Skoda has made blind-spot monitoring and rear cross-traffic alert standard features across its passenger car and SUV range as the Czech manufacturer leaves semiconductor shortages behind.

Model changes apply to Kamiq, Scala, Octavia, Karoq, and Kodiaq with price increases reflecting the added equipment on most models.

Jump ahead to the model that interests you.

• Skoda Scala
• Skoda Kamiq
• Skoda Octavia
• Skoda Karoq [↗]
• Skoda Kodiaq [↗]

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2024 Skoda Scala

A facelift is imminent, but Skoda has added rear cross-traffic alert and blind-spot monitoring to its small car in the interim.

Skoda’s raised the price of the entry-level Ambition 85TSI by a reasonable $500 for the privilege, now $33,990 drive-away.

Above that, the more luxurious Signature with its gruntier 110kW/250Nm four-cylinder, power tailgate, and leather/suedecloth upholstery now costs $42,490 drive-away.

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2024 Skoda Kamiq

Twinned with the Scala in its update timing, the more popular Kamiq small SUV also gets treated to some extra kit. Skoda also promises us that a new variant is on the way – perhaps a price-leader Ambition trim.

Despite getting $1250 worth of blind-spot monitoring and rear cross-traffic assist, the power tailgate-equipped Kamiq Style 85TSI remains at $37,990 drive-away.

The more powerful Monte Carlo and Signature variants with their 110kW/250Nm four-cylinder cylinders climb to $43,490 and $44,990 respectively – up $1000 and $1500.

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2024 Skoda Octavia

Along with rear cross-traffic alert and blind-spot monitoring, the Octavia style picks up power child locks, auto-dimming exterior mirrors and park assist for $42,490 drive-away – a $1500 increase – or $43,990 in wagon guise.

The mid-spec 140TSI Limited has been dropped, so the only other model is the sporty RS, commanding an additional $1000 at $56,990 drive-away in liftback form and $58,490 as a wagon.

Skoda has combined the Style’s Tech and Luxury packs into a single bundle for $5200, a $2000 discount from before reflecting the loss of heads-up display and adaptive dampers. The RS’s Premium pack gets an additional Canton sound system for $6600.

Skoda has announced 2024 model year changes to its range, with the seven-seat Kodiaq benefitting from rear cross-traffic alert and blind-spot monitoring, auto-dimming exterior mirrors and power child locks as standard.

The prices are up to $56,490 for the entry-level Style and $61,490 for the Kodiaq Sportline representing $1500 increases for the added safety technology that was previously a $1250 option (though excluding the power child locks and mirrors).

Skoda’s flagship Kodiaq RS (now $76,890 drive-away) gets all the above features with a 12-speaker Canton premium sound system thrown in – it’s $1900 dearer than before.

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The Tech packs for Kodiaq Style ($3000) and SportLine ($2900) have climbed in price by $800 reflecting the addition of the Canton sound system to the bundle.

The tweaked Kodiaq is available to order from Skoda dealers now. Come 2024, an all-new model rolling on the same platform as the Skoda Supber will arrive with a fresh take on interior design.

For full specifications, see the original article below.

Our original story, below, continues unchanged

March 2022: Facelifted Skoda Kodiaq launches in Australia

Skoda has announced the Kodiaq RS is also now available to order, with the sporty model dropping its previous diesel engine for a 2.0-litre turbocharged four-cylinder petrol unit.

As well as being 58 kilograms lighter, the new turbo-petrol engine sends 180kW and 370Nm to all four wheels through an automatic seven-speed dual-clutch transmission, allowing for a claimed 0-100km/h time of 6.6 seconds.

The story to here

December 7: Skoda has announced the facelifted 2022 Kodiaq will arrive in Australia in the coming weeks in 132TSI form, with the flagship RS variant set to touch down later in the first quarter of 2022.

The brand has also confirmed drive-away pricing for its refreshed large SUV. This article has been updated to reflect the new information.

August 5: The updated seven-seat 2022 Skoda Kodiaq is set to arrive in Australia later this year, priced from $48,540 before on-road costs.

It can be ordered in three variants – Style, SportLine and the hero Kodiaq RS – with no diesels on offer.

The absence of a diesel engine is nothing new in the case of the entry-level and mid-range cars, with the 140TDI diesel option dropped in 2019. But it’s an important detail for RS buyers, given the outgoing model had used a 176kW/500Nm 2.0-litre twin-turbo diesel.

The renewed 2022 Kodiaq RS has gone petrol only in Australia, introducing a familiar engine to the SUV’s line-up.

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2022 Skoda Kodiaq Australian pricing

Recommended retail prices have increased slightly for the 2022 Kodiaq Style and Sportline, each being bumped up by $2150 and $3050 respectively, while the RS has come down slightly – coming in $1450 cheaper than the outgoing diesel-powered model.

Additionally, the Czech brand has also announced national drive-away pricing for the facelifted Kodiaq, all listed below, with the entry-level Style available from just over $50,000, and the flagship RS topping out the range just a tad under $75,000.

