2024 Audi A6 e-tron spied

The upcoming Audi A6 e-tron electric liftback, which will compete against the likes of the Mercedes-Benz EQE, is coming together ahead of its expected launch in 2023 as a 2024 model.

The German carmaker first showed off its near-production concept in 2021 and has now been spied testing a prototype version of the A6 e-tron with a set of production-ready headlights and tail lights in the snow.

These production-ready headlights feature an on-trend split design. The upper section appears to house LED daytime running lights and indicators, whereas the lower houses the low- and high-beam units.

The tail lights have a slim design and appear to potentially connect, although it’s hard to tell as camouflage is obscuring this.

Other notable changes from the concept includes traditional wing mirrors instead of camera pods, lift-up door handles, and a shorter rear deck with a liftback-style opening.

Along with the liftback version pictured here, the Audi A6 e-tron range will potentially grow to include a wagon, as previewed by the A6 Avant e-tron concept.

Under the skin, the Audi A6 e-tron will use the Platform Premium Electric (PPE) architecture being jointly developed by Audi and Porsche.

Both the Audi A6 e-tron and the Q6 e-tron SUV are set to be the first vehicles to launch on this platform.

An all-electric Porsche Macan will also be based on the PPE architecture, though its launch was recently delayed until 2024.

The 2021 Audi A6 e-tron concept featured a 100kWh battery pack, and was said to have support for fast-charging at up to 270kW plus 700km of range under the WLTP test cycle.

At the time of the concept’s launch, Audi said the production A6 e-tron will be available in both rear- and all-wheel drive formats, with one variant said to have 350kW of power and 800Nm of torque at its disposal.

A high-performance RS6 e-tron version is reportedly in the works as well, according to Autocar late last year.

Given the A6 e-tron concept looked almost production-ready, and measured 4.96m long, 1.96m wide and 1.44m tall, we expect this prototype and the showroom-ready car to be around the same size.

Audi has committed to becoming an all-electric brand by 2033 in every market except China, with the European Union locking in new regulations that will ban the sale of petrol and diesel cars, SUVs, and light commercial vehicles from 2035.

Click an image to view the full gallery.

MORE: Audi A6 e-tron spied

2023 Mazda CX-60 pricing: Inline-six from under $60k

Mazda Australia has announced pricing and specification details for its most luxurious SUV to date, the CX-60, although it won’t arrive until June 2023.

The CX-60 will be offered with new inline-six petrol and diesel engines, but the headline is the new plug-in hybrid (PHEV). Prices range from $59,800 to $87,252 before on-road costs, with a few option packs available above this.

Mazda has stuck to familiar variant nameplates, with the CX-60 available in Evolve, GT and Azami spec levels.

Drivetrains

At the top of the range is the first Mazda plug-in hybrid, called ‘e-Skyactiv PHEV’.

It pairs a 2.5-litre petrol engine with an electric drive motor and large 17.8kWh battery pack in the floor between the axles, with system outputs of 241kW and 500Nm – enough for a 5.9-second 0-100km/h time.

This makes the CX-60 PHEV the most powerful roadgoing Mazda to date.

Mazda also claims overall electric range in EV mode is up to 76km, although in the UK the more realistic WLTP-rated claim is a still good 62km. Fuel consumption is rated at 2.1L/100km, over the first 100km when the battery is charged.

Mazda claims the battery can be recharged in around 2.5 hours using a 7.2kW AC wallbox home charger.

Meanwhile the six-cylinder turbocharged petrol and diesel both share a 3.3-litre displacement and join the line-up for the first time, with each using 48V-based ‘M Hybrid Boost’ mild-hybrid technology.

The petrol engine is expected to produce 209kW and 450Nm, and offer a 0-100km/h time of 6.9 seconds – which Mazda points out is almost a second faster than the CX-5 with its 2.5-litre turbocharged four.

The diesel delivers 187kW and 550Nm and hustles from 0-100km/h in a sharpish 7.3 seconds. It also offers a hybrid-beating fuel economy claim of just 4.9L/100km.

“Mazda’s right-sizing approach to engine design gives the e-Skyactiv D turbo diesel a similar weight to that of a conventional four-cylinder diesel. It also offers a broad speed range at which lean burn can occur,” the company claims.

“… The large capacity actually improves efficiency with the higher volume of air enabling more complete combustion and a wider lean-burn range leading to lower fuel use and reduced NOx emissions.”

All engines are combined with a newly developed eight-speed automatic transmission, and new rear-biased all-wheel drive system with Normal, Sport, Off-Road, Towing and EV (PHEV only) drive settings.

Tech and safety

The CX-60 is underpinned by Mazda’s new ‘Skyactiv Multi-Solution Scalable Architecture’, which is designed as rear- or all-wheel-drive and will underpin more future premium models.

Driver assistance systems include a ‘See-Through View’ for the 360-degree cameras; and a system that adjusts the seat, wheel, head-up display and mirrors to match the driver’s eye position and uses facial recognition to remember presets for vehicle, audio and climate settings.

A ‘Driver Entry/Exit Assist’ function slides the steering wheel and seat out of the way to make it easier for drivers to get into and out of the Mazda CX-60.

