If anybody ever gives me grief for not curing cancer, I’m blaming Gran Turismo 3.
During my crucial final high school years – when I should have been cramming my mental cache with as many algebraic formulas as possible – I was instead faffing about at Laguna Seca in a Dodge Viper GTS R.
Instead of committing to memory passages from Jane Austen novels, I was trying to find a tenth around a tortuous time trial circuit in a Porsche 911 Turbo.
And instead of, well, smuggling cigarettes and other contraband into the family household, I was developing blisters on my right thumb from getting down into the 1:12s in a Polyphony 001 Formula One car at Monaco.
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But then something happened: I got my Ps.
Almost overnight, I lost all interest in Gran Turismo 3, and then 4, 5 and whatever else it’s up to now. Somehow, a three-cylinder, manual Daihatsu Charade – with about as much power as a Nutribullet – was infinitely more interesting.
As my pals continued to swap war stories about Forza Somethingorother, Assetto Corsa and then iRacing, I’d interject with an anecdote from Gran Turismo 3, as if mentioning my favourite VHS in a conversation about Netflix shows. My knowledge of racing games was frozen in time.
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The other day, however, something inexplicably changed in the real world that’s piqued my curiosity in the virtual one once again.
I found myself in Victoria’s High Country – a very happy hunting ground – in Toyota’s new GR Corolla.
It was as enjoyable as ever, but as I wound up to six tenths, then seven, then eight, I couldn’t help but think, what if a cyclist appears in the middle of the next blind corner? What if a deer runs out in front of the car – as has happened to me in this region on more than one occasion?
What if the next oncoming four-wheel-drive, lumbering around a corner, is not just on the middle line, but a bit in my lane?
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These are thoughts we’re all normally able to successfully swat away, but this time around they seemed… stronger.
Of course, it could have been the Corolla’s Yokohama tyres which, when icy cold, might be good for a rope swing and little else. But the stakes did feel a little higher than usual. And not just because modern cars, even hot hatches, are capable of carrying some serious kinetic energy.
I also recently watched a YouTube video of an Australian man who sold his Mazda MX-5 track day car and basically replaced it with a $20,000 sim rig. His rationale? Track days are expensive, for him anxiety-inducing and take him away from his young family.
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With a highly realistic sim in the spare bedroom, he can kiss his child on the forehead goodnight and then minutes later be theoretically racing (the real) Max Verstappen through Eau Rouge in a Ferrari 296 GT3 car.
Maybe I’m getting old – or maybe I’ve been living in Victoria too long – but I reckon that’s pretty damn cool. Cooler, though, than the real thing?
Many of you would know first-hand that driving in both the real and virtual worlds can be a complementary thing – you don’t have to choose one over the other. And I can see the merit in porting across some of the risk from reality, to PlayStation.
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In an old shitbox like the one in my garage – undoubtedly worthy of a negative ANCAP rating – that’s a lot of risk. It might be time to pick up where I left off… in 2004.
As for anyone pinning their hopes on me curing cancer, let’s just say Gran Turismo 3 wasn’t the problem.
Ah, Australia. We ride kangaroos to school, we throw shrimps on barbies, our cheer is known across the world – and a quick hand wave from behind the wheel is understood: “Cheers for letting me through, mate!”
Well, it was. Lately, it seems our beloved “thank you” wave has been forgotten by a large proportion of our drivers, and I’m not having it.
For those not across it, the “thank you” or courtesy wave is that quick flick of the wrist, a casual hand raise, or even a single-finger salute (the polite kind!) to acknowledge another driver’s thoughtfulness.
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It’s a way of saying, “I see you, and I appreciate you for not ramming me off the road”.
But where has this iconic gesture gone? I reckon modern life might be to blame. The fast-paced hustle and bustle, the stress and frustration. That, or Australians have simply become arseholes meanies over the years.
Increased distraction isn’t helping either, of course. Between sipping oat cappuccinos, checking Instagram feeds and navigating bumper-to-bumper traffic, who can remember to wave – if a gesture was even noticed at all?
However, the ramifications of this MIA wave are no laughing matter.
According to insurance provider Budget Direct, aggressive driving behaviours are on the rise, with 83% of Aussies surveyed claiming to have been on the receiving end of road rage. And while we can’t blame it all on the missing wave – who knows what behaviour led to the rage – it’s hard not to see a connection.
The roads are starting to feel like an episode of Survivor or Alone – without our friendly wave, our highways are becoming a battleground and we’re left feeling alone against the world.
Neglecting to wave can make a bad day worse, and a good day spoiled.
You just never know how someone is feeling, or what they’re dealing with. Are you at your best on a bad day?
Hell, I’ve begun waving rather aggressively myself to those who don’t thank me for letting them in – it’s the least I can do to better society.
