It’s been one of the industry’s worst-kept secrets but Ford has finally confirmed a plug-in hybrid version of the Ranger will join the local line-up in 2025.

Offering the promise of cheaper fuel bills, gutsier performance and the ability to power tools and your campsite without the need for a portable generator, the Ranger PHEV is an intriguing proposition.

But how does it stack up against a diesel-powered Ranger, which is Australia’s most popular 4×4 dual-cab? And should you consider ordering the Ranger PHEV when production draws closer towards the end of next year?

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To help you decide if a plug-in hybrid should power your next ute, we’ve compared the two.

A caveat is that Ford has yet to confirm many of the Ranger PHEV’s key details (price, fuel use and battery capacity are still unknown) but we know enough to make some ballpark judgement calls.

Read on for everything you need to know about how the 2025 Ranger PHEV stacks up with a current Ranger Wildtrak.

Or read our reveal story to learn more about the Ranger PHEV.

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JUMP AHEAD

• Pricing
• Engines, performance and economy
• Towing and payload
• Off-road capability

Pricing

While we don’t know exactly how much the Ranger PHEV will cost, we do know it will be more than a Ranger Wildtrak powered solely by diesel.

Just how much more depends on a host of factors like battery size, the complexity of the Ranger’s hybrid system and where the Ranger PHEV is manufactured but it’s not uncommon for a plug-in hybrid model to cost between $10,000-$20,000 more than a petrol-powered equivalent.

A Mitsubishi Outlander PHEV, for example, is $16,500 pricier than the equivalent Outlander fitted with a petrol-only powertrain. You’ll also pay $10,500 more for a Mazda CX-60 PHEV compared with a CX-60 that uses a 3.3-litre turbo-diesel and $12,500 more than one with a petrol engine.

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Using those figures as a ballpark, it’s fair to assume the Ranger Wildtrak PHEV will be priced between $82,000 and $90,000 before on-road costs when it arrives early in 2025.

A current Wildtrak V6 diesel will set you back $72,800 before on-road costs.

One factor that could have a big impact on the price of the Ranger PHEV, and its premium over a regular Wildtrak, is where it’s manufactured.

Ford currently sources its Aussie Rangers from Thailand, which has a free trade agreement with Australia.

But that factory doesn’t produce versions of the Ranger with petrol engines, meaning PHEV variants might need to be built at Ford’s factory in South Africa.

That would add a five per cent import tax to the price of the Ranger PHEV. Wheels understands Ford is currently in negotiations to reduce or remove that tax.

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Engines, performance and economy

The Ranger PHEV might be more expensive than a diesel model but it’ll also be considerably more powerful. Ford is yet to release homologated power and torque figures but it has confirmed the Ranger PHEV will “produce the highest levels of torque of any Ranger model”.

That means you can expect the PHEV to surpass the 600Nm offered by the 3.0-litre Wildtrak diesel which is the current torque benchmark in the Ranger line-up.

Ford says the Ranger PHEV combines a 2.3L Ecoboost four-cylinder turbo-petrol engine with a “relatively large battery pack” and a single electric motor. The battery pack is mounted beneath the tray, while the e-motor is likely to be located ahead of or behind the transmission.

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In the Volkswagen Amarok, which was co-developed with the Ranger, the 2.3-litre petrol produces a healthy 222kW/452Nm before an e-motor is added.

That power figure is already a fair chunk more than the 3.0-litre turbo diesel fitted to a ‘regular’ Ranger Wilkdtrak which produces 184kW/600Nm.

Adding the EV side of the PHEV’s powertrain into the mix, then, suggests the Ranger PHEV should feel a fair bit quicker and more muscular, especially low in the rev range due to the e-motor’s instant response.

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It should be more efficient, too. Officially the Wildtrak diesel drinks 8.4L/100km on the combined cycle but you can expect the PHEV’s rating to be around half that. Possibly even less.

And providing you plug it in regularly, there’s also the ability to cut out fuel bills altogether.

Ford says the Ranger PHEV will offer “in excess of 45km of electric range” and that its data shows more than half of current Ranger owners drive less than 40km per day.

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Ford’s figures also show that 83 per cent drive three or more short trips in a day, suggesting they could top up the battery in between.

“For these use cases, they could spend a considerable amount of their time using the vehicle as an EV,” said Ford’s global truck chief strategist, Matt Reilly.

