“Due to overwhelming interest in the current Mustang, our order bank is now at capacity”

Ford Australia has ceased taking orders for the sixth-generation Mustang in Australia with the iconic sports car’s order books at capacity.

Those looking to get into a Mustang are encouraged to speak to their dealer about the forthcoming seventh-gen Pony car set to arrive in late 2023.

“Due to overwhelming interest in the current Mustang, our order bank is now at capacity,” reads the statement issued on Ford’s Australian website.

“Therefore, we regret to inform customers that we are no longer taking any new orders for the current Mustang. Speak to your dealer about the all-new Mustang, due in Australia from late 2023.”

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This isn’t the first time Mustang orders have been put on ice in Australia. Back in July, orders were paused with a look to reopen them once supply has improved, but now the ‘S550’ ’Stang is off sale for good.

“There is no further allocation for Australia of the current Mustang”, a Ford Australia spokesperson told Wheels.

“We’ve got projected volume coming and we’ve allocated those cars to customers. So now if a customer goes into a Ford dealer to order a Mustang, it will be the next-gen model.”

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Those keen to order an upcoming Mustang will have to do so somewhat blindly, as Ford Australia has not indicated final pricing or specification for the 2023 model.

The seventh-gen Mustang is coming

Ford hasn’t confirmed pricing or specifications for the coming seventh-gen ‘S650’ ’Stang, but we do know the 5.0-litre ‘Coyote’ V8 will make its way into the new car with the option of a manual transmission.

The 2.3-litre Ecoboost turbo-petrol four-cylinder will also remain, but it seems only when hooked up to a 10-speed automatic with revised programming.

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Ford has turned its attention to handling as well, tweaking suspension, geometry and increasing rigidity in the body shell of the new Mustang.

The range will be headlined by a new Dark Horse variant with more grunt – more than 373kW apparently – thanks to twin throttle bodies and extra cooling. There’s also a tremec six-speed manual gearbox, unique exterior styling and Pirelli P Zero Trofeo tyres.

UPDATE: The state of the DPF saga

Toyota’s ongoing diesel particulate filter headache continues, with the company having launched an appeal in June 2022 against the $2 billion in compensation awarded for owners of affected HiLux, Fortuner, or Prado models between 2015 and 2020. Affected owners could receive close to $7000 each.

In the months since then, another case has been brought against Toyota over the alleged use of ‘diesel emissions defeat devices’ – a phrase that will be familiar to any readers or owners affected by the so-called ‘Dieselgate’ saga that affected Volkswagen and other brands.

On the topic of DPFs itself, though, the technology remains a hairy one for buyers. In our earlier story below, we look at just what a DPF is for, how it should be used, and what Toyota should have done.

October 2020: Are we just doing it wrong with DPFs?

It’s the bane of the modern automotive engineer’s existence; making sure all of a company’s engines comply with current emissions regulations and are capable of meeting a timetable of even stricter ones coming down the track.

The problem is that most of the easy wins – computer mapping, for instance – have been claimed, and big shifts in emissions compliance are coming via other means.

These means include the addition of a urea solution to the exhaust cycle to kill emissions, as well as a new filter on the exhaust system to trap and burn diesel nasties.

These are known as diesel particulate filters, or DPFs.

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The DPF is a very valuable tool when it comes to decreasing invisible and visible diesel emissions… as long as they work.

Toyota is in the limelight, with disgruntled owners joining a class-action lawsuit against the company alleging that the DPF fitted to the 1GF-FTV 2.8-litre four-cylinder engine doesn’t work as advertised.

Toyota’s DPF dramas

• Court accepts report that Toyota DPF has “design defect”
• Class action commenced against Toyota for poor quality DPFs
• Toyota owners hit with EPA notices for smoky diesels

Speaking in massive generalities here, diesels do their best work over longer distances and at higher temperatures than their petrol cousins. It’s why trains and trucks use them, in part.

The trend in Australia towards dual-cab utes, though, has meant that the formerly hard-working but dirty diesel has had to come kicking and screaming into the new age of lower emissions more quickly than perhaps companies expected. Are we as customers expecting too much of a diesel engine?

“Modern DPFs are a great thing if they’re properly set up from the factory and properly maintained,” says Josh Cinzio, the managing director of diesel specialists J-Tech Automotive Enhancements.

“They keep the soot and diesel exhaust smell down to a minimum, and if looked after should do this for 200,000-300,000km without any problems.”