Remember when one good wave would set off a chain reaction? Like a contagious yawn in a Monday morning meeting, but more fun.
Without this ripple of road respect, it’s every motorist for themselves, and the highways feel more “Fast and Furious” than “Friendly and Courteous.”
Time for a wave revolution!
Driving instructors could add it to their lessons, right between “how to parallel park without having a meltdown” and “using indicators: they’re not just for show.”
People can start calling out their friends and family for not waving. I sometimes wave on behalf of the driver when I see this lack of respect.
In the end, it’s up to us to bring the wave back from its unscheduled sabbatical.
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This little flick of the wrist can make a world of difference. Let’s ensure our roads don’t turn into a wave-less wasteland. There are much harder things to do in life than pass on some simple gratitude. After all, in a world where we’re more connected by screens than by humanity, a simple wave can be a game-changer.
Hands up if you’re with me! Or at least one hand, maybe just the (index) finger?
The 2024 Audi Q6 E-Tron’s tech-laden interior has been revealed at the 2023 IAA Mobility show in Munich.
Snapshot
Q6 E-Tron interior shown-off
New Android Automotive tech, OLED displays
Gloss black surfaces, touch-sensitive buttons
The German automaker has again teased its new medium electric SUV – ahead of an expected full debut before the end of the year.
The Q6 E-Tron’s interior is headlined by an all-new 14.5-inch central touchscreen with 11.9-inch driver instruments, joined on a curved panel running its new ‘E3 electronics architecture’.
Both adopt brighter, richer contrast organic light-emitting diode (OLED) display technology and debuts Google’s Android Automotive operating system, with Apple CarPlay and Android Auto smartphone projection and machine-learning Audi voice control.
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While the climate controls are now within the touchscreen, Audi still offers a physical volume dial at the centre console, albeit a gloss black-surfaced one.
A separate 10.9-inch front passenger display is optional to control audio, view videos and more – but includes a privacy layer to prevent distracting the driver.
Additionally, an ambient lighting strip stretches across the Q6 E-Tron’s windscreen and into the doors – reminiscent of Volkswagen ID cars, the Cupra Leon and refreshed Tesla Model 3 – but has 84 LED elements to animate when charging or when the doors are locked, for example.
The augmented reality head-up display provides driver’s with an 88-inch field-of-view and a high 13,500-nits of brightness. For context, flagship Apple iPhone 14 Pro and Samsung Galaxy S23 Ultra smartphones peak at 2000-nits (although brightness doesn’t increase linearly).
The optional Bang & Olufsen audio system brings 22-speakers, including four integrated into the front seat headrests.
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The five-seater medium electric SUV will be the first model to use Audi and Porsche’s Premium Platform Electric (PPE) – providing 526-litres of boot space, which expands to 1529-litres with the rear seats folded down.
Under the bonnet is a 63-litre storage space (often referred to as a ‘frunk’).
The Q6 E-Tron features an octagonal steering wheel similar to the smaller Q4 E-Tron overseas – while all mirrors, seat memory, door lock, and exterior light controls are condensed into what appears to be a gloss black touch-sensitive driver’s door panel.
It also employs eco-friendly interior materials, such as recycled floor mats, fabric and microfiber trims.
It rides on the Volkswagen Group’s new ground-up Premium Platform Electric (PPE) architecture shared with the forthcoming Porsche Macan EV, compared to the adapted internal-combustion MLB Evo platform found underneath the Q8 E-Tron.
Audi has confirmed it will be available in rear-wheel and all-wheel drive configurations with the Q6 E-Tron 55 accelerating from 0-100km/h in around six seconds, while the high-performance S flagship cuts it to 4.5 seconds.
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Multiple battery sizes will also be offered, starting from about 100 kilowatt-hours, with up to 270kW DC ultra-rapid charging capabilities using the 800-volt class PPE architecture.
Similar to the unrelated Audi E-Tron GT electric sports sedan, it’ll be available with two separate charging ports at each side of the rear-quarter body – with only the left able to DC fast charge.
The Q6 E-Tron seemingly appears aesthetically similar to the large updated Q8 E-Tron, except for its split headlight arrangement. It’s likely that the rally-like white alloys pictured won’t feature in the final model, though.
It’s the first Volkswagen Group model to feature second-generation organic light-emitting diode (OLED) front and rear lights, with eight selectable digital light signature designs – provided owners select the feature package.
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The OLED lights also serve a communication function with other road users.
For example, the tail-lights can display a warning symbol if the vehicle behind is too close, when the door open warning is triggered to help alert approaching cyclists or drivers, or when an accident or breakdown is detected ahead (as part of the vehicle-to-everything system overseas).
