New car sales records have been broken for the third month running, with the Australian car market posting its best-ever September result.
According to official new-car sales results from the Federal Chamber of Automobile Industries (FCAI), 110,702 vehicles were registered in September – up 18% from 2022, when 93,555 cars were sold.
The previous highest September result was in 2016 when 102,696 new vehicles were registered.
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Top-selling brand Toyota broke yet another record with 20,912 vehicles, beating September 2021 when the brand recorded 20,216 vehicle sales.
The Toyota HiLux took first place with 5776 sales – just under 350 units more than its arch-rival Ford Ranger (5429) in the modern-day ute battle.
Year-to-date, 44,301 examples of the Toyota HiLux have been sold in Australia, compared to 43,073 Ford Rangers.
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New South Wales registered the most vehicles with 35,968 sales, ahead of Victoria and Queensland with 29,426 and 23,415 sales, respectively.
Western Australia (10,577), South Australia (6676), Tasmania (1972), the ACT (1806), and the Northern Territory (862) followed.
The Federal Chamber of Automotive Industries said four of the past five months have been the highest recorded, with almost 900,000 vehicles sold year-to-date.
“The record result shows that Australian car buyers value a broad choice of vehicles in a range of price brackets that suit the family or business budget,” said FCAI chief executive Tony Weber.
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“Consumers have a choice of vehicles across 20 light vehicle segments – from small passenger cars through to larger utes – confirming Australia’s position as one of the most open and competitive new vehicle markets in the world.
“Our advice is that the supply of vehicles into Australia, including electric vehicles, continues to improve so those consumers who want to buy a new vehicle should visit a dealer or manufacturer.”
In first place, the Toyota HiLux recorded 5776 sales – down 11% from last year but with a stronger 4×4 share – with the Ford Ranger following with 5429 units, up 34% from September 2022.
The all-electric Tesla Model Y mid-size SUV took third with 3811 sales while the Isuzu D-Maxfollowed in fourth place (2885).
Like August, the Toyota Corolla was the only passenger vehicle in the top 10 last month, but its 14,376 registrations year-to-date place it behind the Hyundai i30 (16,492) and Tesla Model 3 (14,540).
? Australia’s top 10 car brands for September 2023
Ups and downs ? + ?
Toyota recorded 20,912 sales (▲ from 14,852 in September 2022). Year-to-date, the Japanese brand’s sales are down 12% at 154,659, representing 19% of the market.
Mazda finished second with 8031 sales (▲from 7259), while Ford trailed closely behind with 8015 sales (▲ from 6635) due to strong Ranger and Everest demand.
Kia, in fourth, recorded 7303 sales in September (▲ from 7290), while Hyundai placed fifth with 6217 sales (▼ from 6501).
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Year-to-date, Kia is ahead of its Hyundai parent, with 59,123 sales compared to 56,958.
Mitsubishi followed in sixth with 5761 sales (▼ from 6784), China’s MG placed seventh with 5400 sales (▲ from 3261) and electric car brand Tesla, in eighth, recorded 5177 sales (▼ from 5969)
A strong month and diverse portfolio saw Nissan rise to ninth with 4784 sales (▲ from 1885, or 154%) as its sales continue to recover, while Subaru placed tenth with 4302 sales (▲ from 3167).
I really enjoyed Andy Enright’s look back at the greatest covers of all time.
There are certainly some deserving mention in there, especially the two iconic COTY covers of ‘No Car of the Year’ and the flying Falcon. However I think there was a glaring omission and coincidentally it was a COTY cover involving a Falcon.
I’m referring to 1995 when you perched the (well-deserved) winning Subaru Liberty in front of what I can only imagine were a few barrels of highly flammable liquid, put a match to them and stood well back, then applying the genius headline ‘Car of the Year – so hot it burnt the Falcon’.
Some 29 years on and I still remember how visually stunning that cover looked on the newsstand. It’s my personal favourite and certainly worthy of mention of greatest Wheels covers ever to grace the shelves.
Mark Slater, Richmond, Vic
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ud83dudede Editor Andy
That is indeed a great cover, Mark. I recall the voting from that year where Bob Hall was the only proponent of the Falcon. Every other judge voted for a Japanese contender with the Liberty snagging six of the 11 available votes. It was a large and illustrious judging panel back then.
Indeed, as you trawl back through the Wheels archive, it would have been possible to create several volumes of our favourites but we had to make the call somewhere.
One of my personal favourites didn’t even make the cut. The January 2018 Car of the Year issue had a peach of an image on the cover and marked my first COTY as a judge, so it was always going to be close to my heart.
On solid ice?
For someone who’s unashamedly clinging to petrol engines and manual transmissions tooth and nail, I have to say, I’ve enjoyed the recent electric car coverage in Wheels a lot more than I expected.
Nevertheless, I’ve had this plan to wait until the last moment possible to get my hands on a petrol-powered manual hatch – like an i20 N or Swift Sport before their kind are gone forever.
But lately I’ve been thinking, will I still be able to use these cars as my daily drive, say, 15 years from now?
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Will they be economically viable to own and run? The electric car is steaming ahead, though it feels like Australia’s infrastructure to support them is still miles behind.
So my question is – when is the tipping point? How long are we away from the moment where buying anything other than electric is the impractical choice?
