The facelifted 2024 Mercedes-Benz GLB small SUV is now available to order in Australia.

Mirroring the updated A-Class launched in mid-2023, design changes include redesigned headlight internals, modified tail-lights, and new alloy wheel designs.

Inside, it features an AMG twin-spoke steering wheel, a simplified centre console with the touchpad removed and repositioned controls, along with an additional USB-C port.

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While the current 10.25-inch MBUX infotainment system remains, it has been revised with new features, including wireless Apple CarPlay and Android Auto and a higher-resolution 360-degree camera.

There are also newly designed display styles, machine learning, and the ability to speak to the voice assistant without saying ‘Hey, Mercedes’ first in some instances.

A fingerprint sensor on the centre console to identify and authenticate the driver is not available in Australia.

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The GLB 35 receives the round AMG emblem to replace the Mercedes star with a laurel wreath that remains fixed to the bonnet on non-AMG variants.

Under the bonnet, all petrol engines – including the AMG 35 – are fitted with a 48-volt mild-hybrid system for the belt-driven starter generator.

This system brings an additional 10kW with faster acceleration, added refinement with low-noise engine starting and reduced vibration, and regenerative braking.

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While the GLB 35 has unchanged outputs at 225kW and 400Nm, it receives an eight-speed dual-clutch automatic transmission, replacing the previous seven-speed unit.

Pricing for the GLB 200 has increased by $5900, while the GLB 250 AWD is up $3531. The AMG GLB 35 has increased by $431 compared to the pre-facelift version.

JUMP AHEAD

• 2024 Mercedes-Benz GLB pricing
• 2024 Mercedes-Benz GLB features
• Options
• Colours
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing
• Availability

2024 Mercedes-Benz GLB pricing

Prices exclude on-road costs.

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2024 Mercedes-Benz GLB features

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2024 Mercedes-Benz GLB 250 features

2024 Mercedes-AMG GLB 35 features

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Options

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Engine, drivetrain, and fuel economy

The GLB 200 features a 1.3-litre turbocharged mild-hybrid four-cylinder petrol engine producing 120kW and 270Nm. It is matched to a seven-speed dual-clutch automatic transmission, sending power to the front wheels.

Mercedes-Benz claims a 9.3-second 0-100km/h sprint time.

The GLB 250 has a 2.0-litre mild-hybrid turbo-petrol four, with 165kW and 350Nm, all-wheel-drive, a 7.0-second 0-100km/h sprint time, and a new eight-speed dual-clutch automatic transmission.

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In the AMG GLB 35, the 2.0-litre turbo is uprated to 225kW and 400Nm. It has a 5.5-second 0-100km/h sprint time.

Front-wheel drive variants have multi-link rear suspension and a 43-litre fuel tank, while all-wheel drive models sport a larger 60-litre tank.

GLB 200 and GLB 250 require premium unleaded (95 RON or higher), while the AMG GLB 35 requires 98RON.

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Safety

The Mercedes-Benz GLB is covered by a five-star ANCAP safety rating, based on testing conducted in 2019. This rating does not apply to the AMG GLB 35.

It scored 92 per cent for adult occupant protection, 88 per cent for child occupant protection, 78 per cent for vulnerable road user protection, and 76 per cent for safety assistance.

Seven airbags (dual front, side-head, side-chest and driver’s knee) are fitted as standard, including side-head coverage for the third-row.

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Dimensions

The Mercedes-Benz GLB measures 4651 millimetres long, 1845mm wide and 1660mm tall, with a 2829mm wheelbase.

2024 Mercedes-Benz GLB boot space

The Mercedes-Benz GLB has a 565-litre boot with the third-row folded, extending to 1800L with the second and third rows folded.

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Warranty and servicing

The Mercedes-Benz GLB is covered by the brand’s five-year/unlimited-kilometre warranty.

A complimentary roadside assistance program during the vehicle’s warranty period. The program can be extended for $149.60 per year.

Service pricing can be pre-purchased, consisting of three-, four- or five-year packages with 12-month/25,000km intervals.

2024 Mercedes-Benz GLB service plan pricing

Availability

The updated 2024 Mercedes-Benz GLB is on sale now.

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The Volvo XC90 has long been revered as a symbol of luxury and safety in the large SUV market.

The 2024 XC90 Plus continues this legacy, offering a refined and sophisticated driving experience. As Volvo’s flagship SUV, the XC90 Plus combines the brand’s commitment to safety with unparalleled luxury and comfort.