Audi has used the ‘Q6’ badge on a China-only upmarket seven-seat Volkswagen-based petrol SUV, but globally, pure electric models will adopt even numbers and retain the ‘E-Tron’ moniker, while petrol- and diesel-powered models will transition to odd numbers.
While the Q6 E-Tron is the first model to use the PPE platform – jointly developed by Audi and Porsche – it will eventually be succeeded by the unified Scalable Systems Platform (SSP).
Audi’s latest electric model, the upcoming Q6 E-Tron, will be one of 10 new Audi EVs to debut by 2025 – and now we have a first look at what to expect.
The new model, shown here in a light camouflage wrap, will clearly continue the styling themes set out with the small Q4 E-Tron, the facelifted Q8 E-Tron (formerly just ‘E-Tron’), and of course the E-Tron GT sedan.
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The company isn’t revealing much else, although it has highlighted that the Q6 E-Tron will ride on the same new Premium Platform Electric (PPE) platform that will underpin the imminent electric Porsche Macan.
That means we can expect an 800V electrical architecture, which represents an important upgrade over the 400V design that runs through Audi’s existing EVs.
It also means that, at least on a charging and efficiency level, the Q6 E-Tron will compete better with ‘lesser’ offerings like the Hyundai Ioniq 5, Ioniq 6, Kia EV6 and Kia EV9 – all of which are already using an 800V system.
The Q6 E-Tron will be offered in SUV (wagon) and Sportback (a coupe-like tapered roofline) body styles, just as Audi does with a number of its existing models.
Further details are still to come, although Porsche has confirmed we can expect a flagship electric Macan packing 450kW, 1000Nm, and a 100kWh-plus battery. Similar specs could feature with a Q6 E-Tron RS, although the company has yet to confirm any such plans.
Watch for more to be revealed in the coming months.
People of a certain age still smile reflexively when the WRX name is uttered. People of a certain age – or at least me – also have to remove the name Impreza before it.
The reason I’m telling you this is that I think the WRX tS with automatic continuously variable transmission (CVT) is for that exact cohort.
As we’re ageing and priorities change, three pedals can be a chore, or for some families, a dealbreaker. Also pertinent is that those who wanted – or had – a first-gen WRX in its heyday, probably have a bit more cash to splash, remembering the relatively sparse genesis of the breed.
At $57,990 before on-road costs, you’re paying a lot more than I did for a WRX in 1999 – but you’re getting a much longer list of features, even when you account for the passage of time.
Given nearly 25 years have passed, that’s probably not a terrible deal.
2023 Subaru WRX tS sedan standard features
18-inch alloy wheels
10-speaker stereo
DAB+ digital radio
Apple CarPlay
Android Auto
Keyless entry and start
Dual-zone climate control
11.6-inch media screen
Adaptive cruise control
Auto LED headlights
Auto wipers
Powered boot lid
Leather steering wheel
Ultrasuede interior
Face recognition
Heated and powered front seats
Sunroof
Satellite navigation
Adaptive damping
Space-saver spare
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Subaru’s Starlink software comes up on the portrait-oriented 11.6-inch touchscreen.
It kind of reminded me of a Cyberman’s head from Doctor Who, with the air vents sticking out the sides like handles. The screen is okay but the graphics are not entirely convincing and the climate controls were a bit annoying to use.
Ultrasuede, if you’re wondering, is a synthetic suede (like Alcantara) that was very nice on the seats and grippy in the corners.
Direct rivals for the WRX are a bit thin on the ground these days. But, since you asked…
Hyundai’s i30 N sedan is probably the closest obvious competitor to the WRX. While its rear wheels trundle along behind without any propulsion, it sports a 206kW/392Nm 2.0-litre turbo-petrol engine and eight-speed dual-clutch transmission for $50,200 plus on-road costs.
You could step up to Audi’s S3, which does have all-wheel drive (and a seven-speed dual-clutch auto) but that’s substantially pricier than either the WRX or i30 N at around $74,000 before on-road costs.
One of the enduring qualities of the WRX has been its practicality.
Cars hadn’t ever really been this quick and capable while being this comfortable. This generation of WRX is even roomier and more comfortable than the old one, especially for rear-seat passengers. I found the rear seat to be very comfortable, well-shaped and, in the tS, it also has air vents.
You’ll be held in very nicely (as long as you’re in the outboard seats), and have access to an armrest with a cup holder and bottle holders in the doors. The transmission tunnel and the almost vestigial middle seat will put paid to a fifth occupant enjoying themselves, though.
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Up front, you get a pair of cup holders, a good-sized centre console, a place to put your phone and bottle holders in the doors.
