After a nearly two-year delay through persistent software issues, the electric Porsche Macan is close to going on sale.

It will become the most radical variant yet of the popular luxury SUV badge that will be a decade old in 2024, yet is second only to the Cayenne in global Porsche sales.

With Porsche still in the final stages of signing off the electric Macan – and its official badge name yet to be revealed – we drove two mildly camouflaged pre-production cars in Germany: the entry-level 280kW version and the top-of-the-line 456kW Turbo. (Just note that no data is 100 per cent official at this point.)

December 2023: First official interior shots released

Story continues…

While the petrol Macan is one of the finest-handling SUVs around, Porsche claims the version we’ll dub Macan E for now is an “even sportier CUV with shorter overhangs, broader shoulders and a fast-dropping flyline”.

The smaller frontal area and a lot of work in the wind tunnel resulted in a more favourable drag coefficient of 0.24 – crucial for maximising battery range.

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With Porsche still in the final stages of signing off the electric Macan, we drove two mildly camouflaged pre-production cars in Germany

The entry-level model shares the advanced Premium Platform Electric (PPE) with the Audi Q6 E-Tron that will also be available as a sloping-roof ‘coupe’ when it arrives next spring.

Although both cars were developed by a joint project team, maximum differentiation was a key target. As a result, the brands not only opted for different sheet metal and interiors but also for bespoke drivetrains, steering systems and suspension set-ups.

The main uniting factor is the software that keeps troubling all members of the VW group.

Unique to the Macan E are the Turbo’s active rear spoiler, the selectively blocked nasal air intakes, and the stacked headlights comprising upper trademark four-dot DRLs and lower adaptive short- and long-range projectors.

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Starting in the Turbo, the most powerful electric Macan gives the driver access to a total of 477kW (once a ten-second, full-boost 20kW charge is factored in) plus an excess of 1000Nm relayed to all four wheels via ultra-fast on-demand vectoring.

Combining a steel platform with a body made of several different materials, the Macan E is not exactly a featherweight five-seater, but thanks to the massive overflow of power and grunt, the crossover shrinks in size and weight the instant you put the right foot down hard.

In combination with the optional rear-wheel steering, the SUV is even more chuckable through the twisties and every bit as stable through sweeping Autobahn esses at unrestricted speeds.

Although the Macan E is about 250mm shorter than the Taycan, the SUV sits on a longer, 3000mm wheelbase. As a result, it offers more rear legroom and a bigger boot than the lower and wider sedan.

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In combination with the optional rear-wheel steering, the SUV is even more chuckable through the twisties

Customers can tick common Porsche options such as head-up display, Sport Chrono pack, Porsche digital key, Burmester sound, and the Innodrive assistance system, but there’s also a separate passenger-side monitor tailormade for discreet viewing and gaming activities.

The seating position is now 24mm lower and the seat itself is also new; take your pick between a lightweight race-style bucket and a comfort chair.

Flanked by the start-stop button on the left and the small stubby gear selector cum parking brake on the right, the main instrument binnacle houses three round multi-functional dials that relay all the trip- and drivetrain-relevant information you could ask for.

A steadily increasing number of icons and apps is vying for attention in the rectangular centre monitor positioned above the climate-control panel, which contains five physical and thus largely failsafe rocker switches.

A few more buttons and thumbwheels can be found on the steering wheel that also accommodates the circular drive-mode selector but is devoid of shift paddles – and that’s a shame.

After all, they would have come handy for on-demand coasting and fingertip changes between the three regenerative-braking stages.

If there is one thing Porsche does as a rule better than just about everyone else, it’s the calibration of the steering, and the Macan E is another point in case.

At 2.5 turns from lock to lock, the direction finder is even a smidgen quicker than the Taycan’s and on par with a 992 Carrera S. It’s a truly compelling interface, the Macan E’s number one confidence-inspiring factor and a key smiles-per-mile element.

Shod with 295/40ZR21 and 295/35ZR22 Michelin Pilot Sport tyres, the ride experienced in the Turbo was crisp, perhaps even brittle. Surprisingly, Porsche is not willing to add a Comfort setting to the Porsche Active Suspension Management (PASM) system.

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In Sport, the Macan E corners as flat as a Hovercraft, hangs on to the chosen line like a monorail and translates torque into traction like a rack railway on steroids.

Step up the pace and slacken the reins by switching off stability control, and the 48:52percent front-to-rear weight distribution will encourage – at least in the wet – a mild controlled slide kept alive forever by that inexhaustible torque flow.

The so-called rear performance chassis module houses the second e-motor positioned ahead of the locking e-diff, and the extra-cost rear-wheel steering that operates up to 80km/h at an angle of five degrees (a 15 percent increase over the Cayenne).

Both motors are of the liquid-cooled PSM kind featuring higher power density, best-in-class stability and repeatability, and a faster switch frequency thanks to modified pulse inverters.

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Fed by an 800-volt system common to all Premium Platform Electric (PPE) models, the 100kWh CATL battery can be charged with up to 270kW.

Boosting the energy content from five to 80 percent takes about 25 minutes. In case you’re stuck at a less potent 400V charger, the so-called bank charging system saves precious time by splitting the 800V power pack into two 400V cells. Clever.

Due to the absence of the fuel tank, the Macan E can swallow more luggage than the petrol-fed version. The frunk on the other hand is rather small, but the Integrated Power Box (IPB) that accommodates the on-board AC charger, high-voltage heater and DC/DC converter is a welcome space-saving innovation.