Cinzio reckons that part of the problem for Toyota stems from the fact that it has less time in the DPF game than other players.

“Volkswagen, for example, has proven that its DPF system works with the Amarok, Transporter, Golf and so on, providing it’s properly maintained,” he reckons.

“The biggest difference between VW and Toyota is that VW has had DPFs in cars since 2010, whereas Toyota only introduced them in 2015. That’s five years of R&D and market feedback that they’ve missed out on.

“Give it five years and I have no doubt that the Toyota DPF systems will be as reliable as other manufacturers.”

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Andrew Leimroth has a different view. The owner of renowned workshop Berrima Diesel Service on the NSW south coast told us that the 1GD-FTV engine – as found in the HiLux, Prado and Fortuner – has a DPF that simply isn’t up to the task.

“The problem Toyota has created for itself isn’t helped by other DPF equipped models like the LC70 V8s and LC200s that have little to no issues under the same conditions,” he says.

“With three or four repair attempts happening on a lot of owner’s rigs and no fix, they’re opening up big exposure to ACCC.”

One issue that singles out the Toyota drama is the emission of white smoke, a sure sign that the DPF is not working properly.

“Even in our open rural area we see lots of white smoking new HiLuxs here,” Leimroth says.

“We have spent a lot of time looking at the cause, and the ones with big issues have lots of chunky soot built up around an additional fifth (fuel) injector (below) that’s used to help fuel a DPF burn.

“This leads to bad atomisation of that fuel and not enough heat in the burn, which leads to copious amounts of white smoke. It’s just a simple design issue around a lack of airflow and turbulence.”

Cinzio subscribes to the theory that people are choosing diesel-powered cars for the wrong applications.

“The other issue is driver behaviour and people buying vehicles that don’t suit their lifestyle,” he says.

“Most DPF-equipped vehicles need a good drive on the highway every week or so, at over 80km/h, at over 2500rpm for a minimum of 20 minutes so the DPF can enter its ‘passive regeneration’ cycle. Basically, it needs to heat up the DPF to burn off all the soot.

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“If you rarely venture outside the city, you shouldn’t own a DPF-equipped vehicle.”

He also reckons that diesel buyers aren’t aware that the DPF will wear out and that it won’t be cheap to replace.

“They will only last 200,000-300,000km before they need replacing,” he says. “They aren’t designed to last a lifetime, and the average cost of replacement is between $3500 and $7000. Not many people can afford that!

“I think that people should be told exactly the type of technology that they’re buying, and how to maintain it correctly.”

He agrees with Leimroth that Toyota may have created a rod for its own back on a couple of fronts.

“I think Toyota could have done a better job, though, both with the initial engineering of the DPF system, as well as the fixes for the subsequent issues,” he says. “I know people who have been into their dealership four or five times to have the same problem fixed, without result.”

“I think Australia’s government won’t have the skill or expertise to execute a correctly monitored fix and this will sadly blow over and all back into suffering owners,” says Leimroth. “There’s a very complex story about where world emissions are heading but we should look at what’s driving them first.

“To dumb it down… diesel makes too much nitrous oxide. Okay, let’s add EGR (exhaust gas recirculation). Oh, wait, EGR is making it sootier as it chokes the combustion cycle. Simple! Add a DPF… we are on an aimless course towards zero nitrous oxide emissions. Ask simple people like us at the coal face and we say ‘go back to the reality drawing board’.”

Tim Robson

WhichCar’s original report appeared in August 2019

The Toyota BZ3 has been revealed in China as the Japanese brand’s answer to the Tesla Model 3.

Toyota’s BZ3 electric sedan is its second Beyond Zero (BZ) model, following the BZ4X midsized SUV that’s coming to Australia in 2023.

The sedan was developed by the Toyota and BYD joint venture, BTET, and combines Toyota’s e-TNGA vehicle architecture with BYD’s space-efficient and energy-efficient lithium iron phosphate (LFP) battery.

JUMP AHEAD

• Battery and driving range
• Size and space
• Australian launch?

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BZ3 specifications are limited for a model destined only for the Chinese market from 2024 at this stage.

Toyota says only that the BZ3 sedan will have a maximum range of 600km, which all but matches the 602km WLTP figure of the Long Range Model 3.

The battery is also claimed to hold 90 per cent of its charge after 10 years.

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At 4725mm long, 1835mm wide and 1475mm tall, the BZ3 is similar in size to the Model 3. Its 2880mm wheelbase is also only 5mm longer than the distance between the Tesla’s front and rear axles.

