- Entry-level price drops by $500
- Azami LE dropped from range
- Mazda claims driving dynamics have been improved
- Easier third-row access
It falls short on visual enhancements, though, with exterior tweaks confined to new alloy wheel finishes and badge designs. Adaptive LED headlights and an auto-hold function to the electric parking brake are now standard across the range.
The interior gains a larger 9.0-inch infotainment screen, while third-row access has been simplified with an easier-to-reach switch that tilts the middle-seat cushion forward (below). The third row also gains its own USB ports.
The 2020 CX-9 drops back to four specification grades, with Mazda dropping the top-spec Azami LE which was introduced for the 2019 model year.
The consolidation sees the new Azami range-topper (below) gain the LE’s Nappa leather seating, which is offered in two duo-tone colour options that include Walnut Brown or Pure White each combined with black.
The Azami also gains a hands-free tailgate with foot gesture opening, which is also now standard on the CX-9 GT.
These additional features add more than $2000 to the price of the Azami FWD and AWD variants, and $600 to the GT versions.
Technological enhancements across the range include night-time pedestrian detection for the autonomous emergency braking system and G-Vectoring Control Plus (GVC Plus) which improves the GVC system’s ability to uses the CX-9’s brakes to help stabilise it through turns.
The CX-9 also gains the latest iteration of Mazda’s Off-Road Traction Assist, which helps prevent tyre slip on unsealed roads.
The 2020 Mazda CX-9 is now on sale, with the entry-level Sport FWD and AWD variants receiving a $500 price cut compared to 2019.
2020 Mazda CX-9 recommended retail pricing
- CX-9 Sport FWD – $45,920
- CX-9 Sport AWD – $49,920
- CX-9 Touring FWD – $53,310
- CX-9 Touring AWD – $57,310
- CX-9 GT FWD – $61,720
- CX-9 GT AWD – $65,720
- CX-9 Azami FWD – $64,893
- CX-9 Azami AWD – $69.903
In case you haven’t noticed, dual-cab 4×4 utes are one of the major forces keeping new car dealers afloat these days. Why? Versatility. For a machine that can be both a workday hack for tradies and business owners as well as a weekend adventure wagon, it’s pretty hard to beat a high-riding ute.
The thing is… they can look a bit dull in standard-issue form. Those that don’t want to look like they’ve borrowed the company’s ute for the weekend will spend thousands to add some personal touches to their ute, but what about those who want something that looks a bit more adventurous than the typical 4×4, but can’t be bothered scrolling through aftermarket parts websites to make it happen?
Enter Nissan and Holden. Both have wheeled out pre-tweaked versions of their Navara and Colorado utes (and they’re not the only ones either), with plenty of stickers, fat fenders and bolt-on bar work to differentiate them from their cooking-grade stablemates. How do they compare?
HOW AFFORDABLE ARE THEY?
Nissan Navara N-Trek
With a seven-speed automatic sitting behind the twin-turbo diesel 2.3-litre, the Navara N-Trek commands a $58,950 sticker price. That’s substantially less than Ford’s Ranger Wildtrak 3.2-litre auto and the Toyota Hilux Rugged X 2.8, but nearly $2000 more than the Colorado Z71 it’s up against here.
Holden Colorado Z71
Priced at $57,190, the Colorado Z71 wins the value argument when it comes to brawny-looking utes. Is it cheap? Hell no. Does it mean you don’t need to spend that much on aftermarket accessories to make your work ute look more like a Tonka truck? Hell yes.
HOW PRACTICAL ARE THEY?
Nissan Navara N-Trek
It’s a ute so practicality is paramount, but we still get the sense that its design could be better resolved.
Besides an aesthetic that’s properly dated, there are some functionality missteps to the Navara’s cabin, with the biggest being the shallow tray at the base of the centre stack. It seems like a good place for a phone and keys, but the slippery hard plastic and curved sides don’t do much for containing whatever’s placed within it. On the other hand, if you look at the Colorado there’s no oddment storage space in that area at all.
Better than nothing? We suppose so, but a non-slip pad would go a long way, and the same goes for the storage tray that’s atop the dashboard.
The pull-out cupholders under each side air vent are a nice feature and the rear seat base can flip up to permit the carriage of tall cargo within the cabin, but it’s the tub dimensions that are probably the most important practicality consideration for a ute.
In the Navara there’s plenty of room for your gear, with overall length of 1503mm and width of 1560mm in the plastic-lined tub, with 1130mm between the wheelarches – not quite enough for an Australian standard pallet, but enough to slide an ISO pallet between them. There’s also a heavy-duty alloy rail on the side walls that carry a pair of moveable anchor points each, as well as four fixed tie-down points and a weatherproofed 12V power outlet.
Tow capacity is a claimed 3500kg on a braked trailer.
Holden Colorado Z71
The Colorado’s bed space isn’t as generous as the Navara’s with base dimensions of 1484mm long and 1534mm wide, with 1122mm between the arches and a depth of 466mm. It also lacks the breadth of cargo management options offered by the Navara, with just four fixed tie-down points in each corner of the tub.
That said, its spray-on bed liner feels more durable than the Nissan’s plastic cladding, and much grippier as well. With a 3500kg tow rating (750kg unbraked), it equals the Navara’s hauling credentials.
The Colorado performs the same trick with its rear seat, with it hinging up against the backrest to generate some sizable in-cabin storage, and it produces a slightly bigger space than the Navara. However, in the front of the cabin it fares slightly worse, with a smaller dash-top oddment tray and no centre console tray storage at all – just the lidded armrest bin.
HOW SAFE ARE THEY?
Nissan Navara N-Trek
The Navara dual-cab has a five-star ANCAP safety rating, with an overall score of 35.01 points out of 37. It’s equipped with dual front, front side, full-length curtain and a driver’s knee airbag as standard, along with a nifty 360-degree camera view, but like many utes there’s no autonomous emergency braking system on offer.
Holden Colorado Z71
All Colorado variants wear the same five-star ANCAP score, with a slightly lower numerical score of 34.89 out of 37 points. Its airbag suite is the same as the Nissan Navara, but it only boasts a rear-view camera and front/rear parking sensors– not a Navara-equalling surround-view system.