The front seats are a little more accommodating than my MY00 (and have been for some years) and, as I’ve mentioned, the Ultrasuede upholstery is very nice and would be my preference over leather on a hot day. They’re grippy enough – despite being built for a wider range of body types – and didn’t cause any aches or pains on a long drive.
Up front, you get a pair of cup holders, a good-sized centre console, a place to put your phone and bottle holders in the doors.
The boot is pretty small for its class, offering a 411-litre capacity. If you need more, you could always consider the WRX wagon, making its long-awaited return after the weird diversion of the Levorg.
Sometimes an automatic transmission can radically alter the character of a car in a way that is hard to put your finger on.
I have no such difficulty with the WRX. Having snuck in a drive of a friend’s manual WRX a few weeks ago, I had something with which to compare this CVT-equipped machine. I quite enjoyed that car, more so than the non-STI WRX of the previous generation which I thought had strayed a long way from the winning formula. The old car just didn’t hang together the way the more expensive STI did.
Notchy gearchange aside, I quite liked the fluidity of the manual but then again, the winning formula has never been a totally slick experience. You have always had to work for it and that’s a compliment. It’s fun.
Setting aside a personal dislike for CVTs, this one is fine in normal driving. It’s smooth and quiet and doesn’t flare like the last CVT turbo from Subaru I drove, the fairly maligned Levorg.
The WRX has a matrix of options for the different modes, more so on the tS with its adaptive dampers. I like the adaptive dampers and it’s a shame they’re not available on more WRX variants. A standard or RS Rex is a bit hard to take under 70km/h, with a fidgety firm ride that is quite tiring. The tS smooths all that out and makes it a more pleasant place to be for more of the time.
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A number of modes are available but the only pre-cooked one I had any time for was Sport.
The others were either too doughy – this is where the transmission’s character change comes in – or in Sport# (as in sharp), way too aggressive and unpleasant on the shifts, particularly the downshift.
When you’re in the mood for a bit of send-it-Sam action, the auto doesn’t really want to play. Whereas the manual WRX is keen for a bit of hustling, the auto just doesn’t want to, paddle-shifters in use or not.
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I found myself not all that keen when trying to hustle the WRX along but instead found myself accepting it was a car where you set up a flow rather than looking to attack corners.
And that’s fine – completely and utterly and for 99 per cent of the time preferable – but you’re not likely to get the kind of thrills from a CVT tS that the WRX name suggests.
It’s more of a fast sedan that honestly doesn’t feel fast (that transmission again) so is more in the tradition of executive express than boy racer.
The WRX claims an ADR combined-cycle figure of 8.5L/100km.
2023 Subaru WRX tS sedan fuel economy
Fuel consumption (claimed)
8.5L/100km
Fuel consumption (on test, at the pump)
8.7L/100km
Fuel tank capacity
63 litres
Real world range
724km
Fuel type
95 RON
We got remarkably close to that official number although Dan Gardner bettered it by some margin in a wagon he drove about a year ago. That’s pretty good going.
Some obvious omissions preclude it from a full-fat five-star rating, such as the lack of auto emergency braking (AEB) in either direction on the manual models, which stuffs it for the AEB-equipped autos.
It’s a bit of a glaring omission when other brands can get this kind of tech into their performance models, including Subaru’s sports car partner Toyota in the Corolla GR but confirmation that the manual BRZ will finally inherit the auto’s EyeSight safety tech suite provides some comfort that the DIY WRX is next in line.
The WRX comes with Subaru’s five-year/unlimited-kilometre warranty.
Servicing comes around every 12 months/15,000km, which is worth knowing if you’re cross-shopping with, say, a Hyundai i30 N that offers 5000 fewer kilometres betwixt visits.
Pre-paid service plans are available, with a three-year duration costing $1349.48 (June 2023) and the five-year option $2536.36. Those two figures average out at $449 and $507 per service respectively, the fifth interval (the D service) echoing the extra expense of a Boeing 747’s D check.
The PAYG fixed-price servicing costs are the same as of June 2023 but pre-paying means you’re done and dusted and can roll it into your finance should you be so inclined.
I said this car was more in the tradition of an executive express and wondered who this car might be aimed at.
During my twenties, I owned a lovely blue MY00 WRX and loved it, despite its need for hustling. It had great seats, went like the clappers and sounded great. And it was a perfectly acceptable everyday car.
As is the 2023 WRX tS, but it’s far more firmly in that everyday car mentality than mine was. No auto WRX has ever really been much of a firebreather – Subaru never did the twin-clutch dance – and so this car carries on that tradition.
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It’s not a shame, either. It has a good interior, plenty of gear, a not-awful price and is the best-looking WRX in years – which isn’t a high bar to clear, but there we are.
Those who want a bit of fire, limber up the left leg and get cracking. If you wanted a WRX 25 years ago but the years have not been so kind, you’ll probably love this car.