Toyota’s electric sedan claims slightly superior aerodynamics, with a co-efficient of drag of 0.218 versus 0.23. The BZ3’s slippery shape is complemented by air guides and air curtains on each corner of the front bumper, flush door handles, and partially flat aluminium wheels.

The BZ3 features what Toyota calls a ‘Family Lounge’ interior concept, with a “stretched driving space”.

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The front cabin features a tall, vertical “digital island” touchscreen that is responsible for most vehicle functions and includes voice command. There are more than 10 “intelligent” driving assist functions, according to Toyota. A monitor on the steering wheel suggests driver attention alert is one of the features.

Driving modes comprise Eco, Normal, Sport and Snow, based on the touchscreen in the same image.

Toyota is promising the BZ3 will be comfortable on long journeys yet also entertaining to drive thanks to a low centre of gravity, stable handling, and responsive controls.

The BZ3 press release also included a silhouette teaser image for a third, crossover-style BZ model.

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Will the Toyota BZ3 come to Australia?

Toyota has been open about its plans to launch the electric BZ4X in Australia, where SUVs have grown to be the most popular body style, but the BZ3 is likely to remain a China-only offering.

In October, the brand’s local sales boss Sean Hanley told Wheels Media that the BZ4X will arrive in the second half of 2023, and while exact allocation is unclear (Hyundai and Kia have struggled to supply enough of their popular Ioniq 5 and EV6 models), he said Toyota is confident it will at least sell more than the original; Prius managed in its first year on the market – 137. Of course, it launched in October of 2001, making for a short launch year.

November 2023: GMC Yukon confirmed for Australia

The GMC Yukon will take on the Toyota LandCruiser 300-series in Australia from early 2025 as General Motors continues to expand its presence locally.

October: GMC Sierra EV truck revealed, but what about an electric Yukon?

The big reveal this week of GM’s third new electric 4×4, the 2024 GMC Sierra EV, got us to wondering how an electrified Yukon SUV would look.

The Yukon is of course the SUV twin to the Sierra pickup, as the Ford Everest is to the Ranger ute.

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To give form to the thought, our mate Theo Throttle has produced a pair of renders showing the could-be GMC Yukon EV from the front and rear.

It looks like an easy job, of course, throwing a roof over the Sierra’s tub – but you should watch Theo’s video below to see how much work goes into his creations.

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Will they build it?

The Yukon EV is fully expected to go into production, with a debut anticipated to occur sometime in 2026 – along with a number of new and updated GMC EVs (after a weirdly quiet 2025).

The table below comes from AutoNews.com (paywall).

VIDEO: Theo’s Yukon EV renderings

The story to here

October 23, 2022: The big GMC Sierra truck has made the leap to electrification, debuting this week as the 2024 GMC Sierra EV.

The new electric Sierra joins the existing Hummer pickup and SUV models in the General Motors range, all built on the same Ultium platform.

General Motors hasn’t specified the size of its battery pack, although it confirms an 800V electric architecture that allows for fast charging on 350kW units – although its actual peak charging speed has also not been confirmed. (800V models like the Hyundai Ioniq 5 will peak at around 230kW.)

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The hero of the range is the Sierra EV Denali Edition 1, claiming a “GM-estimated” 640km driving range, with outputs rated at 562kW and 1063Nm in ‘Max Power’ mode.

GM says the Sierra EV’s battery can gain 160km of range in 10 minutes of DC fast charging.

Performance is of course the driving factor for a lot of buyers, and GM claims a 0-100km/h time of around 4.7 seconds for its big new electric truck.

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Towing capacity is listed at 4310kg – although it’s known that towing and heavy payloads can dramatically reduce an electric ute’s range.

“This is the Denali of EVs — and a truck that is every bit a GMC,” the company says. “That means it leaves nothing on the table when it comes to hauling, towing and overall power while unlocking even more possibilities around what a GMC pickup can offer.”

Like the Ford F-150 Lightning, the Sierra EV has a huge ‘eTrunk’ boot space where a truck’s engine would normally live.

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The Sierra EV also takes a leaf from the Hummer’s book with ‘CrabWalk’ – a diagonal-drive feature that, at low speeds, turns the rear wheels in unison and at the same angle as the front wheels, allowing diagonal movement of the truck.

Other somewhat standard EV features include brake regeneration and one-pedal driving. Bi-directional charging is featured, too, allowing the Sierra EV to operate as a power source for tools or even a home as needed.