On the flipside it has a forward collision warning (but not AEB), as well as lane departure warning – two things the Navara N-Trek lacks.
HOW COMFORTABLE ARE THEY?
Nissan Navara N-Trek
Heated front seats and a power-adjustable driver’s seat get the Navara off to a good start, but a tilt-only steering column continues to limit its ergonomic flexibility – as it does in most other utes, including the Colorado – and is further hampered by flat, unsupportive cushions.
Those in the Navara’s back seat should at least enjoy the air vents on the back of the centre console, if not the fairly generous proportions of the rear bench which make carrying three adults in the rear a viable option.
The Navara N-Trek comes with coil springs suspending each axle. One would reasonably assume that a coil-sprung rear suspension would provide greater comfort than the more common (well, for utes anyway) leaf-sprung setup, but the Navara doesn’t seem to enjoy any substantial advantage in that department, and in fact, rides poorly when asked to deal with lumpy roads at a fast pace.
Holden Colorado Z71
The Colorado’s pleather-clad front seats don’t feel as nice as the Nissan’s partial-cloth upholstery, but they’re better contoured and offer much better support. The Z71 logo emblazoned on the headrests are a nice touch too.
Its design is more cohesive than the Nissan as well, with a more attractive dash and better integration of infotainment elements and ventilation controls. What isn’t so good is the way the centre console bin shroud’s the rearmost cupholder, making it hard to retrieve beverages one-handed.
The lack of rear air vents is another negative, though the Colorado’s rear bench is at least deeper and offers better under-thigh support – and crucially, a headrest for the centre passenger.
Ride comfort is a highlight, thanks to intelligent damping that offsets most of the ride compromises of a traditional leaf-sprung rear suspension. While many utes send big shudders through their chassis over harsh speedbumps, the Colorado tends to float more serenely over them.
WHAT ARE THEY LIKE TO DRIVE?
Nissan Navara N-Trek
We mentioned the ho-hum comfort of the Navara’s coil-sprung rear suspension, and that back axle’s shortcomings also extend to its on-road prowess. The reasonable assumption would be that coil springs would confer a more civilised and sophisticated edge to this ute’s handling, but to be brutally honest it doesn’t feel like it has any great advantage – if any – over a leaf-spring setup.
Its twin-turbo 2.3-litre diesel also sounds sophisticated, but from behind the wheel there’s little discernible advantage given by the layout. However, unlike the coil springs, the engine masks its abilities by being so smooth and unintrusive. The turbos quietly do their thing, extending the torque band and enhancing driveability without being noticeable. Coupled with the smooth seven-speed automatic, the Navara has an easy-going nature that makes it swift and assertive both around town and on highways.
Holden Colorado Z71
The Colorado’s 2.8-litre turbo diesel may clatter like a truck, but its muscular low-rpm torque delivery makes it feel faster on its feet than the Navara and less reliant on gearing to get moving swiftly. Indeed, it outguns the Nissan on pure numbers with 147kW of power and 500Nm of torque, giving it a 7kW/50Nm advantage it peak output to offset its 70kg of extra weight.
With six speeds in its automatic gearbox the Colorado is down a gear relative to its Japanese rival, but doesn’t really suffer for it out on the open road. Previous testing of mechanically-idential models by our partners at Wheels found the Colorado to be faster and less thirsty than the Navara, and those findings are backed up by our experience with them both.
It also handles better, with greater steering authority (though more wheel input required) and more confidence-inspiring grip when shown a corner.
OUR OPINION
This one is close, but the conclusion is still rather clear-cut: the Colorado Z71 wins. The Navara starts off with a slight price disadvantage, and with the Colorado delivering better performance, a better driving experience, superior seats and a more attractive cabin design, the Navara’s bigger tub and slightly longer standard equipment list aren’t enough for it to claw back a lead.
However, both resolutely deliver on the turnkey-tough-truck promise, and neither will disappoint anyone looking to stand out from the sea of white tradie-spec utes on Australian roads. In isolation the Navara is still a decent rig, but for those without a brand preference it’s the Colorado that comes out on top.
In mid-2019, HKS revealed a wild widebody Toyota Supra drift car. It debuted at the Goodwood Festival of Speed with Nobuteru Taniguchi at the wheel.
But if you want your own Supra to look just as wicked, at the mercy of local engineering laws, the answer is here.
HKS built a concept which it revealed at the Tokyo Auto Salon, and it’s built with a kit you can (hopefully here in Australia) buy yourself.
Initially teased by HKS prior to the event with some preview photos, the widebody was still being finalised as late as January 8. Someone was, of course, quick to point out a hot glue gun visible in one of the images.
But upon its debut in Tokyo, it was apparently worthy of an award – displayed proudly on its windshield.
So, what is the kit, and how do you get one?
Essentially the widebody panels are made from carbon fibre reinforced plastic (CFRP), some of which present with a look reminiscent of Lamborghini’s forged carbon material.
HKS says the guards, cannards, and an optional GT-style wing are all effective for improved aero and downforce, plus it’s soon to be available in CFRP too.
In Australia, Queensland-based Performance Wholesale is the best point of contact for importing HKS parts, even telling MOTOR they’re often faced with customers who’ve purchased what seemed like HKS parts on eBay only to find they’re not genuine.
They say anything HKS sells, they’re able to import.
You read a review about a car that’s priced at $22,000 and rock up to the dealership to find it’s actually $25,800. So what’s going on? Here’s a quick guide to pricing categories and costs to help avoid some confusion when buying a new car.
Recommended Retail pricing (RRP)
Also called Manufacturer’s Suggested Retail Price (MSRP), this is the price set by the vehicle manufacturer. This is generally less than its drive-away price, though you’ll sometimes see special deals where cars are being sold for less than retail.
WhichCar network usually refers to RRP as it’s a set price that doesn’t vary based on location or dealer incentives.
Drive-Away Price
This is the price of the car that includes the RRP and on-road costs (see below). Some manufacturers are now offering standardised national on-road pricing which is often not much more than the retail price.