The new flagship model will not be like other sports cars in the VW Group portfolio, according to Cupra CEO Wayne Griffiths, who spoke with Australian media at IAA Mobility 2023 in Munich this week.
“It’s not a traditional sports car because it’s electric at that size… so we try to do something different than just a traditional sports car – [that] wouldn’t make sense for us, we have great brands that do traditional sports cars, Porsche, Lamborghini, even Audi is doing sports cars. We have enough brands and we need to do something different otherwise it doesn’t make sense,” he said.
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Mr Griffiths indicated that such a car, if it were to make production, would help spearhead the brand’s launch in the North American market, which is on the cards following prospecting in California.
A timeline hasn’t been set, yet Mr Griffiths did reference “beyond 2030” when speaking on the topic at a press conference.
“This is not a car to go and do volume or make money with. But this car would have a huge impact on our whole brand, and the brand position of Cupra, and that is important. We’re not doing this car for the volumes of this car, or this profit opportunity or whatever, if we do this car, it’s to move the brand to the next level [of perception],” he said.
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“As other cars have done for other brands in the past, as if we want to become an iconic brand, which we do, then you need icons.
And this car could become an icon and now it’s the right time to do it in our history,” he said, no doubt referring to models like the Porsche 911 and Audi R8.
Mr Griffiths said he wasn’t ready to discuss platforms for a potential production take on the DarkRebel, but Cupra’s chief operating officer, Sven Schuwirth, indicated the company would look within the VW Group to take advantage of economies of scale in order to make the car more affordable.
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“It would not make sense to go for a €200,000 [$340K] car, so it needs to be significantly below €100,000 for sure. Significantly below,” said Mr Schuwirth, suggesting Cupra isnt aiming for that type of buyer, but instead wants to appeal to younger customers.
“Otherwise I think we would enter the territory of luxury brands, which is not our aim because keeping in mind we are positioned as a contemporary brand always looking for the younger generations,” he said. “That’s the good thing about Volkswagen Group – there are many, many different platforms or technologies.”
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Porsche’s upcoming 718 EV models – electric replacements for the Boxster and Cayman – would seemingly offer the ideal underpinnings in that case, and when asked if that is the plan for a hero Cupra, Mr Schuwirth replied, “could be”.
“We need a performance platform, a low one and also an affordable platform in order to achieve that price point, or to meet that price point,” said Mr Schuwirth.
Company CEO Klaus Zellmer told Australian media at IAA Mobility 2023 in Munich that having a hero version of the electric Elroq – essentially a next-gen, fully electric take on the Karoq compact crossover – was a vital inclusion for the Skoda brand moving forward.
“You will see an Elroq RS because it delivers the technical package and the optics and this is what we’re doing now,” said Mr Zellmer, who ruled out offering anything even more performance-oriented. “Previous to this job I was with the VW brand, and the Golf R, for example, that’s too extreme for Skoda. Yeah, we wouldn’t go that far.
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“But if I take the take-rate of RS models for Kodiaq, Octavia and Superb, it’s good money,” said Mr Zellmer of the profitability of the speedy sub-brand. I think it’s got a good balance between the attractiveness in terms of optics and the drivetrain and its performance,” he said.
Mr Zellmer also confirmed that the brand will offer a new smaller EV model, which will be part of a “family” of four new compact electric models built on the MEB Small platform, which has been developed under the oversight of Spanish brand Cupra.
“We call it the category A0 BEV. We haven’t revealed the name yet. And there will be basically four siblings in that family. One is the ID. 2, the ID. 2 ‘X’ SUV, and the [production] Urban Rebel [known as Raval] from Cupra and then our [Skoda] A0 BEV,” he said.
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“It’s in development. We had the first clinic results which is a representative mix of consumers looking at the car and they were ‘super, smashing, great’. I’m quoting what they gave us as feedback. So we’re very much looking forward to that car,” he said.
The Skoda small EV is due in 2025, when the Cupra Raval and VW ID. 2, and maybe ID. 2 X will also arrive.
“You know, the cars will be so different. On the same platform, you’re gonna see something similar to ID. 4 and Enyaq in terms of how far they set apart and this is really important for us as a group of brands,” he said.
“We haven’t always gotten that right. But I think with the new definition of our design languages, we call our design language, modern solid, I think we’re going to separate it,” said Mr Zellmer.
Skoda will launch its first EV, the Enyaq, in Australia in mid 2024, with the model including an RS variant.
Compared to the pre-facelift E-Tron, pricing for the Q8 E-Tron has climbed between $6500 and $7500, with the BMW iX, Mercedes-Benz EQE SUV and Jaguar I-Pace rival now starting at $153,900 before on-road costs.