Volvo’s plan to go all-electric by 2030 is getting started with a range of mild-hybrid powertrains in the XC90.

But in a segment filled with premium competitors, does the XC90 Plus distinguish itself?

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Pricing and Features

The Volvo XC90 Plus is mild-hybrid luxury 7-seater SUV available in two grades – Plus and Ultimate . The entry-level Plus is priced at $100,990 before on-road costs.

There’s a solid 183kW and 350Nm to play with via both the ‘B5’ mild-hybrid four-cylinder engine.

A more powerful larger ‘B6’ mild-hybrid engine is available for the Ultimate variant.

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The design of the minimalist cabin resembles that of a top-tier Scandinavian furniture store, exuding a sense of luxury and exhibiting flawless build quality.

The only aspect that reveals the age of the Volvo is its 9-inch portrait-oriented touchscreen. Although its small compared to many competitors its performance is excellent.

Features that are standard on the Plus variant include:

Features such as a panoramic sunroof, heated seats and a premium sound system are all available to add on as cost options.

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Safety

The XC90 is currently not ANCAP rated but did receive 5-stars when the same generation was assessed back in 2015.

However safety is paramount in the XC90 Plus, with some of Volvo’s latest suite of safety technologies and driver aids.

This includes advanced features like Pilot Assist, a 360-degree camera, and numerous active safety systems designed to protect passengers and pedestrians alike.

Standard on all XC90 grades are safety features such as blind spot monitors and rear cross traffic alert.

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Key Rivals

The XC90 Plus competes against other 5 and 7-seater luxury large SUVS including:

• BMW X6
• Genesis GV80
• Lexus RX
• Mercedes-Benz GLS-Class

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Should I Put It On My Shortlist?

The 2023 Volvo XC90 Plus is a compelling choice for those seeking a luxury SUV that combines safety, comfort, and Scandinavian elegance.

Its focus on advanced safety features, along with a luxurious and spacious interior, makes it an ideal vehicle for families and discerning buyers.

If you’re in the market for a premium SUV that offers more than just status, the XC90 Plus is certainly worth considering.

Rolls-Royce has the Ghost, Dodge the Demon and Lamborghini the Diablo, but only Hyundai has the Casper.

It seemed appropriate that we drove Hyundai’s new micro SUV around Halloween – not that the annual trick-or-treat-fest is as popular in Australia as the US. Nor in South Korea, where we got behind the wheel of what is Hyundai’s smallest passenger vehicle.

Currently only sold in Korea, the diminutive five-door Casper – with its raised ride height and plastic wheel arch flares – is a crossover city car built on the same K1 platform as the i10 and Kia Picanto, and was introduced into Hyundai’s local market last year.

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With quirky, retro-futuristic styling, design chief Simon Loasby said Hyundai called it Casper because “we feel it’s a car which becomes your friend”.

A car’s colours always reveal much about its personality. The Casper comes in six shades, the coolest of which are Tomboy Khaki green and Soultronic Orange Pearl. Hyundai also offers some funky interior colour combinations including an eye-popping white and purplish-blue.

For now, the Casper is offered with two petrol 1.0-litre three-cylinder engines – a naturally aspirated 56kW/95Nm version and one with a tiny turbocharger, producing a meatier 74kW/172Nm. Both are front-drive and use a four-speed automatic, which we presume is a very old design.

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But that matters not, as an electric version is on the way, according to credible reports by South Korean auto media – and as we reported ourselves a while ago.

In Korea, an electric Casper could attempt to match the popular Chevrolet Bolt’s offering, which includes a single 149kW front-mounted electric motor and 66kWh battery offering around 380km of (WLTP) range. Without subsidies, the Bolt’s price roughly converts to AU$45,000.

Of course, the Bolt isn’t sold in Australia, but an electric Casper could be – and there are rivals waiting here for it.

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In Australia, an electric Casper could compete with the current cheapest EVs, such as the MG 4, the GWM Ora and the BYD Dolphin – all Chinese, and all a smidge under $40k.

Of course, Hyundai has said it won’t compete with the Chinese on price, which makes an Australian debut for the Casper a little tricky…

And, with Hyundai HQ in Korea having not even confirmed an electric Casper being in development, the local arm has had no comment to offer. We can only pray to the electric vehicle gods – or speak to them via seance (whatever your spooky communication method of choice).

Undoubtedly, an electric Casper would be very cool.