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Air Ride Adaptive Suspension will also be available, but not standard on any except the Denali.

The Sierra EV Denali Edition 1 will be the first variant to reach market, in early 2024, with EV AT4 and EV Elevation grades launching in “the 2025 model year” – likely mid or late 2024.

• What is ‘vegan leather’?
• Which car brands are vegan-friendly?
• Vegan-friendly car brands ranked

This story, ranking the automotive brands with the most vegan-friendly animal-safe car interiors, was first published in January 2022.

In the months since then, more and more brands have begun singing to the heavens in praise of artificial leather-like materials – and, more often than not, these days the materials of choice are also free of the oil-based plastic polymers PVC (polyvinyl chloride) and polyurethane to make what was historically known as vinyl.

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What are animal-safe, vegan-friendly and environment-friendly leather and other fabric made from?

Most popular these days, if only for the bragging rights, are inventive and versatile natural materials like bamboo, cork, coffee grounds, cactus leaves and more, along with that old favourite, wool.

Of course, ocean plastics are the latest fad for many brands across all sorts of industries, offering the rare opportunity for a brand to declare it is working not only to reduce reliance on chemicals and oil, but even better – they’re actively working to clean up our mess.

One of the more recent programs, representing something of a grey area for some, is Polestar’s use of genuine leather sourced as a ‘byproduct’ of the food industry, and only from farms where the livestock was raised with care and slaughtered ‘humanely’. (The RSPCA definition of humane killing is: ‘when an animal is either killed instantly or rendered insensible until death ensues, without pain, suffering or distress’.)

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Polestar at least points out that genuine leather is strictly a cost option in its line-up, and its standard trims are “bio-attributed MicroTech”, a synthetic ‘vegan leather’ made largely from recycled polyester. (And not from vegans…)

The trend looks set to explode, too, with research suggesting the global market for synthetic leather will be valued at $106 billion by 2030 – double its valuation in 2021.

So which brands are doing the most to lead the race for vegan-friendly cars? Read on. ?

The story to here

January 2022: Top ‘vegan leather’ animal-friendly car brands ranked

Ben Zachariah

The growing popularity of veganism in recent years – a lifestyle which seeks to avoid using animal products – has forced many carmakers to consider alternatives to materials such as leather.

Multiple Formula 1 champion Sir Lewis Hamilton is arguably the most famous vegan in the motoring world, with awareness for the philosophy slowly increasing throughout the community recently.

While Toyota is known for favouring a velour interior for its luxury flagship Century limousine, Mercedes-Benz is perhaps the best known, with buyers opting for the hardy but supple MB-Tex vinyl for decades.

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But other brands are starting to catch up. A new study from UK dealership Dick Lovett has ranked car companies in terms of how many vegan-friendly models each has on offer.

Most major manufacturers offer at least one vegan car on the menu, but it was Ford that topped the list, with 28 models offering animal-free interiors.

Vegan-friendly car brands ranked

Source: Dick Lovett, January 2022

All stories in this series

Full-size American pick-ups are here to stay, and to satiate increasing demand RAM is expanding its local operation.

RAM’s full-size trucks are imported from the US by the Ateco Group and converted to right-hand drive in Melbourne with the help of Walkinshaw Automotive.

Previously, the facility had capacity to convert 10,000 vehicles each year, this has now doubled to 20,000 per annum.

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The facility itself now covers 16,025 square metres with the light duty RAM 1500 models converted on a separate line to heavy duty 2500 and 3500 diesel-powered models.

Not only has the facility’s size grown, but the workforce has swollen to 641 employees making RAM the biggest Australian automotive manufacturer.

RAM is not the only brand converting full-size trucks locally, as Chevrolet also imports the Silverado. The Ford F-150 will join the fray in 2023 – also locally converted – with Toyota also likely to enter the market with the Tundra.

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“Australia is a super important market for us outside of North America, and the growth that we’ve seen here over the last few years has been phenomenal,” Head of RAM International Bob Grazyk said when visiting the Australian operations.

How big is RAM in Australia?

To the end of September 2022 RAM sold 4153 trucks, a 45 per cent increase on last year. The majority of sales come from the light duty 1500 model, followed by 2500 and 3500.

Since the relationship began in 2013, Walkinshaw Automotive Group has converted a total of 18,019 utes for the Australian and New Zealand markets. Australia is the largest RAM market outside the US.

