Dodge Speed Week has just taken place in Pontiac, Michigan, with a number of announcements – not least the electric muscle car concept that previews an incoming production vehicle due 2024.

Outside of the brand’s future electric ambitions, however, the American carmaker revealed plenty of products for combustion performance enthusiasts to get excited about today.

Dodge’s long-standing pair of muscle cars, Charger sedan and Challenger coupe are nearing the end of their lifecycle, with production earmarked to end before 2024.

1

To mark the occasion, Dodge teased seven new special-edition models for the 2023 model year – six of them harking back to iconic Dodges of the past and the seventh slated as “the last of its kind” final edition, due to be revealed at this year’s SEMA Show in November.

The 2023 Dodge lineup of Chargers and Challengers also reintroduces a number of heritage paint colours to the palette – an expansion of Dodge’s SRT Jailbreak customisation program, with each 2023 model vehicle bearing a commemorative “Last Call” plaque under the bonnet.

1

Dodge CEO, Tim Kuniskis said: “We are celebrating the end of an era… the brand will mark the last of our iconic Charger and Challenger nameplates in their current form in the same way that got us here, with a passion for both our products and our enthusiasts that drive us to create as much uniqueness in the muscle car community and marketplace as possible”.

The seven special editions remain cloaked under cover, with more information to be released later this year. Commemorative final models will be offered on a first-come, first-served basis at top-selling North American Dodge dealerships.

3

Returning to the 2023 lineup are a number of beloved heritage colours, including B5 blue, plum crazy and sublime green. A modern favourite, destroyer grey, also makes its return. All 2023 Charger and Challengers will also carry a “345” emblem on the fender, in reference to the 345 cub inch capacity of the 5.6-litre V8 Hemi.

The entire pool of “Last Call” 2023 Chargers and Challengers will be allocated to dealers simultaneously, a levelling force for buyers looking to identify and secure their vehicles for purchase.

1

Ordering and pricing information will be released to US customers closer to the 2023 Charger and Challenger’s on-sale date.

But as a pair of performance icons prepare to bow out, Dodge simultaneously introduces three performance variants of its new Hornet small SUV.

The Dodge Hornet is a new small-SUV offering to the North American market, and shares much of its underpinnings with the Alfa Romeo Tonale. Dodge unveiled three performance-oriented variants, comprising two powertrain options, during its Speed Week event.

1

There’s the Dodge Hornet R/T, the Hornet GT and Hornet GT GLH Concept.

The Hornet R/T is a plug-in hybrid, Dodge’s first-ever electrified performance offering, combining a 1.3-litre turbocharged aluminium engine with a 15.5kWh battery, producing a combined 213kW and 520Nm, with just under 50 kilometres of electric-only driving range. Dodge claims this to be the most powerful vehicle in its segment.

1

The Hornet GT is more conventionally powered by a 2.0-litre turbocharged ‘Hurricane4’ four-cylinder engine, producing a combustion segment-leading 198kW and 400Nm.

The third model displayed, the Hornet GT GLH Concept, is based on the GT but showcases an array of Dodge-branded upgrades available through Dodge’s aftersales catalogue, Direct Connection.

1

The electrified R/T also packs a hidden sting, with an ‘overboost’ function included by way of Dodge’s ‘PowerShot’ boost button. The PowerShot feature unlocks another 19kW in reserve for just 15 seconds (with a 15-second cooldown to follow), and shaves a whole second off the Hornet R/T’s 0-100km/h time.

Dodge Hornets will be produced at Stellantis’s plant in Pomigliano d’Arco near Naples, Italy. North American orders for the combustion-powered Hornet GT opened on August 17, with deliveries expected in late-2022. The plug-in Dodge Hornet R/T is expected to launch in North America in the third quarter of 2023.

Skoda is prolonging its extended warranty deal, allowing new and used vehicle owners to add another two years until the end of the 2022.

Introduced as part of Skoda’s service and subscription packs, the deal to extend the standard five-year warranty was due to expire on September 30, but the company has now confirmed it’ll continue to offer the sweetener until December 31, 2022.

Seven-year service packs are available to all new Skoda customers priced from $2100 to $2900 depending on the model and cover all scheduled servicing and roadside assistance – as well as the boosted seven-year warranty.

1

However, Skoda is also offering the value-adding deal for existing customers who have already taken delivery of their car, with the offer open any time after the first scheduled service or 12 months from the warranty start date.

Five-year service packs cost between $1500 and $2000 for new cars, while a four-year plan for used cars will cost an additional $1300 to $1800. Customers with existing service deals can top-up to seven years from a three-year plan for between $1300 and $1850, while increasing from a five-year plan costs between $600 and $900.

With the first three scheduled services offered for free, Skoda says customers on the plan save around 30 per cent compared with those who pay per visit as and when scheduled maintenance is required.

For customers who want an even more convenient ownership experience however, Skoda is also offering an additional service subscription plan in two tiers above a standard Value offering. The pay-as-you-go plan applies only to new Skodas within 30 days of the warranty start date – but covers more than just the scheduled service items.