On-Road Costs
Cars are different to most other items in that their retail price isn’t what you pay at the counter. In most cases you’ll add on-road costs to the RRP, which include things like stamp duty, registration, compulsory third-party insurance (CTP) and dealer delivery fees. If a dealer is offering you ‘no on-road costs’, or a ‘drive-away price’ then your on-roads are covered.
Dealer Delivery Fees
Most dealerships add delivery fees, otherwise known as preparation fees or destination costs, to their list of on-road costs. These cover the cost of getting the car to the dealership and ready for the customer through checks, washing, etc. This can vary by thousands of dollars depending on the profit margin, so attack them first of you’re looking to negotiate a cheaper price.
It seems we’re not the only ones itching to get drive the new Chevrolet C8 Corvette in anger.
However, unlike two General Motors employees, ‘street racing’ two unreleased Corvettes isn’t exactly what we have in mind (or condone).
The GM workers in question are Alexander Thim (27) and Mark Derkatz (30), both of whom were found to be driving at an excessive speed on Lovers Lane (we’re not kidding) in the home of Corvette, Bowling Green, Kentucky. A third Corvette was reportedly at the scene, but not involved in the antics.
The two were, according to Kentucky State Police, allegedly racing against each other at high speed when caught at more than 26mph (42km/h) above the posted 45mph (72km/h) limit.
That doesn’t quite tell the full story, however, US reports by Automobile magazine and Kentucky’s WNKY TV station state that Thim was clocked in one C8 at 120mph (193km/h), while Derkatz was caught in the other at 100mph (161km/h).
They were reportedly arrested for alleged reckless driving and racing motor vehicles on a public road.
General Motors released a statement to Automobile which said: “We are aware of an incident involving our test vehicles and are currently investigating. Safety remains our overriding priority at General Motors. We have no further comment at this time.”
The good news is that no one involved was physically hurt – although the same probably can’t be said for their egos after having to spend time in jail before processing. Whether or not the two engineers remain employed at General Motors remains to be seen.
The two C8s were towed away and impounded, but it’s believed that GM picked up the offending cars the next day by representatives from the company.
The C8 Chevrolet Corvette is coming to Australia in an official capacity and will be sold in Holden showrooms for an estimated $170,000. An exact arrival time for the 369kW/637Nm mid-engined supercar is yet to be determined.
Read our initial impressions of the ’Vette
The planet may be heating up, but thankfully so is the pipeline set to deliver some of 2020’s most exciting new metal. Here’s a snapshot of some of the cars we’re pumped to bring you as the automotive world shifts into a new gear.
VOLKSWAGEN ID.3
What is it?
The opening EV salvo from an automotive giant that’s betting the farm on electrification. This Golf-sized five seater is the first vehicle to be built on VW’s new MEB architecture, which will underpin at least five all-new EVs to be rolled out over the next few years. The ID.3 is rear-drive, thanks to its aft-mount motor that produces 150kW/310Nm, and globally, the car will be offered with three battery sizes: 45, 58 and 77kW/h. Locally, the talk is of a sub-$50K tag when it eventually goes on sale here.
Why we’re excited
If the senior brass at VW can be believed, (no Dieselgate quips please…) the ID.3 will have exterior dimensions as compact as a Golf, interior space closer to a Passat, and deliver the performance punch of a Golf GTI. Further, the ID.3 has the potential to be the best-realised ‘affordable’ EV on the Australian market, delivering a design freshness and crisp dynamics missing from the dowdy Nissan Leaf. Fact is, this class of car is arguably best placed to take advantage of an EV powertrain: used mainly in an urban environment, where the instant torque and single-speed transmission is best appreciated, and mostly charged from home, negating any potential public-charger drawbacks.
What could go wrong?
Probably not much more than the usual EV caveats, like higher-than-anticipated price, real-world range falling short of the claim, and perhaps less-than-perfect calibration of torque delivery relative to ESC intervention. As long as the chassis tune can deftly manage the inevitable weight, there should be little to fear here.
CHEVROLET C8 CORVETTE
What is it?
The eighth generation of Chev’s iconic sports car, headed to Oz in factory RHD form for the first time. We’re expecting a price tag of around $170,000, so it’s primed to occupy a lofty perch, but packs the firepower to do battle with some elite exotics costing twice the money.
Why we’re excited
A mid-engined V8 sportscar is always guaranteed to open the tap on the adrenal glands, and the C8 promises plenty, not just in raw speed, but in its ability to deliver a deeply immersive driving experience. Further, reports suggest the C8 also works great as a fast GT, with ample luggage room, leggy gearing from the eight-speed dual-clutch transmission, and well-contained road and engine noise.
What could go wrong?
Will the steering connect the driver to the chassis with the level of intimacy a mid-engine sports car demands? Our first State-side drive suggests the rack is quick and accurate, but not the last word in terms of communicating how the front tyres are dealing with cornering loads. Then there’s the relative lack of high-rev headroom from the pushrod V8. We have plenty of love for this small-block V8 (a version of which powers the 2SS Camaro) but peak power is developed below 6500rpm and the rev-limiter not far beyond that number. Will the lack of a thousand or so revs blunt the driving experience? (Ah, probs not…)
AUDI E-TRON GT
What is it?
Audi’s flagship EV; a five-seater liftback jointly developed with the Porsche Taycan. It runs a motor on each axle which should combine to deliver a total output of 434kW/900Nm, enough for 0-100km/h in 3.4sec. It will be capable of 350kW ultra-fast charging, and have a range of around 400km.
Why we’re excited
Because we’ve driven the Taycan, so we have a fair idea of the potential of the e-tron GT. What we don’t know is if it will be gifted with the same level of chassis tech as its VW Group stablemate, like four-wheel steering, and active anti-roll. Regardless, what we should be able to count on is that almost supernatural ability of a performance EV to transmit your intentions and inputs into pure speed and scythe-like corner carving. And being an Audi, we’re pretty confident the interior will be something very special.
What could go wrong?