Under the skin, it remains based on an adapted version of the MLB Evo platform with improvements, including a larger 108kWh nickel-cobalt-aluminium (NCA) battery and a more-efficient rear electric motor.
UPDATE, 5/9/2023: Audi has confirmed local timing for the entry-level Q8 E-Tron 50 and sportier SQ8 E-Tron. This story has been updated to reflect the latest information.
With its larger battery and a six per cent lower drag coefficient, the Q8 E-Tron 55 Quattro has a WLTP-rated 582-kilometre driving range for the wagon and 600km for the slipperier Sportback.
Power and torque remain the same for all variants, with the 55 Quattro offering 300kW and 664Nm.
While the base Q8 E-Tron 50 Quattro was deleted from the electric SUV’s range in late 2022, Audi has confirmed it’ll return in 2024.
The more powerful SQ8 E-Tron will become available in Australia at a later date, with a tri-motor setup developing 373kW and 973Nm and a driving range between 494 and 513 kilometres.
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Audi has improved charging speeds for the Q8 E-Tron with a 170kW DC charge rate – up from 150kW – allowing for a 10 to 80 per cent top-up in 31 minutes.
Other improvements include reprogrammed standard-fit adaptive air suspension, a quicker steering rack, stiffer front suspension, optional digital matrix LED headlights, and updated tail-lights.
The 2024 Audi Q8 E-Tron 55 will arrive in Australia in the fourth quarter (October to December inclusive).
Audi has confirmed the Q8 50 E-Tron, SQ8 E-Tron and SQ8 E-Tron Sportback are “slated for launch in Australia in 2024”.
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2024 Audi Q8 E-Tron pricing
Prices exclude on-road costs.
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2024 Audi Q8 E-Tron features
2024 Audi Q8 E-Tron 55 features
20-inch alloy wheels
Heated, power-folding and auto-dimming side mirrors with memory, kerb-side function
Cupra CEO Wayne Griffiths has confirmed a future for the Seat brand, in light of a slew of international reports to the contrary.
Snapshot
VW Groupu2019s Spanish brands are currently closely aligned
The shiny new brand is getting more attention, and makes better profit
Cupra boss defends Seatu2019s position
Stories from the IAA Mobility 2023 Munich motor show quoted Seat chairman Thomas Schafer as saying “the future of Seat is Cupra”, before suggesting that the VW Group intended to find “a different role” for the 73-year-old Spanish brand, which has long been known for offering affordable cars for mass-market consumption.
Mr Schafer was further quoted as stating that the Volkswagen Group would increase its investment in the newer Cupra brand, which will expand in the next three years with new models such as the Terramar SUV, Tavascan crossover coupe, and Raval compact EV.
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Cupra has proven to be extremely successful since its introduction just five years ago, with CEO Wayne Griffiths stating that it has recorded a huge operating profit of €370 million, and a turnover of more than €7 billion in the first half of 2023.
Mr Griffiths was eager to point out in Munich that the brand has built this success on the back of its standalone Cupra Born and Formentor models, though he acknowledged it couldn’t have got to the point it is at today without the donor vehicles from Seat that it still sells, the Leon hatchback and Ateca medium SUV.
When asked about his reaction to Mr Schafer’s comments about Seat ceasing investment in making cars, Mr Griffiths ruled out the idea that Seat would be shuttered anytime soon.
“I just read that. I think they’ve misunderstood. I don’t think he said that, because it’s not true,” said Mr Griffiths. “We’re continuing to build cars. We are just about to refresh the Ibiza and the Arona, under the Seat brand.”
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It should be noted that, according to AutoExpress[↗], Mr Schafer has said a very similar thing about the future of Seat in the past reporting in November 2022 that Mr Schafer said exactly the same thing: “Cupra is the future of Seat”.
The same story further quoted Mr Schafer saying “it doesn’t mean Seat will cease to exist” and that the VW Group was “still working on the actual plan for Seat; it’s okay until 2028 or 2029, so we don’t have to panic.”
Mr Griffiths expanded on his point, suggesting the biggest issue with Seat in recent times has been all to do with timing, and events beyond the control of anyone working within the VW Group.
“Seat has struggled the last couple of years, not as a brand – because of demand, because we didn’t have any semiconductors. And when we had the lack of semiconductors, we prioritised those semiconductors for the Cupra cars, because we had better margins,” he said.
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“We have invested 1 billion euro in the brand-new Leon that never had a chance to shine because when we launched the car, COVID happened,” he said.
“So, the Leon never had a chance – COVID and then [the] semiconductor [supply shortage crisis occurred] – so we just spent a billion on that Leon, and it has a long time to run. And our SUVs as well, the Ateca, the Arona, there’s great demand around Seat.
