BMW’s go-fast department heralds the introduction of the 2020 BMW M8 Competition Gran Coupe as “the next phase of its model offensive in the luxury segment.”

If initial impressions from MOTOR’s BMW M8 Competition first drive (by European correspondent Georg Kacher) are anything to go by, the four-door version of BMW M’s new halo car might play to its strengths as a performance-focused grand tourer.

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Luckily for us here in Australia, BMW’s local office has already confirmed it’s set to arrive here by Q2 2020 – around the same time as the two-door M8 Competition Coupe.

Pricing starts at $349,900 for the M8 Competition Gran Coupe, $3000 cheaper than the M8 Comp coupe.

With the same 460kW and 750Nm from its twin-turbo 4.4-litre V8 as the Coupe, the bigger M8 Competition will be capable of a sprint to 100km/h in just 3.2 seconds the Bavarian brand says.

Like the Coupe, it’s also able to switch from ‘4WD’ mode into ‘2WD’ by deactivating DSC with power fed just to the rear wheels via its 8-speed Steptronic gearbox.

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Sport mode, as with the BMW M5, allows for a strong rear-bias without sacrificing the front-wheel grip.

The electronically adjustable dampers and ‘electromechanical Servotronic’ steering carry over from the regular M8 Competition, as well as the integrated braking system which allows drivers to switch between two brake pedal settings for different pedal feel.

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To account for the extra legroom in the rear and its rear doors, the M8 Competition Gran Coupe has a wheelbase 200mm longer than the Coupe, meaning it’s likely to edge a little closer to the two-tonne mark from the already hefty 1885kg the Coupe weighs.

As with many other M models, the Competition will be the only specification available locally.

When Dick Johnson and Herrod Performance joined together to build a limited edition Ford Mustangs, there was a sense the resulting car would be rather special.

Note: The car pictured is not from the advertisement, rather photos supplied from the car’s reveal. MOTOR did not obtain express permission to us the advertiser’s imagery.

Apparently the market agrees, as all 30 of the Dick Johnson Limited Edition Mustangs built sold out rather quickly, aside from one. We’ll get to that.

But one of the cars that sold has already come back up for sale. For $299,000 you could have car #08, at more than $100,000 over the original asking price from Herrod Performance.

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MOTOR understands the 29 cars sold by Herrod were offered at a price of around $180,000, with the only option available being a half-cage installed in the car.

While that already sounds like a hefty price, the detail that the ‘DJ LE’ Mustangs have been bestowed with are nothing to scoff at.

In proper Herrod style, the car has fine unique touches throughout, including Dick Johnson’s logo etched into the cylinder heads, as well as replacing the ‘GT’ badge at the rear and featuring on the custom sports seats inside.

The car offered is a white auto with no roll cage, currently for sale through dealer Muscle Car Warehouse.

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The 635kW supercharged Mustang was revealed in November 2019, and this is the first time one has appeared for sale offered to the public.

The thing is, build #01 is set to be auctioned straight from Herrod by Grays Online during the Queensland Classic Cars and Bikes sale later this month.

The Grays sale is backed by Herrod and Dick Johnson, who appears in a 2-minute video driving the car to promote the auction.

We imagine a successful sale of the #08 car at such a high price would see the Grays Auction reach lofty heights, but as all things in the near-new rare car market, it’s too early to tell.

Cars and coffee seem to go together like movies and popcorn, wine and cheese or cricket and summer.

The popularity of meets combining these two popular but disparate elements has exploded over the last decade or so and the concept has caught on quickly in Australia.

Melbourne’s Highball Motor Club puts on one of the finest shows around. In only its fifth running the level of machinery present is simply jaw-dropping, encompassing every niche and variety of vehicle.

The best thing about these meets is the variety. Most car shows concentrate on a certain era, make or model, but the open-slather nature of Cars and Coffee breaks down borders and the sheer array of cars is breathtaking.