For more than a decade, fast, flat-handling flagship Audi sports cars have delivered rev-hungry performance accompanied by a manic, V10 howl; not the most tuneful of exhaust notes, but one always sure to raise the hairs on the back of your neck and stun the birds from the trees. There will be none of that here, so it’s the new world order of golden silence we have to get used to. Will the GT’s massive torque delivery via incisive throttle response be sufficient to compensate? Then there’s the steering, which we hope will be calibrated by the Audi Sport division, and involve the driver, rather than isolate.
MERCEDES-AMG GT BLACK SERIES
What is it?
The final, fastest, meanest hurrah for AMG’s sports coupe flagship. The Black Series moniker has always been reserved for the most focused AMG variants, and we expect the GT to be properly hardcore. It will have to be to bloody the noses of Nordschleife heroes like Porsche’s 911 GT2 RS and Lamborghini’s Aventador SVJ, the two vehicles which AMG claims it has performance benchmarked.
Why we’re excited
Black Series should take the ethos of the 430kW GT R Pro model and ramp it up to 11. Most intriguing will be the engine; specifically how AMG will extract the projected 520kW needed to mark turf in this space from the existing 4.0-litre twin-turbo architecture. Rumours are swirling that an extensive redesign will see unique internals, along with the highest level of boost yet applied to an AMG engine. The aero package will also be next level; essential for a proper crack at a Nurburgring lap time worth shouting about. Expect lots of tiny servo motors making flaps and wings go ‘whir’…
What could go wrong?
The inevitable on-road compromises when a performance car is wicked up out of its skin in the quest for race-track bragging rights: a brutal ride, punishing road noise due to reduced sound deadening and huge rubber, and restricted rear visibility due to aero addenda. However, don’t expect any of this to deter buyers, who will no doubt be queuing up to add this limited edition to their collections.
LAND ROVER DEFENDER
What is it?
Just your run-of-the-mill off-road icon, that’s all, redesigned from the ground up some 71 years after the first one was produced. It will be offered as a ‘90’ (which means three-door) and ‘110’ five-door, with five, six or seven seats. It switches from body-on-frame construction to an aluminium monocoque derived from the D7 platform of current Range Rover, Range Rover Sport and Land Rover Discovery siblings.
Why we’re excited
JLR know the value of heritage, and are experts at tapping into this while delivering all the comfort and convenience buyers want in a 4×4. This is an off-roader that will make you want to plan an adventure. Defender’s platform is said to be 95 percent new compared to that used in existing models, and is dubbed D7x – denoting ‘extreme’. Land Rover says it’s the strongest, stiffest structure it’s ever engineered. As is the case with the other 4x4s in the line-up, that also means the Defender has switched from solid axles to double-wishbone front and independent rear suspension. Customers can opt for either coil-sprung suspension or air on the 90s, while the 110 variants are only offered with air suspension.
What could go wrong?
Getting bogged is unlikely to be one. No, the only real concern may be how the 2.0-litre diesel four cylinder in the entry-level Defender may deal with the weight, which will exceed 2100kg as a minimum. Way more appealing is likely to be the new 3.0-litre in-line petrol six, with turbo and electric compressor, churning out sufficient mumbo to push the Defender to 100km/h in 6.0sec. The only other concern may be the ride on steel springs, given that wheels up to 22 inches are on the options list. Just say no.
VOLKSWAGEN T-ROC
What is it?
The T-Roc is a VW crossover that aims to plug a gap between Golf and Tiguan. It’s built on the MQB platform, and hopes to attract buyers who want an elevated driving position, but for whom a conventional SUV is a bit staid and soccer-mum. Think funky colours, contrasting roof, and the option to bring a splash of individuality to liven up what would otherwise be a slightly austere VW interior.
Why we’re excited
At this stage Australia will get just one high-spec T-Roc next year, the 140TSI R-Line, powered be a detuned version of the Golf GTI engine driving all four wheels. The 2.0-litre turbo-petrol four punches out a handy 140kW and 320Nm, channelling this via VW’s ubiquitous seven-speed dual-clutch gearbox. Figure on this being adequate for a 0-100km/h sprint in 7.2sec, while using a combined 6.7L/100km.
What could go wrong?
Here’s a new arrival for 2020 that would seem to have niche hit written all over it. If you’re after something more pragmatic, maybe wait for the T-Cross, as it could prove to be the more compelling package. As for T-Roc pricing, expect a tag of around $40K before you even start to dip into the options list, which will no doubt raise the prices.
PORSCHE 911
What is it?
The dawn of a new decade will bring us the option of a manual gearbox for 911 Carrera and Carrera S models; a reprise of the seven-speed unit from the 991.2. Yes, take-up will be tiny, but let’s be grateful it’s still on the options list. DIY downshift blips? Happy days.
Why we’re excited
Then there’s the 911 Turbo, which will elevate Porsche’s AWD hero onto an even higher plane, thanks in part to larger turbos and revised intercoolers for the 3.8-litre flat six. Outputs jump from 427kW/750Nm for the outgoing 991.2 Turbo S, up to 478kW and a whopping 800Nm, while the dual-clutch transmission gains an extra ratio, for a total of eight. So if you thought the 0-100km/h time of 2.9sec for the current car was a bit on the snoozy side, that will be trimmed to an altogether more sprightly 2.6sec.
What could go wrong?
We’ll also get the juicy tech details on the hotly anticipated GT3, even if seat time in this sublime weapon will have to wait until 2021. And we might be staring down the barrel of the last naturally aspirated 911s.
CADILLAC CT5
What is it?
This is the replacement for the CTS and ATS sedans, and uses their GM Alpha platform, but features a longer wheelbase. Two engines are offered initially: a 2.0-litre turbo four, and a 3.0-litre twin-turbo V6, the latter cranking out 268kW/550Nm. Both engines are mated to the 10-speed automatic transmission jointly developed with Ford. All variants in the CT5 line-up are offered with rear-drive or optional all-wheel drive. A limited-slip diff, Brembo brakes and adaptive dampers are among the tastier bits on the menu.
Why we’re excited
The CT5-V to really get excited about, though, is the Blackwing, rumoured to be under development and targeting a launch in 2021. This is tipped to run the new 4.2-litre twin-turbo V8, and be a credible performance rival for the likes of the Mercedes-AMG C63.