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On a trip to South Korea last year, Wheels got the chance to test drive the petrol Casper. There aren’t many cars we’ve ever described as adorable…

But, at just 3.6 metres long and 1.6 metres wide, the Casper is almost toy-like – about the same size as a Suzuki Jimny and a class below Hyundai’s small Venue SUV. It’s cute as a button.

I love that the turbocharged model is distinguished by two circular, silver air intakes on the front bumper and that the Casper, with its tiny overhangs and squared-off wheel arches, makes 17-inch wheels look like 20s.

The Casper’s front doors feel thin and light and once you’re inside, you sit behind a flat, near-vertical windscreen looking over a cute little bonnet bulge. It feels like a baby Jeep Wrangler (with a slightly better interior).

Packaging is good for the Casper’s size – on our test, two adult males up front were hardly rubbing shoulders. Headroom is very generous, although tall people might struggle with knee room, especially given the lack of steering wheel reach adjustment.

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It’s well-enough equipped in the cabin, if not game-changing. There’s a 4.2-inch semi-digital instrument display and an 8.0-inch central infotainment touchscreen.

Cheap, scratchy plastics abound – including the entire door cards – but then the Casper does start from something like $19,000 in Korea.

Our up-spec test vehicle had an impressive amount of equipment – leather steering wheel trim, heated front seats with ventilation for the driver, adaptive cruise control, lane-keep assist, blind-spot monitoring, automatic high beam and a sunroof. The Casper has two USB-A outlets up front (although no USB-C). It has seven airbags.

There’s some clever interior design going on, as well. The centre console, including cup holder, is incorporated into the driver’s seat and the whole unit slides back and forward as one.

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The back seats are also on rails, meaning you can slide them forward to increase boot space when you don’t have rear passengers (but you do sort of have to pick between the two – boot space, or friends).

The Casper is a four-seater and there’s more than enough space for two adults in the rear. Headroom back there is especially generous, although there are no air vents and only a single USB-A outlet.

To drive, the Casper feels delightfully small with lovely, light steering.

While not the quietest or smoothest engine – nor powerful; the naturally aspirated Casper won’t be winning many drag races – the 1.0-litre’s distinctive three-cylinder noise certainly contributes to the Casper’s likeable quirkiness. Sadly we didn’t get to drive the turbo version.

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The front-drive Casper is made to run around the inner city and at this, it excels.

On offer are Normal and Sport modes. Normal mode feels programmed for maximum fuel economy – always reaching for the highest gear – while Sport turns the instrument display red and increases throttle response.

While the Casper features Snow, Mud and Sand terrain modes, you’d be brave to drive it through anything more than a puddle. Indeed, the front-drive Casper is made to run around the inner city and at this, it excels. Ride quality is also comfortable in the urban jungle, thanks to soft springs.

On the open road, the Casper performs fine but you wouldn’t want to buy one for the Australian countryside if you were doing long stints at 100km/h on coarse-chip roads. In these conditions, it’s not the quietest car.

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For its size, it could also be more fuel efficient.

Our test car’s trip computer reported around 8.0L/100km. For the atmo Casper, Hyundai claims 7.0L/100km combined. It has a 35-litre fuel tank.

With its unremarkable fuel economy, thrashy and underpowered three-cylinder engine and archaic four-speed auto with overly tall ratios, we say junk the whole powertrain and retrofit an electric motor and batteries – and we’re pleased to know Hyundai has (supposedly) already had the same idea.

A punchy, quiet electric motor up front and a little battery pack would greatly improve the Casper’s inner-city appeal.

VERDICT

The Casper is fun, quirky and cool. It’s different – and in a world where all new cars are starting to look and feel a bit too similar, different is good.

We’re speculating wildly but an electric Casper with around 350km range for something like $40,000 would make an abundance of sense in an Australian city.

Get out the Ouija board and put in the request.

The next-generation 2025 Volkswagen Transporter has been previewed for the first time, with a new video showing a lightly camouflaged van rolling out alongside the ID.Buzz electric van and the new Multivan.

The short clip reveals that, as expected, the third model in the ‘Bulli’ family – a long-running German nickname derived from the words bus and Lieferwagen (delivery car) – will build on the now familiar styling established over generations of Volkswagen vans.

VW’s iconic design won’t be the only obvious influence, however. The new Transporter, likely to be known as the T7 generation, will share its underpinnings and panels with the Ford Transit Custom – just as the new Amarok and Ranger utes were spun out of the same tech-sharing deal that has since resulted in Ford’s new VW-based Explorer electric SUV.

