Blind-spot smarts When it comes to mod-cons, all three are loaded with gear. There’s plenty of common ground between them: all have head-up displays, power-operated tailgates, retractable rear sunshades, heated front seats, radar-guided cruise control and AEB, blind-spot monitoring and lane-keep assist, but there’s one feature that the Palisade has which really should be standard on all large SUVs: a blind-spot-eliminating side camera view that activates every time you flick on the indicator.

Perfect for maintaining separation from cars, bikes, cyclists and pesky kerbside bollards, and a necessity on vehicles of this size.

Aussies love a long feature list, and we’re prepared to pay for it

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02

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BAG EATERS

Give ’em the boot BE KING OF THE BUNNINGS CARPARK

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1. HYUNDAI PALISADE

2. TOYOTA KLUGER

3. MAZDA CX-9

With 311 litres of cargo capacity with the third row raised, there’s more space in the Palisade’s boot than a Toyota Corolla hatch. Drop that third row, and a full 704L luggage space is yours to fill. Need more? The second row seats can be dropped via a pair of buttons on the left wall, and there’s also a sizable amount of under-floor stowage and a 12-volt outlet for gear like portable fridges.

Kluger has just 241L behind its third row, increasing to 552L with the third row folded and 1150L with the second and third row stowed.

Not as generous as the Palisade, but nevertheless 46L bigger than the third-gen Kluger. There’s a small amount of under-floor storage too, but that’s best used to keep the cargo cover out of the way when it’s not needed.

With all seats raised, the CX-9 offers the least room for your gear – just 230 litres. Mazda doesn’t give a to-the-windowline figure for when the third row is folded either, instead quoting a to-the-rooflining number of 810L when in five-seat config. That said its third row release handles are the easiest to use and there are flipout bag hooks and additional underfloor space for odds and ends.

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CX-9’s swooping roof line compromises third-row headroom slightly, but your kids are unlikely to notice

the middle and a three-across bench in the back. Less practical than having a bigger bench in the centre row? Maybe if you need to fit more than three baby seats at a time, but here’s the thing: you can walk between those captain’s chairs, negating the need to fold them forward to gain access to the third row.

Not that folding them is particularly hard. While the Kluger and CX-9 use a traditional mechanical lever, the Palisade has an electronic button that releases both the backrest and the slider, and with the seat slid forward there’s plenty of room to step up into the rearmost seats. Its seventh seat is definitely the least useful given the narrower width of the third row, but the other six seats are hugely spacious – especially those in the second row, which are not only heated, but ventilated too.

There are also other thoughtful features throughout. USB charge ports on the front seat backrests keep cables from dragging on the floor, and there are a pair of USB ports and roof vents for the third row too.

What of the CX-9? Its cabin design is clean and timeless with elegant touches like backlit door pulls at night, but next to the button-heavy Palisade and Kluger it might look too minimalist for some. To our eyes it still looks great, and the Azami’s soft leather upholstery adds significant tactile appeal as well. Its tombstone style infotainment screen sits nice and high, and the CX-9’s remote controller makes it the only one in this group that doesn’t require you to put finger smudges on its screen.

It could learn a lesson or two from the Palisade and Kluger about cabin storage though, with only a shallow tray ahead of the gear selector (which also houses a wireless phone charger) and a fairly modest centre console box in addition to the usual glovebox and door bins. The hard plastics around the cupholders also detract from what is otherwise a very sophisticated and classy cabin ambience.

Second and third row accommodation is middle-of-the-pack.

The third row suffers a little in headroom thanks to the CX-9’s hatchback-like roofline and the absence of air vents back there, but seat comfort and entry/egress is nevertheless better than the Kluger.

When I drove the previous-gen Kluger at its national media launch, my one lasting memory of the event was my co-driver becoming quite seasick during a twistier section of the drive loop. I don’t blame him. That car had all of the pitch and roll of a tugboat in a tsunami. Credit to the engineers of the new Kluger, then, because its significantly improved body control and more improved damper calibration dramatically reduce the amount of head toss.

That said, it’s still a soft marshmallow compared to the firmer jellybeans that are the CX-9 and Palisade. All of them roll on 20-inch alloys with similar sidewall heights, but the Kluger skews more strongly toward comfort than the other two. In a way, that’s a good thing – these are family vehicles after all, and your partner, kids and Labrador care nought for how many lateral G you can sustain in a corner.

But that’s not to say that the CX-9 and Palisade are roller skates by comparison. The CX-9’s well-judged balance between ride and handling is as good as it’s ever been, with only a slightly sharp bump response from the 20-inchers and a fair bit of road noise taking the shine off its superb steering and bighatchback dynamics.

The Palisade sits somewhere in between. It’s firmer than

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The Palisade gives you an eight-course banquet for a three-course pricetag you’d expect and quite sensitive to small-amplitude bumps, but glides easily over bigger stuff. Its mass is more obvious than the CX-9 when you ask it to change direction, but it feels more composed and willing to turn than the relatively mushy Kluger. Shame about that noisy diesel – even at idle, it’s louder than we’d want for a family hack – but at least it’s got bags of torque and that slick-shifting eight-speed auto.

The Kluger’s mushiness extends to its powertrain. It excels in the light-throttle regime, being pedaled around sedately in stop-’n’-go traffic or in a steady highway cruise, where the switchover from petrol to electric is nearly imperceptible and the overall experience is best described as “serene”.

However, stomp the pedal flat and a coarse engine note and lethargic 8.4-second 0-100km/h sprint are the result. These are all big ol’ buses, but the Kluger, weighing in at 2090kg when empty, feels like a double-decker.

Its 6.5Ah high-voltage battery won’t sustain much electric-only driving too, and Toyota’s hybrid system will quickly flick on the combustion engine if you don’t use a feathertouch on the pedal – even if you thumb the ‘EV mode’ button beforehand. It’s a chore to try and keep it within the electric-only parameters, but here’s the thing: without even trying to hypermile, we saw a 5.9L/100km average over our 100km test loop.

That’s easily better than the 7.4L figure we got from the diesel Palisade, and a full 4.0 litres less than the CX-9’s 9.9L/100km result over the same loop. The CX-9’s 2.5-litre turbo might be a torque-laden delight with great power, response and a surprisingly sporty induction note,

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but you pay for those things at the petrol pump.

So, to the final crunch. For its family-friendly cabin, lengthy equipment list and balance between comfort, performance and fuel economy, the Palisade is the winner of this one. Remember how I said value for money was important? Well, the Palisade gives you an eight-course banquet for a three-course pricetag.

It’s full of intelligent features and practical packaging, and it seems like Hyundai involved more families in its focus groups than Toyota or Mazda. As far as fitness for purpose is concerned, the Palisade hits the bullseye.

Coming up behind it is the Kluger. Let down by a poorly executed third row and antique infotainment software, the rest of the Kluger package is actually quite good. Its hybrid option and softer nature will no doubt entice many, and with a potential fuel saving of 510-561 litres per year relative to a V6 Kluger Grande AWD (assuming you commute the national yearly average of 17,000km), it could be well worth the $2500 premium. In fact, that fuel thriftiness is a big reason why the Kluger comes in second rather than third: fuel economy is a vital consideration for average Aussie families, even those with $75K to spend on their next car.

One might think that the Mazda slots into third, but the bronze medal remains in its case for today. Rather, the CX-9 Azami surprised us with its ability to remain fresh and relevant with a well-equipped and spacious cabin, strong performance and supremely car-like dynamics. It’s the connoisseur’s choice, in our opinion, and a car that just feels right every time you slide behind its wheel. It doesn’t hurt that it’s also the most affordable one in this test, so deserves to share second place.

SPECS

KOREA FIRST; JAPAN DEAD-HEATS

No.

1 2 2 No.

No.

CASHED UP? HYUNDAI PALISADE HLNDR

KLUGER GRANDE HYBRID

MAZDA CX-9 AZAMI

$75,000 as-tested

$76,075 as-tested

$71,036 as-tested

4cyl, dohc, 16v, + triple electric motor front engine (east-west) AWD 2487cc 184kW (combined petrol/electric) 242Nm @ 4400rpm (comb petrol/electric) CVT

4cyl, dohc, 16v, turbo front engine (east-west) AWD 2488cc 170kW @ 5000rpm 420Nm @ 2000rpm 6-speed automatic

steel, 5 doors, 7 seats 4980/1975/1750/2900mm 1708/1716mm 2059kg 7-seat: 311L, 4-seat: 704L diesel/71 litres 7.4L/100km (tested)

steel, 5 doors, 7 seats 4966/1930/1755/2850mm 1665/1660mm 2090kg 7-seat: 241L, 5-seat:552L, 2-seat: 1150L petrol 95RON/65 litres 5.9L/100km (tested)

steel, 5 doors, 7 seats 5075/1969/1747/2930mm 1663/1633mm 2010kg 7-seat: 230L, 5-seat: 810L (to roof) petrol 91RON/72 litres 9.9L/100km (tested)

Suspension

Front: struts, A-Arms, coil springs, anti-roll bar. Rear: multi-link , coil springs, anti-roll bar

Front: struts, A-Arms, coil springs, anti-roll bar. Rear: multi-link, coil springs, anti-roll bar

Front: struts, A-Arms, coil springs, anti-roll bar. Rear: multi-link, coil springs, anti-roll bar

Steering Front brakes Rear brakes

electric power steering ventilated discs (340mm) ventilated discs (314mm) 245/50R20 Bridgestone Dueler HP Sport A/S

electric power steering ventilated discs (330mm) solid discs (315mm)

electric power steering ventilated discs (320mm) solid discs (325mm)

235/55R20 Toyo Proxes C100

255/50R20 Falken Ziex CT50 A/S

Five stars

Five stars

9.5sec (estimated)

8.4sec (claimed)

7.7sec (tested)

8.5/10

8.0/10

8.0/10

Drivetrain

Extra luxe; more bucks If you need a similar level of vast interior space but hanker for a premium badge, BMW will happily relieve you of $135,900 for the X7 xDrive 30d.

That circa-$60K premium over our test trio does get you six-cylinder grunt – a 3.0-litre twin-turbo diesel making 195kW/620Nm. The X7 is also nicely equipped: standard gear includes quad-zone climate control, soft-close doors, a head-up display, air suspension, power-adjustable front and second-row seats (the fronts being heated), a panoramic glass sunroof and wireless phone charger.

Engine Layout Capacity Power Torque Gearbox

4cyl, dohc, 16v, turbo front engine (east-west) AWD 2199cc 147kW @ 3800rpm 440Nm @ 1750-2750rpm 8-speed automatic

Chassis Body L/W/H/W–B Track (F/R) Weight Boot Fuel Economy

Tyre size

Safety ANCAP rating

Five stars

Performance 0-100km/h Verdict

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F1’s Aussie rules

MICHAEL MASI, AN AVUNCULAR AUSTRALIAN, HAS TAMED FORMULA ONE, BRINGING A LEVEL OF DOWN UNDER DIPLOMACY TO THE WORLD’S FASTEST AND MOST TURBULENT MOTORSPORT CATEGORY WORDS MARK FOGART Y

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Track limits have been an on-going point of contention for Masi. Do these bump strips at France’s Paul Ricard circuit fix F1’s global issue? Er, no...

Masi was an understudy to Charlie Whiting before the Englishman’s sudden death in 2019, aged 66

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Critics? Cynics? Pressure?

Masi knows how to laugh it off

F

ORMULA 1 IS A VICIOUS environment. Only the ruthless survive and success requires exceptional ambition. Even those perceived as “nice” are as tough as they are talented.

At any level, you don’t make it in F1 unless your ability is supported by supreme self-belief and political savvy. You need to be astute as well as skilled.

Sink or swim. Kill or be killed. Dog eat dog. Nowhere to hide.

Every cliché about elite sporting achievement applies to F1.

Mainly, though, it is riven with the excesses of obscene amounts of money. F1 teams this year have had their operational spending capped at US$145 million – down from as much as US$400 million – but it is still an outrageous cost.

So much is at stake that as well as bringing out the best in those competing, it also brings out the worst. Agendas and egos. Power plays and politics. Money and glory. They all shape the internecine existence of F1.

It is an unforgiving existence that rewards excellence and heartlessness at the same time. So it is surprising that into this ultra-competitive cauldron enters an Aussie renowned for being universally popular.

He is Michael Masi, the Sydney-born F1 race director.

As well as an accomplished motorsport administrator, he is someone almost everybody likes.

Masi’s equanimity has charmed the hardest hard-arses in racing. Thrown into the deep end in tragic circumstances two-and-a-half years ago, he has won the respect of the most

O’Reilly are among his mentors.

FIA luminaries also spotted his potential. In 2019, he was to be groomed as a potential successor to crusty long-time F1 race director Charlie Whiting. The wily Whiting, a classic poacher turned game keeper as a former F1 mechanic, died in his hotel room on the Thursday before the 2019 season-opening Melbourne GP. Masi’s life has never been the same since. Thrown into the job without warning, he stepped up and accepted the onerous role. He was front-and-centre when last year’s AGP was cancelled at the 11th hour at the beginning of the global coronavirus crisis.

More than two years after his unfortunate ascension, he is ensconced as F1 race director. Outside struggling star Daniel Ricciardo, he the highest profile Australian in F1.

FLASHBACK to 1992. Michael Masi is a car-crazed kid enthused about racing by his uncles. He sees his first F1 race in Adelaide.

Nearly 30 years later, he reflects on his rise from voluntary teenager to trainee with TOCA Australia in the late 1990s.

After helping a couple of Super Touring 2.0-litre teams, he joined TOCA Australia in ’99, working as a teenager for luminaries Kelvin O’Reilly, Terry Morris, Alan Gow and Peter Adderton.

“That was my first paid professional role in the sport,” Masi recalls. “I’m very thankful and appreciative to them for giving

Hard but fair. F1 has embraced Masi’s Aussie attitude, accepting him as the race weekend arbiter intense racers in one of the biggest sporting enterprises in the world.

He is, effectively, the boss of F1 at every grand prix, controlling how the competition is conducted.

Masi is amiable, dashing and authoritative. He is also a stickler for The Rules. A rare combination of agency and ability leavened by personability.

F1 fans are not so impressed. They question his race rulings, arguing his application of the rules is inconsistent. Drivers and teams dispute his decisions. Such is the life of the Aussie in the hot seat.

Masi’s ascension to the top of racing officialdom is a tale of enthusiasm, dedication and personality. For a quarter of a century, he was at the forefront of Australian and international motorsport administration, rising on the tide of his competence, augmented by his personal appeal.

He is 42 with flecks of grey in his dark hair. His Latin good looks come from his Italian heritage. His interest in racing was fuelled by his family’s involvement when he was growing up in inner western Sydney.

Masi’s CV reads like an audition for where he is. Key positions in Super Touring and Supercars, working for V8 legend Mark Skaife, plus Motorsport Australia, running Rally Australia and working for the FIA, the world car racing governing body.

He has worked for – or with – some of the best administrators in the business. BTCC boss Alan Gow, Supercars founder Tony Cochrane and former touring car manager Kelvin

me my start.”

Encouraged by his mother Pia, Masi explored his place in motor racing.

“I enjoyed the management side of it,” he said. “I realised that was where my passion was. While at school I thought my only way into the sport was as an engineer, but I very quickly realised that wasn’t me.

“Engineering wasn’t my strength, but the management and officiating side of the sport was. It wasn’t a planned path, but it evolved over the years from working at TOCA Australia in ’99.”

Even back then, his people skills were evident. Through years in and around Supercars, he was highly regarded as a senior official, generating trust among competitors.

He was approachable and personable. Hard but fair – with a beguiling smile and easy manner. F1 has embraced his Aussie attitude, accepting him as the race weekend arbiter.

Following in the footsteps of hardened veteran Whiting, popular and revered for his unbiased adjudication, is no mean feat. F1 is insular and defensive, wary of new ideas and newcomers despite its reputation and presentation as leadingedge. High-tech, low-tolerance is F1’s default setting.

Amid the COVID-19 pandemic, Masi has straddled the conflicting requirements of caution versus action. He was a key player in the coronavirus protocols that enabled last season to happen and this year’s to continue despite the cancellations of marquee events like the Australian and Canadian Grands Prix.

As a displaced expat – he still has no permanent base in Europe – he is adrift, bouncing between hotels and events. Yet

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he is uncomplaining, regarding his multidiscipline role at the FIA as a privilege.

He is, however, not a fan favourite. F1 followers question his decisions on transgressions, especially track limit fouls, and their referral to the stewards.

And that is the point. Apart from in-race penalties, Masi does not adjudicate. The rotating stewards panel, headed by fellow Australian Garry Connelly, apply F1 sanctions.

He oversees a regime more amenable to allowing combative wheel-to-wheel racing and erring on the side of ‘racing incidents’.

But incidents like Lewis Hamilton pitching Max Verstappen off on the first lap of the British GP incense fans. They question the 10 seconds in-race penalty Hamilton overcame to win, clawing back his points deficit to Verstappen.

The record-breaking Englishman and the disruptive Dutchman are involved in the closest championship battle in years. The stakes are huge, and fans called for Hamilton’s exclusion from the race, railing against the ‘soft’ penalty.

Masi accepts the criticism as part of his high-profile position. He applies the rules scrupulously and without favour, an equanimity learned in the hothouse of Australian touring car racing.

His stints in Supercars, as an administrator and then later as assistant race director, taught him not only procedure, but how to deal with powerful personalities. It was good preparation for dealing with the politics of F1.

Suddenly, the apprentice had to fill in for the master. Thrust into the F1 limelight by tragedy, he stepped up at Albert Park amid the grief and uncertainty. He did so well in the following months that he was anointed as permanent F1 race director mid-season by FIA president Jean Todt.

Masi learned from, but didn’t try to emulate, Whiting’s gruff attitude. He did, however, follow his even-handed ethos.

“I didn’t go in there with a dictatorial approach,” Masi remembers. “I was the new kid on the block and it was all about learning their way or operating and then trying to filter through a level of custom and practice of what had happened over the years, and then applying that in my own way.

“From that fateful Thursday morning in Melbourne, I had support at every level. It was a whirlwind year and a huge learning experience, and I was on trial from event to event. I went about it in my own way while respecting those around me and the knowledge they had, which they were willing to share with me. I was very fortunate.”

Under extreme pressure, he never wilted – nor questioned himself. He just got on and did the job.

“I didn’t doubt myself as far as technical competency went,” Masi says. “I probably had second thoughts a few times on certain elements of the role that I didn’t quite appreciate and understand.

“The single most challenging thing for me was not having a sounding board. Charlie had been in the role for 20-odd years, so he knew all the ins and outs. All that corporate memory

Suddenly, the apprentice had to fill in for the master.

Thrust into the F1 limelight by tragedy, Masi stepped up Supercars is arguably more Machiavellian than F1, believe it or not, and dealing with tough-nut team owners like Roland Dane and controversial V8 series czar Tony Cochrane while being mentored by moderates like teams group chief Kelvin O’Reilly and category CEO Wayne Cattach exposed Masi to the gamut of conflicts.

“It was a good grounding, dealing with, let’s say, very passionate individuals who were very opinionated,” he reflects.

“But what was consistent was that they all had the best interests of the sport at heart.

“Whilst they may have been pushing in certain directions for their own benefit, they were all very passionate motorsport people who wanted what they thought was best for the sport. It was a good grounding for understanding the political element of any sport.”

After serving his apprenticeship as assistant to Supercars’ long-time race director, former F1 driver and Ferrari sports car star Tim Schenken, as well acting as lead CAMS (now Motorsport Australia) official on the second-level Super2 series, Masi caught the eye of the FIA. In 2018, he was made understudy to universally respected F1 race boss Charlie Whiting, working as his assistant at grands prix and taking over as race director of the official feeder F3 and F2 series.

Masi was among the candidates to replace Whiting in what was a long-term transition plan. That all changed on March 14, 2019, when Whiting was found dead in his Melbourne hotel room on the eve of the season-opening Australian GP.

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disappeared with his death.

“Not having access to that was a huge challenge and probably why I inwardly pressured myself on a few occasions.

But I went into each and every event with eyes wide open and willing to learn.

“I certainly don’t second guess myself with any of the decisions. Particularly in the race-control environment, you don’t have time to sit there contemplating how your decisions could be perceived. It’s instinctive – a gut reaction from all the years in the sport.”

Masi’s official title is FIA F1 race director and safety delegate. Effectively, he oversees a GP weekend’s track action from race control, surrounded by myriad monitors and support staff. He has access to instant replays from multiple angles and real-time data.

He is at the peak of a team of up to 80, including contractors, responsible for the organisation and operation of an F1 event. As many as another 16 are involved when F2 and/ or F3 are on the undercard (mostly at European events).

His close-knit team of FIA sporting officials is five.

“It’s a huge responsibility, but I have great support in all areas,” Masi says. “You’re only ever as good as the people you have around you. You do have to be across a lot of things, but I have an amazing team around me.”

As F1 officialdom’s most prominent face – and, this year, voice, with his dialogue with team bosses often included in the telecasts – Masi’s actions and decisions are subject to intense media and fan scrutiny.

Below: Masi inspects the aftermath of Romain Grosjean’s horrendous fireball crash at Bahrain in 2020.

Grosjean (above) suffered only minor burns

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Social media abounds with comments and criticisms, which he shrugs off as just part of the job, dictated by the (incredibly extensive) rulebook.

“There is a huge amount of public scrutiny and media scrutiny, and many people having an opinion, which they’re all entitled to,” he says. “We’re very fortunate in motorsport that the fans are so engaged and passionate about what they see, and have a greater voice than ever before.

“From my end, the criticism is part of the job. I’ve very rarely seen a referee that gets a pat on the back for his or her decisions. I do the best I can and actively encourage feedback from the teams and drivers, which is a critical element of improving the system.

“I have a rulebook to work by and I have to adhere to those rules. Motorsport is such a complex sport that fans only see a small part of those complexities, which are covered by hundreds of pages of regulations. Maybe as a sport we have to do a better job of de-complicating it.”

One of the most heated debates is about track limits and the seemingly random penalties handed out to drivers for cutting corners or over-use of hard run-offs.

“With track limits, we went down a road for a particular purpose,” Masi explains. “By definition, in a complete regulatory sense, the white line defines the edge of the track in motorsport globally. But it’s also about a practical application of what you can consistently police at a particular venue.

“The cars are evolving year-on-year, so what may have been track limits one year, suddenly you go there the next and it’s no longer an issue. So it’s trying to find that balance and then finding technological solutions that you can apply.

“We’ve been very clear on the way in which we police track limits. We’ve policed them absolutely consistently across the

Hamilton’s win at Silverstone was marred by his first-lap incident with Verstappen and the Brit’s subsequent 10-second penalty.

Hey, issued by stewards, not Masi, okay?

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Masi dismisses a sophisticated electronic monitoring system which would automatically register transgressions board. Yes, they change from event to event because each circuit is different and it’s about trying to identify those critical areas which the drivers and the teams do have an input into. It’s not a surprise when they arrive at a track.”

Surely, like a tennis court, the white lines are the boundary – in or out?

“Easier said than done,” Masi observes. “With the amount of video coverage available, it’s a matter of what we in race control can actually police consistently each and every time that it happens. We don’t have the ability to police every corner all the time. A tennis court is yay by yay big and easily policed within those confines. A circuit is far different. What is practical during the race has to be consistent and understood by the drivers. It’s evolved, but we’ve certainly got to and continue to work along that way.”

Masi dismisses a sophisticated electronic monitoring system which would automatically register transgressions.

“I don’t know that we need an electronic system,” he posits.

“I think the big one that everyone likes is physical deterrents, be it gravel traps, grass or different kinds of kerbs depending on the corner.

“So I think having that physical solution is certainly the

preference wherever possible – and it’s something we’ve been working on with all of the circuits to implement that over a phased period. But it’s not an overnight switch to make significant investments like that.”

Critics also charge that sanctions for driving infringements are inconsistent and often in conflict with previous decisions.

Masi points out that penalties are decided by the stewards – albeit, almost always after he has referred incidents to them.

“As far as the consistency goes, the stewards actually apply the penalties,” he sighs. “I’m in charge of the overall adjudication, but when it comes to penalty decisions, we have a group of four stewards at each event.”

There is a roster of senior stewards, headed by Australia’s FIA delegate Garry Connelly, and ex-international drivers who are rotated onto the four-person panel at each GP. “The question of consistency in the application of charges and penalties is an age-old debate,” Masi continues. “You need to look at each incident on its own merits, taking into account similar breaches in the past. We are in constant dialogue with the teams and drivers about how rules should be interpreted without necessarily changing the regulations.”

As friendly and consultative as he is, Masi has to stand his ground against imposing F1 figures, not the least of which are the drivers, led by global superstar Lewis Hamilton, seventime world champion and an increasingly strident crusader.

In two-and-half years in difficult circumstances, Masi has built trust with the stars of the show, although not without disagreement. He exchanges views with them on the eve of each race weekend, often debating racing rules interpretations or clarifications.

“Yes, there are robust discussions at the drivers’ meetings, but at the end of the day, someone has to make a decision and that person is me,” he declares. “A number of them have

CHOPCHOP

different opinions; sometimes they all have the same opinion.

“I wouldn’t call it intimidating at all. That they’ve accepted me is shown in a number of things that we’ve done over the period. It’s just been a matter of getting to know them and them getting to know me. I wouldn’t say heated, but we certainly have robust discussions at drivers’ meetings, but it’s very much a dialogue.”

In between F1 events, Masi has a multitude of tasks. He is also the FIA’s single-seater sporting director, in a charge of developing the junior open-wheeler championships – Formula 4 regional series, and the F1-supporting F3 and F2 titles.

As part of his general operational role, he is a circuit inspector, approving new international tracks or upgrades to existing courses. In addition, he chairs the rule-making FIA sporting advisory committee and sits on the world governing body’s circuits and safety commissions. He attends all F1 Commission and World Motorsport Council meetings.

“Free time is certainly not high on the agenda at all, particularly with the COVID-19 situation throughout 2020 and again in 2021,” Masi rationalises. “Trying to deliver an F1 world championship amid this pandemic has been extremely challenging.

“To get in 17 events in six months last year was a fantastic achievement and this year, in a lot of ways, is even more difficult because of the way different countries are managing entry and exit criteria. But it’s a good challenge ... and I really enjoy that.”

Michael Masi is living an extraordinary life in extraordinary circumstances. He has risen to the task with unusual equanimity, establishing himself in a rarefied role for many years to come. He is the amiable Aussie who defies the notion that you need to be aloof and stone-hearted to survive in the turbulent, cut-throat meritocracy that is F1.

Destined for success

“THE HARDER YOU WORK, THE LUCKIER YOU GET”

THOSE WHO ‘groomed’ Michael Masi aren’t at all surprised he has become F1’s respected race director.

BTCC boss Alan Gow and accomplished sports administrator Kelvin O’Reilly saw Masi’s potential in the mid- to late-1990s, when they pitched 2.0-litre Super Touring against V8 Supercars.

They lost that squabble, but then junior assistant Masi prospered from their tutelage, rising through the ranks of Australian and international motor racing.

O’Reilly, South Australian football administrator turned motor racing chief, praised his protégé’s personality and diligence.

“I’ve known him since 1995 and I don’t know anyone who’s dealt with him who doesn’t rate him as a great person,” notes O’Reilly. “Michael is the epitome of the old adage – the harder you work, the luckier you get.

“He is unquestionably good. He has all the skills you’d want. By the time he finishes in F1, he’ll have even more skills and be more valuable.”

O’Reilly, who has revitalised Karting Australia in recent years, maintains Masi was destined to become F1 race director.

“We were all surprised by the circumstances, but his pathway was always going there,” O’Reilly

says. “He was clearly the best candidate. He is a great young man.

“He has an extraordinary understanding of the rule book. He’ll make good decisions; he’ll be mediafriendly and he just works so damned hard.”

Expat Aussie Gow, who has kept the British Touring Car Championship successful for most of the past 30 years, also rates Masi highly.

“He’s doing very well,” says Gow, who is also president of the FIA Touring Car Commission and privy to the sport’s inner workings. “The feedback I get is very positive.

He’s done it incredibly well after taking over that role in incredibly difficult circumstances.”

Gow marvels at how Masi has seamlessly taken over from an entrenched veteran who earned the F1 community’s respect over nearly 30 years.

“Talk about being thrown in at the deep end – and he’s proven a great swimmer.” @wheelsaustralia

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COMPARISON / AUDI S5 v BMW M440i

Hot off

the grille WE PUT THE HEAT ON BMW’S BIG-SNOZ M440i xDRIVE AND ITS CROSSTOWN RIVAL FROM AUDI TO SEE WHETHER MUNICH OR INGOLSTADT HAS COOKED UP THE FINEST SPORTS-GT COUPE WORDS JAMES WHITBOURN PHOTOS THOMAS WIELECK I

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S

COMPARISON / AUDI S5 v BMW M440i

EGMENT CREEP. It’s that curious car industry phenomenon that sees every new model grow a bit bigger than the one it replaces.

It’s innocent enough – hey, who wouldn’t want a slightly roomier next-gen model? – yet over generations amounts to an insidious shuffle of models into entirely new segments.

Giving some thought to segment creep is key to getting your head around BMW’s G22 4 Series. Well, it was for me, anyway.

