Luxury Cars

2026 Lexus GX550 Sports Luxury

noreply@blogger.com (Ricky Ricardo) — Mon, 30 Mar 2026 16:46:00 +0700

The Lexus GX550 is a first for Lexus in Australia, but has a long history overseas. Based on the underpinnings of the Toyota LandCruiser Prado, the GX is to the Prado as the LX is to the LandCruiser. All the essential off-road hardware carries over, but the styling and interior get a Lexus-style prestige overhaul. At a price point where the monocoque-platform Land Rover Defender and BMW X5 dominate, the GX defies the segment norm with its body-on-frame construction.Better suited to off-road exploits than ultimate refinement, the GX’s construction hasn't stood in the way of Lexus casting a wide net, with getaway-ready Overtrail variants for adventurers and more refined high-end versions like the Sports Luxury catering to a more refined clientele. Call it an each-way bet for Lexus, with the car-based RX SUV as the true X5 rival, and Australia’s categorisation of the GX in the Upper Large SUV class pitting it against everything from a Mercedes-Benz G-Class to an Aston Martin DBX. Key details 2026 Lexus GX550 Sports Luxury Price $124,840 plus on-road costs Colour of test car Khaki Metal Options Premium paint – $1750 Price as tested $126,590 plus on-road costs Drive-away price $147,012 (VIC)

Lexus offers three variants of the GX550 in Australia stacked together quite closely in terms of price. The entry-level GX550 Luxury starts from $118,320, the top-spec Overtrail tops out at $130,770, and the Sports Luxury tested here fits in between at $124,840 before options, accessories, and on-road costs. Regardless of the trim level, all GX550s are powered by the same 3.4-litre twin-turbo petrol V6 engine. Lexus markets it as a 3.5-litre for some reason, but either way, power is a respectable 260kW with a decent 650Nm of torque. A 10-speed torque converter automatic, full-time four-wheel drive (not on-demand all-wheel drive) with a low-range transfer case, and locking centre differential are also standard. While it sounds like the GX550 Sports Luxury has off-road potential covered, the 22-inch alloy wheels and highway-terrain tyres may be a limiting factor. Braked towing capacity of 3130kg is decent, but not best in class. It’s worth calling out here that on 22-inch wheels, the Sports Luxury has the lowest tow capacity of the range, the other variants' capacity is a full 3500kg, but optioning smaller 20-inch wheels brings the Sports Luxury back up to 3500kg. All GX550s come with powered front seats with heating and ventilation, heated second-row seats, wireless smartphone charging, a head-up display, a digital instrument cluster, 14-inch infotainment, a powered tailgate, 360-degree cameras and more. The Luxury and Sports Luxury offer seven seats, and the Sports Luxury includes extras like adaptive suspension, auto-foldaway side steps, a fixed panoramic glass roof, genuine leather interior, massaging front seats, an interior cool box, multi-colour interior ambient lighting, a 21-speaker premium audio system, and other trim and appointment upgrades. The inclusions over the Luxury grade seem like good value for the $6270 step-up in price, and optional equipment is limited to metallic paint for $1750 (as shown) and an an Enhancement Pack that swaps the 22-inch wheels for 20s and raises towing capacity to 3500kg at no extra cost (not fitted). The only real alternative is to opt for the Overtrail grade, which adds a swaybar disconnect, a locking rear differential, crawl control, all-terrain tyres, and other features aimed at off-roading more than pampering. The Land Rover Defender 110 is the closest rival in terms of its crossover between refinement and off-road potential. The $127,100 plus ORCs Defender 110 P425 X-Dynamic SE lines up with the GX on price, with a 313kW petrol V8 engine, but only seating for five – unless you start adding options. General Motors offers the GMC Yukon Denali – more of a Lexus LX rival, but still within consideration, albeit bigger and much more expensive at $174,990 plus ORCs. The Yukon has the ace up its sleeve of offering seating for eight, if that’s important, and up to 3.6 tonnes of towing capability.Closer to home, the price paid for a GX550 Sports Luxury could also get you into a Toyota LandCruiser 300 Series VX. The slightly larger LandCruiser offers a more frugal 3.3-litre turbo-diesel V6 engine, and the support of Toyota’s much larger dealer network – crucial if you plan on going remote often. While it may not be as outright plush on the inside, the VX grade still offers a host of luxury appointments, but with additional cargo space and towing capacity.

How fuel-efficient is the Lexus GX550? Despite Lexus putting a lot of effort into hybrids, the V6 in the Lexus GX is a little unusual in lacking any form of hybrid assistance to save fuel, or even an idle-stop system to switch the engine off at the traffic lights. The result is a claimed 12.3 litres per 100 kilometres consumption, and in a week of mostly highway driving, the GX550 clocked in at 12.8L/100km. Not too bad for something so big, even if that sounds a little thirsty in isolation. If your driving was more city-centric, the fuel bill for the big Lexus would very quickly look a lot worse. The claimed urban consumption figure is 17L/100km, but in heavy traffic, expect to land somewhere closer to the 20L/100km mark.

With an 80-litre fuel tank, the as-tested cruising range would be 625km from a full tank. Based on the claimed city consumption, range drops to 470km. Fuel efficiency 2026 Lexus GX550 Sports Luxury Fuel cons. (claimed) 12.3L/100km Fuel cons. (on test) 12.8L/100km Fuel type 95-octane premium unleaded Fuel tank size 80L

The warranty on the Lexus GX550 covers the vehicle for five years, with no kilometre limit for private buyers, or a 160,000km cap on vehicles used commercially. Lexus also provides five years' provision for towing and loan vehicles in some circumstances. A big lure of Lexus ownership is the brand’s Encore program, which covers the first three years of ownership and provides features like a free service loan car, Ampol fuel discounts, promotional partner offers and event invites, and roadside assist for the duration of Encore coverage. Servicing costs are covered by the Lexus capped-price program, but whereas most rivals offer 12-month service intervals, the GX550 asks for scheduled servicing every six months or 10,000km at $695 per service for the first five years or 100,000km. While potentially an inconvenience for some owners, especially those unlikely to venture too far off-road, the closer intervals and shorter cycles between fresh fluids and filters could be seen as a positive for owners who regularly tow or head off the beaten track. At $6950 over five years, the Lexus isn’t bargain-priced. A Toyota LandCruiser would cost $4500 over the same period, while a Defender would cost $3300 for a six-cylinder petrol, $3900 for a P425 V8, or up to $3500 for a six-cylinder diesel. Running the numbers on comprehensive insurance, the GX550 would cost $4072 to insure, the LandCruiser VX comes in much cheaper at $2867 per year, and a Defender 110 P425 X-Dynamic SE comes to a similar $3969. At a glance 2026 Lexus GX550 Sports Luxury Warranty Five years, unlimited km Service intervals 6 months or 10,000km Servicing costs $4170 (3 years) $6950 (5 years)

The Lexus GX is officially untested by Australasian safety authority ANCAP and its European equivalent Euro NCAP. The Toyota Prado, with which the GX550 shares its chassis and key body structure, was given a five-star rating in 2024. While the two models are not identical, their close relationship means the Prado’s results can be used as a guideline, at least. The GX550 is fitted with nine airbags, including first and second-row side airbags, full-length curtain airbags, and a centre airbag between front seat occupants. ISOFIX child seat mounts are mounted in the second row, but the third-row seats lack ISOFIX and top-tether mounts. While the electronic driver assist functions are helpful if the driver’s attention lags, they're not able to fully take control and fill in as semi-autonomous systems. The car will nudge you back into your lane, but won’t track you between markings for an extended time. With the driver in control, the GX550 lets you move around within a lane, and that’s handy for dodging potholes or keeping to the smoothest line on a rural road.During testing, there were no false alerts, which is a positive sign, and the driver-facing attention monitoring camera only chimes in after a reasonable interval of looking away from the road.

At a glance 2026 Lexus GX550 Sports Luxury Autonomous Emergency Braking (AEB) Yes Vehicle, pedestrian, cyclist, motorcycle, and intersection detection Adaptive Cruise Control Yes Includes traffic jam assist, curve speed reduction Blind Spot Alert Yes Includes safe exit assistance Rear Cross-Traffic Alert Yes Alert and assist functions Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist Road Sign Recognition Yes Includes speed limit assist, intelligent cruise control Driver Attention Warning Yes Includes driver-facing camera Cameras & Sensors Yes Front and rear sensors, 360-degree camera What is the Lexus GX550 like on the outside? The blocky profile of the GX range stands out against the otherwise more swoopy range of smaller Lexus SUVs. Much of the body is shared with the Toyota Prado, resulting in similar styling, but with unique details at the front and rear. Motorised side steps make getting in and out easier, but the motors are surprisingly noisy and clunky and don’t feel as premium as they should. When folded up, the steps don’t align flush with the body, with big panel gaps visible. The design channels the Defender from some angles, but with a much more aggressive Lexus twist. The look really shows that this is a big SUV with rugged construction, and not a poser or pretender. The 22-inch wheels of the Sports Luxury might be just a little oversized for the car’s intended purpose, but ultimately don't negatively impact ride comfort. Buyers intending to lean more heavily on the GX550’s towing or off-roading capabilities would be better served by the optional Enhancement Pack, which swaps the 22-inch wheels for 20-inch wheels (from the Luxury grade) and boosts towing capacity to 3.5 tonnes.

The interior of the GX550 is conservative in its design and materials, and at first glance doesn’t look like it carries the level of luxury you might expect for the price. A focus on longevity and service life seems to have taken priority over outright sophistication and plush materials. In a segment where the Defender has managed to get away with exposed screws and structural elements on display, Lexus isn't out of touch, but some of the design feels less cutting-edge than car-based rivals at the same price. There’s a lot of soft plastics used on parts of the dash you’ll never touch, but then no padding on the upper door trims, and hard surfaces where your knees rest. Front seat passengers get a commanding view out, with a lofty driving position, broad seats, and big windows. Seat padding is rather firm, with Lexus using a fine-grain, soft and smooth leather. The support isn’t sink-in soft or lounge-like, but for long stints behind the wheel, the front seats are quite comfy with support in the right places. There’s a front seat massage to help here too, although accessing it via the touchscreen is a multi-press journey, with no quick and easy shortcut to switch the function on. The Sports Luxury gets features other grades miss out on, like front seat base-length adjustment, a heated steering wheel, front seat ventilation (heating is standard on all models), a kick-to-open power tailgate, and a panoramic glass roof that features both electrochromatic tinting and an electric blind. Rear seat passengers get a separate set of climate controls and manually reclining rear seats. There are air vents in the ceiling and manual window shades on the doors to maintain comfort. The rear seats are, however, a little short on overall knee room, especially given how big the GX550 is overall, and the seats can’t be adjusted fore or aft. A one-touch button flips the second-row forward for access to the back, but there’s no powered return, requiring a manual shove to return the seat upright. Space in the third row is actually quite decent, with enough room in most directions for most adults up to just below average height. The seats themselves aren’t as plush or padded as the other rows, though, so the third row feels a bit less grand compared to something like a BMW X7. Boot space is absolutely huge. If you’re planning on running a car fridge, it’ll barely make a dent in the available space. Third-row seats fold away electrically too, making them easy to deploy when required and leaving a flat floor when stowed. With a big open floor, you’ll want to invest in a boot caddy to keep your groceries or smaller items in check. With the third row up, the boot is naturally a lot smaller, but there’s still space to stash backpacks or a beach bag or two. 2026 Lexus GX550 Sports Luxury Seats Seven Boot volume 171L to third row 949L to second row 1875L to first row Length 5015mm Width 1980mm Height 1935mm Wheelbase 2850mm More Link

2026 BYD Atto 1

noreply@blogger.com (Ricky Ricardo) — Fri, 7 Nov 2025 18:13:00 +0700

Dolphin Surf.

Since the 2026 model year is forward-looking, much of the information is based on early reviews, international specs, and announcements for its launch in markets like Australia and New Zealand.

Here is a review summary based on the available information:

Key Highlights & Market Positioning

Affordability: The Atto 1 is heavily anticipated to become Australia's cheapest EV, with estimated starting prices around $25,000 (before on-road costs) in that market, making it a strong competitor against budget petrol cars like the Toyota Yaris or Suzuki Swift.
Size: It is a compact city car (around 3,990mm long, 1,720mm wide), built on BYD's e-Platform 3.0.
Seating: It is typically configured as a four-seater, although some specifications mention five seats.

Powertrain and Performance (Varies by Trim)

The Atto 1 is generally offered in at least two main variants: Essential (or Dynamic) and Premium.

Feature	Essential/Dynamic Trim	Premium Trim
Battery Capacity (LFP Blade)	$\approx 30 \text{ kWh}$	$\approx 43.2 \text{ kWh}$
WLTP Range	$\approx 220 \text{ km}$	$\approx 310 \text{ km}$
Max Power	$65 \text{ kW}$	$115 \text{ kW}$
Max Torque	$175 \text{ Nm}$	$220 \text{ Nm}$
0-100 km/h Acceleration	$\approx 11.1 \text{ seconds}$	$\approx 9.1 \text{ seconds}$
DC Fast Charging (Peak)	Up to $65 \text{ kW}$	Up to $85 \text{ kW}$
AC Charging (Onboard)	Up to $11 \text{ kW}$	Up to $11 \text{ kW}$

Driving Feel: Early impressions suggest the instant torque makes it feel peppier than similarly sized petrol cars, with decent dynamics due to the low center of gravity. Highway stability is solid, though wind and road noise are noted at higher speeds.

Interior and Technology

Design: The interior is described as tidy and purposeful with minimum frills, featuring the same "wavy lines" design language seen in the BYD Dolphin, though with potentially smaller screens and less soft-touch material given the lower price point.
Infotainment: Features a signature $10.1$ -inch rotating infotainment touchscreen with Apple CarPlay and Android Auto connectivity, along with "Hi BYD" voice control.
Practicality: Offers plentiful storage spots throughout the cabin and a decent boot space for its size ( $\approx 308 \text{ L}$ expanding to $\approx 1,037 \text{ L}$ ).
V2L: Includes Vehicle-to-Load (V2L) functionality, allowing the car to power external appliances.

Safety

The Atto 1 is expected to have a strong standard safety suite.
Globally, the model has achieved a five-star Euro NCAP safety rating.
Standard equipment often includes six airbags (driver/passenger, side, and curtain), Automatic Emergency Braking (AEB), Lane-Keep Assist, and Adaptive Cruise Control.

In summary, the 2026 BYD Atto 1 is shaping up to be a game-changer in the affordable EV segment, offering modern tech, solid safety credentials, and good urban practicality at a highly competitive price.

2025 Toyota RAV4 GX 2.5L SUV FWD Hybrid

noreply@blogger.com (Ricky Ricardo) — Thu, 6 Nov 2025 15:05:00 +0700

Based on the information available, here is a review summary focusing on what's generally highlighted for the RAV4 Hybrid, including details relevant to the GX trim where possible:

Key Takeaways for the 2025 Toyota RAV4 Hybrid

The Toyota RAV4 Hybrid is consistently praised for its excellent fuel economy, practicality, and user-friendly interior. The GX trim, often positioned as a well-equipped base or near-base model (depending on the market), offers a strong package focused on efficiency and core SUV

Powertrain & Efficiency

Engine: It utilizes a 2.5L Hybrid Electric System paired with an Auto CVT (Continuously Variable Transmission).
Fuel Economy: This is a major strength. Depending on the market and specific testing cycle, the hybrid models achieve very impressive figures, often around 4.7L/100km to 4.8L/100km combined (or EPA estimates around 39 MPG combined).
Performance: While not a sports car, the hybrid powertrain provides smooth and responsive driving. The net combined power for the hybrid system is often cited around 160-163 kW (or 219 net combined hp in some regions).
Drivetrain: You specified FWD (Front-Wheel Drive), which contributes to its top-tier fuel efficiency figures compared to AWD versions.

GX Trim Specifics & Features

The GX trim tends to offer essential features:

Wheels: Often comes with 17-inch alloy wheels.
Infotainment: Typically includes a functional system, sometimes an 8.0-inch display with standard features like wireless Apple CarPlay/Android Auto. Higher trims get larger screens (10.5-inch) and digital clusters.
Interior: Focuses on functionality with decent space, known for being easy to get in and out of due to its SUV ride height.
Cargo: Good utility with a boot capacity usually around 542L to 580L, expandable when the rear seats are folded.

Safety & Technology

Safety Suite: Toyota generally bundles its safety features across the lineup (often Toyota Safety Sense), which includes:
- Pre-collision systems with pedestrian detection.
- Adaptive cruise control (Full-speed range).
- Lane departure warning with lane-keeping assist.
- Automatic high beams.
Parking/Visibility: May include standard features like a rear-view camera, though features like a 360-degree camera are usually reserved for higher trims.

Pros & ❌ Cons (General Hybrid Model Observations)

Pros	Cons
Exceptional Fuel Economy in the segment.	Handling is competent but generally described as workaday, not particularly exciting compared to some rivals.
Spacious and User-Friendly Interior.	Interior materials might feel less premium than some competitors in the mid-range trims.
Standard Safety Features across the range.	Towing capacity is modest (often around 1500kg braked).
Reliability and Cheap Servicing reputation.

Lamborghini Huracan

noreply@blogger.com (Ricky Ricardo) — Wed, 5 Nov 2025 16:18:00 +0700

Lamborghini Huracán: The Successor to the Storm 🌪️The Lamborghini Huracán is the embodiment of power, futuristic design, and extreme performance. Its name, as is Lamborghini tradition, is taken from the famously tough fighting bull. ⚙️ Core Specifications (Based on Common Variants) The heart of the Huracán is its legendary engine: Engine: 5.2 Liter Naturally Aspirated (non-turbo) V10. Power output varies greatly between variants, but is generally in the range of 610 hp to 631 hp (or more for high-performance versions). Peak torque is typically around $600 \text{ Nm}$. Acceleration (0-100 km/h): Some variants reach this in around 2.9 seconds. Maximum Speed: Over $325 \text{ km/h}$. Transmission: Typically an LDF (Lamborghini Doppia Frizione) 7-speed dual-clutch automatic transmission. Layout: Mid-Engine, Rear-Wheel Drive (RWD) or All-Wheel Drive (AWD), depending on the variant. 🌟 Popular Lamborghini Variants HuracánThe Huracán has evolved into several variants, each offering a unique driving character:Primary Focus VariantWheel DriveHuracán EVOBalance between everyday and track performance. Equipped with an advanced control system (LDVI).AWDHuracán STOSuper Trofeo Omologata. Designed like a GT3 race car for the road.RWDHuracán TecnicaA variant that focuses more on the track experience but remains comfortable on the road.RWDHuracán PerformanteA high-performance variant that dominated the Nürburgring records of its time, known for its ALA technology.AWDHuracán SterratoLamborghini's first off-road variant, with increased ground clearance and body cladding.

Interior Design and Features

Exterior: The design is very aggressive and aerodynamic, featuring sharp lines and a low, Lamborghini-like silhouette. It utilizes extensive lightweight materials such as forged carbon fiber.

Interior: Resembling an aircraft cockpit concept, dominated by hexagonal shapes on the air conditioning grille, steering wheel, and other panels. Premium materials such as Nappa leather and Alcantara are prominent.

Special Features: Selectable driving modes (such as Strada, Sport, Corsa) that alter the characteristics of the engine, transmission, and suspension.

Price in Indonesia (Estimate)

The price of a Lamborghini Huracán varies greatly depending on the variant (new/used), year, and selected customization options. Based on market data, the range is quite high:

Used Models (Early Generation): Starting from around IDR 7.5 billion and up.

New/Pre-Owned Models (such as Tecnica/STO): Often ranging from IDR 9.5 billion to over IDR 14 billion (off-the-road price).

Lamborghini Huracán Tecnica: Perfect Balance at the End of the V10 Era

The Lamborghini Huracán Tecnica is positioned as a bridge between the Huracán EVO (which is more AWD/balance-oriented) and the Huracán STO (which is very track-focused). The Tecnica specifically offers a pure RWD driving experience with more refined tuning for everyday use.

Tecnica Key SpecificationsFeaturesSpecification DetailsEngine5.2 Liter V10 Naturally AspiratedConfigurationRWD (Rear-Wheel Drive)Maximum Power$640 \text{ CV}$ ($470 \text{ kW}$) at $8,000 \text{ rpm}Maximum Torque$565 \text{ Nm}$ at $6,500 \text{ rpm}Acceleration (0-100 km/h)$3.2 \text{ seconds}Acceleration (0-200 km/h)$9.1 \text{ seconds}Top Speed$325 \text{ km/h}Transmission7-Speed LDF (Dual Clutch)

Technical Focus

RWD Performance: Because it is rear-wheel drive, the Tecnica offers a more intuitive and enjoyable driving experience for drivers who prefer controlled oversteer, unlike AWD which feels "Safer" design.

Improved Aerodynamics: The exterior design has been updated to increase downforce and reduce drag compared to previous Huracán models, providing better stability at high speeds.

LDVI (Lamborghini Dinamica Veicolo Integrata): This integrated vehicle management system controls all of the car's dynamic systems (such as P-TCS, AWD where available, and Rear-Wheel Steering on some models) to provide optimal handling.

STO Similarities: The engine has the same output as the STO, making it very powerful, but the suspension and aerodynamic tuning have been adjusted for a better road experience.

The Off-The-Road (OTR) price for the Lamborghini Huracán Tecnica is estimated to be in the range of IDR 9.5 billion to IDR 11.8 billion, depending on customization options (Ad Personam) and ordering time.

New BMW 330e 2024

noreply@blogger.com (Ricky Ricardo) — Tue, 24 Dec 2024 00:52:00 +0700

Better than ever, there really is little reason to consider anything else if you're in the market for a plug-in hybrid company car that's as comfortable to sit in as it is to drive. The BMW 3 Series – and in particular this 330e plug-in hybrid – really does represent the best of both worlds for those wanting to dip their toe into the world of electrification (and save on their tax bill), but not yet ready to commit to a full EV. Keep it charged and there's no better EV-lite driving experience currently on sale. The BMW 3 Series has been the company's car driver's benchmark for more than four decades. Ever since its inception, it's been the default choice for those who've climbed the corporate ladder and want to show off their status with the famous white, black and blue badge on the bootlid. Yet with the electric car's recent dominance in the fleet market, BMW has to do something serious to keep its saloon stalwart competitive. With an all-new 3 Series still a year or so off, that meant tweaking the formula with a second mid-life facelift – simply to tide over the G20 generation before its successor was deemed ready for release.

