JUNE 2023: We’ve driven the EV9!

Get our full written and video review at the linked story below.

STORY CONTINUES

March 2023: EV9 leaked!

The upcoming Kia EV9 has surfaced in online social media, offering a first clear look at official marketing shots. Get the full story at the link below.

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The story to here

EV9 specs revealed in owner survey

A leaked owner survey has provided new information about the forthcoming 2024 Kia EV9 electric SUV.

As it shifts closer to the launch of the seven-seat EV9, Kia’s US division has sent out a survey to current Telluride owners, which was obtained by Car and Driver.

The questionnaire provides insight into the EV9’s pricing, powertrains and driving range – at least for the United States.

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While Kia Australia has yet to confirm if the EV9 is headed our way, it is expected to arrive here in 2024 as its largest electric vehicle – and SUV – offering.

Last year, Kia Australia general manager for product planning, Roland Rivero, told Wheels it has strong prospects for a local arrival.

“In the absence of Telluride, and I know there’s a lot of opinion on the lack of bringing that model to Australia, we think EV9 has got a lot of potential here.”

A spokesperson for Kia America told Car and Driver: “Like other car companies, we are constantly evaluating the market and often conduct research on a regular basis to inform future product development.”

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At the bottom end of the range, the EV9 should offer a single-motor, rear-wheel-drive model with approximately 147kW and 340Nm, and a 354-kilometre driving range.

It has a claimed 0-60 mph (0-97km/h) time of around 8.5 seconds, with no towing capacity figure listed.

There is no information on its battery size or charging speed.

A mid-spec rear-wheel-drive variant is expected with a larger battery, a 467-kilometre driving range, and a 907-kilogram towing capacity.

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It is worth noting that the towing capacity for a US-spec vehicle is often different to Australia, with the smaller EV6 featuring a 1600kg braked towing capacity across the range locally.

However, the added weight of the larger battery is expected to impact its performance, with its 0-97km/h sprint time being 0.4 seconds slower.

The entry-level EV9 is likely to start around US$56,000 (AU$79,500), while the single-motor extended-range variant is listed on the survey at US$61,000 (AU$86,500).

Stepping up to the base all-wheel-drive includes a second electric motor mounted to the front axle, for a 294kW/519Nm total system output. It has a 0-97km/h time of six seconds, while its towing capacity jumps to 1600kg – but its driving range drops to 418 kilometres.

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It is listed at US$63,000 (AU$89,500), while a higher trim with 20-inch alloy wheels and likely additional equipment is available for US$68,000 (AU$96,500). It has an even lower driving range of 386 kilometres.

Meanwhile, the range-topping variant has the same 386-kilometre range, but with 650Nm of torque, a 2000-kilogram towing capacity, and a 5.2-second 0-97km/h time. It is listed at US$73,000 (AU$104,000).

Further equipment for the flagship grade includes black 21-inch alloy wheels, black exterior trim, and 10-millimetre higher ground clearance. It could wear X-Line badging, in line with range-topping versions of the Sportage, Sorento and Telluride in the United States.

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As reported, the 2024 Kia EV9 will ride on the Hyundai-Kia Group’s dedicated E-GMP electric vehicle architecture, as found underneath the Hyundai Ioniq 5, Ioniq 6, Kia EV6 and Genesis GV60.

It will be heavily related to the Hyundai Ioniq 7, which is also expected to debut later this year.

The latest development follows previous teaser shots of the EV9 during testing in Korea, revealing an overall silhouette similar to the EV9 Concept showcased at the 2021 Los Angeles Auto Show.

Lexus has unveiled four customised concept vehicles to showcase the lifestyle possibilities offered with the endless world of aftermarket car customisation.

The Lexus RZ, the brand’s first battery-electric vehicle (BEV), expected locally in mid-2023, provides the base for a tarmac-focused example called the RZ Sport Concept. Australia will be offered the RZ 450e, in particular, which harnesses a twin-motor all-wheel drive configuration yielding 230kW combined.

The RZ Sport Concept, however, is lifted to 300kW combined, with a more powerful 150kW motor fitted at each axle.

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Hard to miss are the extremely flared wheel arches, 21-inch wheels, unique bumpers, bonnet and side rockers. Most eye-catching of all is an unconventional double-spoiler arrangement at the rear, which makes an FK8 Civic Type R look relative demure, by comparison.

The RZ Sports Concept wears a special ‘Hakugin’ (meaning silver) paint with Lexus’s hallmark electric blue accents shot throughout.

Four racing bucket seats are fitted inside, with all modifications overseen by Japanese racing driver, Masahiro Sasaki.

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The RX Outdoor Concept is based upon the new Lexus RX, expected to launch in Australia in the first quarter of this year.

Topped by a custom aluminium roof rack and tent, Lexus’s plug-in hybrid feels right at home away from the big city; clad in BF Goodrich KO2 all-terrain tyres, a protective aluminium skid plate plus a suite of LED sportlights and black body accents.

Finished in matching ‘Regolith’ sand colour, the RX Outdoor Concept is complemented by Lexus’s hydrogen-powered ROV Concept 2 (Recreational Off-highway Vehicle) buggy. The little two-seater is powered by a 1.0-litre three-cylinder engine fuelled by compressed hydrogen. It boasts selectable 2WD and 4WD capability and is outfitted with Lexus’s signature lighting, a roof-mounted light bar, custom suspension and airless tyres to aid exploration and recreation.

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Lexus also rolled out an overland-ready example of its GX 460 SUV, sold currently in North American and Middle Eastern markets. The GX Outdoor Concept gains custom suspension and control arms, complemented by Toyo Open Country 275/65R18 mud tyres.