Old or new, expensive or budget, any nationality, all are welcomed and celebrated. It’s also truly incredible how many special cars are lurking in Australian cities. The gallery above shows just a small percentage of the cars that attended, primarily intended to highlight the diversity.

The biggest problem with the fifth Highball Cars and Coffee is that is risks becoming a victim of its own success. Bosch’s carpark, which hosts the event, was overflowing in short order resulting in some creative parking solutions.

Thankfully, vehicle turnover is relatively quick so you’re not waiting too long, but then you risk missing an absolute gem, such as the mint condition black Mitsubishi Sigma GSR that left just prior to our arrival. Nevertheless, there was still plenty to enjoy.

Australia’s dual-cab ute power wars could be sent into overdrive when RAM rips the covers off its upcoming Rebel TRX

Based on the RAM 1500 that is already offered in Australia, the Rebel TRX is expected to take things to another level by shoehorning a high-power engine under the bonnet, and beefy suspension under its arches.

Technical details on the muscle truck are beginning to leak out of North America, and it is currently looking like the Jeep Grand Cherokee Trackhawk’s Hellcat V8 will be the bent-eight centrepiece.

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First introduced to North America in 2014, the 6.2-litre supercharged Hemi produces a staunch 522kW and 868Nm in the Trackhawk, with power fed to all four wheels via an eight-speed automatic gearbox.

Spy pictures of Rebel TRX test mules have surfaced in North America, with photographers reporting that the cars were emitting a distinct V8 rumble from their exhaust, with the Hellcat’s signature supercharger whine also noticeable.

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If you like your V8 dual-cabs without forced induction, RAM is rumoured to be working on a second engine for the Rebel TRX, codenamed Banshee.

With a 7.0-litre capacity reports claim the atmo V8 produces power in the region of 387kW and 711Nm, and is expected to be fitted to the more ‘affordable’ Rebel TRX variant.

RAM’s Rebel TRX concept was first revealed to the public in 2016 at the State Fair of Texas – because of course it was. Last year RAM confirmed that the concept was going into production, but have gone eerily silent since then, despite numerous test mules being spotted in the wild.

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The 1500 halo model is expected to wear tougher suspension than the standard variant, with beefed up control arms and suspension links, a wider track and long-travel shocks. ARB air-lockers are reportedly fitted to both axles, boosting the TRX’s off-road credentials.

Slated to go into production in 2021, the Rebel TRX is being prepared for a full reveal this year.

All of this raises the question, what about Australia? Distributed locally by ATECO, RAM pick-ups are remanufactured in Australia and sold with full factory warranties.

RAM has enjoyed a massive 12 months of sales, with 2019 figures growing by almost 300 percent year-on-year, without any signs of slowing down.

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This is no doubt aided by the fact that the 1500 is one of the few dual-cab utes you can purchase in Australia with a petrol V8

A local spokesperson wouldn’t be drawn on the Rebel TRX’s possibility for Australia, but stated that “we are always keen to build up our portfolio of products.”

Following the immense public response to news that Ford is planning a V8-powered Ranger Raptor, it seems that there is an appetite for high-powered dual-cabs in our market.

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“If you look at what else is coming through, and what some of the other players are looking at in terms of variants, then certainly there is a market demand for [that type of product],” the RAM spokesperson agreed.

With local RAM sales on a continual rise, bringing the Rebel TRX to Australia once it goes into production makes it a logical halo for the range.

We will have to wait and see if there is an official confirmation in the near future, however, Wheels understands the V8 ute segment is about to get a lot more competitive.

Mazda’s premium push isn’t about to slow down, with the Japanese manufacturer happy with its positioning of the popular 3.

Prices now start at $24,990 for the entry-level Pure manual and monthly sales are significantly down on the 3’s 2012 heyday.

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However, according to marketing director, Alastair Doak, the venerable hatch/sedan is tracking well for the brand and its expectations.