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Features

Out of the three versions available in Australia, the Style will serve as the entry-level variant upon which the others are based, featuring as standard:

Style

SportLine

Stepping up from the Style is the SportLine, featuring the same powertrain but adding as standard:

Kodiaq RS

Finally, the range-topping RS adds:

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Optional extras

The Style and Sportline are available with a range of optional extras:

Buyers can choose metallic and pearl effect paint for an extra $770, while velvet red is available as a colour option on the Sportline and RS for a premium of $1100.

Beyond this, two packages are also on offer for the Style and Sportline, each providing equipment not otherwise available.

Tech Pack – $3000 (Style), $2900 (Sportline)

Luxury Pack – $6500 (Style), $3700 (Sportline)

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Engine, drivetrain and fuel economy

All Australian-delivered Skoda Kodiaqs will come with all-wheel drive and a seven-speed dual-clutch automatic gearbox, missing out on the six-speed manual and front wheel drive versions available in Europe.

Also in contrast to European models, Australia loses out on the two diesel engines – with the RS now only powered by a petrol engine.

The Style and Sportline’s engines are retained from the current Kodiaq – a turbocharged four-cylinder, 2.0-litre petrol unit developing 132kW and 320Nm.

In the RS is the higher-performance turbo four-pot which comes in the Octavia RS and VW Golf GTI, making 180kW/370Nm to propel the Kodiaq from 0-100km/h in 6.2 seconds.

A little more power, a lot less torque – but a quicker claimed 0-100km/h time, beating the previous model’s 6.9-seconds.

The new petrol engine in the RS is 60 kilogram lighter than the outgoing diesel, while the DSG gearbox has stripped another 5.2kg off – bumping the top speed up to 230km/h.

No local fuel economy figures for the 2022 Kodiaq have been released, however the outgoing model is listed at 7.6L/100km in 132TSI guise, while the RS has a claimed figure of 8.7L/100km in Europe.

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Dimensions

Exterior dimensions remain unchanged from the outgoing Kodiaq, with the SUV measuring at 4697 millimetres in length, 1882mm in width, 1685mm tall and with a wheelbase of 2791mm.

Boot space for the 2022 update of the seven-seater hasn’t been confirmed, but in the existing model, space is listed at 2005 litres with all rear seats laid flat, 560 litres with just the third row down and 270 litres with both rear rows in their upright positions.

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Warranty and servicing

As with all Skodas sold in Australia, the 2022 Kodiaq will be sold with a standard five-year/unlimited-kilometre warranty, as well as 12 months’ roadside assistance.

A temporary seven-year warranty is available on new Skoda models sold until December 31, 2021.

While service pack pricing hasn’t been released for the new Kodiaq, it is likely to follow its predecessor’s three-year/45,000km or five-year/75,000km options, priced at $900 and $1700 respectively.

Audi Australia has confirmed adaptive cruise control and other active safety features will become standard range-wide.

From model year 2024, the Audi A1, A3, A4, Q2, Q3 and Q5 will receive adaptive cruise control as standard, with the technology previously restricted to select option packages for certain variants.

Traffic jam assist, lane-keep assist, and Audi’s ‘pre-sense’ system to activate the hazard lights, tighten the front seatbelts and close the windows when a possible collision is detected are also standard.

Audi has also confirmed “several new paint colours and minor design changes across the range”.

The Audi A6 and A7 will receive the minor facelift introduced in Europe earlier this year.

Pricing for the 2024 Audi range will be detailed soon, with the brand confirming a “slight shift in prices”.

“These equipment changes will be seen on incoming MY24 vehicles in a phased approach; due to start arriving from September and in the months following, dependant on specific model variants and their expected arrival dates,” said Audi Australia.

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2024 Audi A1 changes

2024 Audi A3 changes

2024 Audi A4 changes

2024 Audi A5 changes

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2024 Audi A6 changes

2024 Audi A7 changes

2024 Audi Q2 changes

2024 Audi Q3 changes

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2024 Audi Q5 changes

General Motors is poised to make a spectacular return to Aussie roads with the Cadillac brand, if fresh reports out of America are to be believed.

Rumours that Cadillac is planning to build its cars in right-hand drive have been building for some time, with several electric models apparently earmarked for Australia and other key markets like the UK and New Zealand.

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According to GM Authority, company insiders have confirmed the project is focused on EVs and will not include any petrol-powered models, which crushes hopes that performance sedans like the CT5 Blackwing might be coming our way. Bummer.

Instead, it seems the all-electric Lyriq SUV is the most likely candidate to come Down Under.

GM filed a trademark application for the Lyriq name in Australia in December 2022 and a right-hand-drive Lyriq prototype was spotted testing earlier this year.

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And in July this year, GM also filed Aussie trademarks for the Optiq and Escalade IQ SUVs, suggesting Cadillac will launch with a three-strong line-up of electric SUVs should the new venture be confirmed.

Adding further fuel to the speculation is the fact that a senior GM exec is currently visiting Australia.

GM’s senior vice president and president of GM International, Shilpan Amin, visited the Chevrolet Silverado assembly line in Melbourne yesterday. Amin joined other high level GM execs to watch the new MY24 Silverado come off the assembly line at the Premoso facility in Dandenong.

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Unlike the Silverado, however, which is converted here by GM’s local partner, it’s understood Cadillac’s EV models will be made in right-hand drive from the factory.

This isn’t the first time Cadillac has been rumoured to launch in Australia. The brand last officially sold vehicles here in 1969 but in 2007 it came perilously close to returning with the second-generation CTS.