An electric Warn winch will help get the GX out of the trickiest situations, while a convenient rooftop tent makes setting up camp a breeze.

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Lexus goes on to state that these concepts are sadly not available for purchase, but that’s not to say this isn’t a sign of things to come.

Car manufacturers are increasingly investing in their own after-factory/aftermarket accessories, which is, in itself, a tremendously lucrative business. According to SEMA’s annual report, the North American automotive specialty equipment industry turns over upwards of US$50 billion annually.

Sometimes I start writing a review for a car where I type “this is the only car of its type in the market” and then within thirty seconds, I can think of three others. The Mazda CX-8 is just this kind of car and I can think of at least two others like it.

What I like about the CX-8 is that it isn’t a CX-9. I quite like the CX-9 except for the fact it’s massive. I once got into a whole heap of trouble during a radio spot where I said that most people who buy seven-seat SUVs don’t actually need them and the switchboard lit up with sensationally angry people who when pushed admitted they never used the third row. They got me back again but I’ve rarely said anything on air to have proved so controversial.

So the CX-8 is a seven-seater but it’s one that I regularly recommend to people who don’t actually need one. This might sound familiar to you if you’ve read a recent review or two of mine of that same kind of seven-seater, the VW Tiguan Allspace. The CX-8 has many similar qualities but is also quite, quite different.

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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 is it on fuel?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

Being a Mazda, the CX-8 comes in a dizzying array of specifications, with two engines, front- or all-wheel drive and four trim levels.

You can get into a CX-8 for $40,490 (petrol) or $47,490 (diesel) before on-road costs. The range then works its way up through Touring, Touring SP (basically a black pack on the Touring), GT, Asaki and finally the Asaki LE for a tick under seventy grand and only in diesel. That’s a pretty decent spread.

The car I had for nearly two weeks is an upper-mid specification GT diesel with all-wheel drive. At $63,890 before on-road costs, it’s seven thousand dollars more expensive than the front-wheel drive petrol. There are no petrol all-wheel-drive versions, which is intriguing given the CX-9 is turbo-petrol only and the CX-5 can be had with all-wheel drive in petrol, turbo-petrol and diesel.

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Anyway, for your money you get:

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The CX-8 comes in eight colours, three of which are regarded as premium and worthy of an extra $795. The fact there are five freebies instead of one or two is unusual, although I will always say if you’re not getting a Mazda in Soul Red (CX-9 excepted), you’re doing it wrong.

Mazda offers no other factory options but a dealer will sell you lots of accessories if you so desire to tart things up a little.

Here in the GT, you get the newer version of Mazda’s media system, Mazda Connect, on the genuinely lovely 10.25-inch screen. Unlike the older one, the screen itself is not touch-enabled (you could only use its predecessor as a touchscreen when stationary) and is controlled by the rotary dial on the console. It works well for the Mazda software but takes a lot of getting used to in Apple CarPlay/Android Auto.

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How do rivals compare on value?

The most obvious rival is the Volkswagen Tiguan Allspace. At the CX-8 GT’s price point, you can throw yourself at the mercy of the 162 TSI R-Line for $57,790 before on-road costs. As the TSI bit suggests, it’s a turbo-petrol engine but does have all-wheel drive and, of course, seven seats.

VW will charge you more to service the Allspace but you won’t have to service it as often as a CX-8 and it’s not long for this world, with a replacement expected next year.

It’s still a ripper of a car, though, if you can put up with a few of its well-documented quirks such as the oft-maligned media system and the capacitive steering wheel buttons.

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The second obvious rival is the Mitsubishi Outlander. Strictly speaking – and by the company’s own admission – it’s a 5+2 rather than a seven-seater. It’s a 5+2 because there’s a lot of faffing about required to fit seven people in without causing anyone significant pain.

It is a much better car than the previous one, but not as polished as either the VW or the Mazda in the chassis and the 2.5-litre petrol with continuously variable transmission (CVT) is barely adequate. That said, for $55,590 before on-road costs you can bypass that dreary driveline and get smoother, quieter punchier and more efficient petrol-electric power with the mid-spec Aspire plug-in hybrid or $67,490 (excluding on-road costs) for the fully-loaded Exceed PHEV which has a terrific interior.

Outlanders have a long warranty at 10 years/150,000km and reasonably cheap servicing too.

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Interior comfort, space and storage

Having tested a CX-9 not long before the CX-8, it was interesting to see how the interiors stacked up against each other. And really, the CX-8 is just a slightly shrink-wrapped version of the bigger bruiser.

You’ll notice it’s not as airy and voluminous but the payback is that it’s easier to park.

Boot space starts at an entirely reasonable 209 litres with all seven seats upright. That’s not bad going and it’s enough for a few bags of supermarket shopping. Add in the underfloor storage and there’s 249 litres, that extra volume good for muddy boots or wet towels. With the third row down you basically have a high-riding station wagon with 775 litres of space.

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Mazda doesn’t offer a figure for all seats down, but it’s probably somewhere in the region of 2300 litres, which you can comfortably say is a lot.

Access to the third row of seats is quite straightforward. There’s a button on the outer base of the middle row seats that tips the backrest forward and the base slides out of the way.

Huge rear doors make access fairly easy and once in, a six-footer (180cm) like me can sit in reasonable comfort for a short trip. The seatback is quite upright and non-adjustable and my knees are in my face, but there are worse third rows in much bigger cars.

The second row is split 60:40, with the smaller portion on the kerb side so only one person has to move if you’re picking up people as you go. You get your own climate control zone and it pushes enough air to keep the vent-free third row reasonably cool on hot days and warm on cold ones.