“The standard equipment on the base model Pure is now head and shoulders above what we used to offer. And obviously we took the direction that we wanted to achieve a five-star ANCAP safety rating.

“There is now a long, long list of standard features like radar cruise and windscreen-projected head-up display, so it’s our job to sell that value equation,” Doak said.

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January 2020 VFACTS figures show that the 3’s sales have fallen 53 percent, to 1330, compared to the same month in 2019.

However, Doak is quick to point out that the reasons for the slowing sales isn’t just to do with the higher-priced new model and stressed that the company is pleased with selling around 1400 Mazda 3s per month.

“Small-car sales have been slipping for some time now. We launched the new-gen Mazda 3 last year when the overall market was down and finances are still tight –there is a whole bunch of other reasons.

“So I don’t think you can just look purely at the result of the 3 last year and say it was all down to one element affecting sales,” Doak said.

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It’s also worth noting that the shift in quality and standard equipment benefits private buyers, a market that Mazda has, traditionally, been “incredibly strong in”.

Unfortunately, SkyActiv-X, an engine that manipulates the combustion process for improved fuel economy and performance, isn’t here yet, but it is coming.

“For the moment, as long as we can get supply (obviously that engine is selling well in Europe and that has been the focus) we should have it here in the back half of the year,” Doak said.

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The upmarket 3 impressed at the 2020 edition of Wheels Car of the Year, with it being the only ‘mainstream’ model to make the final, ahem, three.

“That kind of recognition is always great. People understand that Wheels Car of the Year is the longest running award in the country – it has a lot of credibility.

“To be in the top three with two other cars that are obviously EVs and more expensive is a great credit to the Mazda 3 and the engineers,” Doak said.

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According to Doak, the COTY nod of approval is reassurance that the work being done in regard to the new-generation technology, dynamics safety and NVH is worth it.

“Being a finalist at COTY is a great vote of confidence in the direction we’re taking everything,” he added.

“It’s not just at the small-car level – that philosophy will flow all the way into the bigger products as well.”

What is it?

The Pathfinder seven-seat SUV is the latest Nissan model to gain a special-edition N-Trek variant, after the Navara ute and X-Trail medium SUV.

The N-Trek package adds a host of sporty exterior trim enhancements to the V6 petrol Pathfinder ST+ and ST-L variants, with a choice of two- or four-wheel-drive traction.

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These include a blackened front grille and silver lower bumper guard, plus black wheel arches, door handles, roof rails and door mirrors. The Pathfinder N-Trek also stands out with bespoke badges and black and silver 18-inch alloy wheels shod with 255/60R Continental Crosscontact tyres that are 20mm wider than the standard rubber for better grip.

Available in four colours, Ivory Pearl, Diamond Black, Gun Metallic and Caspian Blue, the N-Trek versions attract a $2250 premium over the their standard equivalents, with premium paint (every option but Caspian Blue) costing an additional $595.

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Pathfinder N-TREK retail pricing is as follows:

• 2WD Pathfinder ST+ N-TREK- $46,840
• 4WD Pathfinder ST+ N-TREK- $50,340
• 2WD Pathfinder ST-L N-TREK- $57,140
• 4WD Pathfinder ST-L N-TREK- $60,640

What’s it like to live with?

Active-wear, and perhaps tyre thickness, aside the N-Trek kit doesn’t add anything by way of interior amenity or driving dynamics to the Pathfinder ST+. It’s purely an aesthetic exercise and to that end it succeeds. Like a tailored suit it manages to sharpen the Pathfinder’s portly appearance and spruce-up its six year-old design.

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As for the ST+ spec itself, it lacks a few creature comforts and functions found in the $10,000-costlier leather-trimmed ST-L, but it’s still incredibly spacious and the cloth seats are very comfortable.

That said it’s not exactly short on standard features with: three-zone climate control with air vents in all three rows, power-adjusted driver’s seat, key-less entry and start, and eight-inch touchscreen with satellite navigation, and a 360-degree parking monitor that proves very handy when trying to park a 5.04m x 1.96m SUV.