Luke Scicluna, Melbourne, Vic
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ud83dudede Editor Andy
We’re going to be taking a more detailed look at exactly these sorts of questions in the next issue, Luke.
I wish that was the case. I placed my order for a GR Sport back in February 2022 and I’m still waiting. What’s worse is my local Toyota dealer can’t give me any information on when I may expect to take delivery. It’s hardly the way to treat what was a loyal customer base.
It won’t happen again as this is the last time I order a Toyota!
Neal Pennison, via email
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ud83dudede Editor Andy
Sadly, the issue is not limited to Toyota, Neal. The fact is that many dealers are just giving their most educated estimate at the time. Toyota has been slugged by huge demand and limited supply for first RAV4 and now LandCruiser. But after that long, we agree that you probably have the right to a more concrete ETA.
The boot for utes
I’ve been a faithful purchaser of Wheels and have bought every copy since the scoop of the EJ Holden.
Over the years the magazine has catered for enthusiast drivers but I feel this has been gradually diminishing. Now so much of the magazine is taken up with SUVs and 4×4 utes.
Yes, I do realise that Australian motorists have now followed US trends and four-door utes are the biggest sellers. However, are these vehicles actually purchased by “motoring enthusiasts”?
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I haven’t met one yet, but I can guarantee that most people who buy them do so for a fashion statement and not because they need them. After all, how many do you actually see carrying stuff?
In any case you can carry a lot more in a 6×4 trailer and only have it follow you around the few times you need it – allowing you to have a more fuel efficient/comfortable vehicle that has as much passenger space, doesn’t take up as much room when parking it and handles a lot better.
Peter Tripoli, via email
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ud83dudede Editor Andy
For better and for worse, Peter, logic isn’t the overriding factor in many
new-car buying decisions. The SUV has largely become the new
wagon form factor.
Honda in reverse
Interesting to see in a recent VFACTs report that most manufacturers increased sales from same month last year, yet Honda went backwards by around 600 units.
Clearly the fixed-priced sales model is working well for them! Or is it a case of supply issues making the sales position look more grim than it really is? I see that someone commented on my post saying that there is a 10-month wait for hybrids.
G Hunt, via Wheels Facebook
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The Wheels question to you
Are you waiting for a reset in new car pricing or is this it?
I’ll wait
Trevor Deane, Vic: I have a 2014 Corolla thatu2019s due for replacement, but Iu2019m willing to keep it as my daily for another year or so and see if the supply issues and pricing returns to something vaguely sensible.
Buy now
Shaye Brown, Qld: Look at the sales data and people are still buying new cars like thereu2019s no tomorrow. No manufacturer is going to reduce prices if thatu2019s the case. If anything theyu2019ll go up as they see what the market will bear.
Want to have your say? Keep it tight (no more than 200 words) and include your suburb if via email: [email protected].
Variable pricing will be implemented at some locations, with two different pricing periods imposed depending on the time and day – peak and off-peak electricity.
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For example, the Heatherbrae site in New South Wales is currently set at $0.60 per per kilowatt-hour (kWh) peak (during 7am to 10pm weekdays), which reduces to $0.50 per kWh off-peak (during overnight 10pm to 7am weekdays and all weekends).
Most other BP Pulse fast charging stations remain unchanged at the fixed $0.55 per kWh rate.
However, the cheapest off-peak periods occur during the day to encourage utilising renewable energy generation for emissions-free charging.
Evie Networks raised its fixed pricing in July to $0.50 per kWh for its 50kW fast charging stations, while Ampol’s AmpCharge was increased to $0.69 per kWh for its 150kW DC units (but standard 400-volt EVs can only accept up to 80kW DC).
It has exclusively deployed Tritium’s newest PKM fast charging units, which currently output 75kW DC speeds, but can be upgraded to 150kW due to its modular design.
The Brisbane-made station is also capable of charging two electric vehicles at the same time via two plugs – with BP Pulse opting to offer two CCS Type 2 ports at most stations or one CCS2 and one CHAdeMO plug at others – and can load balance the electricity with nearby units.
The Toyota HiLux, Ford Ranger and Isuzu D-MAX often top the sales chart each month, leaving no doubt Aussies really do love their utes – or at least the tax aspects.
There’s no denying, though, that utes are incredibly capable vehicles ideal not just for tradies, but also those that love to get away with a dirtbike in the back and a camper or boat hitched to the tow bar.
Maybe it’s just that I’m not a Blokey McBloke, but I do wonder at how many buyers are choosing 4×4 dual-cabs out of social pressure or small-business fringe tax benefits, rather than any actual need. (Can confirm: plenty of mums in athleisure wear hopping out of utes at school dropoff. – Stevo.)
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Why are utes so popular?
On numbers alone, Australians love their utes, with 228,671 purchased last year – narrowly ahead of mid-size SUVs (216,151).
Buyers have gone wild for the new Ford Ranger, and rightly so. There was hype and excitement I haven’t seen in a long time, and they’ve been flying off the docks since.
Look, I get the appeal. I’ve driven many new utes, enjoying the weird ego boost and appreciating the greater sense of safety – if somewhat an inflated correlation.
But buying a four-wheel drive ute when your weekly commute is to the office and back, or even just dropping the kids off at school and doing the grocery run, is like buying a $12,000 Apple Mac Pro just to browse Facebook – a waste of money and capability.