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A centre armrest features a pair of cup holders and two USB-A ports for device charging. There is plenty of head, shoulder and leg room for even taller folks as the seat does roll fore and aft. The middle seat is also acceptably comfortable but this isn’t a particularly wide car so three across isn’t a long-trip proposition.

Up front, you have two power-adjustable heated seats. Unfortunately, the seats themselves are a little dreary and are outclassed by the Outlander’s and Tiguan’s excellent front seats. They’re not bad, but they don’t look like much and the fake leather isn’t all that nice. The Touring SP gets nicer Alcantara-style panels which I’d carry through to the GT if I was in charge.

You get another two USB-A ports for charging and connectivity here, as well as two cup holders and a wireless phone charging pad.

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What is it like to drive?

Like the CX-5 on which it is based, the CX-8 is really nice to drive. Firm but compliant suspension, well-weighted steering and just enough feel in the helm to ensure you’re connected to the road.

You never really get away from the weight of this car, though, tipping the scales at just over two tonnes with a single person aboard. That’s a lot.

Which is why the diesel does make some sense. The 2.5-litre naturally-aspirated petrol is a nice enough engine but with 2000kg to haul (plus the rest), it’s not at its best, particularly as you can’t get the lovely turbo-petrol Mazda has in its armaments cupboard.

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The 140kW 2.2-litre turbo-diesel is torquey and smooth, hooked up to a six-speed automatic. It’s happy to rev too, as evidenced by the 4500rpm arrival of maximum power, but it’s the early entry of all 450Nm that really makes this engine.

Smooth off the lights, it builds speed without any fuss and more than keeps up with the cut and thrust of suburbia.

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In the gears it’s unexpectedly quick, so handles a load of passengers and cargo without feeling like you’re dragging a block of concrete behind you.

On the highway, it settles into a quiet cruise with just a little wind and tyre noise and a distant whirr from the engine bay. It’s a great cruiser, with fairly comfortable front seats and a low-stress approach to interior design.

It’s also easy enough to park, although 4.9 metres is getting on for length. The various sensors and cameras make it less nerve-wracking but being narrower than its larger sibling makes a huge difference.

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How is it on fuel?

During our time with the CX-8, we covered 422km at 9.0L/100km, which is a fair bit higher than the official figure. It was mostly consigned to running around the suburbs and my right foot was very fond of ensuring the turbo was spinning to keep the torque flowing.

The unexpectedly large tank means that you should theoretically be able to cover over a thousand kilometres of highway cruising on a single fill, which might float your boat. The petrol wouldn’t be far behind, however, so it’s worth investigating if all-wheel drive isn’t an absolute requirement.

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How safe is it?

The CX-8 scored five ANCAP stars in 2018.

The forward auto emergency braking works at speeds of up to 160km/h, which is handy. The kids are looked after with two sets of ISOFIX points in the middle row and five top tether anchors spread across the second and third rows.

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Warranty and running costs

Mazda offers a five-year, unlimited-kilometre warranty and roadside assist for the duration.

Servicing arrives every 12 months or 10,000km. That 10,000km is a bit stingy and diesel buyers are likely higher-than-average milers, so this has to be a consideration. Service prices are set by Mazda for the first five intervals, ranging between $357 (three services) or $433 (the remaining two) for a total of $1937 over five years, or $137 more than the 2.5-litre petrol.

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VERDICT

The CX-8 is a seven-seater I stand behind because it works for people who don’t really need one. While it isn’t cheap in GT guise (I’d suggest stepping down to the Touring or the Touring SP to get better bang for buck), it’s well-equipped, looks great and is an excellent long-range tourer.

With the GT you just get a bit of extra luxury over the lower cars without the all-out bling and tech of the Asaki and the plush six-seat Asaki LE. At its core, the CX-8 is a very handy city-bound seven-seater, with a comfortable ride, competent chassis, stylish design and relaxing vibe.

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Specifications

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June 2023: 2024 Cupra line-up detailed

Cupra Australia has announced revisions for model-year 2024. Click on the story below for more information.

The 2023 Cupra Leon hot hatch has received a price cut for the new year.

It is now priced in line with the soon-to-launch Born electric hatch at $59,990 before on-road costs for the flagship Leon VZe plug-in hybrid and most-powerful VZx. This represents a price cut of $500 and $1500, respectively.

The range-topping VZx is available nationwide for $63,990 drive-away, while the VZe is dependent on each state and territory. A price list is available below.

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In addition, the mid-spec Leon VZ has decreased by $1000 to $51,990 plus on-roads ($56,490 drive-away), while the entry-level V is unchanged at $43,990 before on-road costs ($47,990 drive-away).

“Cupra has negotiated even more competitive pricing for its Leon hot hatchback range effective immediately, as it more aggressively pursues sales volume at a time when competitors are departing the segment,” said the brand’s local arm.

“The pricing of the Leon VZx and Leon VZe are now aligned with the plus on-road costs price of the sporty, rear-wheel-drive Born battery-electric vehicle (BEV), providing Cupra customers with a driver-focused trio – PHEV, BEV or ICE.”

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Cupra Australia has also provided minor pricing adjustments to its Formentor and Ateca crossovers.

This includes a $700 cut for the entry-level Formentor V to $49,990 before on-road costs ($54,490 drive-away), while the Formentor VZ has increased by $1200 to $54,990 plus on-roads.

The range-topping Formentor VZe and VZx have risen by $2000 – the largest increase – while the single-variant Ateca VZx is up $760.

Further, the optional Leather and Power package for the Formentor is $500 dearer at $3250, but it now includes a 360-degree camera system.

This joins the existing leather sports bucket seats, heated front seats, a power-adjustable driver’s seat with memory function, mirror memory function, and a hands-free electric tailgate.