The infotainment is user friendly, though it does lack Android Auto and Apple CarPlay smartphone mirroring that’s available in key rivals such as the Mazda CX-9, Holden Acadia and the five-seat Ford Endura.

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The front seats are great for long distance driving, with broad cushions and good back support. The middle row is also comfortable and offers plenty of leg and headroom with the flat floor ensuring that even the middle passenger has somewhere to put their feet. As well as air vents and climate control settings, the middle row seats also have their own USB and micro-USB sockets to keep electronic devices charged.

The third row has more legroom than most of the Pathfinder’s seven-seat rivals, and allows for two adults to be comfortable for shorter distances, with entry and egress helped by easy-folding middle seats.

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Other conveniences include 16 cup holders, which seems like overkill considering it seats up to seven, though they can be used to store other odds and sods. And there’s a deep centre console bin with a shelf to store other bigger items. This is possible as there’s no handbrake handle, but the foot-operated parking brake that helps free up the space is a bit of an archaism.

With the third row in use the boot space can store a handy 503-litres of stuff, but folding them down for a five-seat configuration expands the cargo area to a whopping 1164 litres, and up to 2004 litres with the 60:40-split middle-row seat backs folded down.

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Safety wise, the Pathfinder has autonomous emergency braking, forward collision alert, blind-spot monitoring, rear cross-traffic alert and six airbags.

The 202kW/340Nm V6 petrol engine has an official combined fuel consumption of 10.1L/100km, which is a little thirsty while being about par with its V6 counterparts such as the Acadia, Grand Cherokee and Toyota Kluger.

The Nissan Pathfinder is covered by Nissan’s five-year, unlimited kilometre warranty.

What’s it like to drive?

Unlike the original Pathfinders that were built on the Navara ute’s ladder frame chassis, the current model has a more urbane ride that rides over bumps well. It can feel a little heavy and spongy at times, but body roll is well contained.

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The 4WD, as Nissan calls it, is actually a selectable all-wheel-drive system that sends traction to the rear wheels when it’s needed. Unlike the original Pathfinder it isn’t designed for serious off-roading, but is a little more capable on dicey surfaces such as gravel, mud and snow than other big soft-roaders such as the Toyota Kluger and Mazda CX-9.

EXPLAINED: The difference between AWD and 4WD

While driving on limestone gravel roads in New Zealand’s Hawke’s Bay region, I did find the rear-end slide through bends with ‘4WD’ selected, with traction only going to the rear wheels when absolutely necessary.

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Back on the bitumen the Pathfinder is good highway cruiser; the V6 engine provides enough grunt, though things can get a little revvy when you put the foot down thanks to the CVT auto.

Is it worth it?

Spending an extra $2250 over the ST+ 4WD’s $48,090 retail price brings pretty good value considering all the accessories the N-Trek package brings and how they smarten up the Pathfinder’s appearance.

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And of the N-Trek versions this is easily the pick of the bunch. The 4WD system is lot handier than the less-expensive FWD on slippery surfaces and when you need to tow anything.

And while the ST-L N-Trek 4WD brings a host of desirable extras such as partial leather trim, 13-speaker Bose sound system, two sunroofs, and LED headlights, you probably won’t really miss them as much as you’ll appreciate pocketing the $10,000 in change.

PROS: Sharper looks than standard Pathfinders, spacious interior, cargo capacity, CONS: Thirsty V6 petrol; foot-operated park brake, dated infotainment

After 11 years in development, SSC North America has revealed the first production example of the SSC Tuatara supercar and confirmed its final specifications of the 100 examples it plans to build.

As revealed in its initial public debut at Pebble Beach during the 2018 Monterey Car Week, the Tuatara sports a bespoke 5.9-litre flat-plane crank twin-turbo V8 engine that produces 1006kW on premium unleaded, or 1350kW on E85. Coupled to the engine is a seven-speed automated manual that is able to deliver “sub-100ms shifts”.