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But, where those utes and SUV models benefited from significantly greater investment to set them apart in design and capability, the vans will clearly have a lot more in common.

Today’s video briefly reveals the new Transporter’s profile before swooping around to the rear, and it’s those side and rear views that reveal bodywork largely identical to the new Ford Transit Custom. This detail was made clear in earlier spy photos, too.

This approach is nothing new, of course, with many brands sharing van bodies while relying on front-end styling and differences in powertrain and equipment to set their models apart.

The Transporter will have its own distinct but familiar front-end styling, while the rear view suggests we can expect shared tail lights with a VW-specific LED signature, flanking mostly identical barn doors.

Few other details are shared here, except that we can expect diesel, plug-in hybrid EV and full-electric variants to be offered.

Watch for more on the new Transporter range to be revealed in the coming months, ahead of a 2025 Australian launch.

Okay we get that reading about snow chains during December in Australia is about as useful as a fly screen on a submarine — unless you live in Melbourne, of course, where it’s always cold — but this new tyre tech is seriously cool.

Developed by people with large foreheads at Kia and Hyundai, this special wheel and tyre combo comes with built-in snow chains.

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That’s right, folks. No more pulling over in a sleety, freezing carpark where you’ll need to lie on the slushy ground and skin your swollen knuckles. With these tyres, you just press a button and ‘hey presto’ the chains appear.

They’re not chains in the conventional sense but are rather ‘alloy modules’ that protrude from grooves placed around the tyres. In normal conditions these grooves, which Hyundai/Kia say are placed “at regular intervals, like a pizza”, house the modules beneath the rubber surface so the tyre acts like a regular, er, tyre.

But when things get frosty, a press of a button sends an electrical current through the alloy which then activates the modules to protrude out beyond the tyre to provide greater traction. The design, which is still patent pending in South Korea and America, is said to provide more grip than a traditional snow chain.

“This innovation, which will hopefully be introduced on Hyundai and Kia vehicles someday, reflects our commitment to turning advanced technologies into real-world solutions that benefit customers,” said Hyundai’s head of advanced chassis development, Joon Mo Park. “We will continue to develop technologies that enhance safety and convenience of our vehicles and bring value to our customers.

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The Tesla Model 3‘s SUV spin-off, the Model Y, has whizzed past it in local and global sales, but the sedan remains a significant contributor to the tech company’s automotive success.

And the number of rivals to have emerged since the electric sedan debuted in 2017 continues to increase.

In Australia alone we now have the BMW i4, BYD Seal, Hyundai Ioniq 6, and Polestar 2.

Tesla has wisely chosen against complacency and given its most affordable vehicle its first major overhaul.

The 2024 Model 3 features substantial revisions inside and out, though do they all bring improvements to what has been one of our favourite electric cars?

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JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space and storage
• What is it like to drive?
• What is the range like?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

Pricing for the Model 3 has shifted around a fair bit over the past year or so, and was $57,400 as recently as mid year. It currently starts at $61,990 for the entry-level ‘RWD’ we’re testing here.

A mid-range Long Range costs from $71,900, bringing extra range plus dual motors for faster, all-wheel drive performance.

A Performance flagship variant will return in 2024.

You can see from the below list that even the base Model 3 is comprehensively equipped. Additions for the 2024 update included ventilation for the front seats, ambient lighting, rear-cabin touchscreen, and acoustic rear glass.

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White remains the only no-cost paint option. There’s a $1500 charge for Solid Black or Deep Blue, while Stealth Grey ($2300) and Ultra Red ($2600) are the newest colours.

Optional ($1800) 19-inch wheels are again offered but with a different ‘Nova’ design, as an alternative to the standard 18s.

Two autonomous-drive option packages continue to be offered, and we continue to advise that buyers think carefully about the value of these as not all features are enabled or even useable in Australia.

Although the Model 3 is back above $60,000, the RWD model is excellent value for money.

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How do rivals compare on value?

The Model 3‘s most direct rivals are the BYD Seal, Hyundai Ioniq 6, and Polestar 2, while you could also consider BMW’s i4 in the mix if comparing higher grades of the Tesla.

We’ve yet to drive the Seal on local roads for full assessment, but the other three electric sedans are all appealing offerings we can easily recommend.

The Ioniq 6 starts from $65,900, the Polestar 2 begins at $67,400, and the i4’s entry cost is $85,900 before on-roads. BYD’s Seal begins the lowest, from $49,888.