The flipside to not plugging the Ranger PHEV in regularly, however, is that it’s likely to be thirstier than a diesel Wildtrak. The official combined rating of the 2.3-litre turbo in the Amarok is 9.9L/100km and that’s without the additional weight of a battery pack and e-motor.

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Towing and payload

There’s nothing to split a regular Wildtrak and the PHEV when it comes to their maximum tow ratings, with both carrying an official braked towing capacity of 3500kg.

It is the same story when it comes to payload, with Ford going to great lengths to ensure the Ranger PHEV is just as capable of carrying loads as the regular ute.

“There’s no lessening in the payload or the towing capability versus what we have on today’s line-up,” confirmed Rob Sharples, chief engineer for the Ranger PHEV.

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Ford’s Aussie-led engineering team have made tweaks to the steering, engine mapping and suspension

The Ranger PHEV is a much heavier vehicle than a regular Wildtrak (the battery pack and e-motor could add as much as 250-400kg to the kerb weight), so to ensure there’s no compromise in payload capacity, Ford has fitted the PHEV with heavier-duty suspension.

Additional strengthening has been applied to the PHEV’s ladder frame and Ford’s Aussie-led engineering team have made tweaks to the steering, engine mapping and suspension to ensure it retains the Ranger’s class-leading driving dynamics and ride comfort.

One minor caveat to the PHEV’s towing ability is that it won’t be able to tow 3500kg in every drive mode. In EV mode, for example, which relies solely on the e-motor, the towing capacity is reduced.

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Off-road capability

A big part of a dual-cab’s appeal is its ability to take you and your family away from the beaten track and Ford is confident the Ranger PHEV is just as capable as a regular Wildtrak when the terrain gets tricky.

“It has Ranger’s renowned capability off-road with its selectable drive modes, four-wheel drive and water wading capability,” said chief engineer Rob Sharples. The instant response of the PHEV’s e-motor and immediate low-down torque could also be a benefit in some off-road situations.

Where a regular diesel Wildtrak has a clear advantage, though, is when it comes to weight. Just like a racing car, the less weight you have in your vehicle when you’re off-roading, the better.

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Lack of weight is a key reason why the Suzuki Jimny is so capable, for example. More weight means you have to work harder to overcome obstacles and fight gravity as you climb steep hills.

Ford hasn’t confirmed how much the Ranger PHEV weighs but a typical rule of thumb is that a battery pack and e-motor can add between 250-400kg.

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There is one feather in the PHEV’s cap that the regular diesel Wildtrak can’t match, however, and that’s its ability to act as a portable generator.

Once you’re at your camping spot, you can plug your fridge, TV, stereo, stove or lights into one of the PHEV’s three 240-volt, 10-amp sockets. At the work site, it can power your tools.

Ford calls this feature ‘Pro Power onboard’ and it removes the need to lug about a regular generator, which in turn frees up space in the tray.

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Sponsored content

Goodyear is marking 125 years in the automotive tyre business in 2023, and to celebrate, the company has just launched a new tyre for 4x4s and off-roaders, the Wrangler DuraTrac RT.

Benchmarked against the previous Wrangler DuraTrac through internal testing, the new Wrangler DuraTrac RT boasts a 10 per cent improvement in both wet and dry handling, along with even better off-road performance in mud and sand.

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It features light-truck construction across every available size, so the tyre carcass is more robust than before. Wraparound gum strips help improve the bond between the steel belts and the tyre compound, creating a greater connection to the tread blocks.

“The Wrangler DuraTrac RT is a product tailored to fulfil the demands of true off-road enthusiasts, a growing consumer interest across the Asia-Pacific market,” said Greg Hanna, Vice President, Product Development & Quality, Goodyear Asia-Pacific.

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“The tyre’s exceptional performance in durability, traction, and its ability to handle challenging terrain, perfectly represents Goodyear’s illustration of the spirit of exploration.”

We sampled the new Wrangler DuraTrac RT at its recent Singapore launch and were suitably impressed, even though we only had a short time driving on the tyre.

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Goodyear’s slogan for the Wrangler DuraTrac RT is “Go Explore”, and with that in mind, the tyre has a design suitable for being taken off-road and on adventures in rugged terrain. You can bet that is exactly what we will be doing once the tyre lands on our shores.

To see the full range of Goodyear 4×4 tyres and find your closest retailer, visit www.goodyear.com.au

In front of me is the Cupra UrbanRebel racing concept, a tiny electric car with a massive rear wing and an even more intimidating maximum power output of 320kW. It’s parked on a wide open skidpan with kerbing and track markings that make it look like a go kart track.