So in May this year, BMW announced a series of updates to bring the fight to electric car alternatives such as the Tesla Model 3 and Polestar 2, as well as historical rivals such as the Mercedes C-Class and Audi A5 (nee A4). The tweaks to the 3 Series are mostly mechanical. There's no 320d diesel anymore, which means the most significant change relates to the big-selling 330e plug-in hybrid's high-voltage battery. A new 19.5kWh unit now allows for an official 62 miles of electric running in the M Sport car we have here (63 miles in the more modest Sport spec), which means a theoretical 350-odd miles per gallon and CO2 emissions as low as 19g/km. Of course, while that's pie-in-the-sky kind of stuff, it does mean you'll get significantly more zero-emissions range out of your 330e than you might have done before (36 miles was the previous car's stated maximum), and it drops a Benefit-in-Kind (BiK) band in the process. At eight per cent, it's still a good chunk more than you'll pay running an EV (two per cent), but with the added reassurance that if you regularly do big miles you've got a powerful petrol engine to fall back on. Do so, and you'll easily see 40mpg or more at motorway speeds.

Yet that bigger battery means that most of the time – so long as you keep the car topped up – you'll be gliding around using no 'fuel' at all. As ever, the 330e feels perfectly suited to electric running, just as its i4 EV sibling does, with excellent refinement and a decent turn of speed. The low-speed ride is nice too, feeling controlled but never harsh. Indeed, when BMW announced the revised car, it claimed the chassis had undergone “rigorous development work”, apparently resulting in a “notable increase in comfort across all driving situations, without any loss of the customary 3 Series dynamic processing”. This dynamic prowess is a character trait that has spanned every generation of the 3 Series, and it's not lost here – no matter how fast you're travelling. In fact, aside from the polarizing thick-rimmed steering wheel, there's little to like about driving the 3. There's a precision to the car's dynamics that is lost in almost all of this car's rivals; the 330e, despite its hefty curb weight of more than 1,900kg, is about as close to a sports saloon as you'll get for under £50,000.

The rear-drive chassis feels playful, with sharp turn-in and plenty of grip. There's very little roll through fast changes of direction, making it easy to find a flow over a winding back road. That flow is just as evident on the motorway, too, where the BMW moves gently with larger undulations and settles neatly into a composed cruise. Many high-mileage motorists will lament the demise of diesel, but the powers that be had all but eliminated its usefulness by implementing hefty tax rules for anything without a bulky battery. As such, the plug-in hybrid has become the business buyers' powertrain of choice – regardless of whether they make the most of the EV range or not. By and large, the hybrid system works well. The transition between petrol and electric is almost always seamless – so long as you're not rolling up to a junction on the brakes and flooring the throttle when you spot a gap in the traffic. Like most similar set-ups, this is where the 330e comes unstuck – it's simply unable to juggle the two power sources in the blink of an eye, so there's a momentary pause as you wait for the ICE to wake up. But when it's spinning, this is a genuinely fast car. BMW quotes a 0-62mph time of 5.9 seconds, meaning it can show myriad hot hatches a clean pair of heels if you flick it into Sport mode and use the combined 288bhp of the engine and electric motor. In its most dynamic setting you'll get a jolt with each gear change, too; it may not feel as fast or linear as an EV, but there's no mention of the engagement on offer. Thankfully, the 330e's larger-capacity battery has no impact on interior or boot space – although at 375 litres, it remains 100-or-so liters down on the mild-hybrid 320. Should this be an issue, however, BMW continues to offer the PHEV layout as a Touring estate (for an extra £1,800), with the added benefit that bulky belongings can be loaded to the roof instead of being compromised by the letterbox-style saloon boot opening. Interior quality is right up there with the very best cars in this part of the market – petrol, PHEV or EV. The curved twin-screen infotainment runs the latest OS 8.5 software and is as sharp as you like, retaining the intuitive iDrive clickwheel on the center console. That said, if you prefer to use Apple CarPlay or Android Auto, this feature will feel rather archaic; every function can be accessed via the responsive touchscreen, after all. Some, like the climate controls, are now housed in a permanent 'Quickselect' panel along its base. Another change made to the 330's technical make-up is the fitment of a new 11kW on-board charger. While that won't be of much benefit to those charging at home on a regular single-phase wallbox, if you make use of work or public points with a three-phase connection, it could reduce top-up times to as little as two hours and 15 minutes. DC fast charging, which seems to be becoming more popular with the introduction of longer-range PHEVs, is not an option on the 3 Series. Advertisement With regards to range and specifications, M Sport continues to account for a huge proportion of 3 Series sales, and it's easy to see why. While all versions get at least 18-inch wheels, the M Sport's racier body kit cuts a much more athletic profile, with a wider front grille and a slightly lower stance. Inside, there's darker trim and M Sport seats with different upholstery. You'll only pay £1,250 more for this spec, which becomes almost negligible on a competitive lease deal or PCP agreement. The options list is long and varied, ranging from different wheel designs to expensive paint – our car's rather uninspiring Davit Gray metallic was an extra £1,725. Also fitted to our test car was the Technology Pack (£2,100) and the Comfort Pack (£1,575). The former adds BMW's Driving Assistant with adaptive cruise control and other safety features, plus a head-up display and self-park function. The latter, meanwhile, brings lumbar support for the front seat, plus an automatic bootlid, keyless entry and start, wireless phone charging and ambient lighting. All of this bumped the price to more than £55k. That said, a Mercedes C 300 e AMG Line starts at almost £52,000 without a single option. You might save a few pennies on BiK – the Merc sits in the five per cent tax bracket, as opposed to the BMW's eight per cent rating – but you'll need to step up to Premium trim for things like the electric tailgate or keyless go . Maybe the upcoming Audi A5 TFSIe can turn this segment on its head when it arrives later in 2025. But for now, the baby BMW is back at its best. Model: BMW 330e M Sport Price: £48,235 On sale: Now Powertrain: 2.0-litre four-cyl turbo petrol PHEV Power/torque: 288bhp/420Nm Transmission: Eight-speed automatic, rear-wheel drive 0-62mph/top speed: 5.9 seconds/143mph Economy: 353.1mpg EV range: 62 miles CO2: 19g/km Size (L/W/H): 4,713/1,827/1,446mm

2025 Porsche Cayenne Turbo GT

noreply@blogger.com (Ricky Ricardo) — Mon, 23 Dec 2024 03:38:00 +0700

Porsche's most powerful SUV combines everyday practicality with the dramatic performance and thrills of a true sports car. Porsche may be making a green impression with its ever-expanding range of electric and hybrid vehicles, but it’s comforting to know that the German brand is still capable – and willing – to surprise. Case in point? The updated 2025 Porsche Cayenne Turbo GT, which takes everything Porsche has learned about combining electrification and performance… and ignores it. For now, at least. There’s an electric Cayenne coming, but it won’t be launched in Europe until 2026, or 2027 in Australia. Even when the Cayenne is fully electric, Porsche has confirmed that the petrol variant will remain “until and beyond 2030”. So there’s plenty of time to enjoy this, the most powerful Cayenne to date, a 485kW/850Nm twin-turbo V8 monster capable of completing the 0–100km/h sprint in 3.3 seconds. It should come as no surprise that the Cayenne Turbo GT comes from Porsche’s motorsport department, the engineering minds responsible for a number of high-performance Porsches, usually wearing the GT3 or GT4 badge. Not so with the Cayenne, which ‘only’ gets the ‘GT’ moniker. That’s not to disparage the Cayenne Turbo GT, which is essentially a performance monster as those two letters usually indicate on a Porsche.

The 2025 model year update brings performance upgrades, some exterior styling tweaks and new tech inside the cabin. But the upgrades also come at a price. The entire Cayenne range, including the Turbo GT, has seen a price increase. The range-topping Porsche Cayenne Turbo GT starts at $371,700 (before on-road costs and options). And as is typical with Porsches, extra options can quickly add to the price. Our test car, for example, with a host of extras, was priced at $412,641 (in NSW) according to Porsche’s online configurator. That’s almost double the price of the Cayenne S Coupe, which is powered by the same twin-turbo V8, albeit with 349kW and 600Nm. The Turbo GT, as a high-performance SUV derived from the motorsport division, produces 485kW and 850Nm. But there’s more to the Turbo GT than just higher power and torque figures.

Notable standard features include 22-inch alloy wheels, carbon-ceramic brake rotors with 10-piston front and four-piston rear calipers, a lightweight carbon-fiber roof, matrix LED headlights, four-zone climate control, heated front and rear seats, and carbon-fiber accents throughout the interior and exterior. Options installed on our test car included a 12.3-inch passenger display ($2,380), Porsche logo lighting ($600), a body-color key fob that stores in a leather pouch ($780), an $890 air quality system, and a $1,140 Deep Sea Blue interior accent package.

You'd expect a super SUV of this caliber to have few, if any peers. You'd be wrong. There are a host of SUVs from rival manufacturers vying for buyers at this rare end of the market. The most obvious candidates include the Cayenne's broader VW group stablemates – the Lamborghini Urus S ($409,744) and the Bentley Bentayga V8 ($395,800) are both powered by the Turbo GT's 4.0-litre twin-turbo V8. There's also the Aston Martin DBX 707 and its 520kW/900Nm V8. It starts from $428,400. All prices before on-road costs. Key details 2025 Porsche Cayenne Turbo GT Price $371,700 plus on-road costs Color of test car Algarve Blue Options Air quality system – $890 GT interior package (with contrast stitching in Deep Sea Blue) – $0 Accent package Deep Sea Blue – $1140 Passenger display – $2860 Porsche logo LED courtesy lights – $600 Key painted in vehicle color with leather pouch – $780 Active lane keeping incl. intersection assist and emergency stop function – $0 Price as tested $377,970 plus on-road costs Drive-away price $412,641 (in NSW) Aston Martin DBX Rivals | Bentley Bentayga | Lamborghini Urus

The Cayenne Turbo GT is a large SUV, but it comes with a couple of differences – it only has four seats with the second row featuring individual chairs separated by a center console, and it's fashioned in the coupe style of SUV. And that means a sloping roof line. The are five-seat Cayennes in the range, and there are traditional wagon SUVs too, but for the Turbo GT model, it's four seats and coupe only. It still casts an imposing presence on the road, thanks in part to its aggressive stance capped off by those spunky 22-inch satin-finish Neodyne gold alloy wheels. Set against the Algarve Blue metallic paint of our test car, they look a million bucks.

The Cayenne Turbo GT's overall dimensions – 4932mm long, 1995mm wide, 1648mm tall and on a wheelbase of 2895mm – pay dividends in the cabin which is at once spacious, purposeful and premium. It's received a major overhaul for this update, bringing new tech and a new cabin treatment that apes its Porsche Taycan electric sedan sibling. It certainly doesn't feel like an SUV when you slide into those Race-Tex-accented sports seats, finished with plenty of contrasting Deep Sea Blue stitching. The nautical theme is carried throughout the cabin, Deep Sea Blue adorning almost every surface – on the dashboard, embroidered logos on the headrests, armrests, steering wheel and even the floor mats. It wouldn't be my first choice of color, but it does lift the ambience inside. The seats themselves are nicely bolstered, supremely comfortable, and hug you in all the right places and in the right way. They're power-adjustable eight ways, and that means finding your perfect driving position is a cinch. And believe me, you'll want to find your perfect driving position to best experience what the Turbo GT has on offer. The steering wheel, finished in Race-Tex and with a racy yellow band at 12 o'clock, feels nice and chunky and perfectly frames the Turbo GT's digital instrument cluster, which can be configured to show as much or as little information as you want . I liked the five-dial set-up, a nod to Porsches of old and their five analogue dials. Storage options up front are plentiful, with cupholders, a nice central storage bin, decently sized door pockets, and another storage bin in the center console.

2024 Volkswagen Golf GTI

noreply@blogger.com (Ricky Ricardo) — Mon, 2 Dec 2024 03:16:00 +0700

The Volkswagen Golf GTI is closing in on its 50th birthday, as the car is arguably more synonymous with the term 'hot hatch' than any other. The entire Golf GTI lineage is not the only one nearing a milestone. The current eighth-generation GTI is about nine months away from a facelift in Australia, with refreshed styling, more power, and an upgraded interior intended to address criticism of today's model. In the meantime, Volkswagen Australia is offering the current Golf GTI with both option packs for $59,990 drive-away – a saving of $6614 to $9713 compared to the regular price, depending on the state of registration. The Golf GTI is priced from $56,090 plus on-road costs for Model Year 2024 builds on sale now. Volkswagen is currently offering the car with both option packs – the $2600 Sound and Style, and $4000 Luxury – as standard for a $59,990 nationwide drive-away price, down $6614 to $9713 on the regular price with those options ticked. It is a lot more expensive than a Mk7.5 GTI was five years ago – $46,190 RRP for a five-door automatic – but today's Mk8, even before the option-pack deal, has a much longer list of technology and convenience features the previous model could never dream of. Volkswagen claims the special $59,990 offer makes for the “best value” Golf GTI ever, given the level of equipment for the price. The option packs have effectively joined the standard equipment list until the offer is discontinued – it is not possible to order a Golf GTI without these features. It includes a 10-inch touchscreen with wireless Apple CarPlay/Android Auto, a 10.25-inch instrument display, LED headlights, tri-zone climate control, wireless phone charging, adaptive dampers, an electronically controlled limited-slip differential, and a suite of advanced safety technology. The Sound and Style pack adds 19-inch alloy wheels, a head-up display and Harman Kardon stereo, while the Luxury pack introduces a glass sunroof, Vienna leather upholstery, heated and ventilated front seats, a heated steering wheel and a power-adjustable driver's seat. The GTI's closest rival is its twin under the skin, the soon-to-be-updated Cupra Leon VZ ($57,990 drive-away before options) – as well as the harder-edged Hyundai i30 N DCT ($50,000 to $55,500 plus on-roads , or about $55,000 to $62,000 drive-away depending on the state of registration).

The Honda Civic Type R is much more expensive – at $74,100 drive-away nationwide – while other key rivals, including the Toyota GR Corolla hatch ($64,190 plus on-roads) and Subaru WRX sedan (from $49,990 plus on-roads with auto) are all-wheel drive and therefore a closer match to the Golf R (currently $69,990 drive-away). Key details 2024 Volkswagen Golf GTI Price $56,090 plus on-road costs Color of test car Grenadilla Black Options Luxury Package – $4000 - Power-adjustable driver's seat with memory - Heated and ventilated front seats - Heated steering wheel - Power-opening sunroof - Vienna leather upholstery Sound and Style Package – $2600 - 19-inch alloy wheels - Head-up display - Harman Kardon audio Price as tested $62,690 plus on-road costs (regular price) Drive-away price $59,990 (offer pricing until 31 December 2024) Cupra Leon VZ Rivals | Hyundai i30 N | Subaru WRX

The Mk8 Golf GTI measures 4287mm long, 1789mm wide and 1463mm tall, on a 2631mm wheelbase. It's a near-identical footprint to its Mk7 predecessor, and isn't much larger than the Mk6 launched more than 15 years ago. This means the Golf is small enough on the outside for easy maneuvering in the city, while still offering a reasonably spacious interior for the standards of today's small-car category. Red stitching and GTI badges differentiate the hot hatch from base-model Golfs inside, as do the front seats – shared with the R-Line and R – which are comfortable on longer drives while providing enough support for faster road (although not racetrack) driving . The Luxury Package in this test vehicle replaces the standard tartan-patterned cloth trim with supple white and gray Vienna leather – a useful upgrade, in my view – plus heating and ventilation for the front seats, and power adjustment on the driver's side, with memory and a wide range of adjustment, including lumbar. The thick-rimmed perforated steering wheel feels sporty, with a flat bottom, heating, and enough height and reach adjustment for taller drivers to find a comfortable position. But we found the paddle shifters to be too small for a sporty car, and the steering wheel carries fiddly touch-sensitive buttons that manage to be unresponsive to all but very deliberate presses much of the time – yet surprisingly easy to activate accidentally on other occasions . The heated steering wheel button sits where the driver's right palm tends to rest when holding the wheel at the nine-and-three positions, so I found myself accidentally and repeatedly activating the heating function during fast driving. Volkswagen is aware of these complaints, and has already removed the touch-sensitive steering wheel buttons from the facelifted Mk8.5 Golf GTI on sale in Europe now – but not due in Australia until early next year. It's a change worth waiting for. There were soft-touch materials on the top of the dashboard, and the armrests – although the lower dashboard and center console wore hard plastics – and there were no squeaks or rattles in our near-new test vehicle. Amenities include keyless entry and start, 30-colour ambient interior lighting, a wireless phone charger – with a cover to keep the phone's display out of view while driving – two USB-C ports, one 12-volt socket, tri-zone climate control , a head-up display, and a power-opening sunroof with a manual sunshade. Flock-lined door pockets are a signature Volkswagen trait – and prevent items rattling around – while the glovebox is large, and there's a handy slot next to the gear selector for the key fob, but the center console is on the small side.

Space in the rear is accommodating enough to fit my 186cm (6ft 1in) tall frame behind my driving position in the outboard seats – knees brushing the front seatback, and a couple of centimeters between my head and the roof lining – but it's a less pleasant experience for the middle-seat passenger, thanks to the large tunnel under the floor. Rear-seat occupants get their own climate-control zone – with temperature controls next to the rear air vents – as well as two map pockets, smartphone holders on each front seat, space for bottles in the flock-lined door pockets, two more USB -C ports, and a fold-down armrest with cupholders. The 374-litre boot capacity is respectable for a small car – for a full-sized suitcase and some smaller soft bags – with a two-position boot floor for increased flexibility, and 60:40 split-folding rear seats, including a ' ski port' for long but narrow items. There are bag hooks, LED lights, a 12-volt socket, and four tie-down points for securing, powering or illuminating cargo, plus a space-saver spare wheel under the floor, and a manual tailgate that opens high, so it's less likely tall owners will hit their heads on it. 2024 Volkswagen Golf GTI Seats Five Boot volume 374L seats up 1230L seats folded Length 4287mm Width 1789mm Height 1463mm Wheelbase 2631mm

Standard in the 2024 Golf GTI is a 10-inch infotainment touchscreen with wireless and wired forms of Apple CarPlay and Android Auto, satellite navigation, Bluetooth, and AM, FM and digital DAB+ radio. Volkswagen has improved the system since this generation of Golf GTI launched in Europe more than four years ago – including a processor upgrade in late 2021 – but there is still room for improvement. It's well featured, wireless CarPlay worked almost flawlessly in our week of testing, and the software was quick enough to respond, although it could still be a fraction snappier. However, nearly every control in the car runs through the touchscreen – or a panel of fiddly, touch-sensitive sliders or buttons. Among them are the climate controls. There are haptic touch-sensitive sliders under the screen for air temperature (and audio volume) but they are difficult to use accurately while driving, and – for some reason – are not illuminated, so they're even more difficult to operate at night. The row of touch-sensitive sliders happens to be placed where your palm tends to rest while operating the screen, so we found ourselves frequently adjusting the volume or air temperature while trying to do something else on the display. There are four shortcuts under the sliders, which among other functions open the climate-control menu that includes the fan speed control – as well as other air-conditioning functions – but they are touch-sensitive, not illuminated, and fiddly to use while driving . Fortunately, Volkswagen is aware of all of these issues, and the Mk8.5 facelift due in Australia next year introduces a larger 12.9-inch touchscreen with a row of climate controls pinned to the bottom of the display at all times – and adds backlighting to the touch sliders. The new screen is quicker to respond than the current item, and brings even bigger icons. We can't wait for that new system to come to this car – and if you're also not a fan of the infotainment system in the current Golf, the 2025 model is worth the six-month wait. The facelift also fixes another gripe of ours with the Golf GTI's interior: the fiddly touch-sensitive steering wheel buttons. The 2025 car reverts to clicky push-button switches. What is good about the current GTI's cabin technology is the 10.25-inch instrument display, which is one of the most customizable on the market, and lets drivers show anything from a full-screen map to a central tachometer for sporty driving. Our GTI test vehicle was optioned with the nine-speaker Harman Kardon sound system, which delivers excellent punch for a small car, no matter the song you run through it.

The Volkswagen Golf GTI is covered by a five-star ANCAP safety rating from 2022, based on testing conducted by sister organization Euro NCAP under now-supervised 2020–22 crash-test protocols. It is the second ANCAP rating for this generation of the Volkswagen Golf. The car was put through its paces by Euro NCAP in 2019 under then-current protocols when the Mk8 was launched in Europe, but after a series of safety upgrades in 2022, Volkswagen submitted the Golf for re-testing against newer and more stringent criteria. It was intended to reset the six-year expiry on the star rating, so the current 2022-dated five-star result is valid until December 2028 – rather than December 2025, not long after the Mk8.5 facelift is rolled out to global markets . In the more recent test, the Golf earned category scores of 88 per cent for adult occupant protection, 87 per cent for child occupant protection, 74 per cent for vulnerable road user protection (pedestrians and cyclists) and 76 per cent for safety assist technology. 2024 Volkswagen Golf GTI ANCAP rating Five stars (tested 2022) Safety report ANCAP report Upgrades to the Golf range in 2022 added revised software for the lane-keep assist and adaptive cruise control, as well as a center airbag between the front seat occupants, for a total of nine. Hundreds of other new cars can quote a similar long list of standard safety technology to the Golf, but few in this class can match its smooth and user-friendly calibration. The adaptive cruise control is smartly tuned, and doesn't have other cars' tendency to slam the brakes when a car pulls out in front – although as with other VW Group cars, it does not like passing cars to its right when in the left lane, as is often required on Australian roads. The lane-keep and lane-centring assist systems were not intrusive in our testing, while the rear-view camera resolution was adequate for parking at night. If the safety systems aren't to your taste, there is a quick-access button at the end of the indicator stalk that opens up a menu in the instrument cluster, where the likes of lane-keep assist and autonomous emergency braking can be disabled . One omission is the lack of speed sign recognition, as well as direct tire pressure monitors – instead, there is a tire pressure loss warning that only sounds when it detects a puncture, rather than showing the current pressure in each of the tires in normal driving . The Golf GTI is covered by a five-year/unlimited-kilometre warranty, as with other new Volkswagen cars in Australia. Servicing is called for every 12 months or 15,000km, which ever comes first, but it is expensive, totaling $2083 for three years/45,000km – or a steep $4019 for five years/75,000km. Volkswagen offers prepaid service packs to lower the cost – $1875 for three years/45,000km, or $3400 for five years/75,000km – but they are still expensive compared to key rivals. Maintenance over five years/75,000km costs $3646 for a Cupra Leon VZ and $3607 for a Skoda Octavia RS – the Golf GTI's sibling – while five years/50,000km for a Hyundai i30 N hatch costs $1885, or just $995 for a Honda Civic Type R. Only a Toyota GR Corolla – which has six-month/10,000km service intervals – is dearer over five years, at $4038 (also over 100,000km). A year of comprehensive insurance coverage with a leading provider is quoted as $1625, based on a comparative quote for a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances. For context, a Hyundai i30 N Premium with Sunroof DCT hatch returns $2129 under the same parameters. At a glance 2024 Volkswagen Golf GTI Warranty Five years, unlimited km Service intervals 12 months or 15,000km Servicing costs $2083 (3 years) $4019 (5 years) Volkswagen claims fuel consumption for the Golf GTI in mixed driving of 7.0 liters per 100 kilometers. Over 650km of urban, highway and country driving, we returned fuel use of 9.8L/100km. It is high for a small car, but much of our time behind the wheel was skewed towards city traffic – as well as spirited driving on twisty roads – neither of which is good for saving fuel. Around town, we saw consumption of about 10 to 11L/100km – compared to Volkswagen's urban fuel-use claim of 9.3L/100km – while on the open road, consumption was closer to 7.0L/100km, against VW's extra-urban rating of 5.6L/100km. In any case, we weren't trying to drive in a fuel-efficient manner, so your mileage will, of course, vary. As with most European cars, the Golf GTI requires 95- or 98-octane premium unleaded petrol for its 50-litre fuel tank which, if consumed at 6.0L/100km on the freeway, would translate to a driving range of 833km.