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However, there is more to the Tuatara than just its power. Built on a carbon-fibre monocoque chassis and cloaked in the same lightweight material, the Tuatara tips the scales at 1247kg dry, giving it a max power-to-weight ratio of 1082kW/tonne, tantalising stuff.

Other neat engineering details packed into the Tuatara include a rear suspension system that sports a third longitudinally-aligned damper, a “Track Mode” feature that drops the car’s ride height by 32mm up front and 44mm around the back, and an automatically adjustable rear wing.

Considering SSC’s claim that the Tuatara body has a drag coefficient of 0.279Cd, which makes it more slippery through the air than the Bugatti Chiron and Koenigsegg Agera, the American hypercar has all the ingredients of smashing records.

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Strangely though, SSC has yet to release any official 0-100km/h acceleration or top speed claims, and is keeping mum on any future attempts for the hallowed “300mph” barrier.

SSC’s previous creation, the SSC Ultimate Aero, famously held the Guinness World Record title for the Fastest Production Car from 2007 to 2010, before losing the crown to the Veyron Super Sport.

With Bugatti halting further record-attempts on its part after breaking the 300mph barrier with the Chiron SuperSport 300 last year, the Tuatara would only have to face-off against Koenigsegg’s 1177kW Jesko and Hennessey’s 1355kW Venom F5, both of which are yet to make an attempt for the crown, presumably only when a suitable tyre comes around. No pressure then.

While Bathurst played host to a couple of Bentley Continental GTs in GT3 guise, a slightly different kind of Bentley race car was keeping cool on the other side of the world.

At the 2020 GP Ice Race in Zell am See, Austria, a Bentley Continental GT ice racer was flinging snow in a spectacle unfamiliar to most Australian eyes.

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Built to remain as close to road specification as possible, the snow-spec Bentley features the necessary motorsport safety equipment: a rear roll cage, on-board fire suppression system, Sparco racing seats and harnesses.

Its air suspension was also raised and its wheel arches extended to fit an extra 15mm track width. A light bar, a custom Akropovic exhaust, and the roof racks holding a pair of Bomber/Bentley skis add to the aggro snow-racer appearance.

Underneath the bonnet, however, the Bentley’s 467kW/900Nm 6.0-litre twin-turbo W12 was business as usual.

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Its livery should look familiar to anyone following Bentley’s motorsport exploits, as it’s an ‘alpine-themed’ version of the green livery worn by the Continental GT which completed the 2019 Pikes Peak hill climb to break the production car record.

Junior World Rally Championship driver Catie Munnings was the driver of choice for the Bentley, pointing out that it handled the snow much better than she was expecting.

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“The opportunity to race with Bentley at Zell am See is one that I couldn’t miss.

“I’m completely blown away by the car… at first I thought it would feel heavy, but I was amazed by how dynamic, nimble and responsive it is. It can dance like a lightweight rally car.”

Once Munnings had completed her timed runs at the GP Ice Race, Bentley invited skier Sven Rauber for a demonstration of ‘skijoring’, in which a skier is towed behind the car to pay homage to a tradition started in the 1928 Winter Olympics where skiers were pulled along by horses.

The Toyota Kluger is getting on in age, but Australians still flock this big bus in droves when they need a large family truckster. The Toyota Kluger is the second best-selling large SUV on the market, only pipped by its own bigger brother – The LandCruiser Prado.

Ahead of a new-generation car arriving later this year, we’ve spent some time in the current-gen rig to see why it ticks so many boxes for new car buyers.

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What is the Toyota Kluger?

The Toyota Kluger is built with a different era and a different market in mind, hailing from Princeton, Indiana but still managing to appeal to Australians.