Key features

The base CX-60 Evolve comes equipped with:

  • 18-inch grey metallic alloy wheels
  • LED headlights
  • Body colour exterior mirrors
  • Side mirrors with:
    • Power adjustment
    • Auto folding
    • Heating
    • Auto dimming
  • Proximity key fob
  • Honeycomb grille design
  • Black wheel arches and lower cladding
  • Remote operated power tailgate (open/close)
  • Front and rear parking sensors
  • Black Maztex seats with manual adjustment
  • Leather shift knob
  • Leather steering wheel
  • Dual-zone climate control with rear vents
  • Auto-dimming rear-view mirror
  • Active driving display (HUD)
  • 10.25-inch widescreen display
  • 7.0-inch TFT LCD cluster (six-cylinder)
  • 12.3-inch TFT LCD cluster (PHEV)
  • 360-degree view monitor
  • 8-speaker audio
  • DAB+ digital radio
  • Satellite navigation
  • Apple CarPlay and Android Auto (wireless and USB)
  • Wireless phone charger
  • Rear console with USB-C and 150W AC outlet
  • Rear 1500W AC power outlet socket (PHEV)
  • Blind-spot monitoring with vehicle exit warning
  • High beam control
  • AEB including at junctions

The mid-range CX-60 GT adds

  • 20-inch black metallic alloy wheels
  • LED headlights with ‘dark signature’
  • Panoramic sunroof
  • Gloss black exterior mirrors
  • Body colour wheel arches and lower cladding
  • Gloss black honeycomb grille
  • Exterior mirror position memory
  • Hands-free remote operated power tailgate (open/close)
  • Driver monitor system
  • Personalise system (auto restoration of settings)
  • Electric steering wheel adjustment
  • Heated leather steering wheel
  • Leather seats
    • Power adjustment (driver and passenger)
    • Memory (driver)
    • Heated (front and rear)
  • 12.3-inch widescreen display
  • 12.3-inch TFT LCD cluster
  • LED headlamps with dark signature
  • Panoramic sunroof
  • Bose amplifier with 12 speakers
  • Heated seats (front & rear)
  • Rear combination lights with signature illumination

And the range-topping Azami adds

  • 20-inch black metallic and machined alloy wheels
  • Adaptive LED headlights with ‘bright signature’
  • Body colour exterior mirrors
  • Front bumper with bar type grille
  • 360-degree view monitor with see through view
  • LED ambient lighting
  • Black Nappa leather trim
  • Frameless interior mirror
  • Ventilated front seats
  • Leather side door trim with courtesy lamp
  • Personalise system with ‘Easy Entry & Driving’ position guide
  • Cruising & Traffic Support

Option packs

Vision Technology package

Optional on Evolve and GT for $2000, standard on Azami

  • 360 view monitor with see through view
  • 12.3-inch cluster
  • Adaptive LED Headlights (GT)
  • Cruising & Traffic Support
  • Driver monitoring
  • Front cross-traffic alert

Luxury package

Optional on Evolve for $4000, standard on GT and Azami

  • Vision Technology plus:
    • Heated front seats (driver and passenger)
    • Leather seat trim
    • Exterior mirror memory
    • Power seat adjustments

Takumi package

Optional for Azami only from $2000

  • Bright decoration panel
  • Cloth dashboard panel with ‘Kakenui’ stitching
  • White maple wood console panel
  • White Nappa leather seat trim

SP package

Optional for Azami only for $2000

  • 20-inch alloy wheels in black metallic finish
  • Dark-coloured side signature
  • Front bumper with gloss black honeycomb-type grille
  • Gloss black exterior mirror
  • LED headlights with dark signature
  • Suede finish dashboard panel
  • Tan Nappa leather seat trim
  • Two-tone colour steering wheel

Colours

Rhodium White Premium Metallic now joins Soul Red Crystal Metallic and Machine Grey Metallic as Mazda’s third signature body colour.

Alternatively, CX-60 buyers can choose from the following colours: Jet Black Mica, Deep Crystal Blue Mica, Sonic Silver Metallic, Machine Grey Metallic, Soul Red Crystal Metallic and Platinum Quartz Metallic.

Pricing

Evolve

  • Petrol inline-six: $59,800
  • Diesel inline-six: $61,800
  • PHEV: $72,300

GT

  • Petrol inline-six: $67,800
  • Diesel inline-six: $69,800
  • PHEV: $80,492

Azami

  • Petrol inline-six: $74,154
  • Diesel inline-six: $75,000
  • PHEV: $87,252

Prices exclude on-road costs but include luxury car tax where applicable

MORE: 2023 Mazda CX-60 review
MORE: Everything Mazda CX-60

Tesla Model 3 receiving simplified interior, other updates in 2023

Australia’s best-selling electric vehicle is set to receive some exterior and powertrain upgrades, plus a less complex interior.

Automotive News reports the Tesla Model 3 will receive a mid-life update codenamed Highland, according to four people with knowledge of the project.

Tesla is reportedly aiming to cut production costs of the vehicle, and will do so by reducing the number of components it uses and simplifying its interior.

The updated model will enter production in Tesla’s Shanghai plant in the third quarter of 2023, with the updates also set to filter over to Model 3s produced in the US. All Model 3s sold in Australia are currently sourced from China.

It’s unclear just what simplification the already minimalist interior will receive. The Model 3 has no head-up display or digital instrument cluster, with the speed displayed on the centre touchscreen.

Switchgear is also virtually non-existent, with almost every function controlled via the screen.

While it looks much the same, a 2021 update brought a new interior finish and a restyled centre console with an additional storage space and two wireless charging pads, as well as two additional USB-C ports for the cabin.

The sources told Automotive News that Tesla is “focusing on features that Tesla buyers value, including the display”.

“Over and over, we found parts that are not needed. They were put in there just in case or by mistake. We eliminated so many parts from a car that did nothing,” Tesla CEO Elon Musk said earlier this month at a Baron Funds conference.

Tesla has already simplified production by employing massive casting machines to produce single, larger pieces of its vehicles.

Through decisions like this, it has become the most profitable EV maker. In the third quarter of 2022, Tesla made a profit of just over A$14,000 per vehicle sold, while Toyota was far back at approximately $1940.

Tesla doesn’t follow the typical product lifecycles of vehicles from legacy automakers. Its Model S, for example, has been in production for a decade now and, though it has received various running changes over its lifecycle, its exterior has received only the mildest of updates.