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That program was officially announced and even had several dealers ready to sell the CTS, alongside Hummer and Saab models, before the plug was pulled at the last moment due to the Global Financial Crisis.

Wheels Media contacted GM for comment and received the following statement about Cadillac’s potential Aussie launch:

“GM participates in select right-hand-drive markets around the world. We have previously said that the modular Ultium platform and EV architecture offer greater flexibility in vehicle configurations. We do not have any product announcements to share at this time but stay tuned.”

Queen of Funk, Chaka Khan, is a bit of an idol of mine. Not only is the American singer responsible for some of the most iconic funk tracks of the 1970s, 1980s and 1990s, Khan has led an extraordinarily productive life.

Professional accolades include 10 Grammy awards, 13 studio albums, inductions into both the Soul Music and Rock and Roll music halls of fame, three gold singles, three gold albums and one that reached platinum.

She’s also had a colourful personal life including struggles with drug and alcohol use, two failed marriages and raising two children, one of whom was tried for murder. And yet, despite an incredible life of highs and lows, Khan definitely doesn’t look or act as if she’s been on the planet for seven decades.

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This is exactly how I feel about Wheels magazine.

In its 70 years, this mag has been through a lot. It’s endured a global financial crisis, recession, the end of local car manufacturing and even a deadly viral pandemic. Seventeen editors have steered its pages through good times and bad including the longest serving Peter Robinson.

His legendary status is well deserved, and images of Robbo oppo’ed to the lock stops in a Ferrari F50 or gliding several inches above the asphalt in a McLaren F1 are legend to longstanding readers, but he also brought his fair share of grey hairs to the masthead.

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If any of the mainstream media had the misfortune to crash a supercar today its fair to say a serious amount of resources would be poured into making sure the incident never saw the light of day. Not Wheels, though.

Rather than sweeping the smashed pieces of Lamborghini Diablo under the carpet, Robbo’s agonising tale from Italy went to print and it’s still a brilliant read to this day.

The annual Car to the Year event must also take as much responsibility for controversy, not just from the winners which often polarise the nation, but for the notable occasions Wheels declared no winner at all. Oh, and the time a large SUV ended up on its roof.

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In even my relatively short time as part of the Wheels family, I have simply too many wonderful stories to tell but most would probably be unprintable.

Infamy is a deliberately recurring theme for the title and Wheels once again delivered a controversial message when in 2013 British journalist Ben Oliver drove from Melbourne to Sydney 20km/h above the maximum speed limit; a brave piece of journalism that’s often suggested for a repeat.

In even my relatively short time as part of the Wheels family, I have simply too many wonderful stories to tell but most would probably be unprintable.

Among the many happy times perhaps one of the best (printable) would have to be the evenings at the Oakleigh offices when the entire upper storey would descend into fierce war and a hail of Nerf-gun darts to blow off a bit of steam when print deadlines passed.

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But like Chaka Khan’s unfaltering energy and mighty voice, Wheels has defied the years.

Yes, there have been times in its history when the page count waxed and waned, editors have come and gone, and the mag has even changed shape a few times too.

But the content that lies within has always been written with passion and from a position of impartiality – how many motoring publications can claim the same in a media landscape saturated with influencers and ‘experts’ today?

Of course, existing in an increasingly digital era as a print publication is not without its challenges, but with a thriving online presence along with one of the few tactile portals into the automotive media world, Wheels has never looked better. Happy birthday, Wheels. I hope I’m faring as well at 70.

Not yet a subscriber?

You can subscribe to Wheels magazine from only $59 and we’ll send you a copy of the current issue straight away.

On the two-hour flight from Munich to Lamezia Terme in Calabria, I’m having trouble sorting out the 2023 Porsche 911 S/T numbers buzzing around my head.

Porsche is charging a whopping $660,500 before on-road costs for the S/T, which on paper doesn’t seem worth $240K more than the almost identikit GT3 with Touring package.

Though it musters a feisty 386kW, the newcomer won’t even accelerate faster from 0-100km/h than a Carrera S at less than half the price. Both cars do the job in an identical 3.7sec. In terms of top speed, the S eclipses the S/T with 308km/h vs. 300 – come again?

At 13.8L/100km, the new flagship model is furthermore significantly thirstier than its 331kW sibling which averages 10.5L/100km. So what is this, a clever marketing ploy or one more Porsche myth in the making?

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A jubilee medal here, a logo badge there, a Gurney flap on the rear spoiler. You need to look long and hard to tell the new S/T apart from a GT3 Touring. Inside, the differences are equally subtle.

The green-and-white on black speedo, rev counter and Sport Chrono dials are reminiscent of the original 911. The snug seat is the familiar CFRP bucket approved by the Swabian Domina Guild, but the black-and-white pinstripe trim is new, and it reappears on the featherweight carbon-fibre door which shuts with a positively non-metallic clunk.

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If you must, Porsche will fit the pricey Heritage Design package featuring cognac leather trim and dubious golden accents along with a special paint job and ivory wheels. Hmm.

The glorious engine starts at the first turn of the integrated ignition key, and although the trademark 24-valver is the undisputed core element of the car’s 60-year-old DNA, it suddenly sounds, feels and is quite different.