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RAM Australian range

The 2023 Australian RAM range kicks off with the 1500 Express short wheelbase from $99,950 before on-road costs. Higher trim Laramie and Limited variants are available.

All light duty RAMs feature a 291kW/556Nm 5.7-litre petrol V8 and eight-speed automatic transmission with four-wheel drive.

The heavy duty 2500 Laramie costs $163,950 and the Ford Ranger Raptor rivalling 1500 TRX flagship commands a whopping $199,950.

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While Toyota Australia has been copping flak from Greenpeace for dragging its heels on a local EV rollout and Toyota chief Akio Toyota attempts to temper expectations on EV proliferation, the Japanese auto giant’s cautious electric vehicle strategy bears some similarity to that of one of its long-time rivals: Mitsubishi Motors.

Speaking with Wheels Media at Mitsubishi’s Tokyo headquarters, Takashi Shirakawa, general manager of EV powertrain engineering, said that until battery technologies mature further, a more holistic approach to reducing carbon emissions is necessary.

“Sooner or later our vehicles need to be a battery EV type. We do need to transform from plug-in hybrid to battery [EV], but we need to have two breakthroughs,” Shirakawa explained.

“The first one is getting battery supply stable enough, and the second is getting energy density to be higher, like in a solid-state battery. Those are the two breakthroughs required to go into a full battery EV [lineup].”

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But until then, Mitsubishi’s emissions reduction plan will track a little differently to the likes of Volkswagen, Renault and Mercedes-Benz, who are all in the midst of a concerted conversion to entirely battery-powered model lineups. For Mitsubishi, its electrification strategy will depend on the vehicle’s size: small cars will go down an EV pathway, while larger vehicles will be offered as PHEVs.

“For example, an Outlander is defined as a larger vehicle in our case,” Shirakawa explained. “An Eclipse Cross is a little bit smaller than an Outlander, but from an engineering point of view it’s in the same category.”

According to Shirakawa, it is vehicles smaller than the Eclipse Cross – B-segment hatches, sedans and SUVs – that would reap the greatest environmental benefit from going fully electric, thanks to their low weight requiring less battery capacity to generate acceptable range and driving performance.

By 2030, Mitsubishi aims to have all of its models electrified in some way, with 50 per cent of its lineup being electric vehicles.

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But why the two-tier approach? Because by Mitsubishi’s maths, replacing every vehicle on the planet with an all-electric equivalent isn’t just impossible from a resources point of view, it isn’t necessarily the most environmentally-friendly strategy either.

While lithium tends to get the bigger headlines, it’s cobalt that’s the larger resource bottleneck when it comes to battery cathode materials. Mitsubishi’s analysis shows that there aren’t enough known cobalt reserves in the ground to allow all vehicles in the global market (a number estimated to be two billion units by 2050, a date when most manufacturers expect to fully convert to EV offerings and when most major economies bar China and India expect to reach carbon neutrality) to be battery-electric vehicles.

Nickel also presents a resource crunch. While it would take less than a quarter of the world’s remaining nickel deposits to achieve a full EV transition, the mineral is in high demand across several industries, particularly in the production of stainless steel.

By Mitsubishi’s maths, replacing every vehicle on the planet with an all-electric equivalent isn’t just impossible from a resources point of view, it isn’t necessarily the most environmentally-friendly strategy either

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The idea of equipping all cars with resource-intensive battery packs is, by Mitsubishi’s reckoning, a misuse of precious resources – resources that would stretch further by being reserved for lighter vehicles rather than behemoth SUVs like the Tesla Model X, the recently-revealed Polestar 3 and Kia’s upcoming EV9. Not to mention the likes of the 246kWh GMC Hummer EV and 131kWh Ford F-150 Lightning.

Mitsubishi’s two-pronged electrification strategy is now being borne out in Japan, with the June launch of the kei-class eK X EV commuter car (largely identical to the Nissan Sakura EV) providing the still-fresh Outlander PHEV with an all-electric little brother.

With a modest 20kWh battery pack and 180km range, the eK X EV (pronounced “E-K cross”) is strictly geared toward urban usage – but the macro view is that for the same resources needed to make a single BYD Atto3, Nissan Leaf e+ or Hyundai Kona Electric, three Mitsubishi eK X EV’s could be built instead.

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It’s the same deal with the Outlander PHEV – which also uses a 20kWh battery pack and boasts a modest electric-only range of 80-odd kilometres, but allows more people to put an electrified car in their driveway per given unit of lithium, cobalt and nickel.