So before you get sucked into the fanfare, I wanted to highlight a few of the many limitations of Australia’s most loved vehicles, to consider if they’re the right choice for your driveway.
Sometimes, a 4X4 dual-cab is the right compromise for your needs. But maybe, sometimes, it deserves a little more thought.
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Space is tight
Utes are not ideal family cars, even if advertising campaigns have kids in them.
Often, to make room for the gigantic rear tray behind, the compromise is legroom and seatback positioning for your rear riders.
I’ve sat in the back for short trips, but I can’t imagine being trapped daily in the back seat of a ute. Think of your growing children! Should they have to suffer that?
They’re not great for fitting child seats, either.
Ride and handling: Not a ute’s key attributes
We all know that on the road, most utes aren’t as smooth nor as fun to drive as passenger vehicles.
That point will surely go uncontested. The car is huge, heavy and sluggish compared to lighter, more nimble vehicles.
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Poor fuel efficiency
Most four-cylinder diesel utes are hella thirsty, with listed fuel economies ranging between 7.2L and 11.5L per 100km.
Not surprisingly, the examples we’ve tested have sat almost two litres above those claimed figures.
Today, it will cost you $160 to refuel a Ranger for a full tank. Until the days of electric or hybrid-electric utility vehicles, the fuelling situation isn’t favourable towards these trucks.
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Expensive all around
You’d better really want it. The initial purchase of these cars, especially a 4×4 configuration, is going to cost you.
The cheapest dual cab four-wheel drive HiLux is about $54,000 drive-away, while the Ranger is just over the $55,000 mark. Your ABN will help lower that slightly, but it won’t save the day.
Utes often cost more to maintain than other vehicles, too, thanks to more complex 4×4 systems, DPFs and their overall size. So why pay for a 4×4 system you’re not using?
Does the thought of “we might start going away off-roading on weekends” justify the $900 service? I heard this from my brother when he bought a Mitsubishi Triton last year. Now he owns a Mazda 3.
Your inner-city drives would be more cost-efficient in a wagon or SUV.
In some states, your tolls will also be more expensive in a utility vehicle.
Victorians and Queenslanders who drive a dual-cab ute that weighs over 1.5 tonnes are categorised as a ‘light commercial vehicle’. This means that driving on the Melbourne CityLink from the city to the airport will cost you an extra $6.69 per trip.
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Safety concerns
“The risk of death and serious injury posed by a ute compared to a medium car is about 30 per cent higher,” Monash University Accident Research Centre director Stuart Newstead told the Sydney Morning Herald[↗].
This is ultimately due to the size and design of these cars that cause a higher likelihood of flipping over or causing severe damage to others when in a collision, especially with the hunks of steel (AKA bull-bars) mounted across the front.
During our Wheels Car of the Year 2023 testing, the Ford Ranger took a whopping 51.7m to stop from 100km/h.
To put that in perspective, that is an extra 17.1 and 15.8 metres more than a Tesla Model Y RWD and Nissan Qashqai ST+ tested in the same conditions.
I’m nervous for the day I start having Ford F-150s and Rams – cars that struggle to fit in a standard parking space due to their sheer size – driving on the road alongside me.
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Less than half the ute owners I know, actually use them as intended.
The others? Well, they’re dropping their kids off at school, driving to client meetings in the city and then heading to Woolies before wrapping up their day in traffic on their way to their suburban home.
Ultimately, if you’re buying a ute, you will have to compromise on something. Be it comfort, rear space or other creature comforts. Utes are costly to own, worse to drive and pose an inflated safety risk to everyone (other drivers, cyclists and pedestrians) around them.
With all that said, they’re still somehow the most popular cars on the road. I’m not your boss or your spouse – buy whatever you want!
Mitsubishi’s mainstay small SUV, the ASX, soldiers on into its fourteenth year on sale in 2024 with a couple of small tweaks to see it through to… well, whenever the factory decides that it’s time to turn off the lights on one of the company’s longest selling models.
The 2024 Mitsubishi ASX line-up will be bolstered by the addition of a new option pack for the lower-end ES variant.
Called the Street accessory pack, it adds a brace of exterior trim items, including a new front bar, rear spoiler, front and rear skid plates and Street decals, along with new door scuff plates and a leather-trimmed gear shifter.
Step into the ES, and rain-sensing wipers, automatic headlights, LED fog lights, reverse sensors and automatic air-con are complemented by 18-inch alloy wheels.
The MR brings keyless entry, a six-speaker audio system, black 18-inch rims, black grille and exterior mirrors and privacy glass.
At the LS level, meanwhile, roof rails, leather-wrapped steering wheel and shifter and privacy glass come standard, along with blind-spot alert, lane change assist and rear cross-traffic alert.
The top two tiers sport the larger 2.4-litre NA four-cylinder petrol engine, which makes 123kW and 222Nm, still driving the front end via a CVT.
The GSR adds an alloy brake pedal cover and microsuede/synthetic leather seat trim with red stitching.
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Plump for an Exceed and you’ll find leather seats, two-tone 18-inch rims, a four-way powered driver’s seat, front seat heating, auto headlight levelling, a panoramic sunroof, a nine-speaker Rockford Fosgate audio system, and built-in satellite navigation.
All Mitsubishis offer a competitive capped price servicing program, while its purported 10-year/200,000-kilometre warranty can only be activated if all servicing is performed through a Mitsubishi dealer. Otherwise, it’s a five-year/130,000km warranty once a vehicle is serviced independently.
