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Contents NEXT ISSUE
AUG 23
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
WHAT FERRARI DID NEXT
VOLKSWAGEN GOLF MK8
VW GOLF GTI v BMW 128ti
Clean and downsized? Who cares when the V6-hybrid 296 GTB can kick at the heels of its hypercar big brother?
Classy reboot for world’s best small car, but why can’t Oz have the best engines?
Hot-hatch icon swims upstream to take a bite at a very tasty Bimmer
HAVAL JOLION
ANCAP UNDER THE MICROSCOPE
Small SUV makes a big play with space and equipment. Only one hurdle then...
New safety CEO faces the question: how do we make sense of those stars?
MERCEDES-BENZ EQA 250
MERCEDES C-CLASS FIRST DRIVE
Decent range, well-equipped, non-insane price tag. So what’s the catch?
To keep this favourite at the top of the charts, Benz has built a baby S-Class
NISSAN QASHQAI
NISSAN JUKE v TOYOTA YARIS CROSS
All-new third gen wants to tempt you out of your CX-3. Let’s talk about this...
Small SUVs come at the challenge of urban mobility from different angles. One has it more right than the other
SAY OLLA TO CUPRA Just when you’d forgotten about Seat, its Spanish spin-off decides to head Down Under. We rate its chances
GET EXCITED ABOUT LE MANS AGAIN Crucial changes to the formula and eligibility is set to see big brands back competing for endurance glory
THE TANGLED STATE OF EV REGS Without a cohesive Federal policy, States and Territories continue to make up EV framework as they go along
GENESIS G70 Updated to fall into step with its fresher SUV siblings. Deserves a closer look
M DIVISION’S CHIEF ENGINEER
Dirk Hacker is the man tasked with building an electric M5 that the faithful will love. Impossible task?
KIA CERATO
Nice fluff of hair and make-up, but unchanged engines are showing their age
HYDROGEN VERSUS BATTERIES
MASERATI MC20
Some see this as a battle of gas versus watts, when in reality it’s a two-prong assault on a low-emissions future
Butterfly doors; new V6 stings like a bee
RAM 1500 Imagine the tailgate party you can have with a tailgate the size of Texas. Yee-haw
MAZDA MX-30 Makes complete sense as an EV, V, but will you make it home on a 224km range?
JAMES ALLISON PROFILE Inside the mind of the brilliant engineer who’s helped Lewis onto the podium
GR YARIS RALLYE GOES BUSH We point Toyota’s homologation special at the roads of Rally of Melbourne
AUDI E-TRON Q4 FIRST DRIVE A mid-size E-crossover good enough to electrify the upmarket masses
Genesis G70 Sports-lux Korean can now really take it to the Germans
SSANGYONG KORANDO Parent company is broker than MC Hammer. Could this SUV save it? t?
BEST OF THE REST ED’S LETTER O INCOMING O INBOX O MACKENZIE O CAREY O FERLAZZO MODERN CLASSIC GARAGE DATABANK RETRO Mercedes-Benz 250 SL DRIVEN TO EXTINCTION Honda Jazz @wheelsaustralia
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FROM THE EDITOR
Inwood
“DO YOU REMEMBER YOUR FIRST CAR RIDE? OF COURSE NOT, YOU WERE AN INFANT WHO COULDN’T EVEN SUPPORT YOUR OWN HEAD. BUT I BET YOUR PARENTS HAVE TOLD YOU ABOUT IT” THE GLINT OF the cherry red Camaro caught my eye, luring me in for a closer look. It was a minter, my untrained eye guessing a ’68 model, its paint, chrome splashes and gleaming glass clearly the work of an owner that cared. A lot. But it wasn’t until I leaned in to peer through the glass that I spotted the best part. Both front seats had been folded forward and wedged onto the rear bench were two bulky baby seats. “Now that...” whispered my inner monologue, “is parenting done right.” I eagerly waved over my wife who was standing on the footpath, showing the patience of a woman used to me stopping to ogle at cars. “Yes, it’s very nice Alex…” she started, but I cut her off. “No, check what’s in the back seat!” A long pause followed as she digested the scene inside the Camaro, the bulky black shapes of the baby seats asking a silent question between us. “That’s so cool...” said the wife, “but it’s not very safe is it?” And that right there, those five words – “not very safe is it” – neatly sums up my current predicament. As I write this the wife is 26 weeks pregnant with our first child (that’s just over six months for those who haven’t been indoctrinated into, or have forgotten, the confusing and unique language of pregnancy) and for the first time in my life I’m about to buy a car that isn’t just for me. It feels a big decision, not just financially but emotionally, too. Do you remember your first car ride? Of course you don’t, you were a blubbering, dribbling infant who couldn’t even support your own head. But I bet your parents have told you about it. That first car trip home from the hospital is seminal,
especially for the person doing the driving. Never have you had cargo more precious; never have you had more to worry about. Then there’s the realisation that no matter what car I pick to buy, it’s likely to have a long-lasting influence. My ride home from the hospital was in a sky blue XB Falcon but also parked in our driveway was a white Holden ute. Dad used to take me for long drives in that car, just the two of us, and when we’d arrive home mum and the family dog would join us in the tray for a ute party with snacks. It was brilliant. No wonder the first thing I bought when I’d saved enough money was my own Holden ute, in white. Naturally, then, I want my first family car to be suitably cool. I’ve been putting money aside to buy an old car for years – ideally a cheap 911 or E46 3 Series – and for a while I clung to the idea that I’d just do the same thing as that Camaro owner. “But it’s not very safe is it?” Fear and guilt are strong factors for new parents so begrudgingly, I’ve come to the conclusion that no, it probably isn’t. The bigger issue is that determining exactly what is safe and what isn’t, is quite tricky. The world of ANCAP star ratings can be confusing, especially for cars that are a few years old, but happily, our Wheels investigation on p72 addresses exactly that along with many other pressing safety concerns. So the search for our new family wheels continues and I’m open to all suggestions. Something unique and interesting is the goal; hit me up online or on our letters page. I’m also keen to hear what car you were driven home from the hospital in. Speaking of becoming a father, one thing I am looking forward to is Father’s Day and on that front, I have good news. Our biggest ever subscriber offer is back, meaning you can currently save 50 percent off the usual price for Wheels, MOTOR, 4X4 Machine and Unique Cars. So if you haven’t lined Australia, Street Ma up a present for your old man yet, we have your u back. Just like he did when he drove you home b from the hospital... fr
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AUGUST 2021
Ferrari: the next chapter BALLISTIC NEW 296 GTB MARKS A RETURN OF THE V6, POWERING THIS HYBRID COUPE TO A BOLD NEW FUTURE
F
ERRARI HAS ITS FOOT firmly on the throttle as it pushes further into a future demanding both lower emissions and higher performance. The 296 GTB is Maranello’s first return to a six-cylinder engine since the Dino 246 GT was launched back in 1974, but the addition of hybridisation means it’s far removed from an ‘affordable’ entry-level model. With huge outputs and ultra-advanced electronics, it’s a true junior supercar, and seems certain to ultimately elbow the F8 out of the Ferrari line-up. It’s also likely to cost about $500,000 when it makes it to Australia in 2022 But back to that F163 twin-turbo V6, which is a genuine benchmark. Making a whopping 163kW per litre – 488kW from 2992cc – it boasts the highest specific output of any production car engine, toppling the AMG A45 S and its 155kW-per-litre M139 2.0-litre turbo.
As well as the ‘Manettino’ drive selector, Ferrari has added another to control the electric side of the powertrain, offering e-Drive, Hybrid, Performance, or Qualify
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With the optional Assetto Fiorano package, the 296 GTB is among the fastest horses to ever tackle Fiorano, posting the same lap time as the F12tdf of 1m:21sec. It’s a mere two seconds slower than the demonic SF90 Stradale hybrid. Central to the 296 GTB’s stunning performance is all that Ferrari has learned from the SF90 and the F1derived MGU-K e-motors and PHEV architecture. Applied to this reardrive layout, the motor (sandwiched between the engine and eight-speed dual-clutch gearbox) delivers an additional 122kW, giving the new car total outputs of 610kW and 740Nm. A relatively small 7.45kWh battery pack offers a claimed pure-electric range of 25km up to a maximum of 135km/h. At the other end of its performance spectrum, the 296 GTB can hit 100km/h in 2.9 seconds, while 0-200km/h takes just 7.3sec. For context, the recently revealed McLaren Artura, also running a
hybrid V6 powertrain, hits that latter benchmark a full second later (8.3sec), suggesting that on both price and performance, the 296 GTB will be a closer rival for McLaren’s 720S. The similarities to the Artura run deeper than powertrain layout. Like the McLaren, Ferrari has opted for a vee angle of 120 degrees (see sidebar, right), to improve packaging and efficiency. Two symmetrical turbochargers mounted within the engine vee can spin to 180,000rpm, while max engine speed is 8500rpm.
While the 296 GTB draws from Ferrari’s new design language shown on SF90 and Roma, the 250LM was a strong inspiration
The F163 engine shares its bore and stroke with Maserati’s Nettuno engine powering the MC20 supercar, but both brands claim this is coincidence. Arguably just as significant as the new engine is the revised chassis in which it sits. The 296 GTB runs a wheelbase a full 50mm shorter than that of the F8-based cars, assuring supreme agility, while the claimed dry weight is 1470kg, only slightly heavier than the V8 coupe, despite the 296’s motor and battery. As well as being compact, the 296
also features the first use of six-way chassis dynamics sensors to feed data to an even more advanced version of Side Slip Control, the driver aid that helps manage drift angle. The software takes inputs from the chassis sensors and can estimate the amount of grip at the rear tyres to provide just enough ESC assistance to keep the car in a controlled slide. Inside, a digital interface follows the SF90’s lead, but aims to simplify the user experience. Given the outlandish performance available, minimal driver distraction sounds like a very sound approach. CHR I S T H O M PS ON
ENGINEERING DEGREES Both Ferrari and McLaren have now built 120-degree V6 engines. Why? Packaging and balance. The ultra-wide vee angle delivers an engine flatter than one at 90 degrees, lowering the CoG. It also leaves more space for mounting the pair of hot-vee turbos, allowing shorter plumbing and therefore more immediate response. Similarly, it allows the exhaust to be optimised for length and direction. Ferrari thinks the new V6 is so acoustically reminiscent of previous hero engines, it’s referring to it as the ‘piccolo V12’.
@wheelsaustralia
13
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AUGUST 2021
Cupra is coming! OFF-SHOOT OF THE SEAT BRAND IS HEADED FOR OZ PROMISING AUDI S MODEL PERFORMANCE FOR VW MONEY. SO WHAT ARE ITS CHANCES?
C
UPRA’S copper-coloured badge packs subtle significance that’s worth spelling out. While copper isn’t in the same league as the precious metals, it’s still valuable, useful stuff. It’s up there on the podium – bronze is mainly copper – but below gold and silver. This symbolises Cupra’s position in the market, between traditional premium brands and the massproduction mainstream, explains a senior brand executive. The Cupra name also echoes copper’s chemical symbol, Cu, derived from its Latin name of cuprum. No matter that Cupra, pronounced cooprah, is actually a compression of Cup Racing, the designation applied to hot
roadgoing models from the Volkswagen Group-owned Spanish brand Seat since the 1990s. Cupra grew out of Seat Sport, the company’s competition and performance car division, and continues to be active in racing. Copper is highly conductive, and electrification is a big part of Cupra’s present and future. Later this year it will launch the Born, its first pure EV, in Europe. Basically a restyled VW ID.3, it’ll be produced in Germany. It’ll be followed in 2024 by the designed-inBarcelona Tavascan, another EV also based on VW Group’s MEB platform. In the meantime, plug-in hybrids loom large in Cupra’s model mix. Almost everything Cupra currently has in production will head to Australia for its planned second-quarter 2022
launch; the Leon hatch, Ateca small SUV and the Formentor compact crossover. The only thing missing, compared to Europe, is the longwheelbase wagon version of the Leon. In production only since late 2020, the Formentor is the freshest Cupra model of them all. It’s also the most popular by miles, accounting for twothirds of the brand’s rather modest current sales; only 27,400 in 2020, but growing strongly this year. Around 40 percent of Formentor sales in Europe are the front-drive plug-in hybrid versions. Only the more powerful 180kW PHEV will make it to Australia, along with 140kW, 180kW and 228kW purely ICE-powered variants, all with seven-speed DSG transmissions and all-wheel drive. The 228kW Formentor, likely to top the line-up in Australia at around $60,000, is a lively and engaging g g g drive.
Copper is Cupra’s significant signature. It’s seen inside and out as an accent colour for everything from air-vent surrounds to exhaust tips
DAMN!
We won n’t get this s R FORMENTOR VZ5 NOT FOR OZ 14
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THE MOST exciting model so far from Cupra won’t be heading to Australia. It’s the new won’ Formentor VZ5, powered by Audi’s trademark Form in-line five-cylinder engine. For the Cupra tuned to deliver 287kW, only a fraction it’s tu less tthan in the RS3. With a torque-vectoring differential, drift mode, big brakes and a rear d capable chassis, it’s a hoot to drive. But Cupra capab produce only 7000 VZ5s, and they’ll all will p sold before the brand reaches Australia. be so
Its engine is the VW Group’s EA888 turbo 2.0-litre four so familiar to Golf GTI fans, with the same level of tune as in the latest Audi S3. On challenging roads in the hills west of Barcelona, the top Formentor’s drivetrain delivered the kind of cracking performance its sharp-creased styling promises. The firm chassis set-up certainly favours handling over comfort. Its interior is decently roomy, even in the rear, despite its long-nosed proportions. Least costly of the Cupra line-up for Australia will be the Leon hatch, which launched globally in early 2020. It’s essentially a Golf Mk8 with flamboyant Spanish style. There will be a plug-in hybrid, with the same 180kW maximum system output, turbo 1.4-litre four and sixspeed DSG as in the Formentor, plus 140kW, 180kW and 221kW turbo 2.0-litre ICE-powered variants. Expect the least powerful of these to be priced around $40,000. All Leons will be front-drive only. While even ven the 180kW Leon is a properly feisty eisty hot hatch, its very firm suspension ens nsion calibration seems
likely to make it a rough rider on Australian roads. Still, such shortcomings haven’t stopped other cars like this succeeding. Unlike the Formentor and Leon, the Ateca isn’t produced in Seat’s big Martorell factory outside Barcelona. It’s a close relative of the Skoda Karoq, and rolls off the same assembly line in the Czech Republic. The Ateca shares its roof, door and core body structure stampings with the Skoda SUV. It was
money, with a dash of Mediterranean flair. The appeal is obvious, but... Australia is a graveyard for synthetic brands like Cupra, the result of business plans and marketing strategies. Toyota’s Lexus is perhaps the only one to have succeeded. Nissan’s Infiniti failed here not once, but twice. Citroen’s DS sub-brand flopped. Mazda halfheartedly tried to make upmarket Eunos work as a sub-brand in the
Electrification is a big part of Cupra’s present and future launched as a Cupra in 2018. Only the 221kW version of the Ateca will head to Australia, equipped with a seven-speed DSG and all-wheel drive. Although its interior design is a little dated compared with the other current Cupras, the hot Ateca has lots of grip, grunt and a very well-sorted chassis. It should work very well on typical Aussie roads. Cupra’s basic brand proposition is performance and tech up to Audi S model mode mo dell levels leve le vels ls for for little lit ittl tle e more more than tha han n VW
1990s and that didn’t work either. Parent Seat hopes Cupra will be the route for the brand to go global in a modest but profitable way. In Cupra’s favour is that it’s ultimately backed by the might of the VW Group, like Toyota a deep-pocketed giant of the global car industry. But history shows that establishing the copper-coloured Cupra badge in Australia will be somewhere between very difficult and impossible. JO HN C AR EY
CIRCUIT UIT ELECTRICS CUPRA’S PAST, as Seat Sport, is full of competition success: in WRC, BTCC, ETCC and WTCC. Though the brand’s Leon TCR still competes in WTCC, the racing emphasis has lately shifted away from noisy ICE-powered machinery. With EVs at the core of Cupra’s future, the brand competes in both Extreme E and, with its Leon-based Cupra e-Racer, in the new Pure ETCR series.
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15
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AUGUST 2021
Why Le Mans is going to be awesome again NEW CARS, NEW REGS AND MANUFACTURER SUPPORT; PROTOTYPE RACING IS WELL AND TRULY BACK IN VOGUE
G
ET READY to wind back the clock. The prototype glory days are about to be reignited at La Sarthe. In recent years it’s been a Toyota procession with the Japanese giant going up against privateer entries. However, that will all change with
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the FIA amalgamating the already established Le Mans Daytona Hybrid (LMDh) category with the burgeoning Le Mans Hypercar (LMH) class. Once again endurance racing is back in favour with Peugeot, Ferrari, Toyota, Scuderia Cameron Glickenhaus and ByKolles committing to the new Hypercar class. Set to join
them on the same grid is Porsche, Audi and BMW under the new LMDh regulations with Acura, Mazda, McLaren and Lexus all in various stages of deliberations. Peugeot is the latest manufacturer to rip the covers off its racer, the 9X8 pictured, with its twin-turbo V6 hybrid set to tear up racetracks in time for the 2022 endurance season. And as you can see, it’s pretty wild, with trick aerodynamic technology paving the way for a wingless LMH offering.
TAKE NOTE
HYBRID GRUNT H Pr Providing the internalcombustion grunt is a 90-degree co 2.6-litre twin-turbo petrol V6 2 – dubbed HYBRID4 500KW. The front-mounted, high-density Th battery is being developed by b Peugeot Sport and Saft Pe
DRIVE US CRAZY D Th ‘X’ in the 9X8 name stands The for all-wheel drive. The boosted fo V6 turns all fours via a sevenV speed dual-clutch, while the sp high-voltage (900 volts) battery hi powers the electric motor on the p front axle at more than 120km/h fro
GONE WITH WIND G Fe Fellas, where’s the rear wing? The 9X8 uses sophisticated Th aerodynamic tech that channels ae air underneath the car (think ai Nismo GT-R LM), negating the N need for a drag-inducing wing. It ne should be an absolute weapon sh down the Mulsanne straight d
But hang on, we bet you’re wondering how this mash-up will work. Making sure parity is under control will be FIA-designated ‘performance windows’ to which both categories must comply, along with general Balance of Performance (BoP) metrics. Think GT3 and how it deals with parity and you’re on the money. We won’t blame you if that all seems as clear as mud. Essentially, combined system power is now limited to 500kW to lower costs, while cars must weigh no less than 1030kg. How manufacturers racing in LMH achieve the power figure is largely fair game, as the Hypercar class does not require electric motors. If it is chosen, total electric assistance must not exceed 200kW. That extra zap also isn’t allowed to kick in below 120km/h and must only power the front axle – and only with dry-weather tyres fitted. A ‘spec’ electric motor supplied by Bosch is available for LMDh teams, while Williams Advanced Engineering is also offering a plug-and-play hybrid powertrain for teams not wishing to develop their own.
Those hose opting for the LMDh route will choose from four accredited chassis suppliers: ORECA, Ligier, Multimatic and Dallara (whereas LMH chassis will be developed in-house). From there, basic bespoke bodywork from each manufacturer will wrap around the control chassis. However, there will be one general LMDh aerodynamic package available, and
of the attraction for car companies to attract once again go prototype racing. So does this all mean we’ll see a return of the road-legal homologation special? Sadly not. It seems the governing bodies have gone cold on the requirement to produce 20 road-going versions of the winged prototypes, meaning a modern-day Porsche 911 GT1 straßenversion is
It’s shaping up to be an epic 100th birthday for the 24 hours of Le Mans the sole tyre supplier is Michelin. For both, complicated suspension set-ups make way for a more conventional double-wishbone design sans mass dampers and active systems. The gearbox is kilocontrolled at 75kg and a magnesium or aluminium casing is compulsory. Getting the cars right is now more important than ever, because once BoP has been met, the respective designs will be locked in for five years as a costcontainment measure. The prospect of a longer shelf life and projected savings in development is a key part
unlikely. Toyota is going ahead with its GR Super Sport, however Aston Martin’s Valkyrie is now slated for the road only; not the track. While LMH cars are in the works for this year and next, 2023 is shaping up as the year both categories will fully align with big fields full of manufacturer support at La Sarthe. It’s shaping up to be an epic 100th birthday for the 24 hours of Le Mans and it will be essential viewing. At long last, prototype racing has well and truly regained its mojo. TRENT G IU NCO @wheelsaustralia
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AUGUST 2021
EV Policy: rouge nation IT’S EVERY STATE AND TERRITORY FOR ITSELF AS THE FEDERAL GOVERNMENT DECLINES TO TAKE THE LEAD ON EV POLICY. HERE’S THE CURRENT STATE OF PLAY
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I
T’S 2021 – the year of the EV announcement. The Feds have sat back too long and now the states are taking over, but will it last and for how long? Leading the charge are, unsurprisingly – the eastern states. New South Wales and Victoria have both, for better or worse, recently revealed strategies aimed at incentivising the purchasing of electric vehicles and investments in their own infrastructure. Meanwhile, the ACT and Queensland have too outlined new plans in June, both offering a range of perks for those considering the swap. While all states are investing in a charging station boom of some kind, only five are offering any kind of draw for Aussies to make the move from internal combustion (ICE) to electric.
Dominic Perrottet announced his Government’s plans to invest $490 million in removing barriers to EV uptake and to encourage people to buy over the next four years – an approach which has been praised by the industry despite also choosing to go down the path of introducing a road-user charge. “Our comprehensive strategy is about making sure we have the right mix in place to incentivise the takeup of electric vehicles while ensuring everyone who drives on our roads contributes to funding and maintaining them,” Mr Perrottet said. Interestingly, when asked about plans to tax EV owners, the ACT said its own strategy relates to the idea of levying a charge against all vehicle types, something the Federal Chamber of Automotive Industries is keen to see
“Our comprehensive strategy is about making sure we have the right mix in place to incentivise the take-up of electric vehicles” D o m i n i c Pe r r o tte t , N SW Tre a s u re r
But, and it’s a big but, two of them – NSW and Vic – also plan to charge EV owners for driving on the roads. Victoria has come under considerable heat for implementing its tariff from July this year, whereas NSW won’t begin charging EV owners until 2027, or when 30 percent of the state’s vehicles are electrified – whichever marker comes first. “We’re taking big steps to achieve net zero emissions in Victoria by 2050,” a spokesman for the Victorian Government said in its defence. “We know transport is one of the state’s biggest emitters – and through our Zero Emissions Vehicle Roadmap, we’re accelerating the uptake of these vehicles by making them accessible to more Victorians.” But last month NSW Treasurer
become a reality. “We shouldn’t be talking just about EVs – we should be talking about major automotive tax reform,” said FCAI’s Chief Executive Tony Weber. “At the moment we have a whole host of taxes on our cars – there’s GST, stamp duty, rego, the licence fee, the fuel excise and in some cases the LCT. We could eliminate all of those and just have one single, nationally consistent, charge based on how many kilometres you drive in a year, regardless of what technology cars have. “The problem we have here is the fuel excise is collected by the Federal Government but now the road user charges are being/will be paid to the individual states. “In an ideal world the Government would be [centralising vehicle taxation]
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AUGUST 2021
now, but it’s still something we could plan for in the future. There’s a very real danger if the six states and two territories go it alone, the red tape to undo all that would be too substantial. The longer the Federal Government is inactive in this space the more difficult it is going to be to deal with.” The FCAI exec also slammed the Government’s lack of CO2 emissions regulation, with the body having had to introduce its own industry-led scheme last year, whereby car manufacturers report their vehicles’ performance of their own volition. “Government’s shouldn’t be in charge of picking technologies, they should be providing the emissions targets and letting the carmakers figure out what mix of products to bring in. Saying ‘we want 30 percent EVs by X date’ is absolute rubbish, the 30 percent could be very energy efficient but the other 70 percent could be the most polluting cars going,” Mr Weber added.
The exec also slammed the Govt’s lack of CO2 emissions regulation While the Government did not respond on its lack of CO2 targets, it has said it is working “collaboratively with state and territory governments to consider the revenue and other implications of increased uptake of lowand zero-emissions vehicles.” It also claims to be focused on “practical actions” which will enable the private sector to commercially deploy low-emissions road transport technologies at scale. In September last year it revealed its ‘Future Fuels Package’, at the centre of which is a $71.9 million fund for businesses to start integrating new vehicle technologies into their fleets, and to address blackspots in public charging and refuelling infrastructure. Around $21 million of this has already been committed to two major projects to install BEV charging stations powered by renewable energy along Australia’s national highways. Its final strategy will be revealed later this year. KATHRYN F ISK
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NT
NSW
INCENTIVE: None – looking at various measures it could take
INCENTIVES: $3000 rebate for the first 25,000 EVs or FCEVs sold which are priced less than $68,750 • Stamp duty waived on both types of vehicle under $78,000 – all from September 1, 2021
TAX: None – No current proposal, could possibly be in the long term CHARGING: Currently has 32 charging stations – 30 public and two high-powered
TAX: 2.5c/km BEV, 2c/km PHEV – but only as of July 1, 2027
UPTAKE GOAL: In February 2019 (the latest data the NT Government could provide) there were 35 EVs registered in the Northern Territory, including 33 light and two heavy vehicles, representing 0.02 per cent of the total Northern Territory vehicle fleet • No date set for what percent of all vehicles should be EVs.
CHARGING: $171 million investment in infrastructure, including; $131m on ultra-fast chargers • $20m in grants for destination points and $20m for topping up at public transport hubs • Working to deliver 20 fast chargers along the state’s major highways in partnership with NRMA
WA
SA
INCENTIVES: EVs exempt from 10 percent on-demand transport levy
INCENTIVES: None
TAX: None – not being considered at this time CHARGING: 235 charging stations of varying capacity ranging from <22kW to 350kW. $21 million plan to create Australia’s longest EV fast-charging network UPTAKE GOAL: 25 percent of Government’s fleet electric by 2025/26.
BIG WIG
The OEM’s perspective HYUNDAI AUSTRALIA COO, JOHN KETT
TAX: Plans for a road-user charge, not outlined in detail as in NSW or VIC CHARGING: Investing $13.4 million in its charging network – increasing points to 530 statewide, most of which will have a 7kW capacity UPTAKE GOAL: SA Government aims for EVs to be “common choice” by 2030 and the “default” by 2035 • Incorporating PHEVs into its own fleet as costs become more competitive, with a goal of its vehicles being fully electric by 2030.
QLD
ACT
INCENTIVES: Lowest car registration for BEVs – $263 a year (corr. July 2020) • Lower stamp duty rates than ICE cars
INCENTIVES: Two years’ free registration for BEVs and FCEVs as of May 24, 2021 • Older EVs eligible for 20 percent off rego fees • Stamp duty may also be waived on vehicles purchased for the first time • ACT drivers are also able to access up to $15,000 in interest-free loans to help cover the up-front purchase cost of an electric vehicle
TAX: No plans at this time
Australia’s EV policies state by state
AUSTRALIA’S BIGGEST ISSUES when it comes to electric vehicle uptake are cost, range and availability. And that’s where the carmakers come into the mix; they can work on the cost and the range, but availability is largely dependent on the Government providing the infrastructure and setting more stringent emissions targets to make bringing
CHARGING: Queensland has invested in an ‘Electric Super Highway’, currently the longest electric fast-charging network in the world (in a single state) with 31 EV plug-in sites running from the Gold Coast to Cairns and west from Brisbane to Toowoomba • Eighteen new charging sites will be added to the Super Highway in phase three of the Govt’s strategy, spreading into regional Queensland
TAX: None yet – distance and/ or congestion based charging for all vehicle types “may be considered in the medium term”
VIC
TAS
INCENTIVES: $3000 subsidy given for the first 20,000 EVs or FCEVs sold which are priced under $68,740 • Reduced stamp duty rates $100 discount on registration annually
INCENTIVES: Two years’ free stamp duty for new and second-hand EVs • Two years’ free rego on EVs purchased by car rental companies and coach operators
CHARGING: Currently there are 42 public charging locations in the ACT – with 50 more coming next year
TAX: 2.5c/km BEV, 2c/km PHEV from July 1, 2021
TAX: No plans at this time but will monitor based on what’s happening in other states
CHARGING: $19 million will fund plans to quadruple the number of new charging stations statewide – focusing on regional Victoria and popular tourist sites
CHARGING: 12 fast chargers plus $600,000 in grants committed to growing the network in regional areas and tourist hotspots
UPTAKE GOAL: 50 percent of all new cars sold to be EVs by 2030 • $10 million to add 400 EVs to the Government’s fleet in the next two years
UPTAKE GOAL: 100 percent of Government’s fleet to be electric by 2030.
new technology Down Under feasible. “NSW is setting the pace for the rest of Australia,” said Hyundai Australia COO, John Kett. “Significant investment in the charging network ... is a welcome initiative. Highly developed infrastructure provides confidence to customers and removes uncertainty around being able to charge EVs away from home.
“Providing stimulus for improving low EV adoption rates in Australia, by offering tax relief and purchase incentives for customers, is another encouraging step. We’ve seen government incentives stimulate adoption rates in advanced markets overseas and the NSW EV Strategy is at world best-practice levels in that regard,” Kett added.
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21
days
AUGUST 2021
Incoming T H E N E W M E TA L H E A D I N G O U R WAY
DUE Q4 DUE NOV
LEXUS NX New generation of Lexus’ most popular model is based on Toyota’s TNGA-K platform, offered as NX 350h with hybrid 2.5L four in FWD or AWD, NX 350 with 2.4L turbo four and AWD, or NX 250 with atmo 2.5L and FWD. NX 450h+ PHEV with 2.5L AWD is likely, though still not confirmed for Australia. All variants run an eight-speed auto, and inside a major infotainment overhaul.
TOYOTA LANDCRUISER Now with 3.3-litre twin-turbo diesel V6, 300 replaces long-lived 200 Series. 10-speed auto and TNGA chassis up the tech stakes, with lower centre of gravity and lighter body and chassis than 200.
DUE Q4
DUE Q4
22
PORSCHE 911 GT3
NAVARA PRO-4X WARRIOR
Stuttgart screamer heads to Australia as ‘regular’ GT3, de-winged Touring, and 70 Years Porsche Australia Edition. Its 4.0-litre flat-six makes 375kW and 470Nm, revs to 9000rpm, and it can lap the Nurburgring in a tick under seven minutes. Order books are open, with cars arriving later this year. Priced from $369,700 (Touring too), or $494,400 for Aus Edition.
Spec’d up by Premcar, the Nissan ute follows N-Trek Warrior and adds winchcompatible bar and more lights. Power comes from 140kW/450Nm bi-turbo 2.3L diesel four, with seven-speed auto.
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
AN EOFY STUMBLE, BUT DOESN’T FALL
Hyundai Sonata and Staria Hyundai i20 N and i30 N DCT Genesis GV70 Maserati MC20 Mazda MX-30 EV RAM TRX Skoda Octavia Volvo XC40 Recharge
Q4 BMW iX and 4 Series Gran Coupe BMW M3 & M4 Competition xDrive BMW X3 M and X4 M Competition Chevrolet Corvette
SUMMARY Australia’s new-car market has experienced its first stumble of the year, registering its second-worst June result since 2011. While it represents the highest monthly sales of 2021 so far, June is the first month of the year to post negligible growth – less than 0.5 percent compared with June 2020. June is traditionally the strongest sales month owing to end of financial year deals and business practices, but global semi-conductor shortages have been playing havoc with supply. TOP BRANDS Toyota’s sales were down eight percent on June 2020, though still thrashed Mazda in second place – despite Mazda’s hugely impressive 12,225 sales (up 30 percent on this month last year). Ford saw massive Ranger sales propel its total to nearly 8500 units – well above its previous best of 7146 (April 2021).
T O TA L S A L E S
110,664 JUNE 2021
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
MODEL
SALES
Ford Ranger Toyota Hilux Isuzu Ute D-Max Mazda CX-5 Kia Cerato Toyota Prado Toyota RAV4 Hyundai i30 Mitsubishi Triton Toyota Corolla Toyota LandCruiser MG ZS Mazda BT-50 Mazda3 Toyota Kluger Nissan Navara Mazda CX-30 Hyundai Tucson Hyundai Kona Subaru XV
6058 5412 3167 3018 2711 2610 2501 2331 2240 2175 2140 2073 1886 1867 1856 1846 1561 1496 1410 1292
RANK SALES (MAY ’21) (JUNE‘20)
2 1 5 6 11 8 3 10 7 9 4 12 17 26 182 13 16 23 18 34
5329 6537 1642 2530 2016 2374 2632 2368 2721 3008 2909 382 1768 1722 1243 1465 820 2206 1385 1124
Citroen C4 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
Winning Incentives float EV sales Off the back of a 28.3 percent increase of total vehicle sales in 2021 so far, more EVs e: have been sold this month than ever before: a total of 526 sales in June. This brings the oes yearly EV total to 2217 units, though this does re not include Tesla’s sales. The monthly figure V represents a 198.9 percent jump in June EV 0. sales compared to the same month in 2020.
Peugeot 3008 PHEV Porsche 911 GT3 Subaru BRZ Tesla Model Y Toyota 300 Series LandCruiser
Q1 2022 Lexus LX Porsche Taycan Cross Turismo
The battle
Passenger cars & SUVs lose to utes tes
The Ford Ranger topped the sales charts for individual models, with the Toyota Hilux and Isuzu D-Max finishing second and third, respectively, to create a rare event where utes accounted for the top three model places. This was due in part to RAV4 w. dropping from the podium as deliveries slow. New Kluger’s massive spike in sales should have Toyota feeling okay.
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23
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
“I could never have imagined Hyundai would produce such a desirable car as the Ioniq 5” TOO EXXY EVs ANGUS MACKENZIE FINISHED his excellent column on the Genesis gestation (Wheels, July) with the simple sentence that he had underestimated Hyundai in 2007. Me as well, but my view on them was based on my wife’s 1994 three-door Excel. I could never have imagined Hyundai would produce such a desirable car as the Ioniq 5. It truly looks to be a game-changing car. But, inevitably, at a price. This is the one aspect of our march to the EV world that I don’t comprehend. How much more can it cost to make an Ioniq 5 than a high-end i30? The latter has a complex engine, gearbox and associated mechanicals. The new Ioniq 5 has a big battery and a more simple transmission. Surely one drivetrain cost
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WIN!