And then, there’s the matter of what’s best from the perspective of life-cycle energy efficiency.

Mitsubishi is well aware of the carbon costs of manufacturing, operating and disposing a car, but while EV critics are eager to claim that the energy costs of battery manufacturing and the CO2-heavy nature of electricity production nullify an EV’s environmental benefits, Shirakawa says that viewpoint doesn’t apply to every region and market.

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It does, however, apply to Australia.

Our high mix of dirty fossil fuels like coal and oil puts our average energy CO2 emissions at more than 486 grams per kilowatt-hour (above the global average of 475g/km), making purely combustion-engined vehicles a potentially ‘greener’ option (and bear in mind this is a comparative term) than anything electrified in our market – including a PHEV.

But for countries with average energy emissions around 300g/kWh, the graph looks a lot different. While emissions from burning fuel stay the same, emissions from battery charging and vehicle production and disposal shrink dramatically, giving a plug-in hybrid the lead over pure combustion, regular hybrids and pure electric vehicles.

It’s only in countries where energy is mostly produced from renewables or nuclear energy – many Western European and Nordic countries – where pure EV lifecycle emissions actually creep below that of PHEVs, and by Mitsubishi’s reckoning, it’s only a modest advantage.

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However, all of that only applies to larger cars: C, D, and E-segment passenger vehicles and SUVs, not to mention things like the Pajero Sport and Triton. For smaller vehicles, Mitsubishi’s data says that going fully electric is the best means to culling emissions, thanks to their lower weight and smaller battery sizes: hence the launch of the all-electric ek X EV.

According to Shirakawa, only the arrival of solid-state batteries – which are still in the experimental phase of development – would strengthen the argument for purely electric large cars, although that could come at the expense of higher production-related costs and associated CO2 emissions.

For now, at least, Mitsubishi is adamant that selling plug-in hybrids will deliver the best environmental result globally and allow more combustion-engined vehicles to be retired in favour of an electrified one. Whether that message will resonate with customers is another story.

Jump ahead

• What is the Tecnica?
• Inside the Tecnica
• Pricing and availability

The 2023 Lamborghini Huracan Tecnica has arrived in Australia as the last rear-drive, naturally-aspirated V10 Lamborghini ever.

Although Lamborghini Australia has its entire allocation of Tecnicas spoken for currently, the waiting list is still open should you want to shell out $440,900 before on-road costs and options on the last of the Huracans.

For reference, a ‘regular’ Huracan Evo RWD cost $56,000 less when you could buy one.

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The Huracan Tecnica makes the same 470kW and 565Nm from its mid-mounted 5.2-litre V10 as the track-focused STO.

Outside, the rear-drive Tecnica’s visual makeover is striking and it features functional aerodynamic devices including front air curtains to cool brakes and smooth airflow.

Strictly speaking, the Tecnica isn’t the last of the Huracans, as the ‘Sterrato’ (though whether it will be called that is yet to be confirmed) dirt-road variant will be released in December this year.

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Lamborghini’s next moves include hybridising its range from next year, beginning with the Aventador’s successor, before revealing the Huracan’s replacement in 2024 and its first all-electric model in 2028.

What makes the Tecnica so special?

The entire allocation of Huracan Evo and STO are sold out, so this is the only Huracan you can order from Lamborghini right now.

The Huracan Tecnica is also the only naturally aspirated V10 on sale, with the Ferrari 296 GTB moving to a V6, Aston Martins a twin-turbo V8 and the Audi R8 off sale in Australia.

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Available exclusively in rear-wheel drive with a torque vectoring rear differential, the Tecnica also boasts impressive aerodynamic improvements. Down force is said to be increased by 35 per cent compared to the Huracan Evo thanks to its aero aids.

Usually extra aero comes at a cost, but Lamborghini claims drag has been cut by 20 per cent as well, making the Tecnica faster in every way.

Lamborghini claims a 0-100km/h sprint of 3.2 seconds before going onto 200km/h in 9.1 seconds and a top speed of 325km/h.

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Being rear-drive only, the seven-speed automatic Tecnica is a little slower than an Evo AWD (2.9S), but Lamborghini claims the Tecnica’s dry weight is 1370kg – 82kg lighter than an Evo RWD.

The aero-inspired redesigns make the Tecnica more angular, aggressive and futuristic than the almost-subdued Evo.