You see, if you still view BMW’s E46 3 Series coupe as the stuff of legend, or even have a soft spot for the old E92, you might figure that a new 4 Series is the machine for you. After all, it’s a continuation of the same line, with the 4 Series amounting to a renaming of the two-door 3 Series in 2013.

But a helluva lot’s changed even since then…

So while the well-received first-generation 4 Series was devised as its own spin-off line, but could easily have worn a 3 Series badge, that’s far less true of the second gen.

Styled, engineered and equipped to thrust the 4 Series upmarket – and towards new customers – now the nameplate really is its own thing.

With a roofline 57mm lower than 3 Series – which brings a useful 21mm lowering of the centre of gravity – and a rear track width increased by 23mm, the G22 4 Series distances itself from its mechanically similar sibling.

It’s also way longer than the previous 4 Series coupe, stretched by 128mm, though the wheelbase only grows by 41mm, so much of the extra length is in the overhangs. And it’s 27mm wider.

Then there’s xDrive all-wheel drive in a model that was

once a paragon of rear-drive purity, with its sledgehammerpacking 285kW and 500Nm of a mild hybrid-assisted turbocharged in-line six, where a sweet atmo six used to do the job nicely in a non-M 3 Series coupe.

Yep, the M440i’s ‘boulevard meets bruiser’ personality makes today’s ‘compact executive’ BMW coupe a very different beast.

The bottom line is the M440i is a grand touring-slashsports coupe not far off 6 or 8 Series proportions – the wheelbase is 33mm longer than the original 8 Series, for example.

So to measure the G22 BMW M440i’s xDrive’s greatness – or otherwise – it has to be held up to GT benchmarks, rather than considered as a descendant of the 2002ti.

Now, the 4 Series’ controversial snout has stolen headlines and copped an, erm … grilling from the YouTube personalities, so let’s leave that alone.

Beauty may be in the eye of the beholder, but when the M440i is parked side by side with the Audi S5, it’s the latter that’s the better looker if you ask me (if you ask anyone?).

Ingolstadt got the A5 and S5’s basic coupe proportions right from the start and the conservative second-gen redesign, itself nearly five years old, brings an appealingly subtle channelling of Camaro. The Audi’s clamshell bonnet brings cool-factor, the Coke bottle hips impart classic muscle, and the optional carbon and black pack’s boot-lip spoiler is a neat touch.

My road-testing wingman tended to agree, proclaiming that the M440i looks best from the driver’s seat. A touch harsh perhaps, but either way, that seems like a good place to start.

The M440i’s ‘boulevard meets bruiser’ personality makes today’s 4-Series a very different beast

Despite the extra weight, G82 M440i xDrive has both the pace and traction to be almost as quick as the previous-gen M4

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Frickin’ lasers!

BLINDED BY BIMMER LIGHT BRIGHT IDEA

The M440i’s striking kidney grilles, which reprise a design applied to BMW’s 1936 328 sports car and late-’60s E9 coupe (pictured), are not its most interesting frontal element. At either side are BMW Selective Beam Laserlight headlights that, as well as increasing high beam range to more than half a kay, and taking GPS inputs to follow the curves of the road, are truly remarkable in their workings. The units,

first seen in the hybrid i8 supercar, fire lasers via a series of mirrors that reflect and focus the beam into a lens filled with yellow phosphorus. This substance creates a bright, intense white light, which in turn is diffused and reflected onto the road. The benefits are light 10 times brighter than an LED headlight, super energy efficiency, and compactness. Fancy-pants tech that’d be right at home in the outback.

COMPARISON / AUDI S5 v BMW M440i

iDrive 7 controller commands a 10.3-inch infotainment unit running BMW Live Cockpit Professional. Verdict? Works well

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Jeez you’ve grown! Current 4 Series coupe is only 83mm shorter than its 8 Series big bro, and a mere 12mm shorter than the original E31 840i

Crack open the M440i’s long door and the puddle light projects a mysterious pattern at your feet – art deco wings?

A stylised M logo? Settle into the well-bolstered, Tacora Red vernasca leather-trimmed seat and the aroma is unmistakably BMW, with no notes of real estate agent (yet). The big coupe powers the seatbelt to your hand; the engorged weisswurst wheel lives on, providing another nod to the coupe’s origins.

A prod of the centre console start button sees the twin-scroll turbo B58 six burble into a bassy tickover. That’s the current J29 Supra engine to fans of Japanese tin, as seen in a variety of Munich’s machines. In urban confines the 2998cc in-line mill satisfies with a marque-signature crisp, low howl.

The electric-motor assist, which comes as part of the G20 3 Series-shared CLAR platform’s 48v architecture, fleshes out that zone below 1900rpm where the donk is yet to rustle up the full 500Nm, making the M440i effortless everywhere.

Flat-out, in sport mode, it’s a jet, with a full-blooded snarl, and feels more than capable of the 4.5sec 0-100km/h claim.

That instant twist teams with a rear-biased xDrive all-wheel drive to deliver the rear-drive feel the BMW Roundel primes you to crave, and continues to favour the rear wheels up to a high threshold, only offering torque to the front treads when it senses slip. The big coupe’s off-power balance noses into subtle understeery territory, which can then be coaxed to pivot through an accelerator-assisted neutral mid-corner attitude to feel poised and ultra-rapid at exit.

That push on entry may be the work of a 54/46 front-to-rear distribution of the G22’s substantial 1815kg, which could be those eff-off big grilles.

The M440i’s thick steering wheel rim implies chunkiness,

yet the electrically assisted rack and pinion system, while quick, comes up short on clarity. A keener snout and a more intimate front end would be transformative and sure they might feature for M4, but I can see no good reason they’re not part of the package here, too. If it’s a deliberate positioning move, it seems a pretty odd one, given there are a multitude of ways to spend a lot than $116,900 and have both these qualities.

Taking a step back, the acres of sheetmetal between the top of the 4 Series’ rear arches and the rear side windows make the good-looking M light double-spoke alloys look smaller than they are. They’re 19s, wrapped in adhesive 225/40 and 255/35 Michelin Pilot Sport 4S to endow the BMW with huge grip and presumably an equally large tyre replacement bill. (At least they’re not 265/30R20s, as worn by the S5 all-round!)

There’s a lot to like about the M440i’s grand touring capability. There are electronically controlled dampers, of course, and the admirable ride in urban conditions becomes even more cosseting and impressive beyond the subdivisions.

Even rear occupants get a decent deal. There’s good leg room and okay headroom, as well as HVAC outlets and temperature adjustment, a fold-down centre arm rest and handy storage pockets.

At 440L the boot is down 40L on 3 Series and 25L on its rival, but it’s still generous enough, with the flexibility of 40/20/40 split-folding seatbacks just as in the Audi.

As a low-fi guy who’d find all I need in an E30 M3 – nonairbag wheel, clutch pedal and gear stick – I’m slightly ashamed to admit that even the semi-autonomous tech is good. Here, the BMW’s systems are a bit more switched on than the S5’s.

Flat-out, the 440i is a jet with a full-blooded snarl, and feels more than capable of the 4.5sec 0-100km/h claim @wheelsaustralia

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But making the most of it comes down to your approach.

Get it wrong and, just like treating a dual-clutch auto like it’s a slusher and expecting smooth progress, you’ll be disappointed.

Speaking of intuitive autos, that’s what this pair has, in the form of the polished ZF 8HP eight-speed.

Anyway, I engage the BMW’s semi-autonomous mode as though it’s normal cruise, but it’s comforting knowing there’s the benefit of a safety net in the event my lane-keeping gets a bit sloppy or someone carves me up, and it does a terrific job.

I’m less convinced by the M440i’s lane-keeping behaviour outside of semi-autonomous driving. In these conditions it’s rarely a help and instead feels like the tramlining of every car I’ve ever owned, with negative camber dialled up to the max ’cos it looks cool.

The M440i’s Selective beam Laserlight headlights are a class act too; quick and precise, to seamlessly provide maximum illumination without dazzling other drivers (see sidebar p91).

As for the Audi, a visually mild 2020 facelift keeps the S5 competitive. On the all-important infotainment front there’s a new 10.1-inch dash-top display with mirroring for both kinds of phones and because it’s a touchscreen the console buttons are gone, freeing some oddment storage space. Audi’s Virtual Cockpit cluster is standard, as are B&O audio, beautiful Fine Nappa leather, 20-inch alloys and Matrix LED headlights. And the safety suite is expanded with lane change assist, rear cross-traffic alert, adaptive cruise, a 360-degree camera, parking sensors and an exit warning.

Out tester’s quilted Nappa in black with ‘rock grey’ stitching, Alcantara door trim inserts and swathes of carbon across the dashboard and centre console see the S5 take an each way bet on sports and luxury, to good effect.

A cocktail of leather, carpet and I don’t know what else makes the cabin scent unmistakably Audi, which I prefer to BMW, for what it’s worth. Which probably isn’t much, given my own car smells like the old Converses I wear while mowing the lawn.

Creating class and a high-quality feeling in a cabin is not easy, I think, judging by the number of cheap interiors around, but Audi has known how to do it for more than a decade.

Rear occupants experience the typical limitation of a coupe roofline but few other compromises. There are air vents, thirdzone temperature controls, cup holders, a fold-down centre armrest and side storage compartments.

A press of the S5’s console start button is greeted by a brief guttural growl before the V6 eases into a smooth and refined low idle. An almost instant 500Nm – the peak arrives at 1370rpm – and transmission smarts make for a sensation of riding a seamless wave of shove, up to the 260kW, 6400rpm crest. There’s no mild-hybrid assistance here but the EA839 donk’s reverse flow design sees gases exit the 2995cc unit in the vee, with each of the turbo’s two scrolls fed via an ultrashort path by a trio of cylinders and a dozen exhaust ports.

The note is distinctly V6; not especially charismatic – or quite as generous with the decibels as the BMW – though a phlegmclearing overrun and mild tailpipe crackle add interest.

The S5’s sculpted, ovoid-section wheel feels right and is attached to an electrically assisted steering that is light, yet

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The S5’s almost instant 500Nm make for a sensation of riding a seamless wave of shove

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COMPARISON / AUDI S5 v BMW M440i

conveys a hunger for turns, but little actual feel. The S5 complements corner entry enthusiasm with an all-wheeldrive system that can deliver up to 85 percent of torque to the rear, and the press car’s $2990 optional quattro sport differential, which can deliver all those Newton metres to a rear wheel.

The result is an already fairly neutral-feeling chassis that, perhaps unintuitively, rewards accelerator inputs early in a corner with a satisfyingly rear-driven feel to the way it fires onto the next straight bit.

The S5 glides over coarse and lumpy surfaces with the benefit of adaptive suspension – and the hindrance of wide, shallow-sidewalled 20-inch tyres – to deliver ride comfort that completes an appealingly consistent package. Further, it’s perfectly capable left in comfort during more enthusiastic moments, where it impresses with unflustered backroad pace.

Ingolstadt’s Impala never feels terrifically involving, but nor does it ever come across as the tiniest bit compromised.

Instead, it’s classy, smooth, refined, absorbent and easy.

It’s also moderately engaging, decently balanced, and effortlessly rapid. Often, all at the same time.

And it has visual pull, like a sophisticated modern muscle car, for the buyer who demands something more polished and premium than an actual Camaro or Mustang.

These coupes are nearly as easy to drive around town as a Mazda 3, but they make you feel more special, if you’re into that sort of thing.

And the back seats are actually plenty useable – good legroom; reasonable headroom – which should not be any surprise given their sizeable wheelbases.

The M440i’s adoption of rear-biased AWD brings unflappability and hard-launching pace, and leaves alternatives up, down and across the range should rear-drive be a must.

If it’s not, the S5’s all-four flavour might be for you too, just make sure the optional quattro sport diff is part of the deal; it makes a big difference.

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They’re both so rapid – engine-wise, at least – that this pair make you question if you really need an M4 or RS5 They could both do with a bit more edge in their steering feel and chassis poise. Yes, I know there are the M4 and RS5.

But GT qualities and perfectly polished dynamics are not mutually exclusive, so let’s have a bit more of the latter.

The M440i feels noticeably quicker than the S5, but they’re both so rapid that, in the engine compartment at least, they make you question if you really need an M4 or RS5. Yet, the BMW M440i and Audi S5 don’t undermine the hero versions, despite potentially being easier to live with while damn near as capable, because there are always buyers for whom knowing they’ve parked the ultimate version in their garage is non-negotiable.

I know this is a coupe comparo, but if it was between the equivalent wagons, I probably would opt for an M340i xDrive Touring over an S4 Avant quattro.

It’s more difficult to choose here.

Personally, I’d want the M440i’s driver-assist tech, grunt and acoustic edge. But I’d want them in the S5.

The Audi’s classic, muscular proportions appeal, while I find the BMW sheetmetal ... well, not to my taste. And style is a massive factor in this kind of car, though also one that’s highly subjective.

But it really comes down to the S5’s more inviting cabin and its beautifully judged balance of comfort with dynamics, which is precisely what’s called for in this segment.

SPECS

COUPES DE GRILLE

Engine Layout Capacity Power Torque Gearbox

AUDI S5 QUATTRO

BMW M440i xDRIVE

$106,900/Tested $113,390

$116,900/Tested $118,000

Drivetrain

Drivetrain

V6, dohc, 24v, turbo front-engine (north-south), all drive 2995cc 260kW @ 5400-6400rpm 500Nm @ 1370-4500rpm 8-speed automatic

6cyl, dohc, 24v, turbo front-engine (north-south), all drive 2998cc 285kW @ 5500-6500rpm 500Nm @ 1900-5000rpm 8-speed automatic

Chassis Body L/W/H/W–B Track (F/R) Weight Boot Fuel/tank Economy Suspension

Steering Front brakes Rear brakes Tyres Tyre size

ANCAP rating

steel, 2 doors, 4 seats 4705/1846/1368/2764mm 1587/1568mm 1715kg 465L 95 RON/58 litres 11.4L/100km (tested) Front: multi-links, adaptive dampers, coil springs, anti-roll bar. Rear: multi-links, adaptive dampers, coil springs, anti-roll bar electrically assisted rack-and-pinion 350mm ventilated discs 330mm ventilated discs Continental ContiSportContact 5P 265/30 R20 (f/r)

steel, 2 doors, 4 seats 4768/1852/1383/ 2851mm 1579/1592mm 1815kg 440L 98 RON/59 litres 10.8L/100km (tested) Front: struts, A-arms, anti-roll bar.

Rear: multi-links, passive dampers, coil springs, anti-roll bar electrically assisted rack-and-pinion 374mm ventilated discs 345mm ventilated discs Michelin Pilot Sport 4 S 225/40 R19 (f); 255/35 R19 (r)

Safety

Safety

Five stars

Five stars

Performance 0-100km/h Verdict

Chassis

Performance

4.7sec (claimed)

4.5 (claimed)

8.0/10

8.0/10

*Includes quattro sport differential ($2990), Carbon and black package featuring black exterior, inlays in carbon twill, carbon mirror caps and carbon spoiler ($3500); metallic paint (NCO).

*Includes BMW Individual interior trim (aluminium fabric high-gloss; $1100) and M Sport brakes (NCO).

@wheelsaustralia

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A hiding to

FEATURE / ULTIMATE BARN-FIND FERRARI

something AFTER A 46-YEAR HIBERNATION, THIS RARE FERRARI 330 GT IS FINALLY UNSHACKLED FROM ITS SYDNEY SHED. ROBBO ATTEMPTS TO COAX A RELUCTANT PRANCING HORSE BACK INTO ACTION AS HE UNCOVERS ITS COLOURFUL BACKSTORY WORDS PE TER ROBINSON PHOTOS THOMAS WIELECK I

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@wheelsaustralia

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FEATURE / ULTIMATE BARN-FIND FERRARI

I

M MID-2020, Sydney’s tight Ferrari community began hearing rumours of a remarkable barn-find. Reputedly a 1967 330 GT, the V12-powered two-plus-two Pininfarinastyled coupe. According to the rapidly circulating gossip at the time, the mystery car was being hawked around classic-car dealers. A friend of a friend, who is a serious Ferrari collector, was told that if he wanted to know more, he should ring a number the following evening. Intrigued and eager to learn the truth, he spoke to the mechanic tasked with selling the V12 Ferrari on behalf of the owner’s widow.

Told the car had been sitting in a garage undriven for 46 years, my friend, who wants to remain anonymous (let’s call him Franco) was justifiably sceptical, despite being assured, “It’s actually a 330 GT in a shed and it is real. There’s no question of its authenticity.”

Still dubious despite being reassured that the car was indeed as described – and with just 33,378miles (53,734km) on the odo – the mechanic sent Franco’s mobile two photographs of the Ferrari as further evidence. The car looked genuine. Now convinced the 330 GT was worth further investigation, Franco was also told two or three other people were interested in buying the car. The race was on. If Franco turned up at 7:00am the next day he could meet the mechanic at his workshop, about two and a half hours south-west of Sydney, and be taken to the (still secret) address. Only then would Franco be introduced to the widow to be the first potential buyer to see the now suddenly precious car.

Accompanied by the mechanic, Franco and his two sons reached their destination on time to discover a modest home with only a pathway leading from the road. They also sighted a small, single-car garage about 100 metres down the hill from the house, yet there was no evidence of any form of driveway; no hint any vehicle had driven to or from the shed in decades.

Minutes later they were unlocking the garage doors to expose the red Ferrari to the outside world for the first time since 1974.

Covered in layers of dust, the paint badly crazed, the Michelin XWX 215/70 VR15 rubber still holding some air, the floor covered in carpets to absorb any moisture and the walls lined with insulation, it was obvious the Ferrari had been deliberately sealed off in the garage to be preserved. Stunned, Franco could only wonder: why?

The battery was flat, and they struggled to unlock the driver’s door, but the boot lid opened easily to reveal a full-sized spare.

The car rode on Campagnola wheels, but a full set of Borrani wire wheels was also stored in the garage. It was what was under the spare that astonished Franco and the widow. Freeing the generous leather bag, Franco discovered the Brazilian-born owner had neatly preserved the Ferrari’s entire history from the moment the ‘330/ GT 2 + 2 Coupe’ was ordered by Maranello Concessionaires, the UK distributors, on November 7, 1966, with delivery set down for December ’66.

The cache included almost all the documents – receipts, service records, fuel dockets, repair bills, ferry tickets, letters, sale notes – related to the car’s life. They revealed it was one of 36 right-handdrive (of 455) Series II 330 GTs built and one of only three with a factory electric sunroof. Unknown delays meant delivery of the ‘Azzurro’ (blue) Ferrari to a Bill Chandler took place on February 28, 1967, the car costing £5800, four times the price of a Rover 2000 P6. Staggeringly, too, Franco discovered the Ferrari’s extensive toolkit and jack were still intact in a leather roll found in a small compartment under the bonnet. Further examination revealed the car’s only missing parts were a section of the chrome windscreen surround and a chrome stripe along the left sill.

Most astonishingly of all, the owner – his Australian widow wants their names to remain a secret – erected 100mm by 100mm timber

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Last owner built these pillars as part of an anti-theft strategy.

Daily access suddenly very tricky

4.0-litre V12 runs a single overhead cam per bank, good for 221kW and 326Nm

Born in 1934 in Detroit, designer Tom Tjaarda spent his career in Italy and is most famous for his Fiat 124 Spider, Chevrolet Corvette Rondine and De Tomaso Pantera designs. Ferrari wanted an elegant, still sporting car and Tjaarda crafted a pleasing three-box shape with a rakish C-pillar and four round headlights, with the larger pair on the outside for a slightly cross-eyed look. Enzo Ferrari objected to the lights, but eventually gave in when it was pointed out that even RollsRoyce had facelifted the Silver Cloud to accommodate four headlights. When journalists drove test cars a few months after the October 1963 launch, they almost universally objected to the look of the paired headlights. Barely two years later, after Tjaarda had returned to Ghia, the four lights were gone, replaced by more elegant, single round lights to create the more desirable Series II 330 GT you see here. @wheelsaustralia

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During Adams’ ownership, the Ferrari was painted Rosso Corso and reupholstered; curiously, vinyl replaced the Connolly leather

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poles around the car to form a cage, apparently to prevent the Ferrari from being stolen. Bizarrely, illogically, that also meant the owner was prevented from driving his Ferrari. We’ll never know why. He died in August 2019 and his widow can’t explain why her husband built the garage specifically to imprison the Ferrari.

Quickly she filled in the gaps and relayed the history of the car to a fascinated Franco. The married couple worked together as Qantas first-class stewards during the 1970s, flying the SydneyLondon-Sydney route, which meant being away from home for 10 days at a time.

The pair enjoyed quality cars and wanted a Ferrari. In February 1973, they wrote to Ferrari in Italy, enquiring about the possibility of buying a tourist-delivery Dino 246, even asking about a potential competition version. The March 1 reply came from Michael Barker at W. H. Lowe, the Australian distributors, quoting a European delivery price of $8100 for a Dino GT and $8600 for a GTS (a leather interior was a $370 option). After paying taxes and duty, the Dino cost $16,000 if distributed in Australia; this when an HQ Holden Kingswood was $2985.

Having decided not to go ahead with the Dino, in August 1974 they bought the 330 GT for £1900 pounds (one-third the new cost) from Stuart Adams, the third owner.

During Adams’ ownership, the Ferrari was painted Rosso Corso and reupholstered; curiously, vinyl replaced the Connolly leather. Before shipping the Ferrari to Australia, our couple understandably decided they should take the 330 GT on a pilgrimage to Maranello as part of a month-long Continental tour that took them as far south as Sicily. This journey added around 5500 miles (8850km) to the milometer.

Sadly, we don’t know if any photographs of the tour exist, but as proof, Franco has inherited the Seaspeed Ferry tickets for the channel crossings.

In December 1974, the Ferrari arrived, via a container, in Sydney and was collected (apparently along with a W113 Mercedes-Benz SL pagoda) from the docks by the couple on December 12. We don’t know if the Ferrari was driven to its clandestine location, or if it was trucked, but we do know it was never registered in NSW. I like to think the owner enjoyed at least one proper 330 GT drive in Australia before the Ferrari was shut away.

A year after her husband died, his widow decided she wanted to sell the car and sought the advice of her trusted mechanic. Realising such a low-mileage barn-find Ferrari, with an impeccable providence, was an increasingly valuable collector car, she and the mechanic researched values and came up with a undisclosed price.

There was no negotiation.

“This is my price. It’s fixed,” she told Franco.

Knowing it was more than he wanted to pay, and probably more than the unrestored car was worth, Franco says, “When I saw it, I made up my mind to buy it no matter what. It wasn’t a question of money; I wanted the car to have a good home. I’m not touching it.”

Within a week the 330 GT was in the swish service department of Ferrari North Shore in Artarmon, Sydney, in the care of service manager Adriano Giorgi.

Franco still won’t say how much he paid for the 330 GT. We do know that restored Series II models currently sell for around $400,000 to $500,000, about half the value of the then-current (1966-1968) and even more elegant two-seat GTC that shared its 2400mm wheelbase (250mm shorter than the 2+2) and independent rear suspension with

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FEATURE / ULTIMATE BARN-FIND FERRARI

Robbo waits patiently for the drive that won’t happen

Old classic goes home on a flat-bed. Not exactly a shocking plot twist, in hindsight

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the earlier and even more valuable 275 GTB Ferrari.

Dedicated Ferrari enthusiasts will know what follows, but for the rest of us a little history is appropriate.

Ferrari launched the 330 GT 2+2 in 1963 as successor to the popular 250 GTE. Powered by a new 4.0-litre version of Gioacchino Colombo’s sohc V12, the 330 GT retained the older car’s wishbones and coil front suspension and live axle rear suspension, four-wheel discs and four-speed gearbox. To improve rear seat room, Ferrari stretched the wheelbase by 50mm to 2650mm and sent Pininfarina drawings of the longer chassis.

Twenty-nine-year-old Tom Tjaarda, who’d moved from Ghia to PF in 1961, was asked to style the body (see sidebar, p101).

Back in Artarmon, after a gentle clean, no attempt was made to start the Ferrari until the engine and its ancillaries were given a thorough check. The cam covers came off, the bores checked by endoscopic camera and found to be “as clean as a whistle” and the engine free to turn over. They cleaned the spark plugs and the distributor, drained and replaced the fuel and oil, battery and tyres. Electrical energy employed, Adriano was shocked to find the sunroof and door windows opened and the original Pioneer radio still worked.

However, not all was ideal. Giorgi then discovered the decades of sitting idle meant the clutch was bonded on.

Sensibly, he decided not to try starting the V12 in gear. Given the evidence of a mechanical flaw, they choose to meticulously examine the Ferrari’s underpinnings while it was on a hoist.

“You can tell Ferrari was used to building racing cars and

road. Thomas, camera at the ready, rode with me in the back seat of my Skoda. All too aware that photographing potentially unreliable classics requires perseverance, Thomas wanted to grasp every opportunity and started shooting the car. We knew the swooping six-lane Roseville Bridge offered the best chance for tracking shoots. Miraculously, traffic thinned, the Ferrari slicing ahead, Giacomo occasionally wrenching his eyes from the road ahead to see if Thomas and I were still on station close to the 330 GT. Only on the climb up the other side was the Ferrari consumed by SUVs and tradie utes, Thomas delighted at the contrast they presented to the tiny red car.

We thought all was sweet when the Skoda arrived at Davidson Park on the upper reaches of Middle Harbour. But the Ferrari was slow to appear, and smoke billowed from both rear wheel arches when it eventually pulled up. A worried Giacomo, feeling the rear discs binding on the drive down the hill, shut the engine off. He reminded us that this six-kilometre run was the longest the 330 GT had undertaken in 47 years. With the Ferrari unable to move, rear discs locked on, Thomas went to work while we waited for the brakes to cool.

“That’s what happens when you buy an Alfa,” a walker called out as he passed. We didn’t bother to correct him.

Giacomo’s attempts to start the Ferrari failed. Suspecting the fuel was vaporising in the manifold he checked the fuel pump and tried again. And again. On the tenth attempt, the engine roared.

My turn. Even with the brake problem. Thick seats hold you

I blip and then hold the revs at around 3000rpm. It’s not enough to overcome the brakes. The car stalls not production models,” Adriano explained after inspecting the suspension and brakes, “They must have been unbelievably expensive to build.”

No other obvious flaws were found, and the clutch was separated. Now was the moment to discover if the Ferrari would start. With Franco on hand to witness the drama, it took a full 10 seconds of cranking before the V12 fired up, booming into life and settling initially to a 2500rpm idle, the mechanical tacho needle jiggling evocatively. Best of all: no worrying – and potentially expensive – smoke emanated from the exhaust. A couple of weeks later Spencer Martin – he of the 250LM – and I watched the 330 GT fire up – “start you bastard” – and Franco, having told us the car’s intriguing history, agreed that I could write a Wheels story on the Ferrari.

Editor Campbell concurred, especially if I could drive the Ferrari, if only briefly, for Thomas Wielecki’s camera. We quickly arranged a December date for Adriano to drive the car (on trade plates) to our location, close to the service centre, where I would be permitted fleeting wheel time. That didn’t work out, though Thomas was able to begin shooting the car.

Rain for six consecutive January/February Saturdays forced the cancellation of each planned shoot. I’d begun to doubt the story would ever happen and it wasn’t until June that we established another firm appointment. With Adriano hobbling on crutches, Giacomo Bongiorno, one of the two mechanics who work on classic Ferraris at Ferrari North Shore, became our driver.

With the engine warmed up, the exhaust echoing through the service centre, Giacomo edged the 330 GT out on to the

tight, the three-spoke steering wheel is a long reach away, the pedals not too close. A lovely oily smell fills the cabin. Minor instruments stretch out across the dashboard, oil pressure and temperature are positioned between the 180mph speedo and 8000rpm tacho, redlined at 7000rpm. A short, almost delicately thin gear lever – no open gate on the 330 GT – operates the Series II’s five-speed gearbox.

I am as ready as I’ll ever be, though I don’t ever remember being as nervous before driving a car.

“You need to give it plenty of revs,” instructs Giacomo.

I blip and then hold the engine revs at around 3000rpm. It’s not enough to overcome the brakes. The car stalls. Humiliation.

My ‘drive’ is over.

Every attempt to restart the car fails as the battery winds down. Giacomo has forgotten jumper leads. Finally, just as we discover the brakes are now free and the Ferrari can be pushed, he speaks to Adriano. A tow truck is ordered. In the now ‘perfect’ fading light we push the 330 GT into Thomas’s preferred location. He’s happy.

In the gathering dark, ignominiously the Ferrari returns to the workshop. One day, perhaps, when it’s been seriously fettled and is on Historic registration, I shall get to drive the car. Perhaps.

Should Franco change his mind and decide to restore the 330 GT, how much does it cost to restore a classic Ferrari?

“It’s a choice between quick and expensive or long and cheaper,” says Giorgi. “You can spend two grand a day if two blokes are working on the car.”