LETTER OF THE MONTH PRIZE Rod’s calls for cheaper EVs means he’ll receive the next 12 issues of Wheels magazine on us!
versus the other doesn’t add 40 percent to the overall cost of the car? I understand the tooling up and development costs for the new Ioniq. But so too does the cost of producing the current i30 versus the previous model of the i30, which didn’t cost 40 percent more than the Excel it replaced. Prices of new models didn’t go up 40 percent, did they? The Ioniq would sell up a storm at $4045,000. Surely Hyundai would recoup development costs quicker if it sold more units? I know one person (me) who’d buy one in a flash, but at $60K I’m more likely to look at a Tesla Model 3 for a little more outlay Rod Davies, Baldivis, WA While we agree that more affordable EVs are needed, the Ioniq 5 isn’t a direct competitor to the i30 – it’s much larger dimensionally. It’s also highly specified to justify the higher price.
MACH NONE IN FEBRUARY I put a deposit down on a Mustang Mach 1 from a local dealer. Two things were nonnegotiable: Magneride suspension and adaptive cruise. Rumours begun regarding the adaptive cruise being off the list of Australian cars. The dealer confirmed my fears, so I cancelled the order and was given a refund. Following this, I got a phone call from Ford Australia. I told the story of the adaptive cruise. They couldn’t explain why it was dropped. Funny, everyone knows it’s because of the semiconductor shortage. I went from Ford to Mercedes-Benz Brisbane, and put a deposit down on an E53 AMG Coupe ... with adaptive cruise. I came home and told my wife I’d spent twice as much on the Mercedes-Benz than the cost of the Mach 1. She replied, ”Yes, but it’s probably twice the car.” Peter Steele, Brisbane, Qld Adaptive cruise is very, very important to you isn’t it, Peter? Congrats on the E53, a good jigger.
DEATH AND TAXES THE LUXURY CAR tax (LCT) was supposed save the car industry... so how did that go? LCT survives today but Australian car manufacturing does not. LCT has lowered the average safety standards of the private fleet. Luxury vehicles have all led the way on introducing advanced safety features but are too often beyond the budget. The first models from Ford & GMH to drop off were small and then midsized cars primarily because they
Failed last time... lasted less than three years. New name, but I’d suggest same result. The few SEAT buyers last time were burned badly. Alan Clarke
NO
“
The government does not want safer roads. It, by its actions, is only interested in revenue”
in December 2022, with it phased out completely by January 2024. The reduction of sulphur content in 95/98 from 50ppm to 10ppm is expected to take about 12 months, starting in 2023, ending in Jan ‘24. I don’t know why the government waited so long. As far as the remaining refineries are concerned, they only are able to supply no more than 5-10 percent of Australia’s total fuel requirements, so in the long-term, it may be a more viable option to import fully refined fuel rather than upgrading the remaining refineries. An option to use them only as storage facilities should also be closely considered. Nick Basiliou , North Lakes, Qld
ON THE DECLINE could not compete against cheap imports. So, if the government had been serious about saving Australian manufacturing, they should have been taxing cheap imports – not the expensive ones. But it does subsidise big, heavy, less-safe 4WD utes. The government does not want safer roads. It, by its actions, is only interested in revenue. Vern Veitch, Townsville, Qld
FUEL FOOLS A GREAT ARTICLE regarding Australia’s poor fuel quality in the July issue. The government initially had three options regarding 91 ULP. An option has now been taken to dump 91 ULP completely due to the complexities of reducing its sulphur content to 10ppm. The phase-out period for ULP 91 apparently begins
The question WILL CUPRA SUCCEED IN AUSTRALIA?
THERE ARE SOME car brands that really ought to go into retirement and let us remember the glories of their past, not the problems and foibles of their current model range. Aston Martin is one of these. Your July 2021 issue has a first drive of the DBX. “Some interior aspects look dated – notably the infotainment system based around an old Mercedes non-touchscreen interface.” This is a $350K car! It’s issues like a clunky old infotainment system that will make customers quickly tire of their new car. Why spend millions of dollars on the development of a new car and miss something as important as this? A DBX buyer could look at a GLE 63S Coupe which costs $121,500 less. Lack of development money and market forces will see this once-illustrious brand die a sad death – such a shame to see it. Peter Anderson, via email
YES
They’ll succeed. The Ateca is a Karoq with the engine it should have had. If they’re priced right it’ll be like buying a Tiguan with the Golf R engine. Sounds like a win-win to me! Donnie B
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TO THE VICTOR THE SPOILS
MacKenzie “THE ASTON MARTIN VICTOR IS LIKE A DODGE VIPER ACR THAT’S BEEN SENT TO A VERY EXPENSIVE PRIVATE SCHOOL. IT’S GOT THE MOVES. AND THE MANNERS”
THERE WAS THAT time I drove the Jaguar XJ13, the voluptuous mid-engine racer that was intended to take on Ford’s GT40, Ferrari’s P4 and Porsche’s 908 at Le Mans in the 1960s. And the time I drove the front-engine A.J. Watson roadster Parnelli Jones piloted to victory in the 1963 Indy 500 – around the fabled Brickyard itself, no less. But my recent drive of the thunderous Aston Martin Victor ranks right up there with those truly special moments. It’s not just because there is only one Victor on the planet, and that there will only ever be one Victor on the planet. Nor the fact that its Belgian owner paid somewhere between $6.3 million and $7.3 million for Aston Martin to build it just for him. No, like the XJ13, which never made it to Le Mans, and Parnelli’s roadster, which went from race winner to outdated relic in two short years, the Aston Martin Victor is a reminder that automotive history is rich in glorious improbabilities. The Victor combines the carbon monocoque and V12 engine from a prototype of the One-77, the limited-edition, road-legal, front-engine super coupe Aston revealed at the 2009 Geneva Show, with the rose-joined pushrod suspension and carbonceramic brakes from the track only Vulcan hypercar that debuted ebuted at Geneva in 2015. All that hardware is wrapped in bespoke carbonfibre panels that at evoke the DBS-based RHAM/1 Aston racer from the mid70s. s. The cabin mixes and matches traditional Aston Martin leather ather and polished metal with race-face carbonfibre and a yoke-style ke-style steering wheel. There’s wood, too, on top of the gear lever. ver. The gear lever for the six-speed manual transmission. That last sentence tells you all you really need to know about the e Aston Martin Victor. The starter gives the characteristic high-pitched whirr you
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get in every V12, but the ground shakes when the naturally aspirated 7.3-litre Aston engine, tweaked to produce a thumping 623kW, erupts into life. And from the moment you nudge the gear lever into first, you’re aware of the visceral connection between you and the barely controlled violence under the bonnet. The Bugatti Chiron has nearly twice the power of the Victor. But it can be as undemanding as a Toyota Corolla when you want it to be. Not this Aston. Like the current crop of GT3 racers the Victor has adjustable traction control and anti-lock braking, but no stability control. There’s a shock-and-awe bellow as that mighty engine spins to 8000rpm, the solidly mounted suspension clonks and bangs over bumps, and those giant brakes shriek like banshees every time you hit the middle pedal. But if you’re paying attention to what you’re doing – driving rather than just punching at pedals and sawing at the steering wheel – you’ll quickly learn that underneath all the sound and fury is a very well-sorted car. The acceleration through the gears is stupendous, and the chassis is almost racecar rapid in its responses, yet the Victor feels remarkably benign, playful even; playful enough to tease you into kicking out the back end after only a handful of laps. Raw yet polished, edgy yet entertaining, the Aston Martin Victor is like a Dodge Viper ACR that’s been sent to a very expensive private school. It’s got the moves. And the manners. Cars such as the Lamborghini Aventador SVJ and the Ferrari 812 GTS are defiant middle fingers thrust at looming emissions and fuel economy regulations that will soon consign their naturally aspirated V12 engines to history. But neither rages against the dying of the light quite as passionately as the Aston Martin Victor. After all, it’s the one with a clutch pedal...
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L I K E FA L L I N G O F F A LO G
Carey “I ADMITTED MY RUSTINESS TO THE FERRARI TEST DRIVER TASKED WITH LEADING ME IN THE SF90 AROUND THE FAMED FIORANO TEST TRACK, AND ASKED HIM TO TAKE IT EASY... AT LEAST AT FIRST”
RESUMING A DEMANDING activity after a long break, it’s accepted wisdom that the build-up to your former tempo should be gradual. But that wasn’t how it worked out for me in late June last year... It had been months since I’d driven a car. Any car. Anywhere. The awful first wave of the pandemic had smashed my adopted hometown of Bergamo, about 50km north-east of Milan, particularly hard. The super-strict lockdown introduced throughout the Lombardy region and then the entire nation in early March meant l could only leave our apartment once a week to walk a few hundred metres to local shops to buy essentials. After long months of confinement, the crisis abated. Temporarily, as it turned out. But with restrictions being eased, car makers were able to stage media events. And the first one I was able to get to was the launch test-drive of the Ferrari SF90 Stradale. To minimise risk I rode down to Maranello on my trusty old BMW R1200 R. So that’s how I found myself settling into a 736kW hybrid supercar, the first of its kind from one of the world’s most revered brands, not having driven anything for many months. I admitted my rustiness to the Ferrari test driver tasked with leading me around the famed Fiorano test track, and asked him to take it easy... at least at first. “Okay, you have maybe forgotten how to drive,” he acknowledged with a wry smile, before climbing into his car. I hadn’t. Something similar happened again this year. Italy’s second-wave lockdown was just as strict as the first, but much longer. For the seven months from October last year to May this year I again didn’t drive anything at all. And the car that broke this driving drought was another Italian supercar. car. I already knew a lot about the Maserati MC20, having ng had
28
a chance to give it a thorough once-over at a deep-dive briefing in a Turin photo studio one sweltering July afternoon in 2020. The pandemic-postponed international launch test drive was staged around Modena, only a short way north of Maranello. This time there were widespread thunderstorms across the Po Valley plain, so I left the motorcycle parked and travelled to the event on one of Italy’s excellent Frecciarossa high-speed trains. To be brutally honest, my expectations were not high. Though I thought the MC20 was a beautiful piece of design, I also figured Maserati would find some way to make it less lovely to drive than to look at. It had been more than 15 years since the company last produced a mid-engined sports car, after all. And the MC12, remember, was an homologation special based on the Ferrari Enzo; this time Maserati was starting with a completely blank sheet. The MC20’s engine, the Nettuno twin-turbo 3.0-litre V6 with its innovative, patented pre-chamber combustion system, was all-new. So, too, was the car’s carbonfibre chassis. It seemed to me there was an awful lot of potential for things to go wrong, especially specia from a brand whose cars for the past decade or so haven’t be been exactly stellar. With ‘only’ 463kW, the MC20 wasn’t quite so daunting to drive for the first time as the SF90 Stradale had been. What was startling was the Maserati’s excellence. It has the kind of finesse and fluidity that never ever happens by accident. Its ride is exceptionally fine for a supercar, yet its chassis composure isn’t at all compromised. And it’s utterly brilliant on a circuit. Maybe creating supercars is just a little like driving... a skill that, once learned and deeply ingrained, is not easily forgotten.
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T H E D E S I G N B AT T L E G R O U N D
Ferlazzo “DESIGNERS AND ENGINEERS HAVE ALWAYS HAD A LOVE-HATE RELATIONSHIP, BUT THE BANTER TENDS TO BE MORE POWERPLAY THAN FOREPLAY”
WE’VE ALL HEARD the truism, ‘success has many fathers, but failure is an orphan’. The auto industry has certainly given credence to this notion but more accurately in this business ‘it takes a village to raise a child’. So, who really determines what the car will be? Marketing, Engineering or Design? There are many stakeholders in the complex process of creating a vehicle but in the initial bubble-up phase, the key players are usually Planning, Marketing, Engineering, Manufacturing and Design. It begins with Planning, working in advance to scheme a future vehicle portfolio casting out five, 10, even 15 years and beyond. Together with Marketing, they research and monitor market trends, consumer attitudes, new technologies, environmental issues and regulatory requirements. This strategic phase is critically important because the resultant business case will determine the scope and generosity of the design brief. Concurrently, Engineering will be performing their own reconnaissance on emerging technologies and manufacturing processes, while Design will be exploring fresh styling themes. Outsiders often assume the process to be linear and sequential but in reality, most of the activities overlap and occur simultaneously. Via an intensive and iterative process, the vehicle starts to crystallise as all the constantly evolving engineering constraints eventually dovetail with the design intent. Everyone has skin in the game, so the whole process is inevitably combative to some degree because the car business is all about balancing conflicting objectives: styling, functionality, cost, mass, performance, economy, etc. As a designer, you quickly learn to keep your friends close and enemies even closer. Designers and engineers have always had a love-hate relationship, but the banter tends to be more powerplay than foreplay. Engineers suspiciously perceive designers as coffeesipping, self-absorbed prima-donnas with scant regard for the laws of physics. The more cynical believe that designers only
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add window dressing to the ‘serious’ work of engineering, rather unkindly referring to us as…. ‘Disneyland Designers’ or ‘Felt-Tip Fairies’. Pretentious?! Moi? A great source of amusement was observing the anxiety level rise during regular design reviews with engineers. When assessing concept sketches or clay models, they tend to view purely through the lens of ‘degree of difficulty’. Some would spontaneously erupt and proclaim “that will never work!”. Others would suck air through their teeth and roll out a riskassessment spreadsheet. Ugh, paralysis by analysis. To diffuse the hostility, we would just smile, offer them a decaf-soy-latte and compliment them on their fetching cardigans. In fairness to my slide-rule colleagues, Engineering and Manufacturing carry a heavy burden because they are ultimately responsible for the sober metrics of safety, performance, reliability and durability. The results of their labours are measurable and binary; it works or it doesn’t. Failure can have catastrophic consequences and poor decisions made early in the process can cast a long shadow. There is no other product which has such contrasting attributes. The motor car is the most complex consumer product you can buy as well as the most heavily regulated and scrutinised for safety, efficiency and quality. Yet it is also the most stylised and tailored; the ultimate status symbol and fashion accessory. We physically immerse ourselves in this sculptured vessel and it transports us both literally and figuratively. No other product evokes the same emotions. Simply, Designers and Engineers use different sides of the brain and it is precisely the collaboration of these two disparate disciplines which makes cars both beautiful to behold and rewarding to use. To me, car design is the ultimate confluence of art and science. That’s why many of my closest and most respected friends are engineers. Richard Ferlazzo is the former GM Holden Design Director
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Overrun MODERN CLASSIC
CITROEN
BX
A QUIRKY OUTLIER THAT MANAGED TO FIND A MAINSTREAM AUDIENCE, AND JUSTIFIED CITROEN’S EXISTENCE TO ITS NEW MASTERS P H O T O S E L L E N D E WA R
W
HAT DO A Peugeot 205, Marcello Gandini, Volvo, Reliant, and eternal ruin all have in common? Either directly or indirectly, they’re all connected to the Citroen BX. From an Australian perspective, the BX was such a peripheral car – hobbled by restrictive import duties that prevented many Continental classics from thriving here during the 1980s – but in Europe, the BX saved Citroen’s bacon. Across a 12-year lifespan, more than 2.3 million were produced, and while those numbers have since dwindled dramatically, interest in the BX has skyrocketed in recent years as people have finally started to treasure its fine engineering, individual design and inherent reliability. The BX was the first complete car developed by Citroen after its takeover by Peugeot in 1976 (following Citroen’s bankruptcy), and while those sugar-daddy funds allowed Citroen to continue producing weird, nonmainstream products such as the CX, GS and 2CV, what it needed was a proper commercial hit. Citroen had to prove to its conservative master that it could create a car that still appealed to nouvelle vague French radicals while also performing dutiful service as a rep-mobile and loyal family hauler – ‘original without being eccentric’, in other words. However, compared to the other all-new, high-tech, medium-sized offerings of 1982 – namely the Ford Sierra and Toyota’s original Camry – the BX was still wilfully weird. So how does the BX tie together the Lamborghini Miura’s designer, Peugeot’s greatest-ever hatchback, Sweden’s greatest export besides Abba and the makers of the three-wheeled Reliant Robin? Working for Bertone, Marcello Gandini sketched a medium-sized fourdoor liftback for UK car company Reliant in February 1977. This detailed, full-colour design showed the car from every angle and featured several styling cues – most obviously the angular rear door glass, C-pillar shape and horizontal C-pillar vent, as well as squared-off wheelarches inspired by Gandini’s 1976 Lamborghini Silhouette – that would eventually find their way onto the production BX. Gandini’s initial sketch grew into the Reliant FW11 prototype, and even though that car never reached production, its aesthetic continued to evolve. In 1979, Bertone’s Gandini-designed X1/10 concept for Fiat (a potential
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This was an artfully considered evolution from Gandini’s original 1977 design sketch to the production BX that debuted at Paris in 1982
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Overrun MODERN CLASSIC
a 1905cc version (in the ’85 BX19 GT) – the hearty engine that helped define the 205 GTi. In an example of what Citroen purists perceived to be dumbing down, the front suspension would forego the GS’s double wishbones for a simpler MacPherson strut layout, however, the BX retained Citroen’s legendary hydropneumatic system of hydraulic damping and self-levelling, with gas spheres for springing on all four wheels. The rear suspension was based on the GS’s semi-independent beam axle/trailing-arm layout with horizontal dampers (for minimal boot intrusion), and the BX continued with four-wheel disc brakes. But its mechanical simplification did solve one major GS bugbear – ease of servicing. The flat-four GS required engine removal to change its spark plugs whereas the BX needed no special tools, could have suspension components replaced without having to re-set the steering geometry, and its braking hardware could be removed without disturbing the wheel bearings. Yet the BX was still far from conventional. It featured a single windscreen wiper, a single-spoke steering wheel, non-self-cancelling indicators operated by a rocker switch on a satellite pod near the instruments, and a barrel-dial speedometer (like old bathroom scales) in almost all models (bar the GT), joined by the theatricality of adjusting its suspension height, or watching a BX slowly deflate to the ground when parked. It took a while for the BX to gather momentum but as the line-up expanded – a ‘Break’ station wagon and diesel version in 1983, followed by an extensive facelift and widespread fuel injection in 1986, and a hugely popular turbo-diesel in 1988 – sales grew exponentially. Australia’s BX relationship began in 1986 with an initial batch of 349 cars, all 1985-plated, leaded-petrol, pre-facelift models, meaning the BX at its quirkiest. Two variants were offered – a 67kW/129Nm 1.6-litre BX16 TRS in five-speed manual (50 cars) or four-speed ZF automatic (190 cars), and a 75kW/158Nm 1.9-litre BX19 GT five-speed manual (99 cars) – each with a single carburettor.
THE GOOD Outstanding practicality and comfort; sharp steering; angular Gandini styling; mid-range engine muscle; surprising ease of servicing
334
NUMBER OF BODY PARTS, COMPARED TO THE 534 OF ITS GS PREDECESSOR
30
COST OF A BX16 TRS MANUAL IN 1986 ($2000 MORE THAN A HOLDEN VL CALAIS)
WEIGHT OF BX’S BODY STRUCTURE
$25,500
241kg
TOTAL NUMBER OF BX PRODUCED BETWEEN 1982 AND 1994
2.3M
DATA SET
DEGREES TO WHICH BX’S ENGINE IS CANTED BACKWARDS IN THE ENGINE BAY
X1/9 replacement) again featured squared-off wheelarches and a horizontal angularity. Then Gandini produced two design proposals for Citroen’s ‘Project XB’ (the GS replacement), both clearly evolutions of his earlier Reliant proposal, which were subsequently approved for development into clay mock-ups. That same year, Gandini’s stunning Volvo Tundra concept appeared – commissioned by the Swedes to transform the frumpy 343 hatch into something more modern. The Tundra further explored Gandini’s established design themes, and, after being “politely declined” by Volvo for being too progressive, elements of Tundra would appear on later Project XB styling developments, and ultimately the finished car. In other words, creating the BX wasn’t simply a case of Citroen seizing the rejected Volvo Tundra and going “we want summa dat” (in French), as is common folklore. This was an artfully considered evolution from Gandini’s original 1977 design sketch to the production BX that debuted at a Paris Motor Show presentation under the Eiffel Tower in October ’82. Even though the BX lacked the mechanical innovation of its GS predecessor, it still pushed boundaries. Riding on an all-new platform, it used galvanised steel for the doors and much of its body structure, but plastic composites (polyester resin and fibreglass) for the bonnet, tailgate and bumpers to keep its waistline trim. In its lightest form the BX weighed just 870kg (for the puny BX11 sold only in Greece, Italy, Portugal and Ireland) and even though range-topping variants like the later BX19 16-Valve were 200kg heavier, that was still 100-150kg less than the competition. This weight optimisation meant the BX didn’t need much engine capacity to offer decent performance, despite its unremarkable 0.34 drag coefficient. And while the BX abandoned the GS’s all-alloy, all-Citroen flat fours in favour of Peugeot in-line fours, it debuted a new-generation 1580cc XU-series engine that later appeared in Peugeot’s legendary (and closely related) 205, and followed up with
THE BAD Brittle plastics; tinny-sounding doors; road noise; most will have done big mileages
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Facelift brought in this conventional dash, replacing the weird barrel-dial speedo
Below: engine is a close relation to the 1.9-litre four in the legendary Peugeot 205 GTi
Original design saw a glass panel in the C-pillar on up-spec models
RANGE EXTENDERS FAST FACTS
In Australia, the BX16 TRS became the facelifted BX19 TRI (for ‘Injection) in 1987, initially with 75kW, then with 88kW. A final update in 1990 saw the TRI become the TZI, with changes limited to new wheel designs (like the space-age wheelcovers on the UK-spec ’91 BX19 TZS seen here), smoked tail-light lenses and upgraded trim. High-spec models gained ABS brakes but, intriguingly, lost the additional horizontal window embedded into the C-pillar (lower-spec BXs always had a solid rear pillar).
Befitting their price points at launch – $25,500 (TRS manual) to $28,500 (GT) – Australian-market BXs arrived fully equipped with standard power steering, central locking, air conditioning, alloy wheels, Alpine stereos and high-quality trim. The TRS was Citroen’s top-spec non-sporting model while the GT sat a rung below the lefthook-only, twin-carburettor BX Sport. That pricing put the BX some distance beyond a top-spec Mazda 626 Turbo hatchback ($21,900), but it cost less than an austere BMW 318i four-door ($29,200) and sat comfortably among its Honda Accord ($25,159), Rover 416i ($24,950), Saab 900 ($25,485) and Volvo 360 GLT ($25,270) competitor set. The BX’s trump card, though, was space, with a light hatchback tailgate accessing a generous 445-litre boot, and its long 2655mm wheelbase (compared to its relatively compact overall length of 4230mm) providing acres of cabin space everywhere apart from headroom, especially if a sunroof is fitted. The BX also drove remarkably well, blending a plush and level ride with precise, fast-geared steering (with 2.8 turns lock-to-lock), supreme roadholding and torquey engines with strong mid-range performance. The only suspension difference between BX16 TRS and BX19 GT was anti-roll-bar stiffness – the rest was identical, though more hard-charging BXs would receive ‘firmer’ gas spheres (see sidebar, right.) The BX’s mid-life facelift in 1986 introduced an all-new, much more conventional dashboard, tweaked styling (the orange ‘wedge’ front
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blinkers became clear and blended with the headlights, for example), fuel injection in upper-end models and the first BX GTi. Then the BX 16-Valve arrived, which in leaded form produced 118kW (compared to 108kW in our unleaded model) and could hit 220km/h. In Australia, the excellent BX 16-Valve and enormous BX Estate arrived in ’89, and even though the wagon was dropped after 1992, BX hatchback models soldiered on until 1994 – the 16-Valve ending its career at a sharp $38,990, making it cheaper than a WRX. These days, even an absolutely mint example of that car wouldn’t trouble your wallet for any more than $15K and we know of a recent 16-Valve with 170,000km that sold for $12K. At the opposite end of the spectrum, recent high-mileage (300,000km-plus) wagons have all sold for less than $5000, and reasonably quickly because Citroen purists recognise the BX for what it is – an advanced but also highly practical and serviceable car that’s long-lasting and brimming with unusual design flair. It’s long been said that a BX 16-Valve is the car you have once you’ve outgrown your 205 GTi. About the only real negative is brittle plastics, especially earlier BX interiors, which don’t really handle European sunlight, let alone an Aussie blow-torch – meaning harsh weather is not a BX’s friend. In recent years the BX has become France’s Holden Torana – a car that was once as ubiquitous as chain-smoking in restaurants but is now a rare and prized possession. And it’s that classless, timeless appeal that has come to define what the BX stands for – liberté, égalité, fraternité. N ATHAN PON C HA R D
Overrun MODERN CLASSIC
Model Citroen BX19 TRI/TZI Engine 905cc 4cyl, sohc, 8v Max power 88kW @ 6000rpm Max torque 150Nm @ 3000rpm Transmission 5-speed manual or 4-speed auto Weight 1015kg 0-100km/h 10.3sec (tested – manual) Economy 9.6L/100km (test average – October ’89) Price (now) $2000 – $12,000 (16V)
TAKING THE LIFT The defining Citroen feature of the BX is its height-adjustable, self-levelling hydropneumatic suspension, which is far more reliable and inexpensive to maintain than most people give it credit for. You can buy brand new spheres (in soft, intermediate, or firm) for less than $100 per corner and providing all the piping is in good nick, long life is assured. You do need to wait for it to ‘warm’ up though, which can take a minute if the car has been parked for a while.
ON THE UP AND UP
CITROEN
BX
The BX drove well, blending a plush and level ride with precise, fast steering, supreme roadholding and torquey engines @wheelsaustralia
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“At BMW M we must overdeliver” DIRK HACKER IS THE HEAD OF ENGINEERING CHARGED WITH TAKING THE FAMED M BADGE INTO AN ELECTRIFIED FUTURE
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Overrun THE INTERVIEW
“I
CONSIDER MYSELF lucky every day – this job is never boring,” claims M Division engineering boss Dirk Hacker, his mile-wide smile suggesting he’s not lying to deliver a nice corporate sound bite. That Hacker is where he was always meant to be can’t be doubted. His first car was a BMW, an E36 325i, and he still has it. He joined the company in 1988 and never left, progressing from chassis and stability control systems through complete vehicle engineering to M Division, which he joined in 2015, just in time to work on the newgeneration M3/M4 and, latterly, the CS version of the M5. A pig in scheisse? Oh yes. “I have a big emotion for BMW, so I’m very happy I am able to do this as a profession.” No doubt key to his job happiness is the variety. As well as a management role, setting lofty targets and scrutinising CAD screens, there’s plenty of driving in the mix, including regular Nurburgring lappery. “I love these kind of circuits; Spa, the Nurburgring, Mugello, Laguna Seca... When I was younger, I raced for two years in a series on the Nordschleife, on motorcycles, 400km or 20 laps at a time.” That intimate circuit knowledge now comes in handy as Hacker signs off machines like the preposterously rapid new M5 CS, a car whose three main chassis settings – Comfort, Sport and Sport+ – correspond, in his head at least, directly with ‘road’, ‘Nordschleife’ and ‘circuit’ use. “The CS is about increased performance through driveability,” explains Hacker. ‘With the 3.0sec 0-100km/h time [0.3sec faster than the M5 Comp] we are close to a supercar, but as well as increasing the performance we have also made the car more neutral, linear and consistent. For us it is important that a normal customer is able to go nearly as fast as our experts.” While the M5 CS enjoys a raft of chassis and hardware modifications, from a lower ride height to revised damping rates, there are also tweaks to its stability control systems, a Hacker speciality. Put it to him that this area of automotive development – where hardware meets software meets fun-loving/fallible human being at the wheel – is one of the most interesting in all automotive engineering and he lights up. “Absolutely! And these systems are not just a matter of safety – they’re also about joy and emotion [Ferrari’s Side
Q&A
TELL US ABOUT YOUR FIRST CAR ‘An E36 325i, in 1992. I still have it. Perhaps I’ll modify it for ice racing in the young timers class – the car is eligible.’ WHAT IS YOUR PROUDEST ACHIEVEMENT? “My job. As an engineer, if you start at BMW and you have emotion for racing, this is the best job you could wish for.” WHAT’S THE BEST THING YOU’VE EVER DONE IN A CAR? “Driving at Mugello, I would say. Also when we launched the M2 in Laguna. I love these tracks – they are not synthetic.” SUPERCAR OR CLASSIC? “Both? I love classics, but every time you think there is no next step, the supercar always shows you that there it is.” CURVEBALL… HOW MUCH POWER DID THE BMW V12 IN THE McLAREN F1 MAKE? “630hp?” (Close. It’s 627bhp, or 467kW, virtually identical to the new M5 CS...)
Slip Control, anyone?]. If it all fits together well then you will be safer, yes, but you will also have a lot of fun. To get to a good level of coherence between the driver, the car and all the functional systems – I think this is a specifically M philosophy.” Hacker’s beloved E36 325i weighs 1330kg. The M5 CS, while 70kg lighter than the M5 Competition, is a near-two-tonne car. Can that be right for a car wearing an M badge? “I can understand the view that an M car should be light. But a lot of the weight comes from global legal requirements. For more sportiness, the best way is to reduce the weight as low as possible. But we must fulfil all the regulations. Today’s vehicles are physically bigger, and we must install many technical features to get the acceptance of customers. But I’m with you that these conflicting requirements are not easy to handle.” Then there’s the small matter of the shift to electric power (BMW M has been developing an all-electric M5 for some time), inevitably via hybrids first. More weight, surely? “There is big pressure on performance engines in terms of emissions,” says Hacker. “Take the M5 CS. If you want much more power then we have to go into the hardware. But we don’t know what the emissions regulations in the future will be. These things change almost day by day, so for the next big step we’ll need a different mechanical solution, and perhaps something else as well... “In the future we will have to get more electrification into the car. The next step, which isn’t far away, is more performance via electrification, first with a hybrid and then total electrification. But the customers will always prefer a lighter car. When is the right time? With our cars the expectation is very high. And when we build an electrified M car, either as a hybrid or as a battery-electric vehicle, it has to work as an M car. “There is always pressure. Not just from the press and from customers but also internally. There was pressure when we did the first all-wheel-drive M car. There will be pressure when we deliver the first hybrid M car. But you make the decision to do it and from there you just handle it. You do your very best and you strive to offer a car that’s amazing, that over-delivers on expectation – that is what M stands for.” BEN MI L L ER
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Overrun PRODUCTS
MOMO HERITAGE PROTOTIPO STEERING WHEEL $379 RRP
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One of the classics for your classic – this Momo wheel is one of the easier aftermarket wheels to aesthetically match the interior of your sports car of yester-century. Available in black or silver, the Prototipo is made in Italy and comes with horn button and earthing cable if purchased from Fuel Autotek, an official Momo supplier for Australia. fuelautotek.com.au
McLAREN MP4/4 1988 F1 POSTER
KINCHROME VEHICLE POSITIONING JACKS
BIANTE DIECAST AUSSIE MUSCLE
This 50x70cm poster, designed by Automobilist, features Ayrton Senna’s iconic McLaren MP4/4. You’ll find it for $54 under the McLaren section of f1store.formula1.com
If you don’t have a whole lot of room for parking, and dont fancy the idea of a 47-point turn, popping your car up on these and rolling it into position is the solution. A set should cost you around $800 from a tool or auto shop.
Whether Holden or Ford, we’ve come across plenty of homegrown 1:18-scale muscle car models, with plenty more on the way for preorder averaging around $200 from gamesworld.com.au
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TISSOT ALPINE ‘ON BOARD’ WATCH $750 RRP
If you’re one of the handful of Alpine A110 owners in Australia, or if you’re a fan of the F1 team, you can pick up one of the watches Tissot has produced to celebrate its association with the carmaker. Conveniently, the watch case is also designed to be able to be de-strapped and mounted for display on the dash of an A110. tissotwatches.com
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Overrun TECH EXPLAINED
ARE FCEVs COMING TO TAKE OVER FROM BEVs? THERE’S A LOT OF DISCUSSION ABOUT THESE TWO LOW/ZERO EMISSION ‘FUELS’ BEING IN A TUG OF WAR, BUT WHAT IF THERE’S NO WAR AT ALL?
T
HE PREVAILING view that the majority of the world’s new-car fleet will be battery-powered may be correct in terms of the near future, but the development of hydrogen technology is ramping up. Car makers are putting greater investment and resources into hydrogen, which is growing alongside the massive efforts that are turning focus from the combustion engine to lithium-ion batteries. In Australia, the most obvious players in the hydrogen space are Toyota and Hyundai, which also happen to be market pioneers in hybrid technology and electrification. Rather than it being a case of ‘hedging bets’ to see which technology emerges the dominant form of vehicle power source, experts say it isn’t a battle – it’s a partnership much like that of petrol and diesel. “It shouldn’t be seen as either hydrogen fuel cells or EVs; we should be looking for a complementary deployment of those technologies into the future,” says Professor John Andrews, a renewable-energy hydrogen specialist at RMIT. An energy sustainability researcher for more than 40 years, Professor Andrews has focused on hydrogen since the early 2000s. He says hydrogen has primarily been held back due to it being more difficult to
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initially implement than battery tech, but has the potential to outperform batteries in numerous applications. “The advantages of FCEVs are the short refuelling time and the maximum trip you can do on a single fill, where EVs are struggling to do that or are too heavy when trying to compete on distance. For shorter trips, where there’s an ability to recharge more frequently, battery electric vehicles are highly suitable. “If we could steer towards the market having that choice, that would be the optimal situation.” While hydrogen has seemingly met dead-ends in urban passenger cars like the recently nixed Honda Clarity, the industry is shifting its investment into more commercial applications. Toyota’s $7.4 million Hydrogen Centre in Melbourne’s west is intended to ‘demonstrate hydrogen as a viable fuel source for transport and as an energy storage medium’, with the Australian Renewable Energy Agency (ARENA) having contributed $3.1 million of the funds. As for Hyundai, its Nexo SUV is only here as an ACT and QLD government fleet vehicle; the company has been expanding its FCEV testing and research to focus on commercial vehicles. Its Xcient is the world’s first mass-produced heavy-duty fuel-cell truck, with a fleet of 46
H2 FACTS
WHERE’S THE HYDROGEN?
trucks in Switzerland collectively exceeding 1 million kilometres of driving in only 11 months between 2020 and 2021. Hyundai Australia PR manager Bill Thomas says a similar local trial would be welcome, but the infrastructure needs to exist. He says in Australia, a partnership with a hydrogen-producing energy company (in Switzerland it was H2 Energy) to lease and run the trucks could be the starting point. Ampol and the CSIRO have created a hydrogen start-up called Endua, with $5 million in initial funding, but its initial focus will be on energy storage. However Hyundai New Zealand is beginning a trial this year with at least five Xcient trucks to “ensure that multiple major New Zealand truck fleets become directly familiar with FCEV trucks.” In a similar shift from passenger vehicles to commercial use, MercedesBenz ended its hydrogen-powered Mercedes-Benz GLC F-Cell project in 2020 in favour of investing in its Daimler Mercedes-Benz GenH2 Truck, which began testing in May 2021. Locally, the brand is in a similar position to Hyundai, where a local trial would be welcome if the conditions were met in terms of infrastructure and investment. Mercedes has also taken a $105 million equity stake in Swedish startup H2 Green Steel, which uses hydrogen to manufacture steel rather than a traditional blast furnace. It’s applications such as this, Professor Andrews says, which will show the diversity in hydrogen’s ability and are most likely to lead to more investment and trust in the development of an infrastructure network. He suggests long-haul trucking or even shipping is a perfect start, as pre-determined routes mean fewer refuelling stations are needed for a trial of FCEV trucks or long-distance drives in Australia. The CSIRO’s National Hydrogen Roadmap shows a commercially viable hydrogen industry “comprising both domestic and export value chains is achievable by 2030,” which will play a role in both transport fuels and grid energy storage. As the production and availability of hydrogen ramps up, FCEVs will increasingly play a complementary, not competitive, role with BEVs. CH R I S T H O MP SO N
The Toyota Hydrogen Centre in Altona, on the site of its former manufacturing plant, is probably the most publicised production and refuelling station in Australia. However, Hyundai has two. One is a station in Canberra, accessible to those using the ACT government’s fleet of Nexos, and the other is a private station in Sydney at Hyundai HQ. Brisbane will be the site of a third, run by BOC and able to supply the Queensland government’s five Nexos. The Victorian government has announced a $9 million Warrnambool hydrogen production plant with Deakin University, and Hydrogen Fuels Australia will also build a production and refuelling facility in Melbourne, near Toyota’s Altona base.
