The latest Mercedes-Benz C-Class has received a five-star ANCAP safety rating, courtesy of testing conducted by Euro NCAP.

This applies to all variants that went on sale in Australia and New Zealand from February 2022, consisting of the entry-level C200 and range-topping C300.

The C-Class scored 91 per cent for adult occupant protection (34.60 out of 38 points), 90 per cent for child occupation protection (44.10 out of 49 points) and 80 per cent for vulnerable road user protection (43.29 out of 54 points).

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Full points were awarded for both the driver and front passenger in the frontal-offset test, a first for a vehicle tested under the latest 2020-22 criteria.

However, while the autonomous emergency braking (AEB) system in the C-Class was labelled good for car-to-car scenarios, adequate performance was seen in the pedestrian tests.

ANCAP chief executive officer, Carla Hoorweg, said the C-Class demonstrated strong credentials against the latest testing criteria.

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“The C-Class is the first Mercedes-Benz model to be tested against ANCAP’s 2020-2022 protocols, and it has not disappointed.”

Standard safety equipment in the Mercedes-Benz C-Class includes; autonomous emergency braking with junction assist, lane departure warning, lane-keep assist, emergency lane keeping, blind-spot monitoring, and adaptive cruise control with a speed limiter.

This allowed it to receive a safety assist score of 90 per cent (13.53 out of 16 points), with top marks (2 out of 2 points) for its junction AEB system, which can detect a vehicle entering the road from the side and apply the brakes to prevent a collision.

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10 airbags (dual frontal, side head, front side chest, rear side chest, driver’s knee and centre) are fitted as standard, although a penalty was applied to the score due to a lack of provided information surrounding its centre airbag.

The centre airbag is designed to prevent head clashes between the driver and front passenger in a collision.

The 2022 Mercedes-Benz C-Class went on sale locally in February, starting from $78,990 before on-road costs for the C200. The flagship C300 is available from $90,400, plus on-roads.

The 2022 Kia EV6 has taken home five stars in ANCAP’s safety testing, managing slightly higher overall scores than its Hyundai Ioniq 5 cousin.

Having gone on sale earlier this year, the Kia EV6 won the 2022 Wheels Car of the Year award, beating the Ioniq 5 to the coveted prize – irrespective of the model’s eventual ANCAP scores.

The independent crash test authority gave its adult occupant protection the highest score of all four categories, scoring 90 per cent with 34.48 points out of 38 available taken thanks to its perfect side impact, oblique pole and rescue/extraction results.

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Despite sharing many of the same safety assist systems as the Ioniq 5, the EV6 was scored one per cent lower, culminating in an 88 per cent result with 14.17 from 16 available points – just 0.07 lower than the Hyundai.

Although it scored within half a point of a perfect score for its occupant status, speed assistance systems and autonomous emergency braking (AEB) tech, dropping 0.75 in the lane support category was ultimately the biggest loss.

Only just behind on 87 per cent was the EV6’s child occupant protection rating, faring particularly well with full marks in the front dynamic test, although a loss of four points for on-board safety features led to an overall score of 42.96 out of 49.

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Finally the EV6’s vulnerable road user protection score which was the weakest of the four – just 64 per cent thanks to it acquiring 35.08 points from 54 on the table.

As opposed to the safety system scores, this one was higher than the Ioniq 5 by 0.69 points, although it dropped over half of the points available in upper leg impact (2.37 out of 6) and AEB pedestrian tests (0 out of 2).

Head impacts only just managed a pass on 12.37 from 24 points, however the lower leg impact, AEB pedestrian forward and cyclist scores all brought its overall back up to an acceptable level.

“The Kia EV6 is equipped with the range of collision avoidance systems we’ve come to expect in today’s five star cars, and it performed particularly well for its ability to prevent collisions with cyclists, and oncoming vehicles in avoidance tests simulating intersection turns,” said ANCAP Chief Executive Officer, Carla Hoorweg.

The Kia EV6 starts at a list price of $67,990 before on-road costs in Australia, ranging up to $82,990 in dual-motor GT-Line guise.

Prospective buyers of Audi’s performance RS4 Avant and RS5 models will soon have the ability to make their purchase even more hardcore, with the addition of a competition package for both models.

Announced as an upcoming part of the options list for both the RS4 Avant and RS5, Audi’s “basic” competition package comes with a more aggressively calibrated ‘dynamic’ steering setting and a sharper transmission tune – allowing for quicker great shifts through its eight-speed automatic gearbox.

An increased top speed of 290km/h might sound like a lot for a pair of 1900 kilogram-plus Audis, but the addition of Pirelli P Zero Corsa tyres, a new ABS tune and the RS ceramic brake system has reduced stopping distances by up to two metres from 100km/h compared to non-competition package models.