@wheelsaustralia

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COMPARISON/ MITSU ECLIPSE CROSS v HONDA HR-V

Staying g

power

MITSUBISHI’S ECLIPSE CROSS AND HONDA’S HR-V RAGE AGAINST THE NEW-IS-BEST MANTRA. CAN THESE UPDATED STALWARTS OF THE SMALL-SUV CLASS MAKE A CASE AGAINST YOUNGER RIVALS? W O R D S T R E N T G I U N C O P H O T O S A L A S TA I R B R O O K

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COMPARISON/ MITSU ECLIPSE CROSS v HONDA HR-V

GEING GRACEFULLY ISN’T an easy task and it’s rarely successfully pulled off. In the SUV realm, the first-generation Volvo XC90’s 12year run seems to be the best innings of them all. Narrow down the form factor and do some light digging and it won’t take long to discover that the Mitsubishi Eclipse Cross and Honda HR-V aren’t exactly spring chickens. In fact, the latter’s origins can be found as far back as 2014 (although it landed in Australia in 2015), while the former, despite gaining a significant revamp at the end of 2020, first launched in 2017.

The problem facing this pair is that a lot has changed since their respective inceptions – and that’s without even factoring in a global pandemic. Both play in one of the most, if not the most, hotly contested segments within the new car market. Small SUVs are big business.

Mitsubishi has long had strong brand cred in Australia (as has Honda), but it is now largely trading on a metal-foryour-money premise.

Speaking of size, the Mitsubishi’s aforementioned revamp added 140mm to its overall length, meaning it is now pushing the dimensional limits of the small SUV class. Still, at $35,090 for the mid-spec LS AWD tested here, it matches up well with the tardis-esque Honda HR-V RS, which commands a $34,500 price tag. The Eclipse Cross line-up starts at $30,290 for the base ES and extends to $40,790 for the range-topping Exceed AWD. The front-wheel-drive-only

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HR-V range starts at $25,990 for the VTi and tops out at $36,240 with the VTi-LX. The ‘newest’ of this duo is the Mitsubishi, given it received a decent design makeover last year. Up front the Eclipse Cross has undergone a rhinoplasty with the ‘Dynamic Shield’ grille, while LED daytime running lights sit unconventionally above the halogen driving lights. And despite growing in length – it’s now very much mediumsized compared the smaller ASX – the butt lift is the real talking point. Gone is the character-defining, but form-overfunction, split rear windscreen that hampered visibility.

In its place is a more conventional posterior, albeit a more generic one. The LED tail-lights that extend toward the roof are a nice styling touch.

On the other side of the fence, the Honda design team did a little less with the latest iteration of the secondgeneration HR-V. Actually, it did nothing in terms of the exterior. Still, the smaller proportions suit the Jazz-based platform and the hidden rear door handles generate the illusion of a ‘funky’ three-door. However, when loaded with shopping bags in hand, they’re a little fiddly and inconvenient to use. Like its rival, the HR-V rolls on 18-inch alloys and comes with ‘I can go off-road’ body cladding for the wheelarches and lower sections of the body. Few will try though, with both of these SUVs fighting the urban jungle – and often as family haulers.

Inside is where divergent approaches can also be seen.

Both cars run 18-inch wheels and tyres; both would ride a little better on 17s

HR-V made a real splash when it arrived in 2015; these days it’s still second only to CR-V for Honda Australia

Eclipse Cross and HR-V play in one of the most hotly contested segments within the new-car market

ECO MODE

Frugal choice I YOU VALUE FUEL ECONOMY, IF M MITSUBISHI HAS YOU COVERED T PHEV (plug-in hybrid electric vehicle) version The o of the Eclipse Cross is now on sale from $46,990. It ru runs an Atkinson-cycle 2.4-litre four-cylinder petrol (9 (94kW/199Nm) as well as a 60kW/137Nm electric m motor on the front axle and a 70kW/195Nm unit on th the rear. They draw volts from a 13.8kWh battery p pack. Claimed EV range is 55km, with charging to 80 p percent taking just 25 mins via a CHAdeMO charge p port. Claimed consumption plummets to 1.9L/100km.

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COMPARISON/ MITSU ECLIPSE CROSS v HONDA HR-V

And more importantly, felt. Despite a mid-$30K ask for the Eclipse Cross that already doesn’t quite scream bargain buying, the quality of materials used in the cabin don’t befit the price tag.

A premium ambience it isn’t.

Alternatively, the HR-V does make you feel a bit special with the driver-focused layout that includes touchscreen climate control, a ‘floating’ centre console and soft leather upholstery (Eclipse Cross LS AWD uses cloth) – even the door cards gain plush materials. Despite the design being seven years old it is ageing well. In terms of build quality, it’s another clear win to the HR-V while ergonomics come in as a tie.

Both somewhat fail in terms of up-to-date technology. The Eclipse Cross now gains a high-mount 8.0-inch central touchscreen with smartphone mirroring, while an electronic park brake is located where the fiddly touchpad controller used to live. If screen size matters, then the Mitsubishi wins by an inch over the HR-V, which now has an infotainment display that looks slightly less aftermarket and the response time to inputs has improved. Thanks to an update in 2020, it also finally gains Apple CarPlay and Android Auto (to match the Eclipse Cross).

However, neither is brilliant. And in a sign of their age, wireless smartphone charging and cable-free mirroring is starkly missing in either SUV. What’s more, the graphics used in both systems are antiquated, there’s not a digital speedo to be seen and neither has rear USB charge ports (or air vents) in the back.

The Eclipse Cross utilises Mitsubishi’s well-used global GS platform, which also underpins the smaller ASX and larger Outlander. However, despite being endowed with a physically bigger body, the Mitsubishi is only nominally more spacious inside – shoulder room is the major differentiator. The HR-V is 251mm shorter (4294mm), 33mm thinner (1772mm) and 80mm lower (1605mm) than the Eclipse Cross, yet head and legroom remain almost as generous. So if you’re after a smaller footprint with a commodious cabin, the HR-V holds a handy trump card.

The clincher is the fact that the Honda has a 437-litre boot compared to the Mitsubishi’s 405-litre capacity (which also loses its sliding rear bench). With the rear seats folded (both operated via an in-cabin release) the former expands to 1462 litres, giving it a 13-litre advantage. What’s more, the HR-V gains Honda’s ‘Magic Seats’ (see sidebar, p93). Relatively thick C-pillars hamper overthe-shoulder three-quarter vision in both – however, the Eclipse Cross has gargantuan wing mirrors to eschew blind spots – sadly neither gains blind-spot monitoring for the spec levels tested.

What Honda has to compensate is its LaneWatch technology that projects rearward vision (from the left-hand wing mirror only) onto the central infotainment screen. It’s a shame it’s not available on the right-hand side, too.

The duo gain a five-start ANCAP safety rating, but with the Honda’s awarded in 2015 and the Mitsubishi’s in 2017, their active systems are lacking. For example, the HR-V has AEB but it’s only a low-speed setup and misses out on pedestrian/cyclist detection (unlike the Eclipse Cross). Equally they miss out on radar-guided cruise control, rear cross-traffic alert and lane-keeping assist – although the Eclipse Cross does have lane-departure warning via audio. It is a sticking point when most of these features are becoming commonplace with other brands for entire ranges.

Honda’s five-year/unlimited kilometre warranty is industry standard, but the 10-year capped-price servicing plan is impressive. Yet, it can’t match the Mitsubishi’s industry-leading 10-year/200,000km warranty and 10-year capped-price servicing.

It’s a knockout for ownership peace of mind.

Mechanically, the Mitsubishi and the Honda go about their business differently – and one does a better job. Mitsubishi’s

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No USB ports nor air vents back here. Someone call International Human Rights

Eclipse Cross provides flip-down centre armrest with in-built cup holders

Honda a HR-V 1. SCREEN TIME HR-V’s 7.0-inch touchscreen is the ‘big’ news for this update as it now offers smartphone mirroring. But it’s also sans in-built sat-nav – you’ll need your phone for that – and the resolution isn’t overly crash-hot. Nor is its visibility/ legibility in certain light conditions.

2. RANDOM PROD Traditional controls can be the way to go, especially without haptic feedback.

The climate controls are all located within a touch-sensitive display and can be difficult to adjust on the move as you have to take your eyes off the road. The bum warmers are a nice touch, though.

3. BABY BOOMER

CABIN FEVER

Both the HR-V and the Eclipse Cross offer decent ease of access to front and rear with an elevated ride height and wide-opening rear doors. ISOFIX points can be found in the outer rear pews for fitting a child seat.

Mitsub bishi Eclipse e Cross 1. KEEPING IT SIMPLE Ergonomic simplicity is underrated these days, but not in the Eclipse Cross.

Gone is the awkward trackpad for an easy-to-use touchscreen, while the climate controls use traditional dials.

2. WIN SOME, LOSE SOME The pre-facelifted Eclipse Cross had a sliding rear bench which was great for rear legroom, but it didn’t fold flat. Now it does, generating a more practical load bay. While the interior doesn’t gain leather like the Honda, the fabric used feels good quality and durable.

3. PIMP YOUR RIDE If you want to personalise add some flair to your Eclipse Cross you can option Blue interior floor illumination ($286) or LED door opening illumination ($477). Other items like metal pedals or scuff plates are available via the Mitsubishi Genuine Parts catalogue.

@wheelsaustralia

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COMPARISON/ MITSU ECLIPSE CROSS v HONDA HR-V

in-house 1.5-litre four-cylinder turbo petrol engine is a bit of a cracker. Despite its diminutive cubic capacity, it packs a substantial 250Nm (from 2000rpm), which is the crucial figure compared to its 110kW. Despite the fact it weighs more than 1.5 tonnes, it shifts with purpose at step-off and it doesn’t totally run out of puff for highway overtakes.

The Continuously Variable Transmission (CVT) is one of the better examples of this gearbox type, and with stepped ratios it feels almost like a conventional torque-converter automatic. Oddly, Mitsubishi has also fitted the Eclipse Cross with some of the best paddle shifters in the business – which is a shame because you seldom, if ever, have to use them despite there being a dedicated manual mode. Maybe dreams of a return of the ‘Evo’ aren’t completely dead?

Honda’s naturally aspirated 1.8-litre four-pot has to deal with less heft due to its sub 1.3 tonne kerb weight, but the HR-V doesn’t have as much grunt to offer with 105kW and 172Nm. Its power is delivered higher in the rev range (6500rpm), and that, combined with the (stepped ratio) CVT, means it does drone and perch itself closer to redline more often. It feels slightly slower than the Mitsubishi, but for city driving it’s more than adequate. What it really needs is an injection of Newtons, something the 1.5-litre four-cylinder turbo from the Civic would provide, but it isn’t available in the HR-V. We couldn’t match Mitsubishi’s 7.7L/100km claim, with our figures calculated at 8.5L/100km – not a bad result.

However, the Honda was even better, returning 7.2L/100km in testing compared to an official claim of 6.9L/100km. It’s a shame more fuel-efficient variants of the HR-V have never made it to our shores (given they’re available overseas).

Previous Wheels testing of the front-wheel-drive Eclipse Cross has resulted in it performing poorly with its lack of purchase, especially with the Toyo rubber, being an issue.

And that’s in wet and dry conditions. Therefore, all-wheel drive is the better option for both traction and dynamics.

Speaking of traction, there are three drive modes (Normal, Gravel and Snow), but it’s doubtful anyone is going to task this SUV with anything more than a smooth dirt road.

The steering and dampers were retuned with the last Eclipse Cross update, returning positive results. Ride quality is supple enough at slow speeds over sharp potholes; however, big hits are heard and felt in the cabin. As the speed increases there is no getting away from the SUV’s size and weight, with lateral body roll becoming an issue when cornering and during quick changes of direction.

This is where the HR-V feels much more nimble and agile, with its suspension and damper tune being better resolved on rebound over smooth undulations – it certainly won’t bobble as much mid-corner and it is the quieter of the two in terms of road noise and NVH. However, it does come at the expense of low-speed compliance with the Honda proving the firmer over Melbourne’s numerous tramlines.

Neither present as deal-breakers and offer up a comfortable demeanour. It just depends which is ‘right’ for you.

Ultimately, that’s the sentiment at the heart of this battle.

Both offer a strong case in terms of space and versatility, while which design language tickles your fancy is a personal choice. If the HR-V was fitted with the powertrain of the Eclipse Cross, it’d create a pretty compelling package. As it stands, the pair receive the same score, but the Honda nudges ahead of the improved Mitsubishi with its premium cabin and origami-esque packaging.

However, while the HR-V and Eclipse Cross are doing their pragmatic best with what they have, numerous nips and tucks can’t quite mask the ageing process. They’re solid options and deserve consideration, but the segment has myriad worthy new faces.

The Honda nudges ahead of the improved Mitsubishi with its premium cabin and origami-esque packaging

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SPECS

No.

SPACE WARS

1 2 No.

HONDA DA HR-V HR V RS

MITSU ECLIPSE CROSS LS

$34,500

$35,090

Drivetrain Engine Layout Capacity Power Torque Gearbox

4cyl, sohc, 16v front-engine (east-west), front drive 1799cc 105kW @ 6500rpm 172Nm @ 4300rpm CVT

4cyl, dohc, 16v front engine (east-west) AWD 1499cc 110kW @ 5500rpm 250Nm @ 2000-3500rpm CVT

Chassis

SIZE VERSUS SMARTS Despite smaller overall dimensions, the key to the HR-V’s cargo and packaging advantage is Honda’s so-called ‘Magic Seats’. They allow you to raise and fold the seat bases so items like tall pot plants or even a large TV can be stowed up right. This super-useful feature is made possible due to the fuel tank being located underneath the front seats instead of the rear. The tardis-esque HR-V also offers a completely flat load bay with the 60/40-split rear bench. However, the floppy mesh removable parcel shelf isn’t to everyone’s taste, with the more conventional system used in the Mitsubishi being better resolved.

Body L/W/H/W–B Track (F/R) Weight Boot Fuel/tank Economy Suspension

steel, 5 doors, 5 seats 4294/1772/1605/2610mm 1535/1540mm 1294kg 437L petrol/40 litres 6.9L/100km (ADR combined)

steel, 5 doors, 5 seats 4210/1800/1595/2636mm 1561/1555mm 1251kg 405L petrol/40 litres 7.7L/100km (ADR combined)

Front: struts, A-arms, anti-roll bar. Rear: torsion beam, coil springs, anti-roll bars

Front: struts, A-arms, anti-roll bar. Rear: multi-links, coil springs, anti-roll bar

Steering Front brakes Rear brakes Tyres Tyre size

electrically assisted rack-and-pinion 285mm ventilated discs 265mm solid discs Dunlop Ensave EC 503 225/50 R18 (f/r)

electrically assisted rack-and-pinion 290mm ventilated discs 270mm solid discs Toyo Proxes 225/55 R18 (f/r)

Safety ANCAP rating Five stars

Five stars

Performance 0-100km/h 10.2 (claimed) Verdict 7.0/10

9.8sec (estimated)

7.0/10

@wheelsaustralia

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Powerful performance and superior handling for luxury vehicles.

Garage WE DRIVE ’EM LIKE WE OWN ’EM

GENESIS GV80

HYUNDAI PALISADE

KIA CERATO

JEEP GRAND CHEROKEE

LEXUS IS300

HYUNDAI TUCSON

NEW CARS PUT THROUGH THE WRINGER

Monthly health reports for our harddriven half-dozen

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DATABANK The hard numbers on every new passenger car on sale in Australia

PAGE

PAGE

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GARAGE

PAGE

PLUS

146

DRIVEN TO EXTINCTION Chrysler’s exit marks the end of the V8 sports sedan in Oz

@wheelsaustralia

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Garage

REPORT EIGHT

EXIT

GENESIS GV80 Price as tested $103,600 This month n/a Total 10,437 @ 10.2L/100km

NO LAPSE OF LUXURY BUT PREMIUM KOREAN SUV CAN STILL LEARN A TRICK OR TWO FROM THE EUROS

C

RACKING OPEN my judging book from last year’s Wheels Car of the Year, I find the following note scribbled on the page dedicated to the Genesis GV80: “Lots of promise, but is it a genuine rival to BMW, Audi and Merc?”. Without knowing it, I’d just neatly summarised the one

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question that has loomed large over the GV80’s entire stint on the Wheels long-term fleet.

And now, some seven months and 10,500km later, it’s time to provide an answer. So if you’re in the market for a Merc GLE, Audi Q7 or even a Lexus RX, should you be considering a GV80? The overriding response is ‘yes!’ but let’s not sugar-coat it, there are a few caveats…

The one area where the GV80 has a clear and unabashed advantage over the establishment is the quality and fitment of its interior. Having run a 3.5T petrol GV80 for the majority of this long-term loan, I slipped into this white 3.0-litre diesel for the final few months and the refinement and choice of materials in both cars was top-shelf. And the build quality was rock solid, too. Neither car made so much as a squeak or creak, let alone a rattle or a buzz. We’re talking Lexus levels of fastidiousness here, possibly higher.

Then there was the theatre of the interior in the petrol GV80. That car was fitted with the optional Luxury Pack, which included goodies like fully digital dials (with 3D effect) and boasted tan diamond-stitched leather seats to create a sense of opulence that had more than one friend gasp, “Ooooh, is this a Bentley?”

Having originally questioned the worth of the $10,000 Luxury Pack, stepping into the diesel GV80, which doesn’t have it fitted, really hammered home its value. The things I missed most were the 21-speaker Lexicon sound system and the active noise-cancelling function which noticeably reduced road roar.

Room for improvement on the inside? Minor things, really, like updating Apple CarPlay/Android Auto to fill the entire width of the 14.5inch central touchscreen, and either refining the lane-keep assist system to be less intrusive or allowing the owner to switch it back on when they

Left: 380mm front discs managed to deal with the GV80’s hefty 2327kg weight, even when driven

by Inwood on a qualifier

want it, rather than automatically restarting it every time the car is turned on.

The GV80 also makes a persuasive argument in the powertrain

department across the range, yet it’s the diesel that is clearly the pick of the bunch. It’s similar in realworld punch to the bigger capacity petrol, sounds better, is smoother and drinks noticeably less fuel: 9.0L/100km plays 11.0L. My ideal GV80? It’d be a 3.0-litre diesel with the Luxury Pack, a tan interior and Brunswick Green exterior paint. That would be a sublimely comfortable, and suitably alternative, large family SUV. The one area that could benefit from a tweak come facelift time is the ride-quality/body-control compromise.

Higher-spec variants run adaptive dampers with a predictive camera system that reads the road ahead to pre-arm the suspension for upcoming bumps and on balance it’s pretty effective. The issue is that the overall set-up is very soft which can result in wallowy body control, especially on twisty roads. Switching the adaptive dampers to Sport helps, although it

does feel like the entire chassis tune could be moved a notch firmer so Sport becomes the new Comfort.

So the GV80 is beautifully built and nicely resolved from a value and aftersales perspective (five years free servicing is a boon) but the question is: will Aussies bite? A quick glance at 2021’s sales figures shows the mountain Genesis has to climb. Up to June, GV80 sales total 154 which, while decent compared with the Lexus RX (337) and Jaguar F-Pace (177), pale when you realise BMW and Mercedes have each sold closer to 2000 X5s and GLEs respectively.

The fresh injection of the justarrived and more affordable GV70 should supercharge Genesis’s ability to move metal, but while there’s still a way to go when it comes to overall sales volumes, the overwhelming positive news for Hyundai’s premium brand is that it now has the product to genuinely mix it with the big players.

A LEX IN WOO D @wheelsaustralia

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Garage

REPORT FOUR

HYUNDAI PALISADE HIGHLANDER Price as tested $75,000 This month 635km @ 10.3L/100km Total 2474km @ 10.7L/100km

TIME FOR A CHANGE OF WHEEL, THAT IS, AS PRESSURE DROPS

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I

F THE ESSENCE of good design is all about intuitive ease of operation without the need for an instruction manual, then things were off to a good start recently when the Palisade copped a puncture. Let’s face it, us blokes know that reading instructions is a sure sign of weakness, right up there with the inability to perform a humane spider removal.

I could see the spare wheel mounted externally underneath the rear of the car, so how hard could it be to whip it out from under there and bolt it on in place of the flat left front?

The answer was right there in the sub-floor of the cargo space: a small plastic cap with ‘spare tyre’ written on it. So I grabbed the tools and jack, and got to work. Whip the cap off with the screwdriver to expose a nut, slip over the socket tool, and turn. The spare is lowered via a cable; once at its lowest, it’s a bit of grubby faff to support the weight of the wheel with one hand while freeing the cable’s retainer plate to completely liberate the spare.

Next faff – jacking over two tonnes of SUV not especially keen to levitate off my car park floor. The scissor jack

is a labour-intensive little bastard, and each turn nets only a few millimetres of raised body height. And because there’s so much suspension droop, the jack needs to be cranked to near its maximum to get fresh air under the tyre. That was a hard grind that came with a strong language warning.

Getting the wheel off was no problem, but getting the spare back onto the hub required some heavy lifting and a bit more swearing, at which point I was questioning my once strong-held belief of run-flats being the work of a ride-ruining devil.

Anyway, less than 30 minutes later I’d finished the task with a glow of manly satisfaction, which lasted right up to the moment I climbed back into the car and went to reset the tyre pressure monitoring system (TPMS).

The display blinked sullenly at me, refusing to take the reset command. A quick call to Hyundai explained why: the spare isn’t fitted with the clever valve that communicates with the TPMS, so I would have to bring the car in to have the repaired tyre and original wheel refitted.

That made me feel a tad deflated.

AS H WE STER MA N

REPORT TWO

KIA CERATO GT Price as tested $36,525 (driveaway) This month 458km @ 9.8L/100km Total 644km @ 9.8L/100km

TAKING ITS TEMPERATURE IT’S NOT A HOT HATCH, SO IS THE CERATO GT WARM? OR LIGHTLY SPICED?

I

’VE NOW SPENT nearly two months in the Cerato GT, and so far I can’t fault it as an affordable sporty warm hatch that could almost double as a full-time family car.

First up, the ride is firm, as you’d expect, but not excessively so. The Michelin Pilot Sport 4 225/40 ZR18s are most likely another contradiction when thinking of comfort on potholed, cracked, suburban streets, but on a nice piece of twisting tarmac, they are simply fantastic and allow you to make a corner feel much more exciting even without blowing the speed limit. Further, I’ve only experienced modest torque steer when punting it hard out of an uphill corner; otherwise the front end is pretty well-behaved.

So while I think Kia’s local suspension tuners have done a great job in balancing performance versus comfort, there will always be those who expect more from a near-$37K car wearing a GT badge.

Maybe drop the grandeur of the badge and the expectations that go with it, and the Kia would be more widely praised?

But you’re only as good as you can stop and the front 305mm ventilated discs do enough to pull you up safely on public roads. However they aren’t in the same league as a serious set of stoppers fitted to a hot hatch that could withstand the punishment from a day on the track, but that’s not where the GT is pitched.

On the subject of delivering the driver a sporting experience, I think the artificial audio in ‘Sport’ mode is a little overdone and raucous at times. The inflected revs and engine volume don’t seem to accurately reflect where you actually are performance-wise. It can sound like you’re on the redline, when actually far from it. Maybe it’s subjective and these synthetic theatrics will appeal to some.

On the fuel economy front, I’ve completed several highway driving stints (in ECO mode) which have produced some good economy results ranging between 5.7L/100km – 6.1, proving that while the perky 1.6T provides performance if you want it to, it can be a frugal sipper when given a light right foot.

DAVE HARD IN G @wheelsaustralia

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Garage

REPORT FOUR

EXIT

JEEP GRAND CHEROKEE Price as tested $72,950 This month 897km @ 13.3L/100km Total 3820km @ 13.1L/100km

DONE DIRT JEEP SOMBRE SEND-OFF FOR BENT-EIGHT BRUISER

W

HEN someone from the PR team at Fiat Chrysler Automobiles (FCA) appeared on my phone, my heart sank. I quickly realised why they were calling. My Jeep Grand Cherokee S-Limited was expected back – and it was overdue.

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But that didn’t make the phone call any less of a surprise. While I had partly forgotten, it spoke to how comfortable I had grown with having the S-Limited around.

I know, a V8-powered large SUV in inner-city Melbourne doesn’t seem like the most pragmatic choice, but the Jeep always had a way of proving itself useful during a changing roster of press cars. And for a wide range of reasons, too.

Sure, as we documented a couple months ago, its handling composure is bound to wilt as you ratchet up the commitment in corners. But for most driving, it steers positively and responds to inputs predictably.

So, despite its considerable bulk at 2303kg, the Jeep felt manoeuvrable in urban confines. And highway stuff? Easy. Mainly because the S-Limited variant’s suspension tune offers a welcome degree of touring

compliance. Its damping is perfectly judged over the undulations you’d find on the open road, while 50-profile tyres help absorb minor intrusions.

This ride quality and leather seats that are firm and supportive lulled my family to sleep during a trip to Benalla. And I happily did all the driving for the four-hour round journey, thanks in part to a full suite of active safety gear.

For the most part, the Jeep’s active cruise control system works great.

The radar maintains distances well, and it’s refreshing to adjust the set speed with buttons on the steering wheel instead of with a stalk hidden away like some European cars I’ve tested recently.

Better is the boot that’s been designed for easy loading, with rear seats that fold level with the floor and the convenience of a powered tailgate, all of which made the Jeep the default

HVAC panel betrays the GK’s age, yet it’s more intuitive to use than many modern touch- or menu-based controls

choice for airport trips.

You’d never find yourself wanting for convenience, either. I was grateful to sit on the S-Limited variant’s heated seats as temperatures begun their descent into a bone-chilling winter. The S-Limited also has a

heated steering wheel, but it only has one mode (scorching), so I’d turn it off after a couple of minutes.

There are loads of extra features, too. Like rear seat 60/40 folding split, an 18-inch space saver under the boot floor, ISOFIX seat anchors, rear ventilation, and twin USB ports in both the front and rear. Smartphone mirroring is the preferred choice for infotainment, but the native U-Connect software is reasonably intuitive and well designed.

The Jeep’s thirst was to be expected.

Obviously, our overall average 13.1L/100km (which matched Jeep’s claim) consumption figure is up there.

Especially compared to diesel engines in the segment. But for a 5.7-litre V8 that can comfortably haul a car on a trailer, that’s the price for something with a lovable growl and unbeatable throttle response.

But as for gripes? Objectively,

the Grand Cherokee lacked interior refinement. The steering wheel buttons feel cheap. The plastics around the centre console and outboard vents look dreary in grey.

And the foot brake is a primitive throw-back.

But, despite its age, the S-Limited strikes a unique balance of talents, including on-road driving pleasure and comfort, practicality, driveability – underpinned with off-road features that have been verified as more than just pretensions.

This combination will be even rarer after the Mitsubishi Pajero bows out this year. Still, here’s hoping the new generation Grand Cherokee – based on the Alfa Romeo Giorgio platform – can repeat the formula when it arrives within the next year or so. Hopefully on time, unlike yours truly.

LOUI S CORD ON Y @wheelsaustralia

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Garage

REPORT THREE

LEXUS IS300 LUXURY Price as tested $63,000 This month 562km @ 8.9 L/100km Total 2833km @ 8.5L/100km

AN UNWELCOME INTRUSION NEW CRASH STANDARDS PUT THE IS ON NOTICE. SO, SHOULD YOU BUY ONE?

V

EHICLE STANDARD ADR 85/00 – Pole Side Impact Performance – doesn’t sound anything out of the ordinary, but for the Lexus IS300 it’s the Grim Reaper. Drafted into legislation in December 2015, it

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started a countdown clock which, when it hits zero on November 1st this year, means the non-compliant IS, along with the sexy RC coupe and the unsexy CT hybrid potato, can no longer be sold without a modification that the local importers reckon is costprohibitive. Factory orders ceased on June 30, which means that if you want an IS 300 Luxury, you’ll need to start scouring dealer stock.

Here’s my advice to you. Don’t buy one. As much as I’ve enjoyed running this car, it’s my job to offer you solid consumer advice and there is a better option available. It’s called the IS350 F Sport, packs a 221kW atmo V6 instead of a 180kW turbo four and injects an element of mechanical charisma that this car so badly yearns for. Trim-for-trim, it’s also only $5K more expensive, which seems like a reasonable deal if only for the additional kilowatts. Who knows, you might also be able to snag a run-out deal if you’re a demon negotiator.

The rest of the IS300 package is

quietly excellent, however. Rather than flit straight to the next long termer with nary a backwards glance, I felt a genuine wrench when the time came to hand the Lexus back. There are certain things that you acquire in life that form a bond and enjoy an extended welcome, and I could see a Lexus IS purchase easing into that role. It’s a slow burner, with qualities that are far from overt. There’s little about it that’s alpha or thrusting and I must admit I admire the quiet confidence it has in its own skin.

The day before the IS was due to be returned, I woke late, got into the Lexus, loaded a long playlist and drove with no particular destination in mind. The delightful thing about the IS300 is that it’s always there for you but rarely imposes its personality into the conversation. If it was a person, it’d be a great listener. I still think there’s room in the market for cars like this. Poles clearly have an alternate opinion.

AN DY E NR I G HT

REPORT TWO

HYUNDAI TUCSON ELITE

where our long-termer has six forward Price as tested $39,169 gears and front-wheel drive only.

This month 1221km @ 10.4L/100km But, despite these relative Overall 2506km @ 10.4L/100km shortcomings, my experience has been positive – and as always, I can thank my partner. Because, where I’m the one to bemoan a lack of grunt (“for overtaking, for towing!”), she has the wisdom to know that in our day-to-day driving – even with our two little ones on board with their NO TURBO, BUT THAT’S scooters – there’s enough power here.