Maybe it’s the value aspect that is the draw for buyers. Everything about the Toyota Kluger is excessive. Even in this all-wheel drive base GX grade which costs $48,850, it houses so much storage, has a huge 3.5-litre V6 engine and has enough space within its seven-seat layout that you could comfortably road-trip across the country – which is what we did.

We saddled up the Kluger and pointed it towards Bathurst, NSW for the recent 12-hour race to see how it would handle open road touring, as well as the normal everyday schlep around town – but more on that later.

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The Kluger competes with a horde of other large SUVs like the Holden Acadia, Mazda CX-9, Hyundai Santa Fe, Kia Sorento, Nissan Pathfinder and Skoda Kodiaq.

This isn’t quite the most affordable Kluger you can buy, there is a $4k cheaper front-wheel-drive version that slots in underneath, but as for model grades go, this is the entry-level spec.

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For its $48,840 expense, the Kluger GX AWD remains fairly basic on the outside with 18-inch wheels, halogen headlights, rear privacy glass and fog lights. Its basic spec stays much the same once you get inside, too, with the exception of active cruise control as standard and auto headlights.

Standout safety equipment includes hill-descent control, pre-collision safety system that can detect pedestrians, blind-spot monitoring, lane-departure alert and control and rear parking sensors with camera.

As with all Klugers, the GX has three rows of seating for a total of seven passengers and is powered by a 3.5-litre V6 petrol engine with eight gears.

What is the Toyota Kluger like to live with?

If you’ve got a large family in tow, it’s hard to think of a more suitable candidate than the Kluger. Its commodious space will ensure adult passengers, as well as kids, are comfortable, the cabin is built well and looks set to stand the test of time and its generously sized boot will eat up all accompanying luggage.

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The seats, while covered in a fairly drab cloth, are super comfortable and made the eight-hour road trip to Bathurst a genuinely pleasant experience.

Also of importance was the strong air conditioning which had to battle multiple 40-degree C heatwaves on our interstate journey.

We loaded up the boot to capacity with camping equipment, luggage and supplies and piled five people inside who all reported a pleasant experience throughout the trip.

Three adults can comfortably sit along the middle row without too much shoulder-jostling. We each had a quick jaunt in the third row, too, which is fine for short distances but isn’t especially easy to access owing to a tight entry aperture.

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Entry and exit everywhere else is super easy for adults. It strikes a good balance between not having to stoop down into it while equally not having to haul yourself up like you would with something 4×4-spec. Once seated there’s acres of headroom, plenty of air-conditioned foot space and the second row slides back and forth to afford more or less room.

Staying in the second row, there are map pockets to store loose items, sizeable door pockets for drinks and the like and you’ll find two cup holders in a fold-down centre armrest. There isn’t too many other amenities for second-row occupants, noticeably lacking USB ports and having just one 12-volt power outlet.

Hopefully, the next-gen car is a bit more technologically minded.

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Working our way up front the expansive space continues with a mammoth-sized centre console bin, a neat shelf underneath the dash that can house things like keys, wallets and phones, and two American-sized Big-Gulp cup holders.

Storage solutions are plentiful, often resulting in lost items that take a minute to realise where they’ve been left.

What else does it have going for it? The 6.1-inch touchscreen, while no-frills, gets the job done controlling radio, Bluetooth phone calls and audio streaming, but it does miss out on Apple CarPlay and Android Auto.

The steering wheel can control aspects of the infotainment as well as the multifunction display in the instrument cluster but annoyingly we don’t find a digital speed readout within the display which could have come in handy. The steering wheel itself is pretty ordinary to the touch as well; we would have liked to see a leather covering.

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What is the Toyota Kluger like to drive?

The Kluger is a big car to drive. It doesn’t have that unexplainable ability to shrink around you like some other large SUVs possess, and it’s much easier to motor about on wide country roads than navigating tight multi-storey car parks as a result.

That said, its light steering is easy to change direction with and its body is entirely manageable around town. You just have to be careful when manoeuvring tight spaces or parking.