At idle speed, a fresh noise joins the familiar rasp, vroom and clatter. What sounds like a bagful of steel antlers in a tumble dryer are in fact the initial high-mech flight exercises of the new single-mass flywheel. Reducing the rotating masses by a substantial 10.5kg, it connects to a re-engineered clutch which is also lighter in weight but heavy to operate.

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Make that very heavy. Even the six-speed gearbox feels a little meatier than what we have on record, but the stubby lever, the short throws and the crisp gate make the right palm duly gleam with joy.

Off we go. 178km does not seem to be a long enough distance for a Big Drive in such an important car. One could cover this stretch in 45 minutes on an empty Autobahn, in an hour and a half using the byways of rural France, or in two hours max on a Friday afternoon from Bologna to Milano Marittima during Ferragosto.

But 3:13hrs for a complex 178km grid of narrow country roads with zero traffic, no radar traps and not a single Carabinieri in sight?

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Walter Röhrl, multiple world rally champion, Porsche brand ambassador and actively involved in the development of the S/T has the explanation: “The route, which is part of our official testing programme, reminds me of the most special stages of the San Remo Rally. It demonstrates the car’s breadth of ability to the full.” Hear, hear.

Even when tackled at eight-tenths, the terrain is tricky. Our test car has no front axle lift, so chin rash is a constant risk. Those vulnerable satin black wheels (21-inch rear, 20-inch front) also deserve extra attention.

But the number one job for the driver is to fade out all those potentially painful new acoustic intrusions; the clutch clatter, the clonks from the gearbox, the chafing diff, the rev-dependent transmission whine, the brakes that switch from chirp to drone to hiss depending on speed and temperature.

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There is no doubt about it: the 911 S/T is a live animal, restless by nature, over-eager on demand, scintillating when pushed.

Which may take a little longer than foreseen because the clutch is a delicate beast – overcook it, and it will smell and may slip. But we would never trade the iconic manual six-speeder for the slicker and quicker PDK ‘box. No contest, surely.

What exactly is it that makes an S/T? The next leg of our drive looks sufficiently laid back to ponder this question. It’s less than ten clicks long but almost four cars wide, nicely surfaced and bristling with different radii and gradients.

Here, the S/T feels very much like a GT3 – except they threw out the rear-wheel steering to save 6.5kg.

On paper this is a noble gesture but positively counter-productive on the final leg of the journey: the poorly kept Salerno-Reggio autostrada where amping up the speed makes it feel uncomfortably razor-edge again.

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Through the twisties up in the hills, however, the missing 2.5 degrees of rear steering angle was never an issue. By definition obsessed with weight saving, the Porsche GT department led by Andreas Preuninger managed to trim down the S/T to a zero-body-fat 1380kg, saving 38kg saving over the GT3 Touring.

Means to this end include thinner carpets (2kg), a smaller battery (3kg) and bespoke mag wheels (10.6kg). In sympathy, I only ate half the pasta that night and didn’t touch the tiramisu.

Less weight means less mass and momentum, which in turn means potentially more agility and speed. But there are more edges to the dynamic sword, like accessibility, balance and confidence. To comply, the stripped uber-911 fuses compliance and precision, responsiveness and mechanical grip to a remarkable new whole.

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It’s all in the mix which was merely tweaked over the GT3, not altered. The recalibrated PASM and PSM software helps to reduce body movements and improve grip. The transmission ratios are now eight per cent shorter, which partly explains the two-tenths an S/T gains over the GT3 in the 0-100km/h acceleration run.

The locking ratio of the diff was modified for a creamier, more controllable exit out of tight corners. The steering ratio has changed from 14:1 to a slightly less aggressive 15:1. The rear spoiler extends at 120km/h rather than 80km/h and at a less radical angle.

Last but not least there is the engine which truly excels in its 4000-8000rpm performance zone. Think of it as an unplugged version of the GT3 RS unit. That’s unplugged as in boasting slightly modified camshafts and throttle valves.

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Add to this the effect of the lightweight clutch (0.074kg/m2 instead of 0.207kg/m2 pressure) and the smaller diameter (184mm instead of 240mm) flywheel, and you can perhaps imagine the explosive forward thrust generated by this naturally aspirated 4.0-litre flat-six Superkraftwerk which will happily rev to 9000rpm again and again.

The maximum torque of 465Nm is available at a lofty 6300rpm. At the end of the day, this awesome powerplant felt and sounded more like the final air-cooled boxer than the hardest-core six-cylinder turbo, but perhaps that’s just me talking nonsense over dinner after the third glass of chilled Lambrusco.

Over two hours into this memorable Thursday morning and I’m hooked for good. Why? Because this car is a drug. Having eventually agreed on a rhythm to build on, we’re in an interactive, catalytic, galactic flow, the Porsche and its red-faced part-time keeper.

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The pace is already there, thank you very much, now the speed must follow. And it will, because we have barely scratched the surface yet. But then the route suddenly forks to the right, and the roads that follow look rough enough to scare off a Dakar, let alone our S/T.

Potential damage lurks left, right, centre and, most of all, underneath, but somehow this 911 is lithe and surefooted and acrobatic enough to escape the Valle della Morte unscathed.