What could go wrong?
Okay, so Cadillac in Australia has a significant question mark over its head for now, but we’re still keen for a steer of the new CT5 mid-size sedan, due for launch in the US in the first quarter of 2020.
POLESTAR 2
What is it?
What comes after one? Two. Hence the sedan-ish Polestar 2 that follows the gorgeous hybrid Polestar 1. Unlike that coupe, Volvo’s performance arm has chosen to go all-electric for its second model. In reality it’s more a jacked-up, Cross Country-style three-box sedan with Volvo’s chic styling and ‘Thor’s Hammer’ headlights.
Why we’re excited
As you’d expect from the electric motors on both the rear and front axles, its all-paw performance is brisk. The key figures are 300kW and 660Nm delivering a 0-100km/h time of 4.7 seconds. The 78kWh lithium-ion battery pack is good for a projected 500km range (WLTP). A Performance Package is available, featuring beefed-up Brembo brakes, Ohlins dampers, 20-inch forged alloys and gold seatbelts. Inside a large iPad-style central screen dominates and runs Google’s HMI technology. Oh, and the cabin is vegan friendly… seriously.
What could go wrong?
Polestar announced the 2 will be both left- and right-hand drive, but local availability isn’t yet confirmed. Either way, watch out, Tesla.
VOLKSWAGEN GOLF MK8
What is it?
While the Mk8 nomenclature alludes to an all-new car, the eighth-generation Golf is based on a revised MQB platform. The exterior looks evolutionary, but the design has a revolutionary purpose with the lower front end aiding pedestrian crash protection. Most dimensions have grown to afford more cabin space. The wheelbase expands by 16mm (2636mm) for increased rear legroom. It’s also 4mm taller (1456mm), which adds to headroom.
Why we’re excited
We’re excited about the cabin with its fresh look and increased tech. There is a 10.0-inch screen (with third-gen MIB infotainment and WeConnect Plus), a digital dash and a capacitive panel of buttons. The engine options revealed include three turbo-petrols with 48v mild-hybrid systems (81kW, 96kW and 110kW), while the top-spec plug-in hybrid GTE will pack 180kW with 60km of electric-only range.
What could go wrong?
Mk8 pricing is yet to be announced and we’re awaiting GTI and R details. Oh, and don’t expect it to lob down under until late 2020.
BMW M2 CS
What is it?
The BMW M2 CS is the crowning glory of the current 2 Series Coupe range. It looks the part, too, with optional gold wheels and a brawny, beefed-up design. It comes with an array of carbonfibre reinforced plastic bits and pieces, mainly centring around the front splitter, roof, bootlid strip spoiler and rear diffuser. It also gains adaptive dampers, something the M2 Competition misses out on, and grippy track-focused rubber. The interior gains CS-specific logos as well as swathes of suede and carbonfibre.
Why we’re excited
It’s a two-door, rear-drive coupe with M4 levels of stonk in a diminutive package. Make that several boxes ticked. Oh, and you can have it in a manual – now you’re really concentrating. The S55 straight six packs 331kW and 550Nm of turbocharged goodness, enough to propel the CS to 100km/h in 4.0sec when equipped with the seven-speed DCT transmission. Add two tenths to that figure if you want three pedals.
What could go wrong?
Prices and availability down under are yet to be confirmed. How many we’ll get, and when exactly they’ll land, is yet to be determined. There’s reports that customers are already getting in on the action, so if you want one, start the process now.
TOYOTA GR YARIS
What is it?
Take a humble Yaris, add all-wheel drive and a lively 192kW/360Nm turbo triple, and you have the makings of something special. Throw in good rubber, wider tracks, body-hugging seats and extra go-fast addenda and there’s a recipe for success. The Toyota GR Yaris is the Japanese marque’s celebration for its rally prowess.
Weight, despite all-wheel drive, is relatively low at 1280kg. That’s largely thanks to the use of carbonfibre and aluminium body panels. Grip levels should be high with all-paw traction, but the 225/40 Dunlop SP Sport MAXX tyres will aid this, while stopping power is covered off with ventilated discs (356mm front and 297mm).
Why we’re excited
It’s basically a road-going rally car made by the gurus at Gazoo Racing. What’s not to get excited about? Toyota claims that the little Yaris will reach 100km/h in “less than 5.5 seconds,” making it quicker than the upcoming Ford Fiesta ST. It will also go on to a claimed top speed of 230km/h.
What could go wrong?
We won’t get the GR Yaris Performance Pack down under – which is a real shame when you learn what’s in the pack. It includes Torsen limited slip diffs, Michelin Pilot Sport 4 S tyres and specific suspension settings. We also don ‘t know how much the GR Yaris will cost by the time it lands on our shores, of which a date is also yet to be specified.
FORD RANGER RAPTOR V8
What is it?
Out is the four-cylinder diesel, in is the 5.0-litre Coyote V8 plucked from the Mustang GT. The project is sanctioned by Ford Australia, but it remains a local engineering effort. However, you’ll be able to buy one out of a Ford dealer and it’ll come complete with a full five-year warranty. The V8 Raptor will also be built to full OEM durability and safety requirements. So you’ll still get the rugged looks and the Baja-ready Fox shocks, just with much more straight-line speed and an aggro V8 soundtrack.
Why we’re excited
It’s a Ranger Raptor with an engine its off-road-focused suspension deserves – finally. The unit in question is, of course, the 339kW and 556Nm atmo bent eight found in the famous Blue Oval pony car. Oh, and the brakes will be appropriately upsized, too – which is good to know when you’re hauling down the road in a more than two-tonne dual cab. What’s more, we already know that the 10-speed auto is engineered to work with the 5.0-litre V8.
What could go wrong?
As with a lot of the cars on this list, and unknown price is where things could get tricky. When exactly it’ll arrive is also yet to be determined. And, if fitted, the 10-speed auto has already proved troublesome in terms of overheating in the Mustang – so that would need to be rectified.
Many of us are cursed with the desire to go fast with things that make loud brum-brum sounds, whether on four wheels or two.