The GMC Sierra EV

noreply@blogger.com (Ricky Ricardo) — Fri, 29 Nov 2024 20:13:00 +0700

Four hundred and twenty-two. That's not how far General Motors says the GMC Sierra EV will go on a single charge, it's how far the luxe electric pickup actually went in the MotorTrend Road-Trip Range Test, driving a steady (and juice-sucking) 70 mph while using 95 percent of a full charge. (GMC's range claim is 440 miles, which should be obtainable, but we stop at 5 percent to allow for the drive to a charger. And while we're on the subject, GMC has already announced a 20-mile range boost for 2025. ) The 422-mile figure makes the Sierra the longest-legged electric vehicle we've tested, beating its sibling, the Chevrolet Silverado EV RST, by 21 miles, the dual-motor Rivian R1T by 82 miles, and the dual-motor Tesla Cybertruck by 127 miles. To drive home the point, you'd need a fully-charged Fiat 500e to span the distance between the GMC and the Tesla (and even then, you might have to walk the last couple of miles). Towing remains the electric truck's Achilles' heel, as a trailer cuts range by roughly half, but even so, the Sierra EV should be able to top 200 miles while towing. That ain't great, but given the state of the EV art, it ain't bad either. By the way, the Sierra EV's range doesn't just top other trucks. It bested our top-performing SUV (Mercedes EQS450+) by 60 miles and best-tested car (Mercedes EQS580) by 68 miles, and as we piled on the miles, the Benzes weren't far from our minds. If you're going to spend six hours at the wheel of an EV, the Sierra's cabin isn't a bad place to be. In the past, we've complained about GMCs being glorified Chevrolets, with interior “upgrades” that weren't so many improvements as changes for change's sake. The Sierra EV is notably nicer than the Chevrolet Silverado EV, with a uniquely styled cabin and tangibly higher-grade trim. This is one GMC that justifies its price premium over the corresponding Chevrolet. Good thing, too, since the extra range gave us 18 more minutes to admire the cabin while charging. Does it justify the $99,495 price tag of this top-of-the-line Denali Edition 1 model? That's for you and your financial advisor to decide.

Powering Down, Juicing Up We know how the GMC Sierra EV achieves such a long range: with a huge honkin' battery. It holds 205 kWh, to be specific, the most of any electric vehicle save the Silverado EV. To illuminate weight's effect on efficiency, though, the lighter Lucid Air Pure sedan delivers 330 miles of road trip range out of a battery with less than half the Sierra EV's capacity. As you can imagine, such a big battery takes time to charge, although the Sierra does its best to speed this up with its 800-volt charging system. Starting at 5 percent of charge, a 350-kW charger added 129 miles of range in 15 minutes and 218 miles in half an hour. It took 49 minutes to charge the Sierra EV to 80 percent with an average charging rate of 224 kW. Thirty-seven minutes later (86 minutes total), the battery was at 100 percent. (For those unfamiliar, EV charging slows as the battery fills. It's also generally recommended that if you're not going on a long trip, you stop at 80 percent to preserve both battery life and your time.) All in all, it was a decent performance considering the size of the battery pack, keeping in mind that on a long journey, that 15-minute charge would get us a couple hours farther down the road. The Penalty of Leadership: Performance You're probably thinking a battery that big has got to be heavy, and how right you are. The Sierra EV tipped our scales at 8,802 pounds, and if you'll forgive us the cheap literary trick of considering a point using simple math you've probably already done in your head, that's nearly four and a half tons. You could put a Chevrolet Trax in the bed of a gas-fired GMC Sierra 1500 Denali Ultimate, and the resulting combo would still weigh less than the Sierra EV. That weight takes its toll on performance. The Sierra EV's two motors produce healthy totals of 754 hp and 785 lb-ft of torque, and yet, even with Max Power mode (and its accompanying annoying soundtrack) enabled, those motors took 4.2 seconds to drive their host truck to 60 mph. The quarter-mile comes up in 12.7 seconds at 110.7 mph.

Let's put those numbers in perspective. Yes, 4.2 seconds is quick enough to embarrass nearly any gasoline-powered pickup that isn't a Ford Raptor R or Ram 1500 TRX, both of which make 60 in 3.9 seconds. The Sierra EV will leave many classic-era big-block muscle cars in the dust. Among EVs, though, it makes the Sierra EV a slowpoke, typing the 452-hp Ford F-150 Lightning Pro for the longest 60-mph run we've seen from an electric truck. The least-quick Cybertruck we've tested got to 60 in 3.8, while the pokiest Rivian did it in 3.4. Even the Sierra's near-twin, the Silverado EV RST, ran to 60 in four seconds flat. (We tested the Sierra and Silverado at the same location on the same day.) “All that weight is like throwing an anchor out behind you,” noted testing director Eric Tingwall, who drove for the timed acceleration run. Incidentally, while we noticed quite a bit of torque steer in the Chevy and the closely related GMC Hummer EV, the Sierra was slightly better behaved, though it still moved some starting around 60 mph.

Jane, Stop This Crazy Thing The Sierra EV does have the brakes to cope with that weight, drawing down from 60 in 132 feet—longer than most other electric trucks (as well as the last gas-powered Sierra 1500, which stopped in 118 feet) but still an acceptable performance . The stops were straight and drama-free, although they grew longer as the brakes and tires got hotter. After circling the skidpad at 0.74 g, we ran the Sierra EV through our figure-eight course, which evaluates a vehicle's ability to combine braking, handling, and acceleration in one test. It managed to achieve a best lap of 27.7 seconds at 0.65 g of average grip. That's a decent showing by pickup truck standards, although the various models of Ford F-150 Lightning we've tested were a little quicker and the latest Rivian R1Ts (with street tires) were a lot faster—although, to be fair to the Sierra EVs, the Rivians have as much in common with performance cars as they do with other trucks. Without question, the Silverado's range is its best feature, but that big battery takes its toll on performance. Nevertheless, we applaud GMC for building an electric Sierra that will travel as far as many gasoline pickup trucks (at least without a trailer) and outperform them on the dragstrip to boot. Sure, other electric pickups will show the Sierra their tailgates at the stoplight rally, but while they stop to recharge, the Sierra EV will just keep on running.

2024 GMC Sierra EV Denali Edition 1 Specifications PRICE BASE $99,495 PRICE AS TESTED $99,495 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door truck MOTOR TYPE Permanent-magnet electric POWER (SAE NET) N/A (fr), N/A (rr), 754 hp (comb) TORQUE (SAE NET) N/A (fr), N/A (rr), 785 lb-ft (comb) TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 8,802 lb (51/49%) WHEELBASE 145.7 in LENGTH x WIDTH x HEIGHT 233.2 x 83.8 x 78.7 in 0-60 MPH 4.2 sec QUARTER MILE 12.7 sec @ 110.7 mph BRAKING, 60-0 MPH 132 ft LATERAL ACCELERATION 0.74 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.67 g (avg) EPA CITY/HWY/COMB FUEL ECON Not tested RANGE, EPA COMB/MT ROAD-TRIP 440 (mfr est)/422 miles ON SALE Now

2025 Nissan Rogue Rock Creek

noreply@blogger.com (Ricky Ricardo) — Mon, 25 Nov 2024 00:39:00 +0700

It always struck us as a strange choice using a great name like “Rogue” on an innocent compact family SUV, but then Nissan has been known to have a bit of a wild streak at times. This is, after all, the automaker that wedged a 480-hp GT-R drivetrain into a Juke and actually sold it to people (now that should have been named "Rogue"). The new off-road-focused 2025 Nissan Rogue Rock Creek, then, might just be a sign that Nissan is starting to let its hair down again, even if it's hardly an overnight Jeep Wrangler competitor. A follow-on model to last year's light Rogue lineup refresh, this version is just the second Nissan to get the company's off-road-focused Rock Creek treatment after the larger Pathfinder. It uses the Rogue SV trim level as the jumping-off point, augmenting standard equipment like Nissan's Drive Pilot advanced driver aids with 17-inch wheels, 360-degree cameras, a beefy-looking roof rack, and some unique exterior and interior trim treatments , including orange-stitched seats with a leatherette and water-repellent cloth mix. Power comes courtesy of the Rogue's plucky 1.5-liter turbocharged I-3, which makes 201 hp and 225 lb-ft of torque, and drives the standard all-wheel-drive system via a continuously variable automatic transmission (CVT). Those cross-shopping a Subaru Crosstrek Wilderness, or Ford Bronco Sport will likely be quick to point out the off-road gear the Rogue Rock Creek lacks, such as specialized drive modes, underbody skidplates, and a suspension lift, instead rolling off dealer lots with the same generic “Off-Road” setting, felt-lined belly, and 8.2 inches of ground clearance as regular Rogues. The Rogue Rock Creek's sole concession to off-road capability is beefy-looking Falken Wildpeak all-terrain tires (though to be fair, the Nissan points to the 360-degree cameras, which can now be used at speeds up to 12 mph, as an off-road upgrades, too). Having learned the hard, expensive way with similarly spec'd “off-roaders” from the likes of Toyota and Volkswagen, our official recommendation for Rogue Rock Creek owners is not to stray too far from marked dirt forest roads, National Park trails, or your favorite hiking path's trailhead. Given how nicely this Rogue drives on pavement, however, that might not be so tough of an ask.

Ever since Nissan replaced the Rogue's old gutless naturally aspirated inline-four with the turbocharged three-cylinder, the Rogue has been our top pick in the compact family SUV segment, in part due to its punchy powertrain, agreeable handling, and comfortable ride. Just like both of those qualities can be screwed up by fitting a vehicle with larger, more fashionable wheels, they can be equally ruined by fitting an SUV with smaller wheels wrapped in larger, heavier tires. Thankfully, in giving into the off-road fashion of today's market, Nissan hasn't ruined the Rogue with the Rock Creek addition. The new all-terrain tires are immediately noticeable, but they don't detract from the Rogue experience. Nissan's I-3 remains powerful enough for the segment and smooth for the street, even if it doesn't feel quite as punchy as it does in non–Rock Creek models. Steering stays agreeable, requiring light effort and offering only a hint of the expected vagueness on-center, although the Rock Creek tracks straight without wandering on the freeway. The all-terrain tires have noticeably less grip when cornering on our favorite back roads, but if their howling doesn't slow you down, benign understeer will do the job. The brake pedal feels long and spongy but reliable and otherwise easy to modulate. Ride quality, long a Rogue strength, actually improves somewhat, with the Rogue Rock Creek taking advantage of the extra cushioning from its bigger tires to cut down on gut jiggle and head toss on truly rough pavement while also minimizing secondary body movements and roll. Those impressions bear out in our test results, where the new Rogue Rock Creek needs 8.8 seconds to accelerate from 0 to 60 mph and 16.6 seconds to cross the quarter mile at 85.0 mph; that's 0.4 second slower to 60 mph than the last regular Rogue we tested, and it's 0.2 second and 1.2 mph slower through the quarter mile. Despite mixed marks on the road, the Rogue Rock Creek does an admirable job of keeping up with street-tired Rogues in our braking and handling tests. It stops from 60 mph in 129 feet and laps our figure-eight course in 27.8 seconds at 0.62 g average. That's just 4 feet more in the 60–0-mph test than other Rogues and a tenth of a second slower in handling tests. You also notably drop a few mpgs on the EPA cycle with the Rogue Rock Creek; it's rated at 27/32/29 mpg city/highway/combined where other AWD Rogues net 28/35/31 mpg. There are some compromises to be made by opting for the Rock Creek package. If you're not interested in exploring anything beyond a dirt road, they could be useful in this case. The Rogue Rock Creek is great-looking for the segment, handles itself acceptably on the road, and keeps the roomy, comfortable cabin of other Rogue models. It's also a decent value. Prices started at $36,810, and our loaded test vehicle stickered for $38,224 thanks to the addition of a $425 premium paint and $800 premium package, which included a hands-free power liftgate, memory driver's seat, and a handful of other creature comforts.

Although the 2025 Nissan Rogue Rock Creek may ultimately not be the shot of adrenaline some of its predecessors were, it's a welcome sign of life from a beloved brand that's trying to return to its roots.

2025 Nissan Rogue AWD Rock Creek Specifications PRICE BASE $36,810 PRICE AS TESTED $38,224 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 1.5L Turbo direct-injected DOHC 12-valve I-3 POWER (SAE NET) 201 hp @ 5,600 rpm TORQUE (SAE NET) 225 lb-ft @ 2,800 rpm TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,669 lb (59/41%) WHEELBASE 106.5 in LENGTH x WIDTH x HEIGHT 183.0 x 72.4 x 66.5 in 0-60 MPH 8.8 sec QUARTER MILE 16.6 sec @ 85.0 mph BRAKING, 60-0 MPH 129 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 27.8 sec @ 0.62 g (avg) EPA CITY/HWY/COMB FUEL ECON 27/32/29 mpg EPA RANGE, COMB 420 miles ON SALE Now

2025 Polestar 4

noreply@blogger.com (Ricky Ricardo) — Sat, 23 Nov 2024 02:30:00 +0700

Polestar has quickly leapfrogged from having just one car in its showrooms, to now a whole line-up of new models in local dealerships. The latest one to arrive on local shores is the Polestar 4 – a new mid-sized SUV that competes against cars such as the Tesla Model Y and Kia EV5 in terms of size, but is unmistakably premium in its presentation. Polestar's design team has been deliberately avant-garde in its styling and packaging, moving the brand further away from its Volvo upbringing. This is a coupe-style SUV with a difference. Even before attending the national media launch in Adelaide, we're very keen to put this newbie up against a Tesla Model Y and let the two of these titans battle it out. However, without getting ahead of ourselves, this is the first drive of the Polestar 4 in Long Range Dual Motor guise. The Polestar 4 launch is an important one for the brand – an electric SUV that hits the sweet spot between affordability and luxuriousness. It comes to Australia in a simple two-strong range – buyers get a choice of a single-motor, rear-wheel-drive variant, or a dual-motor all-wheel-drive alternative. The former can travel up to 620km, while the latter gets a 590km driving range based on European WLTP testing. Both models come equipped with a 100kWh battery, of which 94kWh is usable. The battery can accept charge rates of 200kW from a DC fast charger and up to 22kW on an AC connection; However, that latter figure is only applicable for cars with the optional $8000 Plus pack. While we're talking about optional extras, the Polestar 4 comes with some pricey added extras available for buyers to pick and choose. However, the main point is that both variants in the range – the single- and dual-motor – are effectively identically equipped in terms of equipment. The main differences between the two concern their powertrains underneath. Price-wise, the Polestar 4 begins at $78,500 for the long-range single-motor variant and rises to $88,350 for the dual-motor AWD version, both before on-road costs. Polestar lopped between $3000 and $4700 off the price between the initial pricing announcement and this launch, meaning even the most expensive variant falls below the luxury car tax threshold for electric vehicles.

The Polestar 4 launch is an important one for the brand – an electric SUV that hits the sweet spot between affordability and luxuriousness. It comes to Australia in a simple two-strong range – buyers get a choice of a single-motor, rear-wheel-drive variant, or a dual-motor all-wheel-drive alternative. The former can travel up to 620km, while the latter gets a 590km driving range based on European WLTP testing. Both models come equipped with a 100kWh battery, of which 94kWh is usable. The battery can accept charge rates of 200kW from a DC fast charger and up to 22kW on an AC connection; However, that latter figure is only applicable for cars with the optional $8000 Plus pack. While we're talking about optional extras, the Polestar 4 comes with some pricey added extras available for buyers to pick and choose. However, the main point is that both variants in the range – the single- and dual-motor – are effectively identically equipped in terms of equipment. The main differences between the two concern their powertrains underneath. Price-wise, the Polestar 4 begins at $78,500 for the long-range single-motor variant and rises to $88,350 for the dual-motor AWD version, both before on-road costs. Polestar lopped between $3000 and $4700 off the price between the initial pricing announcement and this launch, meaning even the most expensive variant falls below the luxury car tax threshold for electric vehicles.

There are very few wild design details, minimal contrasting inlays, and a simplistic overall presentation. On the other hand, all the basics are done just right. With soft-touch materials aplenty and a comfortable interior ambience, the Polestar 4's interior is a highlight in terms of presentation. Overall, it's unfussy, and I'm here for it. All the materials are high-end and everything the driver feels premium in hand. The seats themselves are comfortable and offer good support under-thigh and around your sides, while the adjustability for the driving position is brilliant. The steering wheel moves electrically too – however, the full seats and steering wheel adjustment package is part of the $8000 Plus Pack. Unfortunately, most of the controls to change the side mirrors, the steering wheel, and even the air-conditioning vents are placed within the infotainment screen. This is simply too fussy to be functional. I understand the position memory aspect of the car will be able to remember where a driver sits, but, still, these adjustments should be through physical controls. Storage space is covered off thanks to a pair of cupholders in the center console and a decent-sized lidded compartment that houses a pair of USB-C ports. There's a volume adjustment knob near the big screen and a wireless phone charger slot too. On initial inspection, you might think it lacks stowage space, but underneath the flyover center console arrangement is more tray space for wallets, phones, and even a handbag. The second row of the interior is spacious. I wasn't sure what to expect from the whacky styling, but this is certainly a mid-sized SUV in terms of space. I had good head room above me, my knees had plenty of space behind my own driving position, and the seats were very comfortable. But it's not all good news in the back row – at least for me and my 194cm height. Unfortunately, a high floor means that your knees sit awkwardly mid-air and sway about as the car moves laterally. There is also no space to slide your feet under the seat in front. A fold-down center armrest comes down to reveal a pair of cupholders and no real extra storage, although there are controls for the reclining backrest that tucks itself underneath the space where a rear window would go. Amenities-wise, there are air vents and a digital control panel for adjustments, a pair of map pockets, bottle slots in the door panels, and twin USB-C ports. There are no grab handles above your head. Again though that full suite of rear seat recline, rear touchscreen, and three-zone climate control are all part of the Plus Pack. The boot opens electrically in every Polestar 4 specification to reveal a 526-liter space. This is slightly down on similar mid-size SUVs, though not altogether unusable. Keep in mind, there is a small pocket underneath the bonnet to put extra charge cables, for example. There's handy space underneath the floor to put the charge cables and the rear seats fold down in a 60:40 format.

2025 Polestar 4 Seats Five Boot volume 526L seats up 1536L seats folded 15L under bonnet Length 4840mm Width 2008mm Height 1534mm Wheelbase 2999mm The 15.4-inch infotainment display is one of Polestar's most interesting attributes. I love the script and iconography Polestar uses – the text looks great and is very readable on the big screen, while its functionality is easy to come to terms with. Moving from a portrait display in Polestar's other models to a landscape orientation in this car is a big positive. It feels like you can see more information on the screen simultaneously in this format. There's a map display hard-coded to the right-hand side, while the left-hand side is configurable with different tiles. Annoyingly, some important controls like air conditioning and seat heating are placed within the screen, but at least shortcuts are found along the bottom so you can see it no matter what menu or display you're viewing. The Google built-in system is very impressive and I love having that technology inserted into a car's native software. It means I barely have to connect my Apple CarPlay smartphone mirroring because the underlying functionality is so good already. The driver has a 10.2-inch digital cluster that shows a map display, speed information, and a live safety display of cars surrounding the Polestar. The Polestar 4 comes with an array of active safety measures as standard. These include systems such as adaptive cruise control, lane-departure warning and assistance, driver attention monitoring, and rear cross-traffic alert and braking. It's great to see that Polestar includes the Pilot pack as standard too. This includes lane-change assist and lane-centring for the adaptive cruise control. Although the Polestar 4 includes warnings for straying over the speed limit (that can be wrong, at times), at least the audible alert is quiet – and it can easily be turned off. Autonomous Emergency Braking (AEB) Yes Includes cyclist, junction, night-time awareness Adaptive Cruise Control Yes Includes traffic jam assist Blind Spot Alert Yes Alert and assist functions Rear Cross-Traffic Alert Yes Alert and assist functions Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist Road Sign Recognition Yes Includes speed limit assist Driver Attention Warning Yes Driver monitoring camera Cameras & Sensors Yes Front and rear sensors, 360-degree camera How much does the Polestar 4 cost to run? Polestar cars come with a free service plan for the first five years of ownership or 100,000km – whichever occurs first. This is matched by a five-year warranty on manufacturing defects, as well as an eight-year warranty on the high-voltage battery itself. On top of all that, Polestar provides five years of roadside assistance from the day the car is delivered. Insurance was quoted at $2066 per year for comprehensive cover based on a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances. Those same details returned a lower $1803 quote for a 2023 Hyundai Ioniq 5 Epiq or higher $2166 quote for a Tesla Model Y RWD. Energy efficiency 2025 Polestar 4 Long Range Dual Motor Energy cons. (claimed) 18.7–21.7kWh/100km Energy cons. (on test) 19.1kWh/100km Battery size 100kWh Driving range claim (WLTP) 590km Charge time (11kW) 11h (estimated) Charge time (50kW) 2h 15min (estimated) Charge time (200kW max rate) 30min (claimed 10–80%) What is the range of a Polestar 4? Polestar quotes a maximum driving range of 590km for the dual-motor variant. We didn't get a chance to see how it charges, so stay tuned until we get the car through one of our Drive garages for the detailed charge test. Polestar also quotes an efficiency between 18.7 and 21.7 kilowatt-hours per 100 kilometers. In my time with the car, my energy use was closer to the former figure. After a country-road blast, my time with the car ended up with a 19.1kWh/100km consumption figure. This isn't too bad for an electric vehicle of its size, although it lags behind the 15.6kWh/100km rating we've seen from a Tesla Model Y previously. However, the Polestar 4 is a performance-oriented SUV.