The shorter gear ratios are a big help in this difficult terrain, the double-wishbone front suspension adds a whipped cream topping of extra suppleness, the recalibrated dampers respond less aggressively to the vagaries of the terrain, the steering feels a tad more casual around the straight-ahead position.

Sounds like a walk in the park, but this is a shrapnel-sharp, ferociously fast and 101 per cent involving driving experience.

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We both gave it all and then some, but even 3:13 hours were not enough on the devil’s own playground to fully fathom the true potential of the 911 S/T.

At the end of our tour de force close to, at and once or twice even over the limit, three almost surreal strengths stuck to the mind like burrs to an Arran jumper: the eerily insane turn-in speed and the dotted superglue line that followed, the wealth and quality of information that keeps arriving at your palms in millisecond intervals, and the absolutely exquisite throttle, steering and chassis interaction.

If there are 50 shades of grey, the S/T easily delivers 911 shades of dynamic dare, depth and diversity. I shall envy each and every one of the 1963 lucky owners until the day I die, and that’s a promise. Amen.

For the most part, car factories are much of a muchness. Few stand out as anything particularly bold.

Of course, there are exceptions, such as Volkswagen‘s ‘Transparent Factory’ at Dresden, Rolls-Royce’s grass-roofed facility at Goodwood and McLaren’s Bond-villain lair at Woking – but when it comes to iconic car plants, nothing really gets close to Fiat’s Lingotto building on Via Nizza, Turin, which celebrates its centenary this year.

The design of the building was daring in its scope and execution, with the raw materials entering at the ground floor, whereupon the production line ascended through five storeys before emerging at rooftop level onto the banked 1.5km-long test track.

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The last time I was at the Lingotto was for Fiat’s centenary in 1999. We were sampling the facelifted Punto and were scheduled to arrive back at the Lingotto for a gala dinner.

Upon arriving at the building, I noticed that the spiral ramps up to the roof were unattended, so I thought I’d go for a drive up.

Once on the rooftop, I decided it would be a shame to waste the opportunity of going for a lap or twelve and can report that things got very exciting when rounding one of the banked sections, whereupon a huge bump would fling the car into the air, pitching it about a metre sideways towards the concrete wall in the process.

While airborne, you got a wonderful view over the rooftops of Turin, but that’s probably by the by.

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Having joined the dinner, I realised the guest next to me for dinner was Henry Kissinger.

Aware that I was probably out of my depth when it came to US foreign relations of the 1970s, I instead regaled him with my story of driving on the roof of the Lingotto. He seemed very impressed.

It was at that point that Fiat’s chairman took to the stage and rattled off a list of achievements and then future aspirations, one of which involved recommissioning the roof of the Lingotto building, as “it has been many years since it has been in a safe condition for driving.”

Kissinger stared at me. His expression was hangdog, dark. I didn’t really know what to say, so just reddened and wondered how long it had been since he had been exposed to this level of buffoonery. Maybe he just wasn’t geared up for it.

After what seemed like an eternity, he broke into gales of laughter. I laughed along in a good-natured, self-deprecating fashion. Long after I’d stopped, he was still going. I moved to another table. Henry Kissinger was far too good at being a giant arse for me to compete with.

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Kissinger stared at me. His expression was hangdog, dark. I wondered how long it had been since he had been exposed to this level of buffoonery.

Like the Lingotto building, Kissinger celebrated his centenary this year, the last living politician of the Nixon cabinet. His legacy remains chequered. The Lingotto building only grows in significance for Fiat despite the fact that cars are no longer built there. In fact, the last car built at the plant wasn’t even a Fiat but a Lancia Delta in 1982.

Olivier Francois, Fiat’s CEO, points to the design themes of the Lingotto influencing Fiat design from 2024. “At Fiat we think that the Lingotto and the track are such a landmark that they deserve to become design markers,” he claimed.

Oval-shaped design motifs and a focus on attention to detail and lightness are the Lingotto’s legacy. La bella fabbrica? It’s a century-old signpost to Fiat’s way forward. US secretaries of state? Much of a muchness, I reckon.

A strike that has affected America’s three biggest carmakers is entering its second week – and the acrimonious stand-off shows no sign of abating.

On one side is the United Auto Workers (UAW) union, which has 400,000 members across the United States.

It is seeking a 36 per cent wage rise for its members, as well as a 32-hour work week and a return to a retirement pension-plan model.

On the other side stands GM, Ford and Stellantis, America’s three largest carmakers.

The union is pitching its strike action – the first simultaneous strike against the companies in the union’s history – in the face of huge profits for the Big Three in the wake of COVID-19 pandemic-led supply issues.

“You deserve what you’ve earned, and you’ve earned a hell of a lot more than what you’re getting paid now.” – US President Joe Biden to Ford workers.

Stock shortages across the board have meant maximum profit margins for carmakers, despite fewer cars being sold.

Leading the union charge is its firebrand leader Shawn Fain, who theatrically hurled wage proposals from the car companies into his office garbage bin on video in the lead-up to the September 14 deadline.

The UAW represents 46,000 GM, 57,000 Ford and 43,000 Stellantis workers. Up to 19,000 employees across all three companies are now said to be on strike.

The union says it has a war chest of some A$1 billion, with striking workers receiving US$500 ($800) a week while off the job.

41 carmaker facilities affected

With a resolution still not reached, the union’s members have walked off the job at multiple facilities across America, including three manufacturing plants and 38 parts distribution centres.

The strike has the capacity to bring vehicle production – which was starting to normalise after a traumatic two years – to a grinding halt once again.

And the union appears to be in it for the long haul.

A series of leaked texts from the UAW’s communication head Jonah Furman to his boss suggests the union is ready for a protracted battle to get what it wants; vastly more pay and better conditions for its members.

“They can basically price in an all-out [strike]”, Furman texted to Fain. “But if we can keep them wounded for months, they don’t know what to do.

“Plus we’re breaking pattern and they’re bargaining against each other for the first time in 70 years.”

Furman dismissed the texts as “private messages”.

It has been estimated that the strike action could potentially cost each carmaker up to A$700 million each week if the action continues.

Presidential play

The strike has now become a political football, with President Joe Biden recently attending a UAW rally at a Ford facility.

He is the first US president to attend a picket line in modern history.

“You deserve what you’ve earned, and you’ve earned a hell of a lot more than what you’re getting paid now,” Biden said to the Ford workers.

Asked later whether workers deserved a 40 per cent pay rise, Biden said, “Yes. I think they should be able to bargain for that.”

Currently, the three automakers are offering pay increases in the order of 20 per cent.

Just hours before President Biden’s visit, a terse press release from Ford confirmed the company would halt work on a new battery factory in Michigan, a move interpreted by the UAW as a “barely veiled threat” on worker’s jobs.

Part of the stand-off is understood to be centred on matching pay and conditions for workers on EV assembly lines.

Meanwhile, former president Donald Trump appeared at a non-unionised parts maker in Michigan, declaring that electric vehicles would “spell the death of the US auto industry”, and railing against EVs that can “only drive 15 minutes before you have to get a charge”.

The former president, who is currently facing multiple charges including tax fraud, falsifying business records and tampering with classified documents, appeared to be addressing the Drake workers as though they were part of the strike, even though they were not.

Australian impact yet to be felt

While the factories and distribution centres affected by the strikes supply the US market, a potential tools-down at Ford’s Canadian engine plant in Ontario may restrict the flow of Coyote V8s that are destined for the engine bays of Mustangs.

Stellantis’s Toledo plant builds Wrangler and Gladiator models.

If the strike continues, parts supplies sourced from North America to suit Australian-delivered products may begin to dry up.

The Mazda CX-30 is a small crossover SUV based on the same platform as the Mazda3 small car. It’s larger than the CX-3 small SUV but smaller than the CX-5 medium SUV.

A winner of Wheels Car of the Year in 2021, the CX-30 is an excellent small-to-medium vehicle with a premium-feeling interior and loads of features and equipment.

The CX-30 range starts at $30,120 for a base manual G20 Pure front-wheel-drive and tops out at $48,310 with the six-speed automatic X20 Astina all-wheel-drive with its mild hybrid powertrain.

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JUMP AHEAD

• Pricing
• What body styles are available for the Mazda CX-30?
• What features are standard in every Mazda CX-30?
• What key features do I get if I spend more?
• How safe is the Mazda CX-30?
• How comfortable and practical is the Mazda CX-30?
• How much boot space does the Mazda CX-30 offer?
• I like driving – will I enjoy this car?
• Which Mazda CX-30 engine uses the least fuel?
• What is the Mazda CX-30’s towing capacity?
• How long is the warranty and what are the Mazda CX-30’s servicing costs?
• Which version of the Mazda CX-30 does Wheels recommend?
• What are the Mazda CX-30’s key rivals?

Pricing

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What body styles are available for the Mazda CX-30?

The CX-30 comes as a five-door crossover SUV only, with a maximum seating capacity of five. There are front-drive and all-wheel-drive models, a six-speed manual and six-speed automatic (depending on the model), and four engine options. They are a 2.0-litre inline-4 producing 114kW/200Nm; a beefier 2.5-litre offering 139kW/252Nm; a very-mild hybrid 2.0-litre and a less-mild hybrid 2.0-litre available in the range-topping X20 Astina.

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What features are standard in every Mazda CX-30?

The features listed below are standard in the entry-level model and will appear in higher-grade models, unless replaced by more premium equivalent features.

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What key features do I get if I spend more?

Mazda tells us the mid-spec G20 Evolve and G20 Touring are the most popular variants, followed by the entry-level G20 Pure.

As ever, as you spend more money, you get more goodies.

In a unique move, Mazda allows buyers to option the Vision Technology package on the automatic (but not manual) G20 Pure and G20 Evolve, whereas it is standard on the Evolve M-Hybrid, Touring SP and Astina variants.

Opting for this pack nets a 360-degree camera system, front parking sensors, a driver monitoring camera, front-cross traffic alert and traffic jam assist. A necessary tick-box? Nope, as the standard array of active safety kit is comprehensive enough.

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However, if your budget can stretch a further $1500, the higher-quality cameras and front sensors are a nice-to-have – but be prepared for the potential of an extended wait time since the option is factory-fitted.

It’s important to remember that across the range there are three engine options. The least powerful 2.0-litre produces 114kW/200Nm, then there’s the 2.5-litre which steps things up to 139kW/252Nm and lastly there’s the hybridised 2.0-litre which produces 132kW/224Nm.