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Those who opt for the more expensive competition plus package are treated to coilovers on all four corners, providing a 10 millimetre drop from the height of the standard car, with a further 10mm of adjustability – going down by as much as 20mm compared to the normal RS4 and RS5.

Increased spring rates all round are complemented by the three-way adjustable dampers, as well as stiffer anti-roll bars, with the improved ride control aiding faster 0-100km/h sprint times – 3.9 seconds for the RS4 (down by 0.2) and 3.8 for the RS5 (down by 0.1).

Power and torque outputs from the 2.9-litre, twin-turbo V6 engines stay unchanged at 331kW and 600Nm respectively, although an RS sports exhaust system not only increases the noise from the bent-six – but also reduces the car’s weight by eight kilograms.

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On top of the matte black tailpipes, exterior visual changes include; matte black mirrors, front lip and side flaps plus high-sheen competition wheels in phantom black – although a set of 20-inch milled wheels are also available.

It’s a blackout inside the cabin too, as piano black seat side panels are matched with Dinamica and pearl Nappa leather RS sport seats.

Audi Australia hasn’t confirmed whether the packs will be available on local cars, however it has released European pricing for each, going on sale in July overseas from €7875 (AU$11,860) for the competition package and €11,875 (AU$17,900) for the competition plus package.

Both models went through a price increase earlier this year, with the RS4 Avant bumped up to $155,400, while the RS5 in both its Coupe and Sportback shapes is now listed from $158,800 – all of which exclude on-road costs.

Volkswagen Group CEO Herbert Diess has put aside his ongoing praise for Tesla to instead fire a warning shot at the electric vehicle manufacturer, claiming his company can outsell the pioneer by 2025.

In an interview with CNBC’s “Squawk Box Europe” program, Diess acknowledged Tesla was still the market leader for electric vehicles, but said the Volkswagen Group’s brands could out-sell the California-based carmaker by the middle of the decade.

“Tesla currently is in the lead when it comes to EVs, probably also it is the most digital car company already and has some advantages,” said Diess. “We are still aiming at keeping up, and probably overtaking, [it] by 2025 when it comes to sales.”

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To the end of March, the Volkswagen Group had shifted 99,100 EVs to customers worldwide – however, Tesla manage to deliver 310,048 units in the same period, more than three times the total of its German rival.

Supply chain issues have clouded the potential of many manufacturers, something which has impacted both Volkswagen and Tesla due to the high demands each carmaker faces.

While Diess knows Tesla is stepping up its production across the United States, China and now Europe, he believes once Volkswagen picks up the momentum it could challenge its rival soon.

“I think for Tesla, also ramping up now will probably be a bit more challenging. It is opening up new plants and we are trying to keep up speed. We think in the second half of the year, we are going to create some momentum.”

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Diess has openly praised Tesla founder Elon Musk in the past, even including the controversial CEO in a top-level Volkswagen meeting as a guest speaker last year – leading the Volkswagen board to question Diess’s role as the Group’s boss for his troubles.

It’s important to note while Tesla can only trade as itself, the Volkswagen Group has fully-electric vehicles in each of its major automotive brands – Volkswagen, Audi, Skoda, Cupra and Porsche.

So far only Audi and Porsche offer full-EVs in Australia, however Cupra’s upcoming launch in the second half of the year will herald the debut of the Volkswagen Group’s electric and accessible MEB plaform locally, underpinning the Born hatchback.

Last year, Tesla sold 12,094 units of its segment-leading Model 3 in Australia, while Audi and Porsche managed a combined total of 439 with their up-market E-Tron (108) and Taycan (531) respectively.

Electric vehicle maker Polestar has announced it is investing in the Israel-based StoreDot, a start-up developing silicon-dominant fast-charging batteries.

For Polestar, the promise of being able to utilise batteries which can be charged for an additional 160 kilometres of driving range in five minutes would be a game-changer – a goal which StoreDot hopes to achieve by 2024.

Sweden-based, but Chinese-owned, EV manufacturer Polestar will collaborate with StoreDot by adapting and applying the technology to its cars, having already implemented the battery tech in proof-of-concept vehicles before potentially rolling them out for customers in the coming years.

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“Polestar can help shape the development of new battery technology for the automotive industry and provide invaluable insights from the perspective of a brand focused on performance and sustainability,” said Polestar CEO, Thomas Ingenlath.

“Charging and [driving] range anxiety are common concerns holding owners of combustion engine cars back from making the switch to EVs. StoreDot’s advanced battery technology potentially provides real solutions to these obstacles.