Lamborghini has redesigned the front bumper with additional cooling vents to provide greater longevity for the standard carbon ceramic brakes on track.

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The Tecnica wears Bridgestone tyres wrapped around bespoke ‘Damiso’ 20-inch alloy wheels. Buyers will be able to choose between two tread patterns: One better suited to regular use, and another to withstand track abuse.

For those wanting to hit the racetrack, the Tecnica is covered by Lamborghini’s three-year unlimited-kilometre warranty even when used in anger away from the public road.

Inside the Tecnica

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Lamborghini has redesigned the layout and look of the Tecnica’s 8.4-inch portrait touchscreen. There are options for car settings, drive modes and entertainment housed within.

The example we sat in wore matte grey paint with Alcantara interior trimmings and contrasting blue highlights, but the Huracan is your oyster.

Lamborghini’s broad spectrum of colours includes over 300 hues and shades, with further customisation available through the brand’s Ad Personam program.

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Pricing and availability

An unoptioned Huracan Tecnica will set you back $440,900 before on-road costs, but according to Lamborghini Oceania manager Peter Crombie-Brown, not many will be sold without some option boxes ticked.

Currently you can’t order a Tecnica, but you can get on the waiting list. There isn’t a numbered allocation of cars for Australia, but about 100 vehicles will come to Australia.

The anticipated Lexus BX, a compact SUV reportedly sharing much of its packaging with the popular Toyota Yaris Cross, is still expected to make its global debut sometime in 2023.

Lexus has yet to confirm the new model beyond a teaser image released earlier this year, and indeed the name ‘BX’ remains unconfirmed – but the company is known to have trademarked ‘LBX’ in 2020.

As the earlier teaser image revealed, we can expect the new model to take on much of Lexus’s existing styling language, evolved to fit alongside models like the new-gen NX, the large RX and the new electric RZ.

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Based on that preview, we’ve tasked our man Theo Throttle with imagining the ‘BX’ in its final production form.

Most details of Theo’s renderings are accurate to the teaser image, although we’ve had to speculate at details like the lower section of the front bumper and the overall rear-end styling – using current Lexus models as a guide, of course.

It’s clear we can expect a continuation of Lexus experimenting with and evolving its famous ‘spindle’ grille, with the teaser revealing what looks to be a more restrained and less prominent take on the idea – barely a spindle at all, in fact, with the upper trim now separated from main grille in the lower section of the front bumper.

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For the rear, Theo has looked to current Lexus models, featuring the same hooked tail lamps, long lightbar and slender brake cooling ducts at the corners of the rear bumper. Although an educated guess, it seems likely the BX will stick to these cues.

What do you think of the upcoming Lexus BX? Tell us in the comments below, or jump over to our Wheels facebook and WhichCar facebook pages.

The story to here

Ben Zachariah

May 4, 2022: Launch schedule looking good

The 2023 Lexus BX is reportedly on schedule to be released next year, despite industry-wide supply-chain issues and new model delays.

Lexus is said to be preparing the BX for a launch in 2023 as a successor to the CT200h, which will discontinue its production run in October, according to Japanese publication Magazine X.

The report suggests the baby BX could also be the first Lexus to debut a new front-end look for the brand, dropping the oversized grille, which has been a trademark of the brand in recent years, and adopting a cleaner ‘bowtie’ look with a full-width LED light.

Given the CT200h is set to be ending its production soon, it’s possible we could see the 2023 Lexus BX make its debut in the third or fourth quarter of 2022 before its launch next year.

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November 19, 2021: Lexus BX looks to be going ahead

The 2023 Lexus BX could be edging closer to reality, despite whispers swirling as far back as 2012.

Recent reports of a baby SUV from Lexus suggested the brand was looking to create a premium version of the Toyota Yaris Cross, but a new rumour out of Japan suggests it will be more closely related to another smaller model.

Best Car is reporting the new vehicle – designed to sit under the UX small SUV in the Lexus range – will actually be based on the recently-unveiled Toyota Aygo X.

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While both the Aygo X and the Yaris Cross share the same TNGA-B platform, the Aygo X was developed specifically for Europe – allowing Lexus to borrow much of the car’s interior and exterior design, without having to heavily revise the car for markets outside of Europe.

The smaller number of changes would help keep development costs low, while still positioning it as a premium alternative to the Yaris Cross.