This is Cupra’s Exponential Experience – a way of filling the gap between the worlds of motorsport and gaming. And also a way of making those who are nervous about driving priceless prototypes, and those who don’t like VR headsets, dread what will happen next.

Now, normally at an event like this, attendees might get a chance to have a go at a prototype car in controlled conditions, with a professional co-driver who knows when they should or shouldn’t panic. You sign indemnity paperwork, put on a helmet, get in the car, and drive.

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I comb through the fine print and remove my hat – expecting a hair net and helmet will come next – and walk to the UrbanRebel, where I’m told to jump in.

I oblige, gracefully foisting my ‘not-quite-racing-driver-slim’ frame over the roll cage and into the racing seat, and a man reaches between my legs to harness me in.

“Hmmm,” I think. “No helmet. Okay.”

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However, I’m about to have some different headwear.

The strapper-innerer then reaches above my head to a Virtual Reality headset, pulls the high-tech form-fitting visualisation device down over my noggin, and as soon as it’s on, I feel a bit queasy. This is what always happens to me when I wear VR headsets – my brain doesn’t like trying to calculate the un-reality of the situation.

But with the strange contraption engulfing my sight with a form of pixelated double-vision, and with a headset now also in play, I’m instructed that I will be exiting reality and joining the virtual realm.

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I gently ease the UrbanRebel away from a standstill, my instructor talking to me about what I am going to experience.

I can’t concentrate on his words – all I can hear is the immense whine from the electric motor, an intense buzz like a mosquito on a megaphone, and the voice in my head telling me to concentrate on where I was steering. I can still see the actual landscape ahead of me, but there is an augmented reality pointer telling me where I need to head.

Over the top of a strategically placed kerb, a purple ‘garage’ appears in front of me.

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I drive into it, stop, and then it happens. My actual reality disappears, and I’m inside a video game.

Unlike other VR experiences I’ve had, in this scenario I am fully ensconced – I see nothing but a scene that would look at home in Super Mario Kart, but in this instance, I’m on a ‘race track’ in the middle of Barcelona. Apparently.

“3. 2. 1. Go!”

I timidly accelerate from the start-finish line – like, actually accelerating and steering a physical, real car on a properly marked course, while with my eyes see a very different scene play out in front of me.

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I round two bends, and a yellow bar appears in front of me, an indicator that my power is limited, but when the yellow goes away a sudden shunt urges me on, with markings on the ‘road’ ahead pointing the way.

A shining yellow beacon – kind of like a reward you’d see on a racing game – offers a power boost, so I steer at it before continuing on, green markings advising I should speed up, while more closely arranged orange and upright red plot marks indicate braking points.

I should say here that I had seen three other journos go ahead of me, and thought that from where I stood, it looked as though they were going very slowly. Indeed, the car’s maximum speed was limited to 40km/h for the practice laps.

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But as I drive, I feel like I am properly fanging it.

Lap one ends, lap two of practice flies past. I start to learn where to turn, where to gather a bit more pace. Adrenalin has dismissed my initial nerves, and the urge to yak is now nonexistent.

Then I pull back into the ‘garage’, and the course turns from an action-hero-movie-style night theme with lots of black and purple to a daylight design that’s more akin to Grand Theft Auto or the classic PlayStation game, Driver.

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Just as I had done in the past in those video games, I steer, brake, accelerate and feel adrenaline coursing through my veins. But unlike those games, I’m in a real car in an unreal reality.

And for the record, I didn’t puke.

Since its introduction to the Australian market in 1983 to replace the Corona mid-size sedan, the Toyota Camry has become synonymous with reliability, efficiency and value for money.

Over the years, the Camry has become one of the best-selling cars in Australia, with our models being built locally until 2017, when Toyota ceased its manufacturing operations in the country.

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Since then, Camrys sold in Australia have been imported from Japan.`

With the 2023 Camry SL, Toyota has thrown all its best specs into one of the nations most popular family cars.

But in a world leaning towards SUVs, can the Camry SL still make a mark?

Pricing and features

As the flagship variant in the Camry lineup at $50,420 before on-road costs, the SL spares no expense. Its exterior boasts a more pronounced grille, LED lighting, and exclusive styling that hint at its premium nature.

Leather seats, a panoramic sunroof, and a state-of-the-art JBL sound system ensure every journey feels premium. The infotainment system, with its larger 9-inch touchscreen and in-built navigation, offers seamless connectivity.