While Porsche is still mum about the efficiency, we checked the on-board computer of both hard-charging Turbos on our drive – one returned 31.1kWh/100km, the other averaged 35.7kWh/100km.

Ho-hum figures, so Porsche will no doubt be counting on most Macan E buyers to be impressed by the Turbo’s ability to accelerate from 0-100km/h in less than four seconds.

The base Macan E we also sampled is allegedly barely slower than the soon to be discontinued Macan GTS. The maximum power output is about 280kW, or 298kW on maximum boost.

These numbers are on the conservative side.

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The official driving range between two recharging pit stops is in excess of 505km for the Turbo, placing the zero-emission Macan in the same ballpark as the Tesla Model Y Performance, the Taycan 4S, the BMW iX M60 xDrive, and the upcoming Audi SQ6 e-tron.

The non-turbo version was fitted with 235/55ZR20 and 285/45ZR20 Bridgestone tyres which helped the ride but neither the wet grip nor the steering precision.

Although we did not have the opportunity to try the base steel suspension, there was a choice of standard and carbon-ceramic brakes to be sampled.

Predictably, the compound stoppers were superior in all respects once they had eventually reached their proper working temperature.

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VERDICT

If this first hands-on encounter is anything to go by, the battery-powered Macan has got what it takes to become a winner.

It goes like an express, handles like a dream, and holds the road like a moving magnet. In other words, it’s a proper Porsche through and through.

But is that enough? Does the near-silent driver environment enlightened at times by a synthetic sound generator provide the same emotional experience as the hectic, blat-blat V6?

Does the awesome performance and the sensational chassis really give this model a clear enough edge over ever-improving, constantly emerging Chinese rivals, some of which are even more potent and may be quicker still in a straight line?

At least the electric Macan is at last coming to prompt such questions.

Australia’s appetite for full-size American pick-up trucks is growing at a staggering rate, with the arrival of the iconic Ford F-150 set to almost double the size of the booming segment.

Ford is predicting it will sell at least 5000 units of the F-150 per year Down Under, meaning it will challenge the RAM 1500 as the most popular full-size US pick-up offered in Australia.

And tellingly, Ford says it has plenty of capacity to convert more F-150s should demand for its big truck continue to rise.

The F-150 is converted to right-hand drive by Ford’s remanufacturing partner, RMA Automotive, who has confirmed it can add a second shift, and possibly even a third, to boost output if required.

“We’ve got 200 people and we make 20 per day,” said RMA Automotive’s general manager Trevor Negus. “It’s about a 2.5 day system [to fully convert an F-150].”

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Negus confirmed those figures are for a single shift and said adding a second or third shift is possible.

“Absolutely,” he said. “The whole facility has been built with other products in mind. So we’ve got the capacity to take larger F-Series, we’ve got the capacity to take other vehicles and, as you pointed out, we’ve got another shift to go to.”

Last year, Aussies bought 8538 full-size American utes and the segment is continuing to boom in 2023 with sales already up 42 percent year-to-date in September.

Currently the most popular full-size ute is the RAM 1500, which notched up 5481 sales in 2022 and is already well on track to gazump that figure this year.

RAM 1500 sales are up by 38 percent year-to-date and already sit at 5022 units with three months left in the calendar year. For context, the RAM 1500 is outselling smaller 4×4 dual-cabs like the Volkswagen Amarok (3848) and is virtually on par with the Nissan Navara 4×4 (5230)

Ford admits RAM’s runaway success – and the healthy profits that come with it – played a big role in its decision to import and reengineer the F-150.

SALES GROWTH OF US PICK-UPS

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How big is the full-size segment in Australia?

If Ford can hit its predicted sales of 5000 units per year, it will effectively double the size of the segment. And that’s before you factor in sales juggernaut Toyota, which will wade into the full-size ute landscape later this year with the Tundra.

Like the RAM 1500 and Chevy Silverado, the Tundra will be converted to right-hand drive by Walkinshaw Automotive and is powered by a 3.5-litre V6 hybrid powertrain.

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“What we know is RAM have done a really good job,” said Ford Australia boss Andrew Birkic. “Walkinshaw and RAM have done a super job and opened up the segment. We think we’ve got a pretty good truck so it’s about to get interesting isn’t it? We won’t talk sales volumes, we don’t do that, what we will focus on is building the right product.”

Despite Birkic’s reluctance to talk numbers, it’s clear Ford is hoping to convert around 5000 F-150s annually based on RMA’s output of 20 units per day. That means the entirety of the full-size segment should easily topple 10,000 total sales in 2024 and it could even approach 15,000 if demands continues to grow.

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That’s still a shadow of the mid-size 4×4 segment, which is dominated by the Toyota Hilux and Ford Ranger, of course, which notched up 173,883 sales in 2022.

But despite their size (or perhaps because of it) and the fact they carry six-figure price tags and are powered by big and relatively thirsty engines, the popularity of American trucks is showing no signs of slowing.

Mercedes-Benz is putting together a faintly dizzying range of stylistically similar EVs in myriad shapes and sizes – offering more choice in models than any other brand in the market.

Its latest entrant is the EQE SUV, not to be confused with the EQE sedan…

As the last letter in its name suggests, the EQE SUV is bigger than the (out-of-production until a new one arrives) EQC, and smaller than the EQS which sits upon the same all-electric architecture, filling what the company regards as a sweet spot in today’s luxury market.