2025 Porsche Taycan GTS

noreply@blogger.com (Ricky Ricardo) — Thu, 21 Nov 2024 20:42:00 +0700

Grand Touring Sport models typically join a Porsche product line sometime after the base and Turbo variants first break cover. The GTS formula invariably adds select Turbo-model gear otherwise unavailable on a base or S model to form a tantalizing new middle rung on the price/performance ladder. And so here we are driving the 2025 Porsche Taycan GTS seven months after its mid-cycle-enhanced breed first appeared. This pattern has played out for long enough to completely exhaust our supply of middle-child, just-right, 'tweener aphorisms. So let's quickly cover the litany of top-model gear that comprises the 2025 Taycan GTS package and get right into how this Malcom-in-the-middle model moves. The headline news is that electrical architecture and motor improvements made to this mid-cycle update bring lots of extra power. The previous Taycan GTS made 509 hp nominal, 590 with overboost/launch control; this one jacks those numbers up to 596 and 690. Porsche says that's enough to drop 0.4 second from the 0-to-60-mph time and 0.7 second from the quarter mile run (to 3.1 and 11.1 seconds). Standard equipment now includes adaptive air suspension with PASM (the GTS-specific tuning of which is credited with improving handling and roll-resistance by about 16 percent), Porsche Torque Vectoring Plus (an electronically controlled differential lock plus brake intervention), 20-inch rolling stock, and Porsche Electric Sound. Inside you get 18-way adaptive sport seats, the GT multifunction heated steering wheel, Sport Chrono package (with its push-to-pass feature to temporarily summon all 690 horses) and a Bose surround sound system. The cars we drove were further enhanced with Porsche Active Ride—a $7,150 option that, according to Porsche's internal spider-graphs, improves base-car pitch, roll, stability, and handling by about 80 percent while improving ride comfort by about half that. The GTS-specific tuning of this system supposedly ekes out a smidgen more handling and chassis roll resistance at some slight cost to pitch and overall body stability. Some older buyers may justify the price simply because it raises the body side whenever a door is opened to ease the climb in or out.

We selected a 2025 Porsche Taycan GTS Sport Turismo wagon variant for our drive route wound through the north-Georgia mountains. It's the most popular Taycan GTS body style, and all other long-roof Taycans are Cross Turismos with the SUV cosplay doodads. We'd spent the morning flogging the lightest 911 variant (a Carrera T) on these same roads and found it pretty ballsy of Porsche to invite comparisons with a car weighing a literal ton less. But it turns out, all the hardware and software Porsche throws on this new Taycan works some straight-up virtual-weight-loss miracles.

Sure, there's brute force involved: The Active Ride system's hydraulic pumps must have done Hoover Dam work to remove all pitch, roll, and dive as we worked the pedals and wheel for all they're worth (5kW per corner is the system's max instantaneous power draw). The driver remains blissfully unaware of both the Porsche Torque Vectoring and rear-steering working their magic at speed, however, and while the much more heavily laden helm can't match the 911's feel, it's darn decent as far as modern steering systems go.

We're still sore that of the myriad parameters a driver can adjust, one-pedal-driving is not among them. That said, the blend of regenerative braking (now up to 400kW worth!) and friction braking is completely seamless with remarkable brake feel. But we struggle to imagine anyone buying a $150,000 station wagon for track work, so the $9,070 carbon-ceramic brake option seems pointless unless your 150-mph autobahn commute gets frequently interrupted by clueless 60-mph left-lane interlopers.

The giant 265/35 front, 305/30 rear 21-inch Pirelli P Zero tires hung on with aplomb, only squealing a tiny bit right out at the raggedy edge of their friction circle. Speaking of which, passengers can monitor the lateral load on the $1,490 passenger display—ours noted a 1.14 g peak in a particularly squealy right-hander, and at least 1 g during a launch-control acceleration (the blue indicator “ball” that traces the friction circle covered up the decimal).

We pressed the push-to-pass button in the center of the mode-selector on the steering wheel after pulling out to overtake another car and felt a noticeable shove as the extra 94 horses and 48 lb-ft suddenly kicked in as if a giant polo mallet just struck us. Likewise, on a second pass within the 10-second power-boost window, cancellation of the boost was equally noticeable.

Price and On Sale Date Order books are open now for deliveries beginning late in the first quarter of 2025, with starting prices of $149,895 for the 2025 Porsche Taycan GTS sedan and $151,795 for the Sport Turismo wagon. The Carmine Red Sport Turismo we drove stickered at $199,935, but deleting the PCCB stoppers and everything else that didn't help it go, stop, or turn better would cut that to $163,205. Most people will find that pricey, but in the Porschesphere, it's right where a GTS goes: $62,000 more than the base Taycan, and $68,000 less than the top Turbo GT.

2025 Porsche Taycan GTS Specifications PRICE BASE $149,895-$151,795 LAYOUTS Front- & rear-motor, AWD, 4-5-pass, 4-door sedan, wagon MOTORS 596-690-hp/534-582-lb-ft (comb), AC permanent-magnet electric TRANSMISSIONS 1-speed auto (fr), 2-speed auto (rr) CURB WEIGHT 5,050-5,150 lb (mfr) WHEELBASE 114.2-114.3 in L x W x H 195.4-195.8 x 77.4 x 54.3-55.6 in 0-60 MPH 3.1 sec (mfr est) E.P.A CITY/HWY/COMB FUEL ECON TBD ON SALE March 2025

2024 Mitsubishi Triton GLS

noreply@blogger.com (Ricky Ricardo) — Thu, 21 Nov 2024 00:34:00 +0700

The new-generation Mitsubishi Triton brings an array of new technology and features missing from the old model. For all its strengths, Mitsubishi still has some work to do, particularly around refinement and driver-assist features. Likes TickIcon Vast improvements in infotainment and tech TickIcon New engine has plenty of mid-range oomph TickIcon Comfortable seats and spacious cabin Key Specs Power / Torque: 150kW / 470Nm Payload: 1075kg Warranty: 5 years 2024 Mitsubishi Triton GLS One of the latest brands- new model to hit Australia's booming dual-cab ute market is the 2024 Mitsubishi Triton. Loved for its value for money, uncompromising off-road prowess, and sharp styling, the Mitsubishi Triton has carved out its own subset of local fans with previous generations. But, the all-new version boasts a swathe of new technology to renew what was one of the oldest utes in its segment. It's also been gifted a healthy bump in the power and torque stakes, plus a refreshed new interior. Put simply, the new-generation car is basically unrecognizable put side by side against its predecessor. That's a good thing because it was looking tired up against rivals such as the Ford Ranger and Isuzu D-Max. With the new-generation car, a lot of attention centers around the flagship variant, the Triton GSR. But for this review, we've got a mid-spec Triton GLS to see whether there's better value further down the range walk.

The new Mitsubishi Triton dual-cab range now begins more expensive than ever before, up to $7600 more, depending on variant. Unfortunately, the car we'll focus on is the Triton GLS 4x4 dual-cab, which is the one that's $7600 more expensive than its predecessor at $59,090 plus on-road costs. But it's still priced in contention with its competition. You can also get into a similarly specified Ford Ranger XLT for $63,640 plus on-road costs or an Isuzu D-Max LS-U for $62,500 before ORCs. The new Mitsubishi is only available with a dual-cab ute body at the moment. Single- and extra-cab versions in run-out phase before the new-generation arrives at a later date, but you do get a choice of 4x2 or 4x4 drivelines. Each is powered by a 2.4-litre twin-turbo four-cylinder diesel engine that outputs 150kW and 470Nm through a six-speed automatic transmission. The GLS specification is the second-to-top model grade in the Triton line-up. It's distinguished by Mitsubishi's special Super Select II four-wheel-drive system that can be driven on sealed surfaces, a tray-liner for its tub, terrain select driving modes, wireless phone charging, 18-inch gray alloy wheels, and LED lights all around. All that kit sits on top of standard fare, such as the tech system that incorporates a 9.0-inch touchscreen with Apple CarPlay and Android Auto, and the 7.0-inch digital cluster. There is only one additional option – a $1500 Deluxe pack that brings leather seat upholstery with silver stitching, a power-adjustable driver's seat, and heated front seats. Our car doesn't specify that, so it makes do with cloth upholstery and manual seat adjustments.

Key details 2024 Mitsubishi Triton GLS Price $59,090 plus on-road costs Color of test car Blade Silver Options Premium paint – $740 Price as tested $59,830 plus on-road costs Drive-away price $61,730 (Melbourne) Ford Ranger Rivals | Isuzu D-Max | Mazda BT-50 Just like its exterior, the Mitsubishi Triton's cabin has had a major overhaul with the changeover between generations. Externally, it's a bigger car than before, which has been translated to extra interior space. The driver's seat is big and broad for taller drivers, while the space around the footwell and to the center console is generous. There's a new steering wheel with simple buttons to change tracks or radio stations, while the 7.0-inch digital cluster also has varying settings to swipe through. Storage nooks and crannies include dual cupholders in the center console, a spot underneath the center stack with a wireless smartphone charger, and big, wide door bins for large bottles. I also love the two-tier glovebox. The materials used inside the Triton GLS are a bit nicer than you'd find in sub-specs; the dash is soft-touch and I like the silver stitching for the door panels. The cloth fabric seats feel sturdy under hand and are plush enough to be comfortable on longer journeys. I'd expect to see electric seat adjustments for the driver at the more expensive end of the Triton range, but manual seat adjustments remain. Unfortunately, the front passenger seat gets no seat height adjustment whatsoever and there is no seat heating. Both seats get a rock-hard headrest, but the plush seat base is comfortable and supportive. I like how the air controls are still tweaked using physical buttons instead of those adjustments being placed within the infotainment system. A USB-C, USB-A, and 12-volt port are mounted just beneath the air-conditioning controls. In the second row, there's good space for tall passengers. I'm 194cm tall and I had great head room underneath the headlining, plus my legs were barely touching the seat in front. Second-row amenities include another set of 12V, USB-A and USB-C power ports (the same as the front), while Mitsubishi has stuck with the roof-mounted air vents of its predecessor. For the tub, the Triton GLS specification gets a plastic liner to protect the tray, plus tie-down points for securing loads. Our car specifies a roll-up vinyl tonneau cover from the Mitsubishi Genuine Accessories range that costs $900. Annoyingly, the central remote locking for the car does not extend to the tailgate. You'll have to go and manually lock yourself with a physical key. 2024 Mitsubishi Triton GLS Seats Five Tray dimensions 1555mm length 1545mm width 525mm height Length 5320mm Width 1865mm Height 1795mm Wheelbase 3130mm

It's nice to see Mitsubishi's 9.0-inch infotainment system make its way to the Triton. It's been ripped straight from the Mitsubishi Outlander, but that's no bad thing as the system works well and contains many of the features new-car buyers require. Cycling between menus and settings is made easy through the physical keys below the display, while the home screen is configurable with varying tiles too. I used wireless Apple CarPlay during my week, but provisions for digital radio and Bluetooth audio streaming are there too. It also gets a native satellite navigation system. Unfortunately, Android users must connect their phones with a physical USB cable for Android Auto. Despite being released later than the Ford Ranger, the Triton's main display (9.0 inches) is smaller than the Ranger's (12 inches). The Triton also misses out on a fully-digital instrument cluster. Instead, there's a smaller 7.0-inch display between two dials. This is the same sort of set-up you'll notice in rivals like the Isuzu D-Max. There's also no ability to connect a specific Triton to a smartphone companion app, at least for Australian examples. The Triton's six-speaker sound system is overly bassy as standard, but you can tweak it to your liking using the equalizer settings. The 2024 Mitsubishi Triton is rated a full five stars by ANCAP. This rating includes all variants. It achieved individual scores in the following categories: the vehicle was rated 86 per cent for adult occupant protection, 89 per cent for child occupant protection, 74 per cent for vulnerable road user protection and 70 per cent for safety assist. 2024 Mitsubishi Triton GLS ANCAP rating Five stars (tested 2024) Safety report Link to ANCAP report This new Triton has made vast improvements in the vehicle safety stakes compared to its predecessor. A suite of active safety measures is available across all model grades too.

However, there are some odd omissions that I would have expected on a brand-new car in 2024. It has adaptive cruise control, but it's not the type that'll queue in traffic by coming to a stop and then setting off again. Additionally, the adaptive cruise-control system is not accompanied by lane-centring. Combined with a heavy-feeling steering system, this Triton can be tiresome to drive on the freeway as you don't have the car's lane-centring to pick up on the steering slack. Since its launch, the Triton has attracted criticism for its overzealous driver attention monitoring system, which could often interpret a driver wearing sunglasses incorrectly. As a result, Mitsubishi says it has introduced updates to make it less sensitive. While I wasn't able to test the versions back-to-back, I don't think the driver attention warning function ruins the experience. It does alert you whenever you yawn or turn your head sideways, which can be intrusive, but it isn't the end of the world, for me at least. Autonomous Emergency Braking (AEB) Yes Includes cyclist and pedestrian detection, junction assist Adaptive Cruise Control Yes Does not include traffic jam assist Blind Spot Alert Yes Alert only Rear Cross-Traffic Alert Yes Alert and assist functions Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist Road Sign Recognition Yes Includes intelligent speed limiter Driver Attention Warning Yes Camera-based attention monitor and fatigue alert Cameras & Sensors Yes Front and rear sensors, 360-degree camera How much does the Mitsubishi Triton cost to run? Mitsubishi's models have been a go-to for buyers chasing consistency and reliability. This is because the brand will warrant its products for a decade so long as you service them at a Mitsubishi dealer each time. These visits are required every 12 months or 15,000km. Through Mitsubishi, maintenance costs $1467 (three years), $2445 (five years), or $6690 (10 years). Servicing elsewhere might help you on the hip pocket, but it shortens the warranty to five years/100,000km instead of 10 years/200,000km. Insurance-wise, the Triton GLS 4x4 dual-cab ute is quoted at $1578 to insure annually. This is based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances. For reference, expect to pay roughly $1679 for the Toyota HiLux SR5 and $2233 for the top-spec Isuzu D-Max X-Terrain. At a glance 2024 Mitsubishi Triton GLS Warranty Five years, unlimited km Service intervals 12 months or 15,000km Servicing costs $1467 (3 years) $2445 (5 years) $6690 (10 years) Is the Mitsubishi Triton fuel-efficient? Four-wheel-drive versions of the Mitsubishi Triton are claimed to consume 7.7 liters per 100 kilometers of diesel. This is dead accurate with what I experienced in my time with the car. It's also fairly efficient on the spectrum of dual-cab utes. The Triton has a 75-litre fuel tank that theoretically allows for a 974km total driving range on a single tank of diesel.

Cupra Tavascan

noreply@blogger.com (Ricky Ricardo) — Mon, 18 Nov 2024 21:28:00 +0700

The Cupra Tavascan is a welcome improvement to the all-electric SUV formula we've already seen used elsewhere in the VW Group, sprinkled with Cupra's distinctive style. The Tavascan is spacious, rides well, offers good refinement and is full of interesting details that make it feel unique to the Spanish brand. At last, Cupra has been able to properly spread its wings. Key specs Fuel type Electric Body style Coupe/Crossover Powertrain 77kWh battery, 1x e-motor, rear-wheel drive 77kWh battery, 2x e-motors, four-wheel drive Safety 5-stars (Euro NCAP, 2024) Warranty 5yrs/90,000 miles Pricing for the Tavascan starts at around £47,500 for an entry-level single-motor 282bhp model in V1 trim, rising to just under £54,000 for a more lavishly equipped V2. The four-wheel drive-equipped VZ1 will cost around £56,000, while the top-of-the-range VZ2 comes in at around £61,000. In many ways, the Tavascan is the real beginning of Cupra as a brand. Yes, the Cupra Leon, Cupra Formentor and even the Cupra Born represented the start of something interesting from VW's sporty spin-off brand, but the Tavascan has been designed to put greater distance between Cupra models and other members of the Volkswagen group. In essence, this high-riding coupe-SUV creation doesn't really enter an existing market segment. Instead, it's designed to offer a different form, sitting lower than its Volkswagen ID.5 or Skoda Enyaq Coupe siblings, but not relinquishing the high-riding SUV stance.

The Tavascan will be available with two powertrain options, it's the higher-specification dual-motor 335bhp VZ model we've driven so far, but a single-motor 282bhp version will be launched alongside when the car hits the UK in the last quarter of 2024. In both cases, the Tavascan runs on nearly the latest version of the VW Group MEB platform, featuring a 77kWh battery pack and updated motors, but misses out on VW's new 79kWh battery unit and the increased range of benefits that come along with it. The electric powertrain is responsive and refined, but lacks the outright punch of some rival cars. Out on the road, the MEB platform's good points are on full display, which is to say the motors are very refined and come with excellent response and clarity through the throttle pedal. Regenerative braking is controlled via paddles behind the steering wheel, and the system engages smoothly regardless of the chosen driver mode. At low speeds, the Tavascan's turn of speed is very impressive, with that initial burst of torque making the car feel more potent than its 335bhp suggests. However, once up and running the level of acceleration isn't quite so thrilling, best described as adequate rather than rapid. This isn't unusual in the mid-size electric SUV class, but the Tavascan simply wouldn't be able to hold onto the back of a twin-motor Tesla Model Y, which isn't that much more expensive. Advertisement It is, however, the Cupra Tavascan's ride and handling that really help it stand out. Most of the dynamic elements are vastly improved compared to Cupra's other models, such as the steering which has been sharpened up with a faster ratio and heavier weighting. These improvements are made particularly welcome by the progress that's been achieved in the chassis department. The car's ride quality is a big improvement on previous MEB-based SUV models, even on the large 21-inch wheels of our test car (entry-level V1 comes with smaller 19-inch wheels). There's more travel in the springs and, therefore, more control when driving over larger undulations. Smaller, harsher bumps can be felt, but they don't push through the cabin to the extent that they do in a Cupra Born with the larger wheel option. This makes the Tavascan an excellent cruiser. Switch through the drive modes to the Performance or Cupra settings, and there's a marked change to the car's behavior as the ride tightens up significantly. Whether this actually improves body control is a more difficult question, but inherently the dynamics feel well resolved and engaging without the ride feeling overly firm or brittle.

One area where there's still work to be done is the brakes. The consistency of pedal feel is fine, but the weighting seems somewhat mushy and the blend of regenerative and friction braking is still a little off. The setup does little to inspire confidence when punting down a fast road, but potentially of more relevance is that it's hard to judge a fast and efficient stop in day-to-day driving. Model Power 0-62mph Top speed Cupra Tavascan V1 282bhp 6.8 seconds 112mph Cupra Tavascan VZ1 335bhp 5.5 seconds 112mph

The Tavascan's 77kWh battery allows for decent range, but charging speeds still have room to improve All Cupra Tavascan models have the same 77kWh battery pack. There's then the choice of single-motor or dual-motor four-wheel drive variants. Peak charging speeds are rated at a relatively low 135kW on DC fast charging, but it will still top up the battery from 10 to 80 per cent in a competitive 30 minutes. The dual-motor VZ1 is rated at around 323 miles on a full charge, with this range increasing to just over 350 miles for the single-motor variant. Insurance costs for the Cupra Tavascan are higher than those of its similar electric crossover coupe rival, the Skoda Enyaq Coupe. The Tavascan stars in group 34 for the entry-level V1, before jumping to group 38 for the four-wheel drive VZ1. In comparison, the Enyaq Coupe starts in group 27, and tops out in group 36 for the hottest vRS version. Depreciation for the Tavascan is also likely to be higher than that of the Enyaq Coupe. According to our expert data, the Tavascan is likely to maintain between 48 to 51 per cent of its original value over three years or 36,000 miles. Over the same period, an Enyaq Coupe will be worth between 53 to 57 per cent of its original value. Model Battery size Range Insurance group Cupra Tavascan VZ1 77kWh (useable) 323 miles 34E Cupra Tavascan V1 77kWh (useable) 352 miles 38E

The Tavascan's distinctive looks might not be to all tastes but the cabin is a huge step forward for Cupra. The complex, interesting design is even more prevalent inside the cabin, which is a total departure from other models in the lineup. Under the layered, curvy dashboard sits a central element that separates the driver and passenger, but it does get a little bit in the way of the charging pad and other storage areas behind. Quality is good, with surfaces wrapped in a mixture of modern synthetic materials that vary from wetsuit-like neoprene to suede. There's a lot going on, but much like the exterior, it's a welcome progression from the more regimented designs coming out of Volkswagen and Skoda at the moment. The tech package inside the Tavascan is based on VW's latest generation user interface, with a 15-inch central display skewed towards the driver. The embedded software is relatively easy to navigate with some acclimatization time, and is fast to react to input. There are some nooks and crannies within the system that you can get a little lost in, such as the process of changing the interior lighting scheme, but the main controls are easy to access. You do need to confront the haptic sliders and steering wheel switchgear for some controls and these are still irritating, just as they do in other VW products. Back to the interior lighting, which is quite spectacular inside thanks to the ambient lighting structure within the air vents, the communication light under the windscreen and the added lighting integrated into the door cards.

There's a surprisingly large amount of space inside the Cupra Tavascan, and some impressive packaging. Space inside is generous, with plenty of leg and headroom in the second row, despite the sloping glass roof. The combination of a flat floor and wide cabin makes squeezing three across the back row painless. The boot is 540 liters with a large, wide opening. Go for V2 trim and above to gain an adjustable height boot floor. There's some extra storage under the boot floor for your charging cables, but there's no front boot under the short bonnet, which is a shame. The second-row seats fold almost flat, but thanks to the slope of the tailgate, larger boxy items like furniture are less easily squeezed in. Dimensions Length 4,644mm Width 1,861mm Height 1,597mm Number of seats 5 Boot space 540-litres The Tavascan gets a five-star Euro NCAP rating and comes with plenty of safety tech as standard. The Tavascan gets a full five-star safety rating from safety experts Euro NCAP regulations. Its matches the scores of the Ford Capri in the adult, child, and vulnerable road user categories, but the Tavascan outdoes the Ford for safety assistance. The ‘always on’ functions like lane-keeping assist and traffic sign assist are typically intrusive, but they can be easily switched off via the touchscreen. Other active safety elements include active cruise control with lane-keeping assist, blind spot monitoring and autonomous emergency braking, to name just a few. Key standard safety features Euro NCAP ratings Lane-keeping assist Blind-spot monitoring autonomous emergency braking 5 out of 5 stars (tested in 2024) Adult occupant protection - 89% Child occupant protection - 86% Vulnerable road users - 80% Safety assist - 79 % The price of the Cupra Tavascan is competitive compared to in-house rivals like the VW ID.5 or Skoda Enyaq Coupe, also allowing the Tavascan to target high-spec versions of the Kia EV6, Hyundai Ioniq 5, Tesla Model Y and Ford Mustang Mach-e. If you're less interested in the SUV look and additional ride height then cars like the Tesla Model 3, BMW i4, Polestar 2 or BYD Seal could also be considered as potential alternatives. The Cupra Tavascan won't appeal to everyone, but if the styling does work for you there's no reason not to be won over. This feels like a good step forward for the Cupra brand in terms of tech, engineering and design – the only caveat being the talented rivals that are also available at a similar price point.