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The Camry SL is available as a hybrid only, with an impressive combined fuel economy of 4.7L/100km.

The 2.5-litre engine with the popular hybrid technology produces a combined 160kW and 221Nm.

The range-topping SL is packed with specs, including:

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Safety

The entire Camry range is covered by a 5-star ANCAP rating from 2017 where is received an impressive 36.16 (out of 37) score.

Standard safety across the Camry range includes:

Choosing the top of the range SL adds Blind spot monitor, Rear Cross Traffic Alert (RCTA) and Front and rear parking sensors.

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Key rivals

The midsize sedan segment has its share of worthy contenders:

• Mazda6
• Hyundai Sonata
• Honda Accord

Should I put it on my shortlist?

The 2023 Toyota Camry SL is a testament to Toyota’s commitment to offering luxury without compromising on reliability.

For those seeking a sedan that seamlessly blends comfort, tech, and elegance, the Camry SL stands out as a top choice. It’s not just a car; it’s an experience, promising to elevate every journey.

Expected to arrive shortly after the all-new BMW 3 Series in 2026, the next-gen M3 will offer a whole new level of driving dynamics, according to BMW bosses.

Based on the same Neue Klasse underpinnings as the 3 Series, BMW board member and development boss Frank Weber has high hopes for the all-electric M3 due in 2027.

“The next M3 will be battery-electric – full battery-electric”, Weber told Autocar [↗], before describing how the Neue Klasse platform’s ‘Heart of Joy’ on-board computer – the ‘Hand of God’ i8 chassis controller’s successor – will make this the fastest and most capable M3 ever.

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“This is a controller that has taken the last 20 or 30 years of our experience into a control unit. Everything that is driving-performance related, chassis-control related, propulsion- [and] powertrain-related is now in one integrated control unit.

“It’s almost the history of how you control a vehicle that is in that thing. We do it ourselves – we don’t buy it. The software is proprietary. This is why we talk about it. We say, see, this will enable driving-dynamics functions that you will love”, Weber said.

He went on to describe that the Heart of Joy, able to control four electric motors individually and deliver up to 1000kW, will allow new-gen M cars to perform “far above what people are used to today”.

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There won’t be a long wait between the start of 3 Series production and an M car this time either – unlike the E36 generation 3 Series which had a four-year gestation period for its straight-six M3 – with Weber wanting to exemplify the capability of EVs as soon as possible.

Those who love the raspy sound for which M cars are famous shouldn’t be too worried, though. Weber confirmed that there will be “a coexistence” with the next electric M3 and the current car, with its ‘S58’ inline six staying in production until at least 2030.

Additionally, a plug-in hybrid powertrain built around a petrol V8 will arrive in the new M5, likely in 2025, and production of the XM PHEV will continue as BMW returns to the LMDH category of endurance racing.

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Conjecture also surrounds the naming conventions of BMW’s most powerful series, with BMW member of the board for sales Pieter Nota telling Autocar that the promised quad-motor 3 Series may not be called the M3, rather a derivative of that name, leaving the combustion lineage to exist separately to the EV.

Any further details will be confirmed much closer to the Neue Klasse platform’s launch under the next-gen X3 expected in 2024, with the eight-gen NK-based 3 Series sedan and wagon due in 2026.

Following feedback from customers about capacitive touch buttons on the steering wheel, the MY24 Volkswagen Polo goes back to buttons.

This only affects the range-topping GTI grade, though Volkswagen has also applied this change to T-Roc R-Lines as well as the facelifted ID.3 electric car following global boss Thomas Shafer’s admittance that the tech had “frustrated” owners and “caused a lot of damage”.

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Additionally, the entry-level Polo Style gains safety equipment: blind-spot monitoring, rear cross-traffic alert, and proactive occupant protection are now standard. The new models will become available later this year though there are still MY23 vehicles in stock.

“There remains strong MY23 stock in Volkswagen dealerships, and this will continue through 2023. The Polo GTI, Golf Life, Golf R-Line and Golf GTI remain with special drive-away pricing” (detailed below), a Volkswagen Australia spokesperson told Wheels.

Our original story, below, continues unchanged.

July 13: Drive-away deals for 2023 VW Polo range

With good stock on the ground, Volkswagen is offering drive-away deals on the Polo GTI.

Instead of paying $39,690 before on-road costs, VW will currently sell you an un-optioned 147kW/320Nm Polo GTI for $39,990 drive-away.

Our original story, below, has been updated with new information.