As well as lining up against the all-electric BMW iX, Polestar 3, Audi Q8 E-Tron and Lexus RZ, the EQE SUV also looms as a potential alternative to, or replacement for, the internal combustion Mercedes-Benz GLE that’s a common sight in private school carparks and ski lodges across the nation.

Mercedes-Benz’s challenge is thus twofold: to be more compelling than a strong (and growing) list of competitors, and to convince the company’s existing loyal owners to make the switch to something directly powered by electrons and not dead dinosaurs.

While the Mercedes-Benz EQE SUV range will be offered with a choice of four drivetrains, including a hotted-up Mercedes-AMG EQE 53, the only version available on the recent Australian launch event was the entry EQE 300 rear-wheel drive variant.

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How much is it, and what do you get?

Similar feature lists across the Benz-branded line-up, with upgrades focused on range and performance.

The EQE 300 SUV is priced at $134,900 before on-road costs, climbing to $144,900 for the more powerful EQE 350 dual-motor AWD; $164,900 for the even more powerful EQE 500 limited edition; topping out at $189,900 for the AMG 53 4Matic+ flagship.

Mercedes-Benz Australia sells its vehicles through agents with set pricing, meaning there’s no scope for individual haggling. All prices listed above are before on-road costs such as stamp duty and registration, but inclusive of luxury car tax and GST.

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Standard equipment for the EQE 300 includes 21-inch AMG Line wheels, panoramic glass sunroof, proximity sensing key fob, powered tailgate, heat-insulating dark tinted glass, illuminated aluminium-look running boards, and an EQ-specific ‘grille’ insert with a cluster of Mercedes-Benz three-pointed star logos.

It also comes standard with the Digital Light package, an adaptive high-beam assist system with a staggering one million micro-reflectors within each headlight unit to give “precise and highly responsive” light distribution. Ideal for those doing country night driving.

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On the inside you get twin screens including a 12.8-inch OLED centre touchscreen running MBUX infotainment with conversational voice commands, satellite-navigation with augmented reality overlay, smartphone integration, wireless charging, a projecting head-up display, a Burmester 3D surround sound system, ambient cabin lighting with 64 colours, a 360-degree parking camera, and leather trim with heated front seats.

Those who fancy ticking some options boxes should note that the EQE 300 variant is not available with the massive MBUX Hyperscreen that takes over the dash. One feature you can add, however, is rear-wheel steering ($2900) that can reduce the turning circle from 12.3m to 10.5m. There’s also available Airmatic air suspension for $3400.

2024 Mercedes-Benz EQE SUV range pricing

All prices exclude on-road costs.

Where is this model in its lifecycle?

Brand new EQE SUV comes with all weapons loaded

The EQE SUV uses the same newly developed base architecture as the larger and more luxurious EQS SUV and EQS sedan family, and unlike the older-design EQC, was never developed with internal combustion in mind.

As well as being brand-spanking-new from the ground up, Mercedes-Benz Australia says the supply situation should be adequate to meet demand, some of which is coming from buyers who are new to the brand.

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How do rivals compare on value?

Ballpark value next to shorter-range rivals, but there’s a trade-off when it comes to acceleration.

No surprise, Mercedes-Benz is not the sole luxury brand convinced this is a fertile corner of the market for electric SUVs.

The $134,900 (MSRP) EQE 300 SUV competes against the base BMW iX xDrive40 ($135,900), Polestar 3 Long Range ($132,900), and Lexus RZ450e Luxury ($123,000), and undercuts the cheapest Audi Q8 e-tron (the $153,900 e-tron 55).

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However each of these competitors come standard with dual-motor AWD unlike the single-motor EQE 300 variant, and are subsequently punchier and more versatile. The positive trade-off is the Mercedes-Benz’s longer range claim.

Features-wise, we should mention that the EQE 300 has a more generous list of equipment than the entry GLE 300d diesel which Mercedes-Benz sees as a candidate for cross-shopping, given its roughly $15,000 lower sticker price will be offset by higher running costs. Note, it also costs about the same as a GLE 450 petrol ($133,670 MSRP).

Interior quality, comfort, space and storage

Brash, bright and highly capacious for five occupants.

All told, while the new generation of Mercedes-Benz interiors eschew the old world design cues and bank-vault-matching fit-and-finish, they offer uber flashy displays and are generally well thought-out once you scratch beneath the surface.

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The Mercedes-Benz EQE SUV offers a premium experience even in base guise, with extensive use of quality materials such as suede-like door inlays, leather upholstery, brushed aluminium and dark wood trims, flashy light piping that runs the width of the dash into the doors, and contrast red stitching. The speaker covers look like art.

You’ll never convince this writer that such liberal use of glossy piano black trim pieces makes sense however, since they’re a magnet for dust, smudges and sun glare.

Storage solutions abound, including a large open section beneath the transmission tunnel enabled by the flat floor, a relatively large twin-lidded centre console, and a lidded section below the centre fascia with cup holders and a wireless charging pad.

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The EQE SUV offers no seven-seat option, meaning there are just the two rows of seats.

At 194cm or 6 feet 4 inches, this writer is quite lofty, yet there was plenty of headroom and toe room in the back, and the flat floor means no driveline hump ruining legroom for the centre seat.

Amenities in the rear include reading lights, air vents and two USB-C ports – bringing the total number of USB-C ports (with blue surround lighting that are helpful at night) to eight!

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Boot space

Boot capacity for the EQE SUV is 520 litres, which is thereabouts with its closest competitors but not exactly massive given the EV platform. It’s also 110L less than the GLE’s claim of 630L.