“If our current pilot projects with StoreDot are successful, we could see these solutions being implemented in Polestar cars by 2026.”

Polestar is now an EV-only manufacturer, having launched the Polestar 2 internationally last year, while the Polestar 3 SUV and Polestar 5 sedan are yet to be officially launched.

The Polestar 2 is the carmaker’s sole offering in Australia, having been introduced to the local market at the start of the year and jumping to third place in the April sales charts.

Electric vehicles, this BMW iX M60 being a case in point, are nothing new to the marque from Munich. When it launched in 2014, the i3 was certainly ahead of its time as one of the first serious series-production battery-powered cars but, when viewed in the luxury vehicle context, it had the global stage largely to itself.

Indeed, it had enough competitive influence to snare it the Wheels Car of the Year in its first year on sale in Australia. But finding the German carmaker’s true electric foray requires a trip all the way back to 1972 when it produced an experimental version of the 1602.

Prepare to be underwhelmed. Power from its single motor was just 32kW but ‘aha!’ I hear you say, ‘the charismatic ’02 was such a lightweight little thing that it didn’t need huge horsepower to return some entertaining performance’.

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That’s certainly true of the production models that offered spirited driving thanks to the company’s versatile M10 four-cylinder, but the electric 1602 carried a monstrous lead-acid battery pack that weighed about 1.3 tons.

Acceleration, therefore, was denoted not in the traditional 0-100km/h, but a half-scale 0-50km/h which took a glacial 8.0 seconds. It also had no way of charging without removing the battery pack entirely and needed heating prior to use to liberate the full disappointing performance.

A gallant effort to evaluate a concept but promptly thrown out as a complete failure. At the time, the notion of a series-production BMW EV that people would actually put their hand up for seemed several times less likely than a pipedream.

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Had you tried to suggest that not only would exactly that become a reality 40 years later, but an EV would eventually wear the coveted BMW M colours, you would probably be accused of getting on the acid – and not the kind in the 1602’s battery.

But BMW did, in fact, not give up and that’s where we are in BMW’s timeline right now. The iX M60 you see here is not the first pure electric vehicle to get an M badge on its boot (that milestone was passed by the i4 M50) but the latest pure-electric BMW is the first M model to roll on a dedicated EV platform.

That, if nothing else, is a statement of intent from the manufacturer and a demonstration that it is serious about battery power and performance in unison.

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In Australia, the iX range was introduced with three variants including a pair of xDrive 40 versions and a single xDrive 50, but the new M60 ups the ante in all areas – including the price. The current range-topper will set you back $169,900 but when it arrives later this year, BMW will ask $222,900 (both before on-road costs).

For that cash, you get a lot more thrown into the deal but let’s start with what’s not included – a bigger battery. For the new version, the M60 carries over the same 112kWh lithium-ion unit from the 50 but through a little M-agic, performance has been significantly boosted.

We’ll come to exactly how shortly but the compromise is in range. Compared to the 50’s 620km max, the M60 offers a still marathon-like 566km, although the former rating is ADR while the latter is under the WLTP system. When it’s time for a top-up, the 400-volt system supports up to 195kW charging for a 10-80 per cent charge in 35 minutes or about 150km of range pumped in every 10 minutes when using the fastest charging hardware.

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It’s also worth noting that ultra-fast 350kW charging is not possible, so the speed of replenishing the battery is limited by the external charging infrastructure available. Most iX owners are expected to adopt a smartphone charging regime of plugging in every evening using home charging facilities, but for those rare occasions out and about, BMW is throwing in five years of Chargefox public charging included in the price.

Like the three other iX siblings, the M60 is based on BMW’s CLAR cluster architecture which minimises weight through extensive use of aluminium and carbonfibre composite. Despite this, the M60 still has to haul about 2500kg in kerb mass wherever it goes.

The exotic construction certainly does add stiffness and rigidity to the spaceframe construction but from the outset, it’s clear the real science in the iX range is in hiding kilos rather than banishing them in the first place. Like the 40 and 50, ride quality is excellent – or perhaps it’s more down to the exemplary German roads we’re cruising near Berlin.

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Either way, the front wishbone, rear multi-link and air spring suspension is a brilliant partnership for a plush ride. For the transformation into an M iX, the chassis was retuned with M-specific adaptive dampers and self-levelling suspension, while steering is also adaptive.

Compared with the 40, which rolls on relatively conventional steel springs, the air-riding M60 has dialled out some of the restlessness but has unfortunately not revealed any more feel or personality to the handling. There’s enormous grip and confidence to sail through corners with speed but I sense that something in the M60’s nature is being hidden rather than enhanced.