Those who are particularly unfortunate feel the need for speed on both, an obsession that can decimate bank accounts, relationships and licences, but BMW has come to the rescue with the ultimate safe temptation for these bedevilled souls – the ‘M Meets Motorrad’ track experience.
Launched to celebrate the prestigious M Sport brand finally being applied to BMW’s fastest motorcycles, the event gives speed freaks like yours truly the chance to experience some of the latest and greatest Beemer sports cars and motorbikes on the same day.
As a BMW motorcycle owner, I was naturally quite keen to find out what all the fuss was about, particularly when I discovered that the inaugural event was to be held at the awesome Phillip Island GP circuit.
When the day finally arrives, the herd of petrolheads are gathered to be briefed on the ‘M’ portion of the day’s activities to take place over the morning. Lead driving instructor Derek gives us some driving tips and asks that we leave the DSC button alone until we hit the skidpan, in the interests of avoiding unscheduled track departures, and something else about being careful at Turn 2, but by then my bladder is busy telling me I shouldn’t have had that second coffee.
Helmets on, we make our way out to pit lane and are greeted by a row of thrumming new M4s, warmed up and ready to strafe The Island.
I jump in the nearest car before anyone can tell me not to, and it’s a slightly surreal moment as Derek leads us down the pit exit for the first time, the morning sun glinting off Bass Strait in the distance. He sets an easy rhythm for the first few laps, but as the pace picks up I begin to revel in the M4’s prodigious power and grip.
Having ridden a fair bit at the Island but never driven there, it’s striking how late the M4 can be braked into turns, and downright mind-blowing how early serious power can be dialled in. By taking a wide corner entry and clipping the apex late, I can summon what feels like a heroic amount of mumbo exiting the turns, the straight-six turbo snarling magnificently as the rear Michelins squirm for dear life over the ripple-strips.
Derek is really starting to hustle, so I nail the pedal to the floor before the crest coming onto the straight and we hurtle under the Melbourne bridge. With the gap still extending I hold my breath and hit the anchors as late as I dare before Turn 1, the seatbelt constricting as the car slows like it’s hooked onto an aircraft carrier landing cable.
Still carrying big speed, the M4 drifts wide out of Doohan Corner and I try to carry the momentum into Turn 2, but suddenly the front end doesn’t want to turn and I’m on the dusty section of Southern Loop, lurching ever closer to the outer edge of the track. What was Derek saying about Turn 2 again?
After what seems like an eternity, the front Michelins finally play ball and I scythe back to the second apex, hoping it looks deliberate.
All too soon the session is over and I’m cruising back down pit lane with damp palms, but absolutely buzzing. That was at least as fun as any motorcycle session I’ve ever done here.
After a few more laps in the surprisingly not-terrible X3, it’s time to go drifting in an M2 Competition, a car that’s very high on my Christmas wish list.
Skidpan instructor Scott demonstrates the correct technique on the freshly drenched concrete, executing a masterful slide transitioning into a full 360-degree drift. Yeah, looks easy…
I apologise in advance to my passenger, Rod, with whom I’m sharing skid duties, and set off down the indicated line – 30km/h, second gear, DSC off. Mid-turn I stab the gas hard and the rear of the M2 instantly snaps hugely sideways, leaving us pointing in the opposite direction.
Old Rod is laughing so hard I fear he might pass out as I come around for another pass, but this time I’m ready with a bag of opposite lock when the rear steps out, catching the slide and powering out of it with a satisfying roar from the 302kw twin-turbo. ‘Woooooo!’ cheers Rod, still cackling like a maniac. Holy heck, this is addictive.
After a few more runs with varying degrees of success I reluctantly hand back the keys to the M2, as it’s time to embark on the ‘Motorrad’ portion of the day’s activities.
This section of the day is run by the California Superbike School, with a stable of sparkling new BMW motorcycles to try out, from R9Ts to R1250s and even a K1600 police bike – complete with sirens.
For the first session I head out on BMW’s most track-oriented motorcycle, the ballistic S 1000 RR, and its superior power-to-weight ratio over an M4 makes itself felt immediately, morphing Gardner Straight into a tunnel of blurred colour as my eyes desperately search for the braking markers at 270km/h.
If driving a car at Phillip Island is thrilling, then riding the S 1000 RR here is like mainlining tiger adrenaline. But I’m riding messily and missing markers, my body tensing uncomfortably where my behind contacts the seat.
Compared to the M4, more patience is required before you can wind the throttle open, though the RR’s electronics do a sensational job of keeping the rear tyre hooked up.
In the second session I start to feel the rhythm more as some of the cobwebs get blown away, the RR feeling more like a scalpel than a hammer. There’s a moment of delight at the banked Siberia corner as my knee touches down at full lean, the cornering forces equalising briefly before the screaming 1000cc four-cylinder hurls me towards Turns 7 and 8.
By now another difference between driving and riding at Phillip Island is becoming apparent – the extra physical exertion required to hang off a charging 150kW sportsbike. It’s a weird type of callisthenic strength you need to smoothly move your body mass around on a motorbike without upsetting the balance, and Phillip Island is particularly taxing with such long, stupendously fast corners.
When I see the red flags waving to end the session I’m semi-relieved because my leg muscles are burning from the effort required to hang off the RR.
After a change of pace sampling a couple of the less track-oriented bikes in the last session, it’s finally time to peel off the sweat-soaked leathers and try to get my head around the incredible range of machinery I’ve just piloted.
With so much to fit into a single day, some of the sessions could have been longer, but that seems a churlish complaint given you get to ride and drive so much quality BMW metal on the same day, with expert tuition.
Future M Meets Motorrad dates are yet to be announced, so keep an eye on the events page on the BMW Motorrad website if you’re interested in trying this unique motoring experience.
- Biggest field of GT3 cars ever for Bathurst
- Debut of Honda NSX GT3
- McLaren, Aston Martin, Lamborghini and more on the way
Set down for the first weekend of February, the huge field is a record for the event.