And she’s right, for the most part.

NO DEAL-BREAKER There’s a mighty big hill at the end of our street, and whipping out in N ITS 2.0-litre petrol front of not-too-distant traffic will form, with no turbo to give get the front rubber chirping and it a shove, this Tucson is the four-pot panting “I think I can, I certainly the least adept think I can” – but it huffs and puffs option for getting up hills in to the top just fine, and without any a hurry – particularly with a grumpy high-beam flashes in the full manifest. rear-view mirror.

It’s also the cheapest option in the And really, this Tucson’s six-speed range, coming in at $4000 and $6000 auto at least saves me from the more affordable, respectively, than raucous buzzing I’ve often had to the 1.6-litre turbo petrol and 2.0-litre endure with the CVT auto preferred turbo diesel versions – both of which by many brands – although it’d be add more gears and all-wheel drive,

ENOUGH IS ENOUGH

I

nice to have some paddle shifters to gear up rather than having to ease off the pedal until the computer agrees to shift up.

That six-speed auto is otherwise a fairly smooth unit, shifting smoothly in relaxed driving and waking up quickly enough when more is demanded.

Ride comfort on the Tucson Elite’s 18-inch wheels is firm but reasonable, with good compliance and confident steering – despite this new Tucson missing out on the local tuning Hyundai Australia has undertaken in the past (it’s good enough without it, they say). Cabin ambience is also impressive, with little obvious road or wind noise intruding.

So, while easily dismissed as the one to skip, this simple configuration – 2.0 litres, no turbo, front-wheel drive and only six gears – could prove itself for a lot of budgetfocused families as “The Little Engine That Could”.

M IK E STE V ENS @wheelsaustralia

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Data bank

+

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Coupe Roadster

Giulietta Circa-2011 front-drive A3 rival majors on good-handling fun and oozes visual personality but production has finished and it won’t be replaced THE PICK: The Edizione Finale is the Giulietta in its coolest, sportiest form

Super TCT Veloce TCT Edizione Finale

$35,950 $42,950 $48,950 Giulia

L4T L4T L4T

1.4 125 250 D6 1284 7.7 4.9 95 44 1.7 177 340 D6 1299 6.0 6.8 95 46 1.7 177 340 D6 1299 6.0 6.8 95

F F F

$63,950 $71,450 $138,950 $268,000 $288,000 4C

L4T L4T V6TT V6TT V6TT

2.0 2.0 2.9 2.9 2.9

147 206 375 397 397

330 400 600 600 600

A8 A8 A8 A8 A8

1394 1490 1585 1605 1580

6.6 5.7 4.4 3.6 3.6

6.0 95 51 R 6.1 95 52 06/17 R 8.2 95 52 04/17 R 10.8 98 R 10.8 98 R

Coupe Volante AMR

$89,000 $99,000 Stelvio

Volante

Sport Veloce Quadrifoglio

$64,950 $69,950 $78,950 $146,950

L4T L4T L4T V6TT

2.0 2.0 2.0 2.9

148 148 206 375

330 330 400 600

Alpina

A8 A8 A8 A8

1619 1619 1619 1830

7.2 7.2 5.7 3.8

7.0 95 7.0 95 7.0 95 10.2 95

A A A 03/18 A

3 years/200,000km

B5 Addresses our minor reservations about the latest M5. How does Alpina manage that with a staff of just over 100?

THE PICK: Touring wagon offers what no M5 sedan can

B5 Sedan B5 Touring

$210,000 $217,000 XD3

V8TT V8TT

A 4.4 447 800 A8 1894 3.5 10.5 98 50 4.4 447 800 A8 2120 3.7 11.1 98 50 10/19 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

$109,900

L6TTD 3.0 245 700 A8 2015 4.6 6.4 D

Alpine

61

A

3 years/100,000km

Pure Legende S

$98,388 $103,388 $115,000

L4T L4T L4T

1.8 185 320 D7 1098 4.5 6.2 95 55 05/19 R 1.8 185 320 D7 1123 4.5 6.2 95 55 R 1.8 215 320 D7 1107 4.4 7.0 98 R

Aston Martin

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

124

$278,900

V8TT

whichcar.com.au/wheels

4.0 375 685 M7 1620 4.0 11.7 98 -

R

Drive

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Issue tested

R R R

$536,900 $570,200 DBX

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

$357,000

V8TT

4.0 405 700 A9 2245 4.5 14.3 98 -

09/20 A

3 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

$32,750 $35,290 $46,450 A3

L3T L4T L4T

1.0 85 200 D7 1125 9.4 5.4 95 53 F 1.5 110 250 D7 1165 7.7 5.8 95 54 02/20 F 2.0 147 320 D6 1260 6.5 6.4 95 54 13/19 F

About to be replaced with an all-new A3, so bargains should be afoot.

Still, a recent range refresh was welcome and RS3 remains a highlight THE PICK: If your budget allows, RS3 is an evocative delight

35 TFSI S Line $43,300 35 TFSI S Line sedan $44,900 35 TFSI S Line cabriolet $52,400 40 TFSI S Line $49,300 40 TFSI S Line sedan $50,900 40 TFSI S Line cabriolet $58,400 40 TFSI quattro S Line $52,900 40 TFSI qttr S Line sedan $54,500 40 TFSI qttr S Line cab $62,000 S3 $64,200 S3 Sedan $65,800 S3 Cabriolet $73,400 RS3 $83,436 RS3 sedan $86,136 A4

L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L5T L5T

1.4 1.4 1.4 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.5 2.5

110 110 110 140 140 140 140 140 140 213 213 213 294 294

250 250 250 320 320 320 320 320 320 380 380 380 480 480

D7 D7 D7 D7 D7 D7 D7 D7 D7 D7 D7 D7 D7 D7

1240 1250 1380 1315 1320 1430 1385 1390 1540 1430 1460 1620 1510 1515

8.2 8.2 8.9 6.8 6.8 7.2 6.2 6.2 6.9 4.8 4.8 5.3 4.1 4.1

5.1 5.0 5.2 6.0 5.9 6.1 6.1 6.0 6.3 6.6 6.5 6.8 8.5 8.5

95 95 95 95 95 95 95 95 95 95 95 95 98 98

54 F 55 F 55 F 55 F 55 F 55 F 56 A 56 A 56 A 57 A 57 A 57 A 62 09/20 A 62 A

The yardstick for build quality and now value-for-money, though lack of adaptive dampers undermines regular A4’s refinement THE PICK: A4 TFSI Allroad for its ride, fluency and space

A110 A clear nod to the 1960s and ’70s rally icon without resorting to retro pastiche. Extols the virtues of lightness and a well-sorted chassis THE PICK: Whatever your budget allows, you lucky thing you

09/18 R R

$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

Audi

1.7 177 350 D6 1025 4.5 6.8 95 55 02/15 R 1.7 177 350 D6 1035 4.6 6.8 95 55 06/15 R

Fails to repeat Giulia’s dynamic brilliance, and the driving position is flawed, though ballistic Stelvio Q is a winner, and Veloce has appeal THE PICK: Stelvio impasse? Join the Q

3.6 10.3 98 3.8 - 98 -

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...

DBX

L4T L4T

4.0 375 685 A8 4.0 375 685 A8 -

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

Styling, focused dynamics and sexy carbon tub offset by charmless four-pot, snappy handling and steep pricing. Production has ended THE PICK: Get in while stock remains in dealers

Coupe Spider

V8TT V8TT

A luxo grand tourer that emits pure sex appeal from its exhaust tips.

Hefty weight hurts its dynamics, but those looks, right?

THE PICK: AMR is a beautifully sorted sports tourer

Quadrifoglio towers as an M3 terroriser, yet all models soar dynamically. Quality has improved, but niggles keep it from greatness THE PICK: Glorious Quadrifoglio is as good as Giulia gets

Sport Veloce Quadrifoglio GTA GTAm

$299,950 $315,000 DB11

Size

Price

5 years/150,000km Trans.

Torque

Power

Size

Engine type

Price

Alfa Romeo

Engine type

VEHICLE PRICES, SPECS & REVIEWS EVERY MONTH

35 TFSI 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

$55,900 $59,900 $68,500 $71,000 $70,600 $72,600 $99,500 $102,000 $147,900

L4T L4T L4T L4T L4TD L4T V6T V6T V6TT

2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.9

110 110 183 183 150 183 260 260 331

270 270 370 370 400 370 500 500 600

D7 D7 D7 D7 D7 D7 A8 A8 A8

1440 1440 1545 1590 1645 1615 1645 1690 1790

8.6 8.6 5.8 6.0 7.3 6.1 4.7 4.9 4.1

6.1 6.1 7.1 7.3 4.9 7.4 8.6 8.8 8.9

95 95 95 95 D 95 95 95 98

51 51 52 52 52 52 46

F F A A A A A A A

A L FA R OM E O – B E NT LE Y YOUR COMPLETE NEW CAR BUYER’S GUIDE

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

Price

WHAT IT ALL MEANS 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.

A5

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: RS6 is a ballistic missile. 45TDI Allroad the sensible choice

40 TFSI 45 TFSI quattro 45 TFSI quattro S Line 55 TFSI quattro S Line 45 TDI Allroad S6 RS6 Avant

$84,900 L4T $96,900 L4T $106,000 L4T $116,000 V6T $109,200 V6TD $149,900 V6TT $216,000 V8TT A7 Sportback

2.0 2.0 2.0 3.0 3.0 2.9 4.0

140 180 180 250 170 331 441

320 370 370 500 500 600 800

D7 D7 D7 D7 A8 A8 A8

1770 1695 1845 1945 1910 2075

6.0 6.0 5.1 6.7 4.5 3.6

7.2 7.3 7.2 5.9 8.4 11.7

95 95 95 95 D 98 98

52 F 52 A 52 02/20 A 52 A 46 A 42 08/20 A 47 09/20 A

New

Q5 SPORTBACK Premium SUV gets slinky at last

Coupe-SUV version of second-gen Q5 has finally appeared, almost four years hence.

Covering all bases, from a diesel quattro to a spritely turbo petrol and stonking SQ5, the Sportback loses just 10 litres in boot space (at 510 litres) compared to a Q5 wagon.

S-Line styling package, 20-inch wheels (21s on SQ5) and LED lighting all standard.

40 TDI quattro 45 TFSI quattro 40 TDI quattro Sport 40 TDI quattro S’back 45 TFSI quattro Sport 40 TDI qttr Launch Ed. 45 TFSI qttr Launch Ed. 45 TFSI quattro S’back 50 TDI quattro S-Line SQ5 SQ5 Sportback

$114,636 $133,236 $159,136 $224,000 A8

L4T V6T V6TT V8TT

2.0 3.0 2.9 4.0

180 250 331 441

370 500 600 800

D7 D7 A8 A8

1750 1920 1965 2065

6.2 5.3 4.6 3.6

7.3 7.1 8.5 11.6

98 95 98 98

45 A 45 A 48 08/20 A 47 A

45 TDI quattro 50 TDI quattro 50 TDI quattro S line 55 TFSI S-line quattro SQ7

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 55 TFSI quattro L 50 TDI quattro L 55 TFSI quattro S8

$194,500 $197,036 $209,100 $212,136 $260,000 TT

V6TD V6T V6TD V6T V8TT

3.0 3.0 3.0 3.0 4.0

210 250 210 250 420

600 500 600 500 800

A8 A8 A8 A8 A8

1975 1920 2000 1945 2230

5.9 5.6 5.9 5.7 3.8

5.6 D 7.9 95 5.8 D 7.9 95 10.5 98

47 02/19 A 47 A 47 A 47 02/19 A 47 A

$80,900 $99,300 $134,900 R8

L4T L4T L5T

2.0 180 370 D7 1365 5.2 7.0 95 51 A 2.0 210 380 D6 1385 4.5 16.0 98 51 11/19 A 2.5 294 480 D7 1450 3.7 8.0 98 67 09/20 A

L4TD L4T L4TD L4TD L4T L4TD L4T L4T V6TD V6STD V6STD

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 3.0

150 183 150 150 183 150 183 183 210 251 251

400 370 400 400 370 400 370 370 620 700 700

D7 D7 D7 D7 D7 D7 D7 D7 D7 A8 A8

1805 1750 1805 1825 1750 1805 1750 1770 1935 2010 2010

7.6 6.3 7.6 7.6 6.3 7.6 6.3 6.3 5.7 5.1 5.1

5.4 8.0 5.4 5.4 8.0 5.4 8.0 8.0 6.8 7.0 7.1

D 95 D D 95 D 95 95 D D D

– – –

A A A A A A A A A A A

– – – –

$103,300 $114,300 $121,300 $121,300 $161,500 Q8

V6TD V6TD V6TD V6T V8TTD

3.0 3.0 3.0 3.0 4.0

170 210 210 250 320

500 600 600 500 900

A8 A8 A8 A8 A8

2165 2165 2165 2140 2385

7.3 6.5 6.5 5.6 4.8

7.0 6.8 6.8 9.0 7.6

D D D 95 D

56 A 56 A 56 07/20 A – A 63 A

A technological powerhouse that rivals A8 for luxurious people moving. SQ8 TDI is convincing; RS is a Lambo Urus for half the cash THE PICK: Base 55 TFSI is convincing. RS defies the laws of physics

50TDI 55 TFSI SQ8 TDI RS

$129,600 $130,200 $166,500 $208,500 e-tron

V6T V6T V8TTD V8TT

3.0 3.0 4.0 4.0

210 250 320 441

600 500 900 800

A8 A8 A8 A8

2145 2145 2365 2240

6.3 5.7 4.8 3.8

6.9 D 13.3 95 7.8 D 12.1 98

63 A 63 10/19 A 63 A 63 A

It has the COTY-winning Mercedes-Benz EQC as competition, but latearriving e-tron offers more choice than its fellow German rival THE PICK: Sportback offers extra style for your quiet arrival

Rock-solid coupe that’s usually maligned on account of not being a Porsche. The multi-faceted TT deserves a fairer go THE PICK: S one of the most competent ‘real world’ sports cars around

45 TFSI quattro S quattro RS

$68,900 $69,600 $74,900 $77,700 $76,600 $78,300 $80,800 $86,300 $89,600 $104,900 $110,900 Q7

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

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

Drive Driv

F F F A A A A A A A A

Issue Issu tested test

56 56 56 64 54 – – – – 53 53

Resale % Res

95 95 95 95 95 95 95 95 95 98 98

RON

6.4 6.5 6.7 7.1 7.1 7.4 8.8 8.8 9.1 8.8 8.9

Fuel cons.

7.3 7.5 7.9 5.8 6.0 6.3 4.8 4.7 5.1 3.7 3.9

0-100 0-10

1455 1490 1655 1530 1570 1735 1675 1640 1840 1685 1720

Kerb Ker weight wei

D7 D7 D7 D7 D7 D7 A8 A8 A8 A8 A8

Trans.

Tra

320 320 320 370 370 370 500 500 500 600 600

Torque

140 140 140 183 183 183 260 260 260 331 331

Power

2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 3.0 2.9 2.9

Size

L4T L4T L4T L4T L4T L4T V6T V6T V6T V6TT V6TT

Price

40 TFSI S Line S’back $71,900 40 TFSI S Line Coupe $71,900 40 TFSI S Line Cabriolet $85,400 45 TFSI qttr S Line S’back $79,900 45 TFSI S Line Coupe $79,900 45 TFSI S Line Cabriolet $93,400 S5 Sportback quattro $106,900 S5 Coupe quattro $106,900 S5 Cabriolet quattro $120,400 RS5 Coupe $150,900 RS5 Sportback $150,900 A6

Engine type

A quick car for those who have grown out of going quick. Now here in facelifted 2021 guise which brings fresh sheetmetal and cabin tech THE PICK: S5 is satisfying and plenty quick enough

50 quattro 55 quattro 50 quattro Sportback 55 quattro Sportback

Recently updated flagship now sports even more aggressive styling and tweaked dynamics. Operatic V10 is one of the best donks on sale THE PICK: Rear-drive models are less expensive and more fun

$137,100 $146,100 $148,100 $157,100

E E E E

71 95 71 95

230 300 230 300

540 664 540 664

1R 1R 1R 1R

2370 2480 2370 2480

6.8 5.7 6.8 5.7

Bentley

23.6 22.0 23.2 22.7 -

61 61 47 47

A A A A

3 years/unlimited

V10 RWD V10 RWD Spyder

$295,000 $316,500

V10 V10

5.2 397 540 D7 1595 3.7 12.9 98 64 5.2 397 540 D7 1695 3.8 13.1 98 64

R R

Continental GT

V10 Performance V10 Perf Spyder

$395,000 $416,500 Q2

V10 V10

5.2 456 580 D7 1595 3.1 13.1 98 64 5.2 456 580 D7 1695 3.2 13.3 98 64

A A

An undeniable sheen of bespoke Englishness and a focus on ride quality make this the pick of the grand touring coupes. V8 now in Oz THE PICK: W12 delivers on its promises with regal insouciance

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 $42,900 40 TFSI quattro S-Line $49,900 SQ2 $64,400 Q3

L4T L4T L4T

1.5 110 250 D7 1305 8.6 5.3 95 2.0 140 320 D7 1460 6.7 6.6 95 2.0 221 400 D7 1535 4.9 7.7 98

F A A

V8 V8 Convertible W12 W12 Convertible

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

56 12/19 F 56 F 56 F 57 A 57 A 58 A 58 A

4.0 4.0 6.0 6.0

404 404 467 467

770 770 900 900

D8 D8 D8 D8

2143 2209 2344 2414

4.0 4.1 3.7 3.7

- 98 - 98 12.2 98 12.3 98

-

A A 02/19 A 12/19 A

Third-generation debuts all-new architecture that adds 48v tech and rear-steer. Three chamber air springs offer a silken ride THE PICK: Enjoy the W12 before electrification buries it

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

35 TFSI $46,950 35 TFSI S-line Sportback $50,450 40 TFSI $54,450 40 TFSI quattro S-line $59,950 40 TFSI qttr S-line S’back $62,350 RS $89,900 RS Sportback $92,900

$400,900 V8TT $441,300 V8TT $422,000 W12TT $464,600 W12TT Flying Spur

$469,000

New

W12TT 6.0 467 900 D7 2437 3.8 14.8 98

A

BENTAYGA Less dropped-pie styling means tastier Brit beef ef

Original Bentayga gets massaged for ’21 with a broader grille, ‘cut crystal’ lighting, new Continental-inspired rear end and a wider rear track for a more muscular look. But the beauty is in the details with all-new seating, new centre console and multimedia, and greater customisation. Hybrid, Bentayga S and W12 Speed due in ’22.

V8 V8 First Edition

$364,800 $448,219

V8TT V8TT

4.0 404 770 A8 2340 4.5 12.2 95 4.0 404 770 A8 2340 4.5 12.2 95 @wheelsaustralia

A A

125

Front-drive 1 Series kills the old rear-driver for packaging but suffers from a lumpy ride and frumpy demeanour THE PICK: New 128ti seems promising, unlike the rather disjointed M135i

$47,900 L3T 1.5 103 $56,900 L4T 2.0 180 $65,900 L4T 2.0 225 $70,900 L4T 2.0 225 2 Series Gran Coupe

220 380 450 450

D7 A8 A8 A8

1320 1445 1525 1525

8.5 6.3 4.8 4.8

5.9 6.1 7.5 7.5

95 95 95 95

58 – 60 60 03/20

F F A 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 Pure M235i xDrive

$52,990 $55,900 $70,900 $75,900 2 Series

L3T L4T L4T L4T

1.5 2.0 2.0 2.0

103 141 225 225

220 280 450 450

D7 D7 A8 A8

1375 1430 1570 1570

8.7 7.2 4.9 4.9

5.7 7.1 7.1

95 95 95 95

55 55

F F A A

Baby rear-driver rights all the wrongs of the preceding 1 Series coupe/ convertible with sporting style and purist driving flair THE PICK: M2 Competition or CS – future classic status guaranteed!

220i 220i Convertible M240i M240i Convertible M2 Competition M2 Competition M2 CS M2 CS

$56,900 $64,900 $81,900 $91,900 $102,900 $109,900 $139,900 $147,400 3 Series

L4T L4T L6T L6T L6TT L6TT L6T L6T

2.0 2.0 3.0 3.0 3.0 3.0 3.0 3.0

135 135 250 250 302 302 331 331

270 270 500 500 550 550 550 550

A8 A8 A8 A8 M6 D7 M6 D7

1373 1540 1485 1630 1550 1575 1550 1575

7.2 7.7 4.6 4.7 4.4 4.4 4.2 4.0

5.8 95 6.1 95 7.0 95 7.4 95 9.8 98 9.0 98 10.4 98 9.6 98

57 57 62 62 51 51 11/19

R R R R R R R 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 330i 330i Touring 330e M340i xDrive Pure M340i xDrive M3 M3 Competition

$70,900 $77,900 $81,900 $84,900 $101,900 $111,900 $144,900 $160,900 4 Series

L4T L4T L4T L4TH L6T L6T L6TT L6TT

2.0 2.0 2.0 2.0 3.0 3.0 3.0 3.0

135 190 190 215 285 285 353 375

300 400 400 420 500 500 550 650

A8 A8 A8 A8 A8 A8 M6 A8

1460 1490 1575 1740 1670 1670 1705 1780

7.2 5.8 5.9 5.9 4.4 4.4 4.2 3.5

6.3 7.0 7.0 6.4 7.7 7.7 – 10.1

95 95 95 95 95 95 98 98

51 R 52 02/20 R 48 02/20 R 52 R 52 A 52 02/20 A – R A

All-new 4 Series is smarter, quicker and bigger than its predecessor, including that grille. Base M4 is rear drive; Competition is AWD THE PICK: 430i for rear-drive balance and grunt, times two for M4

420i 420i Convertible 430i 430i Convertible M440i xDrive M440i xDrive Conv.

M4 M4 Competition M4 Competition Conv.

New

$71,900 $89,900 $90,900 $107,900 $118,900 $135,900 $149,900 $165,900 $176,900

L4T L4T L4T L4T L6T L6T L6TT L6TT L6TT

2.0 2.0 2.0 2.0 3.0 3.0 3.0 3.0 3.0

135 135 190 190 285 285 353 375 375

300 300 400 400 500 500 550 650 650

A8 A8 A8 A8 A8 A8 M6 A8 A8

1525 1690 1545 1715 1740 1890 1700 1775 1920

7.5 8.2 5.8 6.2 4.5 4.9 4.2 3.5 3.7

5.8 95 – 95 6.1 95 - 95 7.1 95 – 95 – 98 10.1 98 10.2 98

57 – 57 – 57 – –

R R R R A A R A A

4 SERIES GRAN COUPE Is it a better looker than the coupe?

All-new G26 generation brings a much-needed improvementt in i proportion, ti making ki the th four-door Gran Coupe arguably more elegant than its two-door sibling. It’s also bigger than the old Gran Coupe – 143mm longer, 27mm wider, 53mm taller. M Sport package and suspension standard on all models, though 420i doesn’t get adaptive dampers.

420i 430i M440i xDrive

$75,900 $83,900 $115,900 5 Series

L4T L4T L6TT

2.0 135 300 A8 1620 7.9 TBC 95 2.0 190 350 A8 1645 6.2 TBC 95 3.0 285 500 A8 1825 4.7 TBC 95

R R A

Updated 5 Series looks sharper and has better infotainment, but Touring wagon gone. M5 CS is the fastest, most powerful BMW ever!

THE PICK: Beastly 550i is a cut-price M5 that’s almost as quick, CS apart

520i 530i 530e 530d M550i xDrive Pure M550i xDrive

126

$99,900 $119,900 $122,900 $125,900 $139,900 $154,900

L4T L4T L4TH L6TD V8TT V8TT

whichcar.com.au/wheels

2.0 2.0 2.0 3.0 4.4 4.4

135 185 215 195 390 390

290 350 420 620 750 750

A8 A8 A8 A8 A8 A8

1610 1625 1835 1760 1915 1915

7.9 6.4 5.9 5.6 3.8 3.8

5.5 5.5 1.8 4.6 10.0 10.0

95 95 95 D 95 95

36 36 36 36 55 55

R R R R A A

4.4 460 750 A8 1895 3.3 10.6 98 42 4.4 467 750 A8 1825 3.0 – 98 –

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

V8TT V8TT

Size

Engine type

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

M5 Competition M5 CS

1 Series

118i 128ti M135i xDrive Pure M135i xDrive

$246,900 $274,900 7 Series

3 years/unlimited Size

Engine type

Price

BMW

Price

Data bank

A A

Straight-six power for most of the range will please many, but it’s the V12 you really want, as it is the last of the breed THE PICK: All impress but 745e is an intriguing eco-oddball GT

730d 740i 745e 740Li 750i xDrive M760Li xDrive

$204,900 $204,900 $209,900 $234,900 $277,900 $383,900 8 Series

L6TTD L6TT L6TTH L6TT V8TT V12TT

3.0 3.0 3.0 3.0 4.4 6.6

195 250 290 250 390 448

620 450 600 450 750 850

A8 A8 A8 A8 A8 A8

1825 1760 1995 1805 1965 2220

6.1 5.5 5.2 5.6 4.0 3.8

5.7 D 7.7 95 2.4 95 7.9 95 10.1 95 13.0 98

42 42 42 42 42 42

R R R R A A

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 G’ Coupe M850i xDrive M850i xDrive Convert M8 Comp Gran Coupe M8 Competition Coupe

$204,900 $207,900 $222,900 $277,700 $280,900 $289,900 $354,900 $357,900 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

67 R 67 R 67 R 67 A 67 06/19 A 67 A 67 A 67 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 sDrive 20i sDrive 30i M40i

$88,900 $88,900 $109,900 $129,900 X1

L4T L4T L4T L6T

2.0 2.0 2.0 3.0

145 145 190 285

320 320 400 500

M6 A8 A8 A8

1405 1405 1415 1535

6.6 6.6 5.4 4.1

6.5 6.5 6.5 7.4

95 95 95 95

55 R 55 02/20 R 55 R 55 02/20 R

A good-looking design hides some dynamic foibles, not least of which is the sharp and bumpy ride on the standard suspension THE PICK: Stick to the petrols, an XC40, or consider the latest Audi Q3

sDrive 18i sDrive 18d sDrive 20i xDrive 25i

$47,900 $53,900 $55,900 $66,900 X2

L3T L4TD L4T L4TD

1.5 2.0 2.0 2.0

103 110 141 170

220 350 280 350

D7 A8 D7 A8

1495 1510 1595

9.6 9.2 7.6 6.5

4.7 5.9 6.6

95 D 95 D

56 56 56 57

F F F A

A surprisingly uncompromising small SUV that is both stylish and spacious inside, despite the low-slung roofline. Clever THE PICK: Turbo triple has appeal, but 20i is an extra $9K well spent

sDrive 18i sDrive 20i M Sport M35i Pure M35i

New

$49,900 $60,900 $68,900 $73,900

L3T L4T L4T L4T

1.5 2.0 2.0 2.0

103 141 225 225

220 280 450 450

D7 D7 A8 A8

1415 1460 1615 1615

9.6 7.2 4.9 4.9

6.3 6.1 7.4 7.4

95 95 95 95

56 F 56 07/18 F A A

X3 Refreshed mid-sizer with something for everyone e

d i 20i to Facelifted X3 lands with a big line-up, covering everything from rear-drive ballistic X3 M Competition. New front and rear ends with geometric bumper designs and revised lights feature, with M Sport standard on 30i, 30d and 30e. Mild-hybrid tech features on all engines while plug-in hybrid 30e offers 50km of electric range. sDrive 20i xDrive 20d xDrive 30i xDrive 30d xDrive 30e M40i M Competition

New

$73,900 $76,900 $87,900 $94,900 $104,900 $115,900 $160,900

L4T L4TD L4T L6TD L4TPH L6TT L6TT

2.0 2.0 2.0 3.0 2.0 3.0 3.0

135 140 185 195 215 285 375

300 400 350 620 420 500 650

A8 A8 A8 A8 A8 A8 A8

– 1840 1810 1935 1990 1910 2010

8.2 8.0 6.3 5.8 6.1 4.8 3.8

TBC 95 TBC D TBC 95 TBC D TBC 95 TBC 95 11.0 98

R A A A A A A

X4 Petrol power only for swoopier SUV

A virtual mirror-image makeover of the X3, minus the PHEV and the diesels. Like X3, ent, plus a new centre console interiors get detail refinements and increased equipment, from the 4 Series with a vast 12.3-inch multimedia screen. Adaptive LED headlights, M Sport package and 19-inch wheels standard on 20i and 30i; 21-inch wheels on M40i. sDrive 20i xDrive 30i M40i M Competition

$85,900 $95,900 $123,900 $167,900

L4T L4T L6TT L6TT

2.0 2.0 3.0 3.0

135 185 285 375

300 350 500 650

A8 A8 A8 A8

– 1815 1920 2010

8.3 6.3 4.8 3.8

TBC 95 TBC 95 TBC 95 10.8 98

R A A A

B MW – FOR D YOUR COMPLETE NEW CAR BUYER’S GUIDE

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Price

Engine type

WHAT IT ALL MEANS 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.