HOW DOES IT HAPPEN? The most abundant element in the universe isn’t so much ‘made’ as it is separated from substances like gas or water. In the case of gas, usually methane, hydrogen is extracted using high temperatures and steam, though this results in the non-hydrogen molecules (carbon from the methane, oxygen from the water) becoming carbon monoxide. The cleaner – but often more expensive – method of producing hydrogen is through water electrolysis, which uses electricity to separate hydrogen from the oxygen in water, releasing only oxygen from the process once the hydrogen has been stored.
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THE NEW METAL THAT MATTERS, TRIALLED AND TESTED
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VOLKSWAGEN GOLF LIFE
THE BENCHMARK, REBOOTED
T
HIS IS the generational model that will take the Volkswagen Golf to its 50th anniversary in 2024. The question is whether the prospect of such a milestone prompted the German brand to abandon decades of evolutionary approach to the world’s most renowned hatchback. VW’s designers have certainly tried to be braver with the Golf’s exterior. While few will confuse the shape – including that trademark thick rear C-pillar – for any other five-door, the sheetmetal has lost some of its typically clean lines. The conjoined grille and headlights have become ever narrower and there are even some boisterous paint options such as Pomelo Yellow. Volkswagen is pitching the Mk8 as the most technologically advanced
FIRST LOCAL DRIVE
Golf yet, and there’s a step forward in price to accompany it. The range starts below $30,000 only with a manual gearbox, making the $31,950 base model relevant for most buyers. The Golf Life, driven here, costs from $34,250, with the $37,450 R-Line the zenith of the regular models before getting to the $53,100 GTI hot-hatch. Although there’s a broader suite of driver-assistance systems (including a semi-autonomous steering function; see sidebar p44) and a digital dashboard double act for every model, the Life is the minimum starting point for those seeking a properly sophisticated Golf. Life introduces a larger, 10.0-inch centre touchscreen over the base model’s 8.25-inch screen, plus a higher-resolution driver display with increased customisation. Over the entry grade, the Life also adds wireless phone charging, wireless Apple CarPlay/Android Auto, keyless entry, ambient interior lighting, and extra safety features. With the latest Golf following the minimalist-cabin trend, the infotainment display is now the primary access point for climate controls. There are separate temperature touch buttons, but a CLIMA button needs to be pressed to access the likes of recirc and fan speed/direction. If in no danger of winning a Great Interior Ergonomics award, the screen offers a clever alternative ‘Smart Climate’ menu that allows front
Superb ride comfort; higher-tech cabin; new auto better for daily driving
PLUS
occupants to make simple, functional requests such as Defog Windows, Warm Feet, Cool My Feet and Fresh Air. It doesn’t take a long look to find some harder plastics – including the more cheaply constructed rear door cards – though the Golf 8 largely upholds the nameplate’s tradition for high perceived quality. This is further lifted with the optional microfleece/cloth seats, which are not only exceptionally comfortable but look about as posh as non-leather upholstery can get. They form part of a $2000 Comfort & Style pack (for Life only) that also adds a tilt/slide sunroof and an expansion of ambient lighting colours (from 10 to 30). Life and R-Line models can also be equipped with a head-up display and a 480-watt Harman Kardon audio system via a $1500 Sound & Vision pack. With little change to the Golf’s footprint, rear-seat space remains far from class leading, yet it’s sufficiently roomy for most adults. There are rear vents with dedicated temperature control, plus two extra USB-C ports, though the base Golf misses out on a centre armrest (with cupholders) and seatback pouches. The Life and R-Line also feature a
MINUS
Price increases; Australia misses out on more advanced engines; some holes in perceived quality @wheelsaustralia
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Drives
thru-port to the boot that is a fraction smaller than before at 374 litres. There’s no evolution whatsoever under the Golf’s bonnet. Australia’s poor fuel quality continues to thwart VW’s most advanced engines, including plug-in hybrid drivetrains. Yet while regular Golfs utilise a carryover 1.4-litre turbocharged fourBelow: boot is 374 litres with rear seatback in place. Need more space? A Golf wagon is again offered, priced from $33,550 in base spec or from $36,250 in Life guise
cylinder with 110kW and 250Nm, there is a notable change of transmission. The DSG dual-clutch ’box that has swapped gears on automatic Golfs since 2003 has been exchanged for an eightspeed torque-converter auto on the regular, sub-GTI models. Although the Golf doesn’t feel as lively going up the gears with the new auto – and is slower to accelerate than its predecessor, according to VW – this does feel like a more suitable gearbox for the standard hatch. The auto is still effective at choosing appropriate ratios, but perhaps most importantly it eliminates the DSG’s tendency to hesitate when moving off from standstill. It combines well with the 1.4-litre turbo engine that remains enjoyably flexible, as well as refined. And economical. Although a WLTP adjustment has seen the Golf’s official fuel consumption climb from 5.4 to 5.8l/100km, our testing – involving an even balance of suburban and freeway driving – produced an indicated 5.3L/100km.
The standout of the Golf Life driving experience is its ride quality. Rolling on 17-inch wheels that defy the trend for big rims, the Golf’s Goldilocks suspension is neither too hard nor too soft. Its ability to absorb bumps consistently across inconsistent road surfaces is almost unrivalled – and certainly not matched by torsionbeamed rivals such as the Mazda 3 or base Mercedes A-Class. The only blot on refinement is tyre noise that starts to intrude when coarser surfaces are encountered. And we’re yet to test the R-Line that features bigger wheels and a sports suspension. The Mark 8 is still a textbook Golf – unchanged in so many ways yet improved in areas that are key today, such as technology and connectivity. It will be even better when VW Australia can equip it with the company’s more advanced drivetrains. As transcendent hatchbacks go, the Golf remains the gold standard. JE Z S PIN KS
AUTONOMOUS? NOT REALLY... What not
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For those more monotonous journeys, Golf owners can now press a button on the steering wheel to make the car steer autonomously up to 210km/h. The driver must have at least one hand on the wheel, however, otherwise the system starts getting agitated. Ignore the visual/
audible warnings and the car will activate Emergency Assist – rudely tightening the seatbelt and slowing the car to a stop. As with similar systems offered by other manufacturers, it seems like a gimmick next to the genuine usefulness of radar cruise control.
Model Engine Max power Max torque Transmission Weight 0-100km/h Economy Price On sale
Volkswagen Golf Life 1395cc 4cyl, dohc, 16v, turbo 110kW @ 5000rpm 250Nm @ 1500-4000rpm 8-speed automatic 1304kg 8.5sec (claimed) 5.8L/100km $34,250 Now
Golf 8’s ability to absorb bumps consistently across inconsistent road surfaces is almost unrivalled @wheelsaustralia
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Drives
FIRST LOCAL DRIVE
HAVAL JOLION
SMALL SUV CONTINUES TO TURN THE TIDE
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EGATIVE MARKET perception is surely as powerful as compound interest and harder to shift than blood on suede. Patience and a string of solid product are required. Haval is probably not a name that springs to mind, but like Chinese compatriot MG, it’s a brand with serious backing, in this case Great Wall Motors (or GWM as they now prefer). The brand’s newest entrant is the Jolion, an Anglicisation of the Chinese word chulian, which translates as ‘first love’. It’s possibly a moment of self-awareness from the brand, because the H2 it replaces was far from loveable. The Jolion joins the fiercely
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competitive compact-SUV segment. Starting at $25,490 for the Premium (that’s not confusing) and ending at $30,990 for the Ultra, the pricing is super-sharp. In the middle of those two is the $27,990 Lux, which is likely going to be the top-seller. Whichever one you choose, it’s loaded. Perhaps most importantly, a big part of that load is a spectacularly long list of safety features, making it hard to hit objects and people. And scolding you if you look down at the climate controls. Also on top of that is a list of gear that looks great on paper, like the 10.25-inch media screen (12.3 on the Ultra), the fully digital dashboard, 17-inch alloys (18s on the Ultra), and LED lighting across the range. The list is lengthy, even on the base model Premium. Haval is confident in all this stuff working, too, backing all its cars with a seven-year/unlimited-kilometre Comfortable ride; cabin space and equipment; strong perceived value against competitors
PLUS
warranty and, in this instance, a fiveyear capped-price servicing regime that costs around $310 per service. The big cheesy chrome grille sits uncomfortably between two very fashion-forward headlights with detailing drawn from all over the place. The body is a bit doughy-looking and full of Mitsubishi design cues and then it goes all Renault at the rear with big C-shape tail-lights. It all hangs together, though, and most of the people we quizzed considered it to be inoffensive. Apart from the grille. The tech-stuffed cabin looks and feels pretty good. It’s a gigantic step forward from the H2 and presents very well with soft, textured materials, a sleek design, a minimum of physical buttons with just a strip of ‘soft’ buttons for the climate control. However, the media software isn’t very easy to use. The on-screen targets are tiny and
MINUS
Dim gearbox; noisy engine; lack of steering wheel reach adjustment, multimedia operating system
Model Haval Jolion Lux Engine 1497cc 4cyl, dohc, 16v, turbo Max power 110kW @ 5600-6000rpm Max torque 220Nm @ 2000-4000rpm Transmission 7-speed dual-clutch Weight 1370kg 0-100km/h 11.0sec (est.) Economy 8.1L/100km Price $27 ,990 On sale Now
occasionally baffling. You’ll constantly brush the HVAC controls as you have to reach over them to get to the screen. Less-than-optimal ergonomics are a theme – there’s no reach adjustment on the steering column, which it really needs. The steering wheel is a bit thin, too, and the white stitching on the inside of the rim is destined to get grubby quickly. And I couldn’t get a fuel figure because the button to scroll through the information on the dash wasn’t working on our test car. The interior is vast for this class, feeling almost as spacious as that of the class-above Mazda CX-5. It out-punches almost everything in the class for space except for a few litres in the boot. You can thank a 2700mm wheelbase (identical to CX-5) for all that occupant space. The front seats are comfortable, although they may be a little wide in the backrest for slimmer frames and are mounted a little too high for taller drivers. Passengers in the back have a lot of legroom and headroom and the
Above: Jolion makes its case on price, equipment and space. Lacks the polish of Japanese and Korean rivals, but is sufficient seats are, again, quite comfortable. Only the Honda HR-V and Kia Seltos come close to providing comparable passenger space in the rear. So, spacious, well-equipped (even if some of it is a bit ropey), relatively affordable to buy and run. It’s already way better than the H2. In terms of powertrain, the 1.5-litre turbo four from the H2 is carried over largely unchanged for all three Jolion grades, spinning up 110kW between 5600rpm and 6000rpm and a healthy 220Nm between 2000rpm and 4000rpm. The seven-speed dual-clutch transmission is also the same as that in the H2, but controlled with a very pretty rotary dial controller located on the centre console. Once underway, the Jolion is quite capable of delivering what most drivers will require. While the gearbox is overly fond of third gear and sometimes needs some encouragement to pick another,
the rest of the driving experience is very competent. The light steering works well around town, the suspension feels well-damped and settles nicely on the faster stuff, and there’s reassuring feel from the brake pedal. It’s not a car to hustle, but few are in this segment. It’s very comfortable but more to the point, it’s not an understeering, quivering mess. While the 1.5-litre is a bit coarse and intrusive at high revs, it pulls modestly but willingly with the gearbox eventually sorting itself out. The Jolion is better than competent to drive and while the interior tech needs work and the safety systems are a little overbearing, it’s an SUV that deserves to put Haval into contention for buyers who place a higher priority on equipment and warranty than the final polish of refinement and dynamics. It’s the kind of car that could start to break down that seemingly impermeable wall of negative market perception. PETER AN DE RS ON @wheelsaustralia
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Drives
FIRST LOCAL DRIVE
MERCEDES-BENZ EQA
MERC TAKES SECOND BITE OF THE EV APPLE
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F THE launch of the EQC was a groud-breaking moment, namely for being MercedesBenz’s first full-production EV, then the EQA is, at the very least, an important part of the famed German marque’s future. And that’s because while the Wheels Car of the Year-winning EQC is excellent, a volume seller it is not. Therefore, getting the EQA right is vital. Yet, with a starting price of $76,800, it begs the question – does spending about $10,000 more than the already
established Koreans (think Hyundai Kona and Kia Niro) actually result in a more premium product? Or, on the flip side, are you just paying for a badge? Short answers – yes and no. From the outset, the German carmaker’s second all-electric model in Australia represents good value. It’s closely related to the GLA crossover and comes with a price tag that’s just $7000 more than the GLA 250. Aesthetically, the main differences between the EQA and GLA are subtle, with the EV displaying a fake black grille that’s split along the middle to provide some visual interest. A fibreoptic light strip runs atop the grille and links the daytime running lights. The rear end also features a light strip between the tail-lights, while an spoiler claims to increase aero efficiency. The GLA and EQA are about the same size and they share a 2729mm wheelbase, but the EQA 250’s 340-litre boot space is 95 litres smaller due to the location of the battery pack. Relative pricing; ride comfort; response and driveability; equipment levels; 480km range
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Step inside the cabin and there’s very little to differentiate the EV from its ICE sibling. The 10.25-inch digital gauge panel and 10.25-inch centre touchscreen that controls the MBUX infotainment system carries over, as does the Artico upholstered electric seats (in beige or black), ambient lighting, wireless phone charging pad, and climate control air conditioning. Of course, there are a few option packs to tempt you, such as the $2950 AMG-Line Package that brings more athletic exterior and interior features including sports leather seats, while the Edition 1 pack that includes a host of luxury extras adds an additional $7300. However, it’s time to drive. Stepoff acceleration is prompt, yet eerily silent. The whisper-quiet powertrain means you tend to notice road and wind noise more, but even at speed NVH levels are well suppressed. While acceleration is immediate, the response does feels a little tamer
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Hefty kerb weight; small boot space due to battery pack; 750kg towing capacity
Model Mercedes-Benz EQA 250 Motor Single (front axle) Max power 140kW Max torque 375Nm Battery 66.5kWh Transmission Single-speed reduction gear Weight 2040kg 0-100km/h 8.9sec (claimed) Economy 16.2kWh/100km Price $76,800 On sale Now
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than some EVs, with the vital figures coming in at 140kW/375Nm. To help driveability and limit torque steer, the electronics don’t allow the full 375Nm to be dumped to the front treads the moment you crack open the throttle. So the softer take-off does result in a relatively modest 0-100km/h time of 8.9sec, which isn’t helped by its hefty 2040kg kerb weight. That’s some 300kg more than the 1.3-second quicker Kona Electric. But on the move the EQA still feels livelier than any comparative SUV burning fossil fuels. It has several ‘Dynamic Select’ driving modes including Eco, Comfort and Sport. The latter sharpens throttle responses, adds extra weight to the steering and firms the (standardequipment) adaptive dampers. The steering could offer more feedback, but it’s well weighted for city use, where most EQA 250s will reside. The regenerative braking, with four settings controlled via the paddle shifters, does requires an adjustment period. But once familiar it allows for one-pedal driving given that lifting off the throttle slows the car so effectively. A clever Auto setting also
uses the active-safety radar to choose the appropriate regenerative-braking setting based on traffic conditions. The ride quality is comfortable (with multi-link rear suspension), even when the dampers are stiffened in Dynamic mode, while the soft ride doesn’t induce excessive bodyroll. At its heart, the EQA 250 has a ‘double-decker’ 420-volt, 66.5kWh lithium-ion battery with 200 cells. Those cells are either cooled or heated when required to maintain the optimal temperature both during operation and while recharging. The battery can be charged from both AC and faster DC chargers via the Type-2 CC2 port. Charging from 10-80 percent, which provides 380km range, takes about 25 hours through a standard 240-volt socket, however, if you install an 11kW single-phase AC charger, which you can buy from Mercedes-Benz for $1450, that time is dramatically reduced to four hours and 15 minutes. Use a DC charger capable of You can now purchase a new EQA via Merc’s online store, or traditionally through 41 authorised EQ retailers in Australia
delivering 100kW and the same charge will take about 30 minutes. This has the potential to be free, with the EQA coming with a complimentary Chargefox subscription with unlimited access to selected chargers for the first three years. Fully charged, the EQA 250 has a range of up 480km, with its combined electrical consumption rated at 16.2kWh/100km. Safety-wise, the EQA 250 comes standard with AEB, lane-keeping assist, steering assist, blind-spot monitoring, traffic-sign recognition and nine airbags. It also has active cruise control with route-based speed adaption that works with satellite navigation to automatically adjust the speed for various road conditions. The EQA 250 is infused with traditional traits you expect from a Mercedes-Benz. It looks sharp, has decent dynamics and a healthy driving range. With the high-end EQS and seven-seat EQB to come, the EQA stands with the EQC as an important part of Merc’s EV future. And from what we’ve experienced, the Three Pointed Star is off to a solid start. DAV ID BONN I CI
@wheelsaustralia
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Drives
FIRST OVERSEAS DRIVE
NISSAN QASHQAI
EVOLUTION OF AN ORIGINATOR
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HEN THE first ‘Qashqai’ launched in Australia in 2008, it was badged Dualis and was something of a novelty as a compact crossover. Since that period, rivals have proliferated, yet some 3.5 million Qashqais have been exported from Nissan’s Sunderland factory in northern England to over 100 markets, making it a smash hit for the company. As a result, Nissan has been evolutionary in its approach to this all-new, third generation that will launch in Australia next year. The
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lighter, stiffer bodyshell is claimed to yield big dynamic improvements, while the exterior design update is beautifully judged: all slimline lights, chiselled surfaces and big-wheeled beefiness. It’s a little longer to boost cabin space, but it’s still sufficiently compact to thread confidently through narrow city streets. The interior isn’t such a knockout. A carbuncular tablet protrudes from the dashtop, devoid of curve, with a housing that is noticeably bigger than the screen, unremarkable graphics and a clashy navigation menu. Much better are the chunky buttons that provide clear operating shortcuts and air-con adjustments, in unison with nice-to-touch temperature dials. On high-grade models, the centre cubby and dashboard are immaculately trimmed in PVC (which looks and feels more luxurious than it sounds), and there’s a classy textured plinth for the gear selector. Overall it’s a victory for no-nonsense functionality over flair. While we wait for an Australian on-sale date, UK deliveries
Lighter, stiffer body aids dynamics; powertrain response; cabin space
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commenced in mid-June. Initially, the only engine is a 1.3-litre turbo four-cylinder with mild hybrid assistance, where a belt-starter generator operates a responsive stop/start system and adds 6Nm into the driveline. There’s also a fuel-saving coasting function on the CVT, or xTronic as Nissan engineers call it, seeking to disassociate their transmission from the CVT’s historic reputation for ‘rubber band’ response and flailing revs out of sync with the rate of acceleration. Maximum power is 116kW, with 270Nm of peak torque from 1800rpm.
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Clunky screen installation; tyre and wind noise don’t challenge class benchmark
Above and top: larger exterior dimensions deliver a roomier cabin with ample space in the back for adults. Top spec includes a wi-fi hot-spot for up to seven devices.
We tested this engine with the CVT – sorry, xTronic – and found it’s actually a decent transmission. It responds snappily to kickdown, delivers a nice surge of power with a muscular bellow of revs, and features reassuringly calibrated steps. You can even take charge of snappy changes yourself with paddle shifters on the wheel. As for dynamics, no Qashqai has ever handled like this before. You instantly notice there’s nothing lightweight nor hesitant about the steering, helping it dart through gaps in traffic. The electric power assistance motor is mounted adjacent to the rack and the ratio is quicker, making the steering feel more responsive off the dead ahead. The ride is poised but compliant: you feel urban potholes and motorway expansion joints, but their clatter and energy are smoothly suppressed. Body movements are well controlled; this third-gen Qashqai feels overwhelmingly planted and poised, its strong lateral grip carving through corners, governed by steering that’s linear and nicely weighted. There’s a newly found spring in its step, aided by a weightloss program that’s shed 60kg from the bodyshell. The tailgate is now composite for the first time, and some of the body panels are aluminium. It’s not entirely good news,
though. Coarse tarmac generates an undertone of tyre noise, particularly at motorway speeds, and persistent rustles of wind can affect the windscreen and the sides. Comparison tests will determine whether this is excessive for the class. As for rear accommodation, passengers will have no reason to complain, with a six-footer having almost 80mm of space for knee and headroom behind an equally sized driver. The rear doors also open to a whopping 85-degree angle, making it easier to load the kids (though increasing the chance of them dinging other cars as they throw them open). And the engineers have lavished attention on the boot. The tiered luggage boards remain, allowing owners to increase the depth of the boot, or slot in one as a bulkhead to stop groceries sliding around. The parcel shelf will stow beneath them if you need to make full use of the 504-litre space. This is a crucial model for Nissan Australia, as it remains the company’s third best seller here after X-Trail and Navara. This slicker, thoughtfully engineered, handsome and more rewarding to drive version has the capabilities to keep it there. PHI L Mc NA MA R A
Mod Model Mod del el Nissan Nissa Ni ssan n Qashqai Qashqai Qash qai ST ST-L T-L -L Eng Engine ngine ine 1332cc 1332c 32cc c 4cyl, 4cyl cyl, yl, dohc, d h dohc hc,, 16v, 16v 6v, turbo, tu urbo rbo, mild mild hybrid hybri hy b d Ma p Max power po ower wer 11 116kW 116 16kW 6kW kW @ 6000rpm 6 6000rp rpm m Max Ma torque torqu to rque rqu q e 270Nm 270Nm @ 180 11800rpm 800rp 800rpm 0rpm m Tr T Tra Transmission ransm ransmission miss ssion ion C ion CVT VT T W Wei Weight ei eight gh ght ht 13 ht 1385kg 1385k 385 85kg kg 0-100km/h 0 0-1 -1100k 00km/ 00km/h m/h 10.0sec 10. 0.0 0sec c (claimed) (claimed) (cla aimed) d) Economy Eco E conomy nom omy y 6.4L/100km 6.4L/10 100km m Price Price $3 Pri $36,000 $36 $36,0 6 6,0 ,0 , 0 00 0 (estimated) (estim (es timated d) On sale sal s ale 2022 ale 2022 2
@wheelsaustralia
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Drives
FIRST LOCAL DRIVE
KIA CERATO
‘KISS’ TWEAKS FOR SMALL-CAR MAINSTAY
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HREE YEARS have passed since the introduction of the fourth-gen Cerato, so Kia has taken the opportunity to freshen up the range and slap on the shiny new Kia badge. The four-strong line-up across hatch and sedan is basically the same as before, with no changes to the model names, while the 2.0-litre naturally aspirated and 1.6-litre turbo fours continue on. Sadly the six-speed manual is no more, so the range opens with the $25,490 S and is bookended by the $35,290 GT. The biggest styling changes have been applied to the front with new headlights – featuring ‘dotted-line’ LED daytime running lights – that flow into a razor-blade-like grille, while the GT gets LED headlights. All variants gain new bumpers, the GT going one step further with red detailing in its grille and the lower air intake outlining new diagonal LED foglights. Hidden exhausts on sub-GT models are replaced with dual tailpipes on the GT and, on the sedan, new tail-lights mirror the two-layer effect of the DRLs. New logo aside,
hatches have identical rear-end styling Multimedia is main interior to their predecessor, while all sedan benefi ciary of models feature a reprofiled bootlid. 2021 update Interior-wise, the main change is to multimedia. The base S gets an 8.0-inch touchscreen with wireless Apple CarPlay/Android Auto and three USB ports, whereas the rest of the range scores a larger 10.25-inch touchscreen with wired Apple CarPlay/ Android Auto, sat-nav, and DAB radio. The GT uniquely offers wireless phone charging, eight-speaker JBL premium sound, heated/ventilated front seats, an eight-way electric driver’s seat with two-position memory, and a new electric sunroof. Sport+ gains heated front seats while all models now feature rear-seat air vents and rear-occupant alert. In terms of safety equipment, Cerato S now features lane-follow assist, driver attention alert with leading vehicle departure alert, auto high-beam, and safe-exit warning. An optional $1000 Safety Pack for Cerato S and Sport adds cyclist detection for the AEB system, an Great value; seven-year warranty; GT now rides better
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electronic park brake, larger rear disc brakes (284mm solid discs instead of 262mm), adaptive cruise control, blind-spot monitoring, rear crosstraffic alert, electric folding mirrors, and on the S (because they’re already standard on Cerato Sport), a leather steering wheel and gear knob. Sport+ and GT models now feature blind-spot collision avoidance assist, and rear AEB (in conjunction with rear cross-traffic alert). Manual deletion aside, drivetrains are carry-over. The long-lived ‘Nu’ 112kW/192Nm 2.0-litre four-cylinder petrol with six-speed automatic is used in S, Sport and Sport+. Step up to the GT and you receive the ‘Gamma II’ 150kW/265Nm turbo 1.6 coupled to a seven-speed dual-clutch transmission. All but the GT run a completely unchanged suspension set-up. To address the criticism of the outgoing GT, the rear dampers’ rebound and compression have been reworked while compression on the front was also modified. The result is an improvement in the overall ride. It’s less busy on poor surfaces at lower speeds and, as before, things improve as the speedo winds around the dial. But it’s still very firm. The Sport with the Safety Package is the pick of the range, unless you’re after the performance-orientated GT. Ultimately, it’s time for electrification and an update to the ageing engines, but the Cerato sells because it ditches frippery for zero-nonsense motoring. PE TER A NDE R SO N Safety features should be standard; 2.0-litre quite slow
Model Kia Cerato S Model Engine Eng ine 1997cc 4cyl, dohc, 16v v Max powe Max power er 112kW @ 6200rpm m Max torque torque e 192Nm @ 4000rpm m Tra Transmission ransm nsmiss is ion on 6-speed 6 pee 6-s peed automatic c Weight Weight ht 1320kg 0-1100k 0-100km/h 00km/h m/ 8.0sec (claimed) (clai a med) Econom Eco Economy nomy y 7.4L/100km m Price Pri ce $25 $2 ,490 0 $25,490 On sal sale e Now w
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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
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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
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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 URT DUP RI E Z
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Luxury pack a fair premium; some average cabin details @wheelsaustralia
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Drives
FIRST OVERSEAS DRIVE
Model Maserati MC20 Engine 3000cc V6 (90°), dohc, 24v, twin-turbo Max power 463kW @ 7500rpm Max torque 730Nm @ 3000-5500rpm Transmission 8-speed dual-clutch Weight 1475kg 0-100km/h 2.9sec (claimed) Economy 11.5L/100km (WLTP) Price $438,000 On sale Q4, 2021
MASERATI MC20
AN MC WITH A POINT TO MAKE
B
UTTERFLIES ARE aerodynamic, obviously. They flutter through the air, after all. But the enchanting insects are not designed for speed, unlike the butterfly doors of the Maserati MC20. Swinging them up exposes this car’s nose-to-tail dividing line, where engineering encounters art. With its single hefty hinge high up near the base of the A-pillar, the butterfly door makes room below for an air duct. This tapers from behind the front wheel, emerging into view to meet a channel beneath the door aperture. The result? Front-axle downforce. Except for a vestigial rear spoiler, the MC20’s aerodynamics are mostly concealed from view. The objective was to deliver downforce and stability with maximum visual discretion.
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It’s also true that the butterfly doors add a touch of visual drama to a car that otherwise aims for restrained elegance. This isn’t an accident... While the black art of the aerodynamicists ruled downstairs, up top the designers reigned colourfully supreme. It was a fruitful division of responsibilities. The MC20 may lack the overt aggression or thrusting angularity of other supercars from Italy, but it is classically beautiful. It’s also very easy to get into, another benefit of those doors. From the driver’s seat a section of the MC20’s central carbonfibre monocoque and portion of the broad front Bridgestone Potenza’s tread is visible before the door is pulled shut. It closes with the dead thud typical of carbonfibre cars; all the Maserati’s exterior panels, as well as its core structure, are made from the stuff. The interior of the MC20 is almost austere, despite all the Alcantara, leather and carbonfibre. The most overtly decorative element is the
driving mode selector dial, mounted on the central tunnel forward of the transmission selector buttons. Switchgear is minimal and many functions are managed via the lowmounted central display screen. The instrument display is also a screen. So, too, is the rear-view mirror, though the driver can toggle between the view
provided by an extra external camera and normal mirroring. Thumbing the starter button wakes the Nettuno engine cradled in the aluminium subframe attached to the rear wall of the central monocoque. There’s another subframe at the front. For the past 20 years most Maserati engines have been made by Ferrari. Understandably, Maserati’s engineers are proud of this twin-turbo 3.0-litre V6, which is all their own work. It was designed and developed in-house, and is being manufactured in the company’s home town of Modena. The Nettuno’s combustion chambers have an F1-style pre-chamber around one of its two spark plugs. It’s made from a copper alloy, but Maserati guards the engine’s patented secrets closely. What isn’t secret is the Nettuno’s prodigious output for its capacity; 463kW. This number,
combined with the MC20’s relative lightness, means Maserati can claim its supercar has the best power-to-weight ratio in the class. And an elite-grade sub-3.0-second 0-100km/h time. It feels special, too. The swelling surge from middling revs to the cut-out a little beyond the 7500rpm power peak is truly epic. But what’s surprising is the engine’s amiable elasticity when driven sedately on the road in default GT and sportier Sport modes. The impression of easy-going flexibility is enhanced by a nearperfectly calibrated transmission. The MC20’s eight-speed dual-clutch is made by Tremec, and Maserati engineers reveal that it’s the same transmission as used in the Chevrolet Corvette C8. On awfully rough roads through the hills south of Modena, the MC20’s chassis also reveals a great talent. Especially in GT mode, the Maserati’s
Outstanding dynamic bandwidth; gun drivetrain; exterior design
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Engine sound; bare-essentials interior; skimpy luggage space
variable dampers deliver a supple ride and outstanding wheel control. Superbly direct and beautifully weighted, the steering is also a joy. If only the raspy engine sounded as good as it feels there would be almost nothing to criticise. With a little more luggage space – there’s a small 50-litre compartment under the bonnet and double that in the tail – the MC20 would make a very grand tourer. Though it excels on the public road, the Maserati is equally adept on a track in Corsa mode. Around the short but testing Autodromo di Modena, the MC20 reveals the fiercely focused side of its character: awesome adhesion, delicious precision and the fabulous stopping power of the optional carbonceramic Brembo brakes. Maserati may have been a serial disappointer in the recent past, but the MC20 is a superbly resolved, lovely to look at supercar, with an easy-going side to its character that sets it apart from the others. It’s a butterfly among bees… JO H N CA R EY
Top: aero management is an internal affair, so there’s no spoiler alert
@wheelsaustralia
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Drives
FIRST LOCAL DRIVE
RAM 1500
SILVERBACK BEAST OF TRAYBACK LUXURY
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CCESS FOR AUSSIES to American oversize utes took on a whole new scope a few years ago when factory-backed offerings became available through RAM Trucks Australia (RTA) and HSV/GMSV for Chevrolet products. These vehicles are re-engineered to right-hand drive by Walkinshaw in Melbourne, and are as close as you can get to direct from the
manufacturer here in Australia. In 2019, RAM released the new DT series 1500 in the USA which it sells alongside the older DS series vehicle. Australian buyers, though, have had to wait until now to get a DT through RTA. The DT RAM is available in two specifications here; the RAM 1500 Laramie starts at $114,950 while the RAM 1500 Limited (on test here) starts at $139,950. RAM 1500 DS ‘Classic’ Express and Warlock variants are still available from as low as $79,950. There’s no getting past the fact that the 1500 is a large vehicle; in fact it has to be the biggest luxury vehicle you can get in this country. Yes, even though it’s a truck, the 1500 Limited is all luxury, and nowhere is that felt more than in the cabin. Slip inside and you immediately appreciate it’s noticeably Unbeatable towing ability; huge cabin; rides well; loaded with comfort and safety equipment
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wider than a regular ute from the Ranger/Hilux class, and there’s room between the two front seats for another pew. In the Limited, that space is taken up by a massive centre console with multiple configurations and numerous available storage options. The front seats themselves are 10way power adjustable leather items with heating and cooling, while the rear seat easily accommodates three adults, something not so easy in regular 4x4 utes. Above them is a full-size sliding glass sunroof and cover. In and around the centre console are five USB and four USB-C ports, 12-volt plugs and a wireless charging point for your compatible phone. Ahead of the console is a 300mm touchscreen A/V system which is new on the DT RAM. This massive system houses all the controls for the audio, navigation,
MINUS
Mild hybrid doesn’t make much real-world difference; inner-urban parking challenges
Model Ram 1500 Limited Engine 5654cc V8 (900), ohv, 16v, mild hybrid Max power 291kW @ 5800rpm Max torque 556Nm @ 3950rpm Transmission 8-speed automatic Weight 2749kg 0-100km/h 6.8sec (estimated) Economy 12.2L/100km Price $139,950 On sale Now
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seat heating and ventilation, Apple and Android links and configurable apps. All the cabin functions you need to control are accessed within this impressive system, although it can be annoying to have to go through menus to reach some functions that should be simple buttons or when switching between audio sources. The audio system in the Limited is also worth a mention as it’s a 19-speaker, 900-watt Harman Kardon set-up. The Limited also benefits from active noise cancelling to block out unwanted road and wind noise meaning that when riding inside the RAM, the tunes are all you hear. With the level of comfort and convenience features and the quality of the ride within the RAM Limited, the $140,000 price tag starts to look like good value when compared to any other such-equipped vehicles; and none of those can better the RAM’s 4500kg towing ability. What the RAM can’t match is the
payload of the smaller utes that are popular in Australia. While there’s heaps of space for loading cargo in the RAM you are limited by a relatively low payload of 701kg. Just because it’s a truck doesn’t mean the RAM 1500 misses out on any safety tech. It features most of the latest electronic features such as forward-collision warning with active braking (AEB), lane-departure warning, rear cross-traffic alerts, front and rear Parksense assistance, trailer sway control, adaptive cruise control, blindspot monitoring and six airbags. All RAM 1500s sold in Australia by RTA are powered by the 5.7 litre Hemi V8 petrol engine and the DT models feature a mild hybrid system. This system uses 48-volt electrics and a beltdriven generator to improve stop/start operation and also send torque back to Below: top-spec Limited version of new DT series includes air suspension and shadow-chrome 22-inch wheels, among a load of other swag. If you don’t get it, you just don’t get it...
the crankshaft for brief intervals for a mild boost in performance. Outputs for both the eTorque and non-hybrid version of the 5.7 Hemi is quoted at 291kW and 556Nm, and on the road, you’re hard-pressed to feel any difference in the performance of the eTorque Hemi over the regular version. What it does aid is the smoother, less noticeable operation of the stop/start system. Curiously, fuel consumption for both hybrid and non-hybrid models is quoted at an identical 12.2L/100km (ADR combined cycle). During testing we saw 16.3L/100km throughout our week with the big rig. The only obvious competitor to the RAM is the Chevrolet Silverado 1500 from GMSV. In LTZ specification it’s a fair bit cheaper ($114K) and its 6.2-litre engine has more power and torque on paper, but in terms of features and refinement, the RAM 1500 stands as the current king of the super utes. MATT R AU DON I KI S
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Drives
FIRST LOCAL DRIVE
MAZDA MX-30 E35 ASTINA
SMALL RANGE, BIG PRICE. HIGH DESIRABILITY?