A who’s-who of world GT3 endurance racing is on the bill, with 34 cars in the top-tier GT3 category. Brands including Audi, defending winners Porsche, Bentley, BMW, Nissan and Mercedes-AMG will return to the mountain, while marques like McLaren and Aston Martin will step up their involvement.
As well, the event – now owned by Supercars – will see the debut of the Honda NSX GT3 car (below), with a single car to be run by Honda motorsport powerhouse JAS.
The 2020 race will also mark the Mount Panorama debut of the latest Aston Martin Vantage GT3, McLaren 720s GT3, Mercedes AMG GT3 EVO and the second-generation 991 Porsche GT3 R, among other updated ‘evolution’ models.
Teams who will make the trek to Australia include the Chinese-based Absolute Racing, who will field two 911s for a squad of factory Porsche drivers that includes defending winner and Aussie ace Matt Campbell, as well as the Lamborghini-backed Orange 1 FFF Racing Team, who will field a Huracan GT3.
Local entrants include a trio of semi-factory backed Audi R8s that will be bolstered by the arrival of works teams from Germany, along with two Mercedes-AMG GT3s for Triple Eight Racing.
Drivers are still to be sorted, but names like Garth Tander, Lee Holdsworth and Shane van Gisbergen have already been thrown in the mix. Expect Supercars pros like Jamie Whincup to return, along with Chaz Mostert and many others.
One entry that is confirmed is the Aston Martin trio of Supercars ace Rick Kelly, multiple-time IndyCar champion and Indy 500 winner Scott Dixon from New Zealand and Aston Martin factory racer Jake Dennis, driving a Castrol-backed Vantage GT3 for R-Motorsport.
Dennis finished second in 2019 after an epic battle with Campbell for the win late in the race.
The pace of the race is expected to be red-hot; the current 2min 01.5sec time set by van Gisbergen in 2016 could tumble this year, thanks to the lack of slower cars in the mix. The ‘slowest’ cars in the field for 2020 are likely to be the four Australian-made MARC II Mustangs, which can lap Bathurst at 2min 04sec pace.
The race entry number isn’t locked in as yet – the tiny GT4 entry of just two cars may well disappear, while more teams are understood to be in negotiations with race organisers.
Whatever the final number, watching 34 GT3 racers plunge into the darkness come Sunday February 2 is going to be incredible.
2020 Liqui-Moly Bathurst 12 Hour – official entry list
| CLASS | u00a0 | TEAM | MAKE | MODEL |
| CLASS A PRO | 1 | Earl Bamber Motorsport | Porsche | GT3 R |
| CLASS A PRO | 2 | Audi Sport Team Valvoline | Audi | R8 u2013 LMS GT3 |
| CLASS A PRO | 7 | Bentley Team M-Sport | Bentley | Continental GT3 |
| CLASS A PRO | 8 | Bentley Team M-Sport | Bentley | Continental GT3 |
| CLASS A PRO | 18 | KCMG | Nissan GTR | Nismo GT3 |
| CLASS A PRO | 22 | Audi Sport Team Valvoline | Audi | R8 u2013 LMS GT3 |
| CLASS A PRO | 27 | Hub Auto Corsa | Ferrari | 488 GT3 |
| CLASS A PRO | 30 | J.A.S Motorsport s.r.l (Honda Racing) | Honda | NSX GT3 |
| CLASS A PRO | 32 | Walkenhorst Motorsport | BMW | M6 GT3 |
| CLASS A PRO | 34 | Walkenhorst Motorsport | BMW | M6 GT3 |
| CLASS A PRO | 35 | KCMG | Nissan GTR | Nismo GT3 |
| CLASS A PRO | 60 | 59Racing / EMA Racing | McLaren | 720S GT3 |
| CLASS A PRO | 62 | R u2013 Motorsport | Aston Martin | Vantage AMR GT3 |
| CLASS A PRO | 63 | Orange 1 FFF Racing Team | Lamborghini | Huracan GT3 |
| CLASS A PRO | 76 | R u2013 Motorsport | Aston Martin | Vantage AMR GT3 |
| CLASS A PRO | 77 | Mercedes-AMG Team Craft-Bamboo Racing | Mercedes AMG | GT3 |
| CLASS A PRO | 222 | Audi Sport Team Valvoline | Audi | R8 u2013 LMS GT3 |
| CLASS A PRO | 888 | Triple Eight Race Engineering | Mercedes AMG | GT3 |
| CLASS A PRO | 911 | Absolute Racing | Porsche | GT3 R |
| CLASS A PRO | 912 | Absolute Racing | Porsche | GT3 R |
| CLASS A PRO | 999 | Mercedes-AMG Team GruppeM Racing | Mercedes AMG | GT3 |
| CLASS A PRO AM | 4 | Grove Racing | Porsche | GT3 R |
| CLASS A PRO AM | 9 | Hallmarc | Audi | R8 u2013 LMS GT3 |
| CLASS A PRO AM | 12 | Earl Bamber Motorsport | Porsche | GT3 R |
| CLASS A PRO AM | 75 | SunEnergy1 Racing | Mercedes AMG | GT3 |
| CLASS A PRO AM | 188 | Garage 59 | Aston Martin | Vantage AMR GT3 |
| CLASS A PRO AM | 777 | The Bend Motorsport Park | Mercedes AMG | GT3 |
| CLASS A SIL | 6 | Wall Racing | Lamborghini | Huracan GT3 |
| CLASS A SIL | 24 | Tony Bates Racing Pty Ltd | Audi | R8 u2013 LMS GT3 |
| CLASS A SIL | 29 | Trofeo Motorsport | Lamborghini | Huracan GT3 |
| CLASS A SIL | 59 | 59Racing | McLaren | 720S GT3 |
| CLASS A SIL | 96 | Brett Hobson | Nissan | GT-R NISMO GT3 |
| CLASS A SIL | 159 | Garage 59 | Aston Martin | Vantage AMR GT3 |
| CLASS A SIL | TBA | TBA | Mercedes AMG | GT3 |
| CLASS C GT4 | 13 | RHC Jorgensen-Strom | BMW | M4 GT4 |
| CLASS C GT4 | TBA | TBA | TBA | TBA |
| INV | 20 | T2 Racing | MARC | II |
| INV | 91 | Ryan McLeod | MARC | II |
| INV | 92 | Ryan McLeod | MARC | II |
| INV | 95 | CJ Motorsport | MARC | II |
For Wheels Car of the Year 2020 we issued a new challenge for each of the contenders – independent performance testing.