The back seats fold in three sections (40:20:40) to create more storage space for longer items. There’s room for your charging cable beneath the loading floor. 

Mini matchup

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Technology in the cabin

If you’re into tech, this interior will blow your mind.

Mercedes-Benz is right near the top of the pile when it comes to in-car displays, even without the Hyperscreen being available in the EQE 300. The portrait-oriented tablet has an OLED display and super bright and sharp graphics, with impressive loading speeds and responses to tapping, pinching and swiping.

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It’s also really simple to operate, with the climate control panel always situated on the lower section rather than being buried in sub menus, floating tiles on the main menus that direct you to key functions, and the presence of conversational voice commands activated by a ‘Hey Mercedes’ prompt, which can do things like change the interior temperature and open/close the sunroof on command.

Infotainment comprises wireless phone mirroring, which in this writer’s case means Android Auto that takes up all the real estate (meaning everywhere except the fixed climate control bar), as well as satellite-navigation with AR overlays and a forward camera view at traffic lights. The 360-degree parking cameras are crisp-resolution, too.

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Behind the five-spoke steering wheel with slightly fiddly haptic touchpads that you strike with your thumb, is a 12.3-inch digital display that offers a full-size map view and various display ‘themes’, augmented by a big projecting head-up display on the windscreen to ensure your eyes stay on the road for longer.

It’s quite an event inside the cabin even without the twin screens, given there are 64 lighting colours to choose from, piped around the dash and doors, plus two entry themes or ‘soundscapes’ – to use Mercedes-Benz’s terminology.

The Burmester-branded audio system has 3D surround-sound, but if you use Apple Music you also get Spatial Audio with Dolby Atmos, billed as the next level in soundscapes.

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What is it like to drive?

Serenity now. The EQE 300 isn’t anyone’s idea of sporty, but it’s a silent, wafting experience.

The EQE 300 is the base variant in the range, with a single (rear) motor making 180kW and 550Nm. Those outputs fall short of its twin-motor competitors, not to mention the 215kW and 765Nm EQE 350 4Matic variant that costs $10,000 more.

While it won’t set any land speed records given its 2.6-tonne mass, a 7.3-second zero to 100km/h time is hardly sluggish, and as per usual with any EV the response is instantaneous and unerringly quiet. For suburban duties with plenty of stopping and starting, a battery-powered drivetrain is perfect. Plus, no NOX tailpipe emissions when idling at the school pickup point.

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I was impressed by the EQE SUV’s refinement, with the suppression of road and wind noise seemingly good on our launch drive down the Victorian coast, imbuing the right sort of ambience. And while there’s a bit of lean in corners, body control for a large and luxury-focused SUV felt stable.

The ride quality was also better than expected, given the low-profile run-flat tyres and lack of standard Airmatic air suspension, with only occasional firmness over sharp inputs like expansion joints interrupting the experience. Personally I’d consider the rear-wheel steering option to really tighten up that urban turning circle, and the air suspension for maximum plushness.

If there’s a criticism to be found based on this quick launch drive, it’s the brake pedal, which feels very doughy on application, and perhaps not as smoothly paired to the motor’s regeneration system as it might be. My size 13 boot also kept collecting a hard point somewhere in the foot well, rather than pressing the middle pedal, which was irksome.

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How efficient is the electric drive system?

While it’s a big and heavy vehicle, the EQE 300 SUV’s low drag coefficient and single motor boost expected range.

Mercedes-Benz claims energy consumption of 18.9kWh/100km helped by a proprietary Mercedes motor design and super-low drag coefficient, and a 539km maximum driving range on the NEDC/ADR test from its 89kWh battery that outstrips all rivals bar the 610km Polestar 3. This is very optimistic though.

The more realistic WLTP-rated driving range is 446km, which our 21-22kWh per 100km consumption suggested was realistic. For the vast majority of owners this will be totally fine, but if you do a lot of long road trips, just consider if you’ll have charging options.

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For the vast majority of owners, this (446km driving range) will be totally fine

For winter driving, the onboard heat pump takes waste heat from the inverter and electric motor to supplement the vehicle’s internal heating system, reducing draw on the onboard battery and thus optimising driving range.

For charging, Mercedes-Benz will sell you an AC wallbox (up to 22kW output, if connected to three-phase power), while DC charging offers the prospect of taking charge from 10 to 80 per cent in about 30 minutes using ultra-rapid charging with a 170kW maximum speed. A Mode 3 cable is supplied.

A nifty infographic shows you the maximum allowable DC charging draw available at any given moment, since a fuller battery can generally handle less charge.

Mini matchup: Fuel consumption

How safe is it?

As you’d expect, it comes with all the driver-assist features

There aren’t many safety features missing in what is ostensibly a family vehicle. There’s the full gamut of airbags (10 all up) including a front centre ‘bag for side impacts, Pre-Safe systems that tighten up the occupants’ belts for impact in the blink of an eye, and a suite of driver-assist aids including:

Attention assist, autonomous emergency braking, active lane-keeping aid with steering and lane changing helper, automated parking assist, adaptive cruise control, blind-spot alerts, and traffic sign assist. There are also Digital Lights with adaptive high beam.

We await the ANCAP crash test results.

Warranty and running costs

There’s a five-year warranty with roadside assist, plus eight years for the battery up to 160,000km.

Mercedes-Benz advises a five-year service plan (75,000km) costs $3555, whereas a three-year term is $1950. The company provides a five-year unlimited kilometre warranty and roadside assist for the car, and eight years or 160,000km for the high voltage battery in case of excessive degradation.