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HEN MAZDA introduced the MX-30 small crossover to its already comprehensive small-vehicle family in March 2021, it wasn’t immediately obvious how it fitted in. With the CX-3 looking after the compact-SUV crowd, the Mazda 3 taking care of the hatchback audience and the CX-30 filling in any gaps between them, how could the mechanically almost identical MX-30 find any attention at all? Aside from an extremely mild hybrid system, its engine and drivetrain is
unchanged from the 2021 Wheels Car of the Year, while its exterior design is mould-breaking in some respects but compromises practically in others. And if that wasn’t challenging enough, the MX-30 comes at a price premium to its CX-30 sibling, too. However, the petrol-powered MX-30 was arguably the curtain-raiser for this, Mazda’s first pure-electric vehicle – the MX-30 E35 Astina. While the petrol versions broke little new ground beyond their attractive façades and interesting interior approach, the newest offering keeps the promises that its radical exterior design made when it was first unveiled. But the battery-electric drivetrain now found in the flagship E35 Astina is the true gem of the model line. It pairs a 35.5kWh lithium ion battery with a single AC synchronous motor on the front axle for a simple but elegant package. Figures on paper are modest: 107kW and 271Nm, however, that relatively small battery only adds around 160kg over the petrol version of the MX-30 for a total of about 1650kg. That translates to surprisingly lively performance. Pin the quiet pedal from standstill and the MX-30 responds eagerly with strong acceleration and the occasional chirp of the front tyres. It’s really the torque figure that has the most influence on the Mazda’s performance, especially when negotiating urban traffic where you can also experiment with the five-level regenerative braking. In the highest setting, the regen effect is not quite as aggressive as some Cool design; excellent city dynamics; efficient powertrain
PLUS
other EVs such as the Jaguar I-Pace or BMW i3 and not quite calibrated for true one-pedal driving, but still effective enough to slow the car and maximise battery range. The two coasting modes at the opposite end of the spectrum are arguably even more interesting, creating an eerie but likable frictionless glide. When you do have to rely on the brakes during more enthusiastic driving, the pedal feel is pleasingly progressive and confident. The chassis is equally rewarding with the additional weight positioned low down providing a real sense of stability and sure-footedness. Further, the weight feels equally distributed and there’s a surprising resistance to understeer. Coupled with a sharp steering tune, the E35 is certainly the pick of the MX-30 range for drivers who like to drive, especially if a majority of those duties are in suburbia. Add to that the same range-topping level of equipment you get in the equivalent petrol MX-30 and a boot that only sacrifices six litres of space at 311L. A relatively short range of 224km on a full charge may put off some interested parties, but it’ll probably be ample for a majority of city dwellers. Finally, the MX-30 has the unique drivetrain to match its unique looks and the entire car feels most complete as an EV. However, it comes at quite a hefty price. At about $15,000 more than the petrol-powered G20e Astina, the cost of entry into Mazda’s zero-emissions club is certainly exclusive. DA NIE L G ARD N E R
MINUS
Hefty price; relatively short range; single variant for now
Model Mazda MX-30 E35 Astina Motor single (front axle) Battery 35.5kW/h Max power 107kW Max torque 271Nm Transmission single-speed reduction gear Weight 1654kg 0-100km/h 9.0sec (estimated) Economy 17kW/h/100km Price $65,490 On sale Now
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Model SsangYong Korando Ultimate Engine 1497cc 4cyl, dohc, 16v, turbo Max power 120kW @ 5500rpm Max torque 280Nm @ 1500-4000rpm Transmission 6-speed automatic Weight 1435kg 0-100km/h 9.9sec (claimed) Economy 7.7L/100km Price $37,990 (drive-away) On sale Now
SSANGYONG KORANDO
THE OTHER KOREAN MAKES ITS PLAY FOR SUV SUCCESS
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HERE’S nothing like an apparent bargain to make me sceptical. Case in point, the SsangYong Korando medium SUV, whose range-topping Ultimate variant brings a leather interior, heaps of kit and a punchy 1.5-litre turbocharged petrol engine for $37,990 drive-away. Or about the same as the entry-level Toyota RAV4 GX. Its features list oozes showroom appeal: heated and ventilated poweroperated front seats, heated steering wheel, 10.25-inch digital instrument panel, sunroof, powered tailgate, dualzone climate control, smart keyless
entry, 19-inch alloy wheels and a healthy seven-year warranty. And it looks good, something we haven’t always been able to say about SsangYong models – Google ‘2004 SsangYong Stavic’ (#nsfw). The interior is a bit of a mixed bag, with stitched leather and plenty of bright spots and piano black surfaces, though hard-plastic door trims rob it of a premium feel. But the top of the dashboard is soft to touch, with the glossy fascia housing the 8.0-inch touchscreen with Apple CarPlay and Android Auto capability via a sole USB. For all the Korando Ultimate’s features, things are a little spartan down back. Amenities are confined to a fold-down centre arm-rest with cup holders, a 12-volt socket and map pockets. But the rear pew comfortably seats two adults or three kids, with plenty of leg and headroom. The Korando’s boot can hold up to 551 litres if you’re happy with a puncture repair kit. Opting for a fullsize alloy spare wheel reduces capacity to 407 litres, which is well below average for a medium SUV. Its safety credentials include a 2019 five-star ANCAP rating carried over from the previous model and plenty of tech including AEB, lanekeeping assist, adaptive cruise control, blind-spot detection, rear cross-traffic alert, front and rear parking sensors, and seven airbags. Despite my suspicions there’s plenty to like here, however, the proof is in the driving. Admittedly there is a slight hesitation in step-off from the
Well equipped; punchy 1.5L turbo; cabin space and comfort; long warranty
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120kW/280Nm 1.5-litre turbo engine, but when boost kicks in it feels vibrant and makes for surprisingly spirited acceleration. The Aisin-built six-speed torqueconverter automatic shifts smoothly and has a Sport mode that favours lower ratios to minimise turbo lag. It also has a Winter/Snow driving mode which utilises second-gear to maintain traction when taking off on slippery surfaces. If you prefer more traction, you can opt for the 1.6-litre turbo-diesel powertrain that gains all-wheel drive for an additional $2000. The Korando’s ride is comfortable around town, with soft damping that soaks up the impact of larger bumps. Things can get a little busy on minor imperfections, though, particularly on country roads, which can detract from the Korano’s poise through bends. There are no such problems in town, where its light steering and 10.7-metre turning circle makes negotiating tight streets and parking a doddle. Official combined fuel economy is 7.7L/100km; we could only manage 10.3L/100km of the pricier RON95 required, so not a great result. There was a time when buying a well-equipped SUV at a budget came at the expense of quality, safety and performance. That’s not the case with the SsangYong Korando Ultimate. It lacks a few notable features to keep costs down such as LED headlights, digital radio, rear USB sockets and air-vents, and soft-touch door trims, but doesn’t skimp on the important stuff. DAV ID B ON N I CI
MINUS
Real-world fuel economy; small fuel tank; tight boot space with spare wheel @wheelsaustralia
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COMPARISION / GOLF GTI v BMW 128ti
FIGHT FOUR
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THE GLORY
THE LATEST INCARNATION OF VW’S HOT-HATCH ICON IS NOW SUFFICIENTLY UPMARKET TO TAKE A SWING AT THE 1 SERIES BMW ONCE SAID IT WOULD NEVER BUILD. THEY’VE GOT A LOT OF FRONT, THIS PAIR... WORDS CUR T DUPRIE Z PHOTOS E ASTON CHANG
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COMPARISION / GOLF GTI v BMW 128ti
HE STEADY AND MEASURED upmarket march of Volkswagen’s Golf and its associated pricing creep won’t surprise many a key observer. Yet it’s still easy to forgive a double take at the sixtyfive-thousand-dollar reality that is parking a nicely optioned version of the latest, Mk8 GTI in your car space. This isn’t some special edition, spec fettled for exclusivity with skunkworks credentials, blessed by the bishop of Wolfsburg or as driven by the captain of Germany’s national football team. This is the regular GTI. In red. With leather. Through a fairer lens, the $53,100 list price appears a much more palatable entry point for Mk8, replacing its likefor-like Mk7.5 ‘performance-enhanced’ 180kW DCT forebear which was put to pasture at a fiscal high of $47,190. But as my fully loaded tester’s electric comfort access draws my ventilated Vienna leather pew closer to the fuchsia-mood-lit and bedazzling, digitised dash fascia, I do wonder: what has happened to Volkswagen’s frill-free, everyman’s fun hatchback? Golf GTI once symbolised something different, its seminal mould minted in the Mk5 of the mid-Noughties in basic, three-door, manual, Tartan-trimmed form. That version’s most authentic extrapolation was the Original, arguably Mk7 at its purest, mirroring its most basic forebear’s door, ’box and trim recipe, if utmost importantly its spirit. It was $37,490 list. Just three years ago. Now, the GTI is auto and five-door only. So less choice, but a package injected with frills and newfound fanciness to justify its fiscal climb, or vice versa. Despite carrying over much of DNA under the skin, this new Mk8 feels like
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something of a watershed moment for the nameplate, with aims to shed its working class hot-hatch ethos for aspirations of grandeur. The BMW 128ti’s arrival arguably carries more gravitas. It’s the company’s first front-driven hot hatch – at least wearing its own branding – reviving an enthusiast nameplate that sat dormant for two decades. Off the tail of the 1 Series’ technical paradigm shift from a rear-driven platform, and courting backlash and controversy, infamously captured in one official line that owners of an ‘ultimate driving machine’ mightn’t be aware which axle provides motivation, there’s a lot riding on this newcomer’s strut tops. The potential trap for Munich’s sporty new five-door is appearing as a downmarket move. At $56,900 before on-roads it parks itself right in the GTI’s lane, even if it’s pricier than both the Wolfsburg machine and its own 125i M forebear that came in at less than $50K. Yet the move to FWD does present BMW with a clean enough sheet for a fair degree of freedom of expression with the 128ti. But rather than applying a heavy hand, its maker appears to have prudently melded sportiness with maturity, a grown-up’s machine that, in the flesh, comes across less as some M-lite proposition and more its own distinctive prospect in the broader BMW line-up. The GTI’s uninterrupted lineage is both a virtue and a trap. Make no mistake: neat conservatism is utmost to the Golf’s tremendous appeal and ongoing success, its GTI nameplate one of motoring’s greatest icons up there with the Porsche 911. Thus, its applied design is microscopically strategic. It’s unsurprising, then, that what few Mk8 stylisms do flirt with adventure – eyelash headlights, its mono-brow DRL,
What few Mk8’s stylisms do flirt with adventure – its eyelash headlights, mono-brow DRL – cause a big stir
Open wide; say ‘R’ BIG BRO
Due in Australia in the first quarter of 2022, the Golf R will be available as both a hatch and wagon, with a price expected to be around $64,000. Powered by the latest development of the EA888 2.0-litre turbo four, the R will pump out 235kW and 420Nm, a handy increase over the current model, which in Oz-spec generates 213kW and 380Nm. The other big change is to the all-wheel-drive system, which debuts a rear-biased drift mode for when you want to get your oppy-lock on.
Right and top: design changes to Mk8 are most evident in the lights and details, rather than major changes to exterior
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Right: red M Sport calipers bite BMW discs slightly bigger than those on the GTI
COMPARISION / GOLF GTI v BMW 128ti
Don’t like BMW’s opposeddial arrangement? Bad luck, you can’t change it
The 128ti delivers its pulse-raising hot-hatch pitch without apology while maintaining a strong sense of premium maturity
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Firm, non-adaptive damping does compromise the 128ti’s ride, but trade-off is more driver engagement when city becomes country
omnidirectional Richmond wheels – cause such a big stir. The rest of the GTI exterior form is, beyond anything else, utterly predictable. Then you climb inside... The new cabin doesn’t so much break the Golf mould – formed through the natural evolution of the three prior generations – as it seems intent on setting it on fire and throwing it off a cliff. And it’s clear that the new cabin aesthetic is primarily tasked with rallying the small hatchback’s march further into upmarket territory. As pleasingly contemporary as its presentation may be, moving so many minor controls to the new interface is distracting to use, particularly on the move. The digital window dressing bedazzles as intended but it does take a while before it feels intuitive. And importantly, this new theme is a hard departure from GTI’s traditionally classic and somewhat sportier leanings. Nor is it some prestigious seachange. The large expanses of door-trim plastic, the switchgear, and the workmanlike Vienna leather, is familiar, middle-grade Volkswagen stuff. However, even those mid-spec bones present well-above the average mainstream hatchback for quality. The BMW’s cabin brings its own frills, particularly the funky ‘crosshatched’ mood lighting, but overall it’s an interior that’s easier and more intuitive to use while still piling in forward-thinking technical showboating. In many ways, these protagonists are equals for glitzy cabin features, it’s just the Munich machine is more resolved in execution and offers fewer functionality foibles: traditional volume knob, conventional climate controls, convenient shortcut buttons for the majority of features that need them. Working against BMW’s favour is the spiralling upcharge for niceties: lumbar and seat/wheel heating adds $1023, the sunroof a further $3000, both as fitted to our test car that’s on the fast track to $70k on-road. For both cars, avoiding expensive options seems far more sensible and compelling
given the hot-hatch space they aim to occupy. The pair level nicely under their bonnets. Both turbocharged 2.0-litre four-pot engines produce 180kW from 5000rpm, the BMW maintaining its peak a little higher in the top end (6500rpm plays 6200rpm). Of the two, the BMW plies an extra 10Nm for a 380Nm total, though in similar peak bands: 1500-4400rpm for the 128ti, 16004300rpm for the GTI. Equally, neither is as fit in local spec as they are as offered in other markets. For the BMW, our version is 15kW and 20Nm down on the particulate-filter-equipped car available in Europe. For the Volkswagen, our version carries over the Mk7 ‘Performance’ third-gen EA888 rather than the newer Evo4 development now fitted to the Euro GTI, offering identical 180kW and 370Nm peaks, if with cleaner credentials and a freer-revving nature. Performance penalties? A marginal adjustment on advertised claims, the 128ti 0.2sec slower to 6.3sec and the GTI nipped 0.1sec to 6.4sec for the 0-100km/h measures in transition to Oz spec. Given both protagonists related engines offer higher outputs elsewhere – 225kW in M135i, 213kW in Mk7.5 Golf R – suggests headroom is available for future enhancement. Seat of the pants, they’re equally strident on the march. Loaded up on the pedals, the GTI holds 3000rpm, its ‘wet’ dual-clutch dipping rpm to just above 2000rpm when stepping off the brake pedal, swinging into maximum thrust of an engine seeming sweeter in its top end. The electro-mechanical LSD plies traction well from the 225mm Bridgestone Potenzas, with just a modicum of traction loss, the Golf shooting straight and true with barely a hint of torque-steer. The 128ti is more eager out of the hole, its eight-speed auto less mechanically sympathetic, the turbo four manning battle stations more swiftly and assertively in the mid-range. Both hatches are supremely linear in
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COMPARISION / GOLF GTI v BMW 128ti
acceleration, their transmissions crisp and precise in upshifting, though it’s the BMW that tugs more eagerly at the tiller feeding torque across its axle, more in liveliness than sheer struggle, its own mechanical LSD keeping those 225 Michelin Pilot Sport 4s drilled to the hot-mix. The BMW’s punch does have to contend with more mass, its 1445kg kerb weight heftier than the 1409kg Volkswagen. They’re equally and satisfyingly swift, neither seemingly stealing the march for real-world pace. But in most every other respect, they’re distinctly different animals on road. Characteristically, the GTI doesn’t fall far from the family tree. Its measured character is so evenly tempered that it almost comes off as being bland, but lean into it and its dynamic talent swells to the surface confidently. The steering is pure GTI, rounded and linear, an ally of detailed accuracy. It’s married to a chassis that’s clear and connected without tipping too far towards unruly pointiness or languishing into benign lethargy. It feels trustworthy and eminently friendly in its organic nature despite the newfound electronic talent injection, which goes some way in justifying the hot Golf’s price rise. The chassis’ key update is the Vehicle Dynamics Manager system that governs the electronic ‘XDL’ brake-based wheel control and Adaptive Chassis Control smarts in cahoots with the electro-mechanical limited-slip differential. Volkswagen claims this “in effect entirely eliminates understeer” and the GTI may well demonstrate clear improvement let off the chain on a racetrack, but on road, cutting curves at a dull roar, it’s so transparent that what benefit it brings goes largely unnoticed. The more conspicuous party trick is the 15-stage damper tuning, from softer than Comfort to tauter than Sport, distractingly accessible via submenus in the touchscreen, if thankfully adjustable on the fly. Its ride comfort scope covers middling to sharp in fine increments, but it’s well executed and allows tuning fine enough to appease the fussiest whims. GTI’s new talents are so subtly effective that, in practice, fast-flowing back roads that are both smooth or lumpy are best tackled with a Comfort chassis setting, which strikes a fine blend of pliant ride with deft wheel and body control without sacrificing engagement and accuracy. In this setting, this really is the Golf GTI at its grand touring finest. As innocuous as it may look, the 128ti lays on the mojo much thicker, but not in some flippant or ham-fisted manner. It delivers its pulse-raising hot-hatch pitch without apology while maintaining a strong sense of premium maturity. At the helm, the BMW feels cosier and more compact than the airy and measured Volkswagen, where you feel pinned into the control of its heightened responses. It’s more hard-wired into the driving experience, more analogue and mechanical in connecting the driver to the road. The 128ti’s steering is more instantly reactive off centre, and it pairs with a front end that is more alert than its rival, with a hair more granular feedback that blends beautifully with the bite of those excellent, tenacious Michelins. Despite its weight disadvantage, the BMW is keener to change direction and it dances about more eagerly than the comparatively sure-footed and almost-benign Volkswagen, at least at a spirited clip that won’t threaten your driver’s licence. Each has the measure of the other for point-to-point pace and
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BMW 128ti 1. PUTTIN’ ON THE GLITZ The 128ti’s cabin design doesn’t deviate far from contemporary BMW classicisms, but does feel suitably rich and upmarket thanks to greater general tactility and more elaborate variation in material use than that of the Volkswagen Golf GTI.
2. BUMS ON SEATS Driver’s cockpit feels more snug than the GTI and BMW’s wheel is chunkier. Lavish front bucket seats benefit from $2200 of optional Dakota leather and are more rib-hugging and sport-focused than the more relaxed, comfort-leaning Volkswagen pews.
3. OFF ITS DIALS
CABIN FEVER
One sore point is BMW’s approach to digital instrumentation. There’s a lack of alternative dash displays; perhaps a more conventional view for traditionalists who find the ‘dualcrescent’ format twee and unintuitive.
Volksw wagen Golf GT TI 1. GENERATIONAL JUMP Slick, streamlined, minimalist: the new dash and console design oozes wow factor as a focal point for the airy cabin. Fresh ‘flat panel’ control design offers prod-or-swipe for key functions.
2. POKING A FINGER Deletion of many buttons and dials means frequent interaction with the touchscreen. Audio and temperature adjustment can be fiddly, and functions like stop/start and lane-keeping are now buried in sub-menus.
3. SMILE WITHOUT DIMPLES Dropping the option of a manual gearbox means no more dimpled golf ball gear knob. The transmission controller is now a stubby lever, while nearby a flappy lid hides your inductively charged smartphone.
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COMPARISION / GOLF GTI v BMW 128ti
SPECS
No.
1 2 No.
BMW 128ti
VOLKSWAGEN GOLF GTI
$56,900 / As tested $63 $63,473* 473*
$53,100 $53 100 / As tested $58 $58,700* 700*
Drivetrain Engine Layout Capacity Power Torque Gearbox
4cyl, dohc, 16v, turbo front-engine (east-west), front drive 1998cc 180kW @ 4750-6500rpm 380Nm @ 1750-4500rpm 8-speed automatic
4cyl, dohc, 16v, turbo front engine (east-west) front-drive 1984cc 180kW @ 5000-6200rpm 370Nm @ 1600-4300rpm 7-speed dual-clutch
Chassis Body L/W/H/W–B Track (F/R) Weight Boot Fuel/tank Economy Suspension
steel, 5 doors, 5 seats 4319/1799/1434/2670 1560/1563mm 1445kg 380L petrol/50 litres 6.8L/100km (ADR combined)
Steering Front brakes Rear brakes Tyres Tyre size
electrically assisted rack-and-pinion 360mm ventilated discs 330mm ventilated discs Michelin Pilot Sport 4 225/40 R18 (f/r)
Front: struts, A-arms, anti-roll bar. Rear: multi-links, coil springs, anti-roll bars
steel, 5 doors, 5 seats 4287/1789/1463/2631mm 1535/1513mm 1409kg 374L petrol/50 litres 7.0L/100km (ADR combined) Front: struts, A-arms, adaptive dampers, anti-roll bar. Rear: multi-links, coil springs, adaptive dampers, anti-roll bars electrically assisted rack-and-pinion 340mm ventilated discs 310mm ventilated discs Bridgestone Potenza S005 225/40 R18 (f/r)
Safety ANCAP rating Five stars
Five stars
Performance 0-100km/h 6.3 (claimed) Verdict 8.5/10 ** Comfort package ($1023); ‘Dakota’ leather ($2200); glass sunroof ($2000); Harman/Kardon audio ($1350)
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6.4sec (claimed)
8.0/10 ** includes metallic paint ($300); Sound & Vision Package ($1500); Luxury Package ($3800)
WHO KNEW?
History of ti As a nameplate suffix, BMW ti – ‘Turismo internazionale’ – predates Golf GTI’s 1975 origins, its providence dating back to the 1960s, channelling the likes of 2002 tii. It’s remained dormant since the mid-Nougties when it was put to pasture with rear-driven E36 3 Series compacts. Applying it to this new 1 Series frontdriver, then, is more a romantic reboot, rather than literal interpretation.
engagement while doing so. But it’s the BMW that brings a larger sense of enthusiasm, seducing you more into pushing on and exploring its lively dynamic talents, compounded by the turbo four’s eagerness to punch quickly out of corners, the chassis’ consummate traction harnessed with aplomb by the limited-slip hardware. What the BMW lacks for a more fully rounded dynamic character is adaptive or switchable damping. It makes do with a particularly firm fixed setting that, at least with its scruff grabbed firmly in the thick of the twisties, yields just enough compliance to ply strident tyre adhesion across sharp mid-corner bumps while maintaining fire for the frisky dynamics. The 128ti is something of a surprise, mostly because experiences of the brittle and inert 118i or the decent if dynamically underbaked M135i xDrive soften expectations. The 128ti is a huge improvement on either stablemate, the 1 Series finally finding properly impressive form. And while the jury is out for on-track talent, just quite how lean, crisp and thoroughly resolved BMW’s first properly hot front-driver is out of the box is quite the eye-opener. Yes, the BMW’s ride quality is terse around town, incessantly jiggly at low speed, slappy across square hits and expansion joints. But it’s not entirely out of place for the sort of charisma it confidently owns. The flipside, however, is that for the sort of money the 128ti asks for and as the premium proposition it wants to be considered, switchable ride comfort should be standard issue. The GTI’s multifaceted suspension smarts is the key area where it asserts itself as an incredibly accomplished allrounder. And it lays on the cabin pizazz and brings newfound
smarts to its resolved driving experience. It’s certainly equally as capable of covering ground in fine and suitably hot form as its BMW nemesis does. But in attempting to cover more bases more emphatically, it’s a little less complete. It’s here, more than anywhere, that the Golf hands the narrow win to the 1 Series. Our test VW misses the mark on its home stretch: an exhaust with an irritating resonant boom at a light-throttle cruise, an inductive charge unit that sent your author’s iPhone into meltdown, as well as the approach to user interface that makes the Volkswagen a little frustrating to live with. There’s room for improvement in the GTI’s execution and this does impact its upmarket aspirations. The 128ti is simply better executed, as if it graduated finishing school with slightly higher honours. And that its athletic streak is clearer and more accessible across a broader range of driving situations demonstrates a stronger conviction to nailing its hot-hatch intent to the mast. In what it does, perhaps moreso than how it looks, the BMW brings an X-factor in the drive that’s a little lacking in its rival. And it does so without detriment to genuine premiumness and maturity. On these alone, Munich’s fledgling hot hatch goes a fair way in justifying the steeper ask than that of its rival. Rebooting BMW’s long-dormant ti suffix wasn’t a move that added pressure or an expectation that there was something to prove. That the marque’s new front-driven offering carves a fresh and inimitable niche in its line-up, and enriches the broader hot-hatch gene pool with a compelling new spin, adds a little extra weight to win here against Volkswagen’s iconic stalwart.
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FEATURE / UNDERSTANDINGT ANCAP
ANCAP’S STAR RATING SYSTEM HAS SPARKED CONTROVERSY AND CONFUSION, YET THE IMPORTANCE OF THE ORGANISATION’S ROLE REMAINS. WE SPEAK WITH ANCAP’S NEW CEO AND ITS CRITICS ABOUT METHODOLOGY AND RETAINING RELEVANCE W O R D S D A M I O N S M Y I L L U S T R AT I O N S N A S H W E E R A S E K E R A
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FEATURE / UNDERSTANDING ANCAP
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T PLAYS A crucial role in informing new car buyers. It can tarnish a new nameplate or cause an uptick in sales. It has also been embroiled in controversy and publicly criticised by automotive bodies and has seen manufacturers skip crash tests due to its high costs. Yet what does the future hold for the Australasian New Car Assessment Program? It’s a question many are asking because, right now, it feels as though the partially tax-payer funded, not-for-profit organisation is at a crossroads. Constantly evolving safety technology is moving the regulatory goal posts, ANCAP’s critics are growing louder than ever, and the organisation has a brand-new CEO in Carla Hoorweg who is determined to provide clarity in the complex world of vehicle safety. To better understand ANCAP’s relevance, its challenges, and how it can better serve the consumer, this Wheels investigation spoke to all of the vital players: key bodies, the manufacturers, ANCAP itself, and of course, you, our readers via an online survey. So if safety is important to you – and given our survey’s results, we know it is – read on.
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ANCAP: DO WE EVEN NEED IT? ANCAP’S RAISON D’ETRE was apparent in its first crash tests back in 1993, which included locally made models such as Holden’s best-selling VP Commodore alongside imports from Mazda, Subaru and Volvo. The results found Australia was lagging badly behind, placing us at the same safety standards as US models had been 13 years earlier. “The ultimate goal of the program is to make safety as important to car buyers as engine size, styling and comfort,” reads the April 1993 report. Now, though, there are no locally made cars to test. And if we buy all of our cars from other markets, and they’re tested there, why bother testing here? The answer, according to Hoorweg, surrounds local specification. Since 1999, ANCAP has taken data sets from Euro NCAP in cases where specification matches what’s sold here. “It’s about which vehicles are sold here regardless of where they’re manufactured,” Hoorweg explains. The use of Euro NCAP ratings covered 35 percent of vehicles sold in Australia in 2020, with 57 percent of all models sold covered by local ANCAP testing (aiming for 100 percent market coverage is a law of diminishing returns, Hoorweg tells Wheels). Differences in specification as well as models not available in Europe – from China, Thailand etc, and therefore not tested to the same protocols, if at all – demand ANCAP’s attention. “Around Euro NCAP, yes, we take their results. We don’t do any rehash of any of the tests, there’s no retesting, which is to address one of the criticisms made
– that we [needlessly] retest cars – we don’t,” Hoorweg says. “What we check is whether the vehicle that is being delivered into the Australasian market is actually consistent with the vehicle that was crash-tested, as what we often see with manufacturers who are distributing across multiple markets is that they’re not delivering the same product. “ANCAP’s primary objective is to influence automotive safety and deliver better outcomes for Australian and New Zealand consumers,” Hoorweg explains. “We are there to essentially set a level for manufacturers to meet.” ANCAP’s important work isn’t in dispute, even from some of its biggest critics, as you’ll read further on. “ANCAP has a role to play in actually enhancing the lives of Australians through road safety. That’s an incredibly important part of raising living standards,” says Tony Weber, Chief Executive of the Federal Chamber of Automotive Industries (FCAI). “You take a person who is not involved in a car accident, they don’t take a hospital bed from a sick person. We don’t get people who are [otherwise] being killed, or who are seriously injured. The productivity of the economy, the social benefit from that is enormous.” Carmakers, too, may have viewed ANCAP – and similar organisations around the world – as adversarial in the 1990s, when new standards proved difficult to meet. That’s not the case decades on, where the benefit has been proven, customers continue to place safety high on their list of priorities, and OEMs have been able to factor
“The ultimate goal is reducing the number of fatalities and serious injuries” CARL A HOORWEG, ANCAP CEO
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ANCAP protocols into long-term engineering and product development. Kia Australia’s general manager of product planning, Roland Rivero, says it’s customers who most value ANCAP. “For the average punter, safety in totality is a big consideration. Our research came back that it was number two in reasons for purchase,” Rivero tells Wheels. “We can all have our own opinion about ANCAP, but the customer voice, the market voice is probably the most important of the lot ... it’s the market that’s dictating the terms, and as OEMs our job is to sell cars to the greater market, so it’s their voice we’re listening to. It does bring an influential aspect to the purchasing decision.” It seems you, our readers, agree. Our online survey showed safety is a top priority, with 84 percent of you saying ANCAP ratings play a factor during purchase. Readers’ comments on ANCAP ratings included: “I think they’re great. It’s important to have something independent you can refer to” while others were tempered: “A good guide, but not the ‘be-all and endall’ of car criteria choices.” While it sells cars, it’s more about the societal benefits than sales targets for ANCAP. “The ultimate goal is reducing the number of fatalities and serious injuries,” Hoorweg says. “We’re still seeing significant numbers of people dying on our roads; in Australia last year it was 1125 – that is a lot of people, and then the serious injuries are many more times that. We have a large road network; we have a lot of people driving and I think that’s why ANCAP exists – to try and reduce those numbers.” Mitsubishi Motors Australia Limited (MMAL) – the subject of the latest controversy surrounding a zero-star rating – also speaks highly of ANCAP’s purpose. “We see ANCAP playing a valuable role and have full confidence in their testing ability and expertise,” says James Tol, MMAL’s national regulation and certification manager. “Safety is a priority for our customers, and it’s critical for Mitsubishi to ensure that we continue to provide the safest products and services that we can to Australian buyers … We share and support ANCAP’s vision that Australians should be in the safest vehicles possible.” How the organisation does that is the subject of debate...
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WHO ARE THE CRITICS? NEW VEHICLES ARE safer than ever, yet ANCAP has been the subject of criticism. Questions around ANCAP’s value have arisen from VW Australia, which has publicly stated that ANCAP isn’t needed for its models, as Euro NCAP covers its local line-up. Hyundai Australia chose to have its Sonata unrated due to the cost for a relatively small volume model, again raising questions on ANCAP’s importance. Wheels readers, too, commonly pushed for use of Euro NCAP and question the focus on driver assistance systems, such as AEB, which are mandatory to achieve five stars. “It allows less safe cars to boost ratings by throwing some cheap electronics into a car,” one Wheels respondent said. Some of the strongest criticism has come not from carmakers or the public, but from the FCAI. In March 2021, it published a scathing media release headed ‘Consistency Should Be ANCAP Priority’ in response to ANCAP’s zerostar result, the first in its history, for the Mitsubishi Express, effectively a badgeengineered Renault Trafic. “We have a lot of dialogue with ANCAP, but for ANCAP to waste three-
quarters-of-a-million dollars on testing when you knew beforehand what the outcome was; a vehicle that sells in relatively small volumes, a vehicle that’s already on the roads but badged by another brand; that’s not the best use of taxpayers’ money,” Weber said. Yet ANCAP is a non-commercial, nonregulatory organisation whose standards aren’t binding – they’re merely advisory. It’s not lacking funding or fighting for survival, and has no commercial benefit in ‘punishing’ brands or preferencing one over the another. Questions have been raised about the approach taken with the Express compared to models such as the Kia Stonic, which took the Kia Rio’s ANCAP rating as they share the same platform and regulatory certification. The difference here is that Kia applied within the two-year submission window ANCAP allows for manufacturers to share ratings of similar models, a time frame missed by Mitsubishi – which is a tad harsh, as the brand didn’t become part of the RenaultNissan alliance until late 2016. There’s also an issue around the language of models that ‘fail’ to make five stars: a five-star model is not
ANCAP is a non-regulatory organisation whose standards aren’t binding – they’re advisory
four stars, for instance. This approach impacts many fleet buyers, and comes despite tougher protocols and an increase in crash worthiness that may ultimately make the new model safer. In such cases, the ‘safer’ car doesn’t end up on our roads, in contradiction to ANCAP’s broader mission. Put to Hoorweg, her response points again to the maximum five-star ratings. “What we would encourage is that you buy a newer five-star rated car ... I think it’s pretty clear that fleets are demanding five-star rated vehicles, so again it comes back to the manufacturers’ decision commercially around what segment they target.” MMAL is supportive of ANCAP with which it says it has a positive relationship. While not commenting on the Express result specifically, it does openly challenge the organisation’s approach. “With the ever increasing complexity of ANCAP protocols, particularly in Advanced Driving Assistance Systems (ADAS), it is important to ensure consumers are better informed regarding both the occupant safety performance along with the vehicle’s ratings in those areas related to ADAS systems. Something that the single star rating does not do,” says MMAL’s James Tol. Tol’s comments may reference that the Express has, in fact, superior driver protection than the four-star rated Hyundai iLoad and five-star rated Ford Transit, for example, which is lost in the zero-star headline. “As such, consumers rely on the commentary around the rating in order to be correctly informed regarding both the occupant protection characteristics and the advanced safety performance of a vehicle,” he adds. Weber sees the rating as a ‘gotcha’ moment. However, Hoorweg defends the test as ANCAP fulfilling its role and says that taking the 2015 rating from Europe was not an option. “This is a fact that has been missed: the Renault Trafic that was rated in Europe was a people mover. We can’t assume that the people mover that was tested in Europe is the same thing and has the same crash performance as the van that came into Australia,” Hoorweg says. Timing was everything for the Trafic and Express. When a vehicle is tested is as important as the star rating, as testing regimes become ever more complex.