A staple of Wheels comparison tests, this year’s COTY was the first time we cracked open the VBOX to put each manufacturer’s acceleration claims to the test.
This new level of testing had us rather excited, because part of this year’s field was the Tesla Model 3 Performance, arguably the most exciting performance car of the moment.
Tesla hasn’t been shy about making big claims about how fast its vehicles are, and it was time to put Elon’s statements under the microscope.
At the time of testing, Tesla claimed the Model 3 Performance would sprint to 100km/h from a standstill in 3.4 seconds.
With Track mode engaged, the best that our VBOX recorded was a 3.5 second 0-100km/h sprint, just a tenth of a second slower than the manufacturer claim.
Fitted with a 75kWh battery, and dual-motor set-up, the Model 3 Performance is capable of generating power in the realms of 353kW and 639Nm, which is spread across both axles.
Weighing in at a claimed 1847kg, the Model 3 is no featherweight, but it still manages to get up and go from a standstill with serious enthusiasm.
Of the entire Wheels Car of the Year 2020 field, the Tesla Model 3 Performance was the second quickest vehicle we tested, just behind the Porsche 992 911 Carrera S, which used its 331kW/530Nm twin-turbo 3.0-litre flat-six engine to crack 100km/h in 3.4 seconds (compared to a 3.5 second claim).
While the Model 3 Performance fell just short of the figures on the brochure, there was another Tesla on test that actually beat the manufacturer claim.
Also taking part in Wheels COTY 2020 testing was a Model 3 Standard Range Plus. With the smaller 50kWh batter, and a single motor set-up, the Standard Range recorded a 5.3 second 0-100km/h sprint, according to our VBOX data.
That’s three tenths of a second quicker than Tesla’s official claimed acceleration figure of 5.6 seconds.
Despite being the least powerful of the three-variant Model 3 line-up, the Standard Range Plus is still a stout performer, with around 211kW and 375kW being sent to the rear wheels, in a package that is claimed to weight 1611kg.
A Model 3 Long Range, which has a 75kWh battery, dual motors, and estimated 307kW/510Nm outputs, was not on test, but judging from the performance of its siblings, we don’t doubt its 4.6 second 0-100km/h claim.
Shortly after Wheels Car of the Year testing concluded, Tesla introduced an over-the-air update for the Model 3 Performance, with release notes telling customers “your car’s power has been increased by approximately 5 percent, improving acceleration and performance.”
We will endeavour to conduct a second round of testing for the Model 3 Performance that has been updated as soon as possible.
WHEELS Car of the Year is the longest continually-running motoring award in the world.
Since the very first award was handed out in 1963, there have been a number of moments which stand out as more entertaining, impressive, or controversial than others.
Here, we’ll run through some of the COTY moments worth a revisit ahead of this year’s winner being announced on January 30:
1. Blowing down the doors at Colonial Stadium
The year was 2000, and Wheels decided to do something special to show off its latest Car of the Year winner, the second-gen Subaru Impreza.
Colonial Stadium (now named Marvel Stadium) in Melbourne was to be the site of the big reveal, and Wheels had cooked up an extravagant idea for revealing the winner – we’d use a helicopter to lower it into the centre of the stadium.
Needless to say, things didn’t go to plan, as the downwash from the chopper blew away everything that wasn’t properly bolted down. Promo hoardings were beaten to destruction and needless to say, it was a stunt that we never saw fit to repeat.
Nevertheless, the vintage news footage makes for an entertaining watch.
2. No winners
Controversy at Car of the Year doesn’t get much bigger than in both 1972 and 1979 when no award was given.
Wheels shocked readers in ‘72 when it decided to withhold COTY.
“The guidelines laid down for the award require that the car must present a significant product advance,” Wheels said at the time. “None of the cars released really achieved this criterion.”
This was despite fresh metal such as the first truly Aussie Ford Falcon, the XA, along with the Cortina, Morris Marina, and the Datsun 180B all being released that year.
It happened once more in 1979, with Wheels rubbing salt into the wounds of that year’s crop of contenders with a now iconic four-wheeled lemon cover and the simple headline “No Wheels Car of the Year.”
Ford felt hard done by with the decision, having put its hopes on the fresh XD Falcon taking home the award after missing out with the XA.
3. Toyota vs Wheels
Despite being one of the biggest car manufacturers both in the world, and locally, Toyota has had a rough record at Wheels Car of the Year. The Japanese giant won its first COTY nod in 2012 in a joint effort with Subaru for the 86/BRZ twins.
Things got heated between Toyota and Wheels in 2008, when then-Wheels editor Ged Bulmer put a Toyota Kluger on its roof during testing.
Bulmer and Wheels blamed the Kluger’s ESC for the crash, Toyota blamed driver error.
The Kluger earned the unceremonious title of being the first vehicle to suffer a rollover during COTY testing, something no car has done since.
4. Renault wins the first ever COTY
Genesis. In 1963 the Renault 8 became the first ever Wheels Car of the Year winner.
The rear-engined sedan was praised by the inaugural COTY team for its versatility, comfort and French panache.
Since taking the gong at the debut event, Renault has won COTY just once more. In 1970 it took home the spoils with the Renault 12.
For 2019, the French giant probably has its best shot in nearly half a century years with its Alpine performance offshoot. Can the A110 coupe sound La Marseillaise this time round?
5. Ford’s home-grown SUV makes history
Recent winners the Mazda CX-9 and Volvo XC60 have proven that the age of the SUV is well and truly upon us, but back in 2004, Ford proved it was ahead of the curve with the Territory.
The Aussie designed and built family high-rider became the first SUV in history to win Wheels Car of the Year.
We praised the Territory for its car-like handling, with buyers spoiled for choice too, with RWD or AWD and five or seven seats all on the menu.
It took another 12 years for a SUV to win COTY again.