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VERDICT

To be blunt, the Mercedes-Benz EQE 300 looks a bit too similar to the EQA and the EQS for this writer’s liking, with slightly anonymous and borderline blobby looks against some pretty shapely competitors. But this is strictly subjective.

On the downside I found the brake pedal feel numb, the lack of available Hyperscreen on the base model a shame, the non-air-suspended ride slightly firm at times, and that 539km range claim overly optimistic. Its direct pricepoint rivals also offer more powerful dual-motor drivetrains as standard.

But on the other hand, the EQE 300 wafts along with a serenity the GLE could never hope to match, has some wow-inducing interior displays and driver assists, and plenty of interior space for five occupants. Not to mention a coveted badge. Few surprises here, then.

November: EV9 driven in Australia

Kia’s massive EV9 is a unique thing, for Kia and the market alike, which could result in a surprise success – even at $100k a pop.

Story continues: EV9 coming with strong supply

It looks like buyers keen on the big new Kia EV9 electric SUV won’t go through the waits suffered by EV6 buyers in its first year on sale, with the brand confirming 200 vehicles will arrive in October – followed by up to 100 cars each month.

EV6 availability has improved dramatically in recent months, falling from a woeful one to two years in its initial production allocation to around three months. The brand warns it is still working through that backlog, but buyers are now receiving their cars sooner than expected and new orders will come even sooner.

Kia’s local arm credits that improvement to “a combination of supply freeing up and the Kia Australia sales team consistently rallying for more supply since launch,” and the same efforts have resulted in a stronger flow of EV9 spots for our market.

“The initial shipment [of EV9] will be 200, which is effectively on the water now, and we’re very confident of getting good supply,” Kia Australia operations boss Damien Meredith told Wheels Media this week.

The media launch for the EV9 is set for October, and customer deliveries will begin “straight after”.

In terms of demand, Meredith said dealers “have been writing orders for a while already, there’s probably a couple-hundred orders already”.

Kia Australia marketing head Dean Norbiato added that around 7000 “expressions of interest, which vary from wanting to purchase through to simply wanting more information, and somewhere in between”.

As with any new model when local pricing is yet to be revealed, only a fraction of those are expected to convert to orders.

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“To Damien’s point, we haven’t revealed local spec or pricing, so to have customers going into dealerships and putting money down on a product they don’t have the details for…”

“It’s a pretty big indication of interest in this model and it’s something we’ve never had before, at this level,” Norbiato said.

Availability of 100 cars each month may not seem like much – especially in comparison to the sales volumes achieved by any of Australia’s top-10 models – but for a ~$100,000 electric SUV from Korea? It will be interesting to see just how many of those 7000 ‘expressions of interest’ convert to sales…

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The Subaru WRX TR has been revealed at Subiefest Florida as a more focused version of the all-paw performance sedan with bigger brakes and a revised chassis.

Yet the WRX TR debuted in Florida without the massive rear wing from the version we saw in Australian government documents last week.

A Subaru USA spokesperson told Motor1 [↗] it’s because “the rear wing has always been associated with the WRX STI and has only ever been offered on it.”

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“In other markets, the large wing has been offered on WRX models as well”, the spokesperson added, indicating this hardcore WRX will be offered in other parts of the world with the wing we’ve seen.

Japan is obvious, but Subaru’s Australian and UK arms have previously fitted WRXs with wings. Given the images in local approval documents show a wing, we’re anticipating our version will wear the aero addenda.

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What’s changed for the WRX TR?

First up, there are no changes to the WRX’s 2.4-litre flat-four boxer engine. It still produces 202kW and 350Nm and is hooked up to a six-speed manual transmission.

A set of forged 19-inch alloy wheels are wrapped in sticky 245/35R19 Bridgestone Potenza S007 tyres. Behind the rims are six-piston front and two-piston rear calipers clamping 340mm (vs 315mm) and 326mm (vs 300mm) respectively.

Updated chassis settings see stiffer springs matched with revised dampers and retuned electronic power steering system for less roll and sharper responses.

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Inside, there’s a pair of Recaro bucket seats upholstered in Ultrasuede with red contrast stitching. The passenger chair is manual, and the driver’s is six-way adjustable – there’s also no sunroof for the TR.

Performance mods are joined by the standard fitment of Subaru’s EyeSight driver assist with the manual transmission for the first time.

This means manual WRXs now get adaptive cruise, lane-departure warning and AEB, just like the revised Toyota GR86 in Australia.

The Australian version of the Subar TR – or SE – is yet to be revealed. Expect more news as we approach 2024, and a similar variant to join the Aussie range for MY24.

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Our original story, below, continues unchanged

WRX ‘SE’ revealed in government documents

Images of a new WRX variant appeared in government approval documents. The pictures show the ‘VB’ WRX outfitted in performance parts, which one would imagine come from the brand’s STI tuning house.

However, closer inspection reveals that the front and rear clips of the black ‘SE’ pictured – likely to be known as the TR when it’s revealed on Friday at Subiefest Florida – are identical to what you’d find on a standard WRX RS.

The aggressive wing – that looks very similar to the ‘VA’ STI’s item – is doing all the heavy visual lifting, giving the WRX sedan much-needed visual balance and referencing Impreza WRX STIs of old.

There are no STI badges either, and none of the tuning house’s signature Cherry Pink accentry. There are only red highlights on the Brembo brake calipers that hide behind larger 19-inch alloys (the regular WRX features 18s on all trims) that are very attractive.

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This begs the question: what is the ‘WRX TR’?