May 10: 2023 Volkswagen Polo pricing and features for Australia

The Volkswagen Polo arrived on local shores in May 2022, bringing with it increased spec over the outgoing model – but at a premium price.

While still a part of the same generation as the current MY21 Polo, the MY22 update features a large amount of equipment upgrades across the range, such as the inclusion of Digital Cockpit, wireless charging and numerous safety additions.

As well as the new equipment, Volkswagen is adopting a new sales philosophy, moving away from chasing sales volume in the pursuit of bringing a higher quality product to market, with brand director Michal Szaniecki saying: “We’ve moved the Polo still further from the sticker-driven rat race into its most premium form to date.”

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Pricing

The Trendline and Comfortline variants have been dropped for 2023, with the Life nameplate, borrowed from the Golf, Caddy, T-Cross and Tiguan, now opening the Polo line-up.

The 2023 Volkswagen Polo can be had in three grades: Life, Style and performance GTI.

Since its May 2022 launch, the Polo has been subjected to several small price increases and the Life manual has been axed. Below is correct from 1 July 2023.

Pricing is all before on-road costs.

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Features

As standard, the entry-grade Polo Life includes equipment such as:

Life

Optional extras

On top of the base-level Polo Life, the Style variant adds:

Style

Optional extras

Beyond this, the range-topping Polo GTI gains:

GTI

Optional extras

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Engine, transmission and fuel economy

Both the Polo Life and Style share the same 1.0-litre, three-cylinder turbocharged petrol engines, with power and torque unchanged from the outgoing model.

The Polo Life is available with a six-speed manual or a seven-speed dual-clutch automatic transmission – producing peak power and torque figures of either 70kW/175Nm or 85kW and 200Nm respectively.

The Style meanwhile is available only with the seven-speed DSG, producing identical power and torque, with a claimed fuel consumption rating of 5.4L/100km.

Moving up to the range-topping GTI means buyers are treated to a 2.0-litre, four-cylinder turbocharged petrol engine, again with no changes to the current model Polo.

The 147TSI pushes out 147kW and 320Nm for a power-to-weight ratio of 112.8kW/tonne, boasting a 0-100km/h sprint time of 6.7 seconds.

A six-speed dual-clutch auto remains as the only transmission available for the GTI, which achieves a claimed 6.5L/100km – 0.4L/100km more than its predecessor.

In all grades drive is sent to the front wheels.

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Safety

Carrying over from the outgoing Polo, the MY22 edition comes with a five-star ANCAP safety rating, with even more features such as a centre airbag and front assist with cyclist monitoring.

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Warranty and servicing

As with the rest of Volkswagen’s passenger vehicle range, the Polo is covered by a five-year/unlimited-kilometre warranty, which also includes a one-year membership to its roadside assist program.

Each variant also falls under Volkswagen’s assured service pricing, with the first five years/75,000km intervals and costs listed below.

Life (manual)

Life/Style (dual-clutch auto)

GTI

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Availability

The 2022 Volkswagen Polo range will be available from May this year across Australia.

The flagship Volkswagen T-Roc 140TSI R-Line will ditch its capacitive steering wheel buttons for 2024.

Pricing and details for the MY24 T-Roc range will be detailed later this year, but the steering wheel swap is the sole spec switch for VW’s best-in-class small SUV.

The T-Roc joins the Polo small car and ID.3 electric car in ditching the controversial capacitive controls. For now, there is stock of existing MY23 models at drive-away prices (detailed below), including the new CityLife, available at Volkswagen dealers.

“There remains strong MY23 stock in Volkswagen dealerships, and this will continue through 2023”, a Volkswagen Australia spokesperson told Wheels.

Our original story, below, continues unchanged.

2023 Volkswagen T-Roc pricing and features

The 2023 Volkswagen T-Roc small SUV has gone on sale with more equipment for some variants, with corresponding price increases – but also drive-away pricing across the board.

A CityLife variant joins temporarily as a new lower entry point to the range, priced from $35,990 RRP or $36,990 drive-away. It will be offered into early 2024 as a bridging model to the smaller T-Cross SUV, which costs up to $33,490 and is due to arrive mid 2024 in facelifted form.

Disappearing from the line-up is the R Grid Edition that was a more affordable, de-specced version of the flagship T-Roc R.

The spec/price revisions are centred around the T-Roc 110TSI Style and 140TSI R-Line.