More noteworthy was a substantial interior update for 2021, which brought a steering yoke in place of a conventional wheel, concealed air vents, and a landscape- instead of portrait-oriented touchscreen.

The Tesla Model 3 hasn’t been in production quite as long as its larger sibling, but it did go on sale in 2017. While it has received various tweaks and over-the-air updates since then, including the aforementioned detail interior changes, its exterior styling is essentially unchanged.

Despite this, it has remained a hot seller in markets like Europe, the US and Australia.

It’s the crucial Chinese market where the Model 3 has shown signs of fading. There, Tesla cut prices of the Model 3 and Model Y by as much as nine per cent last month, and sales for the Model 3 fell nine per cent in the first ten months of this year compared to the same period in 2021.

In the first nine months of this year, Tesla’s share of the EV market in China was eight per cent, down from 13 per cent during the same period last year.

Much of this comes down to increased competition, with various Chinese automakers tackling the Model 3 head-on.

BYD recently introduced its Seal, due here next year, while EV brand Nio has its ET5 and Xpeng has the P7.

MORE: Everything Tesla Model 3

2023 Nissan Z manual review

Z isn’t dead.

Nissan has dusted off the second-most famous badge in its back catalogue for 2022. This isn’t a Nissan Z model, it’s now simply called the Nissan Z.

With retro-futuristic looks and a combination of 370Z and Infiniti Q60 parts under the skin, this is not an all-new car.

That’s representative of where the industry is heading; a ground-up sports car just wasn’t an option for Nissan given the money it’s being forced to pour into electric vehicle development.

New or not though, it’s an absolute showstopper. Forget about a Ferrari or a Lamborghini, if you want the eyes of the world on you it’s a Z you should be driving.

It’s a winner, then? Well, for that to be true you’d need to be able to confidently say ‘it’s brilliant’ when someone inevitably asks how it drives.

And while there’s no doubt it’s fascinating, I’m not sure it’s brilliant.

How much does the Nissan Z cost?

The base Nissan Z (our tester) kicks off at $73,300 before on-road costs, and jumps to $80,700 before on-roads for the limited Proto spec.

The new Z’s price compares to the $61,990 (manual) and $64,490 (auto) stickers for the 2021 Nissan 370Z Nismo.

A BMW 230i Coupe sells for $70,900 before on-roads, and the Toyota Supra currently starts at $87,000 before on-roads. The best-selling Ford Mustang is now sold out in Australia until the next generation arrives in 2023.

What is the Nissan Z like on the inside?

Nissan has dug deep into the parts bin to make the Z’s cabin, but that doesn’t mean it isn’t a good place to spend time. 

You enter using a door handle lifted from the 370Z, and slot into a pair of seats of the same origin. The dashboard is all new though, right down to the trio of gauges sitting above the touchscreen. In a world increasingly dominated by screen, they’re a lovely nod to the past.

The fundamentals are decent, but not exactly standout. The driving position isn’t particularly tall-person friendly, and headroom is tighter than in a Mustang or Supra, although it is possible to get comfortable with a bit of fiddling. 

The fact Subaru offers more boot space, front-seat space, and a set of rear seats in the cheaper, smaller BRZ points to the compromises inherent in the platform underpinning the Z.

Over-the-shoulder visibility is about what you’d expect from a two-seat coupe, so the addition of blind-spot monitoring is a win, and the prominent V-shaped bonnet bulge makes the car easy enough to place on the road. 

The key touchpoint all feel reasonably high quality. The wheel is trimmed in smooth leather, the gear shifter is a chunky unit, and the handbrake falls easily to hand.

Nissan has clearly put some thought into getting the fundamentals right, because the alloy-finished pedals are also nicely spaced. 

Technology was one of the biggest issues with the 370Z. The new model gets the same infotainment system that will feature in the X-Trail and Qashqai

It’s serviceable, but not standout. Apple CarPlay and Android Auto are wired, and the system is easy to navigate but short on any real excitement. 

The highlight is the digital dashboard. Some real effort has gone into making it look flashy, with a prominent central tachometer and gear indicator in Sport Mode.

Of course, you could also be boring and just stick with the basic X-Trail (or should that be Outlander?) views available in other drive modes. 

Storage space isn’t great, although it’s better than in the 370Z. There’s a pair of cupholders, door pockets that are good for a water bottle, and an underarm storage bin.

There are no rear seats to worry about, and the boot is smaller than you might expect.

It’s quite long, but the angle of the glass tailgate means anything large or boxy will need to be carried in the narrowest part of the boot because it’s at the tallest point of the roof. 

You’re not buying the Z because it’s practical, and the load space on offer is largely in keeping with you’d get in a Toyota Supra. 

What’s under the bonnet?

The Z is powered by a version of the VR30DDTT 3.0-litre twin-turbo engine from the Infiniti Q60 Red Sport, making 298kW and 475Nm.

The six-speed manual is adapted from the unit used in the 370Z, with a heavy-duty Exedy clutch and a rev-matching system that removes the need to heel-and-toe.

Coupled with a 1600kg kerb weight in the manual on test here, the (much) more powerful heart allows the new Z to hit 100km/h in 4.7 seconds based on our testing at launch.

The Z drinks 98 RON premium unleaded at a claimed rate of 10.8L/100km on the combined cycle, and features a 62L fuel tank. We saw 9.0L/100km on a highway run to the hills, with some spirited driving thrown in for good measure.

How does the Nissan Z drive?

The Z might look like a sports car, and come from a line of grand tourers, but it’s not really either in 2022. 

There’s no doubt it’s fast, but it’s not fast in the sort of anywhere, any time way we’ve come to expect from all-wheel drive hot hatches. 

When the road is dry and it’s hooked up the 3.0-litre twin-turbo engine pins you back in the seat and holds you there through the torque-rich mid-range. There’s a couple of beats of turbo lag below 2000rpm, but once the boost needle starts flickering the Z really gets up and boogies.