“So, Seat has suffered, but Seat is back this year – I mean, Seat is up 20 per cent. So Seat is stronger than ever – so no, for the foreseeable future, there’s no question mark about Seat,” said Mr Griffiths.
Ignoring for the moment the idea that if you ordered a 2022 model year RAV4 you’ll be lucky to get an MY23 given the long wait times, the RAV4 you see in Toyota showrooms today are most definitely MY23s.
The competition is throwing everything at the RAV4, which blends hybrid efficiency with a tough, roomy interior. That means that dollar-for-dollar, other cars in the class may have more gear, better tech or a more comprehensive safety rating.
So for this most recent model year, Toyota tweaked the spec to deliver more stuff, a badly-needed new media system and a little more sizzle on the Toyota Connected Services app front.
As ever, there is a choice of three GXLs, ranging from $40,100 for the front-wheel drive petrol through to $45,600 for the all-wheel drive hybrid. Piggy in the middle, the hybrid front-wheel drive car tested here, retails at $42,600 (all before on-road costs). It’s an easy value equation; this is the one to have.
2023 Toyota RAV4 GXL FWD standard features
7.0-inch semi-digital instrument cluster
18-inch alloy wheels
Rain-sensing wipers
Front and rear carpet floor mats
Satellite navigation
8-inch touchscreen media system
Five USB ports (4x USB-C, 1x USB-A)
AM/FM/DAB+ digital radio
Wireless Apple CarPlay and wired Android Auto
LED headlights (parabolic in petrol; projector in hybrid)
Push-button start
Heated, power-folding side mirrors
Over-the-air software updates
Dual-zone climate control
Cloth upholstery
60:40 split-fold rear seats and centre armrest
Toyota Connected Services
LED interior lighting
Leather-wrapped steering wheel
LED fog lights and daytime running lights
Keyless entry and push-button start
Auto-dimming rear-view mirror
Privacy glass
Roof rails
Wireless phone charger
Dual-zone climate control
Leather-wrapped gear shifter
Illuminated door switches
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The touchscreen looks a little ridiculous in the housing that also fits the larger screen of up-spec variants but the upside of that is a proper volume control dial with the signature rubberised texture.
Regardless of screen size, the new media system is a vast improvement and you can have your Apple CarPlay wireless and your Android Auto wired. It’s much fresher and features Toyota Connected, although the car we tested wasn’t activated.
Not that it matters; I’ve used it a lot in Corolla Cross and it’s pretty good but if you’ve got a phone with Siri or Google Assistant or Bixby, it can do most of what you want without having to pay a Disney Plus worth of money every month after the first year. I’ll be interested to see the subscription renewal rate if it ever happens.
The MY23 update did see a hefty price increase of $2150 and, inflation notwithstanding, it’s not obvious where it’s all gone.
The main thing to remember is that there are very few other hybrids in this class and they’re all way more expensive than the GXL, making comparisons a bit apples and oranges.
Honda’s ZR-V has just arrived and it’s really quite good. At this level, you’ll score a VTi-L, which at $43,200 drive-away is the middle of three specs and not a hybrid (that’s an option exclusive to the top-spec LX). While quite a bit smaller, it’s not remarkably less accommodating for passengers, with most of the space lost in the cargo area. The interior is clean and functional and very likable.
Hyundai’s Tucson Elite looks like a spaceship and for $43,900 plus on-road costs you can have a turbo-petrol all-wheel drive machine (a hybrid is coming next year). It has a great interior with better technology in the cabin compared to the Japanese pair.
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The Tucson’s driveline isn’t as convincing and won’t use as little fuel (at least half as much again) and the service pricing is a bit stiff by comparison. It’s also smaller.
Much of what I say about the Tucson can be applied to the Kia Sportage (including the arrival of a hybrid in 2024). For $43,850 before on-road costs, you can have the SX+ AWD petrol turbo which, again, looks great and has a better interior.
The Kia has a longer total vehicle warranty than the Toyota and Honda but shorter service intervals (10,000km, ditto for the Hyundai) and you will wait a while for one, though not as long as the RAV4.
This generation of RAV4 has been around for a few years now but not much has changed in the cabin.
All the good stuff remains the same. I really like the front seats; they’re comfortable and covered in hardy fabric that should last pretty well even if you give the car a bit of a hammering.
It’s a good cabin design but starting to feel a little old and, in the GXL, looks it with the smaller touchscreen floating in a big bezel. The new-to-GXL digital dashboard is a bit boring but does the job, although my wife complained that the virtual needle in the speedo was too thick, making it difficult to read your speed. I thought it was Luke’s light sabre sweeping slowly across the dash, but conceded her point after the inevitable and deserved look of pity.