Pricing for the T-Roc 110TSI Style is up $1790 to $38,890 before on-road costs – but it now features the Sound & Vision package as standard, which retailed for $2050. “Ongoing” drive-away pricing for the Style is $41,990.

Newly added features include a larger 10.25-inch digital instrument cluster, wireless Apple CarPlay and Android Auto, satellite navigation and built-in voice control.

Blind-spot and rear cross-traffic alerts have also returned to the T-Roc Style and R-Line, after the technology was temporarily deleted from select Volkswagen vehicles in late 2022 to avoid extended wait times caused by the industry-wide semiconductor chip shortage.

The mid-spec T-Roc 140TSI R-Line AWD now features standard-fit equipment limited to the Luxury Package, including Nappa leather upholstery, heated front seats, and an eight-way power-adjustable driver’s seat with two-position memory function.

While the R-Line’s now-deleted Luxury Package retailed for $3950, the updated T-Roc R-Line costs $1890 more than before, at $47,090 before on-road costs or $51,990.

“Given its popularity in Australia, we can now offer desirable items as standard on the T-Roc Style and T-Roc R-Line for a smaller premium than the previous optioned versions,” said Volkswagen Australia’s passenger vehicles director, Michal Szaniecki.

There are no changes to the Volkswagen T-Roc R range-topper, which costs $61,990 before on-road charges, or $64,990 drive-away.

Year-to-date to end of August, the T-Roc is just ahead of the Tiguan medium SUV as VW’s most popular model in Australia.

The updated 2023 Volkswagen T-Roc will arrive in local showrooms in September – joining the CityLife special edition – with pre-update stock also due before then.

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2023 Volkswagen T-Roc pricing

2023 Volkswagen T-Roc features

2023 Volkswagen T-Roc 110TSI Style features

2023 Volkswagen T-Roc 140TSI R-Line features

2023 Volkswagen T-Roc R features

2023 Volkswagen T-Roc optional equipment

• Panoramic sunroof (110TSI Style, 140TSI R-Line, R) – $2000.

• Electric tailgate (110TSI Style, 140TSI R-Line) – $600.

• Vienna leather package (110TSI Style) – $3450.

• Black Style package (140TSI R-Line) – $2900.

• Eight-speaker, 300-watt Beats audio system (R) – $800.

• Lapiz blue decor inserts (R) – $250.

A combination of production improvements and fluctuating demand see Volkswagen drop the base Golf for 2024.

According to Volkswagen, there’s now little demand for the basic Golf trim which starts at $36,290. The $38,590 before on-road costs 110TSI Life – with its 17-inch alloys, larger infotainment screen, and navigation – becomes the entry point for 2024.

Detailed MY24 pricing – which we expect to climb slightly – will be released later this year. Existing MY23 models of Golf remain in stock, too.

“The overwhelming majority of Golf customers select the Life, R-Line, GTI or – when available – R model grades. Reflecting these customer preferences, this now means each model line in the Volkswagen passenger vehicle range will commence with the well-equipped Life model grade or higher”, a Volkswagen Australia spokesperson told Wheels.

“There remains strong MY23 stock in Volkswagen dealerships, and this will continue through 2023. The Polo GTI, Golf Life, Golf R-Line and Golf GTI remain with special drive-away pricing” (detailed below), the spokesperson added.

Our original story, below, continues unchanged.

April 2023: Golf GTI and R-Line back on the menu

With 2023 Golf GTI stock levels improving in Australia, Volkswagen is offering drive-away deals on the original hot hatch in the second half of 2023.

Instead of paying $55,490 before on-road costs, buyers will be able to scoop an un-optioned GTI up for $55,490 drive-away from July 1.

Our original story, below, continues unchanged.

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Apil 11: 2023 Volkswagen Golf pricing: GTI and R-Line orders open again

Volkswagen has re-opened orders for Golf GTI and R-Line variants after four months off sale.

The German carmaker enacted a sales pause on both high-spec trims in December due to chip shortages that meant right-hand drive examples were being produced without a reverse camera – a necessity for Australian design rules (ADRs).

The reverse camera is now back online for GTI and R-Line trims, so customers are again able to place orders with Volkswagen dealers for the up-spec trims.

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A 1300-strong batch of R-Line and GTIs will make their way to Australia in the coming months, and that will see wait times drop to roughly three months for the 110TSI R-Line ($40,490) and GTI ($55,490, both before on-road costs). As always, contact your local dealer for specific wait time information.

“Inside our headquarters and in showrooms there’s so much love for the Golf, so it has been challenging to have our supply restricted for this iconic hatchback,” said head of product passenger vehicles, Michelle Rowney.