Safety call Do you know the ANCAP rating of your daily driver? Wheels readers were surveyed online and the majority of you – some 83 percent in fact – do know, and most of you also know when that rating was achieved, something critical to ANCAP’s date stamp approach. That’s consistent with 84 percent of you saying that ANCAP matters when looking at a new vehicle purchase, and 53 percent of you would avoid a new model not rated at five stars. That would eliminate popular models such as the Ford Mustang, Jeep Wrangler and Gladiator from shopping lists. It also eliminates some seriously popular models, too. Of the Top 10 best sellers in June 2021, only one – the four-star rated Kia Cerato – wasn’t a five-star car. Yet the date of the five-star ratings differed by a full decade: the newest rated model in the top 10 was the Isuzu D-Max, with a 2020 five-star result, while the oldest was the Toyota Prado, the month’s sixth-best seller, carrying a five-star rating from 2011. So which is safer: a Prado or a Cerato?
HOW IMPORTANT IS SAFETY IN YOUR NEXT NEW/USED CAR PURCHASE
4.2
average rating
WOULD YOU BUY A CAR THAT IS NOT RATED AT 5 STARS?
YES
DO YOU KNOW THE STAR RATING OF THE CAR YOU OWN/ DRIVE NOW?
YES
NO
NO
DO YOU KNOW WHEN THAT CAR ACHIEVED THAT RATING?
Over 5 years ago
3-5 years ago
1-2 years ago
This year
Not sure
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FEATURE / UNDERSTANDING ANCAP
STAR GAZING ANCAP’s star ratings are simple: the more, the better. Yet, for the average consumer, it isn’t that straightforward. A five-star model may sit alongside another five-star model tested years ago to different protocols, which means that not all five-star ratings are the same – there are often caveats to each rating. In 2014, ANCAP introduced datestamps to counter long-standing ratings for ageing vehicles that would fall well short of the latest testing protocols. “Consumers should look for the highest number of stars they can find with the most recent date-stamp,” Hoorweg explains. “The date-stamp is the indicator of how recent the rating is and to what standard that vehicle has been tested. The more recent the rating, the higher the standard.” Hoorweg says that the date-stamp and star rating go ‘hand in glove’. The priority, then, is to look at the newest model in your shortlist and take the highest star rating. The push for new vehicles is two-pronged: firstly, more advanced safety features filtering down vehicle segments, and the advancing age of Australia’s fleet. “Last year, almost 70 percent of fatalities on our roads occurred in vehicles that were 10 years old or older,” Hoorweg explains. “We have an average fleet age of just over 10 years [10.4], but the average age of a vehicle involved in a fatality is just over 13 years – there’s a very strong correlation between vehicle age and safety. Reducing the age of the fleet is a really significant way you can
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reduce fatalities and serious injuries.” Yet timing is everything: star ratings with date stamps still sit with older ratings, where ‘grandfathering’ enabled a car to carry its rating indefinitely. “This is one of the areas where we are going to be making changes,” Hoorweg admits. “At the moment, I think part of that confusion is coming because there are some old ratings still floating around that are still valid,” she says. That’s backed up by surveyed readers. The majority of you (82 percent) know the star rating of the vehicle you drive, and importantly, when it was achieved – a sore point for some. “ANCAP ratings are excellent, although the star rating when the test is done is misleading,” came one respondent, echoed with comments such as, “It’s difficult to compare old ratings with newer ones.” ANCAP knows this and is taking steps to remedy it. “The older ratings that don’t have an expiry at the moment, we’ve been working with the industry around how these will be retired in the future,” says Hoorweg. “What we will end up with is that all ratings will have a six-year validity, so then you’ll be able to see very clearly whether or not the rating is valid or expired.” Valid or otherwise, there’s still potential confusion on which is safer – a vehicle with a three-year-old five-star rating, or a four-star 2021 test rating? The Kia Picanto is one such nameplate
where the latest model, introduced in 2017, achieved a four-star result against the previous model’s five-star 2013 rating, despite superior crash performance and additional equipment including AEB. No one disagrees that the goalposts should move as safety improves, yet it does make misinterpretation by consumers rife. The Insurance Institute for Highway Safety (IIHS) in North America doesn’t use a star rating system, but requires vehicles to perform well in all its tests to earn a Top Safety Pick award. “That encourages manufacturers to make sure they cover everything,” David Aylor, Head of Active Safety Testing, says. “Even below the five-star level, some of the confusion in star ratings is how all of it is added up. Can you get a threestar without even having AEB, or get just a little bit of credit, which I think can sometimes be a little confusing for the customer.” It was simpler when there was only a single crash test to evaluate. Today, ANCAP has six main tests, which effectively destroy four cars and significantly damage a further two, delivering greater data collection. Translating results into star ratings will continue, says Hoorweg. “I liken it to Uber: you order an Uber; you have an expectation you’re going to be rating the Uber five stars at the end, right? If you give a four-star rating, it’s not quite what you expected it to be.”
FIVE STARS OR BUST BRANDS THAT HAVE five-star ratings range-wide include premium makes Mercedes, BMW, Audi, Volvo - yet there are several mainstream carmakers including Mazda and Toyota that have achieved this. In fact, vehicles that have less than five stars are rare, with only 12 percent (28 of 235) of vehicles tested since 2015 scoring lower. Yet the focus on five stars has brought criticism from multiple corners. The FCAI’s Tony Weber fears that the cost of achieving a five-star rating may price some buyers out of new vehicles in future and keep older, less safe models on our roads. “It’s not safety at all costs; that’s counterproductive,” he says. “If you tell the public that the ambition is five stars, but the cost of it is so high that people can’t afford to buy it, so therefore they keep their five-year-old five-star car, it’s counterproductive to safety.” Weber also calls for ANCAP to communicate that four-star cars still offer resounding levels of safety, for instance. That’s apparent with Wheels readers. A significant 53 percent of you would avoid a new model not rated at five stars when considering your next vehicle purchase. That eliminates models such as the Ford Mustang, Jeep Wrangler and Gladiator from shopping lists – as well as unrated models such as the Toyota Yaris GR, Hyundai Sonata and quintessential Porsche 911. In contrast, carmakers know the upcoming protocols, and it’s up to them how they equip their vehicles, says Hoorweg. “It’s a commercial decision for manufacturers which markets they’re going to target ... consumers expect, consistently, that their new car is going to be the safest vehicle that they can possibly get.” Safety sells, and automotive marketing and PRs know it. Yet Weber and the FCAI suggest the language around vehicles that don’t
The challenge for Hoorweg and ANCAP is distilling the complexities of increasingly advanced vehicles to the consumer achieve five stars – especially those rated at four stars – needs to change. “We address that by working as a society together, so bringing the road safety people and the car industry together to agree about what technologies need to go into make a fivestar car in the future, rather than having an approach that’s authoritarian and the regulator says, ‘If you can’t jump this bar then it’s not five star’,” he says, adding that the Euro NCAP language is far more supportive of OEMs and less combative than what he calls ANCAP’s ‘headline seeking’ approach. That’s something echoed, in part, by Mitsubishi. “Continuing to deride any vehicle that achieves a sub five-star result will begin to undermine ANCAP’s future relevance,” says Tol. “A very safe vehicle may not necessarily achieve a five-star rating in the future on the basis of ratings related to the provision of advanced systems. A five-star vehicle today may be a three- or four-star vehicle based on 2023 protocols. Such a vehicle will remain a very safe vehicle, and may be an affordable and safe choice for a consumer in 2023.” Hoorweg rejects the notion that ANCAP is ‘five stars or nothing’ and that its language is anti-OEM. Moreover, ANCAP is non-regulatory so, by definition, it cannot be authoritarian. “I don’t think that we attack vehicles. I think even when you look at the Mitsubishi Express language, I think that was quite tempered, it was quite factual,” she says candidly. “It’s about providing facts and information to people, not coloured judgements.”
WHAT DOES THE FUTURE HOLD? THERE’S NO ARGUMENT that safer roads and safer vehicles for the common good benefit society as a whole. ANCAP’s role is clear and distinct in plugging the gaps for models not sold in Europe – or where specification on those tested in Europe differs. Global harmonisation, ideal in theory, ignores local sensitivities such as crash types, journey distances and road conditions that serve up unique scenarios – think Holden’s kangaroo dummy in the 1990s or Chinese customer’s rear-seat preference. ANCAP plays a crucial role in keeping local issues in check, and although it sparks debate around how the message is communicated, there’s no argument against the benefits it brings to consumers. It has delivered improvements in technology, and manufacturers clearly see value in these – car makers rarely fit items that they think customers don’t want. ANCAP’s requirements have also seen carmakers reject models that may score poorly here. While advancing vehicle safety, the challenge for Hoorweg and ANCAP is distilling the complexities of increasingly advanced vehicles to the consumer. That’s the ultimate test.
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FIRST DRIVE / MERCEDES-BENZ C-CLASS
Benz builds a baby
S-Class MERC’S FIFTH-GENERATION C-CLASS PLACES A NEW-FOUND EMPHASIS ON TECHNOLOGY AND COMFORT, DRAWING MORE THAN A LITTLE INSPIRATION FROM THE COMPANY’S FLAGSHIP WORDS JOHN CARE Y
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FIRST DRIVE / MERCEDES-BENZ C-CLASS
ONSERVATISM. CONFORMITY. Continuity. C words, fittingly, best describe the exterior design of the new C-Class. But look deeper and the fifth-generation of Mercedes-Benz’s compact car reveals rearranged priorities. Internal combustion and exterior design are less important than they once were. Bytes and batteries are now more crucial to creating the character and appeal of the company’s most important car. For the past decade the C-Class has been the biggestselling model for the world’s oldest car maker, so this really is a momentous shift. From the outside the new C-Class has the blandly generic look Mercedes-Benz believes best suits its classic drivetrain layout; longitudinal engine up front, driving the rear wheels. It’s unmistakably a product from Stuttgart, and a member of the family that includes the larger E-Class and S-Class. For many customers this is perhaps enough, but it’s not a design strategy that aims to excite. The interior, on the other hand, is thrill-packed. It’s elegant and simple, audaciously blending tradition and tech. Especially the driver’s display and the portraitoriented central display, which are windows into the new C-Class’s digital soul. There’s a lot more than mere infotainment happening here. They are major channels of communication between machine and driver, enabling everything from car set-up to guidance and warnings from the car’s arsenal of advanced driver-assist systems. Compared to the previous W205, the new W206 C-Class includes advances on all digital fronts. The infotainment system is second-generation MBUX, so enabled for overthe-air updates (see sidebar, right.) Though there’s a lot of computerised complexity to keep the driver company inside the new C-Class, Mercedes-Benz’s triumph is in making it wonderfully user-friendly. The design of its screens and menu structures will contribute more to its showroom desirability than the new C-Class’s exterior style.
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Mercedes-Benz brought a variety of different, heavily optioned C-Class variants to its big Immendingen proving ground to meet the media – those able to travel to Germany, at least – for the first time. With diesels and wagons not presently included in plans for the Australian market, I focused on the petrol-burning sedans. The C200 and C300, mildly hybridised turbo fours, will arrive sometime in the fourth quarter of this year, probably November. They will be joined in 2022 by the C350e plug-in hybrid, which for European markets will instead be badged C300e. Of the three, it’s the plug-in that is, by quite a way, the most persuasive. And not simply because it’s the most powerful. It’s also more refined and sweeter to drive. With a flat-floored boot only slightly smaller than other C-Class sedans and folding rear-seat backrests to allow throughloading, there’s negligible downside to choosing it. This wasn’t the case with the previous plug-in C-Class sedan. The C350e is also a plug-in with a useful electric-only ability. Its official WLTP range is 89 to 110km, similar to the S-Class plug-in that’s recently gone on sale in Europe, and roughly triple the model it replaces. The C-Class plug-in uses the same motor and a very similar battery pack as its bigger brother. This means it has Mercedes-Benz’s fourth-generation plug-in technology. Its sizeable 25.4kWh battery pack contains 96 cells instead of the S-Class’s 104. While the C-Class and S-Class use the same electric motor, the slightly lower voltage of the C350e’s pack reduces output to 95kW instead of the S580e’s 110kW. That motor is situated between the C350e’s turbo 2.0-litre four and its transmission, the same nine-speed auto as in all other C-Class models. There’s a clutch to permit the internal-combustion to be shut down and decoupled, so the electric motor alone propels the car. Maximum power from the engine is 150kW, but the maximum system output isn’t this number plus the 95kW
3
things you need to
know
1. YOUR PORTRAIT
2. PHOTO FINISH
3. IT’S GOT THIS
Centre screen adopts the new design aesthetic and menu structure first seen in the latest S-Class. This also applies to the driver’s display, which offers a choice of three layouts and three modes.
Old-school materials like leather, wood and metal or, alternatively, new-school stuff like carbonfibre (pictured), provide familiar backgrounds for the luscious screens that are the focal points of the instrument panel.
Multiple upgrades to the car’s sensor-based driver-assist systems include active cruise control that’s now able to react to stationary vehicles ahead with AEB up to 100km/h instead of 60km/h.
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FIRST DRIVE / MERCEDES-BENZ C-CLASS
In EV mode, the C300e PHEV brings a calmness and refinement missing in the lesser, petrol-burning C-Class models
Rear-steer, simplified The big battery pack of the C350e means there’s no room for the rear-steer system optional in other variants. It’s simpler tech than in the big S-Class, which can turn the rear wheels through 10 degrees. This much swivel means adding flexible joints to the multi-link suspension. The C-Class instead turns only 2.5 degrees, which bushing compliance alone allows. Still, it’s very effective at boosting rear-end grip. Through a set of serious high-speed tests on a wet track at Immendingen, a rear-steer equipped C300 was impressively stable.
SPECS Model Mercedes-Benz C350e Engine 1999cc 4cyl, dohc, 16v, turbo Motor single, gearbox integrated Battery 25.4kWh lithium-ion Max power (combined) 230kW Max torque (combined) 550Nm Transmission 9-speed automatic Weight 1800kg (estimated) 0-100km/h 5.4sec (estimated) Economy 0.7 to 1.1L/100km (WLTP) Price $90,000 (estimated) On sale 2022
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of the electric motor. That’s because the engine and the electric motor produce their maximums at different points in the rev range. The actual system maximum is 230kW. The same is true for torque. The four maxes at 320Nm, the motor at 440Nm, but the system maximum is 550Nm. The start-up default driving mode for the C350e is E – for electric, not Eco as in other C-Class models – as long as there is charge in the battery pack. In E the C350e is silent, serene and surprisingly perky. The torque of the electric motor means it moves off from standstill in second gear, and the shifting of the nine-speed auto is so smooth that it’s hard to detect. Though top speed in this mode is capped at 140km/h, acceleration is more than enough for most situations. Snappily overtaking a slow-moving truck on a German backroad wasn’t a problem. Maximum performance is always available in E mode. The haptic accelerator pedal provides resistance to signal that pressing harder will fire up the engine. Once battery charge is exhausted, the C350e switches to Hybrid mode, which takes the place of Comfort in other C-Class models. It’s quite seamless in this mode, too, though the sound of the engine at work is annoying after the calmness of E mode. In all modes except for Sport, where the engine runs full-time, the C350e’s paddle shifters can be used to adjust the level of regenerative braking applied. The presence of that hefty battery pack above its rear axle means the C350e has better weight distribution than the C200 and C300; very close to the ideal 50:50, according to a MercedesBenz engineer. Both ride comfort and handling balance are improved as a result. It’s the model in which the new C-Class’s quicker steering is most appreciated. The C350e feels like a car that has had an awful lot of
engineer love, certainly more than the C200 and C300. The 150kW turbo 1.5-litre four of the C200 provides adequate performance, but sounds gravelly and gruff in the 2000 to 3000rpm section of its rev range. And this is where the wellcalibrated nine-speed ensures it spends a lot of time... The C300 provides a palpable step up in performance, and its 190kW turbo 2.0-litre four sounds better, but it’s still no match for the C350e. The efficiency enhancing 48-volt mild-hybrid technology of the C200 and C300 engines isn’t obtrusive. The system’s motor is an integrated starter generator sandwiched between engine and auto, a more sophisticated way to do it than the bolt-on beltdrive hardware chosen by some other brands. What the driver will notice is strong step-off acceleration and instant engine restarts from the Stop/Start system. As well as the quicker steering ratio, the other key change to the new C-Class platform is a compact rear multi-link suspension design that mimics the S-Class. On the optional-in-Europe adaptive suspensions of the cars at Immendingen, there’s a truly S-Class feel to the C-Class’s ride. There’s noticeably more space inside the new C-Class, especially in the rear seat. Longer, wider and a little lower than the car it replaces, it also rolls on a wheelbase extended by 25mm. Most of this increase is invested in rear-seat leg room. Australian pricing for the new C-Class hasn’t been announced, but it’s expected they will rise to reflect enriched standard equipment levels. This means the least costly variant, the C200, is sure to be around the $70,000 mark and the C300 will edge upwards towards $80,000. Neither is as impressive or attractive as the C350e plug-in, the C-Class that best reflects Mercedes-Benz’s new electroncentric order.
The C350e plug-in is the model that best reflects Mercedes-Benz’s new electron-centric order
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Put up your
Juke COMPARO / JUKE v YARIS CROSS
THE HYBRID YARIS CROSS THROWS DOWN THE CHALLENGE TO NISSAN’S SEGMENT-PIONEERING CROSSOVER: LET’S TAKE THIS OUTSIDE W O R D S D A NIE L G A R D NE R P H O T O S E L L E N D E WA R
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COMPARO / JUKE v YARIS CROSS
LLOW me to start this comparison with an admission. Despite having driven many compact SUVs, I’ve never really warmed to any, regardless of the make or model. Clearly, nationwide sales suggest I’m a minority, as the small SUV segments accounted for 17.5 percent of all new vehicles sold in Australia to the end of May this year. But I feel that’s like arguing not eating fast food at least once a day is wrong simply because a lot of Australians do exactly that. I’m not suggesting that the now-departed Holden Trax will fur your arteries like a triple cheeseburger, but it was one of the most fundamentally frustrating cars I’ve ever driven. Nor am I implying that the Haval H2 isn’t perfectly capable as a means of transport; it just lacks the zest and depth of engineering that most car lovers look for. However, the cars you see here are box-fresh, kit-packed and carrying the colours of two of Australia’s favourite brands. And, most surprisingly, one has started thawing my cold heart. Which one? Read on. In the blue corner is the tiniest SUV from Toyota positioned in the Japanese family below the also-quitesmall C-HR, taking the platform of the Yaris compact hatchback. The Yaris Cross arrived to the already busy local market late last year and received a warm reception – it’s currently the nation’s second-favourite light SUV. The same cannot be said for its opponent here. When the Nissan Juke first landed locally in 2013, it failed to muster the attention its maker had forecast and, even though it wears a more long-standing model name, this new
model is outsold by the Yaris Cross about three times over. The version we have here is the second-generation Juke which rolled into showrooms just over a year ago and the all-new model has grown up – literally. Measuring 4210mm long, the 2020 Juke is a full 75mm longer than its predecessor, while the width and height have swollen about 30mm each and that addresses one of the original Juke’s most frequent criticisms – space. Hop aboard the Nissan and there’s demonstrably more room in the second row with air between the knees of a 188cm human and the driver’s seat-back, along with a similar amount of clearance above the head. There’s another noteworthy increase to boot volume, too, with a respectable 422 litres (up from 345 litres) and options to split the rear seats 60/40 for a maximum of 1305 litres with the second row fully folded. The Toyota can’t offer quite as generous accommodation with a more claustrophobic second row and a boot that will only swallow 390 litres of stuff. Provision of a space-saver spare wheel can only liberate a certain amount of space for a very good reason that we’ll come to shortly. In the front row, both cars score very well, however, with polar-opposite interpretations of what a compact cabin should look like. In this top-spec Juke Ti, Nissan has gone all-out highimpact with a radical orange and black design that initially shocks but starts to grow on you once your pupils have adjusted. Ostentatious sports seats are supportive and comfortable and match tastefully with the black roof lining for a sporty and enticing ambience. The equally sporty steering wheel is ergonomically sound even if it doesn’t
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Right: both have funky cabins... Yet, Dan doesn’t look too impressed
Below: when specced with the hybrid powertrain, Yaris Cross has perfect pep for urban athleticism
IN GEAR
Let it B known UNDERSTANDING THE CURIOUS E-CVT OF THE YARIS Behind the more conventional positions of PRND in the Toyota’s gear selector sits a fifth option, labelled B. It’s a ‘gear’ common to hybrid Toyotas and switches the transmission into a lower ratio which, in turn, holds the engine revs higher. Since the Yaris Cross has a continuously variable transmission (CVT) the lower gear is in effect simulated but has the same effect – enhanced engine braking and boosted charging of the hybrid battery.
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Nissan Juke 1. NICE PACKAGE
COMPARO / JUKE v YARIS CROSS
Current Juke is in a different league to its predecessor in all the areas that matter: there’s way more rear-seat and luggage space, much higher sense of perceived quality, and in this Ti spec, generous kit.
2. EIGHT IS ENOUGH Multimedia display is an 8.0-inch unit featuring Apple CarPlay/Android Auto, DAB+ radio, sat-nav, and voice recognition for basic functions.
3. ALL BASS COVERED Bose sound system includes speakers wired into the front headrests for a more immersive listening experience; orange ambient lighting brings the ‘vodka bar’ vibe at night.
CABIN FEVER
Toyota y Yaris Cross 1. EASY DOES IT Great packaging and overall ease of operation are highlights. Steering wheel controls are organised logically; include a switch for lane-keeping assist.
2. EYES AHEAD Gauge cluster is a retrolooking dual-LCD arrangement, with two circular binnacles flanking a centre screen. Its funkiness doesn’t interfere with legibility.
3. STORE BOUGHT Wide door bins will fit a onelitre water bottle, and a pair of cupholders are located behind the automatic shifter. A shallow cubby located in the centre console lacks a lid, but does house a USB for your phone.
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quite establish a connection to the company’s GT-R and 370Z performance heroes. Like the Juke, the Yaris Cross offers a big-car-like driving position with long-leg accommodation and excellent seat adjustment. However, the weird unintuitive electric switches bare little correlation to the part of the seat they actually control, which is frustrating. Its interior is far less flamboyant than the citrus assault in the Nissan but it still manages to be different to varying degrees of success. There’s a strange but softly tactile material for the door trims, but the dark brown faux leather and the seats’ fabric sections that look like the static of an un-tuned TV won’t be to everyone’s taste. Beyond the questionable but subjective décor choices, the Yaris Cross’s interior is functional, well laid out and generously equipped. Aside from a slightly cheap-looking central touchscreen, there’s classy kit everywhere including a vibrant full-colour head-up display, heated seats and a fully digital instrument cluster. The latter is simple and easy to read but it lacks a proper tachometer and the layout might be just a little too unorthodox for some pilot’s tastes. The Juke opts for a less divisive blend of traditional and new with a large central digital information display, flanked by a pair of mechanical dials, while its central touchscreen feels newer and is bigger at 8.0 inches. If you’re after a high degree of safety both cars will serve you well with excellent driver assistance and manoeuvring features, although the Toyota’s 360-degree camera is an impressive point of difference. But all this kit comes at a cost and, while both cars compete in a segment often regarded as attractive for pricing, neither is cheap. Little SUVs like these two may entice you into showrooms with ranges that start between $27,000 and $28,000, but this pair
of line-up heroes cost almost 10 grand more. With that kind of cash to splash, there are a lot of larger options on offer. In the Toyota catalogue you could choose from a mid-range C-HR or the entry RAV4, while Nissan will sell you a high-end Qashqai or mid-range X-Trail. One would assume therefore that the size of this diminutive pair is what appeals along with the generous level of equipment. And if that assumption is correct then it’s also fair to assume these cars will be mostly used where there is less space, the speeds are lower and fuel economy is of greater concern – metropolis. Until this point, the Yaris Cross and Juke have been on a fairly level pegging but a stark tangent in their personalities becomes apparent when it comes to the onroad driving experience. Peer under their bonnets and you’ll find three-cylinder petrol engines, but that’s definitely where the similarity ends. Powering the Juke is a 1.0-litre with a turbo, while the Yaris Cross has 1.5 litres at its disposal and a hybrid system for a boost in place of a turbo. For those still wondering, it’s the battery that robs some of the boot space. Power production is almost identical with 85kW for the Toyota and 84kW for the Nissan, however, it’s a different story when it comes to torque, at least on paper. The Juke makes 180Nm which thumps the Yaris Cross’s official 120Nm output, although that figure only refers to the petrol engine. Toyota doesn’t publish combined torque ratings for some hybrid models. So in practise the upshot is there isn’t a noticeable gulf between these two on the road. While the turbo unit in the Nissan will indeed eventually produce the full figure, it takes time. There’s an initial lag – the compound effect of the turbo and seven-speed dualclutch automatic transmission getting their act together –
There’s lag as the Juke’s turbo engine and dual-clutch transmission get their act together
Juke Ti generates handy grip from its 19-inch rubber, even if it does bring the predictable compromise on rough roads
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COMPARO / JUKE v YARIS CROSS
and the full performance isn’t immediately available. When trying to negotiate city traffic with urgency, the delayed response can be frustrating and sometimes even feels like an example of the (thankfully now rare) automated manual gearbox. No one wants a return to those days. It’s no better when trying to switch between forward and reverse as you might when negotiating a tight three-point turn, for example. The transmission will even allow the car to roll while it’s working out which gear to engage. Conversely, it couldn’t be more different in the Toyota. Its hybrid electric effect is not subtle and constitutes a large part of the useful performance at low speeds and perfectly paired to an eager CVT. It’s surprising just how long the car can be propelled on electric-only before the engine cuts in, even without having to flick the EV Mode switch. More impressive, though, is the speed at which the transmission responds to the selector. Making tight manoeuvres or parking in a hurry actually puts a smile on my face such is the eagerness of the Toyota to oblige instructions. It’s a simple pleasure. Out of town, the Juke’s heartier torque makes more sense and, while not exactly fast, it feels as though it’s trying. Overtaking – once the gearbox has chosen a gear – is marginally more gutsy and its chassis tune is similarly sporty. It changes direction obediently and there’s bags of grip from the Goodyear Eagle F1 rubber that’s fitted to whopping 19-inch alloy wheels for an impressive look – even if they do dwarf the tiny disc brakes inside. There’s a
Right: Juke takes a more conventional approach to instrument design; loses nothing for it
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confidence and stability to the Juke’s ride that is unusual in small SUVs that ride high and on a small footprint. And its occasionally confused DCT makes more sense away from the traffic with decisive cog-swaps. During faster driving, the Yaris Cross takes on a slightly unsettled nature more typical to the segment. Its softer and more comfortable ride takes less kindly to enthusiastic driving with an occasional shudder transmitted through the body but its steering strikes a good balance of light weight and feel. It’s still confident and the drivetrain more aloof, but its hybrid advantages are less prevalent when cruising. Sitting patiently in the showroom, this pair may appear to be similar offerings but it doesn’t take a long town-andcountry blast to establish their differing personalities. There was a time when I firmly believed the only little SUV that could win my heart was the one that delivered performance to match a Porsche 911 paired with looks to rival Meghan Markle, but I’m happy it’s something infinitely more humble that turned the tide. The range-topping Juke is bursting with kit, looks sharper than ever, and it’s doubtless the happiest out of town of this duo, but compact SUVs are not typically mile-munching GTs that regularly cross state borders or carve B-roads. Instead, it’s the Toyota that prevails in the more natural habitat of metropolitan labyrinths. Its excellent low-speed nature, expressionless but likeable looks and extensive useful features all combine to deliver a convincing package capable of winning over even the most dubious critic.
SPECS
No.
1 2 No.
HYBRID TOYOTA YARIS CROSS HY YBRID
NISSAN NIS SSAN JUKE Ti
$34,990
$36,440 $3 36,440
Drivetrain Engine Layout Capacity Power Torque Gearbox
3cyl, dohc, 12v + single-motor hybrid front-engine (east-west), front drive 1490cc 85kW @ 5500rpm 120Nm @ 3800rpm CVT
3cyl, dohc, 12v, turbo front engine (east-west) front-drive 999cc 84kW @ 5250rpm 180Nm @ 2400rpm 7-speed dual-clutch
Chassis Body L/W/H/W–B Track (F/R) Weight Boot Fuel/tank Economy Suspension
steel, 5 doors, 5 seats 4180/1765/1590/2560 1515/1510mm 1235kg 390L petrol/36 litres 3.8L/100km (ADR)
steel, 5 doors, 5 seats 4210/1800/1595/2636mm 1561/1555mm 1251kg 422L petrol/46 litres 5.8L/100km (ADR)
Front: struts, A-arms, anti-roll bar. Rear: torsion beam, coil springs, anti-roll bars
Front: struts, A-arms, anti-roll bar. Rear: torsion beam, coil springs, anti-roll bar
Steering Front brakes Rear brakes Tyres Tyre size
electrically assisted rack-and-pinion 283mm ventilated discs 265mm solid discs Goodyear Eagle F1 215/50 R18 (f/r)
electrically assisted rack-and-pinion 297mm ventilated discs 292mm solid discs Dunlop Enasave Eco 300 225/45 R19 (f/r)
Safety ANCAP rating Five stars
Five stars
Performance 0-100km/h 11.4 (claimed) Verdict 7.5/10
10.7sec (claimed)
7.0/10
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‘Lewis is
PROFILE / JAMES ALLISON
haunted
by the need to succeed’ MERCEDES HAS DOMINATED F1 WITH VIRTUOSO TEAMWORK, DUE IN NO SMALL PART TO TECHNICAL GENIUS JAMES ALLISON. BUT JUST AS HE PREPARES TO STEP ASIDE, THE MOMENTUM IS SWINGING TOWARDS RED BULL... WORDS TOM CL ARKSON
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S
PROFILE / JAMES ALLISON
TATISTICS don’t lie. At least they don’t in Formula 1. Take away the hot air and bluster and you’re left with raw stats. They are the mechanism by which success is measured in this sport, and they don’t come much more impressive than those generated by Mercedes-AMG. The team has won seven consecutive driver and constructor titles since 2014. It’s been the greatest unbroken run of domination in the sport’s history; even greater than the strangleholds of McLaren, Williams and Ferrari in the ’80s, ’90s and ’00s. For those who haven’t been following closely, the titles have been no fluke. Merc has taken 105 victories since the start of ’14, which is more than 50 percent of the races. Ferrari has been Mercedes’ closest challenger in the hybrid era, and it has won just 20 races. Lewis Hamilton has knocked up six titles in that time. His speed and consistency have toppled all before him, except the anomaly of 2014 when Nico Rosberg clinched the title at the final race. But Lewis has continued to raise the bar every year. And so has Mercedes. It has improved its cars at a similar rate to its rivals, despite being closer to the edge of the performance envelope. And this on a level-ish playing field: Merc’s budget has been in the same ballpark as those of Ferrari and Red Bull; its factories a similar size. Mercedes certainly doesn’t have bespoke tyres or its own track on which to test ad nauseum – as was the case when Ferrari won everything in the 2000s. Yet still Mercedes has dominated. That’s how good it has been. Things are undoubtedly closer this year and the Red Bull threat is real and Max Verstappen isn’t intimidated by anyone. Some of his moves on Hamilton have been ruthless, and have given Lewis plenty to think about. And Mercedes has taken the decision not to develop this year’s car in any meaningful way, in order to focus on next year’s fresh-start rule changes. But Merc remains modest, if a little rattled. There’s no prefight trash talk, or incendiary quotes akin to Ron Dennis telling journalists in 1988 that “McLaren make history, you just write about it”. The guys at Merc, particularly the engineers, get on with the job with minimal fuss. “There are no egos in this team,” says Mercedes technical director James Allison. “There is an inherent love of what we do and the working culture is, generally speaking, very open and trusting. We don’t silo things up; we’re not scared of our own shadow. We work as a team and try to produce the best possible racing car, and do the rest of our talking on the track.” Allison is a mighty engineer whose communication skills are the envy of the pitlane, and he could yet prove pivotal in the title fight. He’s a technical genius, and he’s led the team’s war effort since 2017. And now, in Merc’s hour of need, he’s taking a back seat. By the time the F1 circus gets to Silverstone for the British Grand Prix, he’ll no longer be on the front line; he’ll have assumed his new role of chief technical officer, where his focus will be Mercedes Applied Sciences, the commercial arm of the business. In four and a bit years, James’s cars – he’ll hate that description, always being keen to emphasise the team – have won 54 races and four world-title doubles. He’s also overseen a huge investment in the team’s infrastructure at its Brackley base, ahead of the implementation of this year’s $145m cost cap, and he’s revamped the reporting structure within the team. His shoes are big ones to fill. Mercedes is quick to tell you about its strength in depth, and
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Below: Lewis reminds the team about that time he offered Max a lift back to the hotel but kept crawling forward every time Verstappen tried for the door handle
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PROFILE / JAMES ALLISON
The 2021 Azerbaijan GP was a bust for Merc, with its drivers finishing out of the points in P12 and P15
F1 team principal Toto Wolff (back to camera) has described James Allison’s move to a new Mercedes role as “a logical step to make him my technical twin brother”
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James’s replacement technical director, Mike Elliott, does indeed have a great track record. But James is more than a great engineer. He’s a leader. And the two rarely go together. One of the greatest influences on him was Ross Brawn, when Ross was his boss at Ferrari in the 2000s, and James has transferred much of Ross’s calm work ethic into his own management style. “When you become an engineering leader, you step away from being an engineering doer,” he says. “To get the best out of the people around you, you need to be adept at some of the softer skills, like communication. I think one of my biggest strengths is communication and having people follow a direction that we as a team have chosen to follow.” That quality will be hugely difficult for the team to replace. But comms is not the only way in which James is different to other F1 engineers. He’ll tell you that he doesn’t even like cars. His first was a Volvo 244, which he called Trusty Rusty, and he covered it in sponsors’ stickers to hold the bodywork together. Ask him to name the best thing he’s ever done in a car and he’ll tell you it was getting from
enjoyed the most. “Last year, 2020, was amazing,” he says. “We produced one of the all-time great cars and the season was pretty immaculate. But there are not too many parts of last year that are deeply memorable because an easy win doesn’t linger in the mind like one that is fought for tooth and claw. Winning from a position of underdog, as we did in Bahrain this year, is a brilliant experience and lives in the memory much longer.” He could have said the same about the wins in Portugal and Spain as well, so close is the competition, and there’s no doubt that the team has had to rely heavily on Lewis Hamilton’s brilliance to extract those wins. This year the gap between him and team-mate Valtteri Bottas is the biggest it’s been in their five years driving together. James is a huge fan of the seven-time champ. “I’ve been pleasantly surprised by Lewis,” he says. ‘I was expecting someone with a more overpowering ego than the one I found. Undoubtedly he is very naturally gifted. He’s got better sensors in his butt, his hands and his eyes than most people, and he persuades the car to go fast without abusing it.