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You get two cup holders, a spot for your phone under the climate controls, a slot for bits and pieces in the passenger side dash and bottle holders in the doors.
In the back is a very comfortable space for two adults, less so for three regardless of size. The transmission tunnel is a bit chunky for anyone whose feet will reach the ground.
As in the front, there are two cup holders, this time in the armrest, air vents, two USB-C ports (replacing USB-A) and bottle holders in the doors.
You can get up to 580 litres of stuff into the boot but there is some width-restricting wheelarch intrusion. With the 60:40 split seats folded away you’ll have 1690 litres available. Towing is up to 1500kg with a braked trailer.
Although Toyota hasn’t always paid the kind of attention to the way the RAV4 rides and handles many of us would hope it would, this generation was great straight out of the box.
From a standstill, the small battery is enough to get the RAV4 underway and, if you’re light enough on the throttle, all the way up to 30km/h. It’s a fun game in heavy traffic and keeps you paying attention.
The controls all feel good in this car. From the satisfying action of the gear selector through the light and accurate steering to the nicely tuned transition between regenerative and physical braking. The latter even seems to have improved since 2019.
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For all of its green credentials, though, the RAV4 gets along smartly and if you can ignore the incessant drone of the engine being held at high revs by the continuously variable transmission (CVT), it feels like a bit of fun.
2023 Toyota RAV4 GXL FWD drivetrain
Engine
2.5-litre four-cylinder petrol-electric hybrid
Transmission
continuously vartiable
Power (ICE)
131kW @ 5700rpm
Torque
221Nm @ 3600-5200rpm
Power (combined)
160kW @ 5700rpm
Toyota still refuses to put a combined torque figure on its hybrid drivelines and while that’s infuriating, it’s a figure you’re unlikely to encounter for very long as the battery drains.
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Still, the hybrid system is strong in the mid-range, providing reasonable acceleration while also delivering impressive fuel economy.
What’s most impressive about the RAV4 is its super-plush ride. The segment is overflowing with talent but few can manage the fluidity over Barry White smooth or Axl Rose craggy surfaces. The lower-spec RAV4s are better with the boofier tyres on smaller wheels, but it takes a real belting to catch out the suspension tune.
The impressive ride doesn’t result in an understeery mess, an accusation that can be levelled precious few Toyotas in 2023 as the range moves to more modern architectures. Akio Toyoda’s reign may not have banished boring from the range, but it vastly improved the way the cars drive.
Toyota’s official fuel figure for the RAV4 is 4.7L/100km, which is honestly achievable.
Our RAV4 GXL test car was still quite low kilometres so wasn’t as frugal as the last few hybrid examples we’ve driven, the last one delivering 5.4L/100km.
2023 Toyota RAV4 GXL FWD fuel economy
Fuel economy (claimed)
4.7L/100km
Fuel economy (trip computer)
6.4L/100km
Fuel economy (at the pump)
6.4L/100km
Real world range
859km
Fuel type
Standard unleaded
Fuel tank capacity
55 litres
The RAV4 hybrids happily slurp 91 RON unleaded, too, which is a bonus.
The RAV4 scored five ANCAP stars in 2019 but if the test were done again today, it might not repeat that feat.
While things have been updated, the MY23 RAV4 does not feature a centre-front airbag like the Corolla Cross or, looking further afield, the Honda ZR-V.
The airbag count includes one for the driver’s knees, however.
You have to go all the way to the top-spec Edge for reverse auto emergency braking (AEB), which feels a bit rude, especially as that feature isn’t even offered as an option lower down. More Mazda CX-5s have this feature but Hyundai’s Tucson is also restricted to the top of the range, so it’s hardly an outlier.
The forward AEB picks up turn assist for MY23 to help stop you turning into oncoming traffic and emergency steering assist is also now standard across the range.
For the kids, you get two ISOFIX points and three top-tether restraints.
Toyota’s five-year warranty applies to the RAV4, with unlimited kilometres into the bargain.
If you service with Toyota, you get a further two years of coverage for the drivetrain.
As ever, you’d be nuts not to because it’s cheap – $260 per interval every 12 months or 15,000km for the first five services. While it’s not as cheap as when this car launched, it still knocks all but the ZR-V out of the park.
This particular version of the GXL is the one to have. The all-wheel drive version only makes sense if you need the extra traction and the non-hybrid is underwhelming at best.
While the RAV4 remains high on my mid-size SUV list, it’s slipping despite the MY23 upgrade. Setting aside the insane waiting times, it’s falling behind on tech and the hide to charge you for things your phone can do seems a little cheeky.
It is, however, dirt cheap to run and in GXL spec, has this part of the market cornered with a hybrid drivetrain that remains firmly at the top of the tree for power and efficiency.