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It didn’t take long for us to become grateful of the Kluger as a road trip car. Not only does it have the relaxing interior, but it’s phenomenally comfortable on the open road. Every Kluger has active cruise control which is welcome, but it can lag behind on speed changes.

It’s a big lumbering thing to wield, but that needn’t be a bad thing. It’s super comfortable over bumps and eats up big road imperfections nicely.

Of course, the soft springs that give it that laissez-faire ride quality means it does pitch and roll in corners to some degree. It’s more evident when navigating city streets rather than New South Wales’ big sweeping bends, but that relaxed rolly-poly handling mightn’t be for all.

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The powerplant that services the big Kluger has more than enough pep to handle overtakes and can get the car moving up to speed quickly.

The V6 produces a healthy 218kW and 350Nm which handled our interstate jaunt with ease, but hot weather and a big load of bodies and gear meant that the fuel consumption wasn’t great, returning a combined rural and city reading of 10.4L/100km, against a claimed 9.5L/100km on the combined cycle.

Is it worth the money?

To rid extra stock before the Kluger replacement arrives later this year, Toyota is keen to do deals. Across all models grades there’s a slashing of prices; with the GX AWD we’ve talked about being listed at $45,990 driveaway which is a whopping $8000 cheaper than its normal retail price.

That value is extremely hard to argue with, especially when many comparable models will be going for well over $50k.

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It mightn’t be the newest kid on the block touting all the latest features, nor is it as off-road capable as its better-selling LandCruiser Prado sibling, but it’s certainly one of the greatest value SUVs on the market.

Electric cars are lauded for their hushed nature and ability to skulk around city streets in relative silence, but are they as whisper quiet as we think?

The short answer is no. After a day of testing the entire 31-strong Wheels Car of the Year field, the Volkswagen Touareg proved to offer the most muted cabin of all – and by some margin.

Using Holden’s Lang Lang proving ground and its dedicated noise, vibration and harshness (NVH) test route, all cars were rated using a decibel reader on the same loop with the cruise control set to 80km/h. All infotainment and climate controls were turned off.

Both a smooth and coarse-chip surface was incorporated into the procedure, with the decibel reader placed high between the two front seats.

The big VW disbands old tales of rattly diesels, with the 190TDI blitzing the likes of the COTY-winning, all-electric EQC by more than 3dB.

On the smoother surface, the Touareg wafted along to a serene 57.5dB reading. The 190TDI remained hushed on the return coarse-chip tarmac, registering 67dB.

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The recorded numbers backed up what the judges uncovered will accessing the field, with the VW noticeably quieter to the ear, including the EQC, which lacks an internal combustion engine.

The EQC donned the runner-up jersey in both disciplines, with readings of 60.9dB and 69dB for the smooth and coarse bitumen respectively.

Other impressive performers were the Volvo S60, BMW 3 Series and Range Rover Evoque, proving that the premium brands pay extra attention to sound deadening.

The Toyota RAV4 and Mazda 3 also proved impressive mid-fielders, while surprisingly, both the Teslas finished towards the end of the pack.

Somewhat unexpectedly, given its BMW links, the Toyota Supra was the loudest in both sections of our testing, recording 68.2dB and 76.9dB for the smooth and coarse surfaces respectively.

This means that the coupe version was actually louder than the drop-top BMW Z4, with it returning 66.4dB and 74.9dB for the same tests.

The somewhat forgivable underperformer, because we love the flat-six turbo engine’s sound and its raw nature, is the 992 Porsche 911.

It was saved from the wooden spoon on both road loops by the Supra, with the iconic sports car reaching 68.1dB on the smooth surface and 75.3dB (which actually tied with the BMW Z4 20i) on the coarse.

We intend to carry out more decibel testing in future Wheels road tests and comparisons, so let us know if you want to see this data in the future.

You can read the full data from Wheels Car of the Year 2020 below.

Interior decibel readings: