Established in 1993, the Australasian New Car Assessment Program was a response to the drive for safety in the United States led by the National Highway Traffic Safety Administration (NHTSA).
In 1978, the Yanks started using crash test dummies to evaluate the safety of vehicles going further than existing standards that were more concerned about how a car survived a stack than its occupants.
In Australia, 10.5 per 100,000 people were dying in car crashes in the ’90s. Today that number is down at around 4.5 per 100,000. That’s still too high, but a marked improvement that wouldn’t be so significant were it not for crash-testing bodies making noise about vehicle safety.
To celebrate 30 years of ANCAP, Wheels and the crash-testing body teamed up to find a suitable victim to illustrate just how far vehicle safety has come.
With 58,000kms on the clock wearing original FGD 057 Victorian Garden State State Plates, the mid-spec Magna Exec (with fetching blue velour upholstery) had its registration cancelled in July last year when it was bought by a young South Australian father looking to get a vintage motor at an affordable price.
The poor thing. Our example is almost too good to crash. But think of this non-running Magna as one that passed its body onto science; the world is richer in knowledge thanks to this dad-spec car from the ’90s getting munched.
Most reviews you’ll read on this site labour the active safety features now expected to avoid crashes. The Magna has none of that, just four three-point belts and a centre lap sash – not even an airbag.
Crunch. That’s it. The initial hit and energy transfer looks promising, but the Magna’s front end is tamped like a bed of coffee beans as the body reaches maximum compression. It’s a brutal watch.
Without airbags, the risk of skull fracture and brain injury – potentially fatal injuries – are significant in the Magna.
The dummy’s head registered 107 g worth of force. To put that in context, Formula 1 drivers experience up to 6 g in corners, while Romain Grosjean’s fiery 2020 crash registered 67 g.
It’s also more than twice the force occupants of a modern five-star car would experience in the same crash; ANCAP says that could be the difference between life and death.
There was pronounced footwell intrusion and high femur loading on the dummy’s left leg, too (expect a fractured limb at least) and while things initially seemed better in the rear, the Magna’s seatbelts aren’t modern items with pre-tensioners.
With only one crash test performed ANCAP isn’t star-rating the Magna but scoring zero out of 16 possible points for the frontal offset impact would not bode well for a 2023 five-star rating.
The chances of having a crash at just 50km/h and escaping minor injuries are not high in this vehicle; they are in modern cars. And it’s not just the Magna, results from this modern test are consistent with the level of force seen in original testing.
“Our founders were originally met with strong resistance from vehicle manufacturers, yet today, they’re the ones bringing forward new and innovative ways to prevent road crashes and leading the way in vehicle safety improvements”, said ANCAP CEO Carla Hoorweg of the significant development that’s occurred over the last three decades.
Tesla boss Elon Musk revealed the first key details of the problem-plagued electric truck, which was first shown in prototype form more than four years ago.
“Once in a while, every five to 10 years or so, a product comes along that is rare; so rare that it seemingly is impossible,” said Musk in Tesla’s live Delivery Event broadcast on the X social media platform he owns.
“[This is] a car that experts said is impossible, said would never be made. I think it is our best product, the most unique thing on the road. It will look like the future.
“It’s more truck than a truck, and it’s a better sports car than a sports car – all in the same package.”
Musk claims the Cybertruck’s Tesla-designed steel alloy construction will have no corrosion, doesn’t need paint, and helps give the truck greater torsional stiffness than a McLaren P1 supercar.
This time there was also a successful demonstration of the Cybertruck’s Tesla Armor Glass, with no windows shattering when struck by a baseball as they did in a 2019 demonstration.
Tesla also showed a video of a machine gun firing bullets at the Cybertruck, leaving only dents in its side.
“Why did we make it bulletproof? Why not?!” said Musk with a smile.
Tesla revealed several new details to prove it is more than just a show truck.
It is quoted with a towing capacity of 11,000Ibs (4990kg) and a payload capability of 1134kg. A “super-tough composite” tray dispenses with the need for a bedliner, says Tesla, and is big enough to handle 1.22m x 2.44m construction loads.
In another video, Tesla conducted a ‘Truck Pull’ comparison test that involved a 40,000Ib (18,144kg) truck-sled and two key electric rivals: the Ford F-150 Lightning and Rivian R1T.
Tesla says the Cybertruck pulled the sled to 317.75ft compared with 257ft for the Rivian and 207ft for the Lightning.
A 0-60mph (0-97km/h) time of 2.6 seconds is quoted for the Cybertruck, with the quarter mile covered in 11 seconds (while towing the 911, Tesla said).
This performance is specific to the flagship Cyberbeast model, which is priced from US$99,990 ($151K).
Cybertruck prices start at US$60,990 ($92,000) for the base, RWD model, while a mid-range AWD costs from US$79,990 ($121K).
The longest estimated electric range is 340 miles (547km) for the mid-range AWD model. Tesla estimates 250 miles (402km) for the base RWD and 320 miles (515km) for the Cyberbeast.
Musk claims the Cybertruck will provide “off-road performance” with features including adaptive air suspension with auto-adjusting dampers and 300mm of travel, ground clearance of up to 432mm, and locking differentials.
Other features include torque vectoring and a steer-by-wire system that varies how much the front wheels turn based on speed.
The Cybertruck’s turning circle is tighter than that of the Model X large SUV, according to Tesla.
Tesla concluded its Delivery Event by handing over the first production Cybertrucks to the first owners.
Proper deliveries won’t begin until 2024 for the AWD and Cyberbeast models, with the RWD entry model due in 2025.
The Cybertruck is not currently expected to be offered for sale in Australia.
Our original story, below, continues unchanged
Tesla chief executive Elon Musk has confirmed Cybertruck deliveries will start from December 1 (Australian time).
The delivery launch event at the company’s Austin, Texas ‘Gigafactory’ will mark four years and one month after the controversial electric ute first debuted in prototype form.
At the company’s latest quarter three 2023 earnings call [YouTube ↗], Musk told investors and analysts: “We dug our own grave with Cybertruck.”
According to the CEO, Tesla has had to invent how to bend hard stainless steel, large 9000-tonne castings and stampings, and a new low- and high-voltage architecture to produce the Cybertruck.
However, the American company admitted it could face “enormous challenges” in ramping up production for the Cybertruck to make a return on investment.
Tesla claimed it can produce more than 125,000 Cybertrucks per year, potentially increasing to 250,000 by 2025.
Musk also teased the upcoming affordable Tesla ‘Model 2’ electric car will be the opposite of the Cybertruck by being “much more conventional in terms of the technologies we’re putting into it”, and expects it to ramp production faster to meet anticipated high volume demand.
Henry Man
A new unverified video has revealed what appears to be a near-production version of the Tesla Cybertruck’s interior.
Posted by Russian content creator vlad vein [YouTube ↗], it depicts the electric ute’s unique cyber-themed user interface on its central touchscreen, with a row of app shortcuts and the climate control positioned on the driver’s side for easier reachability (instead of the bottom as per current Tesla vehicles).
The ‘floating’ centre console also features dual Qi wireless charging pads – slanted more than the Model 3 sedan and Model Y SUV – and angular-shaped cup holders.
The front windscreen sun visors appear to be attached ahead of the glass itself – reminiscent of the Model X, though the fixed panoramic glass roof doesn’t extend into the windscreen – and the hazard light button is mounted on an angular piece housing the front camera and rear-view mirror.
The rear passenger armrest also folds down the entire middle seat and headrest, similar to the upcoming 2024 Model 3 facelift.
As per previous photos, the futuristic electric truck features a closed-yoke steering wheel with touch-sensitive turning indicators and a drive selector via the touchscreen in lieu of physical stalks.
The video is unconfirmed, and it appears the person filming wasn’t meant to be in the vehicle. Even though pre-production examples have only been seen testing in North America, the content creator is based in Russia.
Last month, a Tesla factory tour with Israeli Prime Minister Benjamin Netanyahu also showed off the interior with full-width ambient lighting strips across the dashboard and door cards [YouTube ↗].
The controversial Cybertruck electric ute is expected to start deliveries in North America later this year – four years after its debut – but an Australian launch isn’t expected, with original reservations refunded to potential customers in 2022.
Henry Man
A video of a banged up Cybertruck has been posted to TikTok by Chicago company CTL Logistics, with a sticker on the truck’s door seeming to confirm it had been subjected to a ‘ditch rollover’ test.
The video has since been taken down but not before it was saved by some savvy members of the Cybertruck Owner’s Club.
While we don’t actually get to see the Cybertruck being crashed, the video does provide some new details. We get a look inside the rear of the cabin, for example, which shows a tablet touchscreen on the back of the centre console (similar to the updated Model 3) and twin octagonal cupholders inside the centre arm rest. The video also shows just how narrow the rear glasshouse is, so don’t expect much in the way of outward vision if you’re a backseat passenger.
The Cybertruck’s airbags have deployed in the rollover and the angular exterior is pretty secondhand, with the roof, windscreen and exterior panels all showing visible damage. We also get a brief look inside the Cybertruck’s tray which is loaded up with broken bits of bodywork.
The video is the latest bit of news to suggest that Tesla is finally gearing up to put the Cybertruck into production. Videos of other, less crashed, Cybertrucks on the back of trucks, cruising the streets and even being filmed in Iceland have all been published.
The photos, posted to the Cybertruck Owners Club [↗] (if ever a more hopeful group existed…), shows the view from the driver’s seat, snapped by a guest at a recent shareholder event in Texas.
Although not a comprehensive view, the photos show a new-design steering ‘wheel’ with a distinctly flat racing-like rim at the top and bottom, rather than the open-topped yoke introduced with the updated Model S and Model X in late 2021.
The requisite huge display dominates the centre of the dash, while an entire paddock of dashboard reaches forward into the long windscreen, potentially offering owners a cosy sleeping nook on a warm summer’s afternoon as the Cybertruck charges. I mean, why not? If nothing else, there’s a market here for a specialised rag-on-a-stick [↗] to clean the bottom edge of the window.
That’s all there is to know, for now, but if Elon holds true to his promise of launching his big damn doorstop later this year, we should see more in the weeks and months ahead.
The video, shared to Twitter by Tesla, shows a Cybertruck with ‘Test’ written on the side heading towards a wall in a crash-testing facility with four dummies on board.
The 37-second video quickly cuts between multiple angles with slow-motion and full-speed clips spliced together, though we never actually see the Cybertruck hurtle into the wall.
We’re also treated to a quick brief view of the Cybertruck’s underpinnings where we can see the front structure and view of the suspension.
The image appears to show a double wishbone suspension configuration – a more advanced system than the average ute’s struts – for Cybertruck’s promised air suspension.
Tesla has promised a full unveiling of its electric pick-up later this year.
The electric pick-up truck – a rival to the Ford F-150 Lightning, Rivian R1T, Chevrolet Silverado EV and Ram 1500 REX – was first unveiled in 2019.
However, it has yet to enter mass production, with the initial late 2021 production forecast delayed indefinitely.
Following comments by Tesla CEO Elon Musk in 2022, the brand’s design boss, Franz von Holzhausen, now claims the Cybertruck will arrive later this year.
“We knew we had to improve the [manufacturing] process further. And with Cybertruck, we designed a vehicle around a vision that actually started with the manufacturing process. In this case, the materials dictated the design,” he said at the Investor Day event today.
“[Forming full hard stainless steel] forced us to think about designing something in a way that you couldn’t normally stamp panels. You couldn’t form them in a traditional way – so you ended up with very linear bending processes that are just not in automotive [and] manufacturing language today.
“It’s a super dynamic truck and it has all the functionality you would expect out of any of the other competitive trucks. And the best thing about it: it’s coming this year.”
As reported by dedicated EV publication Electrek, a “pre-production Cybertruck beta” was unveiled at Investor Day, providing our best look yet at the production-ready version.
While it retains the concept’s outlandish triangular-like shape and stainless-steel construction, the latest Cybertruck prototype features a revised front design, a large windscreen wiper, and traditional side mirrors.
Inside, the Cybertruck has a new steering wheel design to replace or complement the original yoke-style wheel. While it’s a more traditional shape, it isn’t completely round, either.
In addition, there appears to be a newly-designed centre console and a central entertainment screen for rear passengers, as found in the Model S and Model X.
Elon Musk has apologised for the delay in bringing the Cybertruck to market, but he has promised the pick-up will enter production in 2023.
In mid-2022, Tesla removed the Cybertruck from its global websites – including Australia – and deleted pricing and specifications for the pick-up on its United States site.
The Kona Hybrid is the second petrol-electric model in Hyundai’s current line-up, following the Santa Fe Hybrid while beating the upcoming i30 Sedan Hybrid and long-awaited Tucson Hybrid to market.
It also joins existing petrol-powered Kona models, and would have launched alongside the new Kona Electric – except that Hyundai Australia is still working out the pricing with its Korean masters.
Keeping things simple, the Kona Hybrid’s trim grades and equipment list mirror the petrol models, meaning what you got with the regular model’s launch in June, you also get here with the Hybrid.
Highlights across the petrol and hybrid range include 18-inch alloy wheels, a 12.3-inch main display, Hyundai’s Bluelink remote connectivity service with over-the-air (OTA) updates, plus dual-zone climate control, heated and auto-folding side mirrors, LED daytime lighting at both ends, a 15W wireless phone charger and wireless Apple Carplay and Android.
The Kona Hybrid builds on that with regenerative braking and torque-vectoring control, a column-mounted gear selector and the massive open cup-holder that move enables.
| Model | Pricing | Change (vs. 2023 Kona) |
|---|---|---|
| Kona | $32,000 | up $5100 (over base) |
| Kona N Line | $36,000 | new |
| Kona Premium | $39,500 | up $1200 (over Highlander) |
| Kona N Line AWD | $40,000 | up $2900 (over N Line AWD) |
| Kona Premium N Line | $42,500 | new |
| Kona Premium N Line AWD | $46,500 | up $3300 (over N Line Premium AWD) |
| Prices exclude on-road costs | ||
| 2024 Hyundai Kona features | |
|---|---|
| 18-inch alloy wheels | Keyless entry and push-button start |
| 12.3-inch display | LED headlights (reflector-type), tail-lights and DRLs |
| 4.2-inch semi-digital instrument cluster | LED cabin lighting |
| Wireless Apple CarPlay and Android Auto | Dual-zone climate control with rear vents |
| Hyundai Bluelink connected-car service | Rear-centre fold-down armrest |
| Over-the-air remote software updates | Remote start |
| DAB+ digital radio | Heated, auto-folding side mirrors |
| Six-speaker audio system | Front and rear parking sensors |
| 27W USB-C charge ports (3x front, 2x rear) | Manual height-adjustable driveru2019s seat with two-position power lumbar support |
| 15-watt wireless phone charger | Manual height-adjustable passenger seat |
| Black cloth upholstery | Tyre pressure monitoring |
| Leather-wrapped steering wheel and gear shifter | Roof rails |
| 2024 Hyundai Kona Hybrid specific features | |
|---|---|
| Virtual engine sound system | Column-mounted shift-by-wire gear selector |
| Adjustable regenerative braking (to a complete stop) | Paddle shifters |
| Torque vectoring control | Open-type centre console |
| Low-speed audible pedestrian alert | Driver-only fan function |
| 2024 Hyundai Kona Premium adds | |
|---|---|
| 12.3-inch driver display | Eight-way power-adjustable passenger seat |
| Wired Apple CarPlay and Android Auto | Remote smart parking |
| Connected satellite navigation | Zero-gravity position relaxation seat function |
| Built-in voice recognition | LED headlights (projector-type) |
| Eight-speaker Bose audio system | LED turn signals and full-width front strip |
| Blind-spot view monitor | Rain-sensing wipers |
| 360-degree camera system | 64-colour ambient interior lighting |
| Reverse auto emergency braking | Side parking sensors |
| Hands-free electric tailgate | Acoustic laminated windshield |
| Black leather upholstery | Silver-plated skid plates |
| Heated and ventilated front seats | Rear privacy glass |
| Heated outer-rear seats | Auto-dimming rear-view mirror |
| Heated steering wheel | Dark grey body cladding |
| 10-way power-adjustable driveru2019s seat | Auto-tilting side mirrors in reverse |
| 2024 Hyundai Kona N Line kit | |||
|---|---|---|---|
| EXTERIOR | INTERIOR | FEATURES / TECH | |
| Bumpers/skid plates/side skirts | Leather appointed/Alcantarau00ae interior | LED dual projector beam headlights | |
| Wing-type gloss black rear spoiler | Steering wheel w/perforated grips | LED u2018Seamless Horizonu2019 front | |
| Badges / N wheel centre caps | Active Red air vent/seat highlights | parking light | |
| 19-inch alloy wheels, 235/45 tyres | Dark Metal interior trim highlights | LED front/rear turn signals | |
| Chrome twin tip exhaust | Black headlining | 12.3-inch full digital instrument cluster | |
| Black mirror caps/beltline garnish | Alloy pedals | Electro-chromatic interior mirror | |
| Body coloured cladding | Sport scuff plates | Rain sensing wipers | |
| Specific for 1.6 GDi Hybrid: | Additional for 2.0 MPi: | *NOTE: above convenience features already std. on KONA Premium trim | |
| 18-inch N Line alloy wheels | Shift By Wire/paddle shift/open console | ||
Hyundai’s SmartSense safety suite is also featured in both trim grades, detailed further down in the safety section of this story.
Stepping into the new Kona, you’re greeted with a modern and sensible design. The bright, fast and huge 12.3-inch main screen is matched to a steering wheel and dash featuring a familiar range of critical function and convenience controls – something of a rarity in this age of all-screen cabins.
Spring for the Premium model and you get a second 12.3-inch display behind the steering wheel, where the base model gets retro-futuristic ‘digital analog’ gauges and a 4.2-inch screen.
The new Kona shares its platform with the i30 Sedan and Kia Niro, but its dimensions differ somewhat, with a wheelbase of 2660 millimetres – 60mm longer than before, but still 60mm shorter than the related vehicles.
Overall length grows by 150mm to 4355mm, and width is up 25mm to a new 1825mm. Hyundai says this results in a second row that offers 77mm more legroom and 11mm greater headroom, making it a segment leader in these dimensions.
Comfort in both rows is good, with firm but supportive seats, cloth-trimmed in the entry model and ‘leather’-upholstered in the Kona Premium
For context, the popular Toyota Corolla Cross rides on a 2640mm (-20mm) wheelbase and measures 4460mm in overall length (+105mm), with an identical 1825mm width.
Comfort in both rows is good, with firm but supportive seats, cloth-trimmed in the entry model and ‘leather’-upholstered in the Kona Premium. Occupants in the front get well-bolstered backrests, along with a laidback “zero-gravity weightless posture” Relaxation position in the Premium to rest as desired. (More of a ‘stuck at a public charger for an hour’ EV feature really.)
Owners of the entry hybrid miss out on powered seats, with that function exclusive to the Kona Premium. Not uncommon for base models, but this could’ve been an opportunity to wow buyers.
Toe room under the front seats is likewise good, while the flat floor means any middle passenger will only be squashed from the hips up. Take your victories where you can get them… and the rear seats recline, too.
Storage in the Kona’s cabin is plentiful. The front row offers a cubby beneath the HVAC controls for 15W fast and cooled wireless phone charging or bits-and-pieces, while the cup-holder rings can be retracted to create a large open storage area – thanks in great part to the gear shifter moving to a column behind the steering wheel.
There’s a long slim bench above the glove box, although its hard-plastic surface makes it fairly useless for storing anything while driving. The glovebox itself is deep, however, and the door bins are likewise large with plenty of space for a one-litre drink bottle and other items besides.
Occupants in the second row get a pair of small cup-holders in the fold-down centre arm rest, decent door bins and a map holder in the front seatbacks.
This area is a touch smaller than most rivals in the small-SUV segment, but Hyundai is eager to remind that its second-row legroom is best in class – so you can prioritise what matters to you most. Regardless, the new Kona’s boot improves on the old model by 33 litres. Access to the boot is also made easier than before, thanks to a wider opening and a lower lip at the floor.
| MODEL | BOOT (litres) | WHEELBASE |
|---|---|---|
| Hyundai Kona (all) | 407 / 1241 | 2660mm |
| Kia Niro Hybrid | 425 / 1392 | 2720mm |
| Toyota Corolla Cross FWD | 414 / N/A | 2640mm |
| Kia Seltos | 433 / 1393 | 2630mm |
| Mazda CX-30 | 317 / N/A | 2655mm |
| Nissan Qashqai | 429 / 1425 | 2665mm |
The new system boasts four times the computing power and 15 times the display processing power of Hyundai’s previous system, seen in the current Tucson and Santa Fe among others. The specifics of that are irrelevant to most users, except to say that touching and typing on the display feels like using a high-end Apple or Android tablet, with rapid responses to input and speedy transitions between pages.
Hyundai’s Bluelink connected services platform is also featured, allowing remote status monitoring and control of key features like door locks, windows, climate control, lights, horn, and trip planning. In this latest generation, Bluelink also enables over-the-air updates for safety, braking, performance, driver assist and mapping.
Both rows get fast 27W/3A rapid-charge USB-C charging ports. Apple Carplay and Android Auto are both featured and operate smoothly, but while wireless in the base model, in the Premium they remain a wired feature. Hyundai says it has a vehicle in Australia right now, testing with wireless connectivity, and hopes to roll out an OTA update in the coming weeks or months.
Power comes from a familiar system in the Hyundai family, marrying a 77kW/104Nm 1.6-litre four-cylinder engine to a 32kW/170Nm electric motor between the engine and gearbox, for a combined 104kW and 265Nm.
Available only in front-wheel drive, the hybrid gets a six-speed dual-clutch automatic and multi-link independent rear suspension. This review is no twin-test comparison, but it’s worth noting the Corolla Cross keeps IRS for its more expensive AWD variants only, and each gets a CVT auto only.
Acceleration off the line and on the roll is responsive but also drops off quickly, ultimately having very little power to offer – so mind you’ve got a good long run-up if overtaking on country roads. Braking is strong, at least, and easily modulated with good top-of-pedal feel.
Hyundai’s scheduled drive route through regional Canberra took in plenty of winding roads, and while this wasn’t the Electric model’s ideal playground (can’t talk about that yet, embargoes and all), the Kona Hybrid was largely unfussed.
Hyundai doesn’t do a full local tuning program, but ride and comfort is nonetheless well refined, as it is with the regular petrol models – handling poor surfaces and undulations well enough to leave little cause for complaint of poor comfort, while firm enough to entertain more spirited drivers.
Of course, the Kona wasn’t designed to be driven in anger – even in style-focused N Line form – and with most buyers it never will be. Ride and comfort is overall good in the entry model, with its region-specific (but not Australian-tuned) suspension package and 18-inch wheels wrapped in thick-walled if narrow-bodied 215/55 rubber, helping it maintain composure across most surfaces.
The N Line’s 19-inch wheels and 235/45 tyres sacrifice some comfort for style points, but not by much – and it really does look the business in that sporty spec.
The system allows you to reduce reliance on the brake pedal while also feeding energy back into the battery.
Wind and road noise, a more prominent companion with the often ‘combustionless’ running in electrified vehicles, is well enough damped. Only a back-to-back test with the Corolla Cross Hybrid would say for certain, but upgrading to higher-quality tyres on your first replacement would only help.
In true daily driving, Hyundai’s claimed figure should be in reach, but we’ll be better able to assess that when we’ve had more time with the car.
Toyota’s Corolla Cross Hybrid lists a claim 4.3L/100km in front-wheel-drive form, while our week with the GX spec returned 4.8L/100km.
| 2024 Hyundai Kona fuel economy | |||
|---|---|---|---|
| 1.6-litre hybrid FWD | 3.9L/100km | 89g/km | new |
| 2.0-litre petrol FWD | 6.6L/100km | 149g/km | down 0.4L/100km |
| 2.0-litre petrol N Line FWD | 6.6L/100km | 154g/km | new |
| 1.6-litre turbo-petrol AWD | 7.6L/100km | 174g/km | down 0.7L/100km |
| 2024 Hyundai Kona active safety features | |
|---|---|
| Autonomous emergency braking (vehicle, pedestrian, cyclist, motorcycle, junction-turning, direct oncoming) | Traffic sign recognition |
| Lane-keep assist | Intelligent speed limit assist |
| Lane following assist | Driver attention alert |
| Blind-spot alert | Driver monitoring camera |
| Rear cross-traffic alert | Leading vehicle departure alert |
| High beam assist | Safe exit warning |
| Adaptive cruise control | Rear occupant alert. |
| 2024 Hyundai Kona Premium adds | |
|---|---|
| Blind-spot view monitor | 360-degree camera system |
| Low-speed reverse AEB | Remote smart parking assist. |
| Side parking sensors | |
With all of its active safety systems running, this Hyundai throws more beeps and boops at you in one trip than R2-D2 does in all of Episode 4 – and I can’t help but wonder if driving people to madly disabling alerts isn’t undoing the benefits of their intended function.
To its credit, Hyundai’s commitment to safely accessed controls and visible displays is commendable. Where some brands – like Tesla and now Volvo with its small EX30 – aren’t bothering with a dedicated driver display or even a head-up to display, the Kona has not only its two huge 12.3-inch screens, but also a giant 12-inch head-up display. No chance of missing the speed limit or any visual alerts.
These terms are now fairly standard for the Australian car market, with only a few offering less than unlimited kilometres, and again only a handful offering better than five years on the vehicle.
Services come around every 12 months/15,000km (10,000km for the 1.6L turbo) and, as always, the company offers a five-year capped price servicing regime as well as a lifetime projection of service costs.
The first five services cost $399 whether you go turbo or stick with the 2.0-litre in the base model, but the turbo’s services are due every 10,000km. It’s not especially cheap but lines up with just about everything apart from the Corolla Cross.
| 2024 Hyundai Kona Hybrid servicing costs | |||||
|---|---|---|---|---|---|
| Km | 15k | 30k | 45k | 60k | 75k |
| Cost (incl. GST) | $399 | $399 | $399 | $399 | $399 |
Competition is strong in the Corolla Cross, but while much of Toyota’s range is evolving with stylish and confident themes, the Kona has the edge in that regard.
Likewise, Toyota’s experience with hybrid technology is pioneering and industry leading, but Hyundai has learned fast and its own hybrid powertrains have impressed media and market alike. That continues here with the Kona.
The Kona Hybrid could do with a little more guts, but at this end of the class, it’s all about fuel efficiency – and when affordability is also in the picture, you can really only have one or the other.
You’ll pay more to get into the Hyundai than the Toyota, but the Kona Hybrid has come in with a strong base model specification – arriving as a rival to the Corolla Cross GXL rather than the entry GX, and is thus priced accordingly.
Both cars are worth a drive, and both have their strong suits, but the Kona Hybrid is at least worth its salt as a small and fuel-efficient SUV with space enough for a family of four and the safety suite to match. But bloody hell, those beeps and boops…
Pricing for the electrified Kona was announced in June when petrol variants launched, but the hybrid – along with 2.0-litre N Line and Kona Electric models – didn’t arrive until later in 2023.
Hyundai Australia is still to confirm local details for the all-electric Kona due later this month.
Available in the same two variants as the 2.0-litre Kona, the Kona Hybrid sports a 1.6-litre non-turbo four-cylinder matched to an electric motor.
It delivers an impressive 3.9L/100km fuel consumption rating in combined testing, similar to the Toyota Yaris Cross and Corolla hybrids.
Even with a small 38-litre fuel tank, the Kona Hybrid has a theoretical driving range of almost 1000 kilometres. It incurs a $4000 premium over the FWD petrol variant, with the sportier N Line Option Pack also available in hybrid.
With a 32kW/170Nm motor sandwiched between the 77kW/104Nm petrol motor and six-speed dual-clutch automatic transmission, the Kona Hybrid delivers a 104kW and 1.6-litre turbo-matching 265Nm total system output.
Despite its front-drive layout, the hybrid also introduces multi-link independent rear suspension.
This powertrain is shared with the related Kia Niro small SUV, which is almost $9000 dearer with less standard equipment in entry-level form. The flagship Kona Premium Hybrid undercuts the Niro GT-Line by around $7000.
Prices exclude on-road costs.
| Model | Pricing |
|---|---|
| Kona Hybrid | $36,000 |
| Kona Hybrid N Line | $40,000 |
| Kona Premium Hybrid | $43,500 |
| Kona Premium Hybrid N Line | $46,500 |
It’s been on sale in non-Pro configuration in South Africa and other export markets, but we’re told Australia is the first place this safety and tech-filled medium SUV will hit dealerships.
It’s the second car from Chery after the brand’s nine-year hiatus in Australia, though this time around things are a little different. The local team is packed with executives who have experience at both established brands, such as Subaru and Kia, and a challenger brand that turned around its fortune in Australia, MG.
The Omoda 5 has found 4335 homes this year, so clearly buyers are willing to overlook the safety systems that we found so frustrating (which Chery is working to improve) as a trade-off for great value technology.
Today, we find out whether the Tiggo 7 Pro stacks up against popular rivals, such as the Hyundai Tucson and Kia Sportage.
| 2024 Chery Tiggo 7 Pro Urban features | |
|---|---|
| 18-inch alloy wheels | Panoramic sunroof |
| LED exterior lighting | Wireless phone charger |
| Full-size spare | Multi-colour ambient lighting |
| Eight air bags | Wireless CarPlay and Android Auto |
| 18 advanced driver aid systems | 12.3-inch infotianment touchscreen |
| Driver monitoring system | 12.3-inch digital driver’s display |
| Artificial leather seats | eight-speaker Sony sound system |
| Heated front seats | GPS satellite navigation |
| Dual-zone automatic climate control | Hello Chery’ intelligent voice command |
Moving up to the mid-spec Elite ($41,990 drive-away) brings a 360-degree camera, power tailgate and more.
| 2024 Chery Tiggo 7 Pro Elite features | |
|---|---|
| 360-degree camera | Optional black roof |
| Auto-folding mirrors | Air quality management system |
| Power tailgate | Negative ion air freshener |
| Light-up sill covers | Cargo blind |
Along with ventilated seats, the $45,990 drive-away Ultimate packs all-wheel-drive and 19-inch alloys.
| 2024 Chery Tiggo 7 Ultimate features | |
|---|---|
| 19-inch alloy wheels | Memory mirrors |
| All-wheel drive | Auto-dimming rearview mirror |
| Six drive modes (Eco/Sport/Normal/Snow/Mud/Off-road) | Ventilated front seats |
| Red front brake callipers | Memory driveru2019s seat |
So there’s a conundrum for buyers – and that can only be answered by driving all vehicles back-to-back. Investigating residuals is important, too. For reference, there’s no figure on the Tiggo yet but Redbook puts the Omoda‘s value at about 50 per cent after three years, and the Haval H6‘s 52 per cent. The RAV4 and Tucson, meanwhile, are about 62-65 per cent depending on trim.
That means when it comes time to get rid you’ll only get about $23K for the Tiggo 7 Pro compared to closer roughly $37K for a Tucson Highlander.
But if you’re going to copy someone, Mercedes isn’t a bad place to start, though perhaps the most unnerving aspect is the plastic graining that’s almost identical to that of a C-Class to the eyes, if not to the touch.
However, at its core the Tiggo’s technology is all Chery, and that’s important because this is the ace up this Chinese brand’s sleeve. You’ve got over 400 voice commands that can understand simple robotic instructions to more human prompts such as “can I have some fresh air”.
Practicalities are excellent with flexible door pockets that grip a one-litre bottle snuggly. A flying bridge centre console has storage below perfect for small handbags or snacks, above there are two cup holders, a deep central bin, and a grippy rubberised wireless charging pad that works neatly with cable-free Apple CarPlay/Android Auto. There’s still USB-A and USB-C charging points in the front, too.
The digital driver’s display communicates most information legibly, though there are some details (green to show adaptive cruise or lane-trace is engaged) that get lost in the peripherals behind the steering wheel.
All grades from the base up get heated power-adjust seats. The driver gets six-way and the passenger four ways, losing height adjust which isn’t ideal for taller people. They are comfortable, although the vinyl upholstery doesn’t breathe like real leather. Luckily the top-spec Ultimate gets eat cooling thrown in.
Moving rearwards, the Tiggo’s relatively short 4513mm length and 2670mm wheelbase don’t impact room. There’s space for two six-foot-plus adults in the outboard seats and enough width to accommodate a third person in the centre position.
Three top tether points are standard with Isofix points on outboard seating positions. For more grown-up passengers, amenities include two vents and a USB charge point. The only real shortcoming is the scratchy black plastic door cards that don’t match the rest of the interior’s remarkably high-quality presentation.
On paper the Tiggo’s boot is large, measuring 626L. In reality, it looks about the same size as a Hyundai Tucson, though without quite such a wide aperture. There’s a full-size spare wheel beneath the single-level floor, a cargo blind, a 40:60 split-folding backrest, and boot light.
The ‘290T’ badge on the back of the Tiggo 7 Pro references its China-market 290Nm torque figure, but under global standards outputs are rated at 137kW (instead of 147kW) and 275Nm. An odd quirk, but not one that detracts from reasonable acceleration.
Chery claims 0-100km/h in 9.5 seconds for the front-drive trims and 9.9 seconds for the all-wheel drive Ultimate. Those numbers sound about right and acceleration occurs smoothly.
The auto start/stop system makes for the occasional awkward take-off as the dual-clutch stumbles into first gear if rushed.
It’s based on Chery’s T1x architecture found under the larger Tiggo 8 Pro, with no relation to the Omoda 5.
Ride comfort on Sydney’s bumpy roads is adequate on the Ultimate’s 19-inch alloys if a little on the firm side over small bumps. As the car unloads over rises there’s a moment of float, too; both of these are symptoms of stiff springs.
It may be light and easy around town, but the Tiggo’s steering doesn’t inspire confidence as we arrive at a twisty section of road heading into Sydney’s Royal National Park.
With a firm chassis minimising body roll through corners, it’s difficult to judge how much you’re working the Tiggo 7 Pro’s rubber. The default stance is gentle understeer that becomes progressively more pronounced. Safe, but we’d appreciate more poise and adjustability.
As you twiddle the rotary selector to choose each mode (there’s thankfully no touchscreen interaction needed) it barks back which mode you’ve selected in a very computery voice.
Speaking of sounds, we found the digital indicator chime to be quite unpleasant. But that’s a minor gripe. Our initial experience is promising enough, then.
It’s also got AEB with pedestrian, cyclist and motorcycle detection, blind-spot monitoring, rear cross-traffic alert, lane-departure warning, lane-centring, drive-attention monitoring, safe-exit assist and more.
Though these systems have proven to be more annoying than useful in the past, the Tiggo 7 Pro is an encouraging improvement when it comes to lane-keep assist with fewer false-positive experiences than in early Omoda 5s.
On the return from Austinmer via the M1, the Tiggo’s systems showed their issues when setting the adaptive cruise control and lane-centring assist. At a posted 110km/h, the steering becomes thick and heavy – as if the columns set in drying concrete – making it difficult to adjust for cambers and crosswinds on the motorway.
Then, as the system detects a vehicle in the left lane, the cruise nervously slows the car back to 100km/h, before realising its mistake and gassing quite aggressively back up to, and then overshooting the 110km/h speed limit in the process like a drowsy cab driver.
It requests your eyes with an audible beep if it reckons you’re distracted. Thing is, if you do a head check to spot a vulnerable road user – a cyclist or motorcycle, for example – it’ll assume you’re looking away “driver distracted for a long time” it insists.
And any time the systems detect a change in surrounding circumstances, the driver’s display jumps away from the map to a display showing the vehicles around you, which takes your attention off the road, and then the system scalds you again.
Chery says it’s effectively using Australia as a beta test for tough non-Chinese road conditions as it expands into other markets. But do we want to be the Guinea pigs? To avoid a sullied reputation it might have been wiser for Chery to tune first, and launch second.
The thirstier all-wheel drive (that offsets compromised range with a 6L larger 57L fuel tank) is rated at 7.8L/100km in the same test. We saw 8.1L/100km on a twistier route through the countryside.
The Tiggo 7 Pro requires premium 95 RON or higher unleaded petrol.
The Tiggo 7 Pro is covered by a seven-year/unlimited-kilometre warranty, seven years of capped-price servicing and buyers get seven years of roadside assistance thrown in with the purchase.
Full service pricing for seven years has not been confirmed, but the first five trips to a Chery dealer will cost $280 per visit – just $20 each more than a Toyota RAV4.
There’s hope that the optimistic and experienced executives at Chery’s helm will continue to iron out the brand’s kinks, yet until we sample a product with driver aids that are as consistent and smooth as Toyota, Hyundai, and Subaru’s, it’s difficult to recommend a Tiggo 7 Pro.
It all works to make this a very enticing SUV on the forecourt. Our advice? Take the Tiggo for an extended test drive on a lumpy freeway before you whip out the checkbook.
| Chery Tiggo 7 Pro Ultimate AWD | |
|---|---|
| Price (drive-away) | $45,990 drive-away |
| DRIVETRAIN | |
| Engine | 4cyl, 1.6-litre, turbo-petrol, direct-injected |
| Compression ratio | 9.9:1 |
| Drive | All-wheel |
| Power | 137kW (@5500 rpm) |
| Torque | 275Nm (@2000-4000 rpm) |
| Gearbox | 7spd dual-clutch automatic |
| CHASSIS | |
| L/W/HB | 4513/1862/1696mm |
| Wheelbase | 2670mm |
| Track (F/R) | 1570/1570mm |
| Weight (tare) | 1601kg |
| Boot | 626-1672L |
| Fuel/tank | 95 RON/57L |
| Economy (combined ADR81/02) | 7.8L/100km |
| Suspension | Front: Struts | Rear: Multi-link independent |
| Steering | Electric power-assisted steering |
| Front brakes | Ventilated disc |
| Rear brakes | Solid disc |
| Tyres | Cooper Evolution CTT |
| Tyre size | 225/55R19 |
| SAFETY | |
| ANCAP rating | Unrated |
| 0-100km/h | 9.9 seconds (claimed) |
The Volkswagen T-Cross, a newcomer in the competitive light SUV market, made its debut in 2020.
Based on the popular Polo hatchback, this model aims to carve out a niche with its fresh design and urban agility.
A significant update is anticipated in late 2024, highlighting its evolution in a rapidly growing segment.
The T-Cross positions itself as a gateway to Volkswagen’s SUV lineup, offering two main variants – the Life and Style.
Both variants are front-wheel drive and come with an automatic transmission.
The Life, priced at $30,990 before on-road costs, is the more affordable option, designed to appeal to budget-conscious buyers. In contrast, the Style variant, with additional features, is available for $33,490 before on-roads.
At the heart of both variants is a small yet capable 1.0-litre 3-cylinder petrol engine, delivering 85kW of power and 200Nm of torque, paired exclusively with a 7-speed automatic transmission. This engine setup ensures a balance between performance and efficiency, ideal for city driving with a combined fuel consumption of 5.4 litres per 100km.
| Volkswagen T-Cross standard features | |
|---|---|
| 8.0-inch touchscreen | Apple CarPlay/Android Auto |
| Six-speaker sound system | CD player |
| Bluetooth | Reversing camera |
| Front and rear parking sensors | Autonomous emergency braking |
| Lane-keep assist | Lane departure warning |
| Driver fatigue detection | Vehicle distance warning |
| Cruise control with speed limiter | Tyre pressure monitoring |
| Rain-sensing windscreen wipers | Dusk-sensing headlights |
| Auto-dimming rear-view mirror | Air conditioning |
| Leather wrapped steering wheel | |
The T-Cross Life shines in its exterior design, boasting bold lines and a charismatic front facade. It comes equipped with 16-inch alloy wheels and LED Daytime Running Lights, giving it a contemporary and distinctive look. This design appeal is a significant factor in its market competitiveness.
The dashboard is ergonomically designed, featuring an 8-inch touchscreen infotainment system that supports Apple CarPlay and Android Auto.
Unfortunately it still gets halogen headlights which only slightly contradicts its premium brand positioning.
| Sound and Vision Package | |
|---|---|
| Beats premium sound system | Upgraded infotainment system |
| Digital instrument cluster | Satellite navigation |
| Voice controls | Wireless phone charger |
Solid white is the only no-cost paint choice, while other solid, pearl and metallic colours as $600-$900 options.
It features an array of driver assistance technologies, including front and rear parking sensors, autonomous emergency braking with pedestrian and cyclist detection, and lane-keep assist.
Missing specs on the Life are adaptive cruise control, rear-cross traffic alert and blind-spot monitoring– only available if you fork out the extra cash for the Style.
The T-Cross faces stiff competition from other light SUVs like the Kia Stonic, Hyundai Venue, Mazda CX-3, Ford Puma, and Toyota Yaris Cross.
These models, along with the T-Cross, represent a shift in consumer preference towards light SUVs over traditional light cars such as the Mazda 2 and Toyota Yaris.
Its combination of practical features, efficient performance, and modern design makes it a strong contender in the light SUV segment, offering great value for city dwellers and daily commuters.
While 85 TSI Style and Life models are closely matched, the Style variant easily justifies the upgrade with its additional features. Features like adaptive cruise control and enhanced active safety technologies contribute substantially to the price difference.
The Life will suit a tighter budget while the Style will add some very welcome safety, if you can spend the extra cash.
Australia may be Volkswagen’s number one market for high-performance medium and small SUVs, but even that’s not enough to keep the 235kW/400Nm Tiguan R in production.
“Unfortunately, though, we do need to say farewell to Tiguan as we transition into Tiguan [gen-three]”, said head of product, passenger vehicles Michelle Rowney at Volkswagen’s 2023 brand day media event.
The five-seat SUV remains priced at $70,490 before on-road costs and is in stock in Australia. That said, with shrinking inventory, a dealer will be the best place for a delivery estimate.
Volkswagen has not confirmed whether it will produce a high-performance version of the third-generation Tiguan yet, and the cooking range won’t arrive in Australia until 2025.
With the Touareg R adopting a plug-in hybrid powertrain, it’s possible the smaller Tiguan could do the same in the future, given Europe’s ever-tighter emissions regulations.
Our original story, below, continues unchanged.
On an order pause since February, the Wolfsburg factory is quickly catching up with demand for the Tiguan R ($70,490 before on-road costs), and order books are now open again in Australia.
“In the last couple of weeks, we’ve had confirmation the R division is sending us a lot more Tiguan Rs,” VW Australia product and PR manager Dan DeGasperi told Wheels.
“I spoke to our sales and delivery division a few days ago, and their words were ‘we’re smashing through Tiguan orders at a huge rate’, to the point where in about a month’s time, we will have caught up with all existing Tiguan R orders.
“From about the second quarter you should start to see a real upswing in [Tiguan R] supply. To give you an idea of 2023 versus 2022 figures, we anticipate about 10 times more stock in 2023,” DeGasperi added.
As always, speak to your preferred dealer as they will be best placed to advise on specific stock levels and wait times for your area.
In addition to greater supply of full-fat Tiguan R variants, Volkswagen is bringing 300 examples of de-specified Grid trims to satiate appetites.
It’s not all rosy for Tiguan, though. Due to stronger stock levels than cooking Tiguans, the T-Roc small SUV range is also tipped to displace the mid-sizer as the German brand’s most popular model in Australia.
The Tiguan R features a 2.0-litre turbo-petrol four-cylinder producing 235kW and 400Nm. It sends grunt to all four wheels via an on-demand AWD system featuring a trick twin-clutch rear differential, just like the Golf R.
It rivals the Skoda Kodiaq RS, but not a whole lot else in the mainstream scene. The Tiguan R could also be considered a taller alternative to a Skoda Octavia RS, or a cut-price Audi RSQ3.
| Volkswagen Tiguan R standard features | |
|---|---|
| 21-inch u2018Estorilu2019 alloy wheels | Matrix LED headlights |
| Nappa leather upholstery | Power adjust, heated front seats with memory |
| Tri-zone climate control | 9.2-inch infotainment touchscreen |
| Head-up display | 10.25-inch digital driveru2019s display |
| Adaptive cruise control with stop & go | Harman Kardon sound system |
Due in Australia in March, the 2024 Volkswagen Touareg R is priced at $129,900 before on-road costs – matching 2008’s V10 twin-turbo diesel first-gen Touareg R50, which would cost around $180,000 today when adjusted for inflation.
It also costs between $6500 and $10,000 less than the short-lived current-gen Touareg V8 310TDI R-Line and Wolfsburg Edition models sold in Australia between 2020 and 2021.
It will be joined by a facelift for the wider Touareg line-up, with local details for the existing V6 diesel options – likely retaining 170kW/500Nm and 210kW/600Nm tunes – due to be announced at a later date.
Compared to diesel Touareg models, the R features a 250kW 3.0-litre turbo-petrol V6 borrowed from the related Audi Q7 55 TFSI, matched to a 100kW electric motor.
It is the most powerful series production Volkswagen ever, beating older Phaeton and Touareg models – though can’t match the maximum torque of 900Nm or 4.9-second 0-100km/h sprint of the 310TDI V8.
Using electrification to boost performance opposes Volkswagen’s previous method of fitting the largest engine possible to the 2007-10 Touareg R50, which featured a hefty 257kW/850Nm 5.0-litre twin-turbo diesel V10 and a 6.7-second 0-100km/h time.
With a 14.3kWh lithium-ion battery pack, it has a claimed 51-kilometre electric-only driving range and a combined 3.3L/100km fuel consumption.
“Customers could theoretically get lower – or close to zero petrol – usage with regular charging. When the EV-only driving range concludes, the Touareg R operates as an ‘e-hybrid’ that still remains more efficient than previous V8 and V10 models,” said Volkswagen Australia.
The Touareg R retains a 3500-kilogram towing capacity, but boot space is reduced from 810 to 610 litres.
Above the existing 210TDI R-Line, the Touareg R boasts a night vision camera, while the facelifted large SUV will debut traffic sign recognition locally for Volkswagen – excluding the Ford-based Amarok ute.
Prices exclude on-road costs.
| Model | Pricing |
|---|---|
| 170TDI diesel | $TBC |
| 210TDI Elegance diesel | $TBC |
| 210TDI R-Line diesel | $TBC |
| R plug-in hybrid | $129,900 |
| 2024 Volkswagen Touareg R features | |
|---|---|
| 22-inch alloy wheels (gloss black) | Pantera black puglia leather upholstery |
| 15-inch Discover Premium infotainment system | Power-adjustable front seats with memory function |
| Wireless Apple CarPlay and Android Auto | Power-adjustable steering column with memory function |
| 14-speaker, 730-watt Dynaudio sound system | R sports steering wheel |
| Five USB-C charge ports | Illuminated front scuff plates with R logo |
| Head-up display | Brushed aluminium decorative inserts |
| 12-inch digital instrument cluster | Autonomous emergency braking (vehicle, pedestrian, cyclist, reverse) |
| Air suspension | Lane-keep assist |
| Mode 2 and Mode 3 charging cables | Lane departure warning |
| Blacked-out exterior trim | Active lane centring |
| Black sports exhaust | Emergency assist |
| Hands-free electric tailgate | Proactive occupant protection |
| Power-latching doors | Blind-spot alert |
| Panoramic sunroof | Front and rear cross-traffic alerts |
| Night vision camera | Adaptive cruise control |
| Matrix LED headlights with adaptive high-beam | Traffic sign recognition |
| Quad-zone climate control | Tyre pressure monitoring |
| Heated front and outer rear seats | |
Volkswagen passenger vehicles CEO Thomas Schäfer said bluntly that VW’s cars are “no longer competitive” due to high costs and low productivity.