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“We have strategically negotiated even sharper pricing for our Leon hot hatchback, because we have seen greater opportunities emerge in that segment,” said Cupra Australia director, Ben Wilks.

This includes the Ford Focus ST and Renault Megane RS, while the forthcoming Toyota GR Corolla is expected to join the Volkswagen Golf R and Honda Civic Type R with a price of around $70,000 before on-road costs.

“To secure a 221kW high-performance hatch for under $60,000 before on-road costs in 2023 is a real achievement, as is delivering the unique-in-segment plug-in hybrid hatch with up to 67km of electric-only range,” added Wilks.

“We have negotiated this at a time when price rises are affecting the whole industry, including our own SUV range, owing to inflation, supplier cost and transport increases.”

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Cupra Leon pricing – January 2023

Cupra Leon VZe plug-in hybrid pricing – January 2023

Cupra Formentor pricing – January 2023

Cupra Formentor VZe plug-in hybrid drive-away pricing – January 2023

Cupra Ateca pricing – January 2023

Cupra Born pricing – December 2022

Almost a year after the W223-generation Mercedes-Benz S-Class wowed us with its all-round excellence and supreme elegance – prompting the label of ‘best sedan in the world’ – BMW has responded with an all-new seventh-generation (G70) 7 Series.

Simplified to just two variants for Australia – one petrol, one electric – the imposing new 7 Series has bucked convention and reimagined what a flagship sedan should be for BMW.

Not only is it the first truly modern 7 Series design since the Chris Bangle-penned E65 of 2001, animated by an intimidating front end, Munich’s statement sedan also rejects conservatism with its packaging – offering just one super-sized body style in all markets, rather than the short- and long-wheelbase variants of the past.

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At almost 5.4m long, riding on a slightly longer wheelbase (3215mm) than the previous L version, the new 7 is easily the most imposing limousine in its segment. It also stands 65mm taller to make entry and egress more dignified, yet the new 7 is unashamedly flamboyant – almost to the point of brashness – in its individual expression of futuristic luxury.

Unlike Europe, Australia only gets a turbo-petrol-powered G70 – the rear-drive 740i – to accompany the range-topping i7 xDrive60, which commands a near-$30K premium but is expected to make up roughly 50 per cent of sales volume for the new 7 Series.

Based on our initial drive impressions, however, the star-billing i7 deserves even greater popularity because its execution is deeply impressive.

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JUMP AHEAD

• How much is it, and what do you get?
• Interior comfort, space and storage
• What is it like to drive?
• VERDICT

How much is it, and what do you get?

At $268,900, the ‘standard wheelbase’ 740i is priced to compete with the S450 L ($268,491) in the petrol-powered limousine sector whereas the $297,900 electric i7 significantly undercuts its closest Mercedes-Benz rival – the electric EQS53 AMG ($328,400). All prices before on-road costs.

Unlike the clear-cut rivalry between 740i and S450 L, however, the i7 and EQS53 are quite different luxury cars. In terms of size, the EQS has an almost identical wheelbase length to the i7, and weighs the same (around 2640kg), but is significantly shorter in overall length (by 175mm).

And the electric EQS is differentiated from the combustion-engined S-Class in every possible way, whereas the i7 is almost identical to a 740i apart from badgework and a few minor details – giving BMW’s electric limousine some clear air in terms of intended audience.

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Defining standard features of the Australian 740i include 20-inch M Sport alloy wheels, four-wheel steering, adaptive air suspension, BMW crystal headlights (with Swarovski crystal inlays), an illuminated kidney grille (not yet globally legislated but able to be ‘switched on’ when that happens in the coming months), a panoramic glass roof, M carbon-fibre interior trim, merino leather upholstery, multi-functional electric front seats with massaging, front and rear seat heating, 20-speaker Bowers & Wilkins audio, BMW Individual metallic paint and five years or 80,000km of free servicing.

The 740i also includes BMW’s Travel & Comfort system, Driving Assistant Professional and Parking Assistant Professional.

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The i7 xDrive60 adds all-wheel drive, 21-inch M alloy wheels, Executive Drive Pro (with active anti-roll and active roll comfort suspension), automatic doors (acquired from Rolls-Royce), merino and cashmere-wool upholstery, multi-function rear seats, Executive Lounge rear console, 35-speaker Bowers & Wilkins diamond surround-sound audio, and an enormous 31.3-inch BMW theatre screen for rear-seat passengers that silently lowers itself from the headlining.

BMW also throws in a third-generation wallbox charger and five-year ChargeFox subscription. And if you’d prefer your new-gen 7 without the standard M Sport package, BMW offers the much shinier Design Pure Excellence appearance package on both models for a more traditional style.

Options include ‘frozen’ matte paint ($2600), two-tone metallic paint ($17,500) and the Connoisseur Lounge Package ($27,900 on 740i, $9000 on i7) that brings active rear-seat ventilation, rear massaging function and Executive Lounge console.

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Interior comfort, space and storage

With its taller roofline and doors that open to almost 90 degrees – automatically in the i7’s case, in six different ways! – the new-gen 7 is clearly about introducing a degree of SUV elevation to the traditionally low-slung limousine form factor.

And once you’re inside its screen-dominated cabin, anyone familiar with the dull conservatism of the previous generation will be blown away by the new 7’s combination of technical prowess and design warmth.

The fact that there’s an enormous curved screen across more than half the dashboard – consisting of a 12.3-inch instrument display and a 14.9-inch centre control display – appears almost incidental because there are so many other interesting aspects to its interior design.

Classicists will much prefer the clean cohesion of an S-Class cabin, yet the brash new 7 somehow stops short of appearing completely garish, despite its focus on sparkly detailing and clashing patterns.