Minimal roll, an eagerness to change direction and impressive body control are all feathers in the cap of a seriously hefty high-rider but we were expecting a little more charisma over the sub-M options.

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For a more complete driver’s car conversion we would have also appreciated the hexagonal steering wheel being thrown on a lathe and turning out all the weird bumps.

Corner-carving aggression might not be the M60’s strong point, but to spend each drive in the M60 hunting apexes and terrorising other road users would be to ignore another side to the iX repertoire, not to mention its styling and technology package.

Little has changed on either the exterior or cabin of the M60 in the graduation to M status and most interesting are the black M badges. In a bid to explore new aesthetic possibilities, BMW has not included the classic three-colour flashes in favour of a new more subtle look.

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The traditionalist in me wants to hate it, but you can’t deny it looks pretty damn sharp, especially combined with classy Aventurine Red and frosted bronze exterior trims. The iX’s design will always polarise opinion and its unapologetically blunt nose is no less bold on the front of the M60 but BMW deserves praise for signing off on a design that’s arguably more daring than even the Bangle era models.

Despite the slab-fronted look, the M60 manages to be relatively aerodynamic with a drag coefficient of just 0.26 in Sport mode when the suspension is at its lowest. Frameless doors create an air of exclusivity on your way into the cabin and there’s certainly no lack of surprise and delight once you’re there.

Diamond-quilted upholstery is as pleasant to sit on as it is to look at, crystal controls for iDrive, electric seats and stereo volume carefully stay on the tasteful side of ostentatious and there’s no shortage of space. We still have a few qualms regarding the intuitiveness of the iDrive information and entertainment system with some options buried in submenus, but nothing can detract entirely from the stunning digital displays.

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Paired with the wood-touch control panel, it’s a pleasure sifting through the various pretty screens which include new graphics specific to the M60. Along with technology and brave design, comfort and cruising definitely is the M60’s strength.

Near-silent running despite 22-inch wheels and performance tyres (you can have a 21-inch low-drag option), takes relaxation levels up a rung and the flagship iX is immensely compliant.

Throttle modulation has also been carefully developed but maximum ‘gas’ appears a little too early on in the travel – perhaps to try and create a sense of even more pace – while slowing down is also just as noteworthy.

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Under normal circumstances, regenerative braking seems almost nonexistent, but a clever adaptive system uses speed signs and traffic conditions to apply the power-saving technology in a more intelligent way. It’s one of many features owners will love realising, but we haven’t come to the best bit yet.

Power, as you might expect, is also part of the performance enhancements and if the M60 deserves an M badge, it’s here that it earns it. While all M models previously brought comprehensive upgrades to all areas, the defining feature traditionally lay at the heart with a significantly reworked engine, and the M60 is no exception.

As denoted by the X in its name, all versions of the iX are all-wheel drive, enabled by an electric motor on each axle. The rear unit however has undergone significant modification to liberate extra poke. Rather than permanent magnets, the M-specific motor is ‘current energised’ and requires no rare earth materials in the rotor construction.

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Not only does that mean the unit is more sustainably built, but it has six-phase operation powered by a double inverter, compared with the three-phase single inverter of the rest of the iX range.

Subsequently, efficiency is boosted to as much as 93 per cent with a power consumption of as little as 21.9kWh per 100km, while power density is significantly increased. Peak power rises to a mighty 455W and, with launch control activated, torque peaks at a massive 1100Nm.

It’s this unique fettling of the rear drive unit that imparts a true spirit of the M brand and the results are spectacular. BMW claims a zero-to-100km/h acceleration time of just 3.8 seconds and a limited top speed that increases to 250km/h – 50km/h faster than the xDrive50.

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Without track time, there was no opportunity to test the tantalising launch control mode that includes an intriguing ‘powershake’ function that pulsates the driver’s seat when primed. But there was still plenty of time to appreciate the M60’s monstrous performance. More impressive than off-the-mark acceleration is the iX’s ability to gain speed when on the run.

Instant is a word frequently used to describe EV punch, but the enhanced powertrain exemplifies the point. Each time the throttle is prodded the cabin is filled with noise but it’s not the sound of a 24-valve straight-six turning fossilised sea life into power, it’s a special soundtrack by composed Hans Zimmer.

Lesser variants also play the bizarrely likeable sound into the interior depending on the driving mode and manner but, once again, it’s a unique version for the M60.

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For an SUV that weighs about 2.5 tonnes, the way the M60 moves is a truly impressive accolade. But as I’m mulling over my notes later, I keep coming back to the same problem and whether a version of any BMW model deserves almost the highest order in company ranks simply because it’s faster.