The Polestar, Hyundai and BMW each has the odd standard feature here and there that’s an advantage over the Tesla, though ultimately the Model 3’s combination of low price and inclusive features is unmatched.

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Interior comfort, space and storage

Tesla’s minimalist theme doesn’t change for the MY24 Model 3; in fact, it goes further, with the removal of steering wheel stalks.

The cabin layout is largely the same but there’s a complete revamp of the presentation.

Interior quality is ramped up, with smart details including a large swathe of cloth applied to a big section of the door and the same material used for a panel running along the top of the dash.

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There are soft, yielding plastics aplenty, and a colour-customisable LED strip now arcs from the top of the doors and around the dash cowl.

Tesla says its central 15.4-inch display – again the command centre for vehicle functions and information, not just merely entertainment – is now thinner, brighter, faster, and with an enlarged active area.

Cabin-storage options continue to be plentiful, with generously sized door pockets, dual (angled) smartphone charging trays, glovebox (again opened via the touchscreen), and a new and silvery centre console that offers lots of hidden storage and a couple of cupholders below its sliding covers.

Rear-seat passengers receive extra attention for MY24, not least with the addition of an 8.0-inch touchscreen. There’s only fan control with no temperature adjustment, though passengers may well be too distracted to notice with the likes of Netflix, Disney and YouTube on offer (with headphones connectivity, thankfully). Two USB-C ports are included.

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The rear seats are said to have been reprofiled for improved posture, and they do seem better.

Longer-legged occupants are still likely to find under-thigh support lacking to varying degrees – and find their heads close to the glass roof – but the angles of both the cushion and seatback are well judged and knee space is in decent supply.

Rear door pockets are almost as large as those up front, both seatbacks incorporate elasticated ‘map’ flaps, and there’s a centre armrest (with cupholders) that’s easily missed as it’s the entire mid-section of the backrest complete with integrated headrest.

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The Model 3’s electric bootlid can be opened via the touchscreen or Tesla app.

A bootlid that almost opens like a liftback – just with the rear window section remaining in place – helps create good access to the luggage compartment. It’s deep and reasonably wide, with an underfloor storage well again providing useful extra space.

The seatbacks fold in a 60-40 split, though have to be lowered from the rear cabin.

With no spare wheel or even repair kit, any punctures require an inconvenient call to Tesla roadside assistance (and subsequent waiting time).

It also seems the designer behind the new 19-inch wheel completely forgot that tyres need to be inflated/deflated occasionally – an air hose doesn’t fit on the tyre valve without a section of the wheel being removed (and it was sufficiently difficult that we gave up with fear of breaking the wheel).

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What is it like to drive?

Indicator buttons on a steering wheel isn’t a new idea – Ferrari did that more than a decade ago with the 458 Italia.

With left and right indicators on the corresponding sides of the wheel, however, they were more intuitive to use than the Model 3’s buttons that are positioned together on the left side (of a new-look wheel) .

While you get used to them, Tesla’s approach wouldn’t go into The Book of Great Car Ergonomics.

The seats, might, though. There’s plenty of electric adjustment including lumbar for the lower back, the cushion is long, and the padding of the whole seat is in that Goldilocks ‘just right’ zone.

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There’s now ventilation for the seats not just heating, and the door armrests are wide, too.

There’s a change to how you get underway in the Model 3. The driver now scrolls up or down a ‘transmission bar’ on the right side of the central touchscreen for Drive or Reverse, respectively. Or, alternatively, there are PRND buttons overhead between the sun visors.

The Model 3 can be instructed to auto-select Drive or Reverse by figuring out you’re likely intended direction, though on one occasion it did select the backwards option despite the presence of a parked car behind!

Cabin refinement is perhaps the most impressive aspect of the Model 3 driving experience, an area further improved with the update.

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MY24 changes bring double-pane acoustic glass all round including the rear glass, the upper edge of the bonnet has been revised to eliminate buffeting at the base of the windscreen, aerodynamics are improved, and the Model 3 now runs on Hankook’s EV-focused Ion tyres.

The result is a cabin that does a great job of shutting out wind and tyre noise, even at freeway speed and on coarser country-road surfaces.

All key driver info including speed – and Tesla’s unique traffic graphics – remains on the touchscreen. While you get accustomed to it, we think a head-up display would greatly reduce the amount of time the driver’s eyes are averted from the road.