Golf 110TSI and 110TSI Life trims will become available in bursts as production is still sporadically affected by rear-view camera production issues. The flagship AWD Golf R remains unavailable to order.

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Volkswagen Golf sales have begun bouncing back from last year’s crippling stock restrictions, with 615 examples delivered in the first quarter – a 98.4 per cent increase on last year.

In addition to the improved Golf supply, Volkswagen has unrestricted T-Roc stock, and availability of certain T-Cross, Tiguan Allspace, and Passat trims.

John Law

Our original story, below, has been updated to reflect pricing changes

The story to here

UPDATE Jan 20: Volkswagen Golf entry model returns; new safety tech added

The eighth-generation 2023 Volkswagen Golf has received a significant update, just over a year after it first arrived on Australian shores.

It’s not all good news, though: Volkswagen Australia has confirmed the manual Golf is formally discontinued for 2023, after production ended in late 2021 to focus on more-popular automatic variants.

Prior to the removal, the Golf small car had featured a manual transmission option since the brand relaunched in Australia in the early 1990s – including sportier variants, such as the GTI and R, prior to the latest generation.

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The entry-level Golf 110TSI has officially returned in automatic guise, following delays caused by the semiconductor chip shortage – bringing the starting price down to $35,190 before on-road costs.

A full price list is available below.

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What’s new?

Headlining the changes for model-year 2023 is the addition of a front-centre airbag, taking the total count to nine airbags.

The change follows the addition of a centre airbag – designed to prevent a potentially deadly head clash between the driver and front passenger in a side impact collision – across the facelifted Polo light car range earlier this year.

In addition, Volkswagen has fine-tuned the lane-keep assist system to more accurately detect narrow roads, with the vehicle no longer attempting to steer the driver away from the line when moving close to it.

Other changes include a new steering wheel airbag cover, door trim inserts for Golf, Life and GTI, revised interior decor inlays, embossed seat covers with GTI badging for the hot hatch, and improved graphics for the digital instrument cluster to better show the digital speed readout.

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Production of the updated Golf and Golf Life commenced in late June, ahead of first arrivals in the coming weeks.

Meanwhile, the R-Line, GTI and R will follow from late November production, with showroom arrivals expected in early 2023.

2023 Volkswagen Golf pricing

Prices exclude on-road costs.

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2023 Volkswagen Golf features

Golf

Golf Life, in addition to Golf

Golf R-Line, in addition to Life

Golf GTI, in addition to R-Line

Golf R, in addition to GTI

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Options

• Sound and Vision Package – $1600 (Life, R-Line)

• Comfort and Style Package – $2000 (Life)

• Sound and Style Package – $2500 (GTI)

• Luxury Package – $3900 (GTI)

• Panoramic glass sunroof – $1900 (R-Line, R)

• Nine-speaker, 480-watt Harman Kardon premium audio system – $1000 (R)

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Engine, drivetrain and fuel economy

Golf 110TSI variants are powered by a 1.4-litre four-cylinder turbocharged petrol engine producing 110kW of power and 250Nm of torque.

Power is sent to the front wheels through either an eight-speed Aisin-sourced torque-converter automatic.

Stepping up to the front-drive Golf GTI brings the addition of the fourth-generation ‘EA888’ engine, a 2.0-litre turbo four-cylinder unit punching out 180kW and 370Nm, with a seven-speed dual-clutch gearbox.

The flagship Golf R hatch is powered by a modified version of the 2.0-litre turbocharged four-cylinder petrol mill with 235kW and 400Nm.

The wagon has 420Nm of torque and a petrol particulate filter. It utilises a seven-speed dual-clutch transmission and 4Motion all-wheel-drive system.

Fuel economy figures can be found in the table below:

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Safety

The entire Volkswagen Golf range is covered by a five-star ANCAP safety rating, based on testing conducted in 2019. It has a 95 per cent score for adult occupant protection, 89 per cent for children, 76 per cent for vulnerable road users, and 80 per cent for safety assist.

Nine airbags (dual front, front side, rear side, curtain, and front-centre) feature across the range.

Each variant includes the following active safety equipment as standard:

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Dimensions

In hatchback guise, the Golf has a wheelbase of 2636 millimetres, and is 4284mm long and 1789mm wide.

The entry-level and Life variants are 1483mm high, with the R-Line featuring 15mm lower suspension. GTI and R variants are 1463mm tall.