Shame it sounds so flat and industrial. Nissan has never quite managed to make its modern Z cars sound good, and the new Z is no exception. 

It’s a bit of a loose unit in the wet. Put your foot down and even with all the driver assists active it’ll light up the back tyres when the boost kicks in, and then keep them spinning if you don’t do the sensible thing and back out. 

Even on what feels like light throttle you can get the back end talking. It’s old-school, a feeling exacerbated by the heavy and slightly clunky manual shifter. 

With a low take-up point and heavy, springy action, the clutch takes some getting used to, and the shifter itself has a notchy action that demands firm, deliberate inputs. 

First to second in particular requires a firm hand or a bit of patience, and cross-gate shifts aren’t overly intuitive. 

With practice you can muscle it about pretty quickly, and the rev-match software means you can focus on the brake, clutch, and shifter without having to add right-ankle gymnastics to the mix. 

It’s more engaging than an automatic could ever be, and it’s refreshing to drive a car that doesn’t reveal all its secrets to you immediately. But a more intuitive set of controls wouldn’t go astray, and would make the Z an easier car to gel with.

With a brawny turbocharged engine and an engaging, if slightly unintuitive shift, the Z has all the makings of a grand tourer. But the driving position isn’t particularly road-trip friendly, and the ride is decent but not what you’d call cosseting. 

Throw in an all-too-generous serving of road noise above about 80km/h, not to mention the limited boot, and the Z isn’t really that either.

As for a sports car? There’s no doubt it’s fun to drive, but the Z lacks the focus of a Toyota Supra in the corners. 

The steering is quite slow off-centre, and there’s quite a bit of body movement when you’re pushing hard – both roll, and pitch when you brake or accelerate hard. 

It’s not a corner carver, and it makes you work to go quickly, but there’s a lovely, old-school rear-wheel drive balance to it.

Brake and get into gear early, let the car settle through the mid-corner, feed in the turbo torque through corner exit, and the Z will shoot out onto the next straight with just a hint of oversteer – or more than a hint if you’re so inclined. 

The Z isn’t a sports car, and it isn’t a grand tourer. It’s more like a modern muscle car; Japan’s answer to the Ford Mustang.

What do you get?

Nissan Z highlights:

  • 12.3-inch TFT configurable digital instrument cluster
  • 8.0-inch central infotainment display
  • Apple CarPlay, Android Auto
  • 8-speaker Bose audio system
  • Tri-gauge analogue display (boost, turbo fan speed, voltage)
  • Electrically heated, leather-accented seats
  • Suede trim door finisher
  • Active Noise Cancellation
  • Active Sound Enhancement
  • Intelligent Key with push-button start and panic alarm
  • Auto-levelling LED headlights
  • LED daytime running lights
  • 4-way powered driver seat with manual lifter, thigh, lumbar support

Is the Nissan Z safe?

The Nissan Z has not been tested officially by Euro NCAP or ANCAP, nor was the 370Z before it.

Atop six airbags, the Nissan Z gains a range of the active driver assists that were missing from the 370Z as it approached the end of its life.

Standard safety features include:

  • AEB incl. Pedestrian detection
  • Adaptive cruise control
  • Forward collision warning
  • Blind-spot monitoring
  • Rear cross-traffic alert
  • Lane departure warning
  • High Beam Assist
  • Traffic Sign Recognition
  • Front and rear parking sensors
  • Reversing camera
  • Hill Start Assist
  • Tyre pressure monitoring

How much does the Nissan Z cost to run?

The Nissan Z is covered by a five-year, unlimited-kilometre warranty.

Maintenance is required every 12 months or 10,000 kilometres, and the first five services in the manual cost a combined $2340 using Nissan’s capped-price service plan.

CarExpert’s Take on the Nissan Z

Forget about everything it’s not, because the motoring world is better for having the Nissan Z.

It’s a true showstopper in person, with concept car looks that’ll have strangers accosting you in the streets to know more, and there’s no doubt the driving experience is engaging.

It feels a bit like one of those almost cars, though. Almost a sports car, almost a grand tourer, it’s a bit caught between worlds. It’s going to be fascinating to see where Nissan takes it next.

There’s nothing wrong with the Z as it stands, but the prospect of a more focused Nismo is tantalising. While you’re at it Nissan, give us a more relaxed version to go with it.

Click the images for the full gallery

MORE: Everything Nissan Z

Peugeot Rifter MPV under consideration for Australia, could offer EV

Peugeot Australia is looking into offering the people mover version of its smaller Partner van, which would give the French brand a direct competitor to the Volkswagen Caddy.

The Peugeot Rifter is the passenger version of the Partner, based on the same platform as the latest Citroen Berlingo – a long-running van that is no longer sold in Australia – as well as the Opel/Vauxhall Combo, and the Toyota ProAce sold in Europe and the UK.

At the recent launch of the new Peugeot 308 Hatch and Wagon, managing director for Peugeot Citroen Australia, Kate Gillis, told media the compact MPV is not a sure-fire starter for our market, but it’s under consideration.

“We’re always looking at what’s being developed and seeing whether it’s right for our market. So it’s definitely not a no, and at this point it’s still under consideration,” Ms Gillis said.

“There’s definitely opportunity for for something like that within this market. But we need to go through the right level of due diligence and consideration but you know, it’s there.”

“It’s a very successful vehicle for Peugeot, and it’s had a little bit of a makeover which makes it even more enticing,” Ms Gillis added.

While not mentioned during the media conference, the Rifter also offers an all-electric version called the e-Rifter. Should the standard version be considered, you have to think the EV model is on the cards as well.

Peugeot Australia has made no secret of its intentions to offer up to three all-electric models in 2023, starting with a commercial vehicle, then moving into the passenger and SUV segments. While not confirmed, the aim is to have all three on the market by the end of next year.