The D90 is LDV’s answer to the growing demand for seven-seat SUVs, offering luxury spec with their range-topping Executive at a price-point most competitors don’t even start at.
The SUV – based on the T60 dual-cab ute – is from the British-founded, Chinese owned automaker LDV, known for their commercial and utility vehicles.
Available in two grades, Mode (petrol) and Executive (petrol or diesel), the range is quite simple compared to other key players.
Pricing and features
The 2WD Executive Petrol comes in at $43,147 drive-away. Opting for a 4WD transmission will cost you an extra $3685.
The range-topping diesel 4WD Executive variant is available for $52,095 drive-away.
The 2.0-litre turbo petrol produces 160kW/350Nm, paired to a 6-speed automatic transmission. The diesel is a torquier 158kW/480Nm 2.0-litre turbo.
Inside, the D90 Executive offers a roomy cabin equipped with a host of features.
The 12-inch touchscreen infotainment system, compatible with Apple CarPlay and Bluetooth connectivity ensures seamless connectivity.
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The D90 includes an impressive amount of standard spec such as adaptive cruise control, reversing camera, tyre pressure monitoring system, rain sensing wipers and front and rear parking sensors.
Moving up to the Executive 2WD adds:
19-inch alloy wheels
Puddle door lights
8-inch semi-digital instrument cluster
Tri-zone climate control
Eight-speaker audio system
Reach-adjustable steering column
Glass sunroof
Ambient interior lighting
Leather-accented steering wheel
Electric tailgate.
Leather-accented upholstery
The Executive 4WD also gets rock, mud, sand and snow drive modes while the diesel powertrain gains a heated steering wheel.
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LDV states that the D90 has a boot capacity of 1140 litres when the rear seats are upright.
When the second row is folded down, the cargo space expands to 1800 litres. However, with all seats occupied, the storage space is 412 litres.
Safety
The entire D90 range holds a five star ANCAP safety rating from testing conducted in 2017.
This rating is set to expire at the end of 2023, in line with ANCAP’s six-year limit.
All D90 variants are equipped with six airbags, blind spot monitors, anti-lock braking system, emergency brake assist, hill start assist and driver fatigue warning.
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Key Rivals
The large SUV segment is filled with strong contenders, available with seven seats:
Each of these rivals offers a unique set of features and capabilities, but all are ute-based SUVs as well, making the market diverse for potential buyers.
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Should I put it on my shortlist?
The 2023 LDV D90 Executive is a noteworthy option for those seeking a spacious and feature-packed SUV without the premium price tag.
While it may have areas of improvement, its overall package offers a compelling mix of design, features, and value.
If you’re in the market for a large SUV that offers a lot for your money, the D90 Executive is worth adding to your shopping list. You can spend your saved cash on avocados or something.
Do you like your small SUVs with an extra shot of Aeropress-sourced caffeine? Then you’re going to absolutely love the Subaru Crosstrek Boost Gear Concept.
A jumped-up version of the recently released Crosstrek (née XV), the pint-sized bruiser successfully tickles the nostalgia funnybone of Subaru’s earliest light offroader efforts, with now-legendary rigs like the Adventure Wagon and the Brumby ute forging a dirt path for current cars like the Forester and Outback.
The Crosstrek Boost Gear Concept adds to the small SUV’s already impressive dirt manners, hoisting the ride height skyward by an additional 21mm over the stock car’s 230mm via taller springs, adding higher profile Toyo Open Country A/T tyres and wider rims as a finishing touch.
Subaru engineers have also ditched the stock 2.0-litre naturally aspirated flat-four petrol engine for the 2.5-litre version from the Impreza, and added a lower final drive ratio to complement the very capable stock X-Mode electronic terrain control set-up.
Body mouldings (which remind us of the Airbumps on the Citroen Cactus) and custom rock rails with integrated side steps mix perfectly with the comprehensive rooftop array of racks, basket, box and awning.
Of course, there’s a method to the madness of dropping a tarted-up one-off… and Subaru Australia used the recent SubiNats event in Sydney to full effect, showing the Crosstrek Boost Gear Concept off to many potential buyers.
The end game is to convince the head office that Aussies want the new Wilderness variants that were launched in the US last year, and which encompass the entire Subaru SUV line.
“We are sharing the Subaru Boost Gear Crosstrek concept with our owners as we look at extending our offerings in this space,” said Subaru Australia managing director Blair Read.
Blair actually confirmed with Wheels early this year that the Subaru Outback Wilderness is “definitely coming”, adding that “timeframes are still in flux”.
“There’s a huge, huge desire for Wilderness in both [Outback and Forester] and the only reason to caution on the timeframe is that there are some factors at play,” he said. “I’m not too fussed on which one goes first, we just want to get them both here.”
Given that the Forester and Outback are next in line for updates in early 2024, a ’roided-up Crosstrek might be held up the brand’s sleeve until all three SUVs can offer a Wilderness variant.
Note: This author was engaged by an agency of Subaru Australia to work indirectly for the brand at the 2023 SubiNats event.
The D90 is LDV’s answer to the growing demand for seven-seat SUVs, offering a blend of space, comfort, and value.
The SUV – based on the T60 dual-cab ute – is from the British-founded, Chinese owned automaker LDV, known for their commercial and utility vehicles.