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The tan leather and bright-pink ambient lighting of the first i7 we drove seemed to perfectly synergise with Elton John’s Australian tour, yet it also worked.

Even the dashboard’s hidden air outlets operate seamlessly, though some of the background screen graphics are borderline over-styled and the icons for the control screens on the rear doors look like they’re from a cheap Android phone. And while the intricate speaker grilles are styled to mimic a fabric pattern, they’re also quite sharp and can be unkind to misdirected fingernails.

Admittedly, the multitude of colour, trim and lighting options mean that you can suitably tone down the 7’s interior if you desire, though the fundamentals of its seating remain spot-on. The front buckets are everything you’d expect – broadly comfortable, yet impressively supportive – while the thatched seat upholstery, particularly the i7’s gorgeous leather and cashmere-wool combination, adds textural warmth to this unashamedly high-tech cabin.

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Both the 20- and 35-speaker B&W audio systems are bangers, and the 31.3-inch rear-seat theatre screen (optional on 740i) is one of the finest examples of technological one-upmanship we can think of – the kind of tech you didn’t know you need until you have it.

Yet it’s the 7 Series’ outstanding rear-seat comfort and vision, combined with effortless access and available space, that confirms that this new-generation limousine sedan sits right at the top of its class for occupant pampering.

Apart from some detailing in the instrument display, the only tangible difference between 740i and i7 is boot space. The petrol-engined model relegates 540 litres to luggage duties whereas the electric sedan reduces that to 500 litres due to underfloor electric motor storage.

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What is it like to drive?

Based on our launch drive, it’s hard to directly compare the dynamics of the G70 7 Series with the W223 S-Class because BMW chose the kind of roads that owners might encounter – namely, not too many corners – whereas Mercedes-Benz directed the new S down some of Victoria’s best driving roads.

With standard four-wheel steering (called ‘Integral Active’) and adaptive air suspension, the BMW combines a degree of pointability with an outstanding level of refined ride plushness that makes this huge sedan shrink around its driver while feeling expensive. Yet there’s ultimately no escaping the new 7’s sheer size, or the degree of aloofness from its steering, and on tight mountain roads the 2090kg 740i fails to transcend what the scales say.

Comparisons

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With its low-mounted powertrain and uprated suspension’s active anti-roll and active roll comfort properties (optional on 740i), the all-wheel drive i7 is superior at combining chassis poise and corner-exit drive with a cushy ride.

Indeed, given its 2640kg ballast, the i7 does a superb job of maintaining its cool, though in both new 7s we found the suspension’s Sport mode to be too firm and not in keeping with the flagship BMW’s station in life.

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As for the drivetrains, the i7 combines a 106kWh battery with front and rear electric motors for a total of 400kW and 745Nm – enough for a claimed 0-100km/h sprint in 4.7sec, up to 625km of range, and a 10-80 per cent charging time of 34 minutes. Its combination of silken smoothness with instant throttle response and searing accelerative thrust is borderline addictive, managing to make the combustion-engined 740i feel comparatively grainy and a touch lethargic.

While BMW’s 0-100km/h claim for the 280kW/540Nm 740i is an impressive 5.4sec, and its maximum torque spread covers a vast area (1850-5000rpm), it simply can’t match the crisp immediacy of its electric sibling.

For all the 740i’s capabilities – impressive high-rev refinement, strong performance and surprising thrift from its 48-volt mild-hybrid, single-turbo 3.0-litre (combined consumption is 7.9L/100km) – the i7 is much more appealing from a driving perspective.

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VERDICT

If you’ve already forgotten what the previous G11/G12 7 Series generation looked like (think overblown 5 Series), or the generation before that (the handsome but understated F01 7 Series), you’re not alone. But that will never happen with the G70 7 Series.

From its imposing shape to its muscular proportions and swathe of intriguing design details, this is a limousine that begs for attention. And it maintains that inside with almost youthful flair – embracing futurism with a degree of whimsy that so often eludes cars like this.

It may not possess the timeless elegance and refined taste of its chief Mercedes-Benz rival, but that gives the 7 Series scope to push a few boundaries and be a bit brash, yet with just enough restraint to keep it classy.

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The new 7 doesn’t feel as dynamically suave as a W223 S-Class, though for its intended audience, the flagship BMW’s brilliant ride, outstanding refinement, benchmark space and seating comfort, and supreme drivetrain smoothness will be enough.

Yet of the two variants on offer, it’s the i7 that really shines. The silky immediacy of the i7’s movement makes the 740i feel and sound a bit dated, and even though the i7 weighs a shed-tonne, its lower centre of gravity and superb driveability make amends.

Add a worthwhile degree of extra equipment for its modest price premium – plus very cool (optional) two-tone black-over-grey paint (our colour choice) – and you can see why the i7 is the new Seven that makes the most sense.

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SCORING

If you’re part of the Apple architecture, then you’ll probably already know about – or even use – Apple’s intuitive CarPlay system, which allows a user to mirror a select group of Apple apps onto their car’s multimedia screen.

Apple CarPlay apps include Apple Maps, Google Maps, the alternate mapping service Waze, music streaming service Spotify, WhatsApp, voice-to-text messaging and more.

In most new vehicles, an Apple CarPlay head unit requires the user to simply plug a phone into a USB port in their car to activate the CarPlay apps, but there are increasingly now more that can also support Apple CarPlay wirelessly too.

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For those who don’t know. What’s Apple CarPlay, and how does it work?

Well…you hop in your car, hit ‘CarPlay’ on the head unit and it… just works. The system uses a combination of WiFi, cellular and Bluetooth reception to stream to your compatible multimedia system.

BMW was the first car company to offer the service, even though it decided to charge end users a subscription fee at the time, but now most carmakers have it available on high or top-spec versions of their vehicles.