While Ms Gillis wouldn’t be drawn to revealing which models in the global portfolio will fit into each of these three slots, the commercial vehicle will either be the e-Partner, e-Expert, or e-Boxer van.

Since the Partner and Rifter are basically one and the same with different interiors, you can see how the Rifter and e-Rifter are a logical next step.

Peugeot also does a passenger version of the Expert van called the Traveller, which additionally offers an all-electric e-Traveller variant.

The passenger and SUV slots, meanwhile, are likely to be filled by the e-208 EV city hatch as well as the e-2008 small crossover. Peugeot Australia is also looking into bringing the recently revealed e-308 Down Under.

Stay tuned to CarExpert for the latest, and let us know your thoughts in the comments.

MORE: Everything Peugeot Partner

2024 Ford Mustang GT power outputs might not rise – report

Hoping for more ponies from the new Ford Mustang GT? Reports from the USA suggest you might be disappointed.

Ford Authority reports a dealer window sticker reveals the 5.0-litre Coyote V8 engine in the new Mustang makes 450hp, equivalent to 336kW. The current Mustang GT makes 339kW in Australia, while the Mach 1 pumps out 345kW.

Ford has confirmed it’s targeting at least 373kW from the flagship Dark Horse model of its new Mustang, but hasn’t offered details about what the regular GT will pack.

Given the sticker (posted below, first published on Ford Authority) makes clear this particular unit is “NOT TO BE OFFERED FOR SALE”, it’s possible this early build car doesn’t represent the final production vehicle due in 2023.

Ford has previously promised the new Mustang will offer more performance, better fuel economy, and a faster 100km/h sprint time than its predecessor.

The new Mustang is due to arrive in Australia late in 2023. The current model has officially been taken off sale, leaving Blue Oval showrooms without the strong-selling muscle car for around 12 months.

The 2024 Mustang range is underpinned by a version of the outgoing sixth-generation’s platform, which Ford says was the “best fit” for the car.

There’s carryover suspension architecture, though there have been some updates, including new aluminium lower control arms and new rear linkages. The Magneride adaptive damping system remains optional.

Ford says there’s a new steering rack and a faster steering ratio across the range, along with a new generation of safety equipment including adaptive cruise control, lane centring, evasive steering assist, and reverse brake assist.

Perhaps the greatest stylistic departure comes inside the Mustang, with the dual-cowl – double-brow in Ford parlance – dashboard replaced with a more linear unit.

Premium models and up feature a 13.2-inch touchscreen infotainment system and a 12.3-inch instrumentation display a single wraparound housing, while base models feature standalone displays.

The touchscreen runs Ford’s latest Sync 4 operating system.

Physical climate controls are gone, replaced with shortcuts at the base of the central touchscreen. There’s a single row of physical switches, including the hazard lights, while underneath these there’s finally a storage shelf, which also includes a wireless charging pad.

All models feature a flat-bottomed steering wheel, a first for the Mustang. Automatic models feature paddle shifters with a silver finish. Like the outgoing car, the digital instrument cluster features different layouts for different drive modes.

MORE: Everything Ford Mustang

Kia Sorento Hybrid, PHEV supply ‘tokenism at best’

Kia Australia has received strong interest in the electrified Sorento Hybrid (HEV) and Plug-in Hybrid (PHEV), but describes the current supply of said models as “tokenism”.

Speaking with CarExpert at the recent media launch for the facelifted Seltos crossover, Kia Australia’s chief operations officer Damien Meredith and general manager for product planning Roland Rivero, said the supply situation hasn’t improved since launch.

“Our back orders are building up,” said Mr Rivero, “there’s a lot of interest, and that’s why we can’t offer it on every variant because it’s just going to create a bigger problem.”

“We’re getting a small stream of stock, tokenism at best.”

Mr Meredith added: “We’re getting few, very few”.

“I think sometimes we forget we’re only 2.57 per cent of global output – we’ve got to be thankful for what we get.”

All versions of the Kia Sorento for Australia are produced at Kia’s Hwaseong facility in South Korea, which is the same production line used for European and UK production, as well as hybrid versions for North America.

High global demand, particularly for the Sorento HEV and PHEV, gives priority to markets with tighter emissions regulations and higher volume, such as Europe and the US, pushing Australia further down in the queue.

Further, looking overseas, the Sorento range is almost entirely electrified in markets like Europe and the UK, where there are three or four trim levels for the HEV and PHEV, and just one grade for the 2.2-litre turbo-diesel. Further, the US market produces its own non-hybrid Sorentos, much like it does with the new Sportage.

Earlier this year, Kia Australia confirmed it would be receiving around 20 units per month of the Sorento HEV across FWD and AWD variations, alongside circa 10 monthly units of the PHEV. It’s forced the company to only offer the electrified powertrains in the top-spec GT-Line grade.

That means the minimum you’ll pay for an electrified Sorento in Australia is the GT-Line HEV FWD’s starting price of $66,750 before on-road costs, or $72,580 drive-away using a Melbourne postcode.

By comparison, the Toyota Kluger Hybrid is available across all three trim levels offered in Australia, with prices starting at $54,150 plus on-road costs for the entry-level GX AWD Hybrid.

The Sorento’s twin under the skin, the Hyundai Santa Fe, has also recently introduced a hybrid option in two trim levels, with a starting price of $63,000 plus on-road costs.

Both the Sorento Hybrid and Sorento PHEV feature a turbocharged 1.6-litre four-cylinder petrol engine mated to an electric motor, a lithium-ion battery pack and a six-speed automatic transmission.

The Hybrid uses a 1.49kWh battery and an electric motor with 44kW of power and 264Nm of torque, for system outputs of 169kW and 350Nm.

The PHEV uses a larger 13.8kWh water-cooled battery and a more powerful 67kW/304Nm electric motor, for system outputs of 195kW and 350Nm.