X5 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 M50i Pure M50i M Competition

$127,900 $130,900 $148,900 $163,900 $218,900 X7

$409,888 V8TT F8 Tributo

3.0 3.0 4.4 4.4 4.4

195 250 390 390 460

620 450 750 750 750

A8 A8 A8 A8 A8

2110 2005 2235 2235 2295

5.5 6.5 4.3 4.3 3.8

- D - 95 10.5 95 - 95 12.7 95

$135,900 $181,900 i3

$71,900 iX

42 135 270 R1 1245 6.9 16.1 -

53

xDrive 40 xDrive 40 Sport xDrive 50 Sport

$135,900 $141,900 $169,900

Spider

E E E

77 240 630 R1 2365 6.1 TBC – 77 240 630 R1 2365 6.1 TBC – 112 385 765 R1 2510 4.6 TBC –

Caterham

A A A

T

Superfast GTS

5.5 6.2 95 55 4.5 7.7 95 55 4.5 7.7 95 55

R R R

3 years/100,000km

300 Once provided an alternative to a VF II SS or Falcon XR8; now grimly clinging on via a single model that doesn’t fully exploit chassis ability THE PICK: Hard to see why you’d bother. Try a Kia Stinger instead

$59,950

V6

3.6 210 340 A8 1724 7.7 9.7 91 35

Citroën

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

$28,990 L3T C3 Aircross

1.2 81

205 A6 1090 10.7 6.6 95 52 05/18 F

$34,990 L3T C5 Aircross

1.2 81

Lounge Lounge Club Abarth 595 Abarth 595 Abarth 595 Comp.

Abarth 595 Comp.

L4T L4T

Drive

Issue tested

R R

V8TT V12

3.9 442 760 D7 1840 3.5 11.6 98 6.3 507 697 D7 1920 3.5 15.3 98 -

R 02/17 A

$613,888 V12 $675,888 V12 SF90 Stradale

6.5 588 718 D7 1705 3.0 16.4 98 6.5 588 718 D7 1705 3.0 16.4 98 -

R R

V8TTH 4.0 574 800 D8 1570 2.5 -

98 -

09/20 A

3 years/150,000km

$19,250 $21,200 $23,250 $26,990 $28,990 $31,990 $33,990 500 C

L4 L4 L4 L4T L4T L4T L4T

1.2 1.2 1.2 1.4 1.4 1.4 1.4

51 51 51 107 107 132 132

102 102 102 206 206 250 250

M5 S5 S5 M5 S5 M5 S5

885 935 920 1035 1035 1045 1085

12.9 12.9 12.9 7.9 8.0 6.7 6.9

4.9 4.8 4.8 5.8 5.8 5.7 6.9

95 95 95 95 95 95 95

F F F 48 07/16 F 48 F 51 13/17 F 51 F

The least costly way to get rays on your noggin, but (like all 500s) iffy ergonomics, robotised auto and spec holes undermine a great design THE PICK: 500 too slow, 595 too hard, so try a used A3 Cabrio instead

Lounge Lounge Club Abarth 595C Abarth 595C Abarth 595C Comp.

Abarth 595C Comp.

$23,990 $25,250 $27,250 $29,990 $31,990 $35,990 $37,990

L4 L4 L4 L4T L4T L4T L4T

Ford

205 A6 1203 10.4 8.4 95 54 12/19 F

1.2 1.2 1.2 1.4 1.4 1.4 1.4

51 51 51 107 107 132 132

102 102 102 206 206 250 250

M5 S5 S5 M5 S5 M5 S5

920 935 935 1075 1035 1045 1085

12.9 12.9 12.9 7.8 8.0 6.7 6.9

4.9 4.8 4.8 6.0 5.8 6.0 5.8

95 95 95 95 95 95 95

54 F 54 F 54 F 48 07/16 F 48 F 51 F 51 F

5 years/unlimited

Fiesta ST

The SUV for those looking for a Goldilocks pick between the Peugeot 3008 and 5008. Divisive styling, amicable in most other areas THE PICK: Plusher Shine more in keeping with Citroën’s comfort image

$42,990 $46,990

11/19

Ageing Italian icon still an artistic, affordable runabout – but avoid robotised auto and buy a seat cushion for bonkers Abarth THE PICK: Now too old, so buy used or wait for an all-new generation

Six grand more than the C3 for an extra 100kg of weight and few millimetres of ride height. Value is in the eye of the beholder THE PICK: Buy the C3 hatch and save, or stretch to the C5 Aircross

Feel Shine

3.9 530 770 D7 1435 2.9 12.9 98 3.9 530 770 D7 1505 2.9 12.9 98 -

500

R

C3

Shine

$511,888 $585,888 812

$846,888

2 years/50,000km

1.6 100 160 M5 675 2.0 177 206 M6 700 2.0 177 206 M6 700

Chrysler

C Luxury

$484,888 V8TT $536,888 V8TT GTC4 Lusso

Fiat L4 L4 L4

10/20 R

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

Developed from Colin Chapman’s 1957 vision; a time when cigarettes were good for you. Ridiculously fast fun. Range now revised for 2020 THE PICK: 485 S is all the reborn Lotus 7 fun you’ll ever need

$73,700 $114,000 $115,000

3.9 456 760 D8 1570 3.4 11.2 98 -

Recipient of the greatest naturally aspirated production engine ever made. The rest of the package is almost as good. A landmark car THE PICK: A top-drawer supercar in GT clothing

Seven

275 485 S CSR

R

This is what happens when Ferrari engineers get on the turps. It shouldn’t work, yet does so brilliantly. Sadly production has now ended THE PICK: What a ‘crossover’ from Ferrari should be. #noFerrariSUVs

R

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

3.9 441 760 D7 1664 3.5 10.7 98 -

Ravishing styling and stupendous speed as expected, but Tributo’s true triumph is just how everyday comfortable and user-friendly it is THE PICK: You can’t go wrong with either, but the wait will be agonising

L6TTD 3.0 195 620 A8 2370 6.7 9.7 D 63 10/19 A V8TT 4.4 390 750 A8 2460 4.7 - 95 63 A

E

V8TT

Pretty and deceptively appealing, Roma is also a joy to drive thanks to its searing pace and long-legged chassis tune THE PICK: We’d take this over the heavier, less powerful Portofino

63 A 63 A 63 A 63 13/19 A A

Proud winner of Wheels’ 2014 COTY, BMW’s sole full EV scores well for its drive and design, less so for its sky-high asking price THE PICK: BMW’s made the choice for you

S

It’s taken a while, but Ferrari’s entry-level effort is finally one to be proud of. Turbo engine suits Portofino’s more supine edge THE PICK: A massive leap over the California it replaces

$403,888 Roma

L6TTD L6T V8TT V8TT V8TT

3 years/unlimited

Portofino

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

US luxury seven-seater built for space. Value twin-turbo diesel eclipsed by stonking if exxy V8 petrol, but still outstandingly muscular THE PICK: Too big to be sporty, so the diesel makes way more sense

xDrive 30d M50i

Ferrari

Resale %

63 A 63 02/20 A 63 02/20 A 63 A 63 A 63 A - 04/20 A

RON

6.2 D 7.2 D 9.2 95 2.0 95 10.5 95 10.5 95 13.0 95

Fuel cons.

7.5 6.6 5.2 5.6 4.3 4.3 3.8

0-100

2105 2110 2005 2435 2345 2345 2310

Kerb weight

A8 A8 A8 A8 A8 A8 A8

Trans.

450 620 450 600 750 750 750

Torque

170 195 250 290 390 390 460

Power

2.0 3.0 3.0 3.0 4.4 4.4 4.4

Size

L4TD L6TTD L6T L6TH V8TT V8TT V8TT

Engine type

$104,900 $121,900 $124,900 $135,900 $142,900 $157,900 $212,900 X6

Price

xDrive 25d xDrive 30d M Sport xDrive 40i M Sport xDrive 45e M Sport M50i Pure M50i M Competition

1.6 121 1.6 121

240 A6 1402 9.9 7.9 95 56 240 A6 1402 9.9 7.9 95 57

F F

It took a while to get here, but the Fiesta ST makes up for lost time by being a brilliant performance car. Some lament loss of the three-door THE PICK: There’s only one, and it ticks all the boxes. A true hot hatch

ST

$32,290 Focus

L3T

1.5 147 290 M6 1262 6.7 7.5 95 -

05/20 F

Ford has swung the axe and culled the Focus range from seven to just four variants. We’ll miss the wagon, but this remains a decent Golf rival THE PICK: ST is a very good hot hatch, though Hyundai i30 N is better...

ST-Line Hatch Active

$30,990 $30,990

L3T L3T

1.5 134 240 A8 1347 8.2 6.4 91 48 05/19 F 1.5 134 240 A8 1329 8.7 6.4 91 48 09/19 F @wheelsaustralia

127

ST ST ST-3

$44,890 L4T $44,890 L4T $47,990 L4T Mustang

2.3 206 420 M6 1508 5.7 7.9 95 2.3 206 420 A7 1540 5.5 8.0 95 2.3 206 420 A7 1540 5.5 8.0 95

$51,490 $54,490 $51,490 $64,190 $67,190 $75,390 $83,365 $83,365 Puma

L4T L4T L4T V8 V8 V8 V8 V8

2.3 2.3 2.3 5.0 5.0 5.0 5.0 5.0

236 236 236 339 339 339 345 345

448 448 448 556 556 556 556 556

M6 1705 A10 1716 A10 1780 M6 1701 A10 1785 A10 1855 M6 1779 A10 1801

6.0 6.0 6.2 4.6 4.3 4.5 – –

9.6 91 9.6 91 9.6 91 13.0 98 12.7 98 12.7 98 13.9 98 12.4 98

55 R 55 06/20 R 56 R 67 07/19 R 66 R 67 R F F

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

$29,990 $32,340 $35,540 Escape

ST-Line ST-Line V

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 and worthy of attention, Ford offers an ideal, ahem, Escape from the masses. Plug-in hybrid model now delayed THE PICK: ST-Line is the sweet spot with its punchy 2.0-litre turbo

$35,990 $37,990 $40,990 $46,590 $49,590 Everest

ST-Line ST-Line AWD Vignale Vignale AWD

L4T L4T L4T L4T L4T

2.0 2.0 2.0 2.0 2.0

183 183 183 183 183

387 387 387 387 387

A8 A8 A8 A8 A8

1611 1621 1690 1621 1690

-

8.6 8.6 8.6 8.6 8.6

95 95 95 95 95

-

F F A F A

$50,050 $50,190 $55,090 $55,190 $57,090 $60,890 $62,390 $60,090 $62,890 $64,390 $73,190

XL XL XL XLS XLS XLS Sport XLS Sport XLT XLT XLT FX4 FX4 FX4 FX4 MAX Wildtrak Wildtrak Wildtrak Wildtrak X Wildtrak X Wildtrak X Raptor Raptor X

$48,490 $48,790 $50,990 $50,090 $52,290 $53,340 $55,540 $57,040 $59,240 $60,740 $59,990 $62,190 $63,690 $65,490 $61,890 $64,090 $65,590 $63,890 $66,490 $67,990 $77,190 $79,390

L4TD L5TD L5TD L5TD L5TD L5TD L5TD L5TD L5TD L4TTD L5TD L5TD L4TTD L4TTD L5TD L5TD L4TTD L5TD L5TD L4TTD L4TTD L4TTD

2.2 3.2 3.2 3.2 3.2 3.2 3.2 3.2 3.2 2.0 3.2 3.2 2.0 2.0 3.2 3.2 2.0 3.2 3.2 2.0 2.0 2.0

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

118 147 147 147 147 147 147 147 147 157 147 147 157 157 147 147 157 147 147 157 157 157

385 470 470 470 470 470 470 470 470 500 470 470 500 500 470 470 500 470 470 500 500 500

A6 2034 M6 2068 A6 2068 M6 2064 A6 2064 M6 2064 A6 2064 M6 2159 A6 2159 A10 2198 M6 2200 A6 2200 A10 2239 A10 2219 M6 2200 A6 2200 A10 2239 M6 2200 A6 2200 A10 2239 A10 2332 A10 2332

10.1 10.3 10.1 10.3 10.1 10.3 10.1 10.3 10.1 9.7 10.3 10.1 9.8 9.8 10.3 10.1 9.8 10.3 10.1 9.8 9.9 9.9

Genesis

8.0 8.7 8.7 8.7 8.7 8.7 8.7 8.7 8.7 7.4 8.7 8.7 7.4 7.4 8.7 8.7 7.4 8.7 8.7 7.4 8.2 8.2

D D D D D D D D D D D D D D D D D D D D D D

56 A 56 A 56 A 56 A 56 A 56 A 56 A 56 A 56 07/18 A 56 A A A A A 57 A 58 A 58 A 58 A A A 58 08/19 A 08/19 A

5 years/unlimited

G70

L5TD L5TD L5TD L5TD L4TTD L5TD L4TTD L4TTD L5TD L4TTD L4TTD

3.2 3.2 3.2 3.2 2.0 3.2 2.0 2.0 3.2 2.0 2.0

143 143 143 143 157 143 157 157 143 157 157

470 470 470 470 500 470 500 500 470 500 500

A6 2239 A6 2266 A6 2343 A6 2370 A10 2305 A6 2407 A10 2444 A10 2286 A6 2408 A10 2387 A10 2494

11.0 11.0 11.0 11.0 10.5 11.0 10.5 10.5 11.0 10.5 10.5

8.4 8.4 8.5 8.5 6.9 8.5 7.1 6.9 8.5 7.0 7.1

D D D D D D D D D D D

57 57 57 57 58 58 58

58

R R A A R A A R A A A

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128

Size

A decade on, the Aussie-engineered Ranger remains a Blue Oval success story with a vast line-up that keeps improving with age THE PICK: Raptor X by a Baja mile, though FX4 Max is promising

Revamped G70 has the pace, handling, quality, technology, styling and value to be a 3 Series botherer, but not its packaging THE PICK: Fruity sounding 3.3T Sport, plus Luxury pack with all the fruit

Ranger-derived SUV is a gun off-road and capable on it. World’s sole Oz-designed/engineered/developed SUV. New grilles, updates for ’21 THE PICK: Sport bi-turbo for its lack of chrome chintz

Ambiente 5-seat RWD Ambiente 7-seat RWD Ambiente 5-seat 4WD Ambiente 7-seat 4WD Trend Bi-Turbo RWD Trend 4WD Trend Bi-Turbo 4WD Sport Bi-Turbo RWD Sport Bi-Turbo 4WD Sport Bi-Turbo 4WD Titanium Bi-Turbo

Engine type

Ranger

06/20 F F F

With its new Mac-daddy factory range topper, Mustang keeps its foot on the gas, though supercharged R-Spec will be missed THE PICK: Mach 1 manual for all its all-meat diet

High Performance 2.3L High Performance 2.3L High Perf. 2.3L Conv GT Fastback GT Fastback GT Convertible Mach 1 Fastback Mach 1 Fastback

Price

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

Price

Data bank

whichcar.com.au/wheels

2.0T 2.0T Sport Line 2.0T Luxury 3.3T Sport 3.3T Sport Luxury

$63,000 $67,000 $73,000 $76,000 $86,000 G80

L4T L4T L4T V6TT V6TT

2.0 2.0 2.0 3.3 3.3

179 179 179 274 274

353 353 353 510 510

A8 A8 A8 A8 A8

1613 1613 1699 1719 1765

6.1 6.1 6.1 4.7 4.7

9.0 95 9.0 95 9.0 95 10.2 95 10.2 95

R R R R R

Korean limo with a touch of Art Deco glamour and a great big dose of individuality, along with segment-leading equipment THE PICK: Twin-turbo V6 for its AWD purchase and adaptive damping

2.5T 2.2D 3.5T AWD

$84,900 $87,900 $99,900

L4T L4TD V6TT

2.5 224 422 A8 1869 6.0 8.6 95 – 2.2 154 442 A8 1899 8.0 6.6 D 3.5 279 530 A8 2023 5.1 10.7 95 –

R R A

FOR D – HY U N DA I YOUR COMPLETE NEW CAR BUYER’S GUIDE

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

Price

WHAT IT ALL MEANS 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.

GV70

This upmarket SUV should unlock market awareness for Genesis. The GV80 is pitched as a X5 rival, meaning leather/wood trim abounds THE PICK: You’ll want six cylinders, but it pushes the price past $100K

2.5T 2.5T 3.0D 3.5T

$90,600 $95,600 $103,600 $108,600

L4T L4T L6TD V6TT

2.5 2.5 3.0 3.5

224 224 204 279

422 422 588 530

A8 A8 A8 A8

2073 2073 2230 2267

– – -

GMSV

– – -

95 95 D 95

– – -

R A A A

3 years/100,000km

Chevrolet Silverado Size dwarfs just about everything else on the road; could tow your house into a better suburb thanks to monster engine THE PICK: No diesels means V8 petrol your only choice

1500 LTZ Premium Ed.

$113,990

V8

6.2 313 624 A10 2588 6.4 13.5 95 -

GWM-Haval

08/20 A

Much-needed H2 replacement prides itself on being maxxed in size and spec for a small SUV, plus a truckload better than the previous dunger THE PICK: Good-value Jolion Lux gets all the kit you should need

Premium Lux Ultra

$25,490* $27,990* $30,990* H6

L4T L4T L4T

1.5 110 1.5 110 1.5 110

210 D7 1400 – 210 D7 1400 – 210 D7 1400 –

8.1 95 8.1 95 8.1 95

$30,990* $33,990* $36,990* $38,990* H9

L4T L4T L4T L4T

2.0 2.0 2.0 2.0

150 150 150 150

320 320 320 320

D7 D7 D7 D7

1555 1555 1555 1625

– – – –

7.4 7.4 7.4 8.3

95 95 95 95

VTi VTi-S RS VTi-LX

$31,300* $35,100* $38,500* $41,000* CR-V

Vi VTi VTi 7 VTi-X VTi-L AWD VTi-L 7 VTi-LX AWD

$41,990* $45,990* Ute

Vi L7 Vi LX7

2.0 180 350 A8 2236 11.0 10.5 95 52 2.0 180 350 A8 2236 11.0 10.5 95 52

Cannon Cannon-L Cannon-X

$33,990* $37,990* $40,990*

L4TD L4TD L4TD

2.0 120 400 A8 2100 – 2.0 120 400 A8 2100 – 2.0 120 400 A8 2100 –

Honda

9.4 D 9.4 D 9.4 D

– – –

A A A

5 years/unlimited

CIVIC

C C C C

1269 1274 1294 1319

9.9 10.2 10.2 10.2

8.1 6.9 6.9 6.9

91 91 91 91

50 01/20 F 50 F 50 F 52 05/15 F

L4 L4T L4T L4T L4T L4T L4T

2.0 1.5 1.5 1.5 1.5 1.5 1.5

113 140 140 140 140 140 140

189 240 240 240 240 240 240

C C C C C C C

1504 1536 1604 1540 1597 1642 1636

9.8 9.8 9.8 10.0 10.0 10.0

7.6 7.0 7.3 7.3 7.4 7.3 7.4

91 91 91 91 91 91 91

57 52 54 54 55 56 56

F F F F A F A

L4 L4

2.4 129 225 C 2.4 129 225 C

1824 – 1854 –

8.0 91 8.0 91

F F

5 years/unlimited

i20 N Spank the baby! You know you want to

With the Accent binned and the base i20 too expensive for Oz, here’s Hyundai’s new baby hatch. Manual-only i20 N should be a riot, courtesy of its excellent power-toweight ratio and a mechanical front limited-slip diff. That 275Nm torque figure is flat from 1750-4500rpm, yet i20 N has the lungs for a 230km/h top speed. $32,490 i30

L4T

1.6 150 275 M6 1213

6.2 TBC 95

F

Clever interior, engaging dynamics, plenty of polish... every variant is incrementally better on the last, so buy the best one you can afford.

THE PICK: N hot hatch. But anything with a turbo, we reckon.

Active Elite N-Line N-Line N-Line Premium N-Line Premium N Fastba N Fastback

Active Active Elite N-Line N-Line N Line Premium N-Line

Massive range rationalisation deletes all Civic sedans, the entry-level Civic VTi and the iconic Type R – heralding an imminent all-new Civic due here in early 2022.

Meanwhile, Honda’s entire range now features drive-away pricing – part of a new ded next-generation next generation models. models business model in preparation for much-needed, $31,000* $34,900* $39,600* Accord

L4 L4T L4T

1.8 104 174 C 1.5 127 220 C 1.5 127 220 C

1261 9.2 6.4 91 1322 7.5 6.1 91 1341 7.5 6.1 91

F F F

With COTY wins (’77 original and ’08 Euro), every Accord arrives with high hopes. Earth Dreams chassis, turbo and hybrid sound promising THE PICK: The turbo four is demonstrably better than hybrid

VTi-LX Turbo VTi-LX Hybrid

172 172 172 172

$23,420 L4 $25,420 L4 $26,920 L4 $30,220 L4 $29,420 L4T $31,420 L4T $34,220 L4T $36,220 L4T $41,400 L4T $42,910 L4T i30 Sedan

2.0 2.0 2.0 2.0 1.6 1.6 1.6 1.6 2.0 2.0

120 120 120 120 150 150 150 150 202 202

203 203 203 203 265 265 265 265 353 353

M6 A6 A6 A6 M6 D7 M6 D7 M6 M6

1357 1382 1382 1382 1407 1436 1407 1436 1429 1441

– – – – – – – – 6.4 6.3

7.3 91 7.4 91 7.4 91 7.4 91 7.5 91 7.8 91 7.5 91 7.8 91 10.2 95 12.2 95

54 F 54 F 54 12/18 F 54 F 54 F 56 F 56 F 56 F 58 10/18 F 58 08/20 F

A new-gen, anti-bland Elantra-in-drag that finally pushes design boundaries in every direction, including up and down THE PICK: If you value any level of performance, you’ll need a turbo

Less choice, but less on-road costs s too

VTi-S VTi-L RS

105 105 105 105

Hyundai

A A

If equipment sizzle matters then Great Wall’s Ute is a game-changer … until you unearth its drivetrain flaws and dynamic foibles THE PICK: As its showroom glamour is so enticing, the loaded Cannon-X

$35,300* $38,200* $40,300* $41,200* $45,500* $48,700* $53,200* Odyssey

$48,700* $56,000*

N

L4T L4T

1.8 1.8 1.8 1.8

A shadow of its former excellence, the van-on-wheels Odyssey is improved for 2021 but only a wholesale reboot can save it THE PICK: The cheaper the better, so the weirdly named Vi L7

A Mazda CX-9 or Kia Sorento costs similar money. The three-row H9’s ZF ’box isn’t bad, but beyond that we’re grasping at straws THE PICK: Family planning

Lux Ultra

L4 L4 L4 L4

Designed for families, yet offers an able chassis and frugal turbo oomph. But Vi’s 2.0L is slow and 7-seater’s third row is kids-only THE PICK: Generously equipped VTi-X offers the best value

New

F F F A

Drive

Jazz-based ‘Magic Seat’ brings vast interior packaging configurations and 1.8 is gutsy, but handsome HR-V is loud, firm riding and a dull drive THE PICK: VTi-S, since its cabin doesn’t feel quite as Bi-Lo as the base

F F F

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 $31K drive-away

Premium Lux Ultra Ultra AWD

HR-V

7 years/unlimited

Jolion

Issue tested

R A A A

Resale %

TBC 95 TBC 95 TBC D TBC 95

RON

– – – –

Fuel cons.

– – – –

0-100

A8 A8 A8 A8

Kerb weight

422 422 440 530

Trans.

224 224 154 279

Torque

2.5 2.5 2.2 3.5

Power

L4T L4T L4TD V6TT

Size

$66,400 $68,800 $71,800 $83,400 GV80

Price

2.5T 2.5T AWD 2.2D AWD 3.5T AWD Sport

Engine type

If you like the G70 but need proper room, the stylish GV70 has the problem licked. Decent range, lusty engines, lovely quality THE PICK: For its grip/grunt/value combo, the 2.5T AWD

$57,400* $60,400*

L4T L4H

1.5 140 260 C 2.0 158 315 C

1504 – 1591 –

6.5 91 4.3 91 -

02/20 F F

$24,790 $26,790 $30,790 $30,290 $32,290 $37,290 Ioniq

L4 L4 L4 L4T L4T L4T

2.0 2.0 2.0 1.6 1.6 1.6

117 117 117 150 150 150

191 191 191 265 265 265

M6 A6 A6 M6 D7 D7

1210 1230 1300 – – –

– – – – – –

7.0 7.0 7.0 – – –

91 91 91 – – –

– – – – – –

F F F F F F

Mid-life update cuts the gap to Nissan’s Leaf with more power, torque and range for Electric variants, but cheapest EV status at risk THE PICK: Electric Elite, to keep bragging rights on Oz EV pricing, just

Hybrid Elite Hybrid Premium PHEV Elite PHEV Premium Electric Elite Electric Premium

$35,140 $40,390 $42,410 $46,950 $48,970 $53,010

L4H L4H L4PH L4PH E E

1.6 1.6 1.6 1.6 38 38

104 104 104 104 100 100

265 265 265 265 295 295

D6 D6 D6 D6 R1 R1

1375 1375 1495 1495 1527 1527

10.8 11.1 10.6 10.6 9.9 9.9

3.9 91 3.9 91 1.1 91 1.1 91 14.5 – 14.5 –

52 F 54 F 54 F 54 F 54 13/19 F 55 10/19 F

@wheelsaustralia

129

N-Line

L4T

2.5 213 422 D8 1623 –

8.1 91

–

F

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 225 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

SX SX LS-M LS-M LS-U LS-U X-Terrain

$26,600 $28,200 $31,600 $38,000 $36,300 $42,400 $47,500 $50,500 $62,000 $66,000 Tucson

L4 L4 L4 L4 L4T L4T L4T L4T E E

2.0 2.0 2.0 2.0 1.6 1.6 2.0 2.0 64 64

110 110 110 110 146 146 206 206 150 150

180 180 180 180 265 265 392 392 395 395

C C C C D7 D7 D8 D8 R1 R1

1280 1280 1383 1383 1395 1504 1510 1510 1685 1743

– – – – – – 5.5 5.5 – –

6.2 91 6.2 91 6.2 91 6.2 91 6.9 91 6.9 91 TBC 95 TBC 95 7.9 13.1 7.9 13.1

– – – – – –

– –

F F F F A A F F F F

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, or wait for the forthcoming N-Line

$34,500 $39,000 $43,000 $45,000 $46,000 $50,000 $52,000 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: The Active and Elite AWD diesels are the value sweet spot

$44,700 $48,200 $48,300 $51,800 $54,300 $57,800 $61,700 $65,200 Palisade

V6 L4TD V6 L4TD V6 L4TD V6 L4TD

3.5 2.2 3.5 2.2 3.5 2.2 3.5 2.2

200 148 200 148 200 148 200 148

331 440 331 440 331 440 331 440

A8 S8 A8 S8 A8 S8 A8 S8

1735 1820 1735 1820 1858 1943 1858 1943

– – – – – – – –

10.5 91 6.1 D 10.5 91 6.1 D 10.5 91 6.1 D 10.5 91 6.1 D

– – – – – – – –

F A F A F A F A

Burly, handsome Hyundai SUV even larger than Santa Fe, with excellent refinement and the ability to seat up to eight people THE PICK: Highlander diesel with 2nd-row Captain’s chairs is proper luxe

$60,000 $64,000 $71,000 $75,000

V6 L4TD V6 L4TD

3.8 2.2 3.8 2.2

217 147 217 147

355 440 355 440

A8 A8 A8 A8

1897 1983 1960 2069

– – – –

10.7 91 7.3 D 10.7 91 7.3 D

– – – –

P300 R-Dynamic SE P300 R-Dynamic HSE

Isuzu

6 years/150,000km

Indestructible timing chain is its prime user benefit. Tough as old Blundstones, however there’s a new MU-X just around the corner THE PICK: Lots of 4WD for little money, but Ford Everest is way better

$42,900 $45,300 $50,200 $49,100 $52,600 $56,400

L4TD L4TD L4TD L4TD L4TD L4TD

whichcar.com.au/wheels

3.0 3.0 3.0 3.0 3.0 3.0

130 130 130 130 130 130

430 430 430 430 430 430

A6 A6 A6 A6 A6 A6

1992 2042 2092 2062 2142 2157

– – – – – –

8.0 8.1 8.1 8.1 8.1 8.1

D D D D D D

52 52 54 53 53 54

$67,461 $72,391 XF

P300 R-Dynamic HSE

$102,500 E-Pace

M6 A6 M6 A6 M6 A6 A6

2025 2035 2020 2030 2035 2045 2130

-

7.7 8.0 7.7 8.0 7.7 8.0 8.0

D D D D D D D

47 47 49 49 49 50 49

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

450 450 450 450 450 450 450

A A A A A A A

5 years/unlimited

R R A R A A

L4T L4T

2.0 221 400 A8 1633 5.9 6.9 95 51 10/19 R 2.0 221 400 A8 1665 5.9 6.9 95 52 R

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

$65,900 $69,335 $73,900 $82,200 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 8.0

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 SVR

$76,244 $80,854 $96,194 $98,654 $110,404 $142,294 F-Type

L4T L4T L6TD L6TS L6ST V8S

2.0 2.0 3.0 3.0 3.0 5.0

184 184 221 294 294 405

365 365 650 550 550 700

A8 A8 A8 A8 A8 A8

1897 1897 2083 2028 2028 2058

7.3 7.3 6.4 5.4 5.4 4.0

7.4 95 7.4 95 - D - 95 - 95 12.2 98

– – – – – –

A A A A A A

Now more aggressive to behold, with a larger front grille and new light signatures. Not as sharp as Cayman/Boxster but full of personality THE PICK: P575 R is a monster, though supercharged sixes are great

P300 R-Dynamic P300 R-Dynamic conv’ P380 R-Dynamic P380 R-Dynamic conv’ P380 First Edition P575 R

$128,066 $146,765 $174,765 $193,466 $206,966 $264,966 I-Pace

L4T L4T V6S V6S V6S V8S

2.0 2.0 3.0 3.0 3.0 5.0

221 221 280 280 280 423

400 400 460 460 460 700

A8 A8 A8 A8 A8 A8

1520 1540 1572 1592 1572 1743

5.7 5.7 4.9 4.9 4.9 3.7

7.2 7.2 8.6 8.6 8.6 11.3

95 95 95 95 95 98

49 49 49 49 49 49

R R R R R 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 three grades recently updated. Trim the only difference

EV400 S EV400 SE EV400 HSE

$128,248 $137,848 $151,488

F A F A

MU-X

130

140 140 140 140 140 140 140

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 into one primo spec, now with AWD

E E E

90 294 696 R1 2058 4.8 22.3 90 294 696 R1 2058 4.8 22.3 90 294 696 R1 3058 4.8 22.3 -

Jeep New

LS-M 2WD LS-U 2WD LS-M 4WD LS-T 2WD LS-U 4WD LS-T 4WD

3.0 3.0 3.0 3.0 3.0 3.0 3.0

Down from 14 to three, the best XE powertrain remains – a slick, punchy 2.0t, blending beautifully with poised, supple, involving chassis THE PICK: Either. Facelift brings XE right back into sharp contention

‘N’ is rapidly becoming Hyundai’s ‘BMW M’ … which is surely no coincidence. Kona N is front-drive and dual-clutch only (Hyundai’s wet-clutch eight-speed), but jeez it’s quick, with a 0-100km/h time of 5.5sec and a 240km/h top speed. With ‘N Grin Shift’ activated, Kona N is boosted to 213kW. It also has an electronic LSD.

CRDi Highlander Highlander CRDi

L4TD L4TD L4TD L4TD L4TD L4TD L4TD

XE

Debut of spicy Korean mid-size SUV

CRDi Active Active CRDi Elite Elite CRDi Highlander Highlander CRDi

$48,900 $50,900 $52,000 $54,000 $55,900 $57,900 $63,900

Jaguar

KONA N

Elite Elite 1.6T Elite CRDi Highlander Highlander 1.6T Highlander CRDi

Power

New D-Max has moved upmarket with richer spec, more grunt and heaps of safety gear. Prices have crept up as a result THE PICK: Now a genuine rival for Ranger/Hilux in any spec

$20,690 $22,710 $22,620 $24,640 $26,490

Active Elite Highlander N-Line N-Line Premium N N Premium EV Elite EV Highlander

Size

D-Max

Perhaps a touch too much power for its front wheels to cope with but at least new Sonata has some spirit, and unique style THE PICK: Go dark-coloured - everyone thinks you’re an undercover cop

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

New

Engine type

Sonata

$50,990 Venue

Active Active Elite

Price

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

Price

Data bank

61 61 61

A A A

5 years/100,000km

COMPASS Handy updates for a more true North

th exterior t i while hil Mid-life update for circa-2017 Compass focuses on honing the transforming its interior décor. An all-new dashboard turns Compass from drab to fab with a sleek horizontal design and nicely integrated 10.1-inch tablet screen. Keyless entry/start, wireless charging, 360-degree camera, electric tailgate all standard.

Launch Edition Limited S-Limited 80th Anniversary Trailhawk

$37,950 $43,950 $46,950 $47,941 $51,250

L4 L4 L4 L4 L4TD

2.4 2.4 2.4 2.4 2.0

129 129 129 129 125

229 229 229 229 350

A6 A9 A9 A9 A9

1446 1503 1503 1503 1621

9.3 10.1 10.1 10.1 9.7

7.9 91 9.7 91 9.7 91 9.7 91 TBC D

F A A A A

HY U NDA I – K I A YOUR COMPLETE NEW CAR BUYER’S GUIDE

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

Price

WHAT IT ALL MEANS 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.

Cherokee

GT hatch GT sedan

$59,950 V6 $65,950 V6TD $63,950 V6 $72,950 V6TD $72,950 V8 $75,950 V6TD $79,450 V6TD $85,950 V6TD $92,450 V8 $139,950 V8S Wrangler

3.6 3.0 3.6 3.0 5.7 3.0 3.0 3.0 6.4 6.2

213 184 184 184 259 184 184 184 344 522

347 570 347 570 520 570 570 570 624 868

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

2084 2267 2169 2281 2340 2327 2281 2289 2399

8.5 8.0 8.5 8.0 8.0 8.0 8.0 5.0 3.7

10.0 91 7.5 D 10.0 91 7.5 D 13.0 91 7.5 D 7.5 D 7.0 D 14.0 98 16.8 98

54 56 56 56 56 56 56 58 58 58 07/19

A A A A A A A A A A

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

Sport S 2dr Overland 2dr Unlimited Night Eagle Unlimited Overland Unlimited Rubicon

New

$51,950 $61,450 $60,950 $65,950 $67,450

V6 V6 V6 V6 V6

3.6 3.6 3.6 3.6 3.6

209 209 209 209 209

347 347 347 347 347

A8 A8 A8 A8 A8

1762 1762 1900 1900 1992

7.5 7.6 7.9 7.9 7.9

9.6 91 9.6 91 9.7 91 9.7 91 10.3 91

– – – – –

A A A A A

GLADIATOR Now tweaked to unleash a bit more hell

Updated to improve payload capacity in its sizeable rear ttray ((now 693k 693kg, up ffrom 620), the MY21 Gladiator also features a new entry variant – the Night Eagle. With revised rear suspension and a new 4.10:1 axle ratio, ‘Our Glad’ is better in tough going, with Night Eagle gaining an 8.4-inch touchscreen, gloss-black grille, black 17s.

Night Eagle Rubicon

$68,450 $76,950

V6 V6

3.6 209 347 A8 2187 – 3.6 209 347 A8 2242 –

Kia

12.4 91 12.4 91

A 03/20 A

7 years/unlimited

200S GT-Line 330S GT

S S GT-Line GT-Line GT

$15,690 $17,290 $17,140 $18,740 $19,990 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 12.5 5.0 91 46 1011 15.7 5.8 91 47 993 12.5 5.0 91 47 1011 15.7 5.8 91 47 1012 9.9 5.2 91 48

F F F F F

Updated Rio ditches the fun-sapping four-speed auto for muchimproved six-speed unit. Roomy cabin and warranty are key strengths THE PICK: GT-Line, even with turbo lag, hard ride and high-ish price

S S SX SX Sport Sport GT-Line

$19,090 $21,390 $20,090 $22,390 $20,590 $22,590 $24,9490 Cerato

L4 L4 L4 L4 L4 L4 L3T

1.4 1.4 1,4 1.4 1.4 1.4 1.0

74 74 74 74 74 74 74

133 133 133 133 133 133 172

M6 A6 M6 A6 M6 A6 D7

1112 1132 1112 1132 1112 1132 1197

12.0 12.0 12.0 12.0 12.0 12.0 11.5

5.6 6.0 6.0 6.0 5.6 6.0 5.3

91 91 91 91 91 91 91

– – – – –

F F

F F F

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

S hatch S sedan Sport hatch Sport sedan Sport+ hatch Sport+ sedan

$25,490 $25,490 $27,590 $27,590 $30,640 $30,640

L4 L4 L4 L4 L4 L4

2.0 2.0 2.0 2.0 2.0 2.0

112 112 112 112 112 112

192 192 192 192 192 192

A6 A6 A6 A6 A6 A6

1345 1320 1345 1320 1345 1320

– – – – – –

7.4 7.4 7.4 7.4 7.4 7.4

91 91 91 91 91 91

F F F F F F

1.6 150 265 D7 1395 – 1.6 150 265 D7 1370 –

Drive

Issue tested

Resale %

6.8 91 6.9 91

F F

$50,050 $57,730 $53,830 $63,7260 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

$46,880 $48,880 $52,380 $54,380 $56,880 $58,880 $64,680 $66,680 Stonic

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

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 turbo GT-Line because it’s the only Stonic with grunt

S S SSport

$21,490 $22,990 $24,490

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

SSport GGT-Line

$25,990 $29,990 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

– – –

Kia’s first crossover brings turbo AWD, oodles of boot space and a price to keep honest Hyundai cousin Kona, which shares its platform THE PICK: Sport+ turbo for range-best outputs at 5K less than GT-Line

S Sport Sport+ Sport+ GT-Line

Picanto 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

L4T L4T

Sparkly new lights, up-to-date tech and fruity GT exhaust make the stylish, sporty rear-drive Stinger even more seductive THE PICK: They’re all fun to drive but Stinger GT has the most bite

Big and brassy, feels its weight around town; rear-seat packaging iffy; getting on but still handsome and always great off the beaten track THE PICK: Limited, unless you’re unhinged enough to handle Trackhawk

Night Eagle Night Eagle Limited S-Limited S-Limited Trailhawk Overland Summit SRT Trackhawk

$35,290 $35,290 Stinger

RON

53 08/14 F – A 55 08/14 A 56 A

Fuel cons.

8.3 91 10.0 91 10.0 91 10.0 91

0-100

10.0 8.0 8.0 8.0

Kerb weight

1738 1834 1862 1864

Trans.

A9 A9 A9 A9

Torque

229 315 315 315

Power

130 200 200 200

Size

$37,950 L4 2.4 $49,950 V6 3.2 $49,950 V6 3.2 $52,650 V6 3.2 Grand Cherokee

Engine type

Sport Limited Trailhawk S-Limited

Price

Facelift brought blander nose but upgraded dash, and Cherokee is still one of the better Jeeps to drive on-road, but quality isn’t brilliant THE PICK: V6s, and again Trailhawk annihilates all rivals off-road

$26,790 $29,790 $33,290 $36,790 $42,200 Sportage

L4 L4 L4 L4T L4T

2.0 2.0 2.0 1.6 1.6

110 110 110 130 130

180 180 180 265 265

C C C D7 D7

1355 1355 1355 1470 1470

8.7 – – – –

8.0 6.8 6.8 7.6 7.6

91 91 91 91 91

– – – – –

01/20 F F F A 03/20 A

Rates for family focused cabin, easy controls, equipment, handling, warranty and design, but 2.0L petrol struggles and ride isn’t settled THE PICK: Why no turbo-petrol, Kia? Go diesel every time

S S S CRDi SX SX SX CRDi SX+ SX+ CRDi GT-Line GT-Line CRDi

$29,490 $31,490 $36,890 $31,590 $33,590 $38,990 $38,790 $44,190 $46,090 $48,990 Niro

L4 L4 L4TD L4 L4 L4TD L4 L4TD L4 L4TD

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.4 2.0

114 114 136 114 114 136 114 136 135 136

192 192 400 192 192 400 192 400 237 400

M6 A6 A8 M6 A6 A8 A6 A8 A6 A8

1506 1559 1590 1506 1559 1590 1532 1590 1559 1590

9.9 10.4 9.5 10.2 10.4 9.5 10.4 9.5 10.4 9.5

7.9 7.9 6.4 7.9 7.9 6.4 11.2 6.4 8.5 6.4

91 91 D 91 91 D 91 D 91 D

F 52 F 54 A F 52 F 54 A 54 06/17 F 55 A 53 A 53 A

Not the sexiest Kia to parade such up-to-date drivetrain tech, but what the Niro is missing in style it gains in practicality THE PICK: With 455km of range, the Electric makes sparkling sense

Hybrid S Hybrid Sport PHEV S PHEV Sport Electric S Electric Sport

$39,990 $43,890 $46,590 $50,490 $62,590 $65,990 Sorento

L4H L4H L4H L4H E E

1.6 1.6 1.6 1.6 64 64

104 104 104 104 150 150

265 265 265 265 395 395

D6 D6 D6 D6 R1 R1

1444 1444 1564 1564 1791 1791

11.1 11.1 10.4 10.4 7.8 7.8

3.8 91 4.4 91 1.3 91 1.3 91 15.9 – 15.9 –

F F F F F F

Flash new family bus offers equipment levels and luxo-feel to rival the best from Germany. A seriously persuasive large SUV THE PICK: Gutsy V6 petrol is front-drive only, so go diesel

S S Sport Sport

$46,850 $49,850 $49,470 $52,470

V6 L4TD V6 L4TD

3.5 2.2 3.5 2.2

200 148 200 148

332 440 332 440

A8 D8 A8 D8

1941 1956 1941 1956

7.8 9.2 7.8 9.2

9.7 6.1 9.7 6.1

91 D 91 D

– – – –

@wheelsaustralia

F A F A

131

1941 7.8 9.7 91 – 1956 9.2 6.1 D – 1941 7.8 9.7 91 – 1946 9.2 6.1 D –

Lamborghini

F A F A

5.2 5.2 5.2 5.2 5.2 5.2

449 449 470 470 470 470

560 560 600 600 600 565

D7 D7 D7 D7 D7 D7

– – – 1524 1524 1422

3.3 3.3 2.9 3.1 2.9 3.0

13.8 98 13.7 98 13.7 98 13.7 98 13.7 98 13.9 98

– – – – – –

R R A A R

Probably the last deafening roar of the atmo supercar. Updates to suspension and fabulous V12 have lifted its game. Could be collectible THE PICK: Hey, it’s only (your) money, so go set a ’Ring PB in the SVJ

S S Roadster SVJ SVJ Roadster

$788,914 $825,530 $949,640 $1,042,286 Urus

V12 V12 V12 V12

6.5 6.5 6.5 6.5

544 544 566 566

690 690 720 720

S7 S7 S7 S7

1575 1625 1525 1575

2.9 3.0 2.8 2.9

16.0 98 16.9 98 17.9 98 18. 98

– – – -

05/17 A A A 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

$391,968

V8TT

4.0 478 850 A8 2200 3.6 12.7 98 –

Land Rover

A

5 years/unlimited

Discovery Sport 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

P200 R-Dynamic S D165 R-Dynamic S P250 R-Dynamic SE D200 R-Dynamic SE P250 R-Dynamic HSE

$67,123 L4T $69,423 L4TD $75,946 L4T $77,048 L4TD $80,301 L4T Discovery

2.0 2.0 2.0 2.0 2.0

147 120 184 150 184

320 380 365 430 365

A9 A9 A9 A9 A9

1904 1953 1942 1953 1942

9.2 10.6 8.1 8.9 8.1

8.1 5.7 8.1 5.7 8.1

95 D 95 D 95

A A A 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 HSE D300 R-Dynamic S D300 R-Dynamic SE D300 R-Dynamic HSE P360 R-Dynamic S P360 R-Dynamic SE P360R-Dynamic HSE

$99,900 L6TTD $106,100 L6TTD $113,700 L6TTD $105,200 L6TTD $111,400 L6TTD $118,600 L6TTD $105,200 L6ST $111,400 L6ST $118,600 L6ST Defender

3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

221 221 221 221 221 221 265 265 265

650 650 650 650 650 650 500 500 500

A8 A8 A8 A8 A8 A8 A8 A8 A8

2362 2362 2362 2362 2362 2362 2342 2342 2342

6.8 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 7.5 9.2 9.2 9.2

D D D D D D 98 98 98

-

A A A A A A A A A

132

$74,640 $81,290 $83,470 $90,450 $100,450 $110,640 $141,480 $200,540 $76,960 $82,590 $91,220 $92,360 $96,780 $103,800 $113,580 $113,980 $120,480

L4T L6TTD L4T L6TTD L6ST L6ST L6ST V8S L4T L6TTD L6TTD L6ST L6TTD L6ST L6ST L6TTD L6TTD

whichcar.com.au/wheels

2.0 3.0 2.0 3.0 3.0 3.0 3.0 5.0 2.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

221 147 221 183 294 294 294 386 221 183 183 294 220 294 294 220 220

400 500 400 570 550 550 550 625 400 570 570 550 650 550 550 650 650

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

2065 2228 2065 2228 2170 2170 2276 2186 2340 2340 2286 2340 2286 2286 2340 2340

7.1 9.8 7.1 8.0 6.0 6.0 6.0 5.2 7.4 8.3 8.3 6.1 7.0 6.1 6.1 7.0 7.0

TBC 95 TBC D TBC 95 TBC D TBC 95 TBC 95 TBC 95 TBC 95 TBC 95 TBC D TBC D TBC 95 TBC D TBC 95 TBC 95 TBC D TBC D

A A A A A A A A A A A A A A A A A

Drive

Issue tested

Resale %

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

RON

A A A

$67,415 L4T $74,973 L4T $76,685 L4TD $79,662 L4T Range Velar

2.0 2.0 2.0 2.0

147 184 150 184

320 365 430 365

A9 A9 A9 A9

1770 1818 1866 1818

8.6 7.6 8.5 7.6

8.1 8.1 5.7 8.1

95 95 D 95

A A A A

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.

P250 R-Dynamic S P250 R-Dynamic SE D200 R-Dynamic SE P400 R-Dynamic SE P400 R-Dynamic HSE

$88,531 L4T 2.0 $93,531 L4T 2.0 $97,531 L4TD 2.0 $118,531 L6ST 3.0 $128,531 L6ST 3.0 Range Rover Sport

184 184 150 294 294

365 365 430 550 550

A8 A8 A8 A8 A8

1875 1875 1928 2010 2010

7.5 7.5 8.2 5.5 5.5

7.7 7.7 5.3 8.9 8.9

95 95 D 95 95

-

A A A A A

V6 diesels out, inline Ingenium sixes in for this classy and astonishingly competent luxury SUV. Ensure you spec Terrain Response THE PICK: Petrol V8 tempting, if you own an oil well. Otherwise P400e

D250 SE D300 SE D300 HSE D300 HSE Dynamic D300 Autobio. Dyn D350 HSE D350 HSE Dynamic P300 SE P400e PHEV SE P400e PHEV HSE P525 HSE Dynamic P525 Autobio. Dyn P575 SVR P575 SVR Carbon Ed

$113,485 L6TD $122,985 L6TTD $139,685 L6TTD $146,585 L6TTD $179,755 L6TTD $152,813 L6TTD $160,113 L6TTD $106,113 L4T $134,166 L4TH $149,696 L4TH $175,613 V8S $205,283 V8S $244,249 V8S $273,906 V8S Range Rover

3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 2.0 2.0 5.0 5.0 5.0 5.0

183 221 221 221 221 258 258 221 297 297 386 386 423 423

600 650 650 650 650 700 700 400 640 640 625 625 700 700

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

2134 2178 2178 2178 2178 2203 2203 2076 2464 2464 2323 2323 2323 2323

8.5 7.3 7.3 7.3 7.3 6.9 6.9 7.3 6.3 6.3 5.3 5.3 4.5 4.5

8.0 D 8.0 D 8.0 D 8.0 D 8.0 D 8.4 D 8.4 D 9.2 95 2.8 95 2.8 95 12.8 95 12.8 95 12.8 95 12.8 95

53 53 53 53 53 53 53 53 53 53 53 53 53 53

A A A A A A A A A A A A A A

Final refresh for fourth-gen Rangie (all-new replacement due in ’22) spices up its drivetrain offerings with excellent new-gen straight sixes THE PICK: Any your fund manager says you can afford – maybe a V8?

D300 Vogue P400 Vogue P400e Vogue D350 Vogue D350 Westminster D350 Vogue SE D350 Autobiography P525 Autobiography P525 Fifty P565 SVAB Dynamic D350 AB LWB P525 AB LWB D350 SVAB LWB P565 SVAB LWB

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: Much choice, but the 90 XS Edition in blown-six guise is horn

90 P300 90 D200 90 P300 S 90 D250 S 90 P400 SE 90 P400 XS Edition 90 P400 X 90 P525 V8 110 P300 110 D250 110 D250 S 110 P400 S 110 D300 SE 110 P400 SE 110 P400 XS Edition 110 D300 X-Dynamic HSE 110 P400 X-Dynamic HSE

$143,190 L6TTD 3.0 220 650 A8 2340 7.0 TBC D $145,290 L6ST 3.0 294 550 A8 2286 6.1 TBC 95 $205,500 V8S 5.0 386 625 A8 5.2 TBC 95 Range Rover Evoque

Like a sexier, spritelier five-seat version of the Disco Sport, with babyVelar looks and standard Pivi Pro infotainment in its truly luxe interior THE PICK: P250 R-Dynamic HSE with full-fruit suits Evoque’s mystique

P200 R-Dynamic S P250 R-Dynamic SE D200 R-Dynamic SE P250 R-Dynamic HSE

Sure, rear vision is rubbish and it ain’t cheap, but the engine is aural sex, it’s fantastic to drive, and the STO is next-level wild THE PICK: We’re fans of the Evo rear-driver, but STO is GO

$384,187 V10 $422,606 V10 $459,441 V10 $505,385 V10 $498,665 V10 $596,00 V10 Aventador

110 D300 X 110 P400 X 110 P525 V8

2 years/unlimited

Huracan

Evo RWD Evo RWD Spyder Evo AWD Evo Spyder AWD Fluo Capsule STO

Price

Drive

Issue tested

Resale %

A8 D8 A8 D8

RON

332 440 332 440

Fuel cons.

200 148 200 148

0-100

Trans.

3.5 2.2 3.5 2.2

Kerb weight

Torque

V6 L4TD V6 L4TD

Power

$53,850 $56,850 $61,070 $64,070

Size

Sport+ Sport+ GT-Line GT-Line

Engine type

Price

Data bank

$201,000 $206,293 $216,575 $217,092 $227,039 $235,693 $266,208 $279,108 $287,950 $351,068 $276,208 $289,307 $382,068 $408,568

L6TTD L6ST L4TH L6TTD L6TTD L6TTD L6TTD V8S V8S V8S L6TTD V8S L6TTD V8S

3.0 3.0 2.0 3.0 3.0 3.0 3.0 5.0 5.0 5.0 3.0 5.0 3.0 5.0

221 294 297 258 258 258 258 386 386 416 258 386 258 416

650 550 640 700 700 700 700 625 625 700 700 625 700 700

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

2275 2267 2502 2275 2275 2275 2275 2375 2375 2516 2443 2443 2443 2598

7.4 6.3 6.4 7.1 7.1 7.1 7.1 5.4 5.4 5.4 7.2 5.5 7.2 5.5

LDV

8.4 D 9.1 95 2.8 95 8.4 D 8.4 D 8.4 D 8.4 D 12.5 95 12.5 95 12.8 95 8.4 D 12.8 95 8.4 D 12.8 95

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

Mode Executive Executive Executive

$35,990 $39,990 $43,990 $47,990 T60

L4T L4T L4T L4TD

2.0 2.0 2.0 2.0

165 165 165 160

350 350 350 480

A6 A6 A6 A8

2085 2085 2285 2370

-

10.2 95 10.2 95 10.9 95 9.1 D

-

F F A A

We used to snigger at Chinese-made utes. Not anymore. T60 drives well, is adequate off-road and includes Aussie-honed suspension THE PICK: Luxe brings worthwhile equipment additions

Pro Pro Luxe Luxe Mega Tub

$30,516 $32,621 $35,253 $37,358 $36,831

L4TD L4TD L4TD L4TD L4TD

2.8 2.8 2.8 2.8 2.8

110 110 110 110 110

360 360 360 360 360

M6 A6 M6 A6 M6

1895 1925 1945 2005 1970

-

8.8 9.6 8.8 9.6 8.8

D D D D D

-

A A A A A

K I A – M ASER AT I YOUR COMPLETE NEW CAR BUYER’S GUIDE

Luxury F-Sport Sports Luxury

$41,750 $51,500 $58,500 IS

L4H L4H L4H

1.8 100 142 C 1.8 100 142 C 1.8 100 142 C

1465 10.3 4.1 95 51 06/11 F 1465 10.3 4.1 95 53 F 1465 10.3 4.1 95 54 F

If you want a Lexus rear-driver in the 3 Series mould then this comprehensive ‘wide-track’ makeover is probably your last chance THE PICK: The lighter IS300 F-Sport with the sweet turbo four

300 Luxury 300 F-Sport 300h Luxury 300h F-Sport 350 F-Sport

$61,500 $70,000 $64,500 $73,000 $75,000 ES

L4T L4T L4H L4H V6

2.0 2.0 2.5 2.5 3.5

180 188 164 164 232

350 350 221 221 380

A8 A8 C C A8

1620 1650 1720 1720 1635

7.3 7.3 8.5 8.5 5.9

7.4 7.4 5.1 5.1 9.7

95 95 95 95 95

50 50 50 51 51

R R R R R

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: Heaven’s waiting room renovated for the 2020s

300h Luxury 300h F Sport 300h Sports Luxury

$62,525 $71,500 $77,000 LS

L4H L4H L4H

2.5 151 2.5 151 2.5 151

213 C 213 C 213 C

1685 8.5 5.5 95 51 1705 8.5 5.5 95 51 1705 8.5 5.5 95 51

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

$195,953 $195,953 $201,078 $201,078 RC

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

– – – –

R R R R

$67,990 $70,736 $75,736 $78,736 $136,636 $165,117 LC

L4T V6 L4T V6 V8 V8

2.0 3.5 2.0 3.5 5.0 5.0

180 233 180 233 351 351

350 378 350 378 530 530

A8 A8 A8 A8 A8 A8

1675 1680 1700 1780 1715

7.5 6.1 7.5 6.1 4.5 4.2

7.3 95 9.4 95 7.3 95 9.4 95 10.9 98 11.2 98

56 R 56 R 56 R 56 02/16 R 53 07/19 R 53 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

500 500h 500 Convertible

$194,757 $195,165 $214,000 UX

V8 V6H V8

5.0 351 540 A10 1930 4.5 11.6 98 67 3.5 264 350 C 1980 5.0 6.7 95 67 5.0 351 540 A10 2035 - 12.7 95 -

300 Luxury 300 F-Sport 300 Sports Luxury 350 Luxury 350 F-Sport 350 Sports Luxury 450h Luxury 450h F-Sport 450h Sports Luxury 350L Luxury 350L Sports Luxury 450hL Luxury 450hL Sports Luxury

$46,500 $55,500 $56,000 $50,000 $59,000 $59,500 $63,500 $64,000 NX

450d 570 570S

$55,700 $68,200 $60,200 $62,700 $61,700 $64,200

1860 1895 1860 1895

7.1 9.1 7.1 9.1

7.9 5.7 7.9 5.7

95 95 95 95

53 56 56 59

Drive

Resale %

A6 C A6 C

Issue tested

RON

350 210 350 210

$73,136 $88,136 $94,836 $83,136 $95,636 $101,836 $92,388 $104,888 $111,088 $86,836 $103,836 $95,888 $113,088 LX

L4T L4T L4T V6 V6 V6 V6H V6H V6H V6 V6 V6H V6H

2.0 2.0 2.0 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5

175 175 175 221 221 221 230 230 230 221 221 230 230

350 350 350 370 370 370 335 335 335 370 370 335 335

A6 A6 A6 A8 A8 A8 C C C A8 A8 C C

1890 1890 1890 1980 1980 1980 2150 2150 2150 2105 2105 2275 2275

9.2 9.2 9.2 8.0 8.0 8.0 7.7 7.7 7.7 8.0 8.0 8.0 8.0

$137,636 $146,636 $168,767

V8TD V8 V8

A A A A

8.1 95 8.1 95 8.1 95 9.6 95 9.6 95 9.6 95 5.7 95 5.7 95 5.7 95 10.6 95 10.6 95 6.0 95 6.0 95

61 61 61 61 61 61 61 61 61 61 61 61 61

F F F A A A A A A A A A 12/19 A

4.5 200 650 A6 - 9.5 D 5.7 270 530 A8 2510 7.7 14.4 95 61 5.7 270 530 A8 2510 7.7 14.4 96 60

Lotus

A A A

2 years/unlimited

Elise You don’t get very much for your money, but that’s the point.

Sublime steering, amazing feedback and sense of connection THE PICK: Unless you’re prepping for Targa Tassie, you don’t need the Cup

Sport 240 Final Edition $97,990 Cup 250 Final Edition $109,990 Exige

L4S L4S

1.8 179 244 M6 922 1.8 183 244 M6 931

4.5 7.8 98 4.3 7.8 98

R R

Even the Sport 390 feels as if the scenery speed’s been jacked to 11.