Meanwhile, the wagon body has a 2686mm wheelbase, and measures 4633mm long and 1789mm wide.

The hatch has a claimed 374 litre boot capacity, expanding to 611L in the wagon with the rear seats up. Luggage capacity grows to 1230L and 1642L, respectively, with the second-row folded.

Warranty and servicing

As per the wider Volkswagen range, the Golf is covered by the brand’s five-year/unlimited kilometre factory warranty, along with a complimentary 12-month roadside assistance program.

Service pricing can be pre-purchased, consisting of three- or five-year packages with 12-month/15,000km intervals.

Prices for each powertrain can be found below:

Availability

The updated 2023 Volkswagen Golf and Golf Life production commenced in late June, ahead of first arrivals in the coming weeks.

Meanwhile, the R-Line, GTI and R grades will follow from late November production, with showroom arrivals likely in early 2023.

Porsche might not have crossed the Simpson Desert in a 911 – we’ll keep that credit for ourselves – but the Stuttgart Marque has proven EVs can do remote road trips in Australia by taking a Taycan Cross Turismo on a 19 day, 5000km run from Darwin, NT to Bondi Beach in Sydney.

Not only was this a test of the Taycan 4S Cross Turismo’s 469km driving range (WLTP), but also a challenge for charging infrastructure. Along with public ultra-fast charging stations run by ChargeFox, Evie, Tesla, and more, the Taycan was also able to take advantage of Porsche’s own destination charger network.

In total, 27 charge stops were needed to make it to Sydney and together those stops represented 85 hours of stoppage time – most of which were at Porsche dealers where the Taycan recuperated at a rate of 22kW (AC).

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It wasn’t all plain sailing, though, with Mark Webber having to rejuice the 4S Cross Turismo at a remote cattle farm on his way through. Well-known destinations included Nitmiluk (Katherine) Gorge in the NT, the township of Daly Waters, the ‘Big Red’ sand dune in the Simpson and a tour around Bathurst’s Mount Panorama racetrack on the way to Bondi Beach for a surf.

Those used to smash-and-grab road trips might think 19 days is a pretty relaxed schedule for the above trip, but Porsche wasn’t out to prove how fast the drive could be done, just that road-tripping in an EV is very much possible.

“Embracing the spirit of exploration, on this all-electric trip the Taycan Cross Turismo redefines the very essence of reduced impact adventure”, said Porsche Cars Australia CEO and managing director Daniel Schmollinger.

“The Taycan Cross Turismo offers a thrilling driving experience while exploring nature. This is how Porsche captures the hearts of Australians.”

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Porsche’s Taycan was the brand’s first EV that generated into the long-roofed and gently raised Cross Turismo used for this trip.

However, Porsche’s pipeline has a whole laundry list of electric models. The electric revolution will continue with the all-new Macan SUV shortly, followed by the brand’s first all-electric sports car – the 718 – and finally the Cayenne large SUV.

Mitsubishi Australia has provided a trio of Outlander plug-in hybrid electric vehicles (PHEVs) to Jet Charge to support installing charging infrastructure across the nation.

It represents an extended partnership with the EV charging equipment company which currently supplies AC charging cables for Mitsubishi PHEVs.

Jet Charge founder and chief executive Tim Washington said his team would benefit from the Outlander PHEV’s extended driving range compared to pure EVs and all-wheel drive capability.

In particular, the plug-in hybrid SUV fleet will support building EV charging sites in remote areas that experience harsh conditions. The initial three-strong fleet may grow in the future if the Outlander PHEV’s unique attributes prove useful.

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The Outlander PHEV pairs a 2.4-litre four-cylinder petrol engine with dual electric motors and a 20kWh gross lithium-ion battery pack.

This results in a claimed 84-kilometre electric range and 1.5L/100km fuel consumption in the combined ADR cycle. Real-world mileage will vary as digital editor Alex Inwood found out in his long-term test.

In addition the Outlander’s V2x – vehicle-to-grid, vehicle-to-home, etc. – capabilities are unique in that, along with the battery its petrol motor can be used as a generator to extend its charging life.

This could provide unique advantages during low-light installs, or where power tools are needed to charge for the Jet Charge team which sells, installs and maintains EV charging equipment for homes, businesses and public charging providers in Australia.

It installed vehicle-to-grid (V2G) bidirectional charging units for Mitsubishi’s Adelaide headquarters earlier this year. The Australian company was established in 2013 and co-founded the Chargefox network in 2017.