Available in two grades, Mode (petrol) and Executive (petrol or diesel), the range is quite simple compared to other key players with the choice of only one transmission and configuration for the entry level.
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Pricing and features
The entry-level Mode Petrol comes in at $38,990 drive-away.
It is available in a single 2.0-litre turbo petrol producing 160kW/350Nm, paired to a 6-speed automatic transmission. The entry grade is rear wheel drive only.
Inside, the D90 offers a roomy cabin equipped with a host of features.
The 12-inch touchscreen infotainment system, compatible with Apple CarPlay and Bluetooth connectivity ensures seamless connectivity.
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The D90 includes an impressive amount of specs as standard such as 18-inch alloy wheels, adaptive cruise control, reversing camera, tyre pressure monitoring system, synthetic leather seat accents, rain sensing wipers and front and rear parking sensors.
The D90 is available in four exterior colours including a vibrant blue shade, Ocean Blue.
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LDV states that the D90 has a boot capacity of 1140 litres when the rear seats are upright.
When the second row is folded down, the cargo space expands to 1800 litres. However, with all seats occupied, the storage space is 412 litres.
Safety
The entire D90 range holds a five star ANCAP safety rating from testing conducted in 2017.
This rating is set to expire at the end of 2023, in line with ANCAP’s six-year limit.
All are equipped with six airbags, blind spot monitors, anti-lock braking system, emergency brake assist, hill start assist and driver fatigue warning.
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Key Rivals
The large SUV segment is filled with strong contenders, available with seven seats:
Each of these rivals offers a unique set of features and capabilities, but all are ute-based SUVs as well, making the market diverse for potential buyers.
1
Should I put it on my shortlist?
The 2023 LDV D90 Mode petrol is a noteworthy option for those seeking a spacious and feature-packed SUV without the premium price tag.
While it may have areas of improvement, its overall package offers a compelling mix of design, features, and value.
If you’re in the market for a large SUV that offers a lot for your money, the D90 Petrol is worth adding to your shopping list. You can spend your saved cash on avocados or something.
There are defining moments in the timeline of every carmaker and, for Lamborghini, it’s those once-in-a-decade occasions when the V12 baton is passed from one generation to the next. It’s such a sacred moment that I’m almost inclined to observe a minute of reverential silence.
The sun is blazing at the Nardo Handling Track in the southeastern tip of Italy and hunkered down a few metres from me are the wheeled embodiments of Lamborghini’s past and future. Closest to me is a luminescent green Aventador SVJ, the fastest and angriest iteration of the brutish V12 supercar that has spearheaded the Raging Bull’s line-up since 2011.
Somewhat symbolically, parked directly ahead of it is a day-glow orange Revuelto, the long-awaited V12 successor to the Aventador.
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Given that a dozen years have elapsed since its rambunctious predecessor was unleashed, the Revuelto needed to make a significant leap in every domain, and it does, debuting more cutting-edge tech than any previous Lambo.
Lamborghini hasn’t played it safe in creating the Revuelto; it’s the company’s first plug-in hybrid model, debuts a brand-new carbon fibre chassis and eight-speed dual-clutch transmission, as well as an all-new HMI system. It’s also built on a state-of-the-art production line that’s been created specifically for the latest flagship model.
The Revuelto’s raw numbers are gobsmacking. Propulsion comes via a naturally aspirated V12 engine, in itself cause for celebration, but even more so because it pushes out Everest-dwarfing outputs of 607kW and 725Nm and revs to 9500rpm (courtesy of new pistons, cylinder heads and a higher compression ratio).
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Supplementing the V12 is a trio of electric motors to eke out combined outputs of 746kW and maximum torque approaching 1500Nm.
Top speed is quoted at 350km/h-plus, while the 0-100km/h split is demolished in 2.5sec. On paper, that may not seem like much of an improvement over the Aventador, but this is one of those instances where numbers really don’t convey the whole picture.
Significantly, the pair of axial flux e-motors at the front axle deliver what’s claimed to be the most sophisticated form of torque vectoring in any road car to date – individually doling out micro-perfect doses of torque to each of the front wheels to enable faster, more drama-free cornering.
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Now for the sobering part: The Revuelto will be the most expensive series production Lamborghini ever – by some margin – when it arrives on our shores in early 2024. The ex-factory price tag starts at €422,340 plus duties and taxes, so expect Australian pricing to start in Aventador SVJ territory at more than $900K (and that’s before on-road costs and customisation).
Despite the Revuelto’s cardiac-arresting price, Lamborghini has already secured an order bank stretching more than two years for the tech-laden debutant.
An operatic V12 motor has always been the talismanic element in any Lamborghini flagship, and that’s no less the case in the Revuelto – it’s a mighty powerplant.
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The 6.5-litre unit has been spun around 180 degrees as the new eight-speed dual-clutch transmission sits transversely behind it, and packaged in unison with the gearbox is a 110kW e-motor that supplements the V12 in sending drive to the rear wheels.
What used to be the transmission tunnel is now occupied by the hybrid powertrain’s 3.8kWh battery pack. Why the tiny battery pack? Simple: its job is not to significantly reduce CO2 emissions or provide a meaningful electric-only range.
The battery pack’s function is to provide the trio of electric motors with short, sharp bursts of energy. It’s quickly recharged on the go, so there’s almost never a situation where it’s fully depleted. We established this firsthand.