James Allison is more than a great engineer. He’s a leader. And the two rarely go together Duxford in Cambridgeshire to Oxford with an alternator that broke 10 minutes into the journey. He had to drive the entire journey by moonlight, without headlights. James’s first passion is aeroplanes. He grew up wanting to be a fighter pilot, like his father, who flew Phantoms and Tornados, and he was sponsored through university by Dunlop Aviation. But he’s colour-blind, which forced him to look elsewhere and led to more than 30 years in F1. That experience will now be lost to the team, at least on a day-to-day basis: “This change has been a long time coming,” he says. “I decided to step down in 2019, so it’s been planned for, and Mike [Elliott] is a hugely capable engineer. “Knowing the right time to step away is important. I would much rather that was done when I was still useful, rather than becoming an embarrassment, and that time is now. A huge part of me is screaming, ‘What are you doing?!’ But I’m convinced this is definitely the right thing. The right thing for me personally and the right thing for the team.” He struggles to pick a highlight of his time with the team, beyond saying that he feels blessed to have worked with such a tremendous group of people. He joined Mercedes only a few months after the death of his wife Rebecca, yet he found his experiences in Brackley to be the most enjoyable of his professional life. That says a lot about the workforce there. As for the wins, it’s the unexpected ones that he’s
But his gifts aren’t only physical, they are his personality too. “I bet he cares more about winning than any other person on the grid – still. I know that will probably be insulting for a bunch of very extreme and driven folk, for whom this matters a lot, but I think Lewis is just more driven – more haunted – by the need to succeed than any of the others I’ve worked with, who have been multiple world champions. “The effort he puts in, and the extent to which he beats himself up if he makes the smallest of errors, and the way in which his success defines who he is, is more extreme than anyone else I’ve met at a racetrack.” ‘Haunted’ is such a powerful description of someone’s desire, isn’t it? It says a lot about Lewis. James has worked with champions Schumacher, Alonso, Räikkönen and Vettel, so his observation is born out of genuine knowledge of the sport’s biggest stars. With him taking a back seat, be in no doubt that Mercedes will be weaker for the change. All the while his counterpart and rival at Red Bull, Adrian Newey, will be working harder than ever. If Mercedes is to win the title this year and add to those impressive stats, it’ll be its most impressive world title to date. It will need to be flawless, which is something it wasn’t in Monaco or Azerbaijan, and the gap to Red Bull in Austria only appears to be getting bigger. You can’t help wonder if the pendulum has just swung from silver to blue.
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WARNING
FEATURE / GR YARIS RALLYE GOES BUSH
WHEELS HARDCORE UNSEALED SECTION
WHAT BETTER TEST FOR TOYOTA’S RALLY HOMOLOGATION SPECIAL THAN ON THE DIRT ROADS USED FOR THE RALLY OF MELBOURNE? AND WHO BETTER TO TALK US THROUGH IT THAN AUSSIE RALLY LEGEND NEAL BATES? W O R D S S C O T T N E W M A N P H O T O S A L A S TA I R B R O O K
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FEATURE / GR YARIS RALLYE GOES BUSH
Below: Newman does a quick check to make sure no-one has slipped in a restrictor plate. Nope, all 200kW present...
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Left: who said all those stuffy old blokes in the Roads Naming Department don’t have a sense of humour?
EAL BATES has rallied all over the world, so which event do you think is his favourite? Maybe New Zealand’s smooth, conveniently cambered thoroughfares through lush green hills? Or perhaps the challenge of Indonesia’s sweaty, slimy, claycovered palm plantation roads? Nope, the answer is Rally of Melbourne. We’ll let the four-time Australian champion and motorsport hall of famer explain why: “I think the stages, but more than anything, the surface. It always had good grip and [was] also incredibly smooth. But you look at the stages, there’s room to enjoy what rallying is all about: throwing the car into a corner, getting on the power and driving through the corner sideways. The stages really suited that style of driving and it was an absolute sprint rally; drive as fast as you can.” Such a glowing endorsement requires closer investigation. Old rally maps reveal the roads that Bates animatedly describes lie just an hour or so east of Melbourne’s CBD, surrounding the towns of Yarra Glen, Healesville and Marysville. Our chariot of choice couldn’t be more obvious: the Toyota GR Yaris Rallye. It is, after all, the spiritual successor of the turbocharged, all-wheel-drive weapons that helped Bates and his long-time co-driver Coral Taylor (mother of champion driver Molly) fill their trophy cabinets. Here at Wheels we’ve heaped plenty of praise on the GR Yaris thanks to its stonking 200kW/370Nm 1.6-litre turbo three-cylinder engine, lithe 1280kg kerb weight, snappy six-speed manual and terrific brakes. Well, the Rallye is better in almost every respect. It is, understandably, more expensive. At $54,500 before on-roads, it commands a $5000 premium over the base car but justifies it with lighter forged BBS alloy wheels wrapped in Michelin Pilot Sport 4 S tyres, stiffer suspension bits and a pair of Torsen limited-slip differentials. Think of it as the STi to the base GR’s WRX. The modifications are the final piece of the GR Yaris puzzle, but can the Rallye fulfil its promise as a true homologation special on the forest roads that made the likes of Bates, Peter ‘Possum’ Bourne, Ed Ordynski and Simon Evans legends of Australian rallying? Trekking through Melbourne’s eastern suburbs to meet photographer Alastair Brook at our start point of Yarra Glen, the good news is the Rallye is no less liveable than the standard car; there’s no ride penalty and while it would be nice if the seat was mounted a bit lower, you become accustomed to the elevated perch quite quickly. Rally Melbourne often based itself out of the Yarra Glen Showgrounds but crews didn’t have to travel far for their first taste of action. Just up a couple of kilometres directly north of Yarra Glen, Steels Creek Road morphs into Mt Slide Road. Yes, the first stage of Rally Melbourne was called Mt Slide. Not only was it named by a rally enthusiast, it was clearly designed by one, too. It’s only short, just seven kays to the point where it joins the main road, but the fact that the actual distance is less than half that as the crow flies should give you some idea of its sinuous nature. “Mt Slide was just a magnificent uphill stage where you could throw it around and back it in,” says Bates. Obviously, the need to account for oncoming traffic and road regulations limits the extent of our throwing but Mt Slide is still a pleasure to drive. As Bates suggests the surface is smooth and hard packed. The corners are plentiful, a lot of them heavily cambered hairpins of various radii. Straight sections are few and far between, though in-car footage suggests that doesn’t stop rally aces from hitting fifth gear in these sections. No thanks. Having rejoined the black stuff our next stop is just 10km up the Melba Hwy. Great roads are often tucked away out of sight but the epic Marginal Road takes this to a new level. At 100km/h on the main highway the entrance is literally a blink and you’ll miss
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FEATURE / GR YARIS RALLYE GOES BUSH
Old-school handbrake proves just how serious Toyota was about creating an authentic rally machine
it affair; a small gap in the forest, obscured from sight by trees on approach, is the gateway to this absurd 20km-plus stretch of gravel road. A sign welcomes us to Toolangi State Forest and a makeshift carpark for trail-bike riders is a welcome reminder that others also enjoy being in the middle of nowhere. Marginal Road’s length meant it was usually, though not always, split up into two or more stages, but we’re driving it in its entirety. It begins in a similar manner to Mt Slide; a little rougher, slipperier and narrower, but a constant procession of tight turns that continue climbing, climbing, climbing up the side of the hill. The thick green forest thins as we ascend thanks to recent bushfires leaving the trees blackened and the banks bare. Grip remains strong but random shiny patches frequently undermine any confidence. Recent heavy rain has allowed water to gather in potholes and on the inside of corners but the Yaris is unperturbed, the Michelins scrabbling as they try to deploy 370Nm to the loose surface on corner exit. It’s here the Rallye’s limited-slip diffs prove their worth. Where the standard car’s open diffs would spin an unloaded front wheel and drag the nose wide, the Rallye distributes its power evenly across its axles with greater predictability. Toyota’s WRC drivers were brought in to help develop this aspect of the GR Yaris’s handling: “They have huge experience with differentials – it’s their main tuning tool,” Toyota’s European master driver Vic Herman told Wheels at the car’s international launch. As the road crests the hill it flattens and becomes ultra fast. Sections like this are where rally drivers prove they’re different from mere mortals. The track kinks this way and that, running the gauntlet between banks that reach right to the road’s edge. In terms of outright speed the Rallye would give little away to front-running rally cars; for years inlet restrictors, usually between 32-34mm, have limited horsepower to around the 300 mark (224kW) so acceleration out of corners is roughly similar, especially as the GR Yaris’s standard gearing is very short.
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Where the road-going Toyota hot hatch misses out is in terms of grip, particularly under braking. The GR Yaris has monster brakes for a car its size, with 356mm discs at the front and fourpiston calipers. These are bigger than you’ll find on any rally car, their rotor size restricted by the need to use 15-inch rims, but brakes are only as effective as the tyres they’re attempting to slow and on gravel anything more than light pressure triggers the ABS as the road-biased Michelins struggle for purchase. This is especially the case on the fresh blue-metal surface that appears as Marginal Road descends. It would be a terrifying surface to try and drive quickly on, as even at our reduced speeds the road beneath the wheels is constantly shifting, extending every braking distance and delaying every steering input. That said, the blue rocks are probably preferable to the wet clay that lies beneath, which experience suggests has all the adhesive qualities of a bar of soap in the bath. The road is also heavily crowned, to the extent that the underbody occasionally scuffs the ground. Despite the road name remaining the same its nature continues to evolve. The surface improves once more but a couple of huge water splashes (checked for depth prior, of course) bring out my inner five-year old, Alastair requesting multiple runs to capture the rays of sunlight that are penetrating the trees and forming dancing patterns on the sheets of displaced water. Playing rally driver is fun! An epiphany is also slowly forming. According to the VicRoads website, any rural road with no posted limit defaults to 100km/h, but triple figures are unachievable on the vast majority of these roads. Typically we’re doing little more than 60-70km/h but there’s always something to react to thanks to the highly varied road surface. You’ve no doubt read reviews of cars like the Mazda MX-5 or Toyota 86 that praise their refreshing lack of grip, allowing the car to feel more involving at sensible speeds. Well, it turns out there’s another way – if you can’t reduce the car’s level of grip, reduce that of the road it’s driving on.
MUD STICKS
Hunting Possum NEAL BATES ON ONE UNFORGETTABLE VICTORY Over the years Neal Bates drove a wide variety of rally cars at Rally of Melbourne, despite being completely loyal to the Toyota brand – production-based Celica GT-Fours, screaming, naturally aspirated Corolla S2000, homegrown Corolla GT-Four – but picking a favourite is easy: “My favourite car to drive, it would be crazy not to be, was the [Corolla] World Rally Car. The two favourite stages would be Mt Slide and Acheron Way, just from the pure enjoyment of it. Acheron Way is incredibly flowing but a little bit technical.” And his best memory of the Rally of Melbourne ? “The first time Possum [Bourne] ever ran in 1993 , which was the first rally I did with Coral [Taylor]” says Bates. “We had our ST185 [Celica GTFour) that we’d built ourselves, while Possum came with the Prodrivebuilt [Subaru] Legacy, and we actually beat him. I remember driving through the service area and everyone was standing out on the road clapping. Everyone drove incredibly hard because of the nature of the roads: the grip level, the width of the road; it was on-the-edge, flat-out sprint rallying which is what I love.”
The surface improves once more but a couple of huge water splashes bring out my inner five-year old @wheelsaustralia
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FEATURE / GR YARIS RALLYE GOES BUSH
SPECS MODEL Toyota GR Yaris Rallye allows, anyway – with stages like this Even at these slower speeds there ENGINE 1618cc 3cyl, dohc, 12v, turbo it’s easy to see why Bates, among others, are traps for the unwary. For over a POWER 200kW @ 6500rpm loved Rally of Melbourne. It’s like a kilometre the road ducks and dives over TORQUE 370Nm @ 3000-4600rpm TRANSMISSION 6-speed manual gravel grand prix. enormous mounds of earth like a treeL/W/H/W-B 3995/1805/1455mm/2560mm It’s a slightly sad state of affairs that lined rollercoaster before entering a WEIGHT 1280kg 0-100KM/H 5.2sec (claimed) 15–20-year-old Subarus and Mitsubishis crossroads. The raised intersection looks FUEL CONSUMPTION 7.6L/100km (ADR) still dominate state and even national innocuous enough but lifts the Yaris PRICE $54,500 rallies, as it’s a sign that no suitable clear off the ground, simultaneously production-based vehicle has appeared in the interim to become stopping my heart. To be honest it was a pathetic amount of the rally weapon of choice. The GR Yaris Rallye may very well air, the wheels barely leaving terra firma, but at competition be that car; it just feels so comfortable in these surroundings. speed any crew that didn’t have at least a ‘caution’ in their My mind is whirring, figuring out how much (sadly theoretical) pace notes may find themselves unexpected occupants of the money would be required to turn Toyota’s hot hatch into a international space station. competitive rally car. In the grand scheme of things, not much: From here there are two route options: continue forward safety equipment, some underbody protection and a set of tyres and join Murrindindi Rd, a wide, flat expanse that’s so smooth it would leave you with a very capable machine, judging by the would put many tarmac highways to shame, or turn hard grip and poise it has on these gnarly forest roads. right into the ominously titled Mt Despair Rd. We choose the Be careful, though. Like a siren luring a weak-willed sailor, latter, two grippy wheel tracks showing the way through the Paradise Plains is ready to ensnare any driver who drops otherwise treacherously slippery deep gravel, hungry tree their guard, with random patches of deep slush making stumps situated on the apex of each corner ready to eat the the steering go light as all grip disappears. These patches inside wheels of the inaccurate. The road is constantly changing become more frequent as a dusting of snow begins to cover but like Bates said, the one constant is the hard-packed surface. the landscape like liberally applied icing sugar. Victoria’s Aside from the odd large rock there’s nothing to trouble the infamously capricious weather was often a feature of Rally Rallye, even on its low-profile Michelins. of Melbourne: “We did it one year when it was quite heavy Having exited the forest, in a real rally we’d return to snow,” remembers Bates, “other years were incredibly dusty. lunchtime service to change tyres and effect any repairs but There was a variation, but even when it was wet it still today the only thing needing fuel is Alastair and I. Between us provided incredibly good grip.” and our next stage is Myers Creek Road and the Black Spur, The roads, then, are an ever-changing challenge, but what of driving destinations in their own right but today relegated to the Toyota GR Yaris Rallye? Is it a worthy successor to Toyota’s mere transport. Nevertheless, it’s refreshing to have (relatively) turbo titans that came before it, a true homologation special? consistent grip under the Toyota’s tyres for the first time today Absolutely. The proof comes in the fact that I’ve now spent quite and the Rallye proves agile, grippy and very, very quick on these a lot of time in both the base GR Yaris and this Rallye version on narrow, slippery back roads. road and track and at no point have I enjoyed it more than I have Just prior to entering Marysville we once again veer into the today. It feels perfectly at home being punted through a forest, forest and immediately hit Paradise Plains Road. Wide, fast and and for a car called Rallye, there’s really no higher praise. open with clear lines of sight – for as far as the encroaching fog
Left: lighter 18-inch BBS forged alloys are part of Rallye spec, but it’s the diffs that make the diff-erence
Author Newman momentarily forgets how to spell his own surname
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DROP IN
A dirty weekend GO ON, GET GRUBBY MARYSVILLE
YARRA GLEN E HEALESVILLE
Like a siren luring a weak-willed sailor, Paradise Plains is ready to ensnare any driver who drops their guard @wheelsaustralia
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THE AUDI
FEATURE / AUDI Q4 E-TRON
YOU’LL DAYDREAM ABOUT THE E-TRON GT, BUT AUDI RECKONS YOU’LL BUY THE Q4 E-TRON, ITS E-CROSSOVER THAT HITS A SWEET SPOT FOR SIZE, RELATIVE AFFORDABILITY AND SERIOUS SHOWROOM SIZZLE W O R D S G E O R G K A C H E R P H O T O S T O M S A LT
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THAT’LL BE
@wheelsaustralia
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FEATURE / AUDI Q4 E-TRON
Below: Cabin does a mostly good job of making a complex machine user-friendly, although haptic controls on the wheel are questionable
/wheels
Y
OU KNOW HOW they say never buy the first version of a new Apple product? Perhaps a similar golden rule should be applied to electric cars. The VW ID.3, the first model based on the VW Group’s entry-level electric platform and released in Europe mid-2020, had an unfinished edge. But every new MEB derivative launched since has bettered the previous version. The ID.4 is quantifiably more appealing than the hatchback, the Skoda Enyaq is more convincing overall than both VWs, and now the Audi Q4 e-tron raises the bar for design, perceived quality, driveability and performance. Although Audi Australia isn’t talking prices nor a specifc launch date, the top-of-the-line Q4 50 e-tron quattro is expected to cost significantly less than the base full-size e-tron SUV ($137K), which is 300mm longer but not dramatically roomier inside. The 220kW Q4 also wins the 0-100km/h sprint against the 230kW e-tron, where by 6.2sec plays 6.8sec. More important still, the Q4’s maximum range of 474km compares favourably to the 336km recorded to WLTP rules for its big brother. These numbers show that yesterday’s EV heroes are being overtaken left, right and centre by newer models boasting more advanced batteries, motors and software. This steep ramp-up phase is still gaining momentum, and progress is bound to receive a further boost by the upcoming solid-state energy cells, more sophisticated performance electronics and beefed-up drive units. While the weight penalty will likely take some time to disappear – the Q4 50 e-tron quattro weighs 2135kg – Audi managed to drastically cut drag to a slippery 0.28Cd. Despite strong aero and efficient driveline management, top speed is restricted to 180km/h – the base Tesla Model 3 costs less, is quicker off the mark, goes further and can comfortable top (an entirely academic) 200km/h. Built in Zwickau, Germany, on the same line as the two VW ID models, Audi’s entry-level e-SUV is also offered in Sportback guise, with a more coupe-like shape and a drag coefficient of 0.26. It offers a slightly larger boot (535 litres instead of 520L with rear seats up) but compromises rear headroom. The line-up available at launch consists of two reardrive versions, the 35 and 40, rated at 125kW/350Nm and 150kW/350Nm respectively, as well as the 220kW/460Nm 50, which sports a bigger 77kWh (net) battery, and a second motor ready to drive the front wheels as needed. While the smaller 55kWh (42 net) energy pack in the 35 Q4 e-tron can be charged with up to 100kW, the 40/50 Q4 e-trons accept a maximum whack of 125kW. A 10-minute plug-in stint typically extends range by 130km. Although Skoda and VW have announced all-wheel-drive versions of their MEB cars, the Q4 quattro is actually the first of its kind to come to market, available in Europe in September. The second motor introduces adaptive torque vectoring to the handling equation, and makes the car more chuckable through fast zig-zags. The two propulsion units orchestrate the wheel-selective quattro system, which minimises understeer and oversteer while cementing directional stability even on tricky surfaces. Although our test car is wearing optional 235/255 21-inch tyres, its ride is commendably supple with the adaptive dampers in Comfort, even at low speed and over sudden transverse disturbances, while the steering is nicely
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SPECS
FIRST DRIVE / AUDI Q4 E-TRON
Model Q4 50 e-tron quattro
Behind the perforated grille hide progressive. Drive Select invites Motors Dual (front and rear axles) Battery 77kWh a pair of electric louvres that control you to set the helm, both motors Max power 220kW air flow to the radiators and lowand torque distribution in your Max torque 460Nm temperature cooling circuit, chilling choice of Comfort, Auto, Efficiency, Transmission Single-speed reduction gear Weight 2135kg the battery pack via an underfloor Individual or Dynamic modes, but 0-100km/h 6.2sec (claimed) network of veins filled with a wateris in effect more of a gimmick than Economy 16kWh/100km (WLTP) Price $90,000 (estimated) glycol mix. The other part of the a real bonus with the exception of On sale 2022 thermo-management system looks the Range and Efficiency programs, after the motor/transmission modules, DC/DC converter, which seriously curb consumption by limiting maximum on-board charger and the performance electronics. By speed. One particularly debatable feature is Predictive keeping temperature close to 30ºC at all times, the battery Efficiency Assistant (PEA), which monitors real-time traffic is guaranteed to retain at least 70 percent of its original flow and road signs via sat-nav. It tries to impose a driving capacity after eight years/160,000km. An optional heat style that’s alien to the natural flow preferred by switchedpump acts as an energy-saving and thus range-extending on analogue users. The Audi recuperation philosophy is waste-heat recovery unit, which is particularly effective at another bone of contention. Stick the gearlever in B, and very low and high ambient temperatures. the Q4 automatically recuperates with up to 145kW, which While the redesigned front suspension geometry permits practically puts the brakes on the dole. In D for Drive, rear-wheel-drive variants to muster a tighter 10.2-metre paddles make selecting one of three regeneration stages or turning circle, the heavier quattro model needs a little more the overly cautious automatic program easy. room to move between kerbs, just as it takes a bit longer to So far, so acceptable. Unfortunately, on-board safety replenish its high-voltage storage capacity. Compared with the wizards interrupt play as soon as crossroads beckon, the full-size e-tron, the MEB-derived Q4 e-SUV saves 310kg, which car in front slows or the flight path merges with a busy has some advantages for how the car drives. The reduced mass roundabout. The only way out of this is to deactivate PEA takes the sting out of hard downhill braking, the less emphatic before taking off, and to trigger energy-efficient coasting momentum makes it easier to keep excessive body movements manoeuvres by lifting off. in check, the lighter physique helps to pick up speed as The Q4 cockpit is a class act, with some exceptions: the soon as the torque floodgates re-open. The Q4 e-tron’s more silly iPod volume control (also a feature of the e-tron GT), muscular stance also supports a more eager turn-in action, a the quartic steering wheel (standard with the top two trims) more neutral cornering balance and a smoother driver-to-car and the unpadded armrest and centre console where long interaction. The Q4 e-tron 50 quattro refrains from picking a arms typically come to rest. Up front, there is enough room fight with every pothole in reach, wriggling its shoulders when to swing a tiger kitten, space in row two is also generous, straddling grooved surfaces or jarring the driver’s palms in the visibility is panoramic (less so in the Sportback), and the wake of gaping expansion joints. top-notch surfaces (once typical of the brand until the latest If the future is electric (and it is, even if we take a detour A1 and A3) make a welcome return. via the fuel cell), the definition of a happy motorist is bound In contrast to the confusingly alternative ergonomics to change. On tomorrow’s ultimate priority list, power pioneered by the ID.3, the Audi brings back the classic directis bound to be dethroned by range, road speed will pale access temperature controls, puts the gear selector back against charging speed, instant torque should settle any where it belongs and minimises vague touch sliders. There performance dispute, and the near-noiseless, fully loaded, are up to three different (and largely redundant) displays to low-drag carriage should duly plug the gap until the first select from. On top of this, voice control tries to guide you fully autonomous cars arrive. through various menus. Less might be more. The Q4 is well The Q4 e-tron hits this zeitgeist target with aplomb. Its proportioned, not excessively ornamental and very much a footprint is small enough for it to pass as a planet-friendly proper Audi, complete with single-frame grille, dogbone lower urbanite. At the same time, it can be customised to the taste front-bumper graphics, full-width tail lights with animated and budget of a rich person ready to jump from combustible indicators, big wheels, short overhangs and reimagined past to electrified future. Australia may be dragging its feet quattro blisters. Extra money (or the top two specs) gets you to the EV revolution, but fact is, cars like this are set to be fully adaptive matrix headlamps, which for the first time the new normal. offer four different daytime running light signatures.
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Smart style outside, full Tardis inside define a swift, near-silent family tourer
The first electric Audi built on the VW Group’s dedicated EV platform nails the brief
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Garage WE DRIVE ’EM LIKE WE OWN ’EM
HYUNDAI TUCSON
KIA CERATO
GENESIS GV80
LEXUS IS300
JEEP GRAND CHEROKEE
HYUNDAI PALISADE
NEW CARS PUT THROUGH THE WRINGER
It’s getting crowded in here, as two new arrivals take our shed tally to six
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DATABANK The hard numbers on every new passenger car on sale in Australia
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GARAGE
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PLUS
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DRIVEN TO EXTINCTION Honda’s Aussie band decides its had enough of Jazz
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REPORT ONE
Garage
INTRO
HYUNDAI TUCSON ELITE Price as tested $39,169 This month 1379km @ 10.5L/100km Overall 1379km @ 10.5L/100km
LIFE ON THE EDGE SHARP CREASES ARE THE ENTRÉE TO A MORE ROUNDED, UPMARKET CHARACTER
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DGY. LIKE THE huge new Hyundai Palisade, the new-generation 2021 Hyundai Tucson is edgy – but more literally so. Where the Palisade takes a few leaps of faith in its front and rear styling, the Tucson is wrapped allround in sharp edges and bold angles.
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From its heavily creased character lines to its futuristic lighting signature at the front and harpoon-like brake lamps, the new mid-size Tucson represents a truly generational step beyond the safe styling of its somewhat bland predecessor. I’m driving the new Tucson in midlevel $39,000 (before on-road costs) Elite grade, which gets me upgraded from 17- to 18-inch wheels, cloth to ‘leather-appointed’ seats, and a larger 10.25-inch touchscreen display (up from 8.0 inches). Other highlights above the fairly well-equipped $34,000 base model include dual-zone climate control, heated front seats, rain-sensing wipers, and keyless entry/start. I’m not rapt to see that the Elite goes without a full digital instrument screen, though, with that feature and a number of others reserved for the top-shelf Highlander grade at $46,000. Instead Elite runs classic analog dials
Mike Stevens ens Digital editor or and a small 4.2-inch info display. At least it’s full-colour... To its credit, Hyundai equips every Tucson with a level of safety kit you’d normally expect to see only in higher grades – such as blind-spot monitoring and lane-keep assist, autonomous emergency braking, rear cross-traffic collision avoidance, active cruise control, rear occupant alert and leading vehicle departure alert. That last one is a boon for motorists sitting frustrated behind distracted drivers. First impressions of the new Tucson are really quite good, and in some respects even a little bit premium. There aren’t many aspects of the car’s styling that have escaped its deeply detail-oriented designers’ attention, inside and out. In the cabin, where the fine details
Touch controls embedded in the gloss black panel leave you no choice but to spoil the pristine shine of that (dusty) glossy surface
can matter the most, there are neat tricks like a knurled effect to the rotator switches on the indicator and wiper stalks – a treatment usually found in more expensive Volvos and BMWs – and a unique horizontal four-spoke design to the steering wheel that shows Hyundai isn’t doing anything by the numbers. Elsewhere in the cabin, there’s a lovely tight-weave fabric band running across the dash and through the top of the door cards, beneath an almost art deco-inspired silver and gloss black that integrates the outboard airconditioning vents. That gloss black trim continues down the centre stack and through the console. It’s a polarising feature in the way it looks lovely when new but spends most of its life covered in dust and fingerprint grease. Overall fit and finish in the cabin is comfortably on par with the latest generations of its key rivals, like the
THE LONG ‘N SHORT OF IT New Tucson’s longer wheelbase is matched to a longer body, now measuring 4630mm – a sizeable 130mm longer than the shortwheelbase version in other markets. By comparison, the RAV4 rides on a 2690mm wheelbase and measures 4600mm. These are small differences on a ruler, but it can often reveal a marked difference in practice. We’ll dive into that further in a future update.
Toyota RAV4, Mazda CX-5, Subaru Forester and Skoda Karoq. Space and comfort is also good for the segment. We’ll explore the five-seat cabin’s qualities further in a later instalment, but it’s important to note that Australian buyers get the
longer 2755mm version of the Tucson’s wheelbase, rather than the 2680mm footprint standard in Europe – and that means more space. Your biggest question may be how it drives, and we’ll cover that next time. What you need to know for now is that all variants of the new Tucson launched initially with a 2.0-litre naturally aspirated four-cylinder petrol engine, matched to a six-speed auto and front-drive. That’s not an inspiring combo, and buyers with a healthier budget would do well to consider either the gutsier 1.6 turbo-petrol model with its sevenspeed dual-clutch automatic and allwheel drive, or the 2.0-litre turbo diesel eight-speed auto with AWD. You’ll pay more, though, with the Elite grade of those two configurations priced from $43,000 and $45,000 respectively. The little ol’ 2.0-litre unit isn’t quite a lost cause, though – but you’ll have to come back next month for that story. @wheelsaustralia
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Garage
REPORT ONE
INTRO
KIA CERATO GT Price as tested $36,525 (driveaway) This month 186km @ 12.3L/100km Total 186km @ 12.3L/100km
A TONIC FOR THE TROOPS
WARM HATCH ARRIVES TO QUELL THE WINTER CHILL
O
NE OF THE privileges of being a comms director for an auto publisher is the frequent chance to drive the latest in automotive engineering. Some cars you know you are going to love even before you pick up the keys, others you feign illness to avoid having to
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drive them. But then some middleof-the-road opportunities actually turn out to be quite fun. And fun is where the Kia Cerato GT sits with me so far, after a few weeks of having it as my daily driver. First, though, a disclaimer: I’m not a professional journalist or car reviewer. But what I aim to deliver over the coming months is an honest look at the ‘real-world’ ownership experience of Kia’s latest sporty hatch. For now, my initial thoughts... On first impressions, I’m quite taken by the GT’s good looks. This one’s finished in Horizon Blue which I think works well with the contrasting red accents and piano-black trimming – it says ‘sporty’ without trying too hard. Smart-looking two-tone spoked 18-inch alloys fill the wheelarches nicely. On exterior aesthetics alone, the Cerato GT looks the business in this segment. Keyless entry to the cabin reveals
Dave Harding g Comms director or
the continued GT theme with some nice design touches – red accent stitching on the leather-appointed seats and door trims, GT embroidered seats and floor mats, a flat-bottom steering wheel and aluminium pedals. Brushed satin aluminium accents do their best to try and distract you from some of the harder plastic finishes that give away its basic donor car foundations, but overall it’s a respectably pleasing interior package for the money (the as-tested driveaway price is $36,525). The interior space is extremely generous (I’ll have no issues carrying the kids in their car seats or adult passengers in future reports) and it packs all the comforts and conveniences you’d expect in a
Top: Firm chassis tune helps give the GT a warm-hatch vibe. Above: Snug in booster seats and all smiles for now, but just wait till daddy hits the twisty bits...
modern hatch. Notably during the past few freezing weeks, I’ve become addicted to the heated seats (and when summer rolls around again, ventilated cooling as well). Android Auto, CarPlay and wireless charging top the list of tech, along with an
easily navigated infotainment system via a 10.25-inch touchscreen. An eightspeaker JBL sound system provides the party noise – but in my case, delivers the ABC radio news crisply. The 1.6-litre turbo four delivers 150kW and 265Nm (the latter from 1500rpm), but I’ve found the turbo a little laggy down low with the sweet spot for some spirited driving coming on around 3000rpm. The seven-speed dual-clutch ’box seems to do its job right most of the time but isn’t as intuitive as others I’ve driven in more premium, sports-orientated models. However, they were upwards of $100,000. Paddle shifters help you overcome the occasional indecisiveness you can only blame yourself then! – and in Sport mode the mapping holds each gear more resolutely and doesn’t allow up or downshifts at inopportune times. Given the whole car weighs only
1395kg, the engine’s outputs make for a power-to-weight ratio of 107.5kW/ tonne and in the real world it should be good for a 0-100km/h sprint time of sub-7.0 seconds – we’ll find out for sure once we can take it to a track for some data-driven performance testing. In the confines of normal road rules and conditions around town, the Cerato GT is not a slouch and it feels suitably zippy and confident. There are four drive modes to choose from (Normal, Eco, Smart and Sport) but I’ve rarely had it out of Sport mode as it’s been only me in the car, and there are plenty of hilly and twisty roads in my area. No surprise, then, that my fuel economy to date is currently running at 12.3L/100km (8.9L/100km urban is claimed). This week the kids and I will be doing some highway driving (in Eco mode) so I’m expecting to slash that figure by some margin. @wheelsaustralia
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Garage
REPORT TWO
LEXUS IS300 LUXURY Price as tested $63,000 This month 1295km @ 8.2L/100km Total 2271km @ 8.4L/100km
RATTLE, MINUS THE HUM MYSTERIOUS DASH NOISE EMERGES; AUTOMOTIVE WORLD ROCKED OFF AXIS
H
ERE’S SOME advice for you. Never enter a jet-wash bay after a van that looked as if it had acted as an emergency rescue vehicle in a bog-snorkelling
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competition. I made that mistake this week and will never do so again, firing mud and more organic looking stuff all over the Lexus I was trying to clean. It went all over me as well, and as a result the IS300 has smelt a bit ‘earthy’ of late. You know that whiff when you drive past a massive cattle yard? That. It also did something very unLexus on the drive home, perhaps in response to being subjected to the forcible re-infusion of heifer into the upholstery. It developed a noisy vibe. It sounded like it was somewhere just below the dash roll top, making the sort of catarrhy death rattle that Darth Vader made when Luke Skywalker pulled his helmet off, shortly before setting fire to him on a stack of Euro pallets. A Lexus with a rattle is like a VT Commo with a fuel filler flap. It doesn’t happen and it had undermined my automotive worldview so comprehensively that I pulled into a servo and ate two bags of Allen’s Party Mix while I came to
terms with the consequences. Fuelled with so much palm oil that I may have rendered 0.2 orangutans homeless, I gave the dash top a solid larruping and, presto, the rattle ceased. Other observations? I’m not really missing the monster Mark Levinson stereos that some Lexus models come fitted with, as the standard 10-speaker unit is good enough for my needs. The automatic high-beam headlamp set-up is one of the better examples of its ilk and the heated seats are fierce enough to turn that faint heifer hum into something more like parking behind the grease trap at your local Hungry Jack’s. Despite the odd hiccup, life with the IS300 is good, but I have become rather paranoid about lapsing into an accidental Partridge; Norfolk’s favourite graveyard-shift radio presenter being a renowned Lexus lover. Still, if that’s the most significant of my worries, I’d probably call that a win. AN DY E NR I G HT
STOP BEING A JERK Happy to report that the jerkiness and shift shock that plagued my switch to this diesel GV80 last month seems to have mostly resolved itself with the advent of some more kays. There was less than 1000km on the odo when I picked it up; now we’re approaching 4000km things are smoothing out nicely. Actually, I’m developing quite a soft spot for the 3.0-litre diesel. Why can’t all oilers be this smooth, quiet and responsive?