2024 BMW iX1 eDrive 20

noreply@blogger.com (Ricky Ricardo) — Mon, 18 Nov 2024 03:55:00 +0700

What happens when you combine the BMW X1 with electric power? You get the BMW iX1 – a stylish, entry-level EV that has opened the door to new buyers since its arrival on our shores earlier this year. Not only is it eligible for the fringe benefit tax concession, but it's also priced below the luxury car tax threshold, which could add further appeal for those shopping in the premium EV market. On the outside, the iX1 stands out with its tessellated double kidney grille, while the interior offers the sort of upmarket touches you'd expect from a BMW. There are plenty of upsides to the driving experience too. So, the iX1 certainly has a lot going for it, but is it enough to justify the price tag? We tested the entry-level iX1 eDrive 20 to find out. There are two iX1 variants on offer, starting with the iX1 eDrive 20 we have on test here. The front-wheel-drive entry-level grade is powered by a 150kW/247Nm single motor and is priced from $78,900 before on-road costs. The top-spec iX1 xDrive 30 starts at $84,900 before on-roads. Here you get it in all-wheel drive with a 230kW/494Nm dual-motor powertrain. Standard features on our test car included LED headlights, keyless entry, a power tailgate, dual-zone climate control, a 10.25-inch digital instrument display, a 10.7-inch curved infotainment screen, a head-up display, and a comprehensive suite of driver assistance technologies. Also fitted here are the optional 19-inch V-spoke style alloy wheels and the Enhancement Package, which adds an array of features such as a panoramic sunroof, heated steering wheel, front-row seat massage function, and a Harman Kardon sound system.

Key rivals of the iX1 include the Volvo Another big player is the ever-popular Tesla Model Y, starting from $69,900 for the mid-spec Long Range variant or you can nab the top-spec Performance grade from $82,900. All prices listed here exclude on-road costs. Key details 2024 BMW iX1 eDrive 20 Price $78,900 plus on-road costs Color of test car Phytonic Blue Options 19-inch alloy wheels – $1538 Enhancement Package – $5154 - Metallic paintwork - Heated steering wheel - Panoramic sunroof - Active Sports seats with massage function - Harman Kardon sound system - Choice of interior trim - Electric front seats with memory function - Front seat heating - Driving Assistant Professional Price as tested $85,592 Drive-away price $92,698 (Vic) Audi Q4 e-tron Rivals | Mercedes-Benz EQA | Volvo XC40 Recharge Despite being classed as a compact SUV and BMW's smallest electric vehicle, the iX1 feels rather spacious inside. At 4500mm long, it's longer than a Mercedes-Benz EQA250 (4463mm), but a bit shorter than a Tesla Model Y (4750mm). There's ample head room and roomy footwells for taller folks in both the front and the back, plus you get plenty of storage space to keep the cabin clutter-free. The floating center console allows a storage shelf beneath the armrest that's big enough to store a handbag, and a tiny storage bin on the top level that annoyingly opens towards the driver so it's a pain to see inside (a remnant from overseas left-hand- drive models). You also have cupholders, bottle holders in each door, and my favorite part – an upright wireless phone charger, complete with a latch that hugs your phone in place. Neat! Not only is it spacious, but the iX1's interior is stylish too. There's a lovely mix of colors and materials in the cabin – we have the 'Veganza' leatherette in Oyster paired with the Eucalyptus fine wood trim, and boy does it feel special. It's not without some scratchy plastics towards the bottom of the cabin, but it isn't conspicuous, nor does it detract too much from the overall high-end aesthetic. The seats are firm yet comfortable, providing a snug embrace with adjustable curvature to suit your preference. A novel addition as part of the optional Enhancement Package is the front-seat massaging function, offering modes like 'Relax' or 'Invigorate' to tailor the intensity of your massage. I particularly enjoyed having the seat automatically shift backwards when you unbuckle your seatbelt to give you more leg room as you exit and vice-versa when you buckle in

The iX1's safety credentials are based on the BMW X1's ANCAP safety rating. It's important to note that the front-wheel-drive eDrive 20 model is not included in the rating list. However, the results for this grade are expected to be similar, especially since our test car is equipped with the optional equipment package that includes the same safety assist systems as the rest of the models in the line-up. The range was awarded five stars in the 2022 assessment, achieving strong scores with 86 per cent for adult occupant protection, 88 per cent for child occupant protection, 76 per cent for vulnerable road user protection, and an impressive 94 per cent for safety assist systems . The iX1 is equipped with seven airbags: dual front, seat-mounted side, and full-length curtain airbags, as well as a center airbag between the front seats. BMW offers a few different levels of safety equipment and they are extensive. The iX1 eDrive 20 comes standard with the Driving Assistant Plus package, which includes braking assistant, front collision warning, lane-departure warning with lane return, adaptive cruise control, speed limit display and steering and lane-control assistant. There's also a Parking Assistant Plus package that includes a surround-view camera, automatic parking, an inbuilt dash cam and more. The optional Enhancement Package our test car was fitted with also adds the Driving Assistant Professional package, which includes extra features such as evasion assistant, crossroads warning with brake intervention, and lane-keeping assistant. For the most part, the features work seamlessly and are delightfully quiet. The surround-view camera is phenomenal and offers a bunch of different views for supreme visibility. The 3D view is especially novel, being able to see a rendered visualization of the car from the surrounding area may not be necessary, but certainly adds an extra layer of confidence when parking in tight or obscure spaces. There's even a car wash view, which is shown from a top front view and helps you guide the car into position. The lane-keep assistant can be somewhat overbearing, even bordering on aggressive. More than once, I found myself battling with the steering wheel when trying to change lanes, despite ensuring sufficient clearance. This also occurs when approaching a fork in the road, as it doesn't seem to like it if you want to change course. I suspect sometimes the system can't detect the lines clearly or quickly enough when the road changes. Certainly not ideal, especially when traveling at higher speeds. Thankfully, you can customize the intensity of the assistance features or toggle them off entirely if you prefer. A particularly handy feature that's standard in the iX1 is the Driver Recorder, which functions as an in-built dash cam. If the system detects an accident situation, it can automatically save a 360-degree video and record data such as date, time, speed and location. You can also use it to capture landscapes on a road trip or any other special moments on the road.

2025 BMW M5

noreply@blogger.com (Ricky Ricardo) — Tue, 12 Nov 2024 04:36:00 +0700

Cresting a rise on the autobahn northeast of Munich, we spot a nuclear cooling tower hulking in the near distance, billowing impenetrable clouds of steam. At the same moment, a solar array winks past on the right, backdropped by a huge wind turbine atop a hill. From behind the wheel of the 2025 BMW M5 Touring, it's a fitting panorama. We, too, are currently enjoying the confluence of a nuclear reactor—the 577-hp twin-turbocharged V-8 under the hood—and something a little more 21st-century green. Tucked between the 4.4-liter V-8 and its eight-speed automatic transmission is an electric motor that can produce 194 horsepower and 204 lb-ft of torque on its own. Occasional Appearances The G90 generation is the seventh M5 but just the third M5 Touring—that's a station wagon to you, Dwayne Elizondo Mountain Dew Herbert Camacho. Whack-a-Mole-ing as it has through the M5's history, the Touring has a particularly incongruous powertrain lineage. It first appeared in the second-generation M5, the E34, propelled in its later versions by a 3.8-liter straight-six. The next M5 long-roof appeared two generations later, getting its own E61 chassis code and a 5.0-liter V-10 where the old six had been. The 2025 car's 717-hp twin-turbocharged V-8 plug-in hybrid setup is obviously the natural progression from an 8,500-rpm V-10. This is the third M5 Touring but the first to be mass produced. M5 product planner Daniela Schmid tells us the first two generations were “basically hand-built,” with production of only around 1,000 units each. Schmid says that offering this generation as a wagon—the first M5 Touring to be sold in the U.S.—is a way to further differentiate the M5 from the standard 5 Series. Other than the longer roofline, the Touring isn't much different from the M5 sedan. It's a quarter-inch taller, and without obstructing the view out the back, you only gain a bit of cargo space. With the rear seats folded, however, you can squeeze in nearly 60 cubic feet of spare tires. (What else would you haul, uranium rods?) The wagon is only about 90 pounds heavier than the sedan, which is a little more foam on top of 5,390 pounds of pilsner.

Even with that Chevy Tahoe–esque mass to propel, the long-awaited M5 wagon scoots. BMW claims it'll accelerate from 0 to 60 mph in 3.5 seconds, although we expected to beat that figure when we hooked up our test gear. With all-wheel drive, a fat Michelin Pilot Sport S 5 at each corner (285/40ZR20s up front and 295/35ZR21s in the rear), and the combined torque of a twin-turbo V-8 and an electric motor hitting like a wrecking ball off the line, the M5 smashes you into the seat back, the pull unrelenting as the eight-speed auto snaps through the gears and the speedometer zips around to the heady digits so rapidly you'd think it's broken. Top speed is governed at 155 mph (or 190 with the M Driver's package). There's a digital sheath around the experience, though, as even the exhaust's Sport mode augments the pulses firing from the engine with dramatizations played through the speakers. BMW reps couldn't tell us precisely what speakers are in on the chassis, but we suspect those in the front door panels play a role. With the radio off, we consistently felt a little buzz in our outboard trousers under WOT. Regardless, slightly more natural exhaust noise does reverberate through the wagon's cavernous aft cabin than in the sedan's comparatively tidy back seat. A similar level of artificiality pervades the M5's dynamic performance on curvy roads, too. Its handling is remarkable, the lessons BMW has learned from decades of building supernaturally capable SUVs paying off here in a vehicle with a much lower center of gravity. There is no perceptible body roll, and the M5's grip is so endless it feels like it might just turn in on itself like a wiener dog catching its own tail. We appreciated the steering's heft in Sport mode, but there's little feel or feedback. Nor do you get any of those telltale twitches or feints through the seat that communicate grip levels at each tire. To be fair, though, as high as this car's limits are, the slightest little slip could mean disaster on a public road.

Whereas previous M5s have consistently defined what a sport sedan (or wagon) meant for their time, the current generation takes a different tack. When Schmid outlines the brief for the G90, it sounds like he's describing more of a grand tourer than any previous M5. “The car is confident in everything and very capable on a racetrack,” he says. “But the driver should always arrive relaxed.” If that sounds like a teleprompter talking points polished by a PR machine, know that Schmid is no puppet. She has, by her estimate, thousands of laps of the Nürburgring, including nine 24-hour races—one of which was a class win—and a couple of 24-hour bicycle enduros. She appreciates performance and the need to push things forward. Electrification is the way of the future; the next M3 will be an EV. Yes, the G90 gives up some of the tactility of previous M5s, but an internal combustion heart still beats under its hood. What it forfeits in emotional connection, it makes up for in respect. Plus, it has a D-pillar. This M5 may not define its moment the way its predecessors did, but it has certainly captured it.

2025 BMW M5 Touring (Wagon) Specifications PRICE BASE $123,275 LAYOUTS Front-engine, AWD, 5-pass, 4-door hatchback ENGINE 4.4L/577-hp/553-lb-ft direct-injected twin-turbo DOHC 32-valve V-8 plus 194-hp/207-lb-ft electric motor, 717 hp/738 lb-ft (comb) TRANSMISSION 8-speed auto CURB WEIGHT 5,500 lb (mfr est) WHEELBASE 118.3 in L x W x H 200.6 x 77.6 x 59.7 in 0–60 MPH 3.5 sec (mfr est) E.P.A CITY/HWY/COMB FUEL ECON Not yet rated EPA RANGE, COMB 340 miles (est) ON SALE November

BMW M135 2024

noreply@blogger.com (Ricky Ricardo) — Wed, 6 Nov 2024 21:51:00 +0700

Despite the BMW M135 having less power than before, its revised chassis more than makes up for it. Interior quality remains good and the car is a little cheaper than rivals from Audi and Mercedes, although the flat-sounding engine remains a bugbear and stops the M135 from delivering a real M car experience. BMW gave the 1 Series such a serious facelift in 2024 that the German firm thought it was only right to give it a new model code too. Out went the old F40 designation and in came the new F70. Like the revised 120 edition, the M135 has also gained a new look outside and in, while BMW also sets about making the range-topping hot hatch more fun to drive. Importantly for BMW, the latest M135 seems to have arrived just in time. The Mercedes-AMG A 35 received a facelift in 2023, and the Audi S3 followed suit just a few months ago, so competition is fierce. And while they don't come from premium marques, the Honda Civic Type R and Ford Focus ST Edition remain worthy alternatives too. Although the changes mean the BMW has lost the 'i' at the end of its name – the company says customers were getting confused between its petrol and all-electric models – the M135 still has basically the same 2.0-litre four-cylinder petrol engine as the old model. However, it's not exactly the same, because it's 6bhp and 50Nm of torque down on its predecessor – meaning the 0-62mph time is 4.9 seconds (0.1 seconds slower than before). Mind you, you won't notice the difference in power in the real world. Yes, the BMW's output is slightly down on the 302bhp AMG A 35, and a chunky 32bhp off the latest S3, but in a straight line all three cars feel fairly similar. That's thanks in part to a new gearbox in the M135, with the old eight-speed automatic replaced by a seven-speed dual-clutch unit.

It's a smooth-shifting transmission when left to its own devices, especially in Comfort mode. Step into a sportier mode and you'll find the 'box hangs on to gears much longer and gives a little more immediacy to the shift, but this more aggressive nature only makes sense when you're wringing the neck out of the M135. That's not a bad thing though, because you quickly realize that the M135 is happy with such treatment. Despite having all-wheel drive, the M135 has a very different balance to its German rivals. It seems happier to be treated like a front-drive car, while the Audi S3 with its RS 3-derived torque splitter feels more rear-driven. That might sound at odds with BMW's rear-wheel-drive history, but the M135 still feels like a taught and playful hot hatch. Along with the improved gearbox, helping to deliver this experience is the direct steering – although you're forced to enjoy it through a ridiculously thick steering wheel rim. There's plenty of feedback and the BMW's chassis is so sharp that you can apply some mid-corner adjustments on a whim. Adaptive dampers now come standard on the M135 and while they deliver excellent handling, you pay a price in ride quality, with some jarring over potholes at times. Body roll is kept in check, though, and thanks to new underbody bracing and revised suspension, the M135 is well behaved in the bends and won't catch you out. One thing that can dampen the mood in the M135 is the noise. You might think the new quad exhaust tips (usually reserved for full-fat BMW M cars) allow the engine to sing a merry song, but from the outside it sounds quite flat; inside, it's borderline embarrassing with engine growls being pumped through the speakers. You can at least turn the synthesized engine note off in the settings, but tire noise is noticeable – especially on the optional 19-inch wheels.

The larger design is probably worth the money, though, because it allows the fitment of the excellent optional drilled brake discs and calipers from the M3 and M4. They're part of the rather expensive £3,000 M Dynamic Pack and while this might seem like overkill in the M135, the larger brakes are well suited to the car and don't feel overly grabby. Inside, the M135 is virtually identical to the new 120 when fitted with the M Sport option. That's a little disappointing, considering how much more expensive the M135 is; and in terms of the various bits of M-colored stitching and branding, it looks somewhat over the top in places. On the other hand, the new 10.7-inch central touchscreen and 10.25-inch driver's display are more of a match for the units in the rest of BMW's models. And while the loss of the iDrive's rotary controller in the center console might seem like a terrible decision, the touchscreen is close enough to the driver to make this a non-issue. Overall quality, just as it is in the regular 120, is pretty impressive in the M135; it feels better screwed together than any of its rivals. Model: BMW M135 xDrive Price from: £43,000 Engine: 2.0-litre turbocharged four-cylinder petrol Power/Torque: 296bhp/400Nm Transmission: Seven-speed automatic, all-wheel drive 0-62mph: 4.9 seconds Top speed: 155mph Economy/ CO2: 37.2mpg/173g/km Size (L/W/H): 4,361mm/1,800mm/1,459mm On sale: Now

2024 Mazda CX-30 G25 GT SP

noreply@blogger.com (Ricky Ricardo) — Tue, 5 Nov 2024 01:40:00 +0700

At the smaller end of Mazda's extensive SUV range, the Mazda CX-30 provides a smart stepping-stone from the sporty, but low-riding, Mazda 3 hatch, without the need to move all the way to the bigger CX-5. It's not just Mazda's own range that's contained. In the mainstream small SUV under $45,000 class, where the CX-30 sits, the Mazda is one of 22 vehicles available. In order to give it the widest appeal possible, the CX-30 comes in a wide spread of 10 different variants, with a choice of two engines, plus front- or all-wheel drive. At the upper end of the range, the CX-30 G25 GT SP pairs the higher-performance 2.5-litre engine with black trim highlights and a bold red interior for a look that's more premium, and just a little sporty.

There are a few price points to note in the CX-30 range. The cheapest G20 Pure model starts at $33,940 with a 2.0-liter engine, a six-speed automatic, and two-wheel drive. To move up to the more powerful 2.5-liter model means stepping up to the CX-30 G25 Touring from $41,140. Only the bigger-engined G25 models are available with all-wheel drive, and then only in the top two GT SP and Astina grades, from $45,140 to $48,340 – all before on-road costs.

Opt for the CX-30 G25 GT SP as shown here with two-wheel drive and the price starts from $43,140 plus on-road costs, plus $595 for the premium Zircon Sand paint color shown here, and an optional Vision Technology Pack – but at the time of writing Mazda was running a $3000 discount on the on-road costs for a new CX-30, bringing the drive-away price of this car down to a reasonable $45,892, although final costs may vary by location. The step up to the GT SP brings upgrades like dual-zone climate control, keyless entry and start, heated front seats and steering wheel, a powered driver's seat, and tilt-slide glass sunroof. Some of the 'SP' touches center around black 18-inch alloy wheels, gloss black mirror caps, and burgundy leather seat trim. Key details 2024 Mazda CX-30 G25 GT SP Price $43,140 plus on-road costs Color of test car Zircon Sand Options Premium paint – $595 Vision Technology Pack – $1300 - 360-degree camera - Front cross-traffic alert - Driver monitoring - Cruising and traffic support cruise control Price as tested $45,035 plus on-road costs Drive-away price $48,892 (Vic) $45,892 (special offer pricing)

At just a touch under 4.4m long and 1.8m wide, the CX-30 is a close match to the Mazda 3 hatch. Height is the key difference, at 1.54m for the CX-30 and 1.34m for the Mazda 3. Because the CX-30 offers crossover-SUV ride height and access, it's an easier car to get into. The seat base is positioned a little higher, and head room is a touch more generous, but despite the taller stance, the sleek design still doesn't offer the truly open and airy cabin feel of some rivals. Mazda's interior design is sleek and modern, but some elements of the brand's adherence to a sportier style may not click with everyone. The cockpit-like wrap-around dash and low-rise infotainment screen won't suit everyone, but does help bridge the gap between hatchback and SUV. Interior space is most generous in the front seats, with good head and leg room, and reasonable width. Interior storage may not hit the mark for pack rats, but there's a small open tray ahead of the gear selector that houses a wireless charge pad, and a pair of cupholders. Under the lidded armrest, there's another compact space, and the door pockets are slim but do have a bottle holder recess.

The front seats are quite comfortable, but broad-shouldered occupants may find them a snug fit. Power adjustment for the driver's seat and two-position memory make getting set and saving your preferred position a breeze – great for households who share driving duties. Rear seats are less spacious, with knee room on the short side, but the head room is more typical for the small SUV segment. The rear seats are sculpted to more readily accept two occupants, with a raised center section that reduces accommodation. The rear seats have vents in the back of the center console, a fold-down armrest with cupholders, and bottle holders in the doors, but no USB ports or window shades. Two ISOFIX and three top-tether points are also installed in the rear. Boot space isn't particularly generous either, but should do the job for a couple's weekend-away luggage. The boot measures 317 litres, smaller than the 407-litre Kona and 418-litre Qashqai. The rear seats have a 60:40 split and can be folded to free up additional space. There's no hidden under-floor storage and no bag hooks, but there are tie-down points to secure cargo. Under the boot floor is a space-saver spare wheel. 2024 Mazda CX-30 G25 GT SP Seats Five Boot volume 317L seats up Length 4395mm Width 1795mm Height 1540mm Wheelbase 2655mm In the GT SP, mobile phone connectivity can be via a wired or wireless connection, and audio is pumped through an eight-speaker unbranded sound system. As part of a 2024 update, Mazda has added Mazda Connected Services to the CX-30 range, allowing owners to remotely lock their car, flash the headlights, or start the car remotely. Stolen vehicle tracking and SOS calls are also included. Access to connected services is complimentary for the first three years of ownership. Mazda's low and wide infotainment display doesn't feel like the most ideal solution. The in-house software is high-contrast white text on a black background, and moving through the on-screen menus is quite simple and intuitive. A rotary dial allows the driver to move through the system without needing to take their eyes off the road, and shortcut buttons for maps and music work for both the Mazda infotainment system, or for apps within CarPlay and Android Auto when connected. Although not designed as a touchscreen, the system can be used as one when stopped, or turned to a full-time touchscreen via a setting that's not active by default.

