The first new vehicle tested under ANCAP’s latest 2023 safety standard has been announced.

Safety organisation ANCAP has announced a five-star rating for the Lexus RZ electric vehicle, based on testing conducted by Euro NCAP.

It is the first vehicle sold in Australia – with a rating published by ANCAP – to be tested under more stringent 2023-2025 criteria.

Euro NCAP tested two Chinese vehicles under the updated 2023 protocol in July, the Nio EL7 and Nio ET5. Both scored five stars, but are not available in Australia.

The updated criteria includes additional testing for detecting and avoiding motorcyclist collisions, reverse pedestrian detection, cyclist junction detection and ‘dooring’ prevention, and new head-on and cross-junction scenarios for the car-to-car AEB test.

The minimum score to receive five stars in the vulnerable road user section has increased from 60 to 70 per cent.

ANCAP has also introduced a tougher driver fatigue monitoring protocol and new child detection system testing for visual or audible alerts.

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Floodwater assessment is also new, with a vehicle needing to demonstrate its battery can continue to power electric windows for at least 10 minutes post-submergence.

The Lexus RZ scored 87 per cent for adult occupant protection, 89 per cent for child occupation protection, 84 per cent for vulnerable road user protection, and 84 per cent for safety assist.

“Against the new 2023 criteria, the Lexus RZ satisfied the cyclist anti-dooring requirements, demonstrating its ability to warn occupants of an approaching cyclist when exiting both the front and rear doors, and to prevent door opening if needed. Vehicle submergence requirements for door and window opening were also met,” said ANCAP.

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“The RZ also demonstrated Good performance in each of the new lane support and autonomous emergency braking scenarios including those with the stationary and braking motorcycle and in intersection turning scenarios involving an oncoming motorcycle.”

In crash testing, ANCAP said the front structure “presented a moderate risk to occupants in an oncoming vehicle” with a 2.39-point vehicle-to-vehicle compatibility penalty applied.

Chest protection for the rear passenger was ‘weak’ in the full-width frontal test while driver’s neck protection was ‘marginal’ in side-impact collisions. All other occupant tests were listed as ‘good’ or ‘adequate’.

The Lexus RZ has 10 airbags: dual frontal, side chest, side head, curtain, and driver’s knee and front-centre.

The 2023 Lexus RZ is available in Australia in two grades: Luxury and Sports Luxury, priced from $123,000 and $135,000, respectively.

The RAV4 is consistently one of Australia’s most popular models, having been the third best-selling model of 2022.

Wait times today continue to reach 18-months for some hybrid models, proving the demand for the SUV remains strong.

The Toyota family car has long been a staple in the compact SUV segment, and the 2023 RAV4 variant continues that legacy.

But in a segment that’s more competitive than ever, how does the GXL hold its ground?

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Pricing and features

The GXL is second most affordable grade in the five variant RAV4 lineup. Priced at $43,310 before on road costs for the 2.0-litre petrol four-cylinder version.

Buyers also have the choice of a front or all-wheel drive hybrid powertrains. Hybrid comes at an extra $2500 and all-wheel-drive hybrid for $3000 more.

Fuel consumption on hybrid variants are particularly impressive, getting as low at 4.7L/100km.

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The base-grade GX comes standard with:

Stepping up to the GXL adds:

All paint colour options besides the standard Glacier White are charged at a $700 premium. Inside the cabin you’ll get premium cloth black trim with a stitched pattern on the seats as well as a leather accented steering wheel and shift knob.

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Safety

The RAV4 was awarded a five-star ANCAP safety rating; valid for all its models and powertrain options when it was rated in 2019.

It achieved a 93% rating for adult occupant safety, 89% for child occupant safety and 83% for its safety assist features.

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Every model in the RAV4 lineup comes equipped with seven airbags, including dual front, side, curtain and driver’s knee.

The RAV4 boasts a comprehensive list of safety features across all its variants through the Toyota Safety Sense package incorporated into the vehicle.

2023 Toyota RAV4 safety features:

• Autonomous emergency braking (vehicle, pedestrian, cyclist, junction)
• Seven airbags
• Lane-keep assist
• Adaptive cruise control
• Lane departure warning
• Traffic sign recognition
• Blind-spot monitoring
• Front and rear parking sensors
• Rear cross-traffic alert
• Reversing camera with guide

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Key rivals

There is no shortage of popular options when looking for a family SUV. The RAV4 continues to be a winning package but there are plenty of worthy competitors that may tick similar boxes, including:

• Nissan X-Trail
• Mazda CX-5
• Kia Sportage
• Hyundai Tucson
• Honda CR-V

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Should I put it on my shortlist?

The 2023 Toyota RAV4 GXL is a solid choice for those seeking a reliable and practical compact SUV, with a touch of luxury.

Its blend of space, safety and Toyota’s reputation for reliability make it a strong contender in its segment.

If you’re seeking a family-friendly and economical SUV then you can’t look past the hybrid RAV4 . I mean, it’s ended up in so many Australian driveways for a reason.

If you’re after more bells and whistles of higher-end models, you can look to move into the XSE, Edge or Cruiser variants. The overall package of the GXL offers great value for money, making it a vehicle worth considering for your next purchase.

The RAV4 is consistently one of Australia’s most popular models, having been the third best-selling model of 2022.

Wait times today continue to reach 18-months for some hybrid models, proving the demand for the SUV remains strong.

The Toyota RAV4 has long been a staple in the compact SUV segment, and the entry-level 2023 GX variant continues that legacy.

But in a segment that’s more competitive than ever, how does the GX hold its ground?

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Pricing and features

The GX is the entry-grade into the five variant RAV4 lineup. Priced at $39,760 before on road costs for the 2.0-litre petrol four-cylinder version.

Buyers also have the choice of a front or all-wheel option hybrid powertrain. Hybrid comes at an extra $2500 and all-wheel-drive hybrid for $3000 more.

As a base grade the vehicle specs don’t necessarily astound compared to Chinese rivals, however the hybrid puts forward a proposition that’s hard to ignore, using as little as 4.7L/100km in fuel.

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Included in the GX you’ll get:

All paint colour options besides the standard Glacier White are charged at $700. Inside the cabin you’ll get cloth black trim with a stitched pattern on the seats and a leather accented steering wheel.

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Safety

The RAV4 was awarded a five-star ANCAP safety rating; valid for all its models and powertrain options when it was rated in 2019.

It achieved a 93% rating for adult occupant safety, 89% for child occupant safety and 83% for its safety assist features.

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Every model in the RAV4 lineup comes equipped with seven airbags, including dual front, side, curtain and driver’s knee.

The RAV4 boasts a comprehensive list of safety features across all its variants through the Toyota Safety Sense package incorporated into the vehicle.

2023 Toyota RAV4 safety features:

• Autonomous emergency braking (vehicle, pedestrian, cyclist, junction)
• Seven airbags
• Lane-keep assist
• Adaptive cruise control
• Lane departure warning
• Traffic sign recognition
• Blind-spot monitoring
• Front and rear parking sensors
• Rear cross-traffic alert
• Reversing camera with guide

Key rivals

There is no shortage of options when looking for a family SUV. The RAV4 continues to be a winning package but if your budget is keeping you at a GX petrol, there are plenty of worthy competitors that may tick similar boxes, including:

• Nissan X-Trail
• Mazda CX-5
• Kia Sportage
• Hyundai Tucson
• Honda CR-V

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Should I put it on my shortlist?

The 2023 Toyota RAV4 GX is a solid choice for those seeking a reliable and practical compact SUV.

Its blend of space, safety features combined with Toyota’s reputation for reliability makes it a strong contender in its segment.

If you’re seeking a family-friendly and economical SUV then you can’t look past the hybrid RAV4 . I mean, it’s ended up in so many Australians driveways for a reason.

While it might not have the bells and whistles of higher-end models, its overall package offers great value for money, making it a vehicle worth considering for your next purchase.

Volkswagen Group CEO Oliver Blume has outlined plans to launch a range of new electric cars that are inspired by iconic designs of years gone by.

Speaking with Australian media at IAA Mobility 2023 in Munich, Mr Blume said the Group would be offering more differentiation across its brands when it comes to design, and that could include a new electric range of reimagined iconic cars.

“Our design strategy is to develop even further our established cars, then setting on some technology lighthouses, and the third pillar is to develop further an ‘iconic’ strategy,” said Mr Blume.

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“We haven’t decided the full map on which iconic products we are focusing on, but the Volkswagen Group has a lot of them, and we are focusing on the right ones. And we are always having in mind exciting our customers,” he said.

At the unveiling of the ID. GTI concept car – a modern fully electric take on the original Golf GTI – the brand flashed images of the original T1 Bulli (Kombi), and the first-generation Volkswagen Beetle, too.

Furthering the case for a new-gen EV Beetle, the company’s Open Space exhibit in downtown Munich showcased a futuristic red VW Beetle-like concept car as part of a tie-in with the animated film Miraculous: Ladybug & Cat Noir.

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Mr Blume did not confirm a Beetle would be one of the new range of reborn iconic models, but did say the company was always exploring options.

“We have a lot of opportunities to differentiate in electric platforms. You can already see on the products we have in the market – the Cupras and Volkswagens are different in many, many, many aspects. The Porsche Taycan and the Audi GT e-tron are different,” he said.

“So we have a lot of opportunities. Design is one of the most important arguments for the customers, but also for us,” he said.

One argument for Volkswagen to potentially relaunch the Beetle is that it could be constructed on a rear-wheel drive electric platform, which would be a return to form since the original Bug models were RWD.

Two milestones happened in May 1953, and we’ll readily admit the publication of the very first issue of Wheels magazine is trumped for achievement by the other.

It’s 70 years since Edmund Hilary and Tenzing Norgay ventured into the “dead zone” to stand nearly nine kilometres above sea level, summiting the world’s tallest mountain for the first time in recorded history.

The anniversaries create a neat symmetry around our drive to the Snowy Mountains, the home of Australia’s highest peak. Our chosen vehicle is the 2023 Wheels Car of the Year and, yes, called the Ford Everest.

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Our ‘expedition’ is far less precarious than the long, icy ascent made by the legendary New Zealander and Nepali-Indian Sherpa pairing, yet it’s also not exactly undaunting: a first ever family skiing trip.

Perhaps the most anxious of questions, which cannot possibly be answered until we’ve been on the white stuff, is whether the rest of my family will enjoy a winter sport that has been a passion of this husband/father ever since bright-coloured jumpsuits were a fashionable thing. (I never wore one, just to be clear, though there may have been a neon ski jacket in the 1990s.)

Wife Gloria hasn’t skied for about 30 years and, perhaps owing to a Canberran childhood, has a strong dislike for the cold; our two boys Sebastian and Edison – 10 and 6 years old – have never tried skiing and are neither the most adventurous nor bravest of youngsters.

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Buying ski clothing, ski passes, and hiring ski equipment ahead of the trip is straightforward. Finding affordable accommodation is not. A basic cabin with shared external bathroom that’s still a half-hour drive from the slopes? That will be $500 per night, thanks.

Snow conditions can be another source of angst, and Australia’s ski resorts had a tricky start to the season with limited snowfall and some wet weather. Just a week before we’re due to arrive, however, a multiple wave of successive cold fronts dumped about half a metre of snow upon our destination, Thredbo.

The boys are buoyed by that news, and happier again when told we’ll be staying overnight in Canberra with “pappoús” rather than driving five hours straight to our Airbnb in Jindabyne.

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Sea level

Sydney to the ACT via the Hume Highway is not the most inspiring of journeys, yet the Ford Everest – a Sport variant finished in striking Blue Lightning – at least provides ample relaxation through its comfortable seats, vast interior space, and impressive on-road refinement that were among the attributes that scored the Ford the pinnacle of Australian motoring awards.

Seb and Eddy prove adept at making the back seat homely. They have pillows and blankets for additional comfort, but they also leave no storage option unused. Seb even turns the roof-mounted hand grip into a temporary chip-packet holder; Eddy copies.

578 metres above sea level

After a good feed and sleep in Canberra, it’s time to hit the road again. Specifically, the Monaro Highway.

For those heading to the snow virtually non-stop from Sydney, the Monaro brings both a psychological and geographical change.

As the vast estates of the capital’s outer suburbs recede, gradually replaced by relatively barren landscapes of earthy hues, there’s a dophamine-infused awareness that the halfway point has been well and truly passed.

It’s a two-hour drive to Jindabyne, at least when traffic is as relatively quiet as it is on this last Saturday of the July school holidays. When overtaking opportunities present themselves, the Everest’s V6 diesel responds enthusiastically and assertively.

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800 metres above sea level

There’s been no need to fill up since departing Sydney so far, and the trip computer predicts at least 200km of range is left in the tank by the time we reach the unofficial capital of the Snowy Mountains region: Cooma.

We choose to fill up in the region’s biggest town, however, to take advantage of fuel prices that – we know from experience – will be cheaper than those in Jindabyne. (That suspicion will later prove well founded again.)

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It’s in Cooma where the Monaro Highway (I have to keep reminding myself that “monairo” is pronounced differently to the famous Holden coupe) blends into Kosciusko Road via the Snowy Mountains Highway.

Granite boulders, some with highly unusual, Stonehenge-esque arrangements, continue to provide the most fascinating sights through the Monaro Plains. After passing through the tiny town of Berridale, with its scattering of 19th-century buildings, the approach to Jindabyne grabs the family’s attention as snow-capped mountains are spotted at last.

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‘Mountains’ is quite a loose description – and even dictionary definitions are vague, to be fair.

Not wanting to subdue their excitement at seeing the distant snow, I resist the temptation to tell the boys that they’ll need trips to the likes of New Zealand’s South Island, Europe, or North America to see proper, sharply peaked alps.

I tell them a cool fact, though: you need about four Mount Kosciuszkos – Australia’s tallest mountain at 2228 metres – to match the 8850m height of Mount Everest.

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915 metres above sea level

We rendezvous with photographer Thomas in the bustling alpine hub of Jindabyne, with its permanently picturesque lakeside setting.

On early winter mornings in “Jindy”, there’s always a buzz as well as a chill in the air as skiers and boarders alike prepare for their day on the slopes.

We grab coffees and bacon/egg rolls from a hole-in-the-wall café as we discuss today’s plan to get onto the snow – in the Everest rather than on skis.

If Jindabyne is the true gateway to the snow, there’s a choice of ‘gates’ as you cross to the other side of town: turn left for Thredbo (or the Skitube rack-rail train that transports people up to Perisher) or go straight for the road to Perisher.

We take the latter, targeting Guthega Road as potential for some off-road driving.

Passing over the Thredbo River into the densely wooded Kosciuszko National Park, road markings turn from white to orange – the brighter colour an essential assist for drivers in snowy conditions. The road is completely clear today, though.

The serpentine route and its mostly 80km/h speed limit create plenty of opportunities for the Everest to demonstrate the steering accuracy and composed body control that place its handling well above its most direct ladderframe-4WD rivals.

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The Everest’s dual-range, permanent four-wheel-drive system also means we can drive straight past Sawpit Creek Chain Bay and its signs warning that 2WD vehicles must be carrying snow chains from this point, regardless of conditions.

After a brief stop at the Rennix walking track parking area, where we’re almost blown off our feet by high winds while being photographed by Thomas, we make a right turn onto Guthega Road.

It’s sealed for much longer than I last remember, becoming gravelly for only the last few kilometres before we finally reach snow. But further progress, as well as our enthusiasm, is halted by a No Entry sign.

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1640 metres above sea level

Just past some local ski clubs, the snow track to the famous Guthega Inn is off limits to all but skidoos and caterpillar-tracked ATVs being used for shuttling guests.

With no obvious person to request permission from to drive just the few hundred metres for our snow-driving experience, we’re tempted to adopt the ‘beg for forgiveness’ approach, though decide to try and find another location on another day. But not before the boys kickstart a family snowball fight.

We return to Jindy – first to drop all our bags at our eco-cabin accommodation, set in remote rolling hills to the south of the town, then back into the centre to collect our ski rentals.

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The Everest’s interior versatility comes into play here. If this were our own Everest, we’d have Ford accessory roof racks and ski carriers, but instead we simply lower the ‘40’ segment of the 60-40 split rear seats.

Skis and poles slide into the extended cargo area; the boys then occupy the left and middle rear seats.

Importantly, when back at the cabin, I remember to take the ski boots inside so they’re not freezing cold for the next morning.

An early start for those staying in Jindy is imperative to avoid long queues of traffic to the resorts. We’re among the first to the Thredbo car park. By the time we’ve got the boys and ourselves layered up and booted up, the car park is full.

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It’s a “bluebird” day, and I’m tempted to tell the boys skiing is always like this. If only.

Gloria joins the boys for a morning ski lesson, the mixed ages prompting us to choose a private instructor over separate groups.

Seb and Eddy’s feelings are also mixed – half apprehensive, half restrained excitement – though instructor Emma has the perfect nature and temperament to quickly make them feel at ease.

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1937 metres above sea level

It’s my cue for some solo skiing, and I hit the trails – reaching what will be the highest elevation of the trip at the top of the Eagle’s Nest chairlift.

The snow is crusty and skiddy at lower levels, yet near-perfect up here.

After a couple of hours, I can’t resist checking on the family’s progress. A return to Friday Flats finds Seb and Eddy gaining steady confidence; Gloria seems to be enjoying herself, too.

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The day’s warming, though, and jackets and mid-layers are soon dispensed with, before lunch brings the first opportunity to introduce the boys to the joys of hot-choccy at the snow.

Re-energised the boys may be for an afternoon ski, but a move to a slightly steeper, if much quieter, slope sheds the boys’ confidence. They have a few runs, to their credit, but we call it quits for the day relatively early.

And, anyway, there’s some photography to do back at the cabin. And, as darkness falls, some incredible star-gazing; without Sydney’s light pollution, the Milky Way reveals itself in all its streaky glory.

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Thomas wants a shot of me in the outside bath. It’s not the strangest thing I’ve ever been asked to do in my career, and once in I’m actually reluctant to get out, with the deep hot water making the single-digit air temperature completely irrelevant.

I’ve again remembered to remove the ski boots from the Everest, but next morning I realise a schoolboy error. I didn’t put the kids’ boots by the cabin’s internal fireplace and they’re moist enough to dampen the boys’ enthusiasm for another morning of skiing.

We decide instead to take them for a gondola ride up to Merritt’s Mountain House, with an alfresco alpine lunch sandwiched between another snowball fight and human tobogganing down an icy bank.

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We pass some kids with sleds who have found their own great spot as we embark on an afternoon mission: snow play in the Everest

Proper tobogganing isn’t permitted at the ski resorts, and away from Thredbo, on slopes by the parking area for the Dead Horse Gap walking track, we pass some kids with sleds who have found their own great spot as we embark on an afternoon mission: snow play in the Everest.

You can walk from here to the Mount Kosciuszko summit lookout – a trek that takes abouttwo and a half hours – but it’s no longer possible, or rather permissible, to drive up to Australia’s highest peak.

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The old Summit Road was closed in 1977 amid concerns for the environment.

The Alpine Way looks even more stunning this side of Thredbo. Snow blankets the entire landscape, with the sole exception the ribbon of bitumen threading its way westwards, before turning northwards.

It’s about an hour and a half from here to the Bringenbrong Bridge that provides passage into Victoria. It’s about 2 hours 45 minutes to the closest Vic Alps ski resort, Falls Creek.

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1550 metres above sea level

We’re sticking to the Snowys, however, and don’t have to venture far beyond Dead Horse Gap to pass a ‘Siberia’ sign that doesn’t look out of place in these conditions; especially when we find an off-road area to explore, even if small in scale.

We first press the 4A button on the Everest’s 4WD dial, which instructs the Ford to automatically shuffle torque between the front and rear axles as necessary.

We then twist the dial to select Slippery mode, modifying the drivetrain and traction control responses for this low-grip scenario.

Smooth, gentle inputs – whether steering, braking or acceleration – are important on the soft stuff, though this also needs to be balanced with maintaining crucial momentum.

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Keeping vision up, looking at the terrain ahead, is also vital.

Occasionally, the Everest’s wheels momentarily slip as we roll across the snow, but each time the expertly calibrated electronic traction control system is rapidly on the case.

The electronics are undoubtedly having to work harder than usual, because here’s a revelation: our Everest is on regular road tyres.

This makes the Ford’s thoroughly entertaining and near-effortless off-road progress all the more impressive, even if we would still recommend all-terrain rubber as a minimum for adventurous expeditions.

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Seb and Eddy make a slightly scaring-looking “snow witch” as the Everest circulates for a few more laps – like a deep-blue iceberg floating undeterred through the white stuff.

It’s then time to head back to base camp in Jindabyne after another gorgeous day in New South Wales’ alpine region. We tell the kids it’s not always like this, explaining how weather conditions can change quickly in mountainous regions and why it’s important to always be prepared with clothing, with food, with equipment.

A versatile family vehicle has proven to be a valuable piece of ‘equipment’ for our trip, the Ford Everest ever ready to adapt with its marriage of ruggedness and refinement.

And as we start the long drive back to Sydney with the boys saying they loved the trip and keen to go skiing again, there’s parental relief that we’ve conquered our first family ski holiday.

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

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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?

Let’s be unwavering in our resolve to wave.

September 5: Q6 E-Tron interior revealed

The 2024 Audi Q6 E-Tron’s tech-laden interior has been revealed at the 2023 IAA Mobility show in Munich.

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.

Our previous coverage continues below.

July 29, 2023: Q6 E-Tron teased with ‘talking’ lights

The 2024 Audi Q6 E-Tron mid-size electric SUV has been teased in more revealing camouflage, ahead of an imminent debut.

The upmarket Tesla Model Y, BMW iX3 and Mercedes-Benz EQC rival will be 4700mm long, with an identical 2928mm wheelbase to the larger Q8 E-Tron.

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).

Currently, Audi only sells two EVs in Australia – the E-Tron SUV (soon to be updated to the Q8 E-Tron) and E-Tron GT sports sedan. It has also expressed interest in the Q4 E-Tron small electric SUV, but isn’t confirmed.

Our earlier story, below, continues unchanged.

March 18, 2023: Audi Q6 E-Tron previewed

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.

Below: the Q4 E-Tron, and Q8 E-Tron

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• ? All advice stories

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.

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JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space and storage
• What is it like to drive?
• How much fuel does it use?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

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.

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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.

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How do rivals compare on value?

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.

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Interior comfort, space and storage

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.

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What is it like to drive?

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.

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The auto, well… it’s different.

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.

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

The WRX claims an ADR combined-cycle figure of 8.5L/100km.

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.

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How safe is it?

This current generation of WRX is yet to be awarded an ANCAP safety rating.

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.

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Warranty and running costs

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.

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VERDICT

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.

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