The PHEV can also run on pure electric power, up to 57km on the WLTP combined cycle and up to 70km on a pure urban cycle.

Despite long-running supply issues for the Australian market, the Sorento is showing steady growth this year on the VFACTS sales charts.

Kia has delivered 5574 units to the end of October, up 21.7 per cent on the same Jan-Oct period in 2021. That puts it ahead of both the Hyundai Santa Fe (3583 units) and Palisade (3420 units), as well as the Mazda CX-8 (4905 units). It’s also not far behind the Mazda CX-9 (5916 units), but a long shot away from the Toyota Kluger (10,989 units).

Mr Rivero recently confirmed with CarExpert that supply of petrol and diesel versions of the seven-seat SUV is improving through to the end of the year, though was unable to forecast what things will be like in 2023.

“We anticipate overall supply for Sorento – excluding HEV and PHEV – will be good for the next couple of months to see through the remainder of 2022,” Mr Rivero said.

“For Sorento specifically, the semiconductor issue seems to be improving, from which Australia is reaping the benefits. At this stage though, it’s difficult to forecast what the precise supply situation will be in 2023.”

Stay tuned to CarExpert for all the latest

MORE: Everything Kia Sorento

Roev’s electric HiLux and Ranger conversions priced and detailed

An Australian company wants to electrify Australia’s utes – not by selling them new ones, but by converting older diesel models and thereby prolonging their service life.

Roev has announced details on its EV Fleet Program, which will allow customers to have their post-2016 Toyota HiLux and Ford Ranger 4×2 and 4×4 workhorses converted to pure electric.

There are two proposed configurations: a 64kWh Standard Pack offering up to 240km of range, and a 96kWh Extended Pack offering up to 360km.

Power, torque and towing figures are still being finalised.

Conversions will have vehicle-to-load (V2L) with 240V powerpoints for powering equipment, an 11kW onboard AC charger, and maximum CCS DC charging speeds of 80kW.

First reservations reportedly open in December and the company has committed to 1000 utes in the program’s first 12 months.

“Australia is hungry for hardworking, reliable dual cab utes. And Australians have spoken, let’s move to climate aware EVs,” the company said.

“To meet the urgent demand, ROEV is converting new utes to EVs – focused on delivery for our Fleets, Councils, businesses, and tradies.”

Proposed conversion pricing is as follows:

Standard Range

  • 4×2 MY20-22: $47,990
  • 4×2 MY16-19: $48,990
  • 4×4 MY20-22: $50,990
  • 4×4 MY16-19: $51,990

Extended Range

  • 4×2 MY20-22: $53,990
  • 4×2 MY16-19: $54,990
  • 4×4 MY20-22: $56,990
  • 4×4 MY16-19: $57,990

These prices are for the conversion, meaning you take your existing diesel work utes which have already been paid for.

The only new EV ute currently available is the just-launched LDV eT60 which is RWD only, has 330km of range, and costs $92,990.

Roev’s CEO and co-founder Noah Wasmer has previously worked for Atlassian, VMware, and Apple. Fellow co-founder and CTO Paul Slade is also ex-Atlassian. Head of strategy Lynnard Cucksey is a former Holden engineer.

Hyundai and Giugiaro to re-make 1974 Pony Coupe Concept

Hyundai is rebuilding the 1974 Pony Coupe Concept made for the company’s debut at that year’s Turin Motor Show, and is working with its legendary designer Giorgetto Giugiaro to do so.

The rebuilt concept will be shown in the northern hemisphere springtime, Hyundai said, which means somewhere between March and May.

Hyundai Motor announced the plan during a design talk in Seoul featuring Giorgetto and Fabrizio Giugiaro (his son) along with Hyundai Motor chief creative officer Luc Donckerwolke and head of Hyundai’s Global Design Centre SangYup Lee.

It’s said that in 1974, Hyundai Motor executives contacted Giorgetto Giugiaro to propose work designing its first independent model and “Korea’s first mass-produced car”.

The nascent company commissioned Giugiaro to design, make blueprints, and build five prototypes – one of which was a coupe.

With its wedge-style nose, circular headlamps and geometric lines, the Pony Coupe was intended for North American and European markets. Alas the project came to a stop in 1981 just before mass production amid an adverse economic environment.

While the concept was an unfinished dream at the time, the company still contends its “bold spirit helped kickstart the Korean automotive industry by directly influencing Hyundai’s first independent production models under its Pony nameplate, which ran from 1975 to 1990 and were sold around the world”.

The concept design apparently also served as a source of inspiration for Giugiaro’s work on the DeLorean DMC 12 that debuted in 1983. Yes, that DeLorean.

The Pony Coupe Concept remains a key part of Hyundai’s legacy, the company insists, citing its inspiration on the design of the Ioniq 5 and the N Vision 74 hydrogen-hybrid ‘rolling lab’ development vehicle.

“Not only does this project hold historical value, but it also represents a cross-cultural exchange that could pave the way for more collaborations down the road,” said Mr Donckerwolke.

SangYup Lee added: “Since the original concept car no longer exists, we’ve commissioned Giorgetto Giugiaro to rebuild it based on our design philosophy, ‘Shaping the future with legacy.’”

Of his original design, Mr Giugiaro said, “I designed the Hyundai Pony when I was still a young designer at the start of my career. I felt very proud that I was in charge of creating a vehicle for a company and country that was about to take on a fiercely competitive global market.

“Now, I’m deeply honored that Hyundai has asked me to rebuild it for posterity and as a celebration of the brand’s heritage.”

MORE: Hyundai Grandeur Heritage Series – old classic goes electric

BMW suggests you keep your old car for longer

BMW has flagged the potential to upcycle older cars in greater numbers than today as a means of reducing waste, instead of continually buying new ones.