On the Road Vehicle Regulator website, there are no changes to the 202kW/350Nm 2.4-litre turbo-petrol flat-four listed. It also features ‘standard equipment a’ suspension, suggesting it’ll have non-adaptive dampers as fitted to the RS variants.

Additionally, it’s listed at a mere 2kg lighter (1519kg) than a manual WRX RS and is fitted with ‘brake system b’ from the tS model. The SE has only been complied in six-speed manual trim.

Previous teasers from Subaru USA have revealed the SE will feature Recaro bucket seats, which could alone account for the weight loss. The red Brembo calipers and rotors could be lighter than the standard WRX items, too.

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One final theory is that this is a new variant similar to the 2005 Impreza WRX WRP10 that was designed to sit between the standard and STI versions. It was a whisker more powerful (7kW), sat 15mm lower than a standard WRX, and had a front strut brace. Small changes that amounted to a lot more fun on the road.

Subaru Australia’s penchant for special models has been gathering steam lately. With the Outback Wilderness at one end of the spectrum and the new BRZ tS at the other, the brand was also testing the waters at SubiNats with its rugged Crosstrek Boost Gear Concept.

When asked about the new variant, a Subaru Australia spokesperson told Wheels to “stay tuned for more information about MY24 Subaru WRX Australian specification, which will be released in due course.”

October: Grand Cherokee 4XE driven!

With its first plug-in hybrid to be offered in Australia, Jeep has never looked so fresh, but this skirmish into electrification comes at a cost. See our full review at the link below.

June: Grand Cherokee 4XE pricing revealed

The 2023 Jeep Grand Cherokee plug-in hybrid has arrived as the brand’s first electrified vehicle in Australia.

Priced from $129,950 before on-road costs, the Summit Reserve 4xe becomes the flagship variant in the Grand Cherokee large SUV line-up to rival the Mazda CX-90 PHEV, BMW X5 xDrive50e, and Volvo XC90 Recharge.

Compared to the conventional petrol L Summit Reserve, there’s a $10,500 premium for the more-frugal and low tailpipe emissions variant – but the PHEV is exclusively offered in short-wheelbase, five-seat guise.

A long-wheelbase, seven-seat Grand Cherokee L plug-in hybrid is not available.

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The Grand Cherokee 4xe combines a 2.0-litre turbocharged four-cylinder petrol engine with two electric motors for a 280kW and 637Nm total system output.

The American off-road-focused carmaker claims a pure-electric range of 52 kilometres on the lenient NEDC testing cycle from its 17.3kWh (gross) lithium-ion battery pack, with a combined fuel economy of 3.2L/100km.

Jeep estimates charging times of sub-10 hours on a Level 1 domestic plug trickle charger or less than three hours on a Level 2 wall box at up to 7.4kW AC speeds.

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Three PHEV modes are also offered in the Grand Cherokee 4xe – hybrid, electric or eSave – to force a series-parallel hybrid, electric-only or engine-only setup, respectively.

The maximum regenerative braking intensity is rated at up to 0.25g using all four wheels when 4×4 mode is engaged.

All PHEV electronics are sealed and waterproof, including its combined compact charging module mounted in the underbody, which is protected with steel shields.

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Jeep Grand Cherokee 4xe key specs

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Jeep Grand Cherokee 4xe key features

Compared to the seven-seat L Summit Reserve, the five-seat 4xe gains a unique 21-inch alloy wheel design and two-tone black roof.

The optional $5500 Advanced Technology Group pack brings a head-up display, a wireless phone charger, a night vision camera, and a 10.25-inch front passenger touchscreen.

The interior can be optioned with beige Tupelo leather upholstery as a no-cost option.

Eight exterior colours are available.

When will the Jeep Grand Cherokee 4xe launch in Australia?

The 2023 Jeep Grand Cherokee 4xe PHEV is scheduled to arrive in showrooms in August.

It follows the rest of the fifth-generation five-seat Grand Cherokee line-up, which debuted locally earlier this year.

The Toyota C-HR, an acronym for Compact High Rider, was the first small SUV introduced by the Japanese brand in 2017.

At the time the model was quite futuristic in its design and many either saw the vehicle as funky or polarising. However, Toyota later introduced the Corolla Cross in Australia to cater to a more mainstream audience looking for a small SUV.

In early 2024, the C-HR will enter its second generation and will be available exclusively as a hybrid model, marking a significant milestone for Toyota.

But until the new model arrives, let’s take a closer look at the current C-HR, particularly the top-tier Koba trim.

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Pricing and features

The 2023 C-HR was available in three trim grades– GXL, Koba and most recently a GR-Sport version. However since announcing their upcoming next generation model, the website reflects a rationalised line-up available down to the Koba– with the other variants to return at launch.

The entry-level GXL can be equipped with either two-wheel or four-wheel drive, but it’s available with a petrol engine only. On the other hand, the Koba trim offers a choice between petrol or hybrid powertrains in front-wheel drive (FWD) configuration, while all-wheel drive (AWD) is available with the petrol engine. The GR Sport variant is limited to 2WD and hybrid power.

The 2023 Koba can is priced between $35,965- $38,465 before on-road costs.

Toyota has also just announced it’s pricing for the next generation 2024 C-HR.

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The Koba offers top-of-the-range specs, including:

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Safety

Tested locally in 2017, the C-HR received a five-star ANCAP safety rating.

This included a respectable 87% score for adult occupant protection and 77% child occupant protection result. However, it’s worth noting that the 2024 C-HR will require re-rating.