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Driving the Revuelto’s front axle is a pair of axial flux electric motors that crank out 350Nm each and a combined power output of 220kW. They provide true torque vectoring to help get the car turned in on corner entry, keep it balanced in mid-corner and launch away from the exit. As with latter versions of the Aventador, four-wheel-steer is retained as a standard feature, further boosting agility.
Pretty much every component that went into the Aventador has been binned and the foundation of the Revuelto is its brand-new full carbon fibre monocoque chassis, front crash structure and bodywork; the only exceptions being the aluminium doors.
Lamborghini CTO Rouven Mohr says the carbon ‘monofuselage’, which uses a mix of forged and prepreg carbon fibre, reduces weight by 10 per cent and increases stiffness by 25 per cent compared to the already rigid Aventador.
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Also consigned to the dustbin is the Aventador’s racecar-mimicking pushrod suspension, which makes way for double wishbones front and rear, supplemented by the latest Magneride adaptive dampers.
In addition to enabling more efficient packaging and a reduction in weight, Mohr says the new suspension setup also makes for much better “vertical control” (ride quality, in other words).
With the Aventador and Revuelto parked line astern, it’s easy to glean the latter’s dimensional stretch. This is partly to accommodate the hybrid powertrain and partly to liberate much-needed cabin space (more on this later). Measuring 4947mm from end to end and 2033mm across the bows, this Lambo has a sizable footprint on the tarmac.
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It’s no lightweight either, tipping the scales at 1772kg – and this is dry weight, so expect a figure of 1900kg-plus with a full tank of fuel and all fluids on board.
Much work has gone into the Revuelto’s aero package, which includes an active rear wing with three positions. It’s one of the contributors to 30 per cent more downforce than the Aventador and 60 per cent greater aero efficiency, says Mohr.
The standard wheel package brings 20-inch rims at the front and 21s at the rear, but most buyers are likely to specify the optional bigger rims (21s at the front and 22s at the rear). Bridgestone Potenza Sport rubber is standard issue, but only on the smaller rims.
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Enough of the nitty-gritty. Let’s cut to the chase, which in today’s case will take place around the dipping, diving 6.22km Nardo Handling Track. This circuit has been dubbed the “mini-Nurburgring” with good reason as its combination of fast corners and blind crests means you need commitment – and track knowledge – to go quickly around here.
Handily, Lamborghini’s events team has brought along the Aventador SVJ alluded to earlier to provide a frame of reference and get in a sighter lap or two before leaping into the cockpit of the Revuelto. Raw and uncompromising, the Aventador SVJ pummels all your senses – and that’s not necessarily a bad thing.
There are those who expect nothing less of an apex supercar. But this also means the Aventador is not something you’d ever consider using for the daily schlep to the office and back.
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Sliding under the vertically opening scissor door of the Revuelto shortly after a brief on-track stint in the SVJ, the contrast is immediately evident. Cabin space is almost cavernous by comparison with the Aventador, and even the act of sliding in and out requires less strenuous gymnastics.
The V12 also fires up with far less drama, which may come as a disappointment for poseurs who enjoyed the attention-grabbing bark of the Aventador’s pyrotechnic start-up. As before, there are Strada, Sport and Corsa drive modes, but new for the Revuelto is a ‘Citta’ EV-only mode that enables the car to enter zero-emission zones.
However, you only get about 10km of pure-electric range, so pandering to tree huggers is clearly not the key focus for this car.
Given we’re on a racetrack today, the obvious choice is to slot the drive mode selector into Corsa before trickling out onto the circuit behind the pace car, steered by Lamborghini Squadra Corse chief instructor Filippo Zadotti.
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Gassing up the V12 once we’re onto the front straight, my eardrums aren’t battered to anywhere near the same degree as in the Aventador SVJ. There’s still plenty of decibels – and they’re all good – but the Revuelto’s soundtrack is noticeably more restrained and civilised than the SVJ’s.
The hybrid powertrain is so smooth and seamless that, from behind the wheel, it’s impossible to discern that three electric motors are also contributing to the prodigious forward thrust. What’s more, the V12 spins up to 9500rpm with such ridiculous ease that you need to keep an eye on the tacho to avoid bouncing off the rev limiter.
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Adding to the Revuelto’s suave demeanour is the silky smooth eight-speed dual-clutch transmission, which is in a different universe to the spine-jarring ISR sequential gearbox that served the Aventador for its entire lifecycle. Super fast and intuitive, the dual-clutch ’box responds virtually instantly to tugs on the elongated carbon fibre paddles.
Did I mention the Revuelto is mind-bogglingly fast? The Lambo effortlessly clocks up 300km/h-plus down Nardo’s front straight, and every other non-bendy section of the track is also pulverised by the V12 hybrid powertrain.
Stopping power is just as superlative. Where the Aventador SVJ squirrels around under heavy braking, the Revuelto stays beautifully composed when you stand on the anchors. Some hybrid cars skimp on the braking package as decelerative energy is funnelled into recharging the battery pack.
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That’s not the case here as mighty carbon-ceramic discs (410x38mm at the front and 390x32mm at the rear) are clamped upon by 10-piston calipers at the front and four pistons at the rear. Adding to confidence levels is a brake pedal that has shorter travel and more weight and bite than the spongy pedal in the Aventador SVJ.