2024 Mitsubishi Triton GLX

noreply@blogger.com (Ricky Ricardo) — Sun, 3 Nov 2024 15:21:00 +0700

After nine years of the previous-generation model, the introduction of the new Triton is a big deal for Mitsubishi – being the second-highest seller for the Japanese brand in Australia behind the Outlander SUV. Unveiled in mid-2023, Mitsubishi's sixth-generation Triton ute immediately divided opinion with its somewhat unconventional looks. But now we've had time to get used to it, there's a lot to like about the all-new model – and it's more than skin deep. For decades now, the Triton has enjoyed being one of the better value utes from a Japanese car maker, while still holding its own against those on offer from Toyota, Nissan, Isuzu, and Mazda – as well as Australia's current best-selling vehicle, the Ford Ranger. Many of which are considerably more expensive than the Mitsubishi. But new competition from Chinese manufacturers means buyers now have far more options when it comes to dual-cab utes for less money. We spent some time in the all-new 2024 Mitsubishi Triton GLX 4x4 – the entry-level variant in the range – to see if the ute still has a stake to claim in the increasingly competitive segment.
The 2024 Mitsubishi Triton range kicks off with the GLX, but those not needing off-road capability can pick up a rear-wheel-drive variant for $43,990 drive-away at the time of writing. Today, though, we're in the four-wheel-drive Triton GLX, which is priced from $50,990 drive-away, which gets Easy Select 4WD (read: buttons for selecting two-wheel drive or four-wheel drive), all-terrain tyres, a 9.0-inch infotainment touchscreen with 360-degree cameras, a tyre-pressure monitoring system, adaptive cruise control, front and rear parking sensors, auto headlights, auto wipers, and heavy-duty rear suspension. The Triton GLX 4x4 is available in white, silver or grey. For $52,990 drive-away, buyers can get the Triton GLX+, which adds a rear differential lock, a 7.0-inch digital instrument screen, side steps, alloy wheels, highway terrain tyres, and the addition of red, blue or black paint options. A recent addition to the line-up is the Triton GLX-R, which adds black 18-inch alloy wheels from the GSR on highway tyres, a black sports bar, leather steering wheel, and Super Select II four-wheel-drive, but loses the side steps. Pricing for the GLX-R wasn't available at the time of writing, but is expected to slot in under the Triton GLS.

Step up to the Triton GLS – available for $60,990 drive-away – and you're getting Mitsubishi's trick Super Select 4WD-II system with different off-road modes, a wireless phone charger, chrome trim, and 18-inch alloy wheels with all-terrain tyres. At the pointy end of the line-up is the Triton GSR, which gets a body-coloured grille, black exterior trim, black wheel arches, a sail-plane for the tub, leather interior, heated front seats, black 18-inch alloy wheels, and the addition of a striking orange paint job – all from $65,990 drive-away. All variants of the Mitsubishi Triton are powered by a 2.4-litre twin-turbo four-cylinder diesel engine developing 150kW and 470Nm mated to a six-speed automatic transmission. A manual gearbox is expected to be introduced on some models in the future. As mentioned, there is no shortage of ute options at the price point of the Triton GLX we're reviewing here – the $50,000–$55,000 range. For less than $50,000, there are now a handful of Chinese utes tempting buyers with a long list of standard features – and not to forget the KGM SsangYong Musso from South Korea, which won the Best Dual-Cab Ute under $50K category in the 2024 Drive Car of the Year awards. However, while some are willing to try out new brands, in this instance we believe many potential Triton buyers would be cross-shopping other Thai-built utes from established brands – specifically the Ford Ranger, Toyota HiLux, and the Nissan Navara. Looking at dual-cab models with four-wheel drive, the Ford Ranger XL is priced from $50,880, the Toyota HiLux Workmate from $50,420, and the Nissan Navara SL from $47,850 – all before on-road costs. While this isn't a proper comparison between the three models, it's worth noting they all have their strengths and weaknesses. The Triton is the newest ute on the market at the time of writing, with the Ranger not far behind it – and the HiLux and Navara both nearing the end of their life cycles, with new-generation models just over the horizon.

The 2024 Mitsubishi Triton GLX is 5320mm long, 1865mm wide, and 1795mm high, with a wheelbase of 3130mm and ground clearance of 228mm. With a kerb weight of 2117kg and a gross vehicle mass (GVM) of 3200kg, this gives the Triton a healthy payload capacity of 1083kg. The tub itself is 1555mm long, 1545mm wide, and 525mm high, with 1135mm of flat space between the rear wheel arches. But the numbers only tell one part of the story. The tub is deep and secure, but still accessible from the rear and sides – with the action of the tailgate making it easy to open or close. The interior of the new Triton is a big step up over the previous generation, with a nice amount of space inside and ergonomics allowing the driver to find their perfect position – a feeling of being enveloped by the dash, console, and door, without being cramped or compromising the view outside. It's easy to debate the objective pros and cons of each of its competitors, but subjectively, both the Ranger and HiLux have a lot of the niceties stripped out of the cabin at this price level – while the Navara feels a bit old in terms of design and in the way it drives.

Though none of those things are a consideration for a fleet buyer, the cabin of the Triton doesn't remind you that you bought the entry-level variant each time you step into it, whereas the others almost feel like you're being punished with the cheapness of their interiors. Which is another way of saying the Triton's interior is excellent, despite it being the entry-level GLX. The combination of materials and design makes it a very pleasant place to be – almost one you want to show off to passengers, instead of having a thin, underlying sense of shame whenever you're ferrying your friends or colleagues around. I'm a big fan of the steering wheel design and its button placement, but the perforations on the steering wheel did feel as if they would collect dirt and grime over time. I normally hate steering wheel covers, but it's something I'd seriously consider to ensure the wheel remains nice. Comfort is also a big tick for the Triton GLX. The seats are soft yet supportive, with the driver getting powered lumbar support to help with those longer journeys, while the rear seats provide enough space for adults to be comfortable. However, I suspect Mitsubishi doesn't have many engineers on its staff with the silhouette of Peter Griffin from Family Guy, given the concerning crack from the outside thigh bolster of the driver's seat every time I rolled myself out of the car. It could be nothing to worry about, but I did wonder whether that part of the seat would maintain its shape over the long term.

2025 Bentley Continental GT Speed

noreply@blogger.com (Ricky Ricardo) — Fri, 31 May 2024 19:05:00 +0700

This is going to be a mightily frustrating review for some of you. The Continental GT is about to undergo a facelift at the hands of the original’s interior designer, Robin Page. He took us right through all the changes inside and out, and I can’t even tell you whether it’s nice or not. That has to wait until the end of June 2024.

But what I can tell you about is the thing that has everyone at Bentley very, very excited.

Those of you who know the Continental GT will know that it’s a big, comfortable grand tourer, probably the last of its kind. I’m endlessly surprised the global SUV craze hasn’t killed it, not least because the brand’s own Bentayga has been such a success.

The Continental GT is the nameplate that took Bentley from selling just 414 cars in 1998 – when it was still glued to Rolls-Royce – with that single model peaking at 10,000 sales in a single year. Freed by the Volkswagen Group from its association with pre-BMW Rolls-Royce, the brand soared. The 100,000th Continental GT will roll down the line sometime next year.

That milestone car will be one of two specifications, both of them hybrid. The faster one is the Speed, a twin-turbo V8 replacing the retiring and still-intriguing W12. Which itself will bow out with a limited-edition hybrid version.

The new 4.0-litre twin-turbo V8 is the result of a collaboration between other parts of the VW Group including Porsche. The ICE engine itself is much lighter than the W12 and shorter, meaning it sits further back in the chassis despite the addition of the hybrid gear. Bentley calls this power unit the Ultra Performance Hybrid powertrain.

On its own it’s almost as powerful as the W12, developing 441kW at 6000rpm and a sobering 800Nm between 2000 and 4500rpm. The electric motor contributes 140kW and a whopping 450Nm for a total combined output of 575kW and… I can hardly believe this… 1000Nm.

While Bentley refused to tell us how much the car weighed, it did concede it was heavier overall with the hybrid powertrain.

Almost buried in those figures is the fact that this is a plug-in hybrid. A 25.9kWh battery is nestled under the boot floor – robbing some space, but again, we don’t know how much – and can be charged for a claimed 80km electric range. Charging isn’t particularly snappy, taking nearly three hours on a ‘fast charge’ (around 11kW) or nearly nine hours from a domestic plug at 3kW.

The electric motor can work on its own in EV mode at speeds of up to 160km/h and up to three-quarters throttle application. Obviously, you’re not going to get 80km while exploiting either of its maximums, but being able to silently whistle along at the imperial ton is pretty good going.

Most of the time it just acts as any other plug-in hybrid, and Bentley says it will deliver a CO2 figure under 50g/km, which is not bad for a car likely to be well over two tonnes. You can switch modes, telling the car to charge the battery from the engine, act in regeneration mode or in e-boost mode.

So a lot has changed under the bonnet, and as far as the Speed badge goes, it’s all new, apart from the eight-speed twin-clutch transmission.

The chassis has also had a great deal of attention. Fans of the Continental GT will know that it’s a bit of a barge, particularly in Speed form, with the huge W12 forcing a lot of the weight forward and delivering a less-than-ideal 60:40 front-rear weight distribution.

Dropping in the shorter, lighter V8 and balancing things out with the battery at the rear has meant a much more favourable 50:50 weight distribution figure so beloved of BMW and sports car manufacturers.

The Speed will also ship with 48-volt-powered active roll bars, air suspension with new twin-valve dampers, and the same huge 420mm front brakes and 380mm rears. Rolling on 22-inch wheels shod with Pirelli P-Zero tires (275/25 front, 315/30 rear), there is a large amount of rubber on the ground.

As ever, the Continental GT is all-wheel-drive and includes an electronic limited-slip diff with torque vectoring.

Bentley took us to Barcelona’s Parcmotor Castellolí. This is a racetrack well known to Dr Matthias Rabe, Member of the Board – Research & Development at Bentley Motors. His role takes in every element that makes the car go (my translation). His familiarity stems from his work at Cupra, with the testing of that brand’s hot hatches and race cars conducted here. Like its more famous counterpart, Circuit de Barcelona-Catalunya, Castellolí is to the north of the city of Barcelona, almost due west of the former. Unlike the other tracks, it’s nestled in the hills among twisting roads and has a huge elevation change (for a racetrack) as you work your way around its technical layout.

It seemed an odd choice for a first-drive launch. The cars were not yet homologated for the road, so that ruled out a road drive. But with the big hills, an extremely bumpy, downhill section and a decently long straight, the choice of Castellolí became a little more sensible once we were cleared for our laps.

The Continental GT was the first car under Dr Rabe’s guiding hand, and I got the distinct impression he’s a bit of a hoon in his spare time. But importantly, he and his team understand what the GT is. He told me that his team has not turned it into a track demon, but the fact it is fun on the track speaks to the overall improvement in the car’s dynamics.

Irritatingly, my ability to make it rain wherever I go struck again, with a biblical downpour moments before the track session started, with water streaming across the surface of a track that hadn’t seen a drop of rain in six long months. So this would make things interesting.

Like the new WEC cars, we trundled down pit lane under electric power and in Bentley mode, which is roughly the same as comfort in other cars. Once clear of the pitwall and the speed limit, the V8 burst into life. While I’d heard the engine from the outside during other groups’ runs, it sounds just as sweet inside the car.

With the hybrid providing torque fill, the Continental took off like a politician chasing a vote. The new V8 lops half a second off the W12’s 0–100km/h time, taking it down to 3.3 seconds.

The test car was fitted with the optional carbon ceramic brakes, measuring a gigantic 440mm at the front and 410mm at the rear. They brake the new Continental like it’s a hot hatch, hauling pretty big numbers off the rolling speed with even moderate pressure.

Turning into the first corner, you could immediately feel that this is a very different car. The old one was pretty quick in a straight line – V8 or W12, didn't matter – but corners were not its strong suit, which made the hilariously capable GT3 race car all that more amusing to watch (it won the Bathurst 12 Hour, would you believe). For most owners that was fine, but Bentley must have thought it could steal plenty of Aston Martin buyers with a more capable chassis on the Continental.

Key details 2025 Bentley Continental GT Speed

Engine Twin-turbo petrol V8 plug-in hybrid

Power 441kW @ 6000rpm petrol

140kW electric

575Nm combined

Torque 800Nm @ 2500–4000rpm petrol

450Nm electric

1000Nm combined

Drive type All-wheel drive

Transmission 8-speed twin-clutch automatic

With all-wheel steer, the much-improved weight distribution and Bentley's Dynamic Ride, even in the least sporting mode, the GT is a much more wieldy machine. The next two laps were in the more dynamic mode – but still with the traction and stability controls on, albeit in a much looser calibration – and the car was more alive than any previous Continental I’ve driven.

That liveliness comes from a tail that is more than willing to wag out of corners when you pin the throttle into the deep carpet. The car takes off like a shot, that huge slab of torque washing the car down the road at great speed but with low hassle. There’s plenty of drama from the V8, with a bassy wail at the top end and a bit of crackle and pop on the downshifts (but suitably gentlemanly and only when provoked), but the chassis ensures occupants just waft along.

The steering is still pretty light and insulated from the road surface. That feels by design as the word 'serenity' kept coming up when talking to Bentley engineers about the way it rides. The all-wheel steer ensures a sharper change of direction (and impressive turning circle), but it feels more natural than some other systems, without that weird pivoting feeling.

Of particular note is the effect of the new twin-valve dampers. Dr Rabe told me on our way around the track – surely the bravest board member at Bentley, heading out with me on a track I’d never before seen – that this design means a lot more control in the damper. Right on cue, we passed over a particularly bumpy part of what is an otherwise smooth track where you’re braking from not far off 200km/h, slightly downhill, and the car just sails over the top of the chaotic surface.

I’d noticed these bumps on the first lap and both involuntarily braced and braked early. By the third lap I was marvelling at the car’s unflappability over this particular surface. It was a bit of a shame more of the track wasn’t bumpy, because exploring this new-found capability would have been even more fun and informative.

Another thing to marvel at was just how impressively powerful the engine is. After the right-hander of turn one, the track climbs high, still climbing through the second right-hander at turn two. It just didn’t feel as steep as it looked. Or steep at all – the hybrid V8 didn’t break a sweat powering up the hill.

The cool-down lap gave me some clue of what the car might be like on the road. Back in comfort mode, it whispered around the track. Like the old car, it’s extremely comfortable, and if an owner never looks to take it any further than the car park at a racetrack – or the shops – they’ll never know about the car’s newfound fun, nor will they care.

I paid particular attention to the transition between regenerative braking and physical braking. It would be easy to say there wasn’t one because it was very difficult to detect. An engineer joked with me afterwards that the dual-clutch gearbox really has three, the third looking after feeding the power in and out of the electric motor. It was very smooth, and once again owners may not really notice it’s a hybrid, at least from the braking.

How much could we tell from such a short squirt in the 2025 Bentley Continental GT Speed? Surprisingly, quite a bit. It’s still likely an imperious cruiser, comfortable and refined. It doesn’t suffer at all from the loss of four cylinders nor from the addition of hybrid power. In fact, the latter improves it and I imagine around town – surely the car’s likely home – it will mean a pleasant ride into the office/club/whatever it is very wealthy people do with their time.

The improved chassis makes it a more broadly appealing car, which is obviously great news for Bentley that can now lure in a few more customers looking for a bit more from their Gran Turismo.

Whatever happens, it’s a milestone in the Continental GT’s two-decade story and for Bentley itself. With five new models over the next few years, the brand’s most famous model is starting the journey to (eventual) electrification with a solid, exciting bang.

Hyundai Kona

noreply@blogger.com (Ricky Ricardo) — Fri, 31 May 2024 04:53:00 +0700

The new Hyundai Kona is a fantastic example of how a brand can listen to feedback and act upon it. Hyundai has grown its small SUV sensibly, delivering just enough additional practicality to satisfy those looking for their next family car. To go along with the extra space is a far more polished cabin compared to the original Kona. It's smart looking, logically laid out, and features an intuitive infotainment system.

Admittedly, the online, sci-fi-inspired styling might not be for everyone, and there are cheaper compact SUVs out there, but right now the Kona – and the Kona Electric in particular – looks extremely good value for such a mature, well equipped and well-rounded car. It's one of many reasons why we crowned the new Hyundai Kona as our Small SUV of the Year and overall Car of the Year for 2023.

The first Hyundai Kona arrived in 2018 and proved to be a big hit. Its funky styling certainly helped it stand out in the sea of small SUVs it was competing against, while the selection of petrol, hybrid and all-electric powertrains meant that there was a Kona to suit all tastes and almost every budget. There was even a fast version in the form of the Kona N. It has its flaws though, with the cramped rear cabin and relatively small boot being the things that irked us most.4

Next up is the Kona Hybrid. It uses a 1.6-litre Atkinson-cycle four-cylinder petrol engine and a six-speed automatic, assisted by a single electric motor and a modest 1.32kWh battery. As this is a full-hybrid, you don't have to plug it anywhere to charge, but fuel economy is improved over the regular petrol variants.

Sitting pretty at the top of the range is the Kona Electric. There are two versions available: the standard-range model is powered by a 48.4kWh (useable) battery that's good for 234 miles on a single charge, while the long-range 65.4kWh (also useable) battery Kona Electric goes even further, with a claimed maximum range of 319 miles. Like the rest of the Kona line-up, the EVs are front-wheel drive.

Once you've picked the model you want, there's also the matter of trim levels; entry-level Advance (the only option for the standard-range 48kWh Kona Electric), sportier-looking N Line and N Line S, plus the range-topping Ultimate spec. Pricier trims add luxuries like leather upholstery, a sunroof and a Bose stereo, but even the base Kona is generously equipped with a 12.3-inch digital driver's display, large central touchscreen, Apple CarPlay, Android Auto, alloy wheels, keyless entry, parking sensors for the front and rear, plus a reversing camera.

There are various option packs available too, such as the Comfort Pack for the entry-level Advance Kona Electric, which adds heated front and rear seats, and a wireless charging pad. Lux packs are offered on N Line S for petrol, hybrid and electric Konas, and on Ultimate versions of electric and Hybrid models. This pack adds 'Premium Relaxation' front seats, driver's seat memory settings, and remote smart park assist.

Prices for the regular petrol Hyundai Kona start from just under £26,000, rising to more than £33,500 if you get the top-of-the-range version with the more powerful 1.6-litre motor and seven-speed DCT auto. The Kona Hybrid has a starting price just north of £30,000, but can rise to over £34,000 if you want all the goodies that come with Ultimate trim.

Finally, the standard-range Kona Electric currently starts at a fiver under £35,000. Upgrading to the long-range model, with its bigger batteries and extra range, adds £3,600 to the Kona Electric's price tag, bringing it to nearly £38,600. Top-of-the-range models are priced at over £43,000.

2024 Isuzu D-Max

noreply@blogger.com (Ricky Ricardo) — Wed, 1 May 2024 04:50:00 +0700

2024 Isuzu D-Max

It could be argued that Isuzu didn’t really need to update the D-Max light-utility vehicle. It was 2023’s third-best-selling ute, and the Japanese car maker was part of the top 10 best-selling brands last year.

But the dual-cab ute market moves fast, and the once-great Isuzu D-Max has been overtaken by rivals such as the Ford Ranger and Mitsubishi Triton. This new update attempts to address the gap.

Isuzu has opted to issue slight styling tweaks inside and out, new infotainment features and functionality, as well as enhanced safety equipment as standard.

Of course, the brand has kept the fan favourite 3.0-litre turbo diesel engine unchanged with its 140kW/450Nm outputs.

Drive was invited to sample the facelifted dual-cab ute on Isuzu Ute Australia’s home turf in Brisbane. Here’s how we got on.

How much is an Isuzu D-Max?

With new equipment, new styling, and newer features come increased costs. The range is between $500 and $3000 more expensive compared to the list pricing of the pre-facelift version, but Isuzu’s drive-away deals for the entry-level and flagship bookends remain.

That means buyers of the top-spec X-Terrain, as focused on in this review, pay $67,990 drive-away nationwide.

A full run-down of Isuzu’s 2024 D-Max range is linked here.

Looks-wise, the 2024 Isuzu D-Max is most obviously distinguished by a new front fascia with an enlarged grille design, new headlights, three-tier LED tail-lights, and redesigned wheels.

The X-Terrain specification in particular gets a dark grey front grille apron, tweaked wheel guard cladding, unique matte grey 18-inch wheels, and subtle changes to the rear sail-plane sports bar.

As before, the Isuzu D-Max is available with either a 1.9-litre four-cylinder turbo-diesel engine with 110kW/350Nm outputs, or a higher-capacity 3.0-litre four-cylinder turbo-diesel with 140kW/450Nm.

Power is sent to a part-time four-wheel-drive system in higher-end variants such as the flagship D-Max X-Terrain, though a 4x2 configuration remains available to lower-grade variants.

Equipment and features unique to the top-spec X-Terrain include front parking sensors, leather-accented seats with red stitching, remote engine start, roller tonneau cover, and ‘X’ badging on the tailgate.

Key details 2024 Isuzu D-Max X-Terrain

Price $70,500 plus on-road costs

Colour of test car Magnetic Red mica

Options Premium paint

Price as tested $67,990 drive-away

Rivals Toyota HiLux | Mazda BT-50 | Ford Ranger

The cabin of the updated 2024 D-Max X-Terrain presents largely similar to its predecessor, though closer inspection reveals some key tweaks – some of which were implemented off the back of customer and media feedback.

Trainspotters will notice the new dials for volume and tuning – a far better way to tweak settings while driving. However, unfortunately the buttons for skipping between functions are now gone and replaced with touch-sensitive keys. That said, given the choice between the two changes – I appreciate the volume dial so much more.

Like before, the air-conditioning controls are found beneath the main infotainment screen.

I’ve always appreciated the broad shoulder support on Isuzu’s seats, and it’s easy for my tall 194cm to get comfortable in the seat. There’s good side support for rounding bends and the electronic seat adjustments allow the driver to set a comfy, lofty driving position.

Though subtle, I appreciate the new design points found on the edges of trims on the dash, and also found on the door panels. It’s that little bit of stylistic flair that you don’t normally find on dual-cab utes.

Storage is covered off between a deep centre console bin, twin cupholders, and a slot underneath the dash for your phone – but there is no wireless charger. A two-tier glovebox sits in front of the front seat passenger for hiding items away from prying eyes.

Controls for the car’s 4x4 system – including a rear diff lock, hill descent control, and low-range gearing – are nested around the gear selector.

Second-row comfort is good for a dual-cab ute. I had clear head room above and a comfortable level of knee room, while there’s even decent space side-to-side when the car’s fully laden with passengers.

There are air vents servicing the second row and USB-C ports for powering devices. One change for the 2024 update is the move from USB-A ports to USB-C. Map pockets provide a space for loose items and a fold-down centre armrest contains a pair of cupholders.

I like that the rear seat is modular in that the seat base can flip up to provide great floor space for stowing large items. The backrest can also flip forward.

One thing I love about the D-Max is the gas struts for the rear tailgate. You can unlatch the rear tailgate and it gently glides down rather than slamming down with a clatter.

2024 Isuzu D-Max X-Terrain

Seats Five

Length 5303mm

Width 1880mm

Height 1810mm

Wheelbase 3125mm

Does the Isuzu D-Max have Apple CarPlay and Android Auto?

The same old 9.0-inch touchscreen display does service in the higher-end D-Max variants. It’s a fair size compared to some rivals such as the Nissan Navara (8.0-inch display) but trails the Ford Ranger (12-inch).