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Key rivals

The small SUV segment is already bustling with options, including some equally funky offerings such as the:

• Kia Seltos
• Honda HR-V
• Mazda CX-30

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Should I put it on my shortlist?

If you’re presented with a clearance deal, the current-generation C-HR offers an excellent opportunity to own a visually appealing and practical small SUV.

With the upcoming generation set to see a substantial price increase, particularly with the Koba trim becoming $11,500 more expensive, the current C-HR might be your last chance to own one without stretching your budget.

For those seeking a stylish, feature-rich SUV that provides good value without compromising on Toyota’s well-known reliability, the C-HR remains an attractive choice, blending futuristic design with the brand’s reputation for durability.

Imagine waking up to the adrenaline-pumping sounds of a Bathurst racing event. Or better yet, watching a race from your own outdoor deck.

Well, this could be a reality for the next lucky owner of 457 Conrod Straight [↗].

The lavish property on Mount Panorama in Bathurst is scheduled for auction on November 17, carrying a $5 million price guide.

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Spread across a five-acre estate, the property boasts a magnificent family home and a separate guest cottage, offering a serene getaway. It’s not just a home; it’s a paradise tucked away in one of Bathurst’s most sought-after locations.

Whether you’re a die-hard motorsport fan or seeking a tranquil retreat with unmatched panoramic views, this Conrod Straight address is the dream destination.

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The main house hosts three bedrooms all with guest ensuites, a large open-concept kitchen and lounge room space, a separate theatre room and a 15m indoor lap pool.

A separate fully furnished guest cottage offers a further four bedrooms, a galley-style kitchen, a rear fire pit area, modern amenities and an extensive outdoor entertaining space.

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Raine & Horne Bathurst confirmed that the house is on sale for the first time since it was built 14 years ago. The previous owner designed the property sans architect, with the process taking 18 months.

The winner at the property’s auction will also become neighbours with former NASCAR and Bathurst driver Kenny Habul, who purchased 489 Conrod Straight in 2020 for $1.6 million.

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Securing a spot right next to the action of racing isn’t just about acquiring property; it’s about embracing a unique lifestyle.

For those who truly appreciate the world of motorsports, this opportunity represents more than just an address. It’s a chance to be part of something bigger, to create lasting memories and to enjoy the best of Bathurst every day.

After all, there’s no price tag on the thrill of being at the heart of the race (although it’s about $5 million).

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The Honda Civic has long been a favourite among compact car enthusiasts, known for its reliability and dynamic driving experience.

Now in it’s 11th generation, the Civic has rationalised it’s line-up to cut out entry-level models, instead now offering two premium variants– the VTi LX or hybrid e-HEV LX.

So for those who are interested in all that the new Civic has to offer, let’s take a look at what you’ll pick up with the petrol VTi LX.

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Pricing and features

Sharing the same bones as the iconic Civic Type R, the VTi LX has picked up some refinement and engineering that goes into making one of the worlds most popular hot hatches.

Operating as an agency model (like Mercedes-Benz) means that the Civic pricing is standard across all dealerships. And in the case of the VTi LX it has an asking price of $47,200 drive-away.

Under the bonnet is a punchy 1.5-litre turbocharged four-cylinder producing 131kW and 240Nm, running on 91 RON regular unleaded fuel.

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Step inside, and the VTi-LX welcomes you with a lavish and sporty interior. Leather seats, a sunroof, and a premium sound system add to the luxury touches throughout the car.

The infotainment system, with its 9-inch touchscreen and Wireless Apple CarPlay, offers seamless connectivity.

The feature-full VTi LX includes:

The VTi LX is available in four colours, that are all no-cost options.

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Safety

The Civic has not been ANCAP testing, but does hold a five-star rating from Euro NCAP internationally.

As part of the ENCAP testing, the Civic received an 89% adult occupant protection score and 87% child occupant protection score.

Standard safety equipment includes 8 airbag, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane departure warning, lane keep assist, driver attention motnitoring and a reversing camera.

The e-HEV hybrid variant adds front and rear parking sensors, traffic sign recognition and additional airbags– front centre and rear side airbags.

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Key rivals

In its previous generation, the Civic started at a price-point alongside key competitors at the time such as the Toyota Corolla and Mazda 3. Now it competes with the range-toppers of the same models.

And with a drive-away price almost hitting $50,000, it’s been pushed up into a new league of competition against hot hatches such as the Hyundai i30N.

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Should I put it on my shortlist?

The 2023 Honda Civic VTi-LX is a testament to Honda’s promise of premium without compromising on reliability.

With fixed pricing nationwide through their new agency model, there will be no need for haggling or negotiations. However that comes at a significant price.

With newer budget entrants arriving in Australia by the day, offering drive-away bargains, it’s hard for many to justify the step up into this territory for a hatchback.

Professor Richard Hopkins and one of the students involved in UNSW’s Sunswift solar project, chief strategist Luke Tedesco, sit in front of me quietly confident that they’re in for a win at this year’s Bridgestone World Solar Challenge [↗] held in Australia between 22-29 October.

Coming off the back of a Guinness World Record as the fastest EV to cover 1000km, the Sunswift 7 is a solar-powered, carbon-fibre, battery-electric racer built by a team of 100 engineering students with help from Amazon AWS. Richard and Luke are telling me that the 3020km route from Darwin to Adelaide should be a walk in the park for the car’s piddly 38kWh battery.