There’s also the G20e Mild Hybrid with a lithium-ion battery but it only saves 0.2L/100km – hardly anything.

The Evolve also brings:

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Paying more again for a Touring gets you those features plus:

Then there’s the Touring SP which adds this again:

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The Astina tops the range and in addition to everything above includes:

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How safe is the Mazda CX-30?

A five-star ANCAP safety rating covers the Mazda CX-30 range, based on testing conducted in 2019.

Seven airbags (dual front, side, curtain, and driver’s knee) are standard.

It packs a comprehensive suite of active safety features even in base form. This includes autonomous emergency braking with vehicle, pedestrian, cyclist and reversing detection, adaptive cruise control, lane-keep assist, lane departure warning, blind-spot monitoring, rear cross-traffic alert, driver attention alert and traffic sign recognition.

The lane-keep assist system works well for steering intervention, with a subtle jolt of the wheel when veering close to the edge, but it is quick to alert the driver – either visually in the head-up display or audibly too.

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Meanwhile, Mazda could improve the traffic sign recognition system during roadworks and in wet weather, but it is almost perfect in normal conditions. It can work with the speed limiter (known as intelligent speed assist in Mazda parlance) but not with the adaptive cruise.

A reversing camera and rear parking sensors are standard, which can be expanded to include a better-quality 360-degree system and front sensors – plus front cross-traffic alert, traffic jam assist and a driver monitoring camera – with the $1500 Vision Technology package.

The second row includes two ISOFIX anchors, three top tether points and rear door locks.

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How comfortable and practical is the Mazda CX-30?

The CX-30 has a beautifully designed interior. There’s nothing whacky or “goodness, that’s clever” but it’s a model of clarity and deeply sensible ergonomics. Everything falls easily to hand, the materials are top-notch and with the SP’s burgundy leather, it’s not as dark as lower-spec CX-30s in the cabin.

Smaller Mazdas tend not to be market leaders in cabin space and the CX-30 is no different.

Front and rear-seat passengers each score a pair of cup holders and a bottle holder in each door. The centre console bin is a small but useful space and the glove box is tiny, presumably in the interest of offering more knee room.

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Rear-seat passengers get roughly the same deal as those in the 3 except for the middle passenger.

There is a reasonably chunky transmission tunnel that robs the middle occupant of precious foot space. It will do the job for most city trips. Headroom isn’t super generous, either, but one 180cm Wheels tester was okay and fit comfortably behind their own driving position.

At the centre of it all is an 8.8-inch infotainment screen, which is easy enough to navigate (even if it does just look like a giant sideways phone) and – in a wild departure from the direction most of the industry is going – is accessible through a rotary dial on the centre console rather than being a touchscreen.

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How much boot space does the Mazda CX-30 offer?

The boot has a small 317-litre capacity. This compares poorly against the Nissan Qashqai (490L), Toyota Corolla Cross (487L), Honda HR-V (437L) and Kia Seltos (433L), while even the slender Hyundai Kona has a larger 374L capacity.

It’s not all bad, though, as the CX-30 can extend up to 430 litres with underfloor storage. With the 60:40 split-fold second row down, it has a 1406-litre total capacity.

All CX-30s use a space-saver spare wheel.

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I like driving – will I enjoy this car?

Yes. The Mazda CX-30 is a great car to drive, even amongst its peers.

The impression of being a jacked-up Mazda3 hatchback transcends beyond the CX-30’s design. This is no surprise as it retains the same underpinnings. Despite its heavier weight, the small SUV body hasn’t affected dynamics, with the CX-30 feeling just as planted.

Mazda’s engineers focused on retaining its sporting DNA, with a sharp turn-in and sharp, weighty steering. The agile handling is likely to plant a smile on your face; even around tighter bends, there’s minimal body roll and your progress is assisted by a torque vectoring system for enhanced stability.

It has a smooth ride, but the suspension can become fidgety at low speeds and over obstacles such as large potholes or speed bumps. While we could blame this on the torsion-beam rear suspension, the front suspension isn’t perfect either.

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It’s an eminently comfortable cruiser, cheerfully knocking over the miles. The 2.5-litre has the distinct advantage of being able to shut down cylinders when in a level cruise to reduce fuel consumption. It’s quiet and composed and you only get a mild racket from the tyres if the surface is terrible.

It’s very happy around town, too, and the lovely thin-rimmed steering wheel is just right for all the maneuvering and turning in and out of the cut and thrust of suburban and urban driving. The transmission calibration also does its best to make it feel sprightly, although do expect to get rinsed by plenty of other cars on the road. The CX-30, even in 2.5-litre guise, isn’t going to win many drag races.

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• What is a Powertrain or Drivetrain?
• Power vs torque
• Car suspension explained
• Automatic transmissions (‘gearboxes’) explained
• Chassis control systems explained
• Car vs Ute vs SUV: How the vehicle you buy should guide the way you drive

If fuel use is your greatest concern, get the hybrid e-Skyactiv X range-topper which uses 6.0L/100km on the ADR81/02 combined cycle. However, it’s worth noting it requires 95RON premium fuel. All other CX-30s will happily run on cheaper 91RON or even E10.