It works fine, but there are not a lot of features to play with. There is embedded satellite navigation, but owners will want to use Apple CarPlay or Android Auto – at least I did in previous Isuzus. The good thing is both smartphone mirroring services are now wireless.

What has changed is the underlying software – there’s a new home screen style that paves way to a host of neat new features. There is enhanced functionality with off-road angle displays, tyre pressure monitoring screens, and 4x4 driveline information. Drivers can also tweak the adaptive safety systems using the central infotainment display.

In front of the driver sits a new 7.0-inch digital driver display that uses unique X-Terrain graphics, but the changeable nature of the screen’s information is really handy. I love the sci-fi-style graphics to the speedometer.

In place of old USB-A ports, the new D-Max now sports updated USB-C for charging and connecting to the car.

Is the Isuzu D-Max a safe car?

The incoming Isuzu D-Max will inherit its predecessor's five-star ANCAP result achieved under 2022 protocols.

This means an adult occupant protection score of 86 per cent, a child occupant protection score of 89 per cent, a vulnerable road user protection score of 69 per cent, and 84 per cent for safety assist systems.

2024 Isuzu D-Max X-Terrain

ANCAP rating Five stars (tested 2022)

Safety report Link to ANCAP report

What safety technology does the Isuzu D-Max have?

Isuzu made headlines in 2020 for including a swathe of active safety equipment on the D-Max as standard. It has just updated a bunch of that equipment for 2024.

These updates include a new-generation stereo camera system with a 200 per cent wider field of view increased to 120 degrees compared to the pre-update D-Max.

Also, the traffic sign recognition system now pairs with the intelligent adaptive cruise control to quickly and easily change the cruise control's speed when posted limits change.

The rear cross-traffic alert system is now paired with a braking function that can apply the brakes if the car detects passing traffic, pedestrians, or cyclists while reversing.

These features worked as intended at the launch.

The D-Max also gets eight airbags.

Autonomous Emergency Braking (AEB) Yes Includes cyclist, pedestrian detection

Adaptive Cruise Control Yes Includes traffic jam assist

Blind Spot Alert Yes Alert only

Rear Cross-Traffic Alert Yes Alert and assist (new) functions

Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist

Road Sign Recognition Yes Includes speed limit assist

Driver Attention Warning Yes Assist function

Cameras & Sensors Yes Front and rear sensors, reversing camera

How much does the Isuzu D-Max cost to run?

Isuzus come with a six-year/150,000km warranty, which compares to Nissan’s five-year/unlimited-kilometre offering or Mitsubishi’s 10-year/200,000km (if serviced within Mitsubishi network).

Buyers also get a seven-year roadside assistance service.

Isuzu has tweaked its service pricing for the 2024 Isuzu D-Max. Services should take place at either 12-month or 15,000km intervals, but Isuzu now has a flat-price structure for the first five years.

Each service now costs $449, meaning five years’ coverage costs $2245. This is less expensive than the Mazda BT-50 ($2443) and Mitsubishi Triton ($2445).

The Isuzu D-Max X-Terrain will cost $2233 to insure per year based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

At a glance 2024 Isuzu D-Max X-Terrain

Warranty Six years/150,000km

Service intervals 12 months or 15,000km

Servicing costs $1347 (3 years)

$2245 (5 years)

Is the Isuzu D-Max fuel-efficient?

Isuzu claims the 3.0-litre automatic-spec D-Max uses 8.0 litres per 100 kilometres on a combined cycle and 9.8L/100km around town.

At the launch I saw 8.9L/100km indicated on the digital cluster – this was achieved over off-road trails and a short road drive. In the past, we’ve seen similar numbers (8.7L/100km) out of the Isuzu D-Max when we’ve had examples through the Drive garage.

The D-Max range is diesel-only, with a 76-litre fuel tank. At Isuzu's claimed consumption it has a touring range of 950km, but as tested expect closer to 850km between fills.

Fuel efficiency 2024 Isuzu D-Max X-Terrain

Fuel cons. (claimed) 8.0L/100km

Fuel cons. (on test) 8.9L/100km

Fuel type Diesel

Fuel tank size 76L

What is the Isuzu D-Max like to drive?

The top-spec 3.0-litre 2024 Isuzu D-Max continues with 140kW/450Nm outputs sent to a part-time four-wheel-drive system. It’s mated to a six-speed Aisin-sourced automatic transmission.

It’s down numbers-wise on the comparable Ford Ranger 2.0TT (157kW/500Nm), but there is no major lack of shove from the Isuzu unit and its six-speed transmission is better behaved.

Australians love the steadfast reliability offered by the Isuzu combo, and it feels remarkably sturdy in its power application. There’s a load of torque served up as soon as you depress the throttle, and the six-speed transmission is bang-on for serving up the right ratio quickly.

A 1.9-litre unit is offered on lower-grade variants (110kW/350Nm), though the big 3.0-litre engine is the one we really appreciate under the D-Max’s bonnet. There’s more than enough grunt for performing swift overtakes on back roads, and its fuel economy isn’t that much more in real terms.

It’s a relatively refined engine and gearbox, for a dual-cab ute, and doesn’t serve unnecessary vibrations or shunts into the cabin when the driver goes for hard accelerations. There is an element of engine noise that makes its way to the cabin, but road and wind noise is subdued.

Time spent off-road at the D-Max’s launch revealed the dual-cab ute is as good as ever off the beaten track. Especially with the added Rough Terrain Mode, the Isuzu keeps pace slow but steady over undulating mounds, and you don’t have to bury the throttle to keep progressing up big hills.

The X-Terrain variant doesn’t have the best approach, rampover, and departure angles of the D-Max range, and it can drag its bum over tricky mounds, but overall it trundles over all kinds of terrain without fuss.

Its suspension is tuned to absorb most large road impacts – it’s only the minor corrugations and road imperfections that can move the body about.

Despite the D-Max’s trademark lightweight steering, it feels like a heavy ute to track through corners and the car pitches forward when you hit the anchors hard. It’s not a dynamic stand-out – its application is far more aligned to work.

Volkswagen ID.7 2024

noreply@blogger.com (Ricky Ricardo) — Thu, 18 Apr 2024 19:46:00 +0700

People will quite rightly cross-shop this new ID.7 with the all-conquering Tesla Model 3, although in reality the Volkswagen is a much larger car. The maker has worked hard to right its early-EV mistakes, and the cabin, technology and general driving experience easily justify this model's £50k-plus price tag. The ID.7 has every right to be considered in the same sentence as industry leaders like Tesla – as well as bigger, more practical rivals costing significantly more.

Even if the reaction to Volkswagen's early EV efforts was a little lukewarm, you could hardly accuse the car maker of resting on its laurels. Following limp launches for the ID.3, ID.4 and ID.5, the bold-looking ID. Buzz won hearts for its charming personality and practical interior.

But now it's the turn of VW's flagship range. The new ID.7 may look sleeker than its bus-bodied sibling, but this new saloon-cum-hatchback is a full 249mm longer than the Buzz. That means, despite the 7's circa-£50k price, it's more closely aligned with the Tesla Model S, than a Model 3.

Let's first address the elephant(s) in the room. Volkswagen's ID cars came under heavy criticism for their lackluster interior quality, plus fundamental technology and infotainment failings. With the ID.7, the maker is looking to right those wrongs.

Indeed, from the driver's seat, all appears well. The general cabin ambience has been lifted to a level that easily competes with cars in this class; there are soft-touch materials on the doors and dash, and the seats offer plenty of support. The main controls are a little confusing at first – the wipers are embedded on a stalk to the left of the steering wheel, rather than the right, for example – but at least they're not buried within the touchscreen like on the Tesla.

Speaking of which, the ID.7's big, bright, 15-inch central display instantly feels more responsive than in the maker's previous electric offerings. The menu layouts aren't the most intuitive, but playing around for a few minutes proves everything is not lost; a BMW i4's clickwheel is easier to use, but the functionality is all there.

Best of all, Volkswagen has finally deemed it appropriate to fit backlit climate controls, which means you can now accurately adjust the temperature at night. They're still touch-sensitive, but they feel infinitely more responsive than before.

The ID.7 is definitely the most grown up of Volkswagen's all-encompassing electric-car range – a feeling that continues as soon as you set off. Double-glazed side windows make this an almost-eerily quiet car at low speeds, but even on the motorway this 4.96-metre-long five-door remains impressively refined – despite our test model being fitted with the largest 20-inch wheels.

Yet that sense of being isolated from the outside world doesn't come at the expense of body control. The ID.7's wide track and excellent damping means it's comfortable but firmly tied down at all times – even in the pouring rain. And this despite the fact that (for now) VW's executive range-topper is only available in single-motor guise; a dual-motor GTX is due before the end of the year.

Performance is sufficient, if some way off the best class. That's not necessarily a bad thing, though, with a linear power delivery that still manages to pin you in your seat if you request all 282bhp in a single hit. That said, it's probably the 545Nm of torque that better tells the story here; put your foot down at almost any speed and the ID.7 picks up with urgency, never struggling to transfer its grunt to the ground.

In short, the ID.7 does a good job of hiding its size, feeling just as agile as a Model 3 point to point. But whereas it merely matches the Tesla from a handling perspective, it punts it into the next week when it comes to practicality. Length alone means the Volkswagen is a much more spacious car for rear-seat passengers; six feet-tall adults will have no trouble getting comfortable. Both knee and headroom are generous enough.

Then there's the fact that despite the ID.7's saloon shape, the VW has fitted a roof-hinged hatch, which works wonders for accessibility. Open it up and you'll not only find a much bigger boot (532 liters playing the Model 3's 425-liter maximum) but you're not limited by a narrow, letterbox-like opening. The VW's seats fold almost flat in a 60:40 formation, and there's even an ID.7 Tourer estate on the way.

But while the Volkswagen wins points for practicality, it sits in second place (just) with regards to range and charging. VW says the ID.7 Pro Match can do up to 383 miles on a charge, equating to a pretty punchy 4.9mi/kWh. We didn't come anywhere close to that during our test, though the weather was poor and the stop-start nature of nailing down pictures and driving impressions meant it wasn't remotely representative of a real-world result. Still, you'd need to average almost 3.9mi/kWh to crack 300 miles in normal driving – an ambitious number, if you ask us.

Rapid charging is possible at up to 170kW – matching the base Tesla, but falling short of the similarly priced (£49,990) Model 3 Long Range, which is capable of 250kW top-ups. Either way, VW's charging curve is flat enough that the maker claims a 5-80 per cent refill is possible in 28 minutes, give or take the same as the range-topping Tesla.

For all intents and purposes, there's only one ID.7 available to buy right now; VW tells us the limited-run Pro Launch Edition will be removed from sale imminently. That means that if you approach your local dealer today, you'll be pointed towards the similarly well-equipped Pro Match version with the same 77kWh battery, which actually undercuts early cars by a little over £5,000.

Every Pro Match model gets matrix-LED lights, 19-inch wheels, and two-tone paint, plus three-zone climate control, wireless Apple CarPlay and Android Auto, plus the 15-inch Discover Pro infotainment system and augmented-reality head- up display. Frustratingly, a range-preserving ‘energy efficient’ heat pump is a £1,050 option, as were our car’s 20-inch wheels (£480).

Model: Volkswagen ID.7 Pro Match 77kWh 286PS

Price from: £50,670

Price as tested: £59,450

Power/torque: 282bhp/545Nm

Transmission: Single-speed auto, rear-wheel drive

0-62mph: 6.5 seconds

Top speed: 112mph

Range/charging: 383 miles/170kW, 5-80% in 28 mins

L/W/H: 4,961/2,141/1,536mm

On sale: Now

2025 Hyundai Ioniq 5 N Track

noreply@blogger.com (Ricky Ricardo) — Thu, 18 Apr 2024 01:16:00 +0700

With everything we love about the Ioniq 5 as well as some of the things we miss about ICE cars, has Hyundai made the perfect EV?

we're very fond of the Hyundai Ioniq 5—so much so we named it our 2023 SUV of the Year, and our appreciation has only grown since then. Its attractive exterior styling, functional interior, and focus on good, honest EV dynamics all add up to make one heck of a package, and when you factor in its relatively attractive price point, it's hard to find a downside.

Word first got out Hyundai was planning a hot version of this SUV in 2023, and we saw its promise on our initial prototype drive. Then, later that year, we got to drive a production 5 N on the road. Now we've let loose in the 5 N WeatherTech Raceway Laguna Seca.

The Ioniq 5 N is by no means just a dual-motor Ioniq 5 Limited with a simple software remap. Revised exterior features include a new open grille with active shutters and air curtains. The hood is adorned with a Black H emblem and flat aluminum N badge that add wow factor for those watching one barrel down via their rearview mirror. The N is 2.0 inches wider than the standard 5, and it rides on 21-inch forged wheels.

Out back, an N-exclusive rear spoiler adds nearly 4 inches to the rear overhang, and a new rear bumper with diffuser is also fitted. The addition of a handsome surround strip on the lower trim, as well as a checkered-flag-inspired reflector and CHMSL all hint at what this car was designed to do: go fast on racetracks. In fact, Hyundai recently announced plans to race a single make series with the 5 N–based eN1 Cup car.

Arrive and Drive

During a pre-brief before we hit the track, Hyundai stated the Ioniq 5 N is a car you can drive to the track, put in a good number of laps, and then take home, all in the same day. This isn't a rare claim for performance cars, but for an EV it presents some obvious issues, which Hyundai believes it has addressed.

Hyundai wants the Ioniq 5 N to be the benchmark performance EV, and to that end it sets an internal target that the car should be able to complete two full laps of the 15.7-mile version of the Nürburgring Nordschleife at full tilt without any loss in performance. A tall order considering many EVs begins to trail off after just a few minutes of hard use.

However, as I unwound the Ioniq's steering wheel, aimed the car down Laguna Seca's start/finish straight, and punched the accelerator—my 10th lap without any sort of recharging—I realized Hyundai had not only achieved its goal but was blown right by it.

Another thing struck me on that same straight, lifting off the accelerator, making the adjustment to revector the car prior to the blind crest that serves as Turn 1, was that I kept having to remind myself the Ioniq 5 N is an EV. That may sound silly, but two clever systems make it possible. For example, as the revs fell, the inertia of the car's weight transfer lightly pushed my head forward. Let me explain.

N E-Shift and Active Sound+

First, the proprietary N e-shift system replicates the feeling of an eight-speed dual-clutch transmission, missed shifts, power interruptions, and all. (Of course, as we pointed out in our previous drive review, this negates the primary advantage of an EV when it comes to performance: bottomless, immediate, and uninterrupted torque. But it's damned convincing.) And what's the feeling of a combustion engine without a soundtrack to go with it? Enter Hyundai's N Active Sound+, which syncs the interior speakers with e-shift's efforts and provides an aural accompaniment.

A flick of the right-side paddle (yes, this EV has paddles) behind the wheel switches the “automatic DCT” into manual mode, and with that, the final piece of the puzzle is revealed: You're driving a car that feels like a 641-hp 2.0-liter four-cylinder and dual-clutch transmission … which is actually a 4,900-pound electric SUV.

Putting It All Together

On the track, the 5 N is tight as a drum—and often times as loud as one. There are three different audio profiles to choose from; I sampled all three and came back to the most authentic Ignition mode. That one draws inspiration from the 2.0-liter four-cylinder Hyundai engine, and it helps massively with pacing out a lap via familiar routines, sorting shift points, identifying braking zones, and understanding the car's behavior.

Dynamically, the Ioniq 5 N does a great job of hustling its mass around the track, masking its weight under braking and in the corners. Even with the traction control off and set to full Race mode, the car remains calm and composed, resulting in a settled chassis that's happy to receive midcorner inputs—and which rewards with a tail wag from time to time. Indeed, the 5 N does have a Drift mode, which we saw demonstrated to great effect. It throws most of the power to the rear wheels and electronically locks the mechanical rear diff, facilitating the shredding of a set of N-specific Pirelli P Zeros in roughly two minutes. When you're not torturing them, those P Zeros offer spectacular grip, and we didn't experience them falling off even as the track temperatures rose and pressures mounted.

The Ioniq 5 N also uses its energy regeneration system to further simulate an ICE track car's weight transfer, ensuring the front end—which has the same suspension geometry as the standard Ioniq but with every single component re-engineered for N—tucked in nicely to every corner, no matter how hard it was pushed. The brakes stood up to the test, too, with no discernible degradation in their outstanding performance.

Last in its bag of tricks, the 5 N has a Grin Boost button. Located on the steering wheel, a press deploys the full 641 horsepower, 40 more than usual, for up to 10 seconds. It even has a different, high-revving audio track that replaces the Active Sound+ noises for added drama.

2025 Hyundai Ioniq 5 N Specifications

Base Price

$66,100

Layouts

Front- and rear-motor, AWD, 5-pass, 4-door SUV

Motors

223-hp/269 lb-ft (fr), 378-hp/300-lb-ft (rr); 641 hp/568 lb-ft (comb)* permanent-magnet electric

Transmission

1-speed automatic

Curb Weight

4,900 lb (mfr est)

Wheelbase

118.1 in

L x W x H

185.6 x 76.4 x 62.4 in

0-60 MPH

3.1 sec (MT est)

EPA City/Hwy/Comb Fuel Econ

Not yet rated

EPA Range, Combined

205 miles (MT est)

2024 Mazda CX-8 G25 GT SP FWD

noreply@blogger.com (Ricky Ricardo) — Mon, 15 Apr 2024 23:44:00 +0700

2024 Mazda CX-8 G25 GT SP FWD

Mazdas have a great reputation in Australia for being affordable, reliable, spacious and stylish. But the car maker's latest push upmarket with its range of Large Architecture SUVs has moved the brand away from being one of the strongest mainstream players in the market to an unproven premium one.

The premium push has also been at the expense of traditional Mazda nameplates such as the CX-8 – the model now only has limited runout stock available. The call to discontinue the seven-seat model comes in October 2023, so its time inside Mazda showrooms is limited.

As an alternative, pricing for the five-seat medium-sized CX-60 kicks off from around $60,000, and the massive CX-90 SUV tops out beyond $100,000 for the flagship specification. It feels as though the brand is leaving behind its traditional space in the market to find new types of well-heeled buyers – you need only look at the exquisite cabin details of these new models to appreciate as much.

One model that has been pushed out of showrooms as Mazda prepares to launch even more premium SUVs is the CX-8 seven-seat SUV. It blends aspects of the renowned CX-5 with the popular seven-seat layout of its larger CX-9 alternative.

It's not flashy and new like other models in the brand's line-up, but has Mazda turned its back on the CX-8 too soon? It's now in run-out as the brand attempts to rid its remaining stock ahead of the CX-80's debut, but there could still be merit in buying a CX-8 – especially at a discount.

I've spent time in the well-specified Mazda CX-8 GT SP front-wheel drive and here are my thoughts.

How much is a Mazda CX-8?

The Mazda CX-8 line-up is extensive. You can have all-wheel drive paired with a diesel engine (originally the point of difference for the CX-8) or a front-wheel-drive layout with a petrol motor.

Even with one of those drivetrains, there are six derivative trim levels that buyers can choose from. Pricing starts from $42,810 before on-road costs and extends to $72,160 plus ORCs for the top-grade version.

The car concerning this review is the middling GT SP variant that costs $59,310 before ORCs. It's powered by a naturally aspirated 2.5-litre petrol four-cylinder engine that sends 140kW/252Nm to a six-speed automatic transmission and the front wheels.

But spend $7000 extra and the brand will slip a 2.2-litre diesel engine (as well as all-wheel drive) under the CX-8's skin.

It slots into the large-sized SUV segment to compete with alternatives such as the Kia Sorento Sport+ FWD ($58,230), Skoda Kodiaq Sportline AWD ($61,490), and Mitsubishi Outlander Exceed Tourer AWD ($55,190).

Despite the model getting on in age, it still comes stocked with some appealing features and equipment. Buyers can look forward to black or burgundy leather upholstery, a 10-speaker Bose sound system, power-adjustable front seats, adaptive LED headlights, gloss black grille accents, 19-inch black alloy wheels, a sunroof, wireless phone charging, and a power-opening boot.

This comes in addition to bits and pieces such as the 10.25-inch infotainment, tri-zone climate control, tire pressure monitoring, and keyless entry that you get on the more affordable CX-8 variant.

There are relatively few additional options available on Mazda products – they come fairly well equipped as standard.

Key details 2024 Mazda CX-8 G25 GT SP

Price $59,310 plus on-road costs

Color of test car Deep Crystal Blue Mica

Options None

Price as tested $59,310 plus on-road costs

Drive-away price $64,697 (Melbourne)

Mitsubishi Outlander Rivals | Kia Sportage | Volkswagen Tiguan

How big is a Mazda CX-8?

I'm a big fan of this test car's dark blue exterior paint and how well it pairs with the burgundy leather upholstery inside the cabin. The burgundy leather seats are on the firmer side, but the supportive bolstering keeps drivers and passengers put.

It's far from the newest car in its segment, but the dashboard design has kept pace with its rivals and it feels like a premium space. The CX-8 only gets a small sunroof over the front seats that doesn't allow in too much light, and while it looks smart, the black headlining doesn't help the cabin darken.

There is seat heating, as an added convenience, which is quick to warm up on a winter's morning, plus an easy-to-operate tri-zone climate-control system found just above the center console.

Storage-wise, there's a small, lidded center console bin between driver and passenger, plus two large cupholders that I tended to hold my phone, wallet and keys inside. A small stowage tray is found in front of the shifter with a wireless phone charger, while other options include the door pockets and glovebox.

The second-row space accommodates tall passengers like my 194cm height, and it's handy that the seat base slides (manually) forward and back as needed. Plus, the backrest reclines. There are map pockets, air-con controls, sun shades, a fold-down center armrest with cupholders, and two USB ports. There's also outboard seat heating.

Access to the third row is made simple thanks to a one-touch button that folds the second row away, or there's a latch which is slightly quicker. The room in the third row isn't horrible for adults, but I imagine it'd be quite commodious for a couple of kids.

The only caveat with the CX-8's back-seat space is that it's tight width-wise when fully laden with passengers.

Boot space stands at 209 liters behind the third row and up to 775L behind the second row. Handily, there is underfloor storage that makes for a neat hiding place for valuables, although the high load lip doesn't make hauling heavy items easy.

2024 Mazda CX-8 G25 GT SP

Seats Seven

Boot volume 209L seats up

775L seats folded

Length 4925mm

Width 1845mm

Height 1725mm

Wheelbase 2930mm

Does the Mazda CX-8 have Apple CarPlay and Android Auto?

The latest version of the Mazda Connect infotainment system does service in the CX-8 GT SP, and it's a slick unit to use and navigate through. Instead of a touchscreen that almost all rivals use, Mazda persists with a rotary controller to cycle through menu systems and between functions.