REPORT TWO
GENESIS GV80 Price as tested $103,600 This month 1376km @ 9.4L/100km Total 2890km @ 9.0L/100km
FAMILY FEUD GROUPS SEDANS ARE BETTER THAN SUVS? WELL, YEAH, NAH…
I
F WE WERE in a pub there’s a strong chance I’d be jeered mercilessly for what I’m about to suggest, yet I’ll give it a go anyway: the SUV version of Genesis’s largest vehicle is superior to the sedan version. Conventional wisdom suggests it should be the opposite. Sedans weigh less, create less drag, use less fuel, have a lower centre of gravity and are typically more fun to drive. Not so with
the Genesis G80 and GV80, however. At least not the two I drove... We had both cars in the garage last week and took the opportunity to shoot a video on the sedan for the Wheels YouTube channel (check it out if you haven’t already; we have two new videos every week). As has become a bit of a habit, ‘my’ GV80 was brought along to help as its pragmatic third row and wafty ride make it the perfect vehicle to capture tracking photography. The first thing that struck me on seeing the two cars side-by-side is that the GV80 is the more attractive of the two. Looks are subjective, but to my eyes at least the GV80 is a handsome beast. Well-proportioned with a long bonnet and cabin-back silhouette, I also like the strong character lines that sweep down its side. The large grille could be finished with some more finesse, but as an overall package I think the GV80 manages to be interesting enough to catch, and hold, your eye.
It’s a look that doesn’t translate quite as convincingly to the sedan. Part of that is down to the detailing, like the placement of the large plastic cover for the radar cruise and other active safety systems. On the GV80 it’s hidden in the lower grille element, but on the G80 it’s conspicuously at the top of the main grille. The way the two drove is also interesting. We had a lower-spec version of the sedan, a 2.5T, which runs a passive suspension set-up compared with the adaptive dampers and predictive tech on my GV80 and the differences were notable. Even with its extra heft and height, the GV80 was the more predictable of the two on windy roads, with the sedan starting to feel a little ragged when pushed. The rear brakes on the sedan also aren’t ventilated and started to smoke dramatically after only a short stint of spirited driving. If I had to pick between the two, I know which way I’d be jumping… ALEX I NWOO D @wheelsaustralia
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Garage
REPORT THREE
JEEP GRAND CHEROKEE Price as tested $72,950 This month 405km @ 14.9L/100km Total 2750km @ 13.0L/100km
IN FOR THE STRONG HAUL GRAND CHEROKEE EARNS ITS KEEP WITH A TOW
F
ILTHY. THAT’S how my Honda Integra Type R sits (unregistered) on one side of my garage. Anyway, it might have been the snap Melbourne lockdown forcing me into the garage, but I decided it was time for at least a wash. However, since I wanted to test the Jeep Grand Cherokee S-Limited’s towing ability, the two needs became mutually beneficial. I’d rent a car trailer and clean the Integra at a DIY wash bay. This would give me a chance to test both the Jeep’s 750kg unbraked and 3500kg braked
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towing capacity while exploring more of its peripheral features. It’s nice to know, for example, that a towing package is included as standard on the S-Limited. It’s integrated well into the rear bumper and when I arrived to pick up the trailer, I discovered another handy feature as well. First, like most cars, the reverse camera’s image is overlaid with lines to show where your rear wheels are going. But there’s another line for the tow ball that changes trajectory with your steering input, so you can line up a hitch. It works an absolute treat. Backing the S-Limited into a cramped servo car park to hitch a trailer is always going to be tricky, but this centre line impressively reduced a lot of the guesswork. Once loaded onto the trailer, we still weren’t near the S-Limited’s 3500kg tow rating or 6099kg maximum gross combined mass. The trailer only weighed 1876kg total, with the Integra’s 1087kg (tare) aboard. Combined with the S-Limited’s 2370kg and my 80kg, we only weighed around 4330kg in total. But it made a difference.
You can feel the 180kg hanging from the tow ball lifting the S-Limited’s nose to lighten the steering ever so slightly. It also pre-loaded the rear suspension and reduced the damping’s well-judged absorbency over urban roads. The brakes certainly felt it, as well, when the trailer’s system annoyingly disengaged too early at traffic lights. Again, however, the Jeep’s Hemi V8 powertrain proved it’s ever the workhorse. Even on the highway at 90km/h, the S-Limited pulled much more convincingly than an Iveco 50C van I was reviewing with only 950kg aboard. The eight-speed transmission was also unfazed by the extra load, upshifting and downshifting with ease. Overall, the Grand Cherokee S-Limited does a bloody good job towing. Yes, you’ll know when something close to two tonnes is hanging out back, while the ride and steering response might also deteriorate the closer you get to 3500kg. It’s still no truck. Just make sure you check the car wash is open before you plan a journey to one... LOUI S CORD ON Y
REPORT THREE
HYUNDAI PALISADE HIGHLANDER Price as tested $75,000 This month 941km @ 10.5L/100km Total 1839km @ 10.9L/100km
PRECIPITATION STATION MOSTLY SUNSHINE, WITH AN OCCASIONAL CLOUDY MOMENT
T
OOK A DAY trip recently to visit a 200-millionyear-old rainforest. It was a two-hour drive each way south of Sydney, and it reinforced two truths. Firstly, being immersed in an environment so ancient is an excellent way to feel less old. Secondly, while the Palisade is an excellent family tourer, there is, like most things in this world (apart from Peroni beer and the English Staffordshire Terrier) room for some improvement. Disabling lane-keep assist is the first ritual every time I start the car. I find its incessant nibbling at the wheel nothing but a distraction, yet it’s incapable of consistently keeping you in your lane with any reliability if you’re inattentive enough to need it. Fittingly, it started raining as we approached the rainforest of Minnamurra Falls, so naturally I had the wipers on their most sensitive auto setting. The screen quickly became wet enough to impede vision. “Oi, can I get a wipe, thanks?” I (accidently) said out loud. My partner gave me the side-eyes: “Are you talking to the windscreen wipers?” she asked.
“Don’t be ridiculous, honey,” I shot back. “I’m talking to the rain sensor...” This car has a very different idea to me as to what constitutes ‘wet’, so I’ll have the sensor checked at service time. Meanwhile, just to revisit the NVH subject I touched on last month: Yes, the 2.2 diesel has a slightly less vibey idle and low-rev coarseness than the newer unit in the Kia Sorento, but that’s kinda faint praise. Diesel fours really are the charmless sloggers of the engine world, even ones from the premium German brands, and this one is no different. It deals with the Palisade’s 2000kg load quite admirably, but you never rev harder than absolutely necessary. Motorway cruising also reveals the Palisade’s sensitivity to surface changes. On hot mix it glides along almost noiselessly; the moment you hit a more coarse-grade bitumen, the noise levels leap. Likewise, ambient noise from trucks and motorcycles isn’t sealed out quite as well as I’d hoped. I suspect the vast glass roof is the primary source of decibel penetration. But hey, it does do a decent job of keeping out the rain. ASH WE STER MA N @wheelsaustralia
123
Data bank
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VEHICLE PRICES, SPECS & REVIEWS EVERY MONTH
Super TCT Veloce TCT Edizione Finale
New
$35,950 $42,950 $48,950
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
Coupe Coupe Roadster
$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
$89,000 $99,000 Stelvio
L4T L4T
Coupe Volante AMR
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
Volante
2.0 148 330 A8 1619 7.2 7.0 95 A 2.9 375 600 A8 1830 3.8 10.2 95 59 03/18 A
Alpina
3 years/200,000km
DBX
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
L6TTD 3.0 245 700 A8 2015 4.6 6.4 D
Alpine
61
A
3 years/100,000km
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
Pure Legende S
124
$98,388 $103,388 $115,000
L4T L4T L4T
whichcar.com.au/wheels
Drive
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
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
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
$109,900
R 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
B5
V8TT V8TT
4.0 375 685 M7 1620 4.0 11.7 98 4.0 375 685 A8 3.6 10.3 98 4.0 375 685 A8 3.8 - 98 -
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...
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
L4T V6TT
$210,000 $217,000 XD3
V8TT V8TT V8TT
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
Fails to repeat Giulia’s dynamic brilliance, and the driving position is flawed, though ballistic Stelvio Q is a winner. More MY21 models to come THE PICK: Stelvio impasse? Join the Q
$69,450 $149,900
$278,900 $299,950 $315,000 DB11
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
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
B5 Sedan B5 Touring
Power
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
Giulia GTA continues Alfa’s ‘Gran Turismo Alleggerita’ tradition with a lightweight Lexan rear window, carbonfibre roof and front end, wider tracks and an uprated engine with Akrapovic exhaust, among many alterations. Lighter GTAm goes even further with carbonfibre Sabelt seats and six-point belts. Just 18 coming to Oz.
Sport Q
Size
Price
Drive
Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Vantage
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
Eye-widening performance; eye-watering price
Coupe Spider
3 years/unlimited
Giulietta
GIULIA GTA
Sport Veloce Quadrifoglio GTA GTAm
Engine type
Aston Martin
5 years/150,000km Trans.
Torque
Power
Size
Engine type
Price
Alfa Romeo
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
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
35 TFSI 35TFSI S Line 45 TFSI S Line 45 TFSI S Line Avant
$55,900 $59,900 $68,500 $71,000
L4T L4T L4T L4T
2.0 2.0 2.0 2.0
110 110 183 183
270 270 370 370
D7 D7 D7 D7
1440 1440 1545 1590
8.6 8.6 5.8 6.0
6.1 6.1 7.1 7.3
95 95 95 95
51 51 52 52
F F A A
AL FA R OM E O – B M W YOUR COMPLETE NEW CAR BUYER’S GUIDE
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
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
L4T L4T L4T L4T L4T L4T V6T V6T V6T V6TT V6TT
2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 3.0 2.9 2.9
140 140 140 183 183 183 260 260 260 331 331
320 320 320 370 370 370 500 500 500 600 600
D7 D7 D7 D7 D7 D7 A8 A8 A8 A8 A8
1455 1490 1655 1530 1570 1735 1675 1640 1840 1685 1720
7.3 7.5 7.9 5.8 6.0 6.3 4.8 4.7 5.1 3.7 3.9
6.4 6.5 6.7 7.1 7.1 7.4 8.8 8.8 9.1 8.8 8.9
95 95 95 95 95 95 95 95 95 98 98
56 56 56 64 54 – – – – 53 53
F F F A A A A A A A A
All-new, tech-laden model arrived late in 2019 ready to tackle the E-Class and 5 Series. Four-wheel steer a ‘must tick’ option THE PICK: 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
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
$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
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
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
$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
RS RS Sportback
$89,900 $92,900 Q5
L5T L5T
Drive
Issue tested
Resale %
RON
Fuel cons.
A A A A A
0-100
52 52 46
Kerb weight
D 95 95 95 98
Trans.
4.9 7.4 8.6 8.8 8.9
Torque
Resale %
7.3 6.1 4.7 4.9 4.1
Power
RON
1645 1615 1645 1690 1790
Size
Fuel cons.
D7 D7 A8 A8 A8
Engine type
0-100
400 370 500 500 600
Price
Kerb weight
150 183 260 260 331
Drive
Trans.
2.0 2.0 3.0 3.0 2.9
Issue tested
Torque
L4TD L4T V6T V6T V6TT
Power
$70,600 $72,600 $99,500 $102,000 $147,900 A5
Size
40 TDI Allroad 45 TFSI quattro Allroad S4 quattro S4 Avant quattro RS4 Avant
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.
2.5 294 480 D7 1715 4.5 8.9 98 58 2.5 294 480 D7 1700 4.5 8.9 98 58
A A
Quietly handsome, Mexican-built Q5 generously equipped and arguably more well-rounded than its monotone German rivals THE PICK: Sweet 45 TFSI quattro Launch Edition is a nicely maxxed Q5
40 TDI quattro 45 TFSI quattro 40 TDI quattro Sport 45 TFSI quattro Sport 40 TDI qttr Launch Ed. 45 TFSI qttr Launch Ed. 50 TDI quattro S-Line SQ5
$68,900 $69,600 $74,900 $76,600 $78,300 $80,800 $89,600 $104,900 Q7
L4TD L4T L4TD L4T L4TD L4T V6TD V6TD
2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0
150 183 150 183 150 183 210 251
400 370 400 370 400 370 620 700
S7 S7 S7 S7 S7 S7 A8 A8
1805 1750 1805 1750 1805 1750 1935 2010
7.6 6.3 7.6 6.3 7.6 6.3 5.7 5.1
5.4 8.0 5.4 8.0 5.4 8.0 6.8 7.0
D 95 D 95 D 95 D D
– – – – – – –
A A A A A A A A
Facelift has added air suspension and useful equipment upgrades as standard. Still very polished and decent dynamically to boot. THE PICK: 50TDI offers grunt, refinement and more space than rivals
45 TDI quattro 50 TDI quattro 50 TDI quattro S line 55 TFSI S-line quattro SQ7
$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
50 quattro 55 quattro 50 quattro Sportback 55 quattro Sportback
$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
Continental GT 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
V8 V8 Convertible W12 W12 Convertible
$400,900 V8TT $441,300 V8TT $422,000 W12TT $464,600 W12TT Flying Spur
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
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
Third-generation debuts all-new architecture that adds 48v tech and rear-steer. Three chamber air springs offer a silken ride THE PICK: To paraphrase Holden, there’s nothing quite like a W12
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
$469,000 W12TT 6.0 467 900 D7 2437 3.8 14.8 98 Bentayga
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
Bentley’s SUV effort is an expectably serene, rapid, capable and classy machine. Dropped pork pie styling not everyone’s cup of tea THE PICK: W12 will crush any critics claiming this is just a Q7 in UK drag
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
V8 W12 Speed
F A A
V8TT 4.0 404 770 A8 2395 4.5 11.4 98 W12TT 6.0 447 900 A8 2440 4.1 13.1 98 W12TT 6.0 467 900 A8 2508 3.9 14.3 95 -
BMW
A 10/16 A A
3 years/unlimited
1 Series
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 Sportback 35 TFSI S-line $50,450 40 TFSI $54,450 40 TFSI quattro S-line $59,950 S’back 40 TFSI qttr S-line $62,350
$340,400 $441,400 $491,000
A
L4T L4T L4T L4T L4T
1.4 1.4 2.0 2.0 2.0
110 110 132 132 132
250 250 320 320 320
D6 D6 D7 D7 D7
1470 1545 1620 1620 1695
9.3 9.3 7.8 7.8 7.8
7.2 7.3 8.0 8.2 8.3
95 95 95 95 95
56 12/19 F 56 F 56 A 57 A 57 A
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
118i 128ti M135i xDrive Pure M135i xDrive
$47,900 $56,900 $65,900 $70,900
L3T L4T L4T L4T
1.5 2.0 2.0 2.0
103 180 225 225
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
@wheelsaustralia
F F A A
125
$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
$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 – –
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 13.4 98 – 98 – 98
57 57 62 62 51 51 11/19
R R R R R R R R
840i Gran Coupe 840i Coupe 840i Convertible M850i xDrive G’ Coupe M850i xDrive M850i xDrive Convert M8 Comp Gran Coupe M8 Competition Coupe
$70,900 $77,900 $81,900 $84,900 $101,900 $111,900 $144,900 4 Series
L4T L4T L4T L4TH L6T L6T L6TT
2.0 2.0 2.0 2.0 3.0 3.0 3.0
135 190 190 215 285 285 353
300 400 400 420 500 500 550
A8 A8 A8 A8 A8 A8 M6
1460 1490 1575 1740 1670 1670 –
7.2 5.8 5.9 5.9 4.4 4.4 4.2
6.3 8.9 7.0 6.4 7.7 7.7 –
95 95 95 95 95 95 98
$71,900 $89,900 $90,900 $107,900 $118,900 $135,900 $149,900 5 Series
L4T L4T L4T L4T L6T L6T L6TT
2.0 2.0 2.0 2.0 3.0 3.0 3.0
135 135 190 190 285 285 353
300 300 400 400 500 500 550
A8 A8 A8 A8 A8 A8 M6
1525 – 1545 1740 – –
7.5 8.2 5.8 6.2 4.5 4.9 4.2
5.8 – 6.1 7.1 – –
95 95 95 95 95 95 98
51 R 52 02/20 R 48 02/20 R 52 R 52 A 52 02/20 A – R
57 – 57 – 57 – –
R R R R A A R
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 M5 Competition M5 CS
$99,900 $119,900 $122,900 $125,900 $139,900 $154,900 $246,900 $274,900 7 Series
L4T L4T L4TH L6TD V8TT V8TT V8TT V8TT
2.0 2.0 2.0 3.0 4.4 4.4 4.4 4.4
135 185 215 195 390 390 460 467
290 350 420 620 750 750 750 750
A8 A8 A8 A8 A8 A8 A8 A8
1610 1625 1835 1760 1915 1915 1895 1825
7.9 6.4 5.9 5.6 3.8 3.8 3.3 3.0
5.5 95 5.5 95 1.8 95 4.6 D 10.0 95 10.0 95 10.6 98 – 98
36 36 36 36 55 55 42 –
R R R R A A A A
126
$204,900 $204,900 $209,900 $234,900 $277,900 $383,900
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
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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
L6T L6T L6T V8TT V8TT V8TT V8TT V8TT
3.0 3.0 3.0 4.4 4.4 4.4 4.4 4.4
Drive
Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
Power
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
sDrive20i sDrive20i sDrive30i 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
sDrive18i sDrive18d sDrive20i xDrive25i
$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
sDrive18i sDrive20i M Sport X2 M35i Pure X2 M35i
$49,900 $60,900 $68,900 $73,900 X3
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
Bigger, better version of one of BMW’s most important cars. Oodles of space, but the options list could bring a tear to a statue’s eye THE PICK: Mid-spec xDrive30i, unless you want M Comp ball-tearer
sDrive20i xDrive20d xDrive30i M Sport xDrive30d M Sport M40i M Competition
$71,900 $74,900 $85,900 $92,900 $113,900 $157,900 X4
L4T L4TD L4T L6TD L6T L6TT
2.0 2.0 2.0 3.0 3.0 3.0
135 140 185 190 265 375
290 400 350 620 500 600
A8 A8 A8 A8 A8 A8
1660 1745 1720 1820 1885 1970
8.2 8.0 6.3 5.8 4.8 4.1
9.6 5.7 7.6 6.0 8.9 11.7
95 D 95 D 95 98
63 63 63 63 58 - 10/19
F A A A A A
Oh, you’re paying $10K more than an equivalent X3 for a swoopier roofline? Can we interest you in some magic beans? THE PICK: The X3 twin of whichever takes your fancy
xDrive20i M Sport xDrive30i M Sport M40i M Competition
$83,900 $93,900 $121,900 $164,900 X5
L4T L4T L6T L6TT
2.0 2.0 3.0 3.0
135 185 265 375
290 350 500 600
A8 A8 A8 A8
1678 1678 1783 1932
8.3 6.3 4.8 3.7
7.8 7.8 9.2 11.7
95 95 95 98
61 61 58 - 04/20
A A A A
Fourth time’s a charm for X5. Advanced tech, smartly packaged, lovely dash and fun to punt around. Likeable 30d offers lag-free diesel punch THE PICK: Tasty 40i, since a straight-six petrol is what BMW’s all about
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 $207,900 $222,900 $277,700 $280,900 $289,900 $354,900 $357,900 Z4
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
All-new 4 Series is smarter, quicker and bigger than its predecessor, including that grille. M4 is rear drive only for now, AWD later 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
Size
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
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
Engine type
8 Series
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
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
Price
Drive
Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
Power
Size
2 Series Gran Coupe
R R R R A A
xDrive25d xDrive30d M Sport xDrive40i M Sport xDrive45e M Sport M50i Pure M50i X5 M Competition
$104,900 $121,900 $124,900 $135,900 $142,900 $157,900 $212,900
L4TD L6TTD L6T L6TH V8TT V8TT V8TT
2.0 3.0 3.0 3.0 4.4 4.4 4.4
wheels
218i 220i M235i xDrive Pure GC M235i
Engine type
Price
bank
170 195 250 290 390 390 460
450 620 450 600 750 750 750
A8 A8 A8 A8 A8 A8 A8
2105 2110 2005 2435 2345 2345 2310
7.5 6.6 5.2 5.6 4.3 4.3 3.8
6.2 D 7.2 D 9.2 95 2.0 95 10.5 95 10.5 95 13.0 95
63 A 63 02/20 A 63 02/20 A 63 A 63 A 63 A - 04/20 A
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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.
X6
$135,900 $181,900 i3
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
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
$409,888 V8TT F8 Tributo
$71,900
E
42 135 270 R1 1245 6.99 16.1 -
53
F8 Tributo F8 Tributo Spider
iX Clean-sheet design aims to banish EV compromises s
BMW first-ever bespoke electric SUV introduces a new design language and cuttingedge EV technology, with 630km of WLTP range in the xDrive 50 and 425km in xDrive 40 models, backed by strong acceleration. ‘Double Edsel’ grille will polarise many, but there’s design excellence elsewhere in the iX. A 440kW M60 version will follow soon. xDrive 40 xDrive 40 Sport xDrive 50 Sport
$135,900 $141,900 $169,900
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
275 485 S CSR
A A A
Superfast GTS
11/19
R R
$511,888 $585,888 812
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
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
SF90 Stradale
$846,888
V8TTH 4.0 574 800 D8 1570 2.5 -
Fiat
98 -
09/20 A
3 years/150,000km
500
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
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
$73,700 $114,000 $115,000
L4 L4 L4
1.6 100 160 M5 675 2.0 177 206 M6 700 2.0 177 206 M6 700
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
Lounge Lounge Club Abarth 595 Abarth 595 Abarth 595 Comp. Abarth 595 Comp.
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
Lounge Lounge Club Abarth 595C Abarth 595C Abarth 595C Comp. Abarth 595C Comp.
1.2 81
L4T L4T
Ferrari
1.6 121 1.6 121
240 A6 1402 9.9 7.9 95 56 240 A6 1402 9.9 7.9 95 57
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
$23,990 $25,250 $27,250 $29,990 $31,990 $35,990 $37,990
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
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
3 years/unlimited
3.9 441 760 D7 1664 3.5 10.7 98 -
R
5 years/unlimited
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
F F
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
V8TT
51 51 51 107 107 132 132
Fiesta ST
205 A6 1203 10.4 8.4 95 54 12/19 F
Portofino
$403,888
1.2 1.2 1.2 1.4 1.4 1.4 1.4
Ford
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
L4 L4 L4 L4T L4T L4T L4T
205 A6 1090 10.7 6.6 95 52 05/18 F
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
$34,990 L3T C5 Aircross
$19,250 $21,200 $23,250 $26,990 $28,990 $31,990 $33,990 500 C
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
R
C3
Feel Shine
3.9 530 770 D7 1435 2.9 12.9 98 3.9 530 770 D7 1505 2.9 12.9 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
2 years/50,000km
300
Shine
$484,888 V8TT $536,888 V8TT GTC4Lusso
Seven
Chrysler
C Luxury
10/20 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 T
New
3.9 456 760 D8 1570 3.4 11.2 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
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
Drive
Roma
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
xDrive30d M50i
Issue tested
63 A 63 A 63 A 63 13/19 A A
Resale %
- D - 95 10.5 95 - 95 12.7 95
RON
5.5 6.5 4.3 4.3 3.8
Fuel cons.
2110 2005 2235 2235 2295
0-100
A8 A8 A8 A8 A8
Kerb weight
620 450 750 750 750
Trans.
195 250 390 390 460
Torque
3.0 3.0 4.4 4.4 4.4
Power
L6TTD L6T V8TT V8TT V8TT
Size
$127,900 $130,900 $148,900 $163,900 $218,900 X7
Price
xDrive30d M Sport xDrive40i M Sport M50i Pure M50i X6 M Competition
Engine type
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
$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 ST ST ST-3
$30,990 $30,990 $44,890 $44,890 $47,990 Mustang
L3T L3T L4T L4T L4T
1.5 1.5 2.3 2.3 2.3
134 134 206 206 206
240 240 420 420 420
A8 A8 M6 A7 A7
1347 1329 1508 1540 1540
8.2 8.7 5.7 5.5 5.5
6.4 6.4 7.9 8.0 8.0
91 91 95 95 95
48 05/19 F 48 09/19 F - 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 $51,490
L4T
2.3 236 448 M6 1705 6.0 9.6 91 55 @wheelsaustralia
R
127
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
New
$50,050 $50,190 $55,090 $55,190 $57,090 $60,890 $62,390 $60,090 $62,890 $64,390 $73,190
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 A100 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
RANGER RAPTOR X
XL
$48,490
L4TD
2.2 118
385 A6 2034 10.1 8.0 D
56
A
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128
New
whichcar.com.au/wheels
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
D D D D D D D D D D D D D D D D D D D D D
Drive
Issue tested
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
Resale %
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
RON
Kerb weight
Trans.
470 470 470 470 470 470 470 470 500 470 470 500 500 470 470 500 470 470 500 500 500
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 No longer the outlier brother to its SUV siblings gs
G70 has been thrust into the 2020s with quad horizontal tal lighting, lighting ‘G-Matrix’ grille patterns, vast new multimedia screens and stunning 3D instruments on up-spec models. Besides a new bi-modal exhaust for the V6, hardware remains the same, meaning excellent dynamics. G70 Shooting Brake due next month. 2.0T 2.0T Sport Line 2.0T Luxury 3.3T Sport 3.3T Sport Luxury
Back to black for Baja-inspired super-ute
This 2021 refresh for Ford’s range-topping Ranger pre-empts an MY2021.75 MY2021 75 update d for the entire line-up. Raptor X carries over its bespoke bodywork and suspension tune, but amps up its visual impact with an OTT striping package, new matte-black finish to its grille, rear bumper, fog light bezels and wheels, and red cabin stitching.
147 147 147 147 147 147 147 147 157 147 147 157 157 147 147 157 147 147 157 157 157
Genesis
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
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
Fuel cons.
10.0 5.3 95 10.0 5.3 95 10.0 5.3 95 -
L5TD L5TD L5TD L5TD L5TD L5TD L5TD L5TD L4TTD L5TD L5TD L4TTD L4TTD L5TD L5TD L4TTD L5TD L5TD L4TTD L4TTD L4TTD
0-100
170 D7 1314 170 D7 1314 170 D7 1314
Torque
1.0 92 1.0 92 1.0 92
$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
Power
ST-Line ST-Line V
L3T L3T L3T
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
Size
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
Price
Drive
55 06/20 R 56 R 67 07/19 R 66 R 67 R F F
Engine type
9.6 91 9.6 91 13.0 98 12.7 98 12.7 98 13.9 98 12.4 98
Issue tested
Resale %
6.0 6.2 4.6 4.3 4.5 – –
RON
A10 1716 A10 1780 M6 1701 A10 1785 A10 1855 M6 1779 A10 1801
Fuel cons.
448 448 556 556 556 556 556
0-100
236 236 339 339 339 345 345
Kerb weight
2.3 2.3 5.0 5.0 5.0 5.0 5.0
Trans.
Torque
L4T L4T V8 V8 V8 V8 V8
Power
$54,490 $51,490 $64,190 $67,190 $75,390 $83,365 $83,365 Puma
Size
High Performance 2.3L High Perf. 2.3L Conv GT Fastback GT Fastback GT Convertible Mach 1 Fastback Mach 1 Fastback
Engine type
Price
Data bank
$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 3.5T AWD
$84,900 $99,900
L4T V6TT
2.5 224 422 A8 1869 6.0 8.6 95 – 3.5 279 530 A8 2023 5.1 10.7 95 –
R A
FOR D – HY U N DA I YOUR COMPLETE NEW CAR BUYER’S GUIDE
Drive
Issue tested
Resale %
RON
Fuel cons. co
0-100
Kerb weight weigh
Trans.
Torque
Power
Size
2.5T 2.5T AWD 2.2D AWD 3.5T AWD Sport
$66,400 $68,800 $71,800 $83,400 GV80
L4T L4T L4TD V6TT
2.5 2.5 2.2 3.5
224 224 154 279
422 422 440 530
A8 A8 A8 A8
– – – –
– – – –
TBC 95 TBC 95 TBC D TBC 95
R A A A
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
VTi-LX Turbo VTi-LX Hybrid
$41,990* $45,990* Ute
VTi VTi-S RS VTi-LX
$33,990* $37,990* $40,990*
Drive
Issue tested
Resale %
RON
0-100
Trans.
Torque
Kerb weight
1504 – 1591 –
6.5 91 4.3 91 -
02/20 F F
$25,990 $30,390 $33,690 $36,240 CR-V
L4 L4 L4 L4
1.8 1.8 1.8 1.8
105 105 105 105
172 172 172 172
C C C C
1269 1274 1294 1319
9.9 10.2 10.2 10.2
8.1 91 6.9 91 6.9 91 6.9 91
50 01/20 F 50 F 50 F 52 05/15 F
Vi VTi VTi 7 VTi-X VTi-L AWD VTi-L 7 VTi-LX AWD
$31,300 $34,200 $36,100 $37,000 $41,100 $44,200 $48,500 Odyssey
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
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
Vi L7 Vi LX7
$44,250 $51,150
L4 L4
2.4 129 225 C 2.4 129 225 C
1824 – 1854 –
Hyundai
8.0 91 8.0 91
F F
5 years/unlimited
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.
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
F F F A
L4T L4T
2.0 180 350 A8 2236 11.0 10.5 95 52 2.0 180 350 A8 2236 11.0 10.5 95 52
A A
L4TD L4TD L4TD
2.0 120 400 A8 2100 – 2.0 120 400 A8 2100 – 2.0 120 400 A8 2100 –
9.4 D 9.4 D 9.4 D
– – –
A A A
5 years/unlimited
Civic
Active Elite N-Line N-Line N-Line Premium N-Line Premium N Fastback N
L4 L4 L4 L4 L4T L4T L4T L4T L4T L4T L4T
1.8 1.8 1.8 1.8 1.5 1.5 1.5 1.5 1.5 1.5 2.0
104 104 104 104 127 127 127 127 127 127 228
174 174 174 174 220 220 220 220 220 220 400
C C C C C C C C C C M6
1262 1248 1261 1250 1322 1302 1341 1326 1344 1327 1396
9.2 9.2 9.2 9.2 7.5 7.5 7.5 7.4 7.6 7.5 6.0
6.4 6.4 6.4 6.4 6.1 6.0 6.1 6.0 6.1 6.0 9.9
91 91 91 91 91 91 91 91 91 91 95
54 54 54 54 54 54 56 56 56 56 55
07/16 12/18 01/17 07/16 12/16 09/17 07/16
F F F F F F F F F F F
$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
Active Active Elite N-Line N-Line N-Line Premium
A comeback of sorts, led in part by the gifted Type R, and aided by clever packaging, rorty turbo and sharp dynamics THE PICK: Avoid 1.8 atmo. And reflections of the car while driving...
$23,790 $23,590 $27,300 $26,290 $31,100 $30,090 $35,600 $34,090 $36,600 $35,590 $54,990
1.5 140 260 C 2.0 158 315 C
i30
Honda
VTi hatch VTi sedan VTi-S hatch VTi-S sedan VTi-L hatch VTi-L sedan RS hatch RS sedan VTi-LX hatch VTi-LX sedan Type R
L4T L4H
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
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
Cannon Cannon-L Cannon-X
$51,990 $54,990 HR-V
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
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
Power
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
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
Size
Accord
7 years/unlimited
Jolion
Engine type
Based on the G70 sedan’s underpinnings but with broader er market appeal appeal, the GV70 should be the car that makes Genesis in this country. Packing a lusty pair of engines and rear- or all-wheel drive, the GV70 maintains the individual styling flair of the larger GV80 but condenses it with the help of several stylish option packages.
Fuel cons.
GV70 Carries the hopes of an aspiring premium brand nd Price
New
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.
$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 Sonata
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
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
N-Line
$50,990
L4T
2.5 213 422 D8 1623 –
8.1 91
–
@wheelsaustralia
F
129
Jaguar
$20,690 $22,710 $22,620 $24,640 $26,490 Kona
Active Active Elite
L4 L4 L4 L4 L4
1.6 1.6 1.6 1.6 1.6
90 90 90 90 90
151 151 151 151 151
M6 A6 M6 A6 A6
1140 1165 1200 1225 1225
11.2 11.4 11.2 11.4 10.4
7.0 7.2 7.0 7.2 7.2
91 91 91 91 91
– – – – –
F F F 11/19 F 01/20 F
Revamped and refreshed model line-up looks the goods but still lacks the sophisticated refinement of the best small SUVs THE PICK: The turbo version adds much-needed panache
Active Elite Highlander N-Line N-Line Premium EV Elite EV Highlander
$26,600 $28,200 $31,600 $38,000 $36,300 $42,400 $62,000 $66,000 Tucson
L4 L4 L4 L4 L4T L4T E E
2.0 2.0 2.0 2.0 1.6 1.6 64 64
110 110 110 110 146 146 150 150
180 180 180 180 265 265 395 395
C C C C D7 D7 R1 R1
1280 1280 1383 1383 1395 1504 1685 1743
– – – – – – – –
6.2 6.2 6.2 6.2 6.9 6.9 7.9 7.9
91 91 91 91 91 91 13.1 13.1
– – – – – – – –
F F F F A A F F
Elite Elite 1.6T Elite CRDi Highlander Highlander 1.6T Highlander CRDi
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
CRDi Active Active CRDi Elite Elite CRDi Highlander Highlander CRDi
$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
CRDi Highlander Highlander CRDi
$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
– – – –
Isuzu
10.7 91 7.3 D 10.7 91 7.3 D
– – – –
P300 R-Dynamic SE P300 R-Dynamic HSE
LS-M 2WD LS-U 2WD LS-M 4WD LS-T 2WD LS-U 4WD LS-T 4WD
$42,900 $45,300 $50,200 $49,100 $52,600 $56,400 D-Max
L4TD L4TD L4TD L4TD L4TD L4TD
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
R R A R A A
P300 R-Dynamic HSE
130
$48,900 $50,900 $52,000 $54,000 $55,900 $57,900 $63,900
L4TD L4TD L4TD L4TD L4TD L4TD L4TD
whichcar.com.au/wheels
3.0 3.0 3.0 3.0 3.0 3.0 3.0
140 140 140 140 140 140 140
450 450 450 450 450 450 450
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
A A A A A A A
L4T L4T
Drive
Issue tested
Resale %
0-100
Kerb weight
Trans.