Tesla insiders have admitted the Model 3 previously rode a “little firm”, and its engineers have responded with new front knuckles and bushes, revalved dampers, as well as those Hankook tyres that promise to be more forgiving than the Michelin Pilot Sport 4S sports rubber used previously.

While the suspension has softened and is better over lateral joins for improved comfort, it’s far from fully resolved.

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The Model 3 still struggles on uneven roads, with its limited compliance highlighted by excessive body movement, while a tendency to strike its bump-stops made for a noisy suspension.

Our test car was fitted with the optional 19-inch wheels; we’ll have to wait to try the standard 18s to see if this improves things in any way.

The Model 3’s steering remains dartier than expected for a luxury midsized sedan, though equally it continues to lend the Model 3 surprising agility. Some driver-car-road interaction has been lost, however, in the switch from sporty- to eco-focused rubber.

You can change the steering weighting via the touchscreen, though regardless of mode the BMW i4, Polestar 2 and Volvo C40 are all better picks for those who enjoy satisfying weekend drives.

The thick windscreen pillars partially impede forward vision, while the over-the-shoulder view is even more limited.

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One of the new additions to the touchscreen takes a leaf out of Hyundai and Kia’s Blind Spot Assistance book, with a video image that pops up whenever the indicators are selected.

I still haven’t experienced a better navigation system than Tesla’s – most especially for the size of its map and superbly simple and quick destination search.

Tesla continues to snub Apple CarPlay and Android Auto, which may be frustrating for some buyers while others may think, ‘Who cares?’

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• What is a Powertrain or Drivetrain?
• Power vs torque
• Car suspension explained
• Automatic transmissions (‘gearboxes’) explained
• Chassis control systems explained
• Car vs Ute vs SUV: How the vehicle you buy should guide the way you drive
• What is the WLTP emissions and range test?

An improvement to aerodynamics – down to a low 2.19 co-efficient of drag – has increased WLTP driving ranges without any technical changes to batteries or motors.

The RWD entry model increases by 22km to 513km, and the Long Range increases by 27km to 629km.

That compares with 429km for the base Ioniq 6 (available with a bigger battery and 519km range for additional cost) and 532km for the Polestar 2 single-motor Standard Range that increased its range (and switched from front- to rear-drive) with an MY24 update.

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How safe is it?

The Model 3 scored a maximum ANCAP rating when it was crash-tested in 2019.

Its Adult occupant protection and Safety Assist scores were excellent 96 and 94 percent, respectively.

Child Occupant Protection was also a relatively high 87 percent. For Vulnerable Road User Protection, the Tesla was scored 74 percent.

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Warranty and running costs

Tesla remains disappointingly short of even the average (five-year) factory warranty length, with only four years (or 80,000km).

The battery and drive units are covered for longer – eight years and either 160,000km or 192,000km depending on the specific model.

There is no scheduled servicing plan with Tesla; owners (or prospective buyers) should check with the company for its recommendations, and where servicing is required as part of certain ownership programs.

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VERDICT

The Model 3’s changes for 2024 may be evolutionary rather than dramatic, but they bring some noticeable improvements – especially in the areas of interior quality and standard features.

If Tesla’s engineers could only properly nail vehicle dynamics to give the Model 3 a consistently smoother ride and make it more fun to drive, this electric sedan would truly be the complete package.

It remains a compelling package, however, and no more so than in this RWD base form we’ve tested here.

The practicality, technology, features, performance and efficiency on offer for the price (as it currently stands) is hard to beat. And that’s with an increasing number of rivals trying to do just that.

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Given Australia’s love of dual-cab utes, and our obvious passion for performance cars, you might think dealerships would be overflowing with hardcore, performance-focused utes.

And they are, to a certain extent. Nissan, for example, has the rugged and heavily enhanced Navara Pro-4X. Toyota has the Hilux Rogue, and performance specialist Walkinshaw has dipped its toe into the market with the Triton Xtreme.

Now, there are newer and more sporting contenders like the HiLux GR Sport and Ford Ranger Wildtrak X, which have both just gone on sale. The ‘rally inspired’ GR Sport Hilux brings a more powerful turbo diesel (power and torque are up 15kW/50Nm), tweaked suspension, and tougher exterior styling with flared quarter panels.

• Best Overall Ute
• Best 4×4 Ute Under $50k
• Best 4×4 Ute Under $60k
• Best 4×4 Ute Under $80k
• Best Family Ute
• Best Work Ute
• Best Ute for Towing
• Best Value 4×4 Ute
• Best Performance Ute

None of these options, however, are what you’d strictly call a performance ute. At least… not if your measure of a fast ute is based on dearly departed homegrown heroes like the HSV Maloo and Ford Falcon F6 Typhoon…

Throw that kind of performance lens over the vast and sprawling dual-cab segment and you’ll return only two proper contenders: the Ford Ranger Raptor and the RAM TRX 1500.

