It’s evident that Australia’s median new car price has been creeping up in the past few years. Increased costs for parts, shipping and manufacturing means the days of sub $20,000 new car options is almost a thing of the past.

Until the MG3 arrived in Australia, making the entry-spec MG3 Auto Core officially the most affordable new car option for buyers as of this year.

But what exactly does the MG3 offer that has made it such a popular choice in the last few years, with over 15,430 examples sold just in 2023, giving it a 43% market share in the Light <$30k category.

It’s important to note that many favourites are no longer in this segment, while the Toyota Yaris, Mazda2 and Suzuki Swift still compete.

The face-lifted 2024 MG3 will be landing on our shores later this year, so lets see what today’s MG3 is offering.

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Pricing and features

The most premium MG3 available – Excite –is priced at just $20,990 drive-away. Considering it’s just $2000 more than the base-spec Core, it’s easy to see why it’s the choice of the line-up for so many private buyers.

It’s powered by a 1.5-litre petrol engine developing a humble 82kW and 150Nm which uses 6.7L/100km on a combined cycle.

The Excite comes standard with these specifications:

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Safety

The MG3 popped up in Australia in 2018 and is currently unrated by ANCAP, the independent evaluating body for vehicle safety.

It also misses out on basic expected safety such as autonomous emergency braking and lane keep systems.

In Europe the pre face-lifted model received a 3-star rating, based on 2014 testing criteria. Ten years later, it’s clear that the MG3 wouldn’t even be able to reach that score.

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Key rivals

As the best-selling light-car in Australia there are slightly pricier competitors such as:

• Kia Picanto
• Toyota Yaris
• Mazda2
• Suzuki Swift

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Should I put it on my shortlist?

There’s plenty to think about when buying a new car, but the case for the MG3 Excite is a clear one– it’s cheap.

But cheap comes with a trade off. And for MG they’ve opted for less safety and budget materials to pass the savings onto consumers.

It might not check off every box for a new car buyer, but it builds a compelling case for many who need a new car. Especially when the same budget might be getting you a well-worn used car with no limited active safety as well.

Give me any excuse to hit the road with my gal pal on a drive along the spectacular Fitzgerald Coast towards Bremer Bay in WA – particularly if it’s in the speccy Ford Everest Sport.

For someone like me who drives a small, ‘vintage’ manual, coming from an old car to 2023 Wheels Car of the Year is a huge upgrade. So, both bedazzled by its glamour and ready for an exciting four-wheel drive adventure, I am more than curious to board this shiny new SUV and test its mettle – on and off the road.

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Esperance seems like the perfect starting point for a memorable Thelma and Louise storyline.

There are many four-wheel drive tracks around this area, not to mention pristine beaches, crystal clear waters and unique rock formations; but Cape Le Grande National Park (around 30 km from Esperance) has a 22 km long stretch of sandy coastline running from Cape le Grand Beach to Wylie Bay that we think we can satiate our thirst for some powdery soft sand driving with.

We are forewarned it isn’t the right time of year to be testing out these tracks, but nothing is stopping us from giving it a crack!

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It’s worth it for its close proximity to the ocean and the dulcet sounds of gentle waves crashing as we sleep

Unfortunately, once we make our way down to Cape le Grand beach, it has been heavily draped in stinky tendrils of seaweed for some time and the tide is way too high, with lower tides tending towards the evening darkness; so we pose for some obligatory sunset shots over the bay instead, tour some of the park, then stop off at Lucky Bay Campground.

This is a lovely little overnight spot; even with the most basic facilities, it’s worth it for its close proximity to the ocean and the dulcet sounds of gentle waves crashing as we sleep.

The next morning we roll out of bed and dose up on coffee at Downtown Espresso Bar in the heart of Esperance, take a pit stop for some food, water and fuel, then head out for the next part of the road trip: through to Hopetoun, Fitzgerald River National Park and last but not least, Bremer Bay.

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Music is the lifeline on these journeys once the banter gets stale, so I am pretty happy to see that there are both USB points and a handy wireless charging pad for our phones to work at 100 percent and sync to the infotainment screen.

In the Everest, Apple CarPlay and Android Auto work wirelessly too, so even the ‘backseat drivers’ can control the music with ease.

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Wildflowers and art trails

It’s a 2-hour drive west through to the wheat (and mining) town of Ravensthorpe. This also marks the beginning of the Farm Gate Art Trail; with Amok Island’s painting depicting the “Six stages of Banksia baxteri” painted on silos, as just one of 32 sites on display throughout the area.