As counter-intuitive as it may sound, the 746kW Revuelto is far easier to handle than the significantly less potent SVJ, and less demanding to punt hard than even the V10-powered Huracan STO and Tecnica.
That said, the Revuelto piles on speed so rapidly that you still need to stay focused on a track that’s replete with blind crests, corners that disappear out of sight, and even a yump that gets the car airborne at 225km/h.
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Where the Aventador requires a skilful pilot to tap into the last 20 per cent of its dynamic envelope, the Revuelto’s inherent balance and superbly calibrated chassis control software enable even those less experienced in track driving to enjoy a large chunk of its repertoire.
For now, we can’t offer an emphatic assessment of ride quality, but the Nardo Handling Track has its fair share of bumps, dips and crests and the seat of my pants tells me the Revuelto is far more supple than the bone-jarring Aventador.
To put the Revuelto’s pace in perspective, Lamborghini CTO Rouven Mohr says it’s about 2.5sec a lap quicker than the Aventador SVJ on the same tyres around the Nardo Handling Track.
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Raw pace is one thing, but the reality is that the majority of owners will spend most of their time in the car pootling around in traffic or in highway cruise mode. There’s good news here, too, as the enlarged cabin means even occupants who are 1.9m-plus tall will be able to sit in comfort and not have their noggins rubbing against the roof lining.
The new monofuselage chassis also provides 84mm more legroom, as well as leaving space behind the seats for some soft luggage or a small golf bag. In addition, there’s a storage compartment under the front bonnet that can accommodate two aircraft cabin bags.
Annoyingly in the Aventador, there was no place to keep your phone, keys and various other bits and bobs. That’s been addressed in the Revuelto as there are storage cubbyholes in the centre console, as well as a cup holder on the passenger-side dashboard.
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Another much-needed improvement is the brand-new HMI setup, which features a 12.3-inch digitised instrument cluster, 8.4-inch vertical infotainment screen and a 9.1-inch co-pilot display panel with a digital speedo readout to terrify your passenger.
Our test vehicle was equipped with the so-called “comfort” seats, but two-piece sports seats (unlike the fixed-back sports pews in the Aventador SVJ) will also be on the menu. Upholstery options include not just fine leathers, but also the newly introduced Corsa-Tex fabric in Dinamica microfibre, which is made of recycled polyester.
It’s also possible for customers to specify a balanced mix of leather and Corsa-Tex, or favour one material according to their preference.
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Stylistically, the Revuelto carries over the visual drama of its predecessors. Ultra-low, wide-shouldered and laced with scoops, bulges and sharp edges, you’re guaranteed to prompt rubbernecking wherever you go in the V12 Lambo.
Personally, I love the car’s rear three-quarter view, but I’m not sold on the frontal styling. Feel free to reach your own conclusions about its aesthetics…
So, the verdict: has Lamborghini nailed its crucial new halo car? There’s not a whole lot to fault in the Revuelto. Apart from being electrifyingly rapid, it titillates all the senses in a way that few others in its genre can – the magic of a Pavarotti-silencing V12 that revs to 9500rpm is not something that’s replicated elsewhere.
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The fact that the comfortable and relatively spacious Revuelto is vastly more daily driveable and dynamically accessible than the Aventador only adds to its appeal. That said, there might be those who lament it’s lost the raw, unruly charm of its predecessor.
My take? I think Lamborghini has got the balance right with the Revuelto, and it would be no surprise if it tops the Aventador’s sales tally (11,465 units) over the course of its lifecycle.
3.8kWh lithium-ion battery, rear eMotor and front e-axle
Power (Rear eMotor)
110kW @ 10,000rpm
Power (Front e-axle)
220kW @ 3500rpm
Total power (combined systems)
746kW
Transmission
8-speed dual-clutch auto
Length
4947mm
Width
2033mm
Height
1160mm
Wheelbase
2779mm
Dry weight
1772kg
Weight distribution
44:56 (front/rear)
0-100km/h
2.5sec
Top speed
350km/h+
On sale
2024
Price
$900K+ (estimate)
Snapshot
Skoda ups Karoq prices owing to increased safety features
Rear cross-traffic alert and blind-spot monitoring now standard
Joining the remainder of Skoda’s range, the popular Karoq medium SUV picks up lane-keep assist, blind-spot monitoring and rear cross-traffic alert.
Reflecting the added technology, the Karoq’s price has climbed by $2500 (since its August 2022 release, or $1500 since its last price bump) and now wears a $45,490 national drive-away price, while the all-wheel drive SportLine starts at $52,490.
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As before, Skoda offers various option packs, with the Style’s Tech pack and SportLine’s Premium Pack both adding $5700 to the price – a $200 reduction. Buyers can also choose a Leather package on its own for $4700.
There are no changes to the Karoq’s powertrains, meaning the 110kW/250Nm front driver continues as the entry-level with a 140kW/320Nm 2.0-litre turbo-petrol four-cylinder paired with all-wheel drive on SportLine variants.
Skoda Karoq 2024 pricing
Variant
Price (drive-away)
Change (since August ’22)
Style 110TSI
$42,490
Up $2500
SportLine 140TSI
$52,490
Up $2500
Tech pack (Style)
$5700
Down $200
Premium Pack (SportLine)
$5700
Down $200
Leather Pack (SportLine)
$4700
New
To see full specifications see our original story, below.