1

The Essential plan covers extra maintenance items above the scheduled inclusions, while the top Complete plan extends to virtually all wear-and-tear items including brakes, oil top-up, wiper blades and wheel alignment, for example.

Pricing varies according to a tiered system and takes into account vehicle model, annual kilometres covered and the selected level of cover – but Skoda is offering an initial discounted rate.

For example, covering a Kamiq that travels up to 15,000km per year with the Essential plan will cost $43.50 per month for the first 36 months, before reverting to the standard rate of $69 per month after that.

A Kodiaq that drives up to 30,000km per year can be covered by the Complete plan for $119 per month for the first 18 months, rising to $238 per month thereafter. Full pricing and levels of cover for your individual model and usage can be found at skoda.com.au

The servicing deals are also fully transferable for no additional cost, allowing future owners to benefit from the advantages while protecting resale value.

1

Skoda Australia’s Brand Director, Michael Irmer, explained that while virtually all customers add some kind of service pack at the point of purchase, the subscription services were taking more time to get noticed. However, the company will soon introduce the packs as part of optional finance deals.

“We will combine it with finance offers in the future, because, when you include wear-and-tear items, it becomes a kind of pay-per-use process,” he said.

Skoda’s national product and marketing manager, Beryl Thomas, said the servicing and maintenance deals were one of Skoda’s key three unique pillars and an essential part of optimising the Skoda ownership experience.

“Our service and maintenance subscription plans deliver peace of mind and extensive flexibility for the end user,” she said. “No surprises, no cap on the maintenance items, no admin with individual quotes or claims, it can be bundled with a novated lease, and a courtesy loan vehicle with every scheduled service.”

Here it is folks: our first official look and tech breakdown of the 2023 Porsche 911 GT3 RS.

This car leaked online a few days ago, but while that allowed us to drink in the aggressive exterior it didn’t provide any details about downforce levels, engine performance or chassis tech.

Well now we have those details and, predictably, they’re bonkers.

Let’s start with the downforce. Thanks to that huge rear wing, vented wheel arches and fresh active aero elements at both ends of the car, this new GT3 RS produces 860 kilograms of downforce at 280km/h.

1

Need some context? A Lamborghini Huracan STO, which is the most track-focused Huracan you can buy, makes 420kg of downforce at the same speed. A Mercedes-AMG GT Black Series makes 400kg at 250km/h and even a McLaren Senna produces less than the new GT3 RS. At 325km/h, so a higher speed than the Porsche (downforce builds as speeds grow), the bewigged McLaren makes 800kg.

The trade-off to all this is increased drag and the new GT3 RS’s top speed has dropped from 312km/h to 296km/h.

Big numbers are one thing, but how the GT3 RS actually generates its downforce is interesting. The huge rear wing includes a DRS system which, at the press of a button on the steering wheel, opens the hydraulically controlled upper element to boost your straight line speed. The wing slams shut when you press the brake pedal, which is exactly how it works on Daniel Ricciardo’s Formula 1 car. Nice.

1

Need some reference to appreciate just how huge the rear wing is? Porsche says this is the first time it’s ever made a car where the wing is actually taller than the car’s roof.

Other continuously variable active aero elements are placed near the front wheel arches and even the suspension itself has been optimised to create downforce. The front wishbones have been made into a teardrop shape and as air rushes over them they generate 40kg of additional downforce.

Now, the engine. There was speculation the new GT3 RS could gain the larger 4.2-litre flat-six fitted to Porsche’s GT3 R racing car, but that hasn’t happened. Instead it uses a tweaked version of the same 4.0-litre flat-six in the ‘regular’ GT3 paired with a seven-speed PDK. No manual here, sadly. Engine modifications include a new camshaft and revised valve timing, which has helped liberate an additional 11kW over the GT3 for a total output of 386kW.

1

The engine is now cooled by a huge central radiator taken straight from the GT3 R racer that’s positioned in the nose of the car. So you can forget about storing your helmet and race boots in the frunk. Those engorged bonnet nostrils draw hot air out of the radiator and it’s then further dispersed by new strakes on the roof to ensure hot air isn’t drawn into the intakes at the rear.

As for the 0-100km/h sprint? That’s dispatched in 3.2 seconds, which is the same as the old 911 GT3 RS. Straight line performance isn’t really the GT3 RS’s focus, though. It’s lap time. The front track is 29 millimetres wider than a GT3 and kerb weight has been trimmed to 1450kg through the extensive use of carbon-fibre reinforced plastic (CFRP).

The doors, front quarter panels, roof and bonnet are all made of CFRP, as are the standard bucket seats. And if you tick the optional Weissach pack, even the roll cage is made of CFRP – which is something we’ve not seen before. Wonder if it’s FIA approved?

1

The level of chassis adjustability is also vaguely intimidating. And very motorsport. Four ‘manetinno’ dials hang from the steering wheel spokes and they control the drive modes (there are three: normal, sport and track) and the stability and traction control systems.

Another dial also allows you to alter the behaviour of the locking rear-differential, while the fourth manetinno (labelled PASM) lets drivers adjust the suspension, on the fly, for both rebound and compression.

This system is activated in track mode and it doesn’t only allow you to tune rebound and compression individually through multiple stages, but it can be further divided between the front and rear axle.

1

It’s a layer of chassis adjustability not found on any of the GT3 RS’s rivals, and is even a step beyond what many aftermarket suppliers offer. Most of those systems require you to do a sighting lap then return to the pits to tweak your chassis set-up. In the GT3 RS you can alter the compression and rebound on both axles corner by corner if you wish.

Steel brakes are standard and offer 408mm discs with six pistons up front, although carbon ceramics are also available. Buyers also have the option of a Clubsport pack for no additional cost, which adds a half cage (made of steel), a racing harness and fire extinguisher.

1

If you want the full racecar experience, though, you’ll need to go for the before mentioned Weissach pack. It adds a carbon-weave finish for the bonnet, roof and rear wing, forged magnesium wheels that save 8kg and an increased use of CFRP. With the Weissach pack, CFRP is used for the front and rear anti-roll bars, other rear suspension elements and the roll cage, the latter being a first for Porsche.

Aussie cars will also gain some useful equipment additions as standard, including a nose-lift kit, tinted LED headlights, digital radio and a reversing camera.

1

We’ll have to wait for the inevitable Nürburgring lap time to see exactly how fast the new GT3 RS is (anyone else’s mouth watering at the prospect of Kevin Estre hustling this thing around the Green Hell?), but it’s a fair bet this is the fastest road car Porsche has ever made.

Naturally you want one. Aussie deliveries start in the second quarter of 2023 and prices kick off at $500,200. That’s a lot of cash, but less than a third of what you’d pay for a McLaren Senna – which was once the downforce king. The rate of progress, huh?

Australians could collectively save more than $20 billion in petrol and maintenance costs if electric vehicles made up three-quarters of new car sales by 2030, according to a new report.

An analysis by the Climateworks Centre released today found that switching to an EV could save car owners $1300 per year, amounting to $19,500 on running costs over the 15-year life of their vehicle.

By raising our national target to 76 per cent of new cars being EVs by 2030 and 100 per cent by 2035 – compared to the Federal Government’s current 46 per cent target – not only would $20bn in cash savings be unlocked, says the report, but 24 mega tonnes of CO2 would be cut too.

1

The Melbourne-based lobby group, founded by Monash University and the Myer Foundation, also outlined three steps it believes need to be taken for Australia to get to such a milestone: increasing supply through a national fuel efficiency standard, implementing a federal policy to smooth the transition (including improvements in infrastructure) and setting EV sales targets.

“While EVs currently have higher upfront costs, these are falling. With the right mix of policies to boost the supply of vehicles to Australia, our analysis shows EVs and their cheaper running costs will soon be within reach of Australians,” said Helen Rowe, transport program manager at Climateworks Centre.

Climateworks is recommending a nationally-mandated emissions target of 95g CO2/km by 2024, which would put us in line with Europe. Globally, there is momentum for EVs to make up 100 per cent of new cars sold by 2035. This would, in theory, allow around 15 years for ICE vehicles to transition out of the fleet in time to reach net-zero emissions in 2050.

1

Last month, the ACT became the first state or territory in Australia to play its hand, revealing a zero-emissions strategy which sets out an ambitious target of 80-90 per cent of new light vehicles sales being zero-emissions by 2030 and outlines plans to phase out light internal combustion engine vehicles from 2035.

“By setting a strong fuel efficiency standard, Australia can take a major step forward in emissions reductions by tackling EV supply,” Rowe added.

“The majority of Australians see an EV as their next vehicle purchase to reduce their emissions and save money on operating costs, but the reality is they simply can’t get their hands on one.”

Earlier this month, a separate study by leading think tank The Australia Institute said that Australians could have saved $5.9 billion in fuel costs if efficiency standards were adopted in 2015.

1

In 2021, just two per cent of cars sold in Australia were EVs despite half of all Australians seeing their next car purchase as an EV, according to the EV Council.

But last week a row broke out amongst key industry players after the peak body representing car manufacturers was accused of “secretly” planning to block Australia’s uptake of electric vehicles by pushing for its own voluntary emissions reporting scheme to be implemented by Government.

A report in the Sydney Morning Herald claimed the Federal Chamber of Automotive Industries (FCAI), has been launching a campaign behind closed doors which would delay Australia’s transition to EVs.

According to the news article, the FCAI is lobbying policymakers to adopt rules that would preserve petrol and hybrid cars well into the future, and to adopt its existing, voluntary emissions scheme as the national standard.

1

While some carmakers backed the FCAI’s stance, Volkswagen Group Australia’s (VGA) Managing Director, Paul Sansom, said “companies such as ours will be pushing to drive the changes that we need in order to see more EVs [in Australia]” – though the VW boss also called for unity in an increasingly divided industry.

The FCAI has long said it backs an emissions-specific target rather than a technology/EV sales target (as being called for by Climateworks Centre) stating: “Any reduction target must be broad based and focused on reducing CO2, not picking certain technologies over others. Our zero-emissions future is ultimately full electrification.”

Notably absent from recent discussions has been the market’s biggest player – Toyota, which currently has no electric vehicles in its lineup globally or locally instead preferring to focus on hybrid and hydrogen technology. Its first EV will be the BZ4X, twinned with the upcoming Subaru Solterra, that will come to Australia sometime in 2023.

But today the Japanese carmaker’s local arm told Wheels: “Toyota Australia would welcome the establishment of a mandatory Australian standard for new vehicle CO2 emissions.

1

“We remain absolutely committed to providing our customers with a range of technologies that will help them on their journey to zero emissions based on their individual motoring circumstances, ensuring no-one is left behind.“Importantly, Toyota is not limited to a single technical solution. This is important because Australians have vastly different motoring needs and significantly differing levels of access to infrastructure to support battery electric vehicles across Australia.

“We will continue to work together with the Government, and broader industry, to support reducing vehicle carbon emissions in Australia.”

Mahindra has previewed five of its upcoming electric SUVs, giving us a glimpse of the future models set to share the Volkswagen Group’s MEB platform.

It was recently announced that a strategic alliance between India’s Mahindra and Germany’s Volkswagen Group will expand in scope, with Volkswagen Group set to provide its MEB-platform electric components to aid a new bespoke EV platform in development by Mahindra.

The supply agreement intends to produce more than one million units over its manufacturing lifetime, with the release hinting that “five all-electric SUVs with MEB components” are in the pipeline.

1

Mahindra and Volkswagen Group will continue to explore further opportunities for technical collaboration, open to a broader strategic alliance to accelerate the growing electrification movement within the Indian automotive market.

Mahindra’s purpose-built EV platform, INGLO, was showcased at the Mahindra Born EV vision event in Banbury, UK, envisaged to contain Volkswagen’s MEB components – including the electric drivetrain, battery system and Volkswagen’s unified cell.

1

The Term Sheet covers all major commercial and technical terms, along with a potential areas of collaboration within the electric mobility space. Possible paths include; vehicle projects, localised manufacturing of the battery system, and energy solutions for the electric ecosystem in India.

Negotiations of the final supply agreement are set to be wrapped up by the end of 2022.

1

India is one of the five largest automobile markets in the world, along with China – the only region to record an increase in national new registrations over the first half of 2022. The electric vehicle sphere, in particular, is increasingly pertinent for carmakers, as both markets are expected to gain significant momentum in the coming years.

The Jeep Gladiator is a super cool and super capable off-roader but, despite its huge size, large tray and rugged design, it falls short on towing and load capacities afforded by smaller, cheaper and more popular dual-cab utes. So what is it then?

As Jeep Australia tells it, the Gladiator is a “lifestyle vehicle and not a workhorse”.

Don’t hold that as a slight against the big beast, however. There’s a lot to love, even around town, when it comes to the off-road ready Jeep Gladiator Rubicon.

1

Pricing and Features

Jeep’s Gladiator is offered on the Australian market in two variants; the Night Eagle – featuring an array of black styling accents – and the Rubicon tested here, fitted to the hilt with off-road gear including super low 4.0:1 gearing, selectable locking differentials (front and rear), electronic swaybar disconnect, and Fox aluminium shocks.

The Gladiator Night Eagle asks $68,450, while the go-anywhere specialist Rubicon, driven here, begins at $76,950 (both prices before on-road costs).

1

Just one powertrain configuration is offered in Australia, blending a 209kW/347Nm 3.6-litre petrol V6 Pentastar engine with an eight-speed ZF automatic transmission in both variants.

The driveline offers full- and part-time four-wheel drive with high- and low-range gearing.

Diesel drinkers hoping for the American-market 3.0-litre V6 EcoDiesel engine will be sad to learn that right-hand drive examples of the Gladiator are not compatible with the diesel mill, and Jeep has yet to comment on whether the recently-revealed twin-turbo 3.0-litre ‘Hurricane’ petrol V6 will come Down Under.

1

All Gladiators come standard with an 8.4-inch touchscreen display featuring both Apple CarPlay and Android Auto and satellite navigation.

There is also a seven-inch driver information display, LED front and rear lights, black three-piece modular hardtop, nine-speaker Alpine Premium Audio, and keyless access and start.

The fully-loaded Rubicon adds the aforementioned off-road gear plus 17-inch Granite Crystal Alloy wheels shod in 32-inch BFGoodrich off-road Tyres, Off Road Plus driving mode, steel rear bumper, leather-trimmed seats, shift knob and parking brake handle, as well as heated front seats and a heated steering wheel.

1

Standard-fit safety equipment includes forward collision warning, adaptive cruise control, blind-spot monitoring with rear cross-traffic detection, a reversing camera and parking sensors at both ends.

Comfort and Space

Jumping (perhaps literally) into the high-riding driver’s seat faces occupants with a well-equipped and largely well-laid-out cabin.

Those who decry haptic controls and touchscreens will feel right at home here, as apart from the central infotainment touchscreen there’s a button for virtually everything.

The upright dash has a brutalist feel, looking rugged and almost industrial, but it fits with the Gladiator’s weekend warrior spirit.

1

Look closer, and there’s a measured level of consideration throughout with a nice leather-covered dashtop, stylish red fascia and a durable rubberised material proliferating throughout the array of controls. Form can indeed follow function.

Large, supportive and solid-feeling front seats provide good under-thigh support. Visibility on all fronts is good through the large upright glasshouse.

While the cabin feels nice and airy, colleagues have remarked that it can feel a little snug for larger drivers, especially the footwell that is impeded by the transmission tunnel and can feel cramped with no dead pedal or resting place for your left foot.

1

Netted door pockets offer storage for bulky items, and there’s a two-tiered storage system under the central armrest with a shallow tray up top, and a deep bin below.

Moving to the second row, the Gladiator’s long wheelbase (3487mm) affords ample seating space for occupants in comparison to the shorter Wrangler. Seats again are large and supportive, and deliver ample knee and toe room for adult occupants.

Ingenious stowage spaces under the fold-up rear seats make for practical storage of any dirty/muddy equipment and even contain a thoughtful storage solution for the bolts removed when disassembling the roof, doors and windshield (yes, you can do that too!).

5

This speaks to the Gladiator’s intended purpose as a hearty enabler in getting you outdoors and to places you’ve never been. Jeep wants you to get this car dirty, and has made thoughtful considerations for that everywhere.

Durable rubber floormats feature drain plugs that exit through the floorpan, for when the going gets really dirty, or you’ve taken full advantage of its factory-rated wading depth of 760mm.

Further out back, the sizeable tray measures 1531mm long, marginally shorter than the outgoing Ford Ranger, with a tailgate load width of 1270mm. It narrows slightly between the wheel arches to 1137mm, with a loading height of 885mm when the tailgate is folded down.

1

The sticking point for many hardcore load-luggers is that the Gladiator Rubicon’s towing capacity is pegged at just 2721kg, significantly less than the battery of ubiquitous dual-cab utes on the market.

Ultimate payload, despite an increase in 2021, comes in at a comparatively meagre 693kg and that will come into play once you start adding passengers and accompanying gear.

Again, this is a ‘lifestyle’ vehicle – a warrior for the weekend, not the worksite. There’s plenty of practical versatility on offer for adventure activities like camping trips, mountain bikes and scuba gear but that limited payload means you’ll have to pack carefully if planning a longer overlanding trip.

1

On the Road

First impressions of the Gladiator were abrupt and took some acclimatisation.

Crossing Melbourne at 100km/h on the freeway took some getting used to. The Rubicon feels positively supersized in comparison to other traffic – you’ll be looking down at the roofs of non-lifted Ford Rangers and Toyota HiLuxes. It also loves to pick up a cross-wind, I tell ya!

1

The steering is very slow, better suited to accurately traversing off-road terrain at a crawl. At freeway speeds, however, lots of steering inputs and corrections are required to keep the big Jeep in its lane.

Some online research suggests that there is a sizeable pool of owners out there (primarily from North America) who seem to believe this is some sort of critical factory fault, with pages and pages of forum discussions and various purported dealer and aftermarket fixes. I’m not convinced.

To my hands, butt and mind, this is merely an inherent part of what the vehicle is. It’s a large body-on-frame ute, with malleable all-terrain tyres, slow steering better suited to accurate low-speed crawling, and all of the aerodynamic properties of a toaster.

So yeah, things are a bit vague at high speeds. You get used to it rather quickly though and, if anything, it helps keep you alert.

1

More pertinently, considering just how capable the Gladiator Rubicon is away from the tarmac, its on-road manners are actually a rather remarkable achievement on Jeep’s behalf.

The Fox shocks are a boon over even the most poorly maintained surfaces, delivering supple compliance over otherwise bone-jarring contusions.

Occasionally, over fine high-frequency corrugations, however, the long-travel shocks can deliver a somewhat uncomfortable see-saw action with lots of vertical body movements and some minor head toss.

As is to be expected, the BFGoodrich KM3 all-terrain tyres produce some road roar over coarse-chip tarmac, although the prevailing backing track is often wind noise, with a noticeable whistle generated – we suspect due to the removable roof panels – above 60km/h.

1

The front end will be the first to give way should you approach a corner with too much pace. It eases into understeer quite gingerly as you wind on lock and is very manageable. Coast through a corner with a bit of momentum and the Gladiator has a tendency to dive off-throttle and roll.

Combined with the car’s high centre of gravity, this can deliver an unsettling feeling as the car ‘leans over’ the shoulder of the outside front tyre.

The car re-centres itself quite suddenly as you unwind lock, producing some uncomfortable head-toss as front contact patches re-engage the tarmac and the car jolts upright.

The automatic eight-speed transmission is intelligent and relaxed by default, though is well-calibrated in keeping the V6 engine in the zone it works best. Lower gearing than the Night Hawk further contributes to a feeling of sprightliness, at the slight expense of fuel economy.

We registered a 13.7L/100km over our test period, despite Jeep’s 12.4L/100km claim.

1

We found the V6 a little hesitant upon pick up from idle, with most of its torque and power delivered higher in the rev range.

It’s not fast per se, but once up and running, the Gladiator pulls strongly with the automatic gearbox neatly shifting up gears and keeping the V6 working happily within its torque band.

The Gladiator Rubicon has adequate stopping power, although arresting 2242kg from any speed requires some forethought and the smoothest progress comes from keeping your eyes up and ahead and easing onto the brake early.

1

Yes, there are some dynamic foibles to be found on road, but keeping the Gladiator’s intended purpose in mind, these are minor concessions given the payoff it can deliver once the tarmac ends.

Off the Road

You can read a more in-depth off-road review from our colleagues over at 4X4 Australia, but we’d be remiss not to have a go for ourselves.

It’s no secret that the Gladiator does its best work off-road, after all.

1

I’m as green as green can be when it comes to off-roading, but the Gladiator made me look and feel like a hero.

It can handle poorly graded dirt roads with surprising pace, although there is a fair bit of rattling going on due to the modular nature of its roof and body.

At speed, over small crests, the front end does get light and can pull rather suddenly if any steering lock has been inputted as the front end comes down and the tyres grab hold of terra firma.

1

The ‘Off Road Plus’ button near the differential lockers and swaybar disconnect is a catchall setting for off-road driving.

With Off Road Plus engaged, traction control is disabled, while various other elements like throttle response and transmission shift points are optimised for off-road use.

You can switch between two-wheel drive and four-wheel drive modes while moving, and the gearbox is very quick to engage low range.

It’s here that previous idiosyncrasies, such as the slow steering, bear fruit. The Gladiator Rubicon is a hugely capable package, allowing a newbie like me to tackle some pretty gnarly climbs and descents that would have otherwise grounded a bog-standard HiLux.

3

Ownership

All new Jeeps are supported by a five-year, 100,000km warranty and all Jeep petrol models follow a servicing schedule with intervals of 12 months or 12,000km (whichever comes first).

The first five services, however, are capped at a max cost of $399.

Australia’s Gladiator range is a petrol-only affair, with an 83-litre fuel tank as standard. Jeep claims a 12.4L/100km on the combined cycle, although we calculated an as-tested consumption of 13.6L/100 over a week of urban and highway travel, as well as some off-road driving.

The Jeep Gladiator bears a three-star rating from ANCAP, as tested in 2019. It achieved 60 per cent in adult occupant protection, 80 per cent in child occupant protection, 49 per cent in vulnerable road user protection and 51 per cent in safety assist.

VERDICT

The Gladiator is an experiential car, a charismatic tool that encourages you to venture further off the beaten track – and helps you do it, too.

The Jeep Gladiator Rubicon may present itself as a niche vehicle, but there’s a lot of appeal here for those who love the great outdoors. It’s easy to point at its towing capacity and payload as criticisms, but that’s not what it’s about. The Gladiator is an experiential car, a charismatic tool that encourages you to venture further off the beaten track – and helps you do it, too.

Combined with the ability to chuck things like mountain bikes, wetsuits, or weekend camping gear in the tray while your mates jump aboard, this makes the Jeep Gladiator Rubicon is an easy recommendation for all manner of outdoor hobbyists.

We can think of few factory cars, even at this price point, that will go as far as the Jeep Gladiator Rubicon when the tarmac stops.

It’s a Jeep thing, alright. I think I’m finally beginning to understand.

1

2022 Jeep Gladiator Rubicon specifications

Those attending this year’s Monterey Car Week in sunny California will be treated to the debut of Aston Martin’s latest showstopping design concept, the DBR22.

Inspired by Aston’s historic open-top racers, including the DBR1 and DB3S, the DBR22 blends traditional coach-built design with the brand’s potent twin-turbo V12 engine.

1

Crafted by Aston Martin’s in-house bespoke division, Q by Aston Martin, the DBR22 celebrates 20 years of building incredibly personalised low-volume specials, including the Vulcan (limited to 24 examples) and the Vantage V600 (limited to 14 examples).

The DBR22 was born in celebration of Aston Martin’s Q division, and represents one of the rarest Aston Martins ever produced in its 109-year history.

The DBR22 boasts an all-new body, and is manufacturer from a minimal number of panels to emphasise its sculpted and muscular features.

1

The front grille design is directly inspired by that of the classic DBR1 and DB3S racers, along with other design tributes including the horseshoe bonnet vent, delicate wing mirrors and new centrelock 14-spoke wheels.

The colour chosen for the DBR22’s unveiling is an entirely new creation, developed through Q division’s ‘paint-to-sample’ program – which offers virtually limitless options for customers.

Delving into the open-air cabin sees the combination of new and old continue, with swathes of supple brown leather featuring on various touchpoints and surfaces – of course accompanied by equal lashings of exposed carbon fibre. The dashboard architecture is all-new with clean and sleek infotainment graphics.

2

The flying buttresses, or nacelles, behind the headrests help smooth airflow and double as a key design element for the rear.

The sculpted buttresses lead to the bespoke full-width light bar, which hides further ducting panels to extract hot air from the powertrain.

Beneath the expansive front clamshell sits Aston Martin’s familiar twin-turbo 5.2-litre V12, producing a stout 525kW and 753Nm. The open-top Aston will sprint from 0-100km/h in about 3.4 seconds with top speed pegged at a hair-tearing 319km/h.

1

Unique engine mapping and calibration on the eight-speed automatic transmission provide the DBR22 with a distinct feel compared to any other Aston Martin offering with great efforts made towards maximising dynamic feedback and performance.

Underneath, unique front and rear shear panels aid tortional rigidity, while a 3D printed aluminium rear subframe simplifies the production process with no penalties to weight or stiffness. The DBR22 also enjoys a bespoke adaptive damper calibration map as well as rack-and-pinion steering to maximise driver feedback through the steering wheel.

1

As the DBR22 debuts at this year’s Pebble Beach Concours d’Elegance, taking place August 19 to 21, Aston Martin indicates that the DBR22 will also “form the basis of a production reality example for an eltra-exclusive number of Q by Aston Martin customers”.

How many will be produced, and to what cost, has yet to be confirmed. Rest assured, it won’t be cheap but, no doubt, such lucky Aston Martin collectors will own something very special indeed.

UPDATE, Oct 2022: 2023 Mercedes-Benz EQE SUV revealed

The 2023 Mercedes-Benz EQE SUV has been revealed ahead of its Australian launch in mid-2023. For everything you need to know about the new electric large SUV, click on the link below:

The story to here

August 17: The interior of the all-electric 2023 Mercedes-Benz EQE SUV has been unveiled ahead of its full reveal on October 16.

Mercedes-Benz refers to the EQE SUV as the “multi-purpose variant of the EQE executive saloon” and a smaller companion to the recently-unveiled EQS SUV based on the EQS liftback.

Confused? Think of the EQE range as electric versions of the E-Class and GLE, while the EQS line-up resembles the S-Class and GLS – albeit with a stronger connection between the sedan and SUV counterparts, unlike the brand’s internal-combustion models.

1

The luxury marque has copied the design of the EQE, EQS and EQS SUV for the cabin of the EQE SUV, with the model featuring the optional MBUX Hyperscreen that brings screens across the entire width of the dashboard.

Mercedes-Benz claims the five-seat EQE SUV will be one of the “most spacious representatives” in relation to headroom, legroom and elbow room for its large SUV segment.

The central infotainment system, running the latest version of Mercedes-Benz’s MBUX operating system, measures 17.7 inches, joining the 12.3-inch digital instrument cluster and 12.3-inch passenger touchscreen.

1

As with the EQE sedan, the EQE SUV sports turbine-like outer air vents, a free-standing centre console, colour-adjustable ambient lighting and available quilted Nappa leather upholstery.

Mercedes-Benz will offer “five co-ordinated colour combinations” for the EQE SUV’s interior, with a suite of warm and cool tones.

In addition, there are wood and aluminium elements and the laser-cut backlit three-pointed star trim on the centre console.

2

The company is yet to detail the exterior design or technical specifications for the EQE SUV, but spy photographers caught it undergoing testing in Germany in October 2021.

It will adopt the Mercedes-EQ design language, with a smooth and rounded front facia, thin LED daytime running lamps, a full-width LED rear light strip and aerodynamic alloy wheels.

The entry-level EQE SUV – possibly badged EQE 350 – is tipped to adopt the sedan’s 90kWh battery pack, which could power a 215kW electric motor mounted to the rear axle with a driving range above 600 kilometres.

As the EQE SUV is based on the company’s EVA2 architecture, which is shared with the larger EQS SUV, it could also be offered with its larger sibling’s 107.8kWh lithium-ion battery.

1

Therefore, the higher-spec EQE SUV would likely feature dual electric motors for more power, a longer driving range, and all-wheel drive.

High-performance versions from Mercedes-AMG are also expected, with the EQE 53 sedan producing up to 505kW and 1000Nm, allowing for a 0-100km/h sprint in 3.3 seconds.

The all-electric 2023 Mercedes-Benz EQE SUV will be unveiled on October 16, 2022, ahead of a likely arrival in Australia during the second half of next year.

The 2023 Haval Jolion Hybrid variant has been confirmed for an Australian launch, with pricing set to start from $40,990 when it arrives in September.

According to the Chinese carmaker, the first shipments of the hybrid-electric version have already landed – with more currently making their way to Australia before going on sale early next month.

Joining the larger Haval H6 Hybrid, the Jolion Hybrid becomes GWM’s second electrified offering, with more models expected to get the same treatment in 2023.

1

2023 Haval Jolion Hybrid Australian pricing

The Jolion Hybrid will start from $40,990 drive-away when it goes on sale in September, $7000 more than the current top-spec Ultra on which it is based.

However, it will cost $5000 less than its mid-sized SUV H6 Hybrid sibling.

A Jolion Vanta limited-edition variant added at the beginning of this year has now sold out and been removed from the lineup.

1

Features

The 2023 Haval Jolion Hybrid is equipped with the same premium interior, connectivity and safety features as the current Jolion Ultra, but sets itself apart with a new front grille, LED and fog lights with blue accents, and bumper, as well as a new rear spoiler and 18-inch alloy wheels.

As standard, the hybrid Jolion gets features such as:

1

Engine, transmission and fuel economy

Power is delivered to the electrified Jolion via GWM’s 1.5-litre hybrid engine, mated to a dedicated hybrid automatic transmission, as found in the H6 Hybrid, producing 139kW of power and 375Nm of torque.

The hybrid system combines a petrol engine and electric motor with an electronically controlled transmission to offer performance at low speeds with increased efficiency and power at higher speeds to deliver a driving experience similar to that of a BEV, GWM Haval says.

Fuel economy is quoted as 5L/100km, bettering the already impressive H6’s 5.2L/100km claim.

1

Safety

As standard, the Jolion Hybrid gets safety features such as:

1

Warranty

Like all GWM products, the new Haval Jolion Hybrid has a seven-year/unlimited kilometre warranty, five-years’ roadside assistance and five-years’ capped-price servicing.

Availability

The 2023 Haval Jolion Hybrid goes on sale early September 2022.

UPDATE, August 16: 2023 Toyota HiAce and Granvia pricing confirmed

Toyota Australia has confirmed details for the updated 2023 Toyota HiAce commercial and 2023 Toyota Granvia passenger vans.

As reported below, the HiAce adopts a barn door option for the first time since 2003, in a decision led by “strong customer demand” in Australia.

Meanwhile, pricing has increased between $100 and $670 for existing HiAce and Granvia variants, which gain powered lumbar support for the driver’s seat for 2023.

This story has been updated to reflect the latest information.

The segment-leading Toyota HiAce has gained barn doors, with the ergonomic offering now available to order.

Toyota Australia has announced rear barn doors will become the latest piece of optional equipment available for the HiAce – its popular van which holds over one-third of the 2.5- to 3.5-tonne commercial vehicle market.

1

The Japanese manufacturer says the decision has been based on feedback from its existing customer base, with the new rear doors set to provide better support for buyers.

“Driven by strong customer demand, the wide-opening HiAce barn door will provide customers with a new ergonomic solution to suit user needs,” said a Toyota spokesperson .

The announcement counters Toyota’s decision to trim the HiAce range over the past 12 months, as the petrol V6 engine was dropped from the line-up in May last year, followed by the van becoming available in white only from the second half of last year.

1

2023 Toyota HiAce pricing

2023 Toyota Granvia pricing

1

2023 Toyota HiAce features

HiAce van

HiAce van GL Option Pack adds:

HiAce crew van, in addition to van

HiAce Commuter bus, in addition to van

HiAce Commuter GL bus, in addition to Commuter

1

2023 Toyota Granvia features

Granvia

Granvia VX

1

Engine, drivetrain and fuel economy

Under the bonnet, the HiAce and Granvia feature a 2.8-litre four-cylinder turbocharged diesel engine, which produces 130kW of power and 450Nm of torque when matched to a six-speed torque converter automatic.

However, opting for the six-speed manual sees torque detuned to 420Nm, while the 12-passenger HiAce Commuter bus has less power, at 120kW and 420Nm.

Power in all variants is sent to the rear wheels only.

Fuel economy figures can be found in the table below:

1

Safety

The Toyota HiAce and Granvia are covered by a five-star ANCAP safety rating, based on testing conducted in 2019.

As such, both have a 94 per cent score for adult occupant protection, 88 per cent for children and 84 per cent for vulnerable road users.

The HiAce has a 77 per cent score for safety assist, while the Granvia is higher at 79 per cent.

Each variant includes the following active safety equipment as standard:

Warranty

As per the wider Toyota range, the HiAce and Granvia are covered by the brand’s five-year, unlimited-kilometre warranty, with the engine and driveline warranty extended to seven years when serviced through a Toyota dealership.

Capped-price servicing is offered for the first six visits or 60,000km, with each service capped at $245.

Both vehicles require servicing every six months or 10,000km, whichever occurs first.

Availability

The updated 2023 Toyota HiAce and 2023 Toyota Granvia are on sale now.