We stop for a quick pic on the way out of town, then head south to Hopetoun for some homemade sossie roll action from the bakery and demolish it parked up at Hopetoun jetty.

After more than a few hours driving, it’s evident the Everest Sport is built for comfort on long hauls. It’s no wallflower, with its mean-looking grill and shiny blue exterior, and there’s also a lot of fun design features on the interior that make this trip a pleasurable experience.

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As someone who is 6-feet tall, the seat settings feature wins me over. What a relief not to have to adjust my driver position on every changeover – with just the press of a button, I can save it to ‘long-legged’ mode and cruise the open roads in comfort.

We leave Hopetoun and after a few more hours of driving, nothing can prepare us for our first peak at the mountains of Fitzgerald River National Park that only serve as a surreal cardboard cutout backdrop to the most unique flora that is endemic to this area.

The further we delve into Noongar Country, the more prevalent these human-sized Royal Hakea (or Tallyongut) shrubs become as they blanket sides of the road with their red and white plumage and spiky, stoic-like leaves.

There’s over 1800 species of wildflowers in the national park, so it’s worth exploring some of the various walking trails and lookout points along the way; including our destination of Point Ann, where there is a 1 km easy return walk from the carpark that follows a section of No. 2 Rabbit Proof Fence.

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Got the moves baby

At the heart of the Everest Sport’s four-wheel drive capabilities lies its selectable drive modes.

This innovative feature allows us to choose from various driving settings to tackle specific terrains. So, just by turning the dial to Sand mode and dropping the PSI on the tyres, the Everest stealthily adapts its traction control, throttle response, and transmission settings to adjust to the bleached white sand between Point Ann and Point Charles within the Fitzgerald River National Park.

This area is also quite significant for whale watching – particularly within the months of July through to October – with the southern right whales visiting the bay to calve and raise their young every year.

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However, we’re not fortunate enough to witness these events take place, as we’re preoccupied with four-wheel driving across the soft, sandy inlet and taking every opportunity to photograph our experience.

For someone who has spent minimal time driving on beaches, I feel completely confident, if not adamant, that I am going to be trying this again, and again…and again. Particularly in situ of the glorious backdrop of Point Charles!

Just behind the dunes, is a cosy camping corner called St Mary’s Inlet Campground, that’s also situated within walking distance from the Point Ann viewing platform. It has BBQ facilities, a picnic area, basic drop toilets and 2WD access, and we practically have the place to ourselves!

However, during school holidays and the warmer months this is a non-bookable campground and an extremely popular swimming, walking and four-wheel driving spot; so best to have back-up accommodation should there be no room available.

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Gone fishin’

Our final destination is Bremer Bay; a wonderful fishing, diving and surfing village less than an hour’s drive from Point Ann.

There are plenty of little beaches to visit around this area, including Bremer Beach, which is a great place for a swim while camping at the Bremer Bay Caravan Park.

Bremer Canyon is a unique deep-water ecosystem off the coast of Bremer Bay, and is one of the few locations on the planet where killer whales (orcas) can be regularly encountered. Unfortunately for us, it’s not the right time of the year to witness this, but charter boats run from January to April, leaving daily from the Fisheries Beach boat ramp, and this is now on my bucket list of things to do next year!

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If you’re up for accommodation with incredible views of the bay, some bar banter with the locals and a large indoor fireplace to warm your toes on the cooler nights, then Bremer Bay Resort is where it’s at.

We stay here and then take a little morning drive to watch the sun rise over the bay at Rock Cairn Cuneo Drive and John Cove Beach, just 5 minutes drive away, before we head off towards Hood Point and the Doubtful Islands.

Once we hit Doubtful Island Road, it’s time to put the Everest into Mud/Ruts drive mode for some post-rainfall four-wheel drive fun. There are plenty of indistinguishably deep puddles, and it glides across the ruts and potholes with no issues at all; barely even feeling the bumps on our behinds.

Driving the more dubious tracks is a pleasurable experience in the Everest, due in large part to a raft of tech smarts, including an electronic locking rear differential to maintain momentum in the mud, and a dedicated off-road screen that shows the path ahead, as well as the car’s pitch and roll.

It’s a long road and the weather has made it quite the mud fest, so we are running out of time to take this track all the way to Hood Point as dusk sets in. It’s time to turn around and head home, but it has been fun to ‘jump’ puddles for a bit.