With a drag coefficient of 0.09 (a Mercedes-Benz EQS is rated at 0.202Cd), ceramic wheel bearings, and low rolling resistance rubber, the $1.2 million Sunswift 7 can travel 1200km on battery power alone using 3.3kWh/100km. Add the 4.5m² of solar array on the roof and bonnet that generates 700-750 watts into the mix and you’ll get another 400km driving range in the beaming sun. A fair bit more effective than the Genesis G80 Electrified’s panels.

“But it cost $1.2 million to produce”, admits Richard, “so it is that high performance, high efficiency. It wasn’t designed to be a production car, it was designed to be a demonstration of what is possible [within the regulations]”.

I think it’s time we changed and moved with the times. I’ve got a team of 100 students who are screaming out to do other things

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Setting lofty goals is what Sunswift’s undergraduate-led program is all about, and the team is confident they’ve amassed the tech and strategy smarts to cream the global competition.

“The world record would not have been possible without AWS. We’ve got amazing minds like Luke, and we’ve got amazing minds as well with AWS. Put them both together and It’s incredible what we can achieve as a collective.

“We are looking at the minutiae to develop those strategies across 3020km. With so many variables you can put a plan in place but then wind direction, the amount of sun, you get a flat tire, all these things that are out of our control come along, and it’s how you deal and manage and recover from those and still come out on top”, enthuses Prof Hopkins.

Aside from the car, the amateur team members have to be trained up for driving duties – not for maximum lap time, but smoothness. It’s not Formula 1, but there’s still plenty of skill involved.

“We don’t necessarily have those 20 top drivers [as in F1], the guys and girls who drive our car are students within the team. However, over the last sort of six to 12 months, we’ve gone through quite a selection process”, explains Richard.

There’s nothing on the car that doesn’t need to be on the car

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“Driving style is certainly part of it, but driving from Darwin down to Adelaide, it’s all about you being able to hold the steering wheel straight because 95 per cent of the bloody roads are dead straight!”

“Hills are an absolute killer of the battery. So, again, in rural testing, we were going through Dubbo where it starts getting pretty hilly, and our efficiency – I was talking about 3.3kWh/100km before – fell to about 8-9kWh/100km [uphill]… you can really tell how different drivers can manage it, especially going uphill, just how they can minimise loss”, explains strategist Tedesco.

Aside from a freak mountain appearing between Darwin and Adelaide, there won’t be much stopping the single-minded Sunswift 7 from sailing to the finish line – likely in a prime position.

“Rural testing was our first time to see the car on the road and in the hills around Dubbo and Parkes, that [terrain] is way worse than we’re ever going to see in the race, and we were comfortable coming out of that that we’ll easily have the range”, Luke says.

https://www.instagram.com/p/CxDDlH9S7vg/

“You’ve got to remember that these cars are similar to Formula 1 cars.”

“They’re built and designed to absolutely optimise and maximise what they’re designed for, so the weight of the car being 600kg is for a reason – it’s not 650kg. There’s nothing on the car that doesn’t need to be on the car”, says Richard.

It’s pretty much only a mechanical failure, or flat tyre that could stop Sunswift 7 making the finish line and, despite that being comforting to a man with winning in his blood, Richard almost sees this as being less than challenging.

“I’d say it’s a bit of a bugbear, certainly of mine, and I think shared within the team as well that fundamentally the regulations today are very similar – if not the same – as the those from 10, 20, 30 years ago.

“The restrictions on the technologies that can be used are pretty much the same, and I understand why that is. However, I would love to be able to see some greater flexibility within those regulations.

“I think it’s time we changed and moved with the times. I’ve got a team of 100 students who are screaming out to do other things…

“I think we should all be forced to use production tyres, I think we should all be forced to use air conditioning, we should all be forced to not use carbon fibre”, says Richard.

With more of a focus on keeping costs achievable, and the vehicles more production-relevant, the challenge could breed real innovations for the road.

“The public, the consumer, needs to be able to look at [the World Solar Challende] and see it ahead of the curve, not behind the curve”, he opines.

“I’m talking as somebody who works in Supercars [a series] that still uses V8 engines. And actually, the technology in those V8 engines is very, very old – it’s Pushrod technology. It’s not even the latest technology for V8s.

“Supercars needs to really up its game, it needs to be relevant to the consumer, but slightly ahead slightly, almost, what’s the word? desirable.”

“We need to be looking at [how to make consumers say]: ‘Oh, gosh, that’s amazing. I want access to this. I want my next car to have that’, whether that’s solar panels or hydrogen technology – which we’re going to be exploring with the next car – I think there’s lots that organizers could do to give it a bit of a tweak.

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Richard talks about SunSwit’s relationship with Audi on a marketing level, though regrets it’s not a technological one: “We absolutely should be researching technology within the team and have the likes of Audi saying: ‘Oh, my God, you’re using X, can we work together on that?’ and that’s not quite happening.

Although the team is focused on winning this year’s Bridgestone World Solar Challenge, the next Sunswift iteration is already in the works. Sunswift 8 is a whole new concept; Richard explains that it’s about a quarter way through development and features little-to-no carbon fibre (instead, more sustainable, affordable alternatives) in the construction of its modular platform that will integrate battery-electric, solar, and hydrogen fuel-cell technology.

Rather than slaving to regulations and minimal consumption, Richard’s plan is for Sunswift 8 to lay the blueprint for everyday usable performance cars – think the future BMW M3 or Audi RS4. A car that’s engaging and effortlessly capable on the racetrack yet able to collect the kids in the afternoon, all without emitting a single gram of carbon dioxide.