The idea was put out there by BMW’s sustainability team lead Monika Dernai, at a speech in London reported by Auto Express.

“We really need to think about prolonging the life of cars; not having a used car market where you sell cars to each other, but maybe take a car and extend its lifespan,” Ms Dernai said.

“The idea could be that you could freshen up the interior,” she added, suggesting that reducing consumption is an important component to reducing our environmental impact.

“We need new skill sets in the aftermarket and to design cars so that the seat can be removed and a fresh seat can be moved in – then it’s a used car that looks like a new car,” she added.

Whether her bosses atop BMW love an idea that might reduce new car sales is another question altogether, but it would clearly reduce emissions. Building cars is an intensive process.

“It can have the same owner, who then doesn’t buy a new car, but we still have a business model as BMW and the whole of society benefits from that,” Ms Dernai contended.

“Can we actually just move everybody to public transport? I think the answer is no. You’re worried about the public transport in the UK, but if you look at the US it’s even more desolate. So I think there’s still a market for cars out there.”

Upcycling is a nascent industry, but there’s a growing trend of electrifying classics. The industry move to software updates over-the-air also represents a paradigm shift in how long tomorrow’s car will stay shiny and new, as well.

What are your thoughts on this idea?

Mercedes-Benz GLS recalled

Mercedes-Benz Australia has recalled the 2019-2022 GLS SUV to fix a problem with its rearmost seat backrest.

“Due to a manufacturing issue, the seat backrest locking mechanisms in the third row may not have been installed correctly and may fail,” the brand says in its recall notice.

“In the event of an accident or hard braking the rear seat backrest could collapse towards the passengers.

“If the rear seat backrest collapses towards the passengers unintentionally, it could increase the risk of injury or death to the vehicle occupants.”

  • A total of 2475 cars are included in the recall
  • A VIN list of affected vehicles is attached here
  • The original recall notice is attached here

Mercedes-Benz Australia will contact owners of the affected vehicles and advise them to organise a free fix with their nearest dealers.

MORE: Everything Mercedes-Benz GLS

2023 Toyota GR86 GT review

If you want to have fun on a budget, the Toyota GR86 and Subaru BRZ should be high on your shopping list.

Now into their second generation, the rear-wheel drive twins haven’t deviated far from the formula laid down by Toyota and Subaru when they launched the first BR-86 (or should that be GRZ?) in 2012.

Although the rear-drive chassis, naturally-aspirated engine, and simple but practical interior live on, one key thing has changed in the new GR86.

Where the first Toyota 86 launched with an eye-catching $29,990 price before on-road costs, the 2023 GR86 GT manual on test here starts above $43,000 before on-roads.

It’s also more expensive than the base BRZ with which it shares its oily bits, but packs less equipment.

Is the new GR86 enough fun to justify its steeper starting sticker, or should you just stick with the Subaru BRZ?

How much does the Toyota GR86 cost?

The 2023 GR86 GT on test here starts from $43,240 before on-roads.

That’s up almost $3000 on the equivalent Subaru BRZ, although opting for the 86 GT automatic flips the equation – where the BRZ automatic is $3800 more expensive than the manual, the 86 manual and automatic are the same price.

With a sticker price of $45,390 before on-roads, the range-topping GR86 GTS is $3800 more expensive than the equivalent BRZ with a manual ($41,590), but is priced identically with an automatic transmission.

2023 Toyota GR86 pricing:

  • Toyota GR86 GT: $43,240
  • Toyota GR86 GTS: $45,390

All prices exclude on-road costs

What is the Toyota GR86 like on the inside?

It’ll be familiar to owners of the first-generation car, but the new 86 has taken a step forward in a couple of key areas.

The seats here are trimmed in what feels like quality cloth, and offer the right blend of bolstering and long-haul comfort for a car that’ll be driven daily… and in anger. They’re set slightly lower in the cabin than before to free up a bit more space.

Combined with a redesigned dashboard, slimmer door pockets, and smarter door grabs, the lower seats genuinely do open up slightly more space for leggy drivers.

The small steering wheel has been lifted directly from the facelifted previous-generation car, and feels just right in a car like this. There’s no flat-bottom or paddles to distract, although the little button pods on the two spokes are easy to accidentally hit if you have big hands.

It’s still a tight fit up front, but you can live with this comfortably in a way you can’t a Mazda MX-5. Not only does it have more space, it has two cupholders under the folding central armrest, usable door pockets, and a glovebox.

The digital instrument binnacle is simple but effective, and has been laid out to loosely look like a boxer engine. You get speed and revs prominently in the centre, flanked by fuel and temperature gauges on the right, and a customisable pod on the right-hand side.

Like the BRZ, the 86 runs a version of Subaru’s infotainment software on an 8.0-inch touchscreen in the middle of the dashboard. It’s been pared back relative to the version used in the Subaru Outback, but operates quickly and logically.

With no satellite navigation, you’ll need to plug in for Apple CarPlay or Android Auto if you want mapping.

The inclusion of a clear reversing camera is a win, while the USB ports are now hidden away beneath the armrest so cables don’t get tangled up in the gearstick when you’re in a hurry.

There’s no doubt the cabin has been built to a price. There are plenty of cheap or hard plastics, and it looks a bit old-hat compared to a Hyundai i20 N or Ford Fiesta ST, but all the main touch points are high-quality.

Subaru and Toyota have clearly focused on getting the fundamentals right for drivers.

The steering wheel, gear knob, and handbrake lever are trimmed in leather, and the armrests are soft and squishy. The simple climate control binnacle looks and feels more upmarket than the setup in the first-generation car as well.

As for the rear seats? Having them is good, using them is painful unless the people trying to sit back there are tiny. But take it from an ex-BRZ owner, they really are usable in a pinch – and with them folded, you’ll be surprised about what fits back there.

Boot space is a claimed 237 litres.

What’s under the bonnet?