Torque
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
$102,500 E-Pace
L4T
2.0 221 400 A8 1744 6.1 7.1 95 –
A
Looking far more chic now that it’s been facelifted, the latest E-Pace brings big improvements in cabin tech and luxury THE PICK: The 300 Sport with mild-hybrid system and adaptive AWD
P250 R-Dynamic S P250 R-Dynamic SE P250 R-Dynamic HSE 300 Sport
$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
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
61 61 61
A A A
5 years/100,000km
Compass Bigger but duller than (now defunct) Renegade. Recently updated with welcome gear/safety additions but prices have jumped THE PICK: Meh, although Trailhawk 4x4 can go places a CX-5 can’t
Night Eagle Limited S-Limited Trailhawk
$36,950 L4 $42,950 L4 $45,950 L4 $49,450 L4TD Cherokee
2.4 2.4 2.4 2.0
129 129 129 125
229 229 229 350
A6 A9 A9 A9
1446 1503 1503 1621
9.3 10.1 10.1 9.7
7.9 9.7 9.7 5.7
91 91 91 D
– – – –
F A A A
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
Sport Limited Trailhawk S-Limited
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
SX SX LS-M LS-M LS-U LS-U X-Terrain
$67,461 $72,391 XF
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
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
Power
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
F A F A
MU-X
Size
XE
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
Engine type
Price
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
RON
5 years/unlimited
Venue
Fuel cons.
Drive
Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
Power
Size
Engine type
Price
bank
$37,950 L4 2.4 $49,950 V6 3.2 $49,950 V6 3.2 $52,650 V6 3.2 Grand Cherokee
130 200 200 200
229 315 315 315
A9 A9 A9 A9
1738 1834 1862 1864
10.0 8.0 8.0 8.0
8.3 91 10.0 91 10.0 91 10.0 91
53 08/14 F – A 55 08/14 A 56 A
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
$59,950 $65,950 $63,950 $72,950 $72,950 $75,950
V6 V6TD V6 V6TD V8 V6TD
3.6 3.0 3.6 3.0 5.7 3.0
213 184 184 184 259 184
347 570 347 570 520 570
A8 A8 A8 A8 A8 A8
2084 2267 2169 2281 2340
8.5 8.0 8.5 8.0 8.0
10.0 91 7.5 D 10.0 91 7.5 D 13.0 91 7.5 D
54 56 56 56 56 56
A A A A A A
HY UNDA I – L A M B ORG H I NI YOUR COMPLETE NEW CAR BUYER’S GUIDE
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
$51,950 V6 $61,450 V6 $60,950 V6 $65,950 V6 $67,450 V6 Gladiator
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
The dual-cab for those who go off-road. Hugely capable, and looks tough. Rubicon has electronically locking differentials, but no diesels THE PICK: Rubicon affords extra off-road gear for little extra cash
Sport S Overland Rubicon
$65,450 $75,490 $76,490
V6 V6 V6
3.6 209 347 A8 2104 – 3.6 209 347 A8 2104 – 3.6 209 347 A8 2215 –
Kia
11.2 91 – 11.2 91 – 12.4 91 –
7 years/unlimited
Scores for packaging, agility, fun (especially the GT) and industry-best warranty. Recently updated with styling tweaks and more equipment THE PICK: Manual cars are more fun, though the auto isn’t bad
$15,690 $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 9.2 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
New
$19,090 $21,390 $20,090 $22,390 $20,590 $22,590 $24,9490
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
CERATO Worthy update, but Kia’s speared the Spaniard ard
Update of Kia’s best-selling model in Oz brings a sexier front-end f t d with ith dotted-line d tt d li LED DRLs, expanded safety features, classy new multimedia and tweaked suspension to improve the GT’s ride. But the manual has been axed and Cerato’s ageing engines carry over unchanged. Lucky it still looks good and handles well. S hatch S sedan Sport hatch Sport sedan Sport+ hatch Sport+ sedan GT hatch GT sedan
$25,490 $25,490 $27,590 $27,590 $30,640 $30,640 $35,290 $35,290 Stinger
L4 L4 L4 L4 L4 L4 L4T L4T
2.0 2.0 2.0 2.0 2.0 2.0 1.6 1.6
112 112 112 112 112 112 150 150
192 192 192 192 192 192 265 265
A6 A6 A6 A6 A6 A6 D7 D7
1345 1320 1345 1320 1345 1320 1395 1370
– – – – – – – –
7.4 7.4 7.4 7.4 7.4 7.4 6.8 6.9
91 91 91 91 91 91 91 91
F F F F F F F F
Sparkly new lights, up-to-date tech and fruity GT exhaust make the stylish, sporty rear-drive Stinger even more seductive THE PICK: They’re all fun to drive but Stinger GT has the most bite
200S GT-Line 330S GT
$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
$46,880 $48,880 $52,380 $54,380 $56,880 $58,880
V6 L4TD V6 L4TD V6 L4TD
3.5 2.2 3.5 2.2 3.5 2.2
216 148 216 148 216 148
355 440 355 440 355 440
A8 A8 A8 A8 A8 A8
2090 2082 2090 2082 2090 2082
– – – – – –
9.6 6.5 9.6 6.5 9.6 6.5
91 D 91 D 91 D
– – -
F F F F F F
V6 L4TD
Drive
Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
3.5 216 355 A8 2090 – 2.2 148 440 A8 2082 –
9.6 91 6.5 D -
F F
S S Sport
$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
Sport GT-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
$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
New
$29,490 $31,490 $36,890 $31,590 $33,590 $38,990 $38,790 $44,190 $46,090 $48,990
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
NIRO Late arrival, but does bring triple choice
Much like the smaller Stonic, the Niro joins Kia’s Aussie line-up e-up mid-way through its lifecycle. Mirroring the three-pronged drivetrain availability of the Hyundai Ioniq, the Hybrid, plug-in Hybrid or BEV Niro is perhaps not the sexiest Kia to parade this efficiency tech. But it does deliver space, and 455km of electric range, or 58km in the PHEV model. 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 Sport+ Sport+ GT-Line GT-Line
$46,850 $49,850 $49,470 $52,470 $53,850 $56,850 $61,070 $64,070
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
332 440 332 440 332 440 332 440
A8 D8 A8 D8 A8 D8 A8 D8
1941 1956 1941 1956 1941 1956 1941 1946
Lamborghini
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
$64,680 $66,680 Stonic
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
A A 03/20 A
Picanto
S S GT-Line GT-Line GT
Platinum Platinum CRDi
Torque
A A A A
Power
56 58 58 58 07/19
Size
7.5 D 7.0 D 14.0 98 16.8 98
Engine type
8.0 8.0 5.0 3.7
Price
2327 2281 2289 2399
Drive
0-100
A8 A8 A8 A8
Issue tested
Kerb weight
570 570 624 868
Resale %
Trans.
184 184 344 522
RON
Torque
3.0 3.0 6.4 6.2
Fuel cons.
Power
$79,450 V6TD $85,950 V6TD $92,450 V8 $139,950 V8S Wrangler
Size
Overland Summit SRT Trackhawk
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.
7.8 9.2 7.8 9.2 7.8 9.2 7.8 9.2
9.7 6.1 9.7 6.1 9.7 6.1 9.7 6.1
91 D 91 D 91 D 91 D
– – – – – – – –
F A F A F A F A
2 years/unlimited
Huracan 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
Evo RWD Evo RWD Spyder Evo AWD
$384,187 $422,606 $459,441
V10 V10 V10
5.2 449 560 D7 – 5.2 449 560 D7 – 5.2 470 600 D7 –
3.3 13.8 98 – 3.3 13.7 98 – 2.9 13.7 98 –
R R A
@wheelsaustralia
131
Evo Spyder AWD Fluo Capsule STO
$505,385 V10 $498,665 V10 $596,00 V10 Aventador
5.2 470 600 D7 1524 3.1 13.7 98 – 5.2 470 600 D7 1524 2.9 13.7 98 – 5.2 470 565 D7 1422 3.0 13.9 98 –
$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
– – – -
V8TT
4.0 478 850 A8 2200 3.6 12.7 98 –
Land Rover
05/17 A A A A
A
5 years/unlimited
Perfect sizing, impressive drivetrains, a keen chassis and standard fiveplus-two seating make the aspirational Disco Sport a solid bet THE PICK: P250 R-Dynamic SE, but tread carefully when adding options
$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
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 110 D300 X 110 P400 X 110 P525 V8
$74,640 L4T 2.0 221 $81,290 L6TTD 3.0 147 $83,470 L4T 2.0 221 $90,450 L6TTD 3.0 183 $100,450 L6ST 3.0 294 $110,640 L6ST 3.0 294 $141,480 L6ST 3.0 294 $200,540 V8S 5.0 386 $76,960 L4T 2.0 221 $82,590 L6TTD 3.0 183 $91,220 L6TTD 3.0 183 $92,360 L6ST 3.0 294 $96,780 L6TTD 3.0 220 $103,800 L6ST 3.0 294 $113,580 L6ST 3.0 294 $113,980 L6TTD 3.0 220 $120,480 L6TTD 3.0 220 $143,190 L6TTD 3.0 220 $145,290 L6ST 3.0 294 $205,500 V8S 5.0 386 Range Rover Evoque
400 500 400 570 550 550 550 625 400 570 570 550 650 550 550 650 650 650 550 625
A8 A8 A8 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 2340 2286 -
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 7.0 6.1 5.2
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 TBC D TBC 95 TBC 95
A A A A A A A A A A A A A A A A A A A A
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
$67,415 $74,973 $76,685 $79,662
L4T L4T L4TD L4T
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
Drive
Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
Power
R
Discovery Sport
P200 R-Dynamic S D165 R-Dynamic S P250 R-Dynamic SE D200 R-Dynamic SE P250 R-Dynamic HSE
Size
Range Velar 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.
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
Engine type
A
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
Price
Drive
Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
Power
Size
Engine type
Price
Data bank
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
$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 Mega Tub Trailrider 2 Trailrider 2
A A A A
$30,516 $32,621 $35,253 $37,358 $36,831 $38,937 $39,990 $42,095
L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD
2.8 2.8 2.8 2.8 2.8 2.8 2.0 2.0
110 110 110 110 110 110 120 120
360 360 360 360 360 360 375 375
M6 A6 M6 A6 M6 A6 M6 A6
Lexus
1895 1925 1945 2005 1970 2030 2005 2035
-
8.8 9.6 8.8 9.6 8.8 9.6 8.5 8.5
D D D D D D D D
-
A A A A A A A A
4 years/100,000km
CT200h 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
Luxury
132
whichcar.com.au/wheels
$41,750
L4H
1.8 100 142 C
1465 10.3 4.1 95 51 06/11 F
L AM B OR G H I NI – M AS ER ATI YOUR COMPLETE NEW CAR BUYER’S GUIDE
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
– – – –
$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
450d 570 570S
$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 -
200 Luxury 200 Sports Luxury 200 F-Sport 250h Luxury 250h Sports Luxury 250h F-Sport 250h Sports Lux. AWD 250h F-Sport AWD
$46,500 $55,500 $56,000 $50,000 $59,000 $59,500 $63,500 $64,000 NX
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
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 300 F-Sport 300h F-Sport 300 Sports Luxury 300h Sports Luxury
$55,700 $68,200 $60,200 $62,700 $61,700 $64,200 $66,152 $68,700 $73,608 $76,814 RX
L4T L4H L4T L4H L4T L4H L4T L4H L4T L4H
2.0 2.5 2.0 2.5 2.0 2.5 2.0 2.5 2.0 2.5
175 147 175 147 175 147 175 147 175 147
350 210 350 210 350 210 350 210 350 210
A6 C A6 C A6 C A6 C A6 C
1700 1740 1755 1800 1755 1800 1860 1895 1860 1895
7.3 9.1 7.1 9.1 7.1 8.9 7.1 9.1 7.1 9.1
7.7 5.6 7.9 5.7 7.9 5.7 7.9 5.7 7.9 5.7
95 95 95 95 95 95 95 95 95 95
53 F 56 F 56 A 56 A 57 F 59 08/15 F 53 A 56 A 56 A 59 A
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...
300 Luxury 300 F-Sport 300 Sports Luxury 350 Luxury 350 F-Sport 350 Sports Luxury
$73,136 $88,136 $94,836 $83,136 $95,636 $101,836
L4T L4T L4T V6 V6 V6
2.0 2.0 2.0 3.5 3.5 3.5
175 175 175 221 221 221
350 350 350 370 370 370
A6 A6 A6 A8 A8 A8
1890 1890 1890 1980 1980 1980
9.2 9.2 9.2 8.0 8.0 8.0
8.1 8.1 8.1 9.6 9.6 9.6
95 95 95 95 95 95
61 61 61 61 61 61
F F F A A A
7.7 7.7 7.7 8.0 8.0 8.0 8.0
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
Drive
2150 2150 2150 2105 2105 2275 2275
Issue tested
C C C A8 A8 C C
Resale %
335 335 335 370 370 335 335
RON
230 230 230 221 221 230 230
Fuel cons.
3.5 3.5 3.5 3.5 3.5 3.5 3.5
A A A A A A 12/19 A
$137,636 $146,636 $168,767
V8TD V8 V8
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
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
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
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
V6H V6H V6H V6 V6 V6H V6H
Lotus
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
$92,388 $104,888 $111,088 $86,836 $103,836 $95,888 $113,088 LX
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
R R R R
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
450h Luxury 450h F-Sport 450h Sports Luxury 350L Luxury 350L Sports Luxury 450hL Luxury 450hL Sports Luxury
0-100
$61,500 $70,000 $64,500 $73,000 $75,000 ES
Kerb weight
300 Luxury 300 F-Sport 300h Luxury 300h F-Sport 350 F-Sport
Price
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
Trans.
F F Torque
1465 10.3 4.1 95 53 1465 10.3 4.1 95 54
Drive
Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
Power
Size
1.8 100 142 C 1.8 100 142 C
Power
L4H L4H
Size
$51,500 $58,500 IS
Engine type
F-Sport Sports Luxury
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.
R R R
3 years/unlimited
Ghibli 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
$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 Levante
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
– – – – –
R R R R R R
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
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
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
$438,000
V6TT
3.0 470 730 D8 1500 2.9 11.6 98 – @wheelsaustralia
R
133
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
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
$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
Sport Sport wagon Touring Touring wagon GT SP GT SP wagon Atenza Atenza wagon
$34,590 $35,890 $38,890 $40,190 $46,690 $47,990 $50,090 $51,390 MX-5
L4 L4 L4 L4 L4T L4T L4T L4T
2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5
140 140 140 140 170 170 170 170
252 252 252 252 420 420 420 420
A6 A6 A6 A6 A6 A6 A6 A6
1536 1553 1536 1553 1607 1613 1620 1627
8.1 8.1 8.1 8.1 7.0 7.0 7.0 7.0
7.0 7.0 7.0 7.0 7.6 7.6 7.6 7.6
91 91 91 91 91 91 91 91
– – – – – – – –
F F F F F F F F
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
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
134
$36,090 $38,090 $44,020 $46,020 $47,020 $41,400 $43,400 $48,100 $50,100 $51,100 $49,120 $51,120
L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4
whichcar.com.au/wheels
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
– – – – – – – – – – – –
Drive
Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
Power
Size
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
Drive
2
G15 Pure hatch G15 Pure hatch G15 Pure sedan G15 Pure sedan G15 Evolve hatch G15 GT hatch G15 GT sedan 100th Anniversary htch
Engine type
CX-3 Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
Power
5 years/unlimited Size
Engine type
Price
Mazda
Price
Data bank
R R 09/19 R R R R R R R R R R
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 CX-8
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
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
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
$39,990 $46,990 $46,790 $47,790 $53,790 $54,790 $59,290 $63,290 $62,790 $66,790 $69,920
L4 L4TTD L4 L4 L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD
2.5 2.2 2.5 2.5 2.2 2.2 2.2 2.2 2.2 2.2 2.2
140 140 140 140 140 140 140 140 140 140 140
252 450 252 252 450 450 450 450 450 450 450
A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6
1799 1949 1799 1799 1949 1949 1906 1978 1906 1978 1977
– – – – – – – – – – –
8.1 6.0 8.1 8.1 6.0 6.0 5.9 6.0 5.9 6.0 6.0
91 D 91 91 D D D D D D D
F A F F A A F A F A A
M A Z DA – M ER CE D ES -B E N Z 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-9
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
GT McLaren tries its hand at the ‘practical’ supercar genre. Same twin-turbo V8 recipe, now with added comfort and luggage space THE PICK: There’s only one, so it’s this or some business class flights
GT
New
$399,995
V8TT
4.0 456 630 D7 1530 3.2 10.8 98 -
R
ARTURA Hell-fire hybrid built to electrify
Debut model for McLaren’s new-gen hybrid supercars rs is the Artura, Artura packing an electrified 3.0-litre twin-turbo V6 that drives the rear wheels through an eight-speed ’box. A 70kW/225Nm motor is housed within the transmission bellhousing, boosting performance, handling reversing duties and giving Artura 30km of all-electric range. $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 y blinding g speed p THE PICK: We say Coupe, but Spider pider no less stiff and only 50kg heavier
Coupe Spider
New
$499,000 $556,000
V8TT V8TT
4.0 530 7700 D7 1419 2.9 10.7 98 4.0 530 7700 D7 1468 2.9 12.2 98 -
07/18 R 05/19 R
765LT Pommie hard-bastard that’s a bit bonkers. ers.
The ultimate expression of the McLaren 720S family, y the 765LT ‘longtail’ will be restricted to 765 examples worldwide – all of which have already been spoken for. Its 4.0-litre dry-sump V8 cops a pair of electric twin-scroll turbos for 563kW at 7500rpm, so as you’d expect, it’s fast as all hell, hitting 100km/h in 2.8sec and 200km/h in 7.0sec. $609,650
V8TT
4.0 563 800 D7 1339 2.8 12.3 98
Mercedes-Benz
R
A45 S AMG 4Matic+
CLA200 CLA250 4Matic CLA35 AMG 4Matic CLA45 S 4Matic+
$43,900 $46,200 $53,000 $56,900 $59,200 $63,400 $66,000 $68,935 $72,135
L4T L4T L4T L4T L4T L4T L4T L4T L4T
1.3 1.3 2.0 2.0 2.0 1.3 1.3 2.0 2.0
100 100 165 165 165 160 160 225 225
200 200 350 350 350 450 450 400 400
D7 D7 D7 D7 D7 D8 D8 D7 D7
1375 1300 1465 1505 1525 1480 1480
8.8 8.9 6.3 6.2 6.3 6.6 6.6 4.7 4.7
5.7 5.7 6.4 6.6 6.6 1.6 1.6 7.6 7.4
95 95 95 95 95 95 95 98 98
50 F 50 F 51 F 51 A 51 A F - 12/20 F 52 03/20 A 53 A
2.0 310 500 D8 1550 3.9 8.3 98 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
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
B180 Sports Tourer
$48,000 C-Class
L4T
1.3 100 200 D7 1330 9.0 5.7 95 50
F
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
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
$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
A180 A180 Sedan A250 Sedan A250 4Matic A250 4Matic Sedan A250e hatch A250e sedan A35 AMG Hatchback A35 AMG Sedan
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
5 years/unlimited
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
$93,235 CLA
Drive
-
Issue tested
91 91 91 91 91 91 91 91 91 91 91 91
Resale %
8.4 9.0 8.4 9.0 8.4 9.0 8.4 9.0 8.4 9.0 9.0 8.4
RON
7.7 7.6 7.4 7.6 7.6 7.6 7.6 7.6 7.6 7.6 7.6 7.6
Fuel cons.
1881 1953 1881 1953 1938 2010 1938 2010 1938 2010 2010 1938
0-100
A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6
Kerb weight
420 420 420 420 420 420 420 420 420 420 420 420
Trans.
170 170 170 170 170 170 170 170 170 170 170 170
Torque
2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5
Power
L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T
Size
$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
Engine type
Sport Sport AWD Touring Touring AWD GT GT AWD GT SP GT SP AWD Azami Azami AWD Azami LE AWD 100th Anniversary
Price
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!
S450 4Matic S450 L 4Matic
$240,700 $264,900 GT
L6T L6T
3.0 270 500 A9 2001 5.1 8.2 95 3.0 270 500 A9 2074 5.1 8.4 95
A A
Improving with age. Beautiful coupe is not quite a sports car, not quite a grand tourer but close enough to both, and roadster is delicious THE PICK: GT C almost as quick as R but a million times more liveable
GT S GT C GT C Roadster GT R GT R PRO
$317,800 $341,200 $367,400 $373,400 $453,200
V8TT V8TT V8TT V8TT V8TT
4.0 4.0 4.0 4.0 4.0
384 410 410 430 430
670 680 680 700 700
D7 D7 D7 D7 D7
1570 1625 1660 1555 1530
3.8 3.8 4.0 4.0 3.6
9.5 98 11.5 98 14.3 98 20.6 98 12.4 98
67 67 67 67 -
09/15 01/20 10/17 03/19
@wheelsaustralia
R R R R R
135
MG
GT63 S 4Matic+
$363,700 GLA
V8TT
$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
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
$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
$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
Core Excite
New
$112,500 $124,900 $132,300 $145,300 $174,100 $167,100 $230,400 $235,500
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
GLS600 MAYBACH
ZS Excite ZS Essence ZST Core ZST Vibe ZST Excite ZST Essence ZS EV Essence
$233,900 $299,000 EQA
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
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
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
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
$137,900 V-Class
E
80 300 760 R1 2480 4.7 21.4 -
-
Vibe Excite Essence Anfield Edition
136
$84,100 $98,860
Drive
Issue tested
Resale %
Kerb weight
Trans.
Torque
Power
0-100
12.5 6.7 91 46 12.5 6.7 91 47
$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
$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
F F
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
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
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
Classic Classic Plus MINI Yours S Classic S MINI Yours S JCW Sport
L4TD L4TD
whichcar.com.au/wheels
2.1 120 380 D7 2135 8.5 6.3 D 2.1 140 440 D7 2135 8.0 6.7 D
53 51
$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
R R
$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 Clubman
L3T L3T L3T L4T L4T L4T L4T L4T L4T
1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0 2.0
100 100 100 141 141 141 170 170 170
220 220 220 280 280 280 320 320 320
D7 D7 D7 D7 D7 D7 A8 A8 A8
1230 1230 1230 1295 1295 1295 – – –
8.8 8.8 8.8 7.1 7.1 7.1 6.5 6.5 6.5
6.0 6.0 6.0 6.3 6.3 6.3 6.5 6.5 6.5
95 95 95 95 95 95 95 95 95
F F F F F F F F F
Quirky style cloaks a practical package (due to BMW X1 wheelbase) with lively turbos and jaunty demeanour. New variants trickling in THE PICK: Any. This is our favourite of the Mini bodystyles by far
02/20 A
Transport for your VIPs just got classier, with new looks, interior and safety tech allied to a diesel donk well up for hauling groups of eight THE PICK: The Avantgarde for more pep at your pedal
V220d V250d Avantgarde
150 A4 1170 150 A4 1170
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
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
1.5 82 1.5 82
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
If you were worried the flagship Mercedes-AMG GLS wasn’t flash enough, here’s proof. Shiny-grilled, huge-wheeled Maybach GLS600 carries more than a hint of oil-baron excess, powered by a stonking mild-hybrid, twin-turbo V8. Inside, the flamboyance continues, with champagne fridge, or even a four-seat version... $156,300 $163,000 $267,100 $358,300 G-Class
L4 L4
Cooper 3dr
Mega-buck SUV throws the gauche in for free
GLS450 GLS400d GLS63 AMG 4Matic+ GLS600 Maybach
$16,490 $18,490 ZS/ZST
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
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
Size
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?
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
Engine type
MG3
4.0 470 900 A9 2045 3.2 11.3 98 67 09/19 A
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+
Price
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
RON
7 years/unlimited
GT 4-Door
Fuel cons.
Drive
Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
Power
Size
Price
Engine type
Data bank
Cooper S
$45,900
L4T
2.0 141
280 M6 1360 7.2 7.1 98 53
F
M E R CE D ES -B E NZ – N I SSA N YOUR COMPLETE NEW CAR BUYER’S GUIDE
Drive
Issue tested
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 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 Triton
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
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
$37,490
L4TD
2.4 133 430 M6 1950 10.0 7.9 D
47
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
Drive
10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0
Issue tested
1955 1950 1950 1961 1961 1955 1955 1985 1990 2045 2045
Resale %
A6 M6 A6 M6 A6 M6 A6 M6 A6 A6 A6
RON
430 430 430 430 430 430 430 430 430 430 430
47 47 47 47 47 47 47 47 -
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 62 160 340 R1 1736 6.9 18.0 95 F
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
133 133 133 133 133 133 133 133 133 133 133
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
2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4
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
Fuel cons.
1.5 2.0 1.5 2.0 2.0
0-100
L3T L4T L3TH L4T L4T
L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD
Kerb weight
$44,500 $52,900 $60,900 $61,915 $67,818
$39,990 $38,540 $41,040 $41,990 $44,490 $40,990 $43,490 $45,440 $47,940 $52,790 $51,890
Trans.
Cooper Cooper S Hybrid JCW Pure JCW
GLX GLX ADAS GLX ADAS GLX-R GLX-R GLX+ GLX+ GLS GLS GLS Premium GSR
Torque
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
Power
F A A Size
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
Power
Size
2.0 141 280 D7 1390 7.3 6.2 98 53 2.0 225 450 A8 1475 4.9 7.7 98 53 2.0 225 450 A8 1490 4.9 7.7 98 53
Engine type
$45,900 L4T $57,900 L4T $62,900 L4T Countryman
Price
Cooper S JCW Pure JCW
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.
$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 ST-L 4WD Ti 4WD
$30,665 $32,665 $34,265 $34,665 $37,465 $38,525 $40,125 $40,525 $45,965
L4 L4 L4 L4 L4TD L4 L4 L4 L4
2.0 2.5 2.5 2.5 2.0 2.5 2.5 2.5 2.5
106 126 126 126 130 126 126 126 126
200 226 226 226 380 226 226 226 226
M6 C C C C C C C C
1464 1497 1547 1553 1656 1532 1573 1588 1601
– – – – – – – 10.3 –
8.2 7.9 8.1 8.3 6.1 7.9 8.1 8.3 8.3
91 91 91 91 D 91 91 91 91
– – – – – – – – –
F F F A A F F 08/14 A YB17 A
A @wheelsaustralia
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Drive
Issue tested
Resale %
RON
Fuel cons.
0-100
Kerb weight
Trans.
Torque
Power
Size
Engine type
Price
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Issue tested
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RON
Fuel cons.
0-100
Kerb weight
Trans.
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Engine type
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Data bank
Patrol 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
$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 -
New 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
$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 Sport
$34,990 $43,990 3008
L3T L3T
1.2 96 1.2 114
230 A6 1247 9.3 6.5 95 240 A8 1287 8.7 6.1 95 -
F F
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
$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
$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 w
3 years/unlimited
138
F4T F4T F4T F4T F4T F4T F4T F4T F6 F6 F6 F6 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 4.0 4.0 4.0 4.0
220 220 220 220 257 257 257 257 294 294 294 294 294 309 309
380 380 380 380 420 420 420 420 430 420 430 420 430 430 430
M6 D7 M6 D7 M6 D7 M6 D7 D7 M6 D7 M6 D7 D7 D7
1335 1365 1335 1365 1355 1385 1355 1385 1435 1405 1435 1405 1435 1450 1450
5.1 4.7 5.1 4.9 4.6 4.3 4.6 4.4 4.0 4.5 4.0 4.5 4.0 3.9 3.9
7.4 98 6.9 98 7.4 98 6.9 98 8.1 98 7.3 98 8.1 98 7.3 98 9.6 98 10.8 98 9.6 98 10.8 98 9.6 98 10.2 98 10.2 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 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
Big, clever and stunningly adept. Pornographically extruded Sport Turismo is brash but curiously covetable; twin-turbo V8s astonishing. THE PICK: Any of them, but prepare yourself for the options list
4 4 Sport Turismo 4 Executive 4 E-Hybrid 4 E-Hybrid Executive 4 E-Hybrid Sport Turismo 4S E-Hybrid GTS GTS Sport Turismo Turbo S Turbo S E-Hybrid
$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
F F
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
$116,000 $117,933 $118,800 $120,733 $139,600 $144,180 $142,400 $146,980 $180,590 $178,000 $183,390 $187,300 $192,690 $205,280 $214,780
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
S Macan GTS Turbo
718
Cayman Cayman Boxster Boxster Cayman S Cayman S Boxster S Boxster S Cayman GTS 4.0 Boxster GTS 4.0 Boxster GTS 4.0 Boxster 25 Years Boxster 25 Years Spyder Cayman GT4
Our first-ever ‘market edition’ Porsche – marking 70 years of Porsche in Oz – also makes history in being the first special-edition Porsche based on a GT model (in this case, new GT3 with Touring Package.) Only 25 will be built, wearing a reboot of 1951’s Fish Silver Grey metallic paint with a graphite blue interior with tartan cloth seats.
F F F F
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
911 GT3 70 YEARS EDITION Special edition built to be driven; will be collected
$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)
$128,200 Coupe $139,100 E-Hybrid $148,000 E-Hybrid Coupe $156,400 GTS $198,300 GTS Coupe $202,100 S $167,400 S Coupe $176,900 Turbo $250,600 Turbo Coupe $262,300 Turbo S E-Hybrid $296,200 Turbo S E-Hybrid Coupe $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
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
V8 V8 V8 V8 V8 V8 V8
5.7 5.7 5.7 5.7 5.7 5.7 5.7
291 291 291 291 291 291 291
556 556 556 556 556 556 556
A8 A8 A8 A8 A8 A8 A8
2605 2620 2674 2684 2617 2671 2749
8.2 8.2 8.2 6.7 6.7 6.7 6.1
12.2 95 12.2 95 12.2 95 12.2 95 12.2 95 12.2 95 12.2 95
A A A A A A A
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
-
A
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
F F
$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
Rolls-Royce
8.1 8.1 8.1 8.3
91 91 91 91
50 51 52 52
F F F A
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
110TSI 110TSI 110TSI Monte Carlo 110TSI Launch Edition
V12TT 6.7 420 850 A8 – V12TT 6.7 420 850 A8 –
$635,150 $734,900 Dawn
110TSI Ambition 110TSI Ambition wagon 110TSI Style 110TSI Style wagon RS RS wagon
– –
15.0 98 15.0 98
$27,690 $28,690 $33,390 $34,690 Octavia
$30,390 $31,690 $34,890 $36,190 $47,790 $49,090 Superb
206TSI Sportline $60,390 206TSI Sportline wagon $62,090 200TSI Scout wagon $61,990 Kamiq
Drive
Issue tested
Resale %
RON
0-100
Kerb weight
Torque
Trans.
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
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
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
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
Skoda’s smallest SUV is a rival for the Mazda CX-3 and Toyota C-HR. Is well equipped with adaptive cruise, 18s and digital instruments THE PICK: Monte Carlo for keen drivers; auto 85TSI for everyone else
85TSI 85TSI 110TSI Monte Carlo 110TSI Limited Edition
V12TT 6.6 465 820 A8 2440 4.6 14.3 95 V12TT 6.6 465 870 A8 2440 4.5 - 95 -
110TSI 140TSI Sportline
A A
R R
$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
$26,990 $27,990 $34,190 $35,490 Karoq
L3T L3T L4T L4T
1.0 1.0 1.5 1.5
85 85 110 110
200 200 250 250
M6 D7 D7 D7
1191 1211 1237 1237
9.9 10.0 8.4 8.4
5.1 5.0 5.6 5.6
95 – 95 – 95 – 95
F F F F
$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
A A
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
132TSI 132TSI Sportline RS
$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
A A A
7 years/unlimited
Korando It’s often overlooked, but the Korando deserves more attention with advances in design, safety and quality. Rather handsome too THE PICK: Worth a look if value is a priority, not finessed dynamics
EX ELX Ultimate Ultimate
$29,990* $32,990* $37,990* $39,990* Rexton
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
F F F F
Surprisingly competent take on the 4WD wagon. Handsome interior, inoffensive exterior and keen pricing means they should shift a few THE PICK: Enjoy the effortless torque of the diesel in Ultimate form
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
$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 -
$34,590 $41,290 Kodiaq
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
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
160 160 200 200
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
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
Black Badge
70 70 81 81
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
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
1.0 1.0 1.0 1.0
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
4 years/unlimited
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
$627,000 $739,000 Wraith
L3T L3T L3T L3T
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
Ghost
EWB
Power
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
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
Size
Fabia
5 years/unlimited
Megane
Engine type
Caution: an even sharper long load
Few vehicles possess the menace of a 5.8m-long RAM pick-up, and 2021’s all-new 1500 manages to look even tougher. A more chiselled appearance combines with an all-new interior to make the new 1500 clearly the most refined RAM to date. There’s even a 48-volt mild-hybrid system with stop/start for the carry-over 5.7-litre Hemi V8.
EWB
5 years/unlimited Fuel cons.
Issue tested
Resale %
RON
cons. Fuel cons
0-100
Kerb weight
Trans.
Torque
Power
Size
Skoda
1500
Price
New
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.
R R
ELX Ultimate
$47,990* $54,990*
L4TD L4TD
2.2 133 420 A7 2230 – 2.2 133 420 A7 2230 –
8.3 D 8.3 D
53 53
@wheelsaustralia
A A
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