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So it is with great regret that this Thelma and Louise trip ends here – but on a much more positive note than the movie itself.

As my friend and I part ways in Bremer Bay and head back to our respective states, I can safely say that it will take some time to adjust back to my ‘analogue’ vehicle after experiencing the technology-rich interior and noiseless cabin of the Ford Everest Sport.

I’ll also miss the freedom of the open road from Esperance through to Bremer Bay. Time to plan the next adventure!

For information on the Ford Everest range and features please visit here [↗].

Isuzu Ute is a subsidiary of the Japanese company, Isuzu Motors Limited, specialising in utility vehicles and pick-up trucks.

Established in 2008, Isuzu Ute has quickly made a name for itself in markets around the world, particularly in Australia, where its D-MAX pick-up and MU-X SUV have gained significant popularity.

The brand even hit an all time delivery record in August of this year.

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Renowned for their durability, reliability, and robust engineering, Isuzu Ute vehicles are are popular choice for those who require rugged vehicles for work, off-road adventures or towing.

The brand’s commitment to producing vehicles that can withstand tough conditions while offering modern comforts has solidified its reputation in the automotive industry.

So when it comes to towing, the Isuzu MU-X is a naturally a consideration among adventurers and families alike.

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2023 Isuzu MU-X features

The Isuzu MU-X is a 7-seater large SUV available in three trim grades: LS-M, LS-U and the range-topping LS-T.

Isuzu’s well-respected 3.0-litre diesel engine is under the bonnet across the model, producing 140kW and 450Nm. All are paired with a six-speed automatic transmission and are available in a 4×2 or 4×4 configuration.

Standard specs on the entry-level LS-M include 17-inch alloy wheels, wireless Apple CarPlay/wired Android Auto, a 7.0-inch infotainment display, reversing camera, rear parking sensors and an electric park brake.

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Moving up to the LS-U you’ll get 18-inch alloy wheels, a larger 9.0-inch screen, leather-accented steering wheel and gear selector, dual-zone climate control, front and rear parking sensors, keyless entry and start, auto wipers and a power tailgate.

The top of the range LS-T adds extra features including LED daytime running lights, 20-inch alloys, leather-accented seats, in-built satellite navigation and a premium eight-speaker sound system.

What is the Isuzu MU-X’s towing capacity?

The 2023 Isuzu MU-X has a maximum braked towing capacity of 3500kg. This means that when the trailer being towed has its own braking system, the MU-X can tow up to this weight.

For trailers without their own brakes, the MU-X has a maximum unbraked towing capacity of 750kg.

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How does it compare to competitors?

In the large SUV segment, the Isuzu MU-X stands out for its leading towing capabilities. The recent addition of a V6 powertrain to the Everest line-up brought with it an increased capacity to match the MU-X.

Here’s how it stacks up against some of its main competitors:

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Safety

The MU-X range has earned a five-star ANCAP rating.

This includes a comprehensive suite of safety features under IDAS (Isuzu Driver Assistance System) offering eight airbags, forward collision warning, lane-keep assist, lane departure warning, blind spot monitoring and rear cross-traffic alert.

To further enhance its off-roading capabilities it has electronic stability control, hill start assist, hill descent control and roll over mitigation which reduces the risk of a vehicle overturning.

The third-generation Volkswagen Tiguan midsized SUV has been unveiled at last – revealing an evolutionary exterior but revolutionary interior.

The official images come after months of leaks and VW’s own ‘spy’ camouflage shots. The latest Tiguan will enter European markets and the UK in early 2024 but isn’t due in Australia until late 2024.

High-tech ‘Matrix’ multi-LED headlights are available for the first time and the rear end follows the trend for LED light strips, though the Tiguan otherwise retains a relatively conservative design.

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The SUV’s dimensions are also little changed. According to VW’s official dimensions image, the Tiguan’s length remains at 4509mm as does its 2680mm wheelbase. Width stays at 1842mm but height increase fractionally by 4mm.

Inside is where all the big changes are found with a thoroughly revamped cabin.

A large infotainment touchscreen dominates the dash and is either 12.9 inches for lower-spec models or a 15-inch display (as shown in images).

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This provides the platform for a new infotainment menu and revised graphics, new IDA voice assistant, while VW says a new digital driver display features anti-reflective coating.

A new windscreen-projection head-up display is another addition, while the centre console hosts a new rotary controller with OLED display for adjusting driving modes, radio volume, or ambient lighting.