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If your car is still a few years away from an update, it’s possible to buy an Apple CarPlay head unit aftermarket in order to access the service.

Companies like Pioneer offer Apple CarPlay stereos that will offer the wireless service.

In case you’re wondering, CarPlay is compatible with the iPhone 5 upwards.

Contributing – Toby Hagon

UPDATE: Audi Activesphere concept set for January 26 reveal

Audi has teased its final ‘Sphere’ concept ahead of its reveal on January 26.

The Audi Activesphere concept is the fourth in the all-electric series, following the previous concepts revealed in 2021 and 2022.

According to the brand, the high-riding sedan will provide “ultimate freedom and is the perfect companion for ambitious outdoor adventures”, with a side profile image revealing chunky all-terrain tyres, body cladding, side steps and raised suspension.

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As with the other concepts, it is also expected to feature autonomous driving capabilities and illuminated Audi badging.

Our earlier story, below, continues unchanged.

Jordan Hickey

The story to here

August 22, 2022: 2023 Audi ActiveSphere off-road electric concept teased

The fourth model as part of Audi’s family of future-envisioning ‘Sphere’ concept cars has been teased – the 2023 Audi ActiveSphere.

The forthcoming ActiveSphere concept car follows the existing SkySphere roadster, GrandSphere saloon and UrbanSphere people-mover, aimed at envisioning various means of tomorrow’s premium mobility sector.

Set to debut at the beginning of 2023, the ActiveSphere targets a more, err… active lifestyle, with an off road-ready stance and high ground clearance teased in the shadowy image.

Audi’s Sphere family of futuristic concept cars all harness electric drivetrains, with many design choices centred around the prospects of advanced autonomous driving.

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The SkySphere (above) was first unveiled at Pebble Beach’s Concours d’Elegance in August 2021, and previews a sporty open-top electric roadster, brought to life at Audi’s Malibu design studio.

The Audi GrandSphere (below) represented a super-luxurious lounge-on-wheels saloon, measuring 5.35 metres long with a 530kW/960Nm electric drivetrain.

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The Audi UrbanSphere (below) represented the third and final iteration of Audi’s initial announcement of three Sphere vehicles. The UrbanSphere is an MPV-like four-seater targeted at dense-urban motoring, specifically citing China as a targeted influence. Part motorised transport, part mobile office or lounge.

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Ahead of the ActiveSphere’s reveal, all three existing SkySphere, GrandSphere and UrbanSphere concepts can be viewed together at Monterey Car Week for the first time ever.

More to come.

Volvo’s all-new electric small SUV, tipped to be badged as the EX30, will officially be revealed on June 15 according to the company’s global boss, Jim Rowan.

The new model, which will sit below the XC40 for size and price, will also be fast-tracked for an Australian launch later in 2023 as the brand looks to fulfil its promise of going fully-electric by 2026.

Volvo is embarking on an ambitious growth strategy in Australia and is targeting 20,000 local sales by 2026, with the EX30 expected to play a key role in boosting the brand’s sales.

The EX30 will also be a key volume player for Volvo worldwide with its lower price, smaller size and bold exterior styling aimed squarely at younger buyers.

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“We release a smaller SUV next,” Rowan told Wheels during a visit to Australia. “We teased that for you guys back in November, so we’ll release a smaller SUV on June 15, I think, so sometime in the middle of June this year we’ll release that.”

The EX30 is slated to begin production later this year with European deliveries set to commence towards the end of 2023. And in a boost for Australia, Wheels has learnt the EX30 is being fast-tracked Down Under and will launch here at the same time as Europe.

While official details of the EX30 (including the name) are yet to be confirmed, Rowan did provide some context around its positioning and target market.

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“The new smaller one [SUV] is a new addition to the range,” he said. “The age demographic at Volvo is a little older than we’d like. We’d like to get some more younger people into the brand. That will be a really nice price point I think for an entry level. Very safe, decent [driving] range, good size still, smaller than a 40, we’re going to talk to a completely different demographic, for the first time probably. And that younger demographic will probably be the ones that shop online.”

Online sales and offering buyers the option of leasing the EX30 via short- and long-term subscriptions will form a key part of the new model’s success according to Rowan.

“If we offer that on subscription, which we mightn’t offer here [in Australia], but certainly we know in Europe, when we offer a three month minimum subscription in Europe it drops the average age by 9.5 years. Anybody who is into data, that is a massive selling point.

“So when we offer that [EX30] as a subscription model at that early price point where you get your really good monthly cost, the younger people who are coming into the market for the first time will shop online and buy online.”

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As for how much the EX30 might cost in Australia, it will sit below the XC40 Pure Electric, which currently retails for $72,990. Just how far below that marker the EX30 will sit remains to be seen.

The EX30 will be built on Geely’s SEA architecture, which is currently used by the Zeekr 001 and will also underpin the forthcoming Polestar 4.

The platform supports offer-the-air updates and can also accommodate a number of battery sizes, which Rowan says will help Volvo achieve a competitive price for the EX30. Less expensive versions could use a smaller battery pack with a shorter driving range to help keep costs low, for example.

UPDATE: 2023 Maserati GranTurismo interior revealed

The cabin of the 2023 Maserati GranTurismo has debuted, at last.

Following its unveiling last October, the Italian brand has now provided a detailed gallery of the four-seater, including photos of its interior and under the bonnet.

It features Maserati’s latest design language with a look similar to the Grecale medium SUV, including a 12.2-inch digital instrument cluster, a 12.3-inch infotainment system, and an 8.8-inch touchscreen for the climate controls.

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There’s also a digital clock and a three-spoke steering wheel with an incorporated engine start/stop button and a rotating dial for the drive mode selector.

To differentiate between the luxury-focused Modena, performance-orientated Trofeo and the all-electric Folgore, a range of unique colour and trim combinations feature inside.

Our earlier story, below, continues unchanged.

Jordan Hickey

The story to here

October 4, 2022: 2023 Maserati GranTurismo revealed with combustion and electric powertrains

The long-awaited 2023 Maserati GranTurismo has been revealed, confirmed for the Australian market and is expected on local shores next year.

The iconic Italian marque’s new GranTurismo coupe replaces the enduring Tipo M145, which remained in production from 2007 to 2019.

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As the Trident brand’s latest spearhead, the new coupe adopts the same long-bonnet grand touring ethos as its predecessor, and steps into the future by offering a 100 per cent electric powertrain alongside two combustion-powered variants.

The 2023 Maserati GranTurismo range will adopt a three-pronged (a trident, if you will) approach, comprising GranTurismo Modena, a more powerful GranTurismo Trofeo, offered alongside the all-electric GranTurismo Folgore.

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All three GranTurismo variants are all-wheel-drive. The two combustion-powered GranTurismos, Modena and Sport, harness the same 3.0-litre twin-turbo Nettuno V6 used in Maserati’s MC20 supercar.

Standard Modena variants will produce 360kW/600Nm, while the hotter Trofeo yields 410kW/650Nm – around 50kW down on the MC20.

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The electric Folgore, Italian for Lightning, is the most forward-thinking GranTurismo, producing a combined 610kW from three 300kW electric motors, with a 0-100km/h claimed time of 2.7-seconds.

The Folgore is equipped with 800-volt architecture, able to charge up to 100 kilometres of claimed driving range in just five minutes. Charge is contained in a 92.5kWh battery pack, mounted nice and low, arranged in a ‘T’-formation around the seats and central tunnel, with 50kW DC and 22kW AC charging also available. Maserati, however, has made no claims in regards to overall driving range.

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Built in Italy, the 2023 Maserati GranTurismo is said to be all-new with its chassis making extensive use of lightweight aluminium, magnesium, and high-strength steel. Nettuno V6-powered GranTurismos weight around 1795 kilograms.

Brakes are 380 millimetres six-piston front, and 350mm four-piston rear, with all variants cornered by air spring suspension and staggered 20/21-inch wheels shod in 265/295-section tyres.

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No photos of the interior cabin have been shown, however previous leaks illustrate a fully digital driver display with two central screens commanding infotainment and climate control.

Complementing the launch of the long-awaited 2023 Maserati GranTurismo will be PrimaSerie 75th Anniversary Launch Edition, celebrating 75 years since the debut of Maserati’s two-door A6 sports cars produced from 1947.

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Maserati expects the new GranTurismo to arrive locally from the fourth quarter of 2023, with further details – including pricing – to be released next year closer to launch.

Since landing just a couple of months ago, we’ve really put the Corolla Cross to work.

It has been in a four-way test with its main rivals and the Wheels COTY Mazda CX-30. We’ve also put it into twin tests with the Honda HR-V and again with the Mazda.

We have not messed about, because we knew this car would resonate with Australian buyers, with three badges they love – Toyota, Corolla and hybrid. Hybrids are huge business for Toyota, too, so you won’t see many tests of the sluggish petrol-only version.

Apart from snaffling one for a few months, the real test is having this car on the driveway for a week or two. It just so happened that it shared some of its time on my drive with a Corolla ZR hybrid too, so there was an interesting counterpoint sitting right there the whole time.

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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 is it on fuel?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

Here’s something weird – Toyota reckons that this entry-level GX trim will be top seller in the Corolla Cross range. Hardly any other model in the country has its base model as the top seller and yet here we are.

The GX petrol front-wheel drive starts at $33,000 but the hybrid is $35,500 (both before on-road costs).

Although I don’t have the exact numbers, you can bet almost three-quarters of GX versions bought will be hybrids and, in this case, you can only have it in front-wheel drive. Which seems weird given it’s meant to be the highest-selling variant – why not give all-wheel drive a go?

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How do rivals compare on value?

There are rivals aplenty in this packed space, from locations far-flung and close to home. But if you want a hybrid, the Toyota is by far the cheapest.

Kia offers the Niro in all-electric and hybrid forms. It comes in limited numbers, which is just as well because it’s rather more expensive than the front-wheel drive Corolla Cross GX hybrid at $44,900 (before on-road costs), although it’s packed to the gills with equipment and also roomier.

The Honda HR-V, which fared well in our group test, is also markedly more expensive if you want hybrid power, landing at $47,000 drive-away. Again, it’s full of kit and again, it’s roomier.

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At the moment, that’s pretty much it for hybrids. You can look to Volkswagen for the T-Roc 1.4 or Skoda for the Kamiq, but neither are hybrid and both are over forty grand to drive away.

The Kia Seltos starts at under $30,000 (just) for the basic, steel-wheeled S. In front-wheel drive format with an automatic continuously variable transmission (CVT), the $32,700 (before on-road costs) Sport comes close to the petrol-only Corolla Cross GX for specification and is a more spacious alternative. No hybrid though.

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Interior comfort, space and storage

First impressions are important so a plastic steering wheel when you slide into the driver’s seat is not a good start.

It feels nasty, and is nasty for a car over thirty grand. Not even the Seltos S still has a plastic steering wheel.

The Corolla Cross’s dash is basically the same as the Corolla hatch. As I said, I had these two cars at the same time and it’s remarkable what a lower-grade plastic choice can do to an interior, not to mention how blanks in the dashboard make you feel.

Although impeccably assembled, the GX looks and feels cheap. You kind of expect more from Toyota, especially when paying more than the hatchback. The GXL seemed slightly better, but my wife remarked how bitty it felt.

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Toyota’s new-found love of good front seats does improve matters, with very comfortable and very manual chairs (apart from the generous inclusion of powered lumbar support) to keep you held in place and ache-free for many miles. These are great seats.

You don’t get a wireless charging pad to go with the wireless Apple CarPlay and Android Auto is wired, so you’ll need to use the USB for that too.

A pair of cup holders are provided, along with single-zone climate control and bottle holders in the doors.

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Moving to the back, if you’re over about 170cm tall, things are a bit on the tight side, particularly when you consider how roomy competitors such as the Niro and HR-V are. It’s tight in the Toyota and the back seat isn’t especially comfortable, either, but you do get a centre armrest and two cup holders. Apart from that, it’s fairly sparse.

Boot space is rather better than its hatchback counterpart at 425 litres and it has a space-saver spare. It’s just 11 litres down on the non-hybrid Corolla Cross and a mere 35 litres more than the tiny Yaris Cross. That said, it’s almost double that of a hybrid Corolla hatchback, so that’s a win (but says more about packaging issues afflicting the hatch).

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What is it like to drive?

The basics

Toyota hybrids are, generally speaking, excellent to drive due to a couple of decades of experience in working out how to get it all done smoothly and unobtrusively.

For some reason, the Corolla Cross doesn’t quite nail that.

Don’t get me wrong. It’s still pretty good and probably better than most other hybrids on the road, it’s just not as good as (again) the Corolla hybrid I had the same week. At low speeds it’s terrific, pootling slowly around on electrons fed by the new lithium-ion battery.

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There’s just that edge on the braking that made me sit up and take notice. If it had been in any other car I’d barely have registered it but going back-to-back with the hatch made me realise it wasn’t quite right. 

Like their Yaris Cross brethren, front-wheel drive Corolla Cross variants have cheaper torsion beam rear suspension whereas all-wheel drive comes with an independent rear end. That translates to a less lovely ride quality (the Corolla hatch has double wishbones) and a propensity to crash over speed bumps and skip on mid-corner bumps.

But you know what? This car is fun. It’s got plenty of get-up-and-go from its overall power figure of 146kW and unspecified-but-feels-like-plenty Nm of torque. It dashes to 100km/h in under eight seconds, which is quick for this kind of car.

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The steering is nicely weighted and the Corolla Cross will cheerfully allow itself to be chucked about. The ride, as I’ve mentioned, will be a little crotchety on the rough stuff but never “I’m going to spit you off the road” grumpy.

In town, you’ll barely notice the difference so if you never experience the all-wheel-drive version, you won’t care. As with most hybrids, this is where the Corolla Cross works best. With strong acceleration to beat the other hordes of SUVs with around 100kW and 200Nm (this is a joke I make and I will keep making it until it is funny), you’ll have no trouble getting ahead of traffic.

By the same token, the hybrid system with its more powerful and lighter battery than previous Toyota set-ups will move you along for longer and at higher speeds in traffic, which makes this car very relaxing. Except when you get a bit of a grab on the brakes. And then there’s the fuel economy…

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How is it on fuel?

The fuel economy in this car is mighty impressive. Against a claimed 4.3L/100km on the ADR combined cycle, I got 4.8L/100km.

That’s impressive for a decent-sized car with SUV aerodynamics, achieved with a lot of city driving and a run up to Katoomba in Sydney’s Blue Mountains.

The only problem is the improbably small fuel tank of just 36 litres. Still, it’s only 11 fewer than the non-electrified version.

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How safe is it?

The Toyota Corolla Cross scored a five-star ANCAP safety rating, the highest available. This is entirely unsurprising as the car is stacked with safety features.

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The Corolla Cross’s lavish airbag count includes a driver’s knee airbag and a front centre airbag meant to avoid head clashes in a side impact.

Its forward auto emergency braking (AEB) also features front cross-traffic alert with braking (which stops you from turning across oncoming traffic). The base GX misses out on the low-speed brake support that stops you bumping into things at low speeds. Not critical, just worth knowing.

For the kids, there are two sets of ISOFIX points and three top-tether anchors.

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Warranty and running costs

Toyota’s five-year, unlimited-kilometre warranty applies to the Corolla Cross, as is only right and proper.

Capped-price servicing lasts for the first five services – which are spaced at 12 months or 15,000km – and cost $230 each, $25 more than the hatch. That works out at $1150 over five services, which is pretty good going.

If you want to keep Toyota Connected Services going after the initial 12 months – where it reverts to a small subset of features – you’ll have to pay $9.95 per month for remote connectivity to locking, engine start and climate control. If you want to keep the fancy sat-nav features, that’s another $12 a month. More than Netflix.

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VERDICT

The Corolla Cross GX hybrid is easily the best of the two GXes, so push for the hybrid if you can. The other car is a ho-hum without the electrification you might as well get a Seltos.

And again, stretch for the Corolla Cross GXL hybrid if you can – it’s got nicer stuff like the bigger screen, better cameras, rear USB charge ports and a not-plastic steering wheel.

Yes, I’m going on about it. Yes, I’m spoilt. (To be fair, every brand does this, pointedly giving you in-your-face reasons to upgrade to a more compelling variant.)

At its core, the Corolla Cross is a good car as long as it’s a hybrid. All-wheel drive is just a nice-to-have as I was perfectly happy with front-wheel drive.

Most owners probably will too, with the extra few grand in their pockets and a spare tyre in the boot.

Is the Corolla Cross a better car than the hatch? If you carry people and things, most definitely.

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2023 Toyota Corolla Cross GX hybrid specifications