But rather than using the Aygo’s 1.0-litre non-turbo three-cylinder petrol engine offered in Europe, Best Car says the Lexus will instead adopt the hybrid 1.5-litre non-turbo three-cylinder powertrain from the Yaris Cross Hybrid, which uses the assistance of a 59kW electric motor.

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It’s expected the little SUV could take its design influence from the 2015 Lexus LF-SA concept, which interestingly shares the same basic silhouette with the Aygo X Prologue – a concept vehicle which preceded the production version.

However, given the very small size of the Aygo X, measuring 240mm less than a Yaris hatch, it’s possible the Lexus could be limited to the Japanese market. The country has a long history of micro city cars, and promoting a premium vehicle will be an easier task than in other countries where luxury is more closely associated with size.

Whether or not Lexus chooses to launch a luxurious mini SUV in Europe or Australia won’t be known until the model is unveiled, rumoured for the second half of 2022.

Australian pricing and details for the updated 2023 Nissan Juke has been issued today, outlining subtle styling and tech tweaks for the new model year.

The 2023 Nissan Juke arrives as the first update for the new second-generation model, which launched in Australia in early 2020, priced from $27,990 before on-road costs.

Note: So far, the top Ti variant is the only MY23 variant with images available

JUMP AHEAD

• Pricing changes
• What’s new?
• Equipment list
  • ST ($28,390)
  • ST+ (31,140)
  • ST-L ($34,440)
  • ST-L+ ($35,540)
  • Ti ($36,890)
• Power & fuel use
• Ownership
• Full price list

Pricing moves for 2023

In its refreshed form, the 2023 Juke is priced from $28,390 (+$400), the ST+ from $31,140 (+$400), the ST-L from $34,440 (+$500), ST-L+ from $35,540 ($400), and top-shelf Ti from $36,890 (+$400), marking a modest increase across the range. (All prices exclude on-road costs.)

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What’s new?

Changes for the new model year include a more aerodynamic underbody (although official fuel consumption is unchanged) inherited from the hybrid model not offered in Australia, along with new 17-inch wheels on ST and ST+ variants.

The ST-L gains new black interior highlights and ‘leather-accented’ seats with white stitching. A new luggage board has also been added to the boot area of the ST-L, ST-L+ and Ti grades, boosting storage versatility in the rear.

The Juke boasts a 422-litre boot capacity in its second-gen form, growing to 1305 litres with the rear seats folded. By comparison, the much more popular Toyota Yaris Cross lists only 390 litres (with no seats-down figure provided).

The ST-L, ST-L+ and Ti grades also now feature Nissan’s ‘Intelligent Key’ proximity locking and unlocking, along with enhanced Bose audio that includes speakers in the headrests of the front seats. The ST-L+ and Ti models add to this with two extra rear speakers for a total of 10.

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Equipment list

ST ($28,390)

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ST+ (31,140) adds

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ST-L ($34,440) adds

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ST-L+ ($35,540) adds

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Ti ($36,890) adds

*Nissan notes that leather-accented features and upholstery “may contain synthetic material”. Generally this means that the trim is a combination of both, with ‘high-impact’ surfaces usually an artificial leather for durability.

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Power & fuel use

The Juke is unchanged mechanically, with power still delivered by an 84kW/180Nm 1.0-litre turbo petrol three-cylinder engine, sent to the front wheels through a seven-speed dual-clutch automatic transmission.

Fuel consumption is likewise unchanged, listed at 5.8L/100km on the combined cycle.

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Ownership

As before, the 2023 Nissan Juke is covered by Nissan’s five-year, unlimited-kilometre warranty, five-year, 24-hour roadside assistance and six-year capped-price-servicing program.

MY23 capped-price servicing has not been released, but the below table shows 2022 pricing, which should be indicative of what to expect. Prices include GST.

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2023 Nissan Juke pricing & availability

The updated Nissan Juke will arrive in Nissan dealerships from early 2023.

Sales performance

So far in 2022, Nissan has sold 1056 examples of its new Juke (September-end figures), compared to 1818 at the same point in 2021.

The Juke is outsold by most models in the popular ‘light SUV’ segment, which is led by the ageing Mazda CX-3 (7780 year-to-date), Kia Stonic (7036), Toyota Yaris Cross (5932), Hyundai Venue (5595), Volkswagen T-Cross (4391), and Suzuki Jimny (4118). The Juke is a chance to overtake Ford’s Puma in sales figures (1749), and it leads the related Renault Captur (997).

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Get more on Nissan’s big 2022 line-up refresh