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Getting right to it

Between ‘T-Rex’ and the Raptor, it’s the Ford that claims top honours as the best performance ute on sale.

It’s not only significantly cheaper than the RAM ($86,790 for the Raptor plays $209,250 for the TRX – ouch!) but it’s a better fit size-wise for our ‘best dual-cab’ coverage, given the muscly TRX is a full-size pick-up that plays in the class above (where’d you find an F-150 Raptor, if in the US).

So in some ways, it’s a win-by-default for the Ford Ranger Raptor, but that doesn’t diminish its appeal. Now in its second generation, this latest Ranger Raptor went on sale late in 2022, and it’s a very different beast to what came before.

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Where the original was powered by a smaller 157kW/500Nm 2.0-litre diesel and featured softer Fox shocks, the new Raptor has morphed into a far more serious and steely-eyed machine.

Power has almost doubled courtesy of a big new 3.0-litre twin-turbo petrol that churns out 292kW/583Nm. That’s enough grunt to lend the 2.5-tonne Raptor the kind of acceleration you get from most hot hatches.

Against the clock, we’ve timed the Raptor at 6.1 seconds to 100km/h, which is proper rapid for such a large vehicle. There’s plenty of exhaust noise to enjoy now, too, thanks to a switchable twin-exit exhaust system that includes a Baja mode which mostly bypasses the mufflers.

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The original Raptor’s pillowy suspension has also been overhauled, with Ford moving to a more sophisticated Fox shock that, while just as capable off-road, is far better tied-down.

The trade-off is the loss of the first-gen Raptor’s serene ride (it almost felt like it was on a gimbal, so adept was the suspension at filtering out lumps and bumps), but the benefit is greater agility, connection and tauter body control.

Throw in meatier steering that’s also more tactile and engaging, and a more immediate brake pedal, and it’s clear the second-gen Raptor sits in a class of its own for proper performance dual-cabs. Is it a surprise that more brands haven’t built a genuine Raptor rival?

Given the Ford’s popularity, it does seem a missed opportunity. But the upshot is that if you’re in the market for a proper performance dual-cab that’s hugely capable at high-speed off-roading, yet is still comfortable enough to drive every day, then your choice is clear.

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SCORING

Specifications

Suzuki Australia has confirmed the new Swift – unveiled at this year’s Japan Mobility Show in November – will come to Australia.

“As we introduce the latest [Swift], we’ll proudly carry forward the legacy of its nameplate which symbolizes fun, innovation, and a commitment to delivering an exceptional driving experience”, said general manager Michael Pachota.

Further details, such as release date, pricing and engines, are yet to be confirmed.

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According to Suzuki Australia, the new Swift – a rival for the Toyota Yaris, Mazda 2, and Volkswagen Polo – will be fitted with a new engine and CVT.

Replacing the existing four-cylinder in Japan is the ‘Z12E‘ petrol three-cylinder. According to Autocar India, the engine develops 60kW and 108Nm. Despite almost identical outputs to the Europe-market 1.2, the engine has a different model code.

It may also be assisted by a mild-hybrid system featuring a 2.3kW/60Nm DC motor though details are not confirmed.

Fuel efficiency and total power outputs – as well as other engine options that would be more on-par with the existing 66kW 1.2-litre four-cylinder or 82kW/160Nm 1.0-litre in the Swift Turbo – are yet to be discussed.

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Improvements have been made to stiffen the Swift, with more high-tensile steel and structural adhesives. There’s also additional insulation material for a quieter ride.

The new Swift has grown by 15mm in length and 5mm in height, though it rides on an identical 2450mm wheelbase. It’s also 40mm narrower in the body, and moves to conventional rear door handles.

Suzuki claims the mild styling changes have improved aerodynamic performance by 4.6 per cent with discrete spoilers, a reshaped bumper, and new alloy wheels.

Inside, the new Swift picks up the 9.0-inch touchscreen that is already standard on Australian models. It’s likely to have enhanced connectivity, including wireless Apple CarPlay/Android Auto as seen on the Jimny XL’s HMI.

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The Swift will be offered in 13 exterior colour permutations with nine paint hues and the option of a contrast roof. Frontier Blue pearl and Cool Yellow metallic are two of the new colours for 2024.