Next best is the 2.0-litre e-Skyactiv at 6.3L/100km. Mazda calls this a mild hybrid but using the word hybrid is a stretch if you ask us.

The 2.0-litre version uses 6.5L/100km (both manual and automatic). The 2.5-litre front-drive uses 6.6L/100km combined while adding all-wheel-drive lifts that to 6.8L/100km.

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What is the Mazda CX-30’s towing capacity?

The Mazda CX-30 can tow up to 1200kg braked, 600kg unbraked and has an 80kg maximum towball limit.

How long is the warranty and what are the Mazda CX-30’s servicing costs?

The Mazda CX-30 is covered by a five-year, unlimited kilometre warranty. That’s the same as a Toyota, and it’s worth noting that rivals such as the Mitsubishi ASX and Eclipse Cross, Kia Seltos and Haval Jolion offer longer warranties.

The CX-30 requires servicing every 12 months or 10,000km, whichever comes first. Servicing costs vary depending on the grade, but are on average around $1800 over five years.

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Which version of the Mazda CX-30 does Wheels recommend?

If it’s a first car, you honestly can’t go wrong with the base G20 manual which has an impressive equipment list including safety features.

If you’re after something a bit more richly equipped, you can’t go wrong with an Evolve or Touring. Although avoid the G20 Evolve mild hybrid. Save yourself the $2K and just get the normal 2.0-litre variant.

If you’re getting an Astina, we’d probably steer you away from the e-Skyactiv X 2.0 and point you towards cheaper versions like the $41,810 front-drive G20 Astina which leaps out as a great purchase. You don’t really need all-wheel-drive these days.

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If you like a bit of power, there’s the 2.5-litre version as well. A 0.8L/100km economy penalty (over the X 2.0-litre) is worth it – plus it’s a few grand cheaper outright, and can run on less expensive 91RON fuel.

Mazda needs to make its hybrids save fuel like Toyota’s hybrids. They’ve got a long way to go in that department.

It’d be hyperbole to say the Mazda CX-30 gets the heart racing (although no judgement if it does for you), but little touches like its indicator chime, plush cabin, available red leather and attractive styling make it a more emotional choice compared to some rivals such as the Toyota Corolla Cross.

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What are the Mazda CX-30’s key rivals?

• Toyota Corolla Cross
• Nissan Qashqai
• Volkswagen T-Roc
• Subaru Crosstrek

Did you know that speed cameras aren’t a thing in California, America’s most populous state?

As I write this, there isn’t a single one in all of California. They’re literally illegal. “They’re all red light cameras,” says my Uber driver as I get a lift from LAX to downtown LA where I’m staying, fresh off a direct Melbourne flight.

He’s talking about all the new-looking white cameras on poles at intersections, identical to those occasionally hidden behind road signs in Victoria.

“We don’t do speed cameras in California” he shrugs.

Story continues

Days later, I find myself on one of LA’s monstrous eight-lane freeways – during a rare period when they aren’t choked with traffic. Cars and giant pickups hammer down the far left lane at up to 90mph – 145km/h in new money.

Do 130km/h – not that I did, officer; I’m relating a story from someone else – and you’re likely to get almost maliciously tailgated. And while black-and-white highway patrol cars occasionally lurk beside the road just as they do in Australia, nobody seems to blink an eye as they blast past them.

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You might suppose, then, that the road toll is going down in Australia – where speed cameras are widely employed – and up in California.

In fact, it’s the other way around.

Despite this, Californian lawmakers are trying to push through legislation that would allow the first speed cameras to be installed.

They argue state pedestrian deaths are the highest they’ve been in 41 years – and the cameras are the fix they desperately need. (A law against staring at your phone while crossing the street might also be sensible.)

If passed, the new bill would make California only the 19th US state to install speed cameras. At least initially, the cameras would only issue tickets to those doing a minimum of 11mph (17km/h) over the speed limit.

They would first issue a warning to anyone caught, before passing on fines starting at $50. Camera fines would be exempt from California’s equivalent of Australia’s demerit point system. But all in all, they’d clearly be fairly light whacks with a stick compared to Australia – if the law passes.

For now, California remains speed camera free. And as someone coming from Victoria – where the hidden speed camera network has had an almost sedative effect over local drivers – I couldn’t help but notice myself driving a little bit differently in America’s Golden State. (And no, I don’t mean speeding everywhere…)

Mostly, it was freeing not having to know the local speed camera system and how strictly you needed to adhere to any limit. An email or two from the hire car company a month after your holiday is not the kind of souvenir anyone wants – especially if old mate Hertz also clips the ticket themselves along the way.

Without a sizeable percentage of my mental capacity (already limited, if you ask my missus) permanently concerned with either my speed, or where the next camera is – or scanning the side of the road for an awkwardly parked Toyota Kluger – I felt more trusted to make my own judgements and decisions, more engaged even in urban driving.

I wanted to turn off the podcast and focus more on what was out the windscreen – and, invariably, opportunities to save a bit of time.

Driving in busy, free-flowing traffic even felt a bit more, dare I say, fun. Other drivers seemed more alert; the roads seemed to work ‘better’. If passed, California’s speed cameras would be trialled for five years from January 1, 2024, after which the program would be reassessed. A few months spent driving around parts of Australia would save them the time.