Utterly analogue, richly rewarding, wickedly uncompromising. Brilliant THE PICK: No-cost Roadster options make weird and wonderful sense

Sport 390 Final Edition $149,500 Sport 420 Final Edition $169,990 Cup 430 Final Edition $209,990

R R R

V6S V6S V6S

3.5 296 420 M6 1138 3.8 10.2 98 3.5 313 427 M6 1110 3.4 10.2 98 3.5 321 440 M6 1098 3.3 10.2 98

Maserati

R R R

3 years/unlimited

Ghibli

L4 L4 L4 L4H L4H L4H L4H L4H

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

126 126 126 131 131 131 131 131

205 205 205 205 205 205 205 205

C C C C C C C C

1490 1515 1540 1575 1600 1625 1635 1680

9.2 9.2 9.2 8.5 8.5 8.5 8.7 8.7

5.8 5.8 5.8 4.5 4.5 4.5 4.7 4.7

95 95 95 95 95 95 95 95

56 56 56 57 57 57 57 57

F F F F F F A A

A beautiful Italian alternative to the default German luxo sedans, now with up-to-date safety and multimedia tech, and a hybrid alternative THE PICK: Ghibli S Gran Sport for its drivetrain spunk and cabin colour

Hybrid Hybrid GranLusso GranLusso Hybrid GranSport GranSport S GranLusso S GranSport Trofeo

While eye-catching and punchy with a quality interior, underneath it’s an old RAV4, with a hard ride, too much noise and little finesse THE PICK: 300’s punchy turbo is good... but a new RAV4 Hybrid is better

300 Luxury 300h Luxury 300 Luxury 300h Luxury 300 F-Sport 300h F-Sport

175 147 175 147

Massive and truck-like to drive, LX can’t hide its LandCruiser bones, making it an off-road dynamo. But Land Rover has this turf covered THE PICK: Go the diesel to avoid making oil companies even richer

First model to switch to advanced TNGA platform, so is Lexus’s most resolved SUV, but it’s essentially a Corolla in (effective) heels and drag THE PICK: Base Luxury is sweetest riding, the rest are far 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

2.0 2.5 2.0 2.5

Love or hate the design, it grabs attention, as does the lack of steering feel and busy ride. But it is spacious and leaves little on the options list THE PICK: Turbo four is a peach, so consider a 300 F-Sport. Or XC60...

Lots to savour, like arresting design, craftsmanship and brutal V8, though rear seat is snug and four-pot turbo is somewhat vanilla THE PICK: Go the V8-powered F and enjoy the real duality of character

300 Luxury 350 Luxury 300 F-Sport 350 F-Sport F F Track Edition

L4T L4H L4T L4H

Fuel cons.

Previous-Corolla-based CT200h a total fail, with excessive drone, dud steering, bouncy ride, noisy cabin and tight packaging. Please avoid THE PICK: UX and latest Corolla ZR Hybrid are light-years ahead

$66,152 $68,700 $73,608 $76,814 RX

0-100

CT200h

300 F-Sport 300h F-Sport 300 Sports Luxury 300h Sports Luxury

Kerb weight

4 years/100,000km

Trans.

A A A Torque

-

Drive

Issue tested

Resale %

RON

9.6 D 8.5 D 8.5 D

Power

Lexus

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

2.8 110 360 A6 2030 2.0 120 375 M6 2005 2.0 120 375 A6 2035 -

Size

L4TD L4TD L4TD

Engine type

$38,937 $39,990 $42,095

Price

Mega Tub Trailrider 2 Trailrider 2

Engine type

Price

WHAT IT ALL MEANS 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.

L4T L4H L4T L4H L4T L4H

2.0 2.5 2.0 2.5 2.0 2.5

175 147 175 147 175 147

350 210 350 210 350 210

A6 C A6 C A6 C

1700 1740 1755 1800 1755 1800

7.3 9.1 7.1 9.1 7.1 8.9

7.7 5.6 7.9 5.7 7.9 5.7

95 95 95 95 95 95

53 56 56 56 57 59 08/15

F F A A F F

$139,990 L4ST $144,990 V6TT $163,990 L4ST $168,990 V6TT $163,990 L4ST $168,990 V6TT $175,000 V6TT $175,000 V6TT $265,000 V8TT Quattroporte

2.0 3.0 2.0 3.0 2.0 3.0 3.0 3.0 3.8

243 257 243 257 243 257 316 316 433

450 500 450 500 450 500 580 580 730

A8 A8 A8 A8 A8 A8 A8 A8 A8

1878 1810 1878 1810 1878 1810 1810 1810 1969

5.7 5.5 5.7 5.5 5.7 5.5 4.9 4.9 4.3

8.5 98 10.5 98 8.5 98 10.5 98 8.5 98 10.5 98 10.6 98 10.6 98 12.3 98

– – – – –

R R R R R R 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: An S Gran Lusso with its silk interior is suitably Italian

GranLusso GranSport S GranLusso S GranSport Trofeo

$210,990 $227,990 $227,990 $269,990 $269,990 $376,900

V6TT V6TT V6TT V6TT V6TT V8TT

3.0 3.0 3.0 3.0 3.0 3.8

257 257 257 316 316 433

500 500 500 580 580 730

A8 A8 A8 A8 A8 A8

1860 1860 1860 1900 1900 2000

5.5 5.5 5.5 5.0 5.0 4.5

10.6 98 10.6 98 10.6 98 10.6 98 10.6 98 12.5 98

– – – – –

@wheelsaustralia

R R R R R R

133

350 GranLusso GranSport S GranLusso S GranSport GTS Trofeo

$127,000 $146,990 $146,990 $182,490 $182,490 $268,990 $336,990 MC20

V6TT V6TT V6TT V6TT V6TT V8TT V8TT

3.0 3.0 3.0 3.0 3.0 3.8 3.8

257 257 257 316 316 390 427

500 500 500 580 580 730 730

A8 A8 A8 A8 A8 A8 A8

2109 2109 2109 2109 2109 2170 2170

6.0 6.0 6.0 5.2 5.2 4.2 4.1

11.4 98 11.4 98 11.4 98 11.6 98 11.6 98 13.1 98 13.2 98

– – – – – – –

A A A A A A A

V6TT

3.0 470 730 D8 1500 2.9 11.6 98 –

R

Facelift brings the axe to the previous entry model, meaning an end to cheap ’n’ cheerful. Full safety suite plus engine tweaks help compensate THE PICK: Suddenly a manual Pure hatch starts to look like smart money

$20,990 $22,990 $20,990 $22,990 $24,490 $25,990 $25,990 $27,490 3

L4 L4 L4 L4 L4 L4 L4 L4

1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5

82 82 82 82 82 82 82 82

144 144 144 144 144 144 144 144

M6 A6 M6 A6 A6 A6 A6 A6

1035 1047 1045 1060 1047 1047 1060 1047

10.8 10.8 10.8 10.8 10.9 10.8 10.8 10.8

4.9 5.4 4.9 5.4 5.5 5.4 5.5 5.4

91 91 91 91 91 91 91 91

52 F 54 F 54 F 54 F 54 04/20 F 54 F 54 F – F

New 3 rushes to the top of its class. Elegant interior a highlight and now one of, if not the quietest in the segment. Skyactiv-X has finally arrived!

THE PICK: G25’s extra torque is worth it, otherwise Pure manual

$25,590 $26,590 $25,590 $26,590 $27,290 $28,290 $27,290 $28,290 $29,590 $30,590 $29,590 $30,590 $30,090 $31,090 $30,090 $31,090 $34,090 $35,090 $34,090 $35,090 $37,590 $38,590 $37,590 $38,590 $40,590 $41,590 $40,590 $41,590 6

L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4T L4T L4T L4T

2.0 2.0 2.0 2.0 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 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0

114 114 114 114 114 114 114 114 114 114 114 114 139 139 139 139 139 139 139 139 139 139 139 139 132 132 132 132

200 200 200 200 200 200 200 200 200 200 200 200 252 252 252 252 252 252 252 252 252 252 252 252 224 224 224 224

M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6

1316 1339 1317 1338 1316 1339 1317 1338 1316 1339 1317 1338 1350 1376 1339 1368 1350 1376 1339 1368 1362 1388 1351 1380 1417 1440 1416 1439

9.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.2 8.7 8.2 8.7

6.3 6.1 6.4 6.2 6.3 6.1 6.4 6.2 6.3 6.1 6.4 6.2 6.2 6.5 6.3 6.6 6.2 6.5 6.3 6.6 6.2 6.5 6.3 6.6 5.3 5.3 5.3 5.3

91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 95 95 95 95

51 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52 52

02/20

06/19

02/20 05/19

09/20

F F F F F F F F F F F F F F F F F F F F F F 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

$34,590 $35,890 $38,890 $40,190 $46,690 $47,990 $50,090 $51,390

L4 L4 L4 L4 L4T L4T L4T L4T

whichcar.com.au/wheels

Roadster Roadster Roadster GT Roadster GT Roadster GT RS RF RF RF GT RF GT RF GT RS RF GT Black Roof RF GT Black Roof

5 years/unlimited

2

134

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Bilstein-equipped, track-focused RS models add another layer to the multi-talented, COTY-winning, adorably petite MX-5 THE PICK: Roadster over RF, and manual over auto – especially the 1.5

Mazda

Sport Sport wagon Touring Touring wagon GT SP GT SP wagon Atenza Atenza wagon

Size

MX-5

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 V8 GTS

$438,000

G20 Pure sedan G20 Pure sedan G20 Pure hatch G20 Pure hatch G20 Evolve sedan G20 Evolve sedan G20 Evolve hatch G20 Evolve hatch G20 Touring sedan G20 Touring sedan G20 Touring hatch G20 Touring hatch G25 Evolve sedan G25 Evolve sedan G25 Evolve hatch G25 Evolve hatch G25 GT sedan G25 GT sedan G25 GT hatch G25 GT hatch G25 Astina sedan G25 Astina sedan G25 Astina hatch G25 Astina hatch X20 Astina sedan X20 Astina sedan X20 Astina hatch X20 Astina hatch

Engine type

Levante

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

G15 Pure hatch G15 Pure hatch G15 Pure sedan G15 Pure sedan G15 Evolve hatch G15 GT hatch G15 GT sedan 100th Anniversary htch

Price

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

Price

Data bank

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

$36,090 $38,090 $44,020 $46,020 $47,020 $41,400 $43,400 $48,100 $50,100 $51,100 $49,120 $51,120 CX-3

L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4

1.5 1.5 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

97 97 135 135 135 135 135 135 135 135 135 135

152 152 205 205 205 205 205 205 205 205 205 205

M6 A6 M6 A6 M6 M6 A6 M6 A6 M6 M6 A6

1021 1038 1035 1061 1052 1107 1134 1107 1134 1101 1107 1134

8.3 8.3 6.5 6.5 6.5 6.8 6.8 6.8 6.8 6.8 6.8 6.8

6.2 6.4 6.8 7.0 6.8 6.9 7.2 6.9 7.2 6.9 6.9 7.2

95 95 95 95 95 95 95 95 95 95 95 95

– – – – – – – – – – – –

R R 09/19 R R R R R R R R R R

Yet another once-over for ’21, focusing on seat comfort and upgraded multimedia, giving the evergreen CX-3 even more life THE PICK: With flashy tan/white interior, Maxx Sport LE, or anything AWD

Neo Sport Neo Sport Maxx Sport Maxx Sport Maxx Sport LE Maxx Sport AWD sTouring sTouring sTouring AWD Akari Akari Akari AWD Akari LE Akari LE AWD 100th Anniversary

$22,890 $24,890 $24,890 $26,890 $27,640 $28,890 $29,090 $31,090 $33,090 $34,190 $36,190 $38,190 $36,690 $38,690 $37,690 CX-30

L4 L4 L4 L4 L4 L4 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 2.0 2.0 2.0 2.0 2.0 2.0

110 195 M6 1266 9.0 6.6 91 110 195 A6 1297 9.0 6.3 91 110 195 M6 1266 9.0 6.6 91 110 195 A6 1297 9.2 6.3 91 110 195 A6 1297 9.0 6.3 91 110 195 A6 1360 9.0 6.7 91 110 195 M6 1266 9.0 6.6 91 110 195 A6 1297 9.0 6.3 91 110 195 A6 1360 9.0 6.7 91 110 195 M6 1278 9.0 6.6 91 110 195 A6 1309 9.0 6.3 91 110 195 A6 1371 9.0 6.7 91 110 195 A6 1309 9.1 6.3 91 110 195 A6 1371 9.0 6.7 91 110 195 A6 1309 9.0 6.3 91 -

F F F 01/20 F F A F 02/18 F A F F A 05/17 F A F

Built in response to customer demand, the CX-30 slots between the CX-3 and CX-5. And it’s a real winner... a COTY winner, actually THE PICK: G20s pleasing, but the G25 Touring FWD is Goldilocks spec

G20 Pure FWD G20 Evolve FWD G20 Touring FWD G20 Astina FWD G25 Touring FWD G25 Touring AWD G25 Astina FWD G25 Astina AWD

$29,990 $31,490 $34,990 $38,990 $36,490 $38,490 $41,490 $43,490 MX-30

L4 L4 L4 L4 L4 L4 L4 L4

2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5

114 114 114 114 139 139 139 139

200 200 200 200 252 252 252 252

A6 A6 A6 A6 A6 A6 A6 A6

1339 1339 1339 1376 1376 1376 1388 1388

10.2 10.2 10.2 10.2 8.7 9.1 8.7 9.1

6.5 6.5 6.5 6.5 6.6 6.8 6.6 6.8

91 91 91 91 91 91 91 91

52 F 52 F 52 04/20 F 52 F 52 F 52 A 52 03/20 F 52 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

$33,990 $36,490 $40,990 $65,490 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 6.4 6.4 –

91 91 91 –

F F F F

2017 redesign addressed refinement and rear-seat issues, enhanced by continual updates, fresh multimedia in top models THE PICK: Either Maxx AWD or the hot-looking GT SP Turbo

Maxx FWD Maxx FWD Maxx Maxx Sport FWD Maxx Sport Maxx Sport Touring Touring GT GT Turbo GT GT SP GT SP Turbo Akera Akera Turbo Akera

$31,190 $33,190 $36,190 $36,490 $39,490 $42,490 $41,280 $44,280 $46,990 $49,490 $49,990 $47,490 $49,990 $49,380 $51,880 $52,380

L4 L4 L4 L4 L4 L4TTD L4 L4TTD L4 L4T L4TTD L4 L4T L4 L4T L4TTD

2.0 2.0 2.5 2.0 2.5 2.2 2.5 2.2 2.5 2.5 2.2 2.5 2.5 2.5 2.5 2.2

115 115 140 115 140 140 140 140 140 170 140 140 170 140 170 140

200 200 252 200 252 450 252 450 252 420 450 252 420 252 420 450

M6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6

1510 1558 1641 1558 1641 1714 1641 1714 1681 1718 1754 1681 1718 1681 1718 1754

– – – – – – – – – – – – – – – –

6.9 6.9 7.4 6.9 7.4 5.7 7.4 5.7 7.4 8.2 5.7 7.4 8.2 7.4 8.2 5.7

91 91 91 91 91 D 91 D 91 91 D 91 91 91 91 D

– – – – – – – – – – – – – – – –

F F A F A A A A YB17 A A A A A A A A

M ASER AT I – M E R CE D E S- B ENZ YOUR COMPLETE NEW CAR BUYER’S GUIDE

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

Price

WHAT IT ALL MEANS 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.

CX-8

Five 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 new GT SP looks hot!

Sport Sport AWD Touring Touring AWD GT GT AWD GT SP GT SP AWD Azami Azami AWD Azami LE AWD 100th Anniversary

$45,990 $49,990 $53,490 $57,490 $62,990 $66,990 $63,490 $67,490 $66,190 $70,625 $73,875 $72,575 BT-50

L4T 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 2.5

170 170 170 170 170 170 170 170 170 170 170 170

420 420 420 420 420 420 420 420 420 420 420 420

A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6

1881 1953 1881 1953 1938 2010 1938 2010 1938 2010 2010 1938

7.7 7.6 7.4 7.6 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 8.4

91 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 F

Mazda’s family face largely solves the divisive styling, while Isuzu’s D-Max offers the platform replacing the Ford Rangers’. It’s a good rig THE PICK: Any – it’s all about deciding how many goodies you want

XT XT XTR XTR GT GT Thunder Thunder

$50,760 $53,260 $54,710 $57,210 $56,990 $59,990 $65,990 $68,990

L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD

3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

140 140 140 140 140 140 140 140

450 450 450 450 450 450 450 450

M6 A6 M6 A6 M6 A6 M6 A6

2005 2010 2020 2030 2025 2035 2203 2213

– –

McLaren

7.7 8.0 7.7 8.0 7.7 8.0 7.7 8.0

D D D D D D D D

-

A A A A A A A A

3 years/unlimited

A250 4Matic Sedan A250e hatch A250e sedan A35 AMG Hatchback A35 AMG Sedan A45 S AMG 4Matic+

GT

$399,995 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

$445,000 720S

V6TTH 3.0 500 720 D8 1498 3.0 TBC 98

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

$499,000 $556,000 765LT

V8TT V8TT

4.0 530 770 D7 1419 2.9 10.7 98 4.0 530 770 D7 1468 2.9 12.2 98 -

07/18 R 05/19 R

CLA200 CLA250 4Matic CLA35 AMG 4Matic CLA45 S 4Matic+

V8TT

4.0 563 800 D7 1339 2.8 12.3 98

B180 Sports Tourer

Mercedes-Benz

C200 C200 Estate C200 Coupe C200 Cabriolet C300 C300 Estate C300 Coupe C300 Cabriolet C300e Sedan C43 AMG C43 AMG Estate C43 AMG Coupe C43 AMG Cabriolet C63 S AMG C63 S AMG Estate C63 S AMG Coupe C63 S AMG Cabriolet

A180 A180 Sedan A250 Sedan A250 4Matic

$43,900 $46,200 $53,000 $56,900

L4T L4T L4T L4T

1.3 1.3 2.0 2.0

100 100 165 165

200 200 350 350

D7 D7 D7 D7

1375 1300 1465 1505

8.8 8.9 6.3 6.2

5.7 5.7 6.4 6.6

95 95 95 95

50 50 51 51

F F F A

350 450 450 400 400 500

D7 D8 D8 D7 D7 D8

1525 1480 1480 1550

6.3 6.6 6.6 4.7 4.7 3.9

6.6 1.6 1.6 7.6 7.4 8.3

95 95 95 98 98 98

51 A F - 12/20 F 52 03/20 A 53 A 53 05/20 A

$63,400 $71,600 $85,900 $112,000 B-Class

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

47 48 48 48

F A A A

$48,000 C-Class

L4T

1.3 100 200 D7 1330 9.0 5.7 95 50

F

$66,900 $69,500 $72,800 $95,400 $75,300 $78,200 $93,900 $116,500 $85,100 $113,700 $116,300 $122,200 $142,300 $168,300 $171,000 $173,500 $194,000 E-Class

L4T L4T L4T L4T L4T L4T L4T L4T L4TH V6TT V6TT V6TT V6TT V8TT V8TT V8TT V8TT

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0

150 150 150 150 190 190 190 190 235 287 287 287 287 375 375 375 375

300 300 300 300 370 370 370 370 700 520 520 520 520 700 700 700 700

A9 A9 A7 A9 A9 A9 A7 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9

1480 1525 1505 1645 1530 1615 1565 1690 1740 1615 1735 1660 1870 1865 1650 1800 1925

7.1 7.1 7.1 7.1 6.2 6.1 6.0 6.4 5.4 4.7 4.8 4.7 4.8 4.2 4.1 4.4 4.1

7.0 95 7.0 95 7.0 95 7.0 95 11.1 95 6.7 95 6.6 95 7.2 95 2.1 95 8.2 98 8.3 98 7.8 98 8.5 98 8.6 98 8.7 98 15.7 98 9.4 98

52 56 56 52 52 56 56 52 52 52 56 56 52 52 56 56

04/19

04/17

07/19 10/15 08/19

R R R R R R R R R A A A A R R 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 E300 E300 Coupe E300 Cabriolet E300e E350 E350 Coupe E350 Cabriolet E53 AMG E53 AMG Coupe E53 AMG Cabriolet E63 S AMG

$98,700 $103,700 $117,900 $117,400 $130,900 $123,500 $127,100 $128,200 $141,300 $162,300 $164,800 $173,400 $253,900 CLS

L4T L4T L4T L4T L4T L4TH L4T L4T L4T L6TH L6TH L6TH V8TT

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 3.0 4.0

145 145 190 190 190 235 220 220 220 320 320 320 450

320 320 370 370 370 700 400 400 400 520 520 520 850

A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9

1640 1725 1680 1780 1875 1950 – – – 2019 2021 2085 2094

7.5 7.6 6.2 6.4 5.7 5.9 5.9 6.1 4.5 4.4 4.5 3.4

8.0 98 7.9 98 8.0 98 8.0 98 8.2 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

42 42 43 43 43 – – – – 55 55 55 45

R R R R R R R R R A A A A

Doesn’t ride as smoothly as we’d like, and understated styling lacks the presence of prior versions. Not a vintage generation THE PICK: Doesn’t encourage the type of driving the 53 provides, so 450

CLS450 CLS53 AMG

$164,600 $189,100 S-Class

L6T L6TT

3.0 270 500 A9 1940 4.8 8.7 95 44 3.0 320 520 A9 1980 4.5 7.8 95 52

A 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

A-Class More about its dazzling MBUX infotainment screens than actual driving sophistication unless you’re at A250 4Matic level or above THE PICK: Avoid the bland 1.3s; try the A35 AMG or blistering A45 instead

165 160 160 225 225 310

Crushes 3 Series and A4 in sales charts but trails both in our eyes (nonAMG models aside). Amazing AMG flagship is a future classic, though THE PICK: Failing the latter, there’s plenty to like about the C300 Estate

R

5 years/unlimited

2.0 1.3 1.3 2.0 2.0 2.0

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

The ultimate expression of a 720S, though all 765 worldwide examples of 765LT ‘longtail’ have already been spoken for THE PICK: There’s ony one, if you can track down an example

$609,650

L4T L4T L4T L4T L4T L4T

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

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

$59,200 $63,400 $66,000 $68,935 $72,135 $93,235 CLA

Drive

F A F F A A F A F A A

Issue tested

91 D 91 91 D D D D D D D

Resale %

8.1 6.0 8.1 8.1 6.0 6.0 5.9 6.0 5.9 6.0 6.0

RON

– – – – – – – – – – –

Fuel cons.

1799 1949 1799 1799 1949 1949 1906 1978 1906 1978 1977

0-100

A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6

Kerb weight

252 450 252 252 450 450 450 450 450 450 450

Trans.

140 140 140 140 140 140 140 140 140 140 140

Torque

2.5 2.2 2.5 2.5 2.2 2.2 2.2 2.2 2.2 2.2 2.2

Power

L4 L4TTD L4 L4 L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD

Size

$39,990 $46,990 $46,790 $47,790 $53,790 $54,790 $59,290 $63,290 $62,790 $66,790 $69,920 CX-9

Engine type

Sport Sport Diesel AWD Touring Touring SP Touring Diesel AWD Touring SP Diesel AWD GT Diesel GT Diesel AWD Asaki Diesel Asaki Diesel AWD Asaki LE Diesel AWD

Price

A tad dull and rather awkward but good at seating seven in comfort.

Essentially a CX-5 L, so narrower than the huge CX-9 THE PICK: Torque-rich oiler is best with all-wheel drive, so Touring SP

S450 4Matic S450 L 4Matic

$240,700 $264,900

L6T L6T

3.0 270 500 A9 2001 5.1 8.2 95 3.0 270 500 A9 2074 5.1 8.4 95

@wheelsaustralia

A A

135

GT Night Edition GT S GT C GT C Roadster GT R

$294,200 V8TT $317,800 V8TT $341,200 V8TT $367,400 V8TT $373,400 V8TT GT 4-Door

4.0 4.0 4.0 4.0 4.0

390 384 410 410 430

670 670 680 680 700

D7 D7 D7 D7 D7

1570 1570 1625 1660 1555

3.8 3.8 3.8 4.0 4.0

11.5 9.5 11.5 11.5 11.4

98 98 98 98 98

67 67 67 67

09/15 01/20 10/17 03/19

R R R R R

$363,700 GLA

V8TT

4.0 470 900 A9 2045 3.2 11.3 98 67 09/19 A

$57,500 $69,900 $83,700 $108,100 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

$60,200 $74,100 $89,300 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

Ride would benefit from optional air suspension, but otherwise a solid, C-Class-based option. Coupe’s reduced headroom barely an issue THE PICK: 300 for non-AMG, or the full-fat 63 S if the budget allows

GLC200 GLC300 GLC300e GLC300 Coupe GLC43 AMG GLC43 AMG Coupe GLC63 S AMG GLC63 S AMG Coupe

$75,100 $86,800 $93,800 $96,900 $120,600 $127,700 $175,800 $182,000 GLE

L4T L4T L4TH L4T V6TT V6TT V8TT V8TT

2.0 2.0 2.0 2.0 3.0 3.0 4.0 4.0

145 190 235 190 287 287 375 375

320 370 700 370 520 520 700 700

A9 A9 A9 A9 A9 A9 A9 A9

1760 1805 1955 1825 1870 1875 2025 2030

7.8 6.2 5.7 6.3 4.9 4.9 3.8 3.8

7.8 95 8.1 95 2.6 98 - 95 10.4 98 10.4 98 - 98 - 98

61 61 61 61 61 61 61

R 13/19 A A A A A 04/20 A A

All-new model brings longer wheelbase and roomier, classier cabin with optional third row. But only up-spec models truly deliver THE PICK: As per usual, either AMG best suit the GLE’s station in life

GLE300d GLE450 GLE400d GLE450 Coupe GLE53 AMG Coupe GLE53 AMG GLE63 S AMG GLE63 S AMG Coupe

V220d V250d Avantgarde

$112,500 $124,900 $132,300 $145,300 $174,100 $167,100 $230,400 $235,500 GLS

L4TD L6T L6TD L6T L6T L6T V8TT V8TT

2.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0

180 270 243 270 320 320 450 450

500 500 700 500 520 520 850 850

A9 A9 A9 A9 A9 A9 A9 A9

2090 2145 2190 2250 2175 2345 2370

7.8 5.7 5.8 5.7 5.3 5.3 3.8 3.8

10.0 D 9.1 95 7.7 D 9.2 95 9.3 95 9.4 95 12.4 98 12.6 98

61 09/19 A 61 A 61 A A A 61 A A A

$156,300 $163,000 $267,100 $358,300 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

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

$233,900 $299,000 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 54

250 250 Edition 1

$76,800 $84,100 EQC

E E

67 140 375 R1 1965 8.9 16.2 – 67 140 375 R1 1965 8.9 16.2 –

F F

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

400

136

$137,900

E

whichcar.com.au/wheels

80 300 760 R1 2480 4.7 21.4 -

-

02/20 A

L4TD L4TD

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

2.1 120 380 D7 2135 8.5 6.3 D 2.1 140 440 D7 2135 8.0 6.7 D

53 51

R R

7 years/unlimited

MG3 Finally gets auto-only range, but it’s a four-speed dunger. New design looks good, but do not be confused by the badge. It’s Chinese THE PICK: Have you considered a Suzuki Swift?

Core Excite

$16,490 $18,490 ZS/ZST

L4 L4

1.5 82 1.5 82

150 A4 1170 150 A4 1170

12.5 6.7 91 46 12.5 6.7 91 47

F F

ZST is a better ZS, with a sexier dash, extra safety kit and a terrific new engine. But the slick EV is the old ZS, in need of a chassis retune THE PICK: Kia Seltos with safety pack - same warranty, way better car

ZS Excite ZS Essence ZST Core ZST Vibe ZST Excite ZST Essence ZS EV Essence

$20,990 $24,990 $24,490* $25,990* $29,490* $32,490* $43,990* HS

L4 L3T L4 L4 L3T L3T E

1.5 1.0 1.5 1.5 1.3 1.3 45

84 82 84 84 115 115 105

150 160 150 150 230 230 353

A4 A6 C C A6 A6 R1

1255 1245 1318 1318 1295 1295 1532

– – – – – – 8.2

7.1 91 6.7 91 6.9 91 6.9 91 7.1 91 7.1 91 18.6 –

50 52 – – – –

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 at this price point. Go for the Vibe

Vibe Excite Essence Anfield Edition

$29,990 $32,990 $36,990 $37,990

L4T L4T L4T L4T

1.5 1.5 1.5 1.5

119 119 119 119

250 250 250 250

D7 D7 D7 D7

1520 1520 1520 1520

11.0 11.0 11.0 11.0

Mini

7.3 7.3 7.3 7.3

91 56 04/20 F 91 57 04/20 F 91 – F 91 – F

3 years/unlimited

Cooper 3dr Seven years’ young and refreshed for 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

Classic Classic Plus MINI Yours S Classic S MINI Yours S JCW Sport JCW Essential JCW Classic JCW MINI Yours SE Classic SE MINI Yours

$37,500 L3T $41,000 L3T $46,000 L3T $45,700 L4T $52,800 L4T $53,200 L4T $54,850 L4T $58,850 L4T $62,350 L4T $55,650 E $62,825 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

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 an Edition 1

$84,100 $98,860

MG

Imposing US-sized, US-built SUV that can comfortably 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!’