So far, Suzuki has not mentioned a next-gen Swift Sport. Given the small hatch’s need to compete in emissions-restricted European markets, Suzuki may not develop another generation of Swift Sport hot hatch.

The current swift range starts at $22,490 and runs to $32,490 before on-road costs. Pricing for the new model will be announced closer to its launch.

Sales in Japan will start on 13 December for CVT models, and four days later for the manual transmission. Australian details are yet to be confirmed.

One of the world’s largest collections of white Porsches has been sold at auction in America, fetching close to AU$50 million.

The enormous garage, known as the ‘White Collection’, includes some of the world’s rarest Porsches and is made up of 56 cars. It has also been a topic of mystery and intrigue among the Porsche community, with the collection’s exact location and owner both remaining top secret.

Uniquely, every Porsche in the collection is painted white, although two red Porsche tractors and a host of other Porsche memorabilia, including bikes, luggage, golf bags, skis and models, were also offered for sale. All up, more than 500 lots were included in the collection.

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The auction took place in Texas earlier this month and was handled by Sotheby’s, who claimed the collection “represents over a decade of dedicated collecting by one perfection-focused owner.”

The identity of that fastidious owner, and the location of the White Collection’s wonderfully minimalistic, Bond villain-esque warehouse have both been kept secret.

Sadly it seems the collection hasn’t been bought in its entirety and will instead be broken up for individual buyers. Some of the vehicles remain unsold, like a 1974 Porsche 911 Carrera RS 3.0 with gold decals, although most of the collection will be going to new homes.

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In total, seven cars went for more than USD $1 million

The most expensive car sold was the collection’s flagship: a 2015 918 Spyder with Weissach pack painted in Grand Prix White and optioned with a blue interior. It has travelled just 20km and sold for USD $3,937,500 which was well above its reserve and double the previous marker for a 918 Spyder.

Other high-price models included a Glacier White 1997 911 GT3, which is just one of 194 examples, and sold for USD $2,391,500. A 1993 Carrera RSR 3.8 also fetched more than $2 million, while a 1973 Carrera RS 2.7 Lightweight went for USD $1,875,000.

In total, seven cars went for more than USD $1 million, although there were some comparable ‘bargains’ to be had as well. A 1977 Porsche 924 Martini Edition sold for USD $29,120 and a 1990 944 S2 Cabriolet fetched USD $39,200.

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The White Collection is unique, of course, although it’s not the only car collection where every car is painted white.

UK radio announcer, and former Top Gear host, Chris Evans has his own “White collection” of Ferraris. Come on guys, get original…

The concept of hoarding a massive collection of high-value cars only to store them in a sterile environment with no plans to drive them might also go against the grain for some enthusiasts.

Our advice? Try not to think about it too much and instead flick though our image gallery of the Porsche White Collection and let the pleasing crispness and uniformity of the cars soothe your worries.

Another electric car battery swapping program is in the works, announced just days after Volvo parent Geely revealed it will soon begin a trial in the Chinese market.

This latest announcement sees Stellantis – one of the world’s largest carmakers with more than a dozen brands in its stable – kick off a partnership to test EV battery swapping in Spain.

“This technology has the potential to address customer infrastructure challenges such as charging time, range anxiety and battery wear,” Stellantis says.

For its program, Stellantis has partnered with a Californian company called Ample, which already runs a specialised battery-swap program in San Francisco with specially converted vehicles – primarily the Fuso eCanter light truck.

In Spain, specifically Madrid, Stellantis will use a fleet of 100 Fiat 500e EVs, again modified to enable automated access to a new set of modular batteries compatible with Ample’s system.

As with the Nio systems already operating in China, the vehicles will drive into an Ample station – which can be set up in just three days – where it will be raised above a platform for machines to replace the spent battery packs with however many fresh units are required.

“Our system knows how many batteries are in the Fiat 500e, knows how to extract each one of those modules, and put them back in the same arrangement,” Ample CEO Khaled Hassounah told The Verge and assembled media last week.

The video below shows the system in action.

The companies claim a battery swap can be achieved in “less than five minutes”.

The program will begin in 2024, with a view to expanding to other parts of Europe if the trial is judged a success.

Whether this system can be easily launched into other segments and markets like Australia is unclear, although Ample claims its modular batteries are compatible with any EV – suggesting we could even see an aftermarket opportunity if carmakers themselves don’t embrace the technology.

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