Power in the Toyota GR 86 comes from a 2.4-litre naturally-aspirated four-cylinder boxer engine, driving the rear wheels. Peak power is 174kW and peak torque is 250Nm, up 22kW and 38Nm on the old car.

Buyers are able to choose between a six-speed manual or six-speed torque converter automatic. Our tester was fitted with the enthusiast’s choice, the manual.

The 100km/h sprint takes a claimed 6.3 seconds.

The GR86 has a 50-litre fuel tank, and drinks 98 RON premium unleaded. Claimed fuel economy is 9.4 litres per 100km on the combined cycle, which we perfectly matched on our week behind the wheel.

How does the Toyota GR86 drive?

The first 86 had a distinctive feeling from behind the wheel, and the new one doesn’t deviate too far from the formula. It just feels a touch more grown up, and a touch more refined in a few key areas than before.

Slot the stubby shifter into first and the light, short action will instantly feel familiar to previous owners, as will the slightly springy clutch. The second you ease off the clutch, however, it’s clear the bigger new engine has torque in all the places the first-generation car was missing it.

It pulls more happily from the bottom of second or third gear around town, and when the road opens up that horrid torque valley in the mid-range of the last car has been flattened out. It’s not going to crush your chest and make you beg for mercy with its sheer pace, but getting the best out of it doesn’t feel like a chore anymore.

The 2.4-litre engine has the same slightly offbeat bark as before, piped into the cabin for a bit more drama behind the wheel, but it’s not coarse or buzzy like before at the top end.

There’s no doubt the manual transmission is the pick of the GR86 range. The pedals are well spaced for rev-matching – a necessity given there’s no active rev-match technology to help you out – and having to row your own is perfectly in keeping with the car’s pitch as an analogue beast in an increasingly digital world.

Subaru and Toyota say the synchros on the manual have been tweaked to make the second-to-third shift quicker and smoother, and the shift from neutral to first a bit less crunchy, but the transmission feels fundamentally the same as before.

Ride quality is excellent on the 17-inch alloy wheels, making the 86 easily daily driveable. Although the blind spots are noticeable, it’s small enough and vision is good enough to ensure it’s easy to place in town.

The fact Toyota has left out the safety equipment Subaru makes standard on the BRZ manual is hard to forgive, though. Depending on your perspective, that’ll be either a disappointing omission in 2022, or a blessed relief from the slow creep of autonomy into our lives.

Toyota and Subaru didn’t need to fiddle with the car’s steering, which was just right from the start. Thankfully, they haven’t.

There’s no artificial heaviness or faux-sporty quickness built in, but the still goes exactly where you want it to, and there’s enough feedback through the wheel and seats to feel what the car is doing beneath you.

It’s beautifully balanced, and the new engine makes it easier to exploit that when you aren’t driving at ten-tenths, bouncing off the limiter.

Unlike Subaru, however, Toyota has stuck with Michelin Primacy rubber on the base 86. Where the new BRZ (and the 86 GTS) have more traction than the old car thanks in part to the standard Michelin Pilot Sport 4S tyres, the base 86 GT feels a bit limited in the wet.

The transition from grip to slip can happen quickly, although the electronic aids are on hand to catch you in Normal mode if things get hairy.

The idea of making oversteer more accessible with efficiency-focused tyres is a good one, but our experience with the BRZ on its stickier tyres is that it still feels playful when you want it to.

What do you get?

GR86 GT highlights:

  • 17-inch alloy wheels
  • LED headlights
  • Black fabric front seats
  • Leather steering wheel, shift knob
  • Dual-zone climate control
  • 7.0-inch digital instrument cluster
  • 8.0-inch touchscreen infotainment system
  • DAB+ digital radio
  • Apple CarPlay, Android Auto
  • 6-speaker sound system
  • Keyless entry and start
  • Autonomous emergency braking (auto only)
  • Lane departure warning (auto only)
  • 7 airbags
  • Tyre pressure monitoring
  • Cruise control

GR86 GTS adds:

  • Matte black 18-inch alloy wheels
  • Active bending headlights (turn with steering)
  • Ultrasuede interior trim
  • Heated front seats
  • Aluminium pedals, scuff plates
  • Lights for sun visors
  • Rear cross-traffic alert
  • Blind-spot monitor

Is the Toyota GR86 safe?

The Toyota GR 86 and Subaru BRZ haven’t been crash tested by ANCAP or Euro NCAP.

Manual versions of the entry-level GR86 GT also miss out on any form of active driver-assistance features.

Opting for the GT automatic gets you:

  • Autonomous emergency braking
  • Adaptive cruise control
  • Lane departure warning
  • High beam assist
  • Reverse autonomous emergency braking

The GR86 GTS adds:

  • Blind-spot monitoring
  • Lane-change assist
  • Rear cross-traffic alert

How much does the Toyota GR86 cost to run?

Like the wider Toyota range, the GR86 is backed by a five-year, unlimited-kilometre warranty.

Maintenance is required every 12 months or 15,000km, and Toyota caps the price of the first five services.

They’ll each set you back $280 regardless of which transmission you opt for, significantly undercutting the BRZ.

CarExpert’s Take on the Toyota GR86

The Toyota GR86 has taken a meaningful step forward in this second generation. It’s more powerful, more composed, and more usable day-to-day, but hasn’t lost the spirit of the original.

Toyota has made some strange decisions on the specification front, though.

The fact the base GR misses out on kit that’s standard across the related Subaru BRZ range is hard to defend, especially when the range of safety options on manual models is so skint to begin with.

With both in stock, the fact the base manual Subaru BRZ is better equipped and cheaper than the 86 means it’s the twin we’d be taking home. If you have an affinity with Toyota, or can’t get a BRZ, the base GR86 isn’t a bad backup plan.

Click the images for the full gallery

MORE: Everything Toyota GR86

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