It's simple to use when cycling through Mazda's own infotainment, but it's a downright pain when using wireless Apple CarPlay (or Android Auto).

The main infotainment display measures 10.25 inches and the smaller digital instrument cluster is 7.0 inches. This trails rivals such as the Kia Sorento which has a 12.3-inch main screen.

Other functions of the software include embedded satellite navigation, AM, FM and digital radio, and Bluetooth phone connectivity. I had problems with the Bluetooth phone connection throughout my time with the car – all of a sudden the connection dropped and I was unable to pair my phone for the remainder of the week. It wasn't ideal, although at least I could use tethered Apple CarPlay.

There is no provision for app-based phone connectivity for controlling things like remote climate control, heated seats, and remote locking yet. However, Mazda is beginning to introduce this technology on the 2024 MX-5 soon. More models will follow in due course.

There's a small display housed within the instrument cluster that shows graphics for car-following, rev-counting, and fuel data. Many competitors will use a fully-digital layout if that's something you're looking for in a family SUV, but the Mazda unit presents nicely and contains enough information.

Is the Mazda CX-8 a safe car?

The Mazda CX-8 has a five-star ANCAP safety rating that was awarded in 2018. This will expire at the end of 2024.

Rivals such as the Kia Sportage also earned five stars with ANCAP – as do most other medium SUVs.

Calling out the specifics, the CX-8 earned a 96 per cent score for adult occupant protection, 87 per cent for child occupant protection, 72 per cent score for vulnerable road user protection, and 73 per cent score for safety assistance systems.

2024 Mazda CX-8 G25 GT SP

ANCAP rating Five stars (tested 2018)

Safety report Link to ANCAP report

What safety technology does the Mazda CX-8 have?

The Mazda CX-8 comes with a suite of active safety measures summarized below.

I loved the Mazda's adaptive cruise-control system that keeps appropriate distances to the car ahead, even though the lane-centring isn't the most sensitive to road markings. There were times when the car bounced within its lane, and it didn't always keep steady.

There are annoying beeps for blind-spot monitoring that caught me during highway driving, although it can be turned off in the settings.

Autonomous Emergency Braking (AEB) Yes Includes pedestrian detection, night-time awareness

Adaptive Cruise Control Yes Includes traffic jam assist

Blind Spot Alert Yes Alert function only

Rear Cross-Traffic Alert Yes Alert and assist functions

Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist

Road Sign Recognition Yes Speed limit alert

Driver Attention Warning Yes Can toggle on/off inside infotainment

Cameras & Sensors Yes Front and rear sensors, reverse camera

How much does the Mazda CX-8 cost to run?

Included with all new Mazda models is a five-year/unlimited-kilometre warranty that is accompanied by a five-year roadside assistance program. This is basically par for the segment – many manufacturers are doing better, but several rivals offer the same coverage.

Services are scheduled to take place every 12 months or 15,000km (whichever occurs first). Cumulatively, the first three visits will cost $1325, while five will run out to $2235. As a comparison, servicing for the Mitsubishi Outlander petrol costs $947 over three years through Mitsubishi's network, while five years costs $1495.

The Mazda CX-8 GT SP FWD costs $1635 to insure per year based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

This compares with a $1358 quote for a Skoda Kodiaq Sportline or $1779 for a Peugeot 5008.

At a glance 2024 Mazda CX-8 G25 GT SP

Warranty Five years, unlimited km

Service intervals 12 months or 15,000km

Servicing costs $1325 (3 years)

$2235 (5 years)

Is the Mazda CX-8 fuel efficient?

Thankfully, the Mazda CX-8 only needs to be refueled with 91-octane regular unleaded petrol – some other medium SUVs, particularly from European manufacturers, require their vehicles to be refueled with the more expensive 95-octane premium unleaded.

Mazda claims the CX-8 GT SP sips 8.1 liters per 100 kilometers over mixed driving conditions. In my experiences with the car that claim is fair – I saw 8.2L/100km. However, my driving leans towards highway use.

Toyota's Kluger seven-seat SUV last recorded 10.0L/100km on test with us in 2023. The last time we reviewed a Skoda Kodiaq Sportline it was rated at 9.7L/100km.

Fuel efficiency 2024 Mazda CX-8 G25 GT SP

Fuel cons. (claimed) 8.1L/100km

Fuel cons. (on test) 8.2L/100km

Fuel type 91-octane unleaded

Fuel tank size 72L

What is the Mazda CX-8 like to drive?

The reoccurring thought I kept while driving the Mazda CX-8 GT SP is that although it's getting on in age, it drives extremely well. I wish Mazda's newer Large Architecture SUVs were this plush.

Comfort levels inside the cabin are high, and the suspension dispersion imperfections are big or small. Ruts on the road are ironed out without fuss, you can hit speedhumps at a decent clip and not upset the car, and even potholes don't deter the CX-8's on-road progress.

Unfortunately, this motor isn't turbocharged like the old CX-9's and only makes do with 140kW/252Nm sent to the front wheels. However, the Mazda's feels punchy enough down low in the rev range, so it's unlikely you'll be left stranded when pulling up to a speed limit after a corner.

The transmission is responsive to kick-down throttle inputs and serves up the right ratio when needed. It's just a lack of top-end power that can be frustrating when touring away from town on highways. Overtakes need that little bit more thought before they're safely performed, and the CX-8 needs more of a 'run-up' than alternatives such as the bigger Kia Sorento and its 3.5-litre V6.

Buyers might worry about the petrol CX-8 being front-wheel drive only, but I didn't need the extra traction throughout my week with the car. In all likelihood this car will spend its time ferrying the family, not conquering off-road trails, so the front-wheel drive is more than adequate for this kind of car.

Steering efforts are smooth and true, offering decent feedback about front-wheel traction underneath. The CX-8's body is easy to place within lanes and even maneuvering into parking spots isn't difficult.

The only struggle I had with the CX-8's outward vision was the annoyingly magnified driver's side mirror. This is a consistent Mazda problem endemic throughout the Mazda range and it makes for tricky right-hand merging. I wish they'd simply utilize normal mirrors.

Key details 2024 Mazda CX-8 G25 GT SP

2.5-litre four-cylinder petrol engine

Power 140kW @ 6000rpm

Torque 252Nm @ 4000rpm

Front-wheel drive type

Six-speed automatic transmission

Power-to-weight ratio 76.6kW/t

Weight (curb) 1827kg

Spare tire type Temporary spare

Payload 554kg

Tow rating 1800kg braked

750kg unbraked

Turning circle 11.6m

Can a Mazda CX-8 tow?

The petrol Mazda CX-8s is rated to tow up to 750kg unbraked or 1800kg with a braked trailer. Our test car didn't have towing hardware installed, but it felt as though the car could tow quite sturdily. However, if there were a scenario where the Mazda's lack of torque might become a problem, it's likely towing uphill.

The CX-8 has a maximum payload of 554kg, accommodating for up to seven passengers weighing 79kg each.

Should I buy a Mazda CX-8?

While a lot of attention is leveled at the new Large Architecture SUVs, the CX-8 is a familiar nameplate to Australians and the model continues to offer a roomy interior, smooth and comfortable driving refinement, and is nicely equipped for the money. It's also much cheaper than Mazda's newer seven-seat range.

It misses out on some of the niceties you'd expect in similar alternatives – such as a touch-enabled screen and a fully-digital instrument cluster – but the overarching package is well appointed and feels premium.

The CX-8 continues to exude the right experience we looked for in a seven-seat SUV – but it's worth checking out its rivals too, such as the Kia Sorento Sport+, to decide whether that alternative better suits your needs.

But bargain hard on a CX-8 purchase, as the brand attempts to rid its dealer lots of existing stock, and you'll be rewarded with a good seven-seat SUV for years to come.

How do I buy a Mazda CX-8? The next steps.

This review focuses on the Mazda CX-8 GT SP variant with a petrol motor. At Drive we recommend the GT SP variant as the healthy balance between price and features – so it's the model grade to go after when shopping for a Mazda CX-8.

I asked Mazda about the remainder of its stock and learned the brand has two months' worth of supply sitting in dealerships around the country. This stock is largely made up of Touring petrol FWD, Sport petrol FWD and GT SP petrol FWD variants.

The next step on the purchase journey is to check the Mazda website for stock of your preferred CX-8 variant. You can also find Mazdas for sale at Drive Cars For Sale.

We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ. Find your nearest Mazda dealer via this link. We'd also recommend test-driving the Toyota Kluger because it is popular with consumers and is a good benchmark.

2024 Mitsubishi Pajero Sport GLS

noreply@blogger.com (Ricky Ricardo) — Mon, 8 Apr 2024 05:24:00 +0700

The Mitsubishi Pajero Sport is a low-cost way to get into the rugged seven-seat family SUV market with comprehensive features and plenty of space. But it's starting to feel its age, and that pricing isn't as irresistibly sharp as it once appeared.

2024 Mitsubishi Pajero Sport GLS

The Mitsubishi Pajero Sport may seem like a relatively new option in the large SUV market with less than a decade in the Australian market. However, the model's bloodline actually started with the Challenger, which has been popular with local customers since the mid-1990s.

This current model was introduced in 2015, but was updated with a facelift and some tech enhancements in the middle of 2023. Its new 'dynamic shield' styling brought its looks into line with the rest of the family, while a few upgraded features were also introduced, but it's essentially the same Pajero Sport underneath that arrived nearly 10 years ago.

You can still have a very affordable entry GLX or the more premium Exceed and GSR, but here we're focusing on the middle-of-the-range GLS, which in many model lines often represents the value pick of a line-up.

How much is a Mitsubishi Pajero Sport?

The Mitsubishi Pajero Sport range opens with the bargain-basement GLX for $44,940, but it sacrifices significant kit to come in under $45K, including the third row of seating and four-wheel drive.

To hop into a more serious Pajero Sport costs $49,940, which gets the same level of specification but with seven seats and four-wheel drive. At the top of the pack the Exceed offers a flagship fit-out for $60,690, or the black-pack themed GSR will set you back $62,440 – all before on-road costs.

In the middle of the pack, however, the GLS is available with seven seats and rear-wheel drive for $50,190 (as tested here) or the four-wheel-drive GLS for $55,190, both prices not including on-road costs. On paper, either version would appear to offer a good balance of equipment and practicality without investing extra cash in some of the more aspirational trimmings if the budget is tight.

There's no shortage of options in the large SUV market, but the pickings become slimmer when you refine the offerings down to proper four-wheel-drives with seven seats. But if you don't necessarily need that go-anywhere capability, saving $5000 might make the rear-drive version quite attractive.

While the Pajero Sport used to be one of the most affordable, it's now being challenged for price and specification by some mainstream rivals.

For about the same cash, Ford's Everest can be had in the entry-level Ambiente in rear-wheel drive ($53,990 +ORCs), Isuzu's mid-range MU-X is slightly higher-priced ($55,900 +ORCs) in the LS-U 4x2 , while Toyota's 4x4-only Fortuner is available from $53,775 +ORCs for the entry-level GX.

If price is paramount, there are also a couple of lower-priced options from challenger brands such as the GWM Tank 300, LDV D90, SsangYong Rexton or Mahindra Scorpio.

Key details 2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

Price $50,190 plus on-road costs

Color of test car White

Options Tow bar kit – $1495

Electric brake controller – $689

Carpet mats – $236

Price as tested $52,610 plus on-road costs

Isuzu MU-X Rivals | Toyota Fortuner | Ford Everest

How big is a Mitsubishi Pajero Sport?

Space is something the Pajero Sport offers in abundance. While its relatively chunky drivetrain robs a little around the footwells and center console at floor level, the cabin is spacious and light.

There's lots of space for occupants in both the front and second rows, with plenty of room in the rafters for taller passengers. Head room in the front row is up to 1022mm, while it's still generous in the second row measuring 957mm but getting a little tight in the back with 917mm.

The door pockets are a little skinnier than some rivals, and the storage cubby ahead of the gear shifter could be a bit more accommodating. But there's a very useful and versatile space below the console, along with two useable cupholders and a decent central storage bin toward the back.

Mitsubishi is refreshingly honest and descriptive with its claimed boot and load area volume.

You can have up to a 673-litre boot if the five-seat is chosen, but as this is the seven-seater its boot shrinks to 502L, which is on the small side for a large SUV. With the third row of seating in place there's still 131L of space left, which is about average.

Volume with the second row stocked is, again, about average at 1488L. With the maximum load bay freed up, items measuring up to 1575mm in length can be accommodated and there's up to 1370mm of width to play with, or 1000mm if loading between the wheel arch intrusions.

Those storage capacities are worthy of merit given the Pajero Sport's exterior, and while large, it is not the biggest in class with an overall length of 4825mm and a width that measures 1815mm. Height comes in at 1835mm.

Having the third row as a seating option is handy, but commissioning the rearmost seats is not the smoothest process, while stowing is a bit fiddly too. In addition, there's a relatively small gap for entry and exit between the second-row seats and door aperture, which makes the process of loading a full car of people a bit tricky.

Standard comfort and convenience equipment is well represented with two USB sockets and a 12-volt power socket in the second row. There's another 12-volt socket in the boot and one for the front row as well, along with a 220-volt powerpoint.

About the cabin you'll find six cupholders, four bottle holders, a decent center storage bin with tray in front, keyless entry and start button, reasonable quality fabric upholstery, leather for the steering wheel, and backrest adjustment for second and third row seating but no slide adjustment. The latter is a notable omission.

As it's the GLS, the tailgate is power-operated, there's privacy glass for the rear windows, while the second-row occupants are offered their own climate-zone controls.

2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

Seats Seven

Boot volume 131L to third row

502L to second row

1488L to first row

Length 4825mm

Width 1815mm

Height 1835mm

Wheelbase 2800mm

Does the Mitsubishi Pajero Sport have Apple CarPlay and Android Auto?

While the Pajero Sport offers a good level of technology for the price, most of it starts to feel a little dated. The 8.0-inch central touchscreen is relatively small by today's standards, and there's no digital driver's instrument cluster to complement it unless you go for the Exceed or GSR.

And while there is a small color screen between conventional gauges, there is no option for a digital speedometer reading among its display content.

Thankfully, Android Auto and Apple CarPlay are both supported in all grades, which partly redeems the aging graphics. If you don't want to plug in a device, the GLS has its own navigation. Wireless connection is not supported.

Nice chunky climate-control dials and buttons are appreciated over HVAC functions buried in virtual menus, even if the display looks a little 1990s digital.

Only the Exceed and GSR grades of Pajero Sport get the option to use Mitsubishi's Remote Control Smartphone App, which allows the user to operate the tailgate remotely and car finder function, for example.

Standard tech for the GLS includes a six-speaker sound system, digital radio, a pair of USB points for the front seats, and an HDMI input.

Is the Mitsubishi Pajero Sport a safe car?

Mitsubishi Pajero Sports built prior to January 1, 2023 were awarded full five-star ANCAP safety ratings. Those built after that date are officially unrated, for now. ANCAP's assessment criteria mean ratings six years or older 'expire', and without a retest, old ratings cannot be published as current.

The expired five-star score was achieved thanks to the Mitsubishi Triton on which the Pajero Sport is based. It's not certain the Pajero Sport would achieve the same score today with much stricter protocols.

Seven airbags include one for the driver's knees as well as curtain bags that protect occupants in all rows of seating, including the third row.

2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

What safety technology does the Mitsubishi Pajero Sport have?

Despite the Pajero Sport's relative age, Mitsubishi has been able to continuously update its safety technology, including the critical driver assistance systems that will soon become mandatory.

All versions offer active safety equipment from a low level in the range, with standard items including autonomous emergency braking, hill start assist, speed limiter, and trailer stability assist.

Models higher up the range, such as the GSR variant, score lane-change assist, tire pressure monitoring, adaptive cruise control, blind-spot warning, rear cross-traffic alert, and something Mitsubishi calls ultrasonic misacceleration mitigation that's designed to prevent accidental acceleration at parking speeds.

How much does the Mitsubishi Pajero Sport cost to run?

Mitsubishi offers one of the longest new vehicle warranties in the market with a class-leading 10-year deal or 200,000km, whichever comes first. Unlike most other brands' warranties that allow the customer to service their car wherever they like, the 10-year deal is only honored if the vehicle has been maintained exclusively within Mitsubishi's dealership network. If not, the warranty is reduced to five years, 100,000km.

Customers are offered a fixed-price maintenance deal that costs $1497 for the first three services and $2895 for five, up to 10 years of capped-price coverage, tallying $6890. Both 4x2 and 4x4 models follow the same pricing schedule.

Based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW, insuring a 2024 Mitsubishi Pajero Sport GLS would cost $1680 per year. Insurance estimates will vary based on your location, driving history, and personal circumstances.

At a glance 2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

Warranty Five years, 100,000km

Service intervals 12 months or 15,000km

Servicing costs $1497 (3 years)

$2895 (5 years)

Is the Mitsubishi Pajero Sport fuel efficient?

Mitsubishi claims the Pajero Sport to be particularly frugal for a large, seven-seat SUV with an official fuel consumption figure of just 8.0 liters per 100 kilometers.

However, in practice it uses a fair bit more with an indicated figure of 11.5L/100km. While our time with the Pajero Sport was spent in a wide range of driving scenarios, it wasn't under the worst conditions for fuel economy.

Only freeway cruising enabled a figure close to the average claim.

Fuel efficiency 2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

Fuel cons. (claimed) 8.0L/100km

Fuel cons. (on test) 11.5L/100km

Fuel type Diesel

Fuel tank size 68L

How does the Mitsubishi Pajero Sport like to drive?

Driving a Pajero Sport is a visceral experience. In a world where modern cars are becoming perhaps a little homogeneous and benign, the Mitsubishi offers a mechanical and honest drive that's unfiltered.

We know from previous testing 4x4 variants have a great off-road reputation with a proper low-range transmission and a number of driving modes, underpinned by the traditional ladder chassis and heavy-duty suspension.

Despite the all-terrain focus, however, the Pajero Sport is not fundamentally compromised on the road, even in two-wheel drive guise.

In fact, there's a playful and involved nature to the way this Mitsubishi drives, especially on unsealed roads. There's a bit more chatter to the secondary ride than preferable, but the primary ride is excellent at absorbing big lumps and bumps.

And while the steering has a very low and slow ratio, it manages to be communicative – if you can spin the wheel fast enough.

A 2.4-litre turbo diesel is the only engine option regardless of the variant, and it does a reasonable job of providing 133kW and 430Nm, which is not show-stopping stuff but tractable and readily available.

It's bolted to an eight-speed automatic transmission that, once again, manages to be honest and dependable if a little agricultural, including some gearbox noises clunking and whirring through to the cabin.

But if you can get over the somewhat no-frills character, the Pajero Sport is a fundamentally likeable machine to pilot, with a sense of familiarity and intuitiveness that is reminiscent of hardcore 4x4s of the past.

There are other smaller details that are harder to get used to, such as the reverse sensors that produce warning beeps of such regularity and persistence they are all but useless, while the 'complementing' reverse camera image is too dark and poor resolution.

Steering wheel position is adjustable but limited and prevents the driver's position being spot on, but ergonomically the Mitsubishi is well laid out.

With a fair bit of diesel soundtrack making its way into the cabin, a choppy ride over finer imperfections and a cabin that's feeling a little dated, the Pajero Sport is far from premium in its offering for drivers and passengers alike.

However, the unpretentiousness and mechanical nature will appeal to many owners who want something that does exactly what it says on the tin. For those without the need for 4x4 traction, but still keen on a robust tow rig, or cross-country tourer, the two-wheel drive Pajero Sport delivers.

Key details 2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

2.4-liter four-cylinder turbo diesel engine

Power 133kW @ 3500rpm

Torque 430Nm @ 2500rpm

Drive type Rear-wheel drive

Transmission Eight-speed torque converter automatic

Power-to-weight ratio 63.6kW/t

Weight (curb) 2091kg

Spare tire type Full-size

Payload 619kg

Tow rating 3000kg braked

750kg unbraked

Turning circle 11.0m

How much weight can a Mitsubishi Pajero Sport tow?

While the Pajero Sport might lack a few trimmings and polish, its proposition as a utilitarian hard worker cannot be ignored.

Not only will it haul up to 3000kg with a braked trailer, it also features a maximum payload of more than 600kg (specifically 619kg for the GLS seven-seater 2WD).

owever, with a gross combination mass (GCM) of 5410kg and a curb weight of 2091kg, there's not a lot of capacity left for any load on board if the full towing capacity is exploited.

Mitsubishi has considered a life of towing for the Pajero Sport with potentially holiday-saving sway-mitigating Trailer Stability Assist, which uses the vehicle's stability system to prevent or stop the towed load from becoming unstable at speed.

We didn't get a chance to test the Pajero Sport's towing muscle, but its maximum torque of 430Nm is average at best in a segment where sophisticated twin-turbo and V6 diesel engines are dominating.

Should I buy a Mitsubishi Pajero Sport?

While the Pajero Sport was once a clear champion of the value large SUV realm, its turf is being encroached on by some compelling rivals such as the Isuzu MU-X and Ford Territory.

It's not enough to simply be an affordable option in this super-competitive segment as more brands are demonstrating that you can go semi-premium on a budget.

However, where the Pajero Sport still makes sense is in the hard-working field, and while age is starting to make the range look a little dated, time has proven that Mitsubishi offers a no-nonsense all-terrain wagon that can take on a challenge for the adventurous family or provide the basis for a mean modified rig.

Some practical compromises and a lack of refinement will steer many to look at fresher arrivals, but there are still plenty of adventure enthusiasts who appreciate an honest and unpretentious package like the Pajero Sport.

How do I buy a Mitsubishi Pajero Sport? The next step.

While the higher-grade Pajero Sports offer more equipment, it's harder to justify the spend given they get exactly the same drivetrain and mechanics as the more affordable options.

Instead, we think the smart money is at the mid-level where you'll get a few value-adding features but nothing to detract from a more purposeful vehicle.

If you're interested in putting a Pajero Sport on your driveway or favorite camping spot, the good news is that stock and supply are healthy and there could be some decent model-year runout deals to be had if you contact your preferred dealer.

“We'd encourage interested parties to talk with their local dealers to understand what's available on the floor or in the future pipeline,” said Mitsubishi. "There has been adequate supply to support the recent MY runout campaign."

The next step on the purchase journey is to check the Mitsubishi website for stock of your preferred Pajero Sport variant. You can also find Mitsubishi models for sale at Drive.com.au/cars-for-sale.

We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ. Find your nearest Mitsubishi dealer here. We'd also recommend test-driving the Isuzu MU-X and Ford Everest as they both offer a lot of appropriate SUVs for the cash, just like the Mitsubishi.