UPDATE, August 2022: Karoq review
The refreshed 2023 Skoda Karoq is now on sale in Australia, and we’ve driven it. Get our full review and video at the link below.
The upgraded medium SUV now offers an additional $4000 worth of standard equipment, including fresh styling, advanced technologies and smart convenience features.
Skoda has redesigned the Karoq’s front end for MY22, making subtle changes to the LED headlights, grille, and bumper, while the rear gains slimmer tail-lights and a spoiler.
Along with revised alloy wheel designs and a new undertray, the Karoq has benefitted from a nine per cent improvement to its aerodynamics, reducing its drag coefficient to 0.30 – or roughly the same as a Ferrari LaFerrari.
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Skoda’s national sales and planning manager, Kieran Merrigan, said the Karoq continues to offer customers “a best-of-all-worlds approach to medium SUV buying”.
“With design highlights like VarioFlex in the Karoq Style, Skoda can offer the practical smarts of a larger vehicle in a size that offers greater urban agility and lower weight for enhanced efficiency.
“Or, for those wanting the most emotional and engaging driving experience, no European medium SUV can touch the Karoq Sportline 4×4 for sporty fun and technology for under $50,000 drive-away.”
2022 Skoda Karoq Australian pricing
All prices are drive-away.
Variant
Price
Style
$42,990
Sportline
$49,990
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Features
Style
As standard, the base-spec Karoq gets:
VarioFlex rear seat
18-inch Miran alloy wheels, black
LED headlights
Fog lights
Full LED tail-lights with dynamic indicators
Electrically adjustable, power fold and heated side mirrors
Rear spoiler with silver roof rails
Virtual pedal u2013 hands-free opening and closing tailgate
Advanced Keyless Entry including Smart Start (KESSY)
There are two option packs available for the Style variant, plus a panoramic sunroof and side steps as other costed extras:
Option
Price
Tech Pack, includes:
$5900
9.2-inch satellite navigation with gesture control
Full matrix LED headlights with adaptive high-beam
Automatic parking assist
Lane assist
Surround area view camera
Traffic jam assist
Rear traffic alert
Emergency assist
Ambient lighting.
Premium Pack, includes:
$10,900
Leather appointed seat upholstery (black or ivory)
Electric front seats with memory
Front and rear-outboard heated seats
Heat insulating windshield
Heated steering wheel with DSG paddles and headlight washes.
Panoramic sunroof
$1900
Side steps
$1200
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Sportline
Above the Style, the Sportline grade gains:
Sports seats (replacing VarioFlex) with silver stitching
19-inch Sagitarius alloy wheels, anthracite
Full Matrix LED headlights with adaptive front lighting system and adaptive high beam
Fog lights with corner function
Black shine radiator grille frame, door mirrors, roof rails and window frames
Black integrated rear diffuser with chrome-plated inserts
Black interior roof and pillar trim
Piano black decorative dashboard trim and carbon door trim
Stainless steel pedals
Three-spoke multi-function leather sports steering wheel with DSG paddles.
There are three option packs available for the Sportline variant, plus the panoramic sunroof and side steps as well:
Option
Price
Travel Pack, includes:
$2600
9.2-inch satellite navigation with gesture control
Front and rear-outboard heated seats
Heat insulating windshield
Headlight washers
Heated steering wheel.
Tech Pack, includes:
$3500
Adaptive chassis control
Park assist
Lane assist
Area view camera
Traffic jam assist
Rear traffic alert and emergency assist.
Premium Pack, includes:
$5900
Travel Pack features plus Tech Pack features.
Panoramic sunroof
$1900
Side steps
$1200
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Engine, drivetrain and fuel economy
The 2022 Skoda Karoq will continue to be offered with a choice of two engines.
Buyers can opt for either the 1.4-litre turbo-petrol four-cylinder engine, producing 110kW and 250Nm, coupled with an eight-speed automatic in the Style 110TSI, or a 2.0-litre turbo-petrol four, which sends 140kW and 320Nm to all four wheels through a seven-speed dual-clutch automatic transmission – propelling it from 0-100km/h in 7.3 seconds in the Sportline 140TSI variant.
Both Karoqs have a rated combined-cycle fuel efficiency of less than 7L/100km – 6.6L/100km in the Style and 6.9L/100km in the Sportline.
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Safety
On the safety front, the updated Skoda gets travel assist, which incorporates up to eight features, including semi-autonomous radar cruise control with lane-keep assist and traffic sign recognition.
Also available is park assist, blind-spot monitoring, rear cross-traffic alert, and 360-degree parking cameras.
Side assist however has been deleted for MY22 due to semiconductor-related issues, set to return later this year for MY23.
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Warranty and servicing
All new Skodas come with a five year/unlimited kilometre warranty.
Servicing options include the ‘prepaid’ service packs or ‘pay as you go’ subscription plans.
The transferable seven-year service package costs $2400, which includes the first three services for free, plus roadside assistance for the entire seven-year duration.
Existing customers can also purchase a ‘used car’ package, or ‘top up’ an existing three or five-year service plan to the full seven years.
Karoq customers can alternatively select a deal to match their mileage needs too. This includes ‘Value’, ‘Essential’ and ‘Complete’ plans – with roadside assistance and a service loan car. An owner travelling 15,000km per year will pay from $39.50 per month.