The steering wheel also ditches the company’s controversial touch-sensitive controls for physical buttons, and it’s joined by a Mercedes-style transmission stalk.

Borrowed from VW’s ID cars, the stalk-switch is twisted forward to engage Drive, and a second time for Sport mode. Twisting backwards finds reverse, and pressing the side of the switch activates the parking brake.

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Boot space increases by only 37 litres, though the current Tiguan’s luggage compartment is already one of the largest in its class.

VW’s third-generation Tiguan will offer a range of powertrains in Europe that include turbo diesel, turbo petrol, mild hybrid and new plug-in hybrid (PHEV) options.

Volkswagen Australia, however, has already ruled out the new PHEV models, focusing on petrol power only. The company says the Tiguan’s similar arrival timing to the VW ID.4 electric SUV means the petrol-electric offering makes less sense, as it believes there’s greater demand here for fully electric vehicles.

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Ford’s newly announced Ranger plug-in hybrid ute for 2025 raises the natural prospect of a petrol-electric version of its SUV twin.

Fitting the Ranger PHEV’s petrol-electric powertrain to the Everest makes sense given the pair share the same T6 platform, though Ford at this stage wouldn’t be drawn on the possibility.

“We’re really happy with the progress of Everest,” said Ford Australia boss Andrew Birkic. “We have nothing to share today about any change to our powertrain.”

That answer leaves the door well ajar. If Ford did offer an Everest PHEV, it would be the first brand to introduce hybrid tech into the large off-road SUV market.

Toyota recently confirmed it has no plans to offer a petrol-hybrid version of the new 2023 Prado in Australia, but it hasn’t ruled it out.

Ford is likely to offer its new plug-in powertrain globally. It’s understood the Ranger PHEV will be sold in Europe and America and that the Ford Bronco, which also shares the Ranger’s platform, will use a version of the new hybrid powertrain.

In 2021 Toyota reached the incredible milestone of 50 million Corollas sold globally.

Since arriving in Australia in the 60s the Toyota Corolla has been a household name in the Australian automotive market for decades and is one of the world’s best-selling vehicles!

With the 2024 Corolla Ascent Sport, Toyota continues the Corolla’s storied lineage with sporty aesthetics and modern tech.

Let’s dive into the entry level Ascent Sport and what it offers.

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Pricing and features

The Toyota Corolla comes in two body styles: the more budget-friendly five-door hatchback and the sedan.

Since announcing they were cutting petrol models, the entry-level to the lineup is a hybrid only offering at $32,210 before on-road costs, the Ascent Sport hatch is a humble and easy to jump into car. Its athletic stance, accentuated by sharp lines and alloy wheels, promises a dynamic drive.

The interior echoes the sporty theme with a driver-centric cockpit, quality materials, and a touch of elegance. The infotainment system, while straightforward, offers essential connectivity options like wireless Apple CarPlay and wired Android Auto.

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The entire Corolla range is available in only a 1.8L hybrid version.

The 1.8-litre engine with the ever-popular hybrid technology produces 103kW and 142Nm, and the 2.0-litre petrol churns out 126kW and 203Nm.

Fuel economy is something to boast about using only 4.0L/100km (3.9L for Sedan) on a combined cycle.

The sedan is offered in the same three grades as the hatch – Ascent Sport, SX and ZR– and starts from $32,320 before on-roads.

The entry-level Corolla comes standard with plenty of spec, including:

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Safety

The entire Corolla range is covered by a 5-star ANCAP rating from 2018.

An optional convenience pack for $1000 adds:

• Rear cross-traffic alert
• Front and rear parking sensors (hatch)
• Blind-spot monitoring (sedan)

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Key rivals

The small hatch and sedan segment has its share of worthy contenders, including:

• Hyundai i30
• Mazda 3
• Kia Cerato
• Volkswagen Golf
• Honda Civic

Should I put it on my shortlist?

The 2024 Toyota Corolla Ascent Sport is a refreshing take on a trusted classic. It offers a harmonious blend of sportiness, reliability, and modern features.

For those seeking a car that’s both fun and dependable, the Ascent Sport is a compelling contender that deserves a spot on your list.

With the more affordable petrol options being cut from the range, the Corolla is now no longer an affordable option for many. But if you’re sold on what the car is offering and if you’re able to spend the extra dollars, we recommend considering the better specced SX variant.

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.