“With many of our pre-existing structures, processes and high costs, we are no longer competitive as the Volkswagen brand,” said Schaefer at a staff meeting at the German brand’s headquarters in Wolfsburg, according to Reuters [↗], signalling likely personnel cuts and other measures that will be announced later this year.
I think the statement is completely right to really build awareness within our team.
At Volkswagen Australia’s 2023 brand day, we asked new managing director Karsten Seifert how the changes would manifest locally. “I think the statement is completely right to really build awareness within our team [of the coming transformation]”, he replied.
“Being really in a huge transformation time, we see that we have to adapt some of our processes, actions, and really to go a step further”, he said, referring to the brand’s 2024-2025 plan to launch multiple new vehicles.
“I mentioned already speed is an issue we have as a group [in development], we have to be a little bit quicker and to get much faster compared to our competitors”, said Karsten.
I can guarantee you that [Australia is] the most effective team globally
“But I think we are so far away from being completely uncompetitive”, he added. “We have great products at the moment, we just talked about what is coming up for Australia, then we have also great competitors in the market, and we have to see that and to recognise that and to respect that as well.”
Schäfer’s direction is a breath of fresh air for Volkswagen, with executives able to acknowledge issues and begin to address them.
However, according to Volkswagen Australia passenger vehicles managing director Michal Szaniecki, the local arm isn’t so uncompetitive – and perhaps there’s something for global to learn.
“You asked about this implication for our Australian market specifically and I can guarantee you that we are the most effective team globally in the [VW passenger vehicle] world already”, said Szaniecki.
“We practically made optimisations within our portfolio as well”, says Szaniecki, noting the $129,990 price of the Touareg R is below the V8 from 2020. “We very much appreciate the transparency of our leader right now to look into the global functions and fix them because we are looking forward to the changes.”
The brand has posted a 43.9 per cent improvement in sales this year headed by the T-Cross and T-Roc small SUVs. There’s also been continued interest in high-performance (and high-margin) R and GTI models.
VW’s electric offensive will begin in July with the ID.4 and ID.5 medium SUVs, followed by the ID.Buzz later in the year. Of the 10 to 12 per cent market share VW is expecting EVs to account for next year, it reckons 18 per cent of its sales will be battery-powered.
Aside from new products, we can expect a more nimble Volkswagen when it comes to battery and motor performance updates to keep pace with Tesla, BYD, and MG’s rapid developments.
There’s also more to come for the consumer experience, including detailed consumer-facing ship tracking that’ll be a first in Australia when it launches in Q1 2024. Volkswagen is focusing on being a ‘one-stop-shop’ for electric vehicles, making the transition for ICE owners easier than ever.
When a customer buys an ID.4 online, for example, Volkswagen’s Welcome Experience ecosystem carries the process from configuration, to purchase, to tracking, then home installation.
Manufacturers offering wall chargers isn’t new, but VW’s augmented reality assistant is. The brand is also working with a solar panel provider for discounted home installations included with ID vehicles.
Volkswagen Australia has announced initial details for the latest T7 Multivan, confirming it will maintain a flexible seven-seat configuration, two-tone colour options, and diesel powertrains.
The T7 Multivan is the first completely new model in two decades – and is underpinned by a platform borrowed from Volkswagen’s latest passenger vehicles, rather than a commercial van.
Like the monocoque Kia Carnival and Hyundai Staria, the T7 Multivan is based on a passenger car platform. In the T7’s case, it’s the same MQB Evo kit that underpins the Golf hatch, Tiguan mid-size SUV and Caddy small van.
The separately developed next-generation Transporter delivery van and Caravelle people mover models (heavily related to the latest Ford Transit Custom van) are expected to debut in 2024.
The T7 Multivan will be offered in two variants in Australia at launch: Life (replacing Comfortline Premium) and Style (replacing Highline).
Both variants will be powered by a 110kW/360Nm 2.0-litre turbo-diesel four-cylinder matched to a seven-speed dual-clutch automatic transmission and front-wheel drive.
Volkswagen Australia said an additional engine variant is due in 2025 – likely an all-wheel drive diesel. That said, a plug-in hybrid offered overseas could be on the cards.
“The plug-in hybrid would be an awesome thing to have, obviously, in this market, and we just have to see how we go with the business case on that,” said local Volkswagen Commercial Vehicles director Ryan Davies in November 2022.
The T7 Multivan plug-in hybrid is powered by the same powertrain as the now not-for-Australia Golf GTE and Tiguan E-Hybrid, pairing a 110kW/250Nm 1.4-litre turbocharged four-cylinder with an 85kW electric motor to develop a combined 160kW.
Available equipment includes 17-inch alloy wheels, a 10-inch infotainment system, a wireless phone charger, 18-way adjustable heated comfort seats, individually heated rear seats, and a panoramic glass roof.
The Style will add ambient interior lighting, matrix LED headlights, an illuminated grille, ‘easy open’ electric doors and tailgate, automatic parking, and a 360-degree camera system.
A five-star ANCAP safety rating is expected to mirror New Zealand variants, while it features the latest active safety technology suite and a new front-centre airbag.
Rear seat flexibility has improved with a new rail system, individually heated seats, and a customisable 2/2/3 seat configuration. The seats are now 25 per cent lighter, and there’s a multi-function table.
A new-gen Volkswagen T7 California will follow later, offering a four-seat configuration with a kitchen and dual sliding doors for the first time. The five-seat variant will remain available.
It will include a fridge, induction cooktop, additional storage, a double bed, and a second pop-up double bed.
“We’re expecting big things for [the California], when they’ve got both options of five seater without the kitchen, and then the four seater with the kitchen,” said Ryan Davies this week.
“This year was the really the year of the Amarok for us and we’re pleased with how that’s all transpired, but next year, what you can see is it’s going to be the year of the van.”
The 2024 Volkswagen T7 Multivan will be joined by the all-electric ID.Buzz people mover, ID.Buzz Cargo van – both due in Australia in the fourth quarter of next year – and the updated Crafter large van, while Ford-based Caravelle and Transporter models will arrive in Q1 2025.