GLS450 GLS400d GLS63 AMG 4Matic+ GLS600 Maybach

Torque

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

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

GLB200 GLB250 4Matic GLB35 AMG 4Matic

Power

V-Class

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

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

GLA200 GLA250 4Matic GLA35 AMG 4Matic GLA45 S AMG 4Matic+

Size

GT

Much more than just a swoopier E63 or the missing CLS63. In fact, this ballistic sports-sedan/coupe may just be AMG’s most resolved model THE PICK: The $100K premium is huge, but you’d be nuts not to pay it

GT63 S 4Matic+

Engine type

Price

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Price

Engine type

Data bank

$38,500 L3T 1.5 100 $42,500 L3T 1.5 100 $47,500 L3T 1.5 100 $46,950 L4T 2.0 141 $54,050 L4T 2.0 141 $54,450 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

$43,680 $48,180 $53,180 $51,530 $58,630 $58,880 $60,380 $64,380 $67,880

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

M E R CE D ES -B E NZ – N I SSA N YOUR COMPLETE NEW CAR BUYER’S GUIDE

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

Price

WHAT IT ALL MEANS 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.

Clubman

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 Cooper S Hybrid JCW Pure JCW

$44,500 $52,900 $60,900 $61,915 $67,818

L3T L4T L3TH L4T L4T

1.5 2.0 1.5 2.0 2.0

100 141 165 225 225

220 280 385 450 450

D7 D7 A6 A8 A8

1390 1460 1490

9.7 7.5 6.8 5.1 5.1

Mitsubishi

6.3 6.7 2.4 7.6 7.6

95 95 95 95 95

-

F F A A A

5 years/100,000km

Mirage

Triton New styling and added safety are welcome, but the old chassis and workmanlike 2.4L diesel remain unchanged. Keen pricing a real plus THE PICK: GLX ADAS upwards balances value with spec well

GLX GLX GLX ADAS GLX ADAS GLX-R GLX-R GLX+ GLX+ GLS GLS GLS Premium GSR

Once-proud Mirage looks dowdy and dull and has a bouncy ride, tight rear seat and wheezy power. Still, it’s well equipped for the price THE PICK: Fuhgeddaboudit. Save for a Suzuki Swift or a Kia Picanto

ES ES LS

$14,990 $16,490 $17,490 ASX

L3 L3 L3

1.2 57 1.2 57 1.2 57

100 M5 865 100 C 895 100 C 895

14.5 4.7 91 14.5 4.7 91 14.5 4.7 91

41 41 41

ES ES MR ES ADAS LS GSR Exceed

$23,990 L4 $25,990 L4 $27,740 L4 $27,740 L4 $28,690 L4 $30,740 L4 $33,240 L4 Eclipse Cross

2.0 2.0 2.0 2.0 2.0 2.4 2.4

110 110 110 110 110 123 123

197 197 197 197 197 222 222

M5 C C C C C C

1350 1380 1380 1380 1380 1390 1390

10.0 9.7 10.0 10.0 10.0 9.5 9.5

7.7 7.6 7.6 7.6 7.6 7.9 7.9

91 91 91 91 91 91 91

48 F 48 01/20 F – F 48 F 48 F – F 46 13/19 F

Substantial visual makeover makes Eclipse Cross appear more refined and purposeful than its ageing underpinnings might suggest THE PICK: To contain its turbocharged torque, something with AWD

ES LS LS AWD Aspire Exceed Exceed AWD

$30,290 L4T $32,590 L4T $35,090 L4T $34,990 L4T $38,290 L4T $40,790 L4T Outlander

1.5 1.5 1.5 1.5 1.5 1.5

110 110 110 110 110 110

250 250 250 250 250 250

C C C C C C

1472 1486 1550 1499 1535 1600

– – – – – –

7.3 7.3 7.7 7.3 7.3 7.7

91 91 91 91 91 91

– – – – – –

F F A F F A

$29,490 L4 $31,790 L4 $34,690 L4 $34,590 L4 $37,190 L4 $40,690 L4TD $43,690 L4 $47,190 L4TD $47,390 L4H $52,490 L4H $56,390 L4H Pajero Sport

2.0 2.4 2.4 2.4 2.4 2.2 2.4 2.2 2.4 2.4 2.4

110 124 124 124 124 110 124 110 94 94 94

190 220 220 220 220 360 220 360 199 199 199

M5 C C C C A6 C A6 C C C

1400 1465 1525 1465 1525 1620 1525 1620 1880 1880 1880

10.0 9.5 9.5 9.5 9.5 9.5 9.5 9.5 10.5 10.5 10.5

7.0 7.2 7.2 7.2 7.2 6.2 7.2 6.2 1.9 1.9 1.9

91 91 91 91 91 D 91 D 91 91 91

48 48 48 48 48 50 51 51 – – –

F F A F A A A A A A A

Rugged, capable and now facelifted, with a squarer-jawed face, updated cabin, revised engine and improved safety THE PICK: Tough GLS the best value given its spec, or go Big Pajero

GLX GLS Exceed

$46,990 $51,490 $57,190 Pajero

L4TD L4TD L4TD

2.4 133 430 A8 2045 10.0 8.0 D 2.4 133 430 A8 2065 10.0 8.0 D 2.4 133 430 A8 2110 10.0 8.0 D

GLX Final Edition GLS Final Edition Exceed Final Edition

$54,990 $60,490 $63,490

L4TD L4TD L4TD

3.2 141 3.2 141 3.2 141

441 A5 2315 10.5 9.1 D 441 A5 2330 10.5 9.1 D 441 A5 2375 10.5 9.1 D

A A A

2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4

133 133 133 133 133 133 133 133 133 133 133 133

430 430 430 430 430 430 430 430 430 430 430 430

M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 A6 A6

1950 1955 1950 1950 1961 1961 1955 1955 1985 1990 2045 2045

10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0

7.9 8.6 7.9 8.4 7.9 8.6 7.9 8.6 7.9 8.6 8.6 8.6

D D D D D D D D D D D D

47 47 47 47 47 47 47 47 47 -

A A A A A A A A A A A A

5 years/unlimited

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+

$49,990 $60,490 370Z

E E

40 110 320 R1 1594 7.9 17.1 - 51 02/20 F F 62 160 340 R1 1736 6.9 18.0 95

Little has changed in its eleventeen years – the 370Z’s still a coarse, hard, loud blast from the rear-drive-coupe past. We like it. A lot THE PICK: Nismo manual – the additions really enhance it

Roadster Roadster Nismo Nismo

$50,490 $52,990 $61,490 $63,990 $61,990 $64,490 GT-R

V6 V6 V6 V6 V6 V6

3.7 3.7 3.7 3.7 3.7 3.7

245 245 245 245 253 253

363 363 363 363 371 371

M6 A7 M6 A7 M6 A7

1515 1526 1570 1582 1528 1538

5.6 5.7 5.7 5.7 5.3 5.3

10.6 95 10.4 95 11.2 95 10.9 95 10.6 95 10.4 95

51 R 52 R 64 01/10 R 64 R 51 R 52 R

Older than Nikki Webster but twin-turbo V6 coupe with rear-biased AWD still delivers supercar pace and unique attitude for Boxster GTS bucks THE PICK: Not the Nismo

Premium Premium Luxury Track Edition Nismo

$193,800 $199,800 $235,000 $378,000 Juke

V6TT V6TT V6TT V6TT

3.8 3.8 3.8 3.8

419 419 419 441

632 632 632 652

D6 D6 D6 D6

1765 1765 1760 1706

3.2 3.2 3.2 2.7

11.7 11.7 11.7 11.7

98 98 98 98

55 55 55 53

A A A A

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+ Ti

$27,990 $30,740 $33,940 $35,140 $36,490 Qashqai

L3T L3T L3T L3T L3T

1.0 1.0 1.0 1.0 1.0

84 84 84 84 84

180 180 180 180 180

D7 D7 D7 D7 D7

1251 1251 1274 1274 1274

11.8 11.8 11.8 11.8 11.8

5.8 5.8 5.8 5.8 5.8

95 95 95 95 95

49 49 49

F F F F 49 08/20 F

Practical and sharp-priced package, which has just seen a minor update. Firm ride and lacks grunt, but fine for undemanding users THE PICK: ST is all the Qashqai you’ll ever need

ST ST ST+ ST-L Ti

52 A 53 A 53 03/16 A

A proper off-roader that’s also a capable, very roomy family car, but is ancient inside. The last remnant of Mitsubishi’s revered past THE PICK: Haggle hard as she’s about to disappear forever

L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD

Leaf

Roomy, if ancient and dorky medium SUV that can squeeze in seven seats in petrol form, or plug-in hybrid efficiency in PHEV variants THE PICK: It’s no rally hero but the PHEV GSR has appeal

ES 2WD ES 2WD 7 Seat ES AWD 7 Seat LS 2WD LS AWD LS AWD Exceed AWD Exceed AWD ES PHEV PHEV GSR Exceed PHEV

$37,490 $39,990 $38,540 $41,040 $41,990 $44,490 $40,990 $43,490 $45,440 $47,940 $52,790 $51,890

Nissan

F F F

New 2.4L in upper range brings usefully more torque. Styling, safety and tech tweaks help, but the less spent the better. Now 10+ years old THE PICK: Sporty MR and GSR look good, but ES is best for value

Drive

F F A A

Issue tested

53 53 53 53

Resale %

98 98 98 98

RON

7.1 6.2 7.7 7.7

Fuel cons.

7.2 7.3 4.9 4.9

0-100

1360 1390 1475 1490

Kerb weight

M6 D7 A8 A8

Trans.

280 280 450 450

Torque

141 141 225 225

Power

2.0 2.0 2.0 2.0

Size

$45,900 L4T $45,900 L4T $57,900 L4T $62,900 L4T Countryman

Price

Cooper S Cooper S JCW Pure JCW

Engine type

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

$28,590 $30,590 $32,590 $34,600 $39,090 X-Trail

L4 L4 L4 L4 L4

2.0 2.0 2.0 2.0 2.0

106 106 106 106 106

200 200 200 200 200

M6 C C C C

1343 1375 1384 1392 1429

9.9 10.5 10.1 10.1 11.0

7.7 8.6 6.9 6.9 11.1

91 91 91 91 91

50 F 50 01/20 F 50 F 50 F 54 09/18 F

Far from the best SUV out there, but it’s reliable and Japanese, with seven-seat availability, pleasant styling and keen pricing THE PICK: The less you spend the better, as ST represents good value

ST ST ST 7-seat ST 4WD TS 4WD ST-L ST-L 7-seat

$30,665 $32,665 $34,265 $34,665 $37,465 $38,525 $40,125

L4 L4 L4 L4 L4TD L4 L4

2.0 2.5 2.5 2.5 2.0 2.5 2.5

106 126 126 126 130 126 126

200 226 226 226 380 226 226

M6 C C C C C C

1464 1497 1547 1553 1656 1532 1573

– – – – – – –

8.2 7.9 8.1 8.3 6.1 7.9 8.1

91 91 91 91 D 91 91

– – – – – – –

@wheelsaustralia

F F F A A F F

137

$78,910 $93,365 Navara

V8 V8

5.6 298 560 A7 2815 – 5.6 298 560 A7 2850 –

14.4 95 14.4 95 -

$47,600 $58,270 $46,600 $49,100 $52,280 $54,780 $55,770 $58,270 $58,130 $60,630

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

140 140 140 140 140 140 140 140 140 140

450 450 450 450 450 450 450 450 450 450

A7 A7 M6 A7 M6 A7 M6 A7 M6 A7

1944 2039 2024 2033 2053 2062 2134 2142 2137 2146

– – – – – – – – – –

Peugeot

7.8 7.8 7.3 7.9 7.3 7.9 7.3 7.9 7.5 8.1

D D D D D D D D D D

A A A A A A A A A A

5 years/unlimited

308 Underrated GTi has been cut from the range, along with the GT, base Active and Allure HDi diesel, which is a shame. All-new 308 due in ’22 THE PICK: Turbo triple is superb, so any of the below

Allure

$30,499

L3T

1.2 96

230 A6 1122

10.2 5.0 95 50

F

Allure Touring GT-Line

$32,499 $34,990 508

L3T L3T

1.2 96 1.2 96

230 A6 1173 230 A6 1122

10.2 5.0 95 50 10.2 5.0 95 50

F F

French range-topper heralds a return to the practical, enjoyable and stylish French mid-sizer. Two bodies share same spec level THE PICK: Fastback is stylish, but you’ll really stand out in the wagon

Fastback Sportswagon

$57,490 $59,490 2008

L4T L4T

1.6 165 300 A8 1430 7.7 8.9 95 58 02/20 F 1.6 165 300 A8 1470 8.2 6.3 95 58 02/20 F

A larger, more mature car than the old 2008, blending class-leading design, packaging and technology with character THE PICK: Allure for its plusher ride and still-abundant torque

Allure GT GT Sport

$34,990 $38,990 $43,990 3008

L3T L3T L3T

1.2 96 1.2 96 1.2 114

230 A6 1247 9.3 6.5 95 230 A6 1247 9.3 6.5 95 240 A8 1287 8.7 6.1 95 -

F F F

Carrera Carrera Cabriolet Carrera 4 Carrera 4 Cabriolet Carrera S Carrera S Cabriolet Carrera 4S Carrera 4S Cabriolet Targa 4 Targa 4S GT3 GT3 GT3 Touring GT3 Touring GT3 70 Years Oz Edition GT3 70 Years Oz Edition Turbo S Turbo S Cabriolet

$44,990 $47,990 $50,990 $54,990 5008

L4T L4T L4TD L4T

1.6 1.6 2.0 1.6

121 121 131 133

240 240 400 250

A6 A6 A8 A8

1371 1371 1448 1371

9.9 9.9 9.0 8.8

7.3 7.0 5.0 5.6

95 95 D 95

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

$51,990 $59,990

L4T L4TD

1.6 121 2.0 131

240 A6 1473 10.5 7.0 95 400 A8 1575 10.2 5.0 D

Porsche

F F F F

S Macan GTS Turbo

F F

Coupe E-Hybrid E-Hybrid Coupe GTS GTS Coupe S S Coupe Turbo Turbo Coupe Turbo S E-Hybrid Turbo S E-Hybrid Coupe

w

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: Anything with 4.0 litres wailing from the mid-rear

Cayman Cayman Boxster Boxster Cayman S Cayman S Boxster S Boxster S Cayman GTS 4.0 Boxster GTS 4.0 Boxster GTS 4.0

138

$116,000 $117,933 $118,800 $120,733 $139,600 $144,180 $142,400 $146,980 $180,590 $178,000 $183,390

F4T F4T F4T F4T F4T F4T F4T F4T F6 F6 F6

whichcar.com.au/wheels

2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 4.0 4.0 4.0

220 220 220 220 257 257 257 257 294 294 294

380 380 380 380 420 420 420 420 430 420 430

M6 D7 M6 D7 M6 D7 M6 D7 D7 M6 D7

1335 1365 1335 1365 1355 1385 1355 1385 1435 1405 1435

5.1 4.7 5.1 4.9 4.6 4.3 4.6 4.4 4.0 4.5 4.0

7.4 6.9 7.4 6.9 8.1 7.3 8.1 7.3 9.6 10.8 9.6

98 98 98 98 98 98 98 98 98 98 98

61 R 61 08/19 R 61 R 61 R 61 R 61 05/17 R 61 R 61 06/16 R R R R

4.5 4.0 3.9 3.9

10.8 98 9.6 98 10.2 98 10.2 98

Drive

1405 1435 1450 1450

Issue tested

M6 D7 D7 D7

Resale %

420 430 430 430

RON

294 294 309 309

Fuel cons.

0-100

Engine type

4.0 4.0 4.0 4.0

R R R R

$241,300 F6TT $263,000 F6TT $258,400 F6TT $280,200 F6TT $279,600 F6TT $301,300 F6TT $296,800 F6TT $318,500 F6TT $280,200 F6TT $318,500 F6TT $369,700 F6 $369,700 F6 $369,600 F6 $369,600 F6 $494,300 F6 $494,300 F6 $481,700 F6TT $502,600 F6TT Panamera

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 4.0 3.8 3.8

283 283 283 283 331 331 331 331 283 331 375 375 375 375 375 375 478 478

450 450 450 450 530 530 530 530 450 530 470 470 470 470 470 470 800 800

D8 D8 D8 D8 D8 D8 D8 D8 D8 D8 M6 D7 M6 D7 M6 D7 D8 D8

1505 1575 1555 1625 1515 1585 1565 1635 1665 1675 1418 1435 1418 1435 1418 1435 1640 1710

4.2 4.4 4.2 4.4 3.7 3.9 3.4 3.8 4.4 3.8 3.9 3.4 3.9 3.4 3.9 3.4 2.7 2.8

9.6 98 9.6 98 9.5 98 9.6 98 8.9 98 9.6 98 12.7 98 9.6 98 9.8 98 9.9 98 13.3 98 12.4 98 13.3 98 12.4 98 13.3 98 12.4 98 11.1 98 11.3 98

57 06/20 R 57 R 57 A 57 A 57 02/20 R 57 R 57 08/19 A 57 A A A R R R R R R 67 07/20 A 67 A

$199,500 $209,700 $217,000 $219,200 $245,900 $255,400 $253,200 $292,300 $309,500 $316,800 $409,500 $420,800 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

57 57 57 57

57 57 57 57

R A A A A A A A A A A A

Hot hatch meets SUV. Macan remains the class benchmark for dynamics, but interior is still cramped compared to rivals THE PICK: GTS almost as quick as Turbo, is sharper through corners

$84,300 $100,800 $112,300 $145,200 Cayenne

L4T V6T V6TT V6TT

2.0 3.0 2.9 2.9

185 260 280 324

370 480 520 550

D7 D7 D7 D7

1795 1865 1910 1945

6.7 5.3 4.7 4.5

8.9 8.9 9.6 9.8

95 98 98 98

63 A 63 A - 03/20 A 63 07/20 A

The reason why Porsche is now an SUV company with a sideline in sports cars. Brilliantly executed, but no seven-seat option THE PICK: E-Hybrid is decent value given its tech (and performance)

Rinse-and-repeat 3008 with a longer wheelbase and five-plus-two seating makes surprisingly beautiful sense, if you’re not in a hurry THE PICK: Unless you need the diesel’s torque wallop, the base GT

GT GT HDi

F6 F6 F6 F6

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

What was already a classy, fun-to-drive medium SUV is now even more trendy thanks to a techy makeover and sexier styling THE PICK: Either a dead-stock Allure or the feisty GT Sport flagship

Allure GT GT HDi GT Sport

$187,300 $192,690 $205,280 $214,780 911

992 generation a triumph. Base Carrera all the sports car anyone could need, though GT3 and sledgehammer Turbo are all-time THE PICK: Carrera S the sweet spot, but GT3 Touring … drool!

A A

Extensively facelifted Navara offers huge choice and more 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, the PRO-4X manual

SL King Cab ST-X King Cab SL SL ST ST ST-X ST-X PRO-4X PRO-4X

Boxster 25 Years Boxster 25 Years Spyder Cayman GT4

Kerb weight

Powerhouse engine now gets handsome looks to match the grunt.

Remains a great choice for outback tourers and heavy towers THE PICK: Cheaper model leaves more cash for fuel. You’ll need it

Ti Ti-L

Price

Drive

08/14 A YB17 A

Trans.

1588 10.3 8.3 91 – 1601 – 8.3 91 –

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

2.5 126 226 C 2.5 126 226 C

Torque

L4 L4

Power

$40,525 $45,965 Patrol

Size

ST-L 4WD Ti 4WD

Engine type

Price

Data bank

$128,200 $139,100 $148,000 $156,400 $198,300 $202,100 $167,400 $176,900 $250,600 $262,300 $296,200 $299,900 Taycan

V6T V6T V6TH V6TH V8TT V8TT V6TT V6TT V8TT V8TT V8TTH V8TTH

3.0 3.0 3.0 3.0 4.0 4.0 2.9 2.9 4.0 4.0 4.0 4.0

250 250 340 340 338 338 324 324 404 404 500 500

450 450 700 700 620 620 550 550 770 770 900 900

A8 A8 A8 D8 A8 A8 A8 A8 A8 A8 A8 A8

1985 2030 2295 2360 2145 2175 2020 2050 2175 2200 2565 2535

6.2 6.0 5.0 5.1 4.8 4.5 5.2 5.0 4.1 3.9 4.0 3.8

9.0 95 9.9 98 3.4 95 2.5 98 11.2 98 11.2 98 9.2 95 10.0 98 11.7 95 12.3 98 3.8 98 4.4 98

63 A A 63 07/19 A A A A 63 A A 63 A - 02/20 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

4S 4S Cross Turismo Turbo Turbo Cross Turismo Turbo S

$190,400 $201,000 $268,500 $271,200 $338,500

E E E E E

79 93 93 93 93

320 360 460 460 460

640 650 850 850 1050

R1 R1 R1 R1 R1

2140 2245 2305 2320 2295

4.0 4.1 3.2 3.3 2.8

26.2 – 28.1 – 28.0 – 28.7 – 28.5 –

A A A A A

N I SSAN - SSA NGYO NG YOUR COMPLETE NEW CAR BUYER’S GUIDE WHAT IT ALL MEANS

Drive

Issue tested

Resale %

RON

Fuel cons.

0-100

Kerb weight

Trans.

Torque

Power

Size

3 years/100,000km Engine type

Price

Ram

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.

1500

Torque, weight and towing ability are mind-boggling. Makes the Hilux and Ranger look and feel like kids’ toys. We miss out on next-gen model THE PICK: The biggest caravan/boat/horse float you can throw at it

$139,950

L6TD

6.7 276 1084 A6 3577 -

Renault

15.0 D

-

Megane Rationalised to the fittest engine in flagship Trophy spec, the hardcharging Megane RS has personality and looks hot in Tonic Orange THE PICK: Rasping, blurting dual-clutch with optional Recaros

RS Trophy RS Trophy

$53,990 $56,990 Captur

L4T L4T

1.8 221 400 M6 1427 5.7 8.3 98 1.8 221 420 D6 1450 5.7 8.0 98

$28,190 $30,790 $35,790 Koleos

L4T L4T L4T

1.3 113 1.3 113 1.3 113

270 D7 1361 8.6 6.6 95 270 D7 1370 8.6 6.6 95 270 D7 1381 8.6 6.6 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 Intens Intens 4WD

$32,990 $36,790 $43,290 $45,790

L4 L4 L4 L4

2.5 2.5 2.5 2.5

126 126 126 126

226 226 226 226

C C C C

1552 1611 1608 1608

9.5 9.5 9.5 9.8

8.1 8.1 8.1 8.3

91 91 91 91

50 51 52 52

F F F A

Drive

Issue tested

Skoda preps for the next-gen Fabia with a run-out special packed with extras, though Mk3 Fabia feels outclassed by newer-gen VW Polo THE PICK: Fabia wagon is unique, spacious and likeable

70TSI Run-Out Edition $20,790 70TSI Run-Out Ed’wagon $21,890 81TSI Run-Out Edition $23,790 81TSI Run-Out Ed’wagon $24,890 Scala

L3T L3T L3T L3T

1.0 1.0 1.0 1.0

70 70 81 81

160 160 200 200

M5 M5 D7 D7

1054 1068 1092 1112

10.8 10.9 10.1 10.2

4.5 4.5 4.7 4.7

95 95 95 95

F F F F

A larger and better-equipped Golf alternative, for a moderate cost saving. Drives well, looks good and standard spec is impressive THE PICK: Monte Carlo is a dress-up pack - stick with the base manual

110TSI 110TSI 110TSI Monte Carlo 110TSI Launch Edition

$27,690 $28,690 $33,390 $34,690 Octavia

L4T L4T L4T L4T

1.5 1.5 1.5 1.5

110 110 110 110

250 250 250 250

M6 D7 D7 D7

1190 1190 1190 1190

8.6 8.2 8.2 8.2

5.0 5.0 5.0 5.0

98 98 98 98

-

F 08/20 F F 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 RS

F F

French visual flair combines with newfound cabin class and muchneeded additional performance to make second-gen Captur a stunner THE PICK: Mid-spec Zen for its extra safety kit

Life Zen Intens

Fabia

A

5 years/unlimited

Resale %

A A A A A A A

RON

12.2 95 12.2 95 12.2 95 12.2 95 12.2 95 12.2 95 12.2 95

Fuel cons.

8.2 8.2 8.2 6.7 6.7 6.7 6.1

0-100

2605 2620 2674 2684 2617 2671 2749

Kerb weight

A8 A8 A8 A8 A8 A8 A8

Trans.

556 556 556 556 556 556 556

Torque

291 291 291 291 291 291 291

Power

5.7 5.7 5.7 5.7 5.7 5.7 5.7

5 years/unlimited Size

V8 V8 V8 V8 V8 V8 V8

Price

Express Quad Cab $79,950 Express Crew Cab $89,950 Exp’ Crew Cab RamBox $94,450 Warlock Crew Cab RamBox $108,950 Laramie Crew Cab $114,950 Laramie Crew Cab RamBox $119,900 Limited Crew Cab RamBox $139,950 2500

Engine type

Skoda

‘Bad to the bone’ in a good way, the locally converted Ram 1500 drives and performs way better than you’d expect it to THE PICK: All-new 1500 Limited is a lotta truck for a lotta dough

110TSI Ambition 110TSI Ambition wagon 110TSI Style 110TSI Style wagon RS RS wagon

$30,390 $31,690 $34,890 $36,190 $47,790 $49,090 Superb

L4T L4T L4T L4T L4T L4T

1.4 1.4 1.4 1.4 2.0 2.0

110 110 110 110 180 180

250 250 250 250 370 370

A8 A8 A8 A8 D7 D7

1325 1355 1325 1355 1475 1505

9.0 9.1 9.0 9.1 6.7 6.7

5.7 5.9 5.7 5.9 6.8 6.8

95 95 95 95 95 95

– – – – – –

F F F F F F

Not quite as poised as a Passat but has more personality, impressive space and quality feel. Jacked-up Scout is a cut-price Audi Allroad THE PICK: For their cavernous appeal, either Scout or Sportline wagon

206TSI Sportline $60,390 206TSI Sportline wagon $62,090 200TSI Scout wagon $61,990

L4T L4T L4T

2.0 206 350 D7 1600 5.7 7.3 95 – 2.0 206 350 D7 1600 5.7 7.3 95 – 2.0 200 350 D7 1667 5.7 7.1 95 –

A A A

KAMIQ

Rolls-Royce

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

EWB

$627,000 $739,000 Wraith

V12TT 6.7 420 850 A8 – V12TT 6.7 420 850 A8 –

– –

15.0 98 15.0 98

A A

Effortless power, presence and rarity, but massive dimensions and 2.4-tonne weight take the edge off dynamic credentials THE PICK: The regular with a few bespoke ‘individualisms’ should do it

Black Badge

$635,150 $734,900 Dawn

V12TT 6.6 465 820 A8 2440 4.6 14.3 95 V12TT 6.6 465 870 A8 2440 4.5 - 95 -

Black Badge

$658,900 V12TT 6.7 420 850 A8 2660 5.2 15.0 95 $754,000 V12TT 6.7 441 900 A8 2660 5.1 15.0 95 Phantom

110TSI Ambition 110TSI Ambition 110TSI Monte Carlo 110TSI Signature

110TSI 140TSI Sportline

$901,500 V12TT 6.7 420 900 A8 2560 5.3 13.9 95 $1,043,650 V12TT 6.7 420 900 A8 2610 5.4 13.9 95 -

L4T L4T L4T L4T

1.5 1.5 1.5 1.5

110 110 110 110

250 250 250 250

M6 D7 D7 D7

– 1237 1237 1237

8.0 8.4 8.4 8.4

TBC 95 5.6 95 5.6 95 5.6 95

F F F F

$34,590 $41,290 Kodiaq

L4T L4T

1.5 110 250 A8 1425 9.0 6.6 95 46 12/19 F 2.0 140 320 D7 1550 7.3 6.9 95 – A

Skoda wins for packaging again, with plenty of comfort, as well as surprise-and-delight features, though petrol deserves more shove THE PICK: The AWD Sportline for its enticing style and egalitarian price

132TSI 132TSI Sportline RS

A A

$46,390 $50,290 $68,890

L4T 2.0 132 320 D7 1677 8.8 7.6 95 54 L4T 2.0 132 320 D7 1677 8.2 7.6 95 54 L4TTD 2.0 176 500 D7 1858 6.9 6.2 D –

SsangYong

Go on, have some artworks installed in the dash, indulge yourself.

You’ve obviously got too much money. Twin-turbo V12 a highlight THE PICK: Shorter Phantom keeps the price under seven figures

EWB

$32,390 $33,390 $35,290 $35,890 Karoq

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 gains VW’s grunty EA888 engine

R R

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 tinting

Black Badge

MY22 makeover for Skoda’s promising Kamiq ditches the 8 85kW base model for f a 110kW/250Nm 1.5-litre donk across the range – thankfully still with a manual opener.

New 110TSI Ambition is no stripper, with ‘Virtual Cockpit’ instruments, 18-inch alloys, LED head- and tail-lights, flat-bottomed sports wheel and electric tailgate.

R R

Feels like an actual land yacht, but less likely to sink. Vision challenging with roof up, so just drive it on sunny days. A majestic land cruiser THE PICK: Our second-favourite type of dawn service

$710,200 V12TT 6.6 420 820 A8 2560 4.9 14.2 95 $801,400 V12TT 6.6 442 840 A8 2560 4.9 14.2 95 Cullinan

Now with less wheeze; more squeeze

A A A

7 years/unlimited

Korando R R

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

$29,990* $32,990* $37,990* $39,990*

L4T L4T L4T L4TD

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

48 48 50 59

@wheelsaustralia

F F F F

139