In the end, the answer comes in a distant but vivid memory and a model almost as old as BMW’s deeply flawed 1602 experiment. Years ago, I was lucky enough to drive an example of the E12 M535i – arguably the grandfather of all M Performance (but not full M Power) cars and the pioneer of the path that now leads to the M60.

It didn’t have a bespoke M-Power engine like the M1 or M5 but it did have significantly improved power, a unique soundtrack, modified suspension and more aggressive looks. In many ways, therefore, the iX M60 has nailed exactly the same brief as the car that started it all.

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The counter argument to this is that composing an artificial sound for a vehicle that would otherwise make none, and synthesising vibrations from a piston engine that’s no longer under the bonnet serves not to advance the modern car but acknowledge and highlight what’s missing compared with more traditional M cars.

Either way, the iX M60 is not trying to masquerade as a full-blown M car and hoping no one notices it’s actually not. That infinitely harder job falls to the imminent XM when it weighs into the market later this year powered by the same V8 plug-in hybrid powertrain as the next-generation M5.

Instead, the latest version to join the iX family lays the final foundation ahead of the company’s first electric full-fat M car with performance that bridges a gap between regular variants and an altogether direction-affirming BMW M model.

UPDATE, May 25: Australian pricing for iX M60 confirmed

BMW has confirmed pricing for its most powerful electric vehicle yet, with 2023 iX M60 starting out at $222,900 before on-road costs.

The EV SUV will also include a five-year unlimited subscription to the Chargefox network, extended to the use of the company’s Ultra Rapid chargers.

Our original story has been updated to reflect the latest information available. You can also read our iX M60 review at the link below, and watch Dan Gardner’s review below that!

The story to here

January 5: 2022 BMW iX M60 local details revealed

BMW has announced its range-topping iX M60 SUV will be coming to Australia, having pulled the covers off the electric vehicle at the Consumer Electronics Show in Las Vegas.

In its standard mode, the iX M60 trim offers a significant power and torque jump over the xDrive50 which had first been announced as the top-of-the-range trim, now producing 397kW and 1015Nm – an increase of 12kW and 250Nm respectively.

However, the figures are taken up a further notch when in Sport Mode or while using launch control, surging to 455kW and 1100Nm in ten-second bursts to aid the SUV to a 0-100km/h sprint time of 3.8 seconds, some 0.8 seconds faster than the xDrive50.

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Higher power comes at a cost – retaining the xDrive50’s 112kWh lithium-ion battery pack, driving range on the WLTP cycle is reduced from a quoted 630 kilometres to 566 kilometres, although 200kW DC fast charging allows the battery to be charged from 10 to 80 per cent in roughly 35 minutes.

Performance capabilities aren’t the only extra additions for the iX M60, with the EV scoring extra equipment above lower iX trims in line with BMW’s “M” grading structure.

In the case of the M60, it is given performance credentials with sports brake calipers painted in dark blue, hiding behind 22-inch aerodynamic alloys wheels which are finished in Titanium Bronze.

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The SUV’s power and weight is kept under control by BMW’s air suspension system on the front and rear axles, tuned by the M department alongside the actuator-based wheel slip limitation system for the all-wheel-drive layout.

Inside the cabin, drivers are met with a hexagonal steering wheel, BMW’s curved 12.3-inch instrument display and the latest iDrive 8 infotainment system, taking the 14.9-inch touchscreen from lower iX variants.

A range of options will also be available locally including a Bowers & Wilkins Diamond Surround Sound System, BMW Laserlight, Comfort Access, Active Seat Ventilation for driver and front passenger and the Heat Comfort Package.

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BMW has confirmed pricing of the iX M60 will start from $222,900 before on-roads, with the iX xDrive50 Sport’s $169,900 price tag easily eclipsed.

Local deliveries will begin in the middle of 2022.

Mercedes-Benz is moving away from its traditional dealership model and instead investing in direct sales, say industry reports.

According to Automotive News Europe, Mercedes-Benz is looking to cut around 10 per cent of its 6500 global dealerships and roughly 15 to 20 per cent of those in its native Germany, freeing up cash for it to instead back a direct/agency sales model.

To that end, last year Mercedes began looking to sell around 25 of its European dealerships, which would result in the manufacturer securing around €1 billion (AU$1.5bn) of capital – while also reducing ongoing costs.

Rather than using traditional dealerships which are typically franchised and own the vehicles they’re selling – allowing for negotiation – the agency model involves the manufacturer taking ownership of the stock and selling it for a non-negotiable, fixed price.

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“We want to have more proximity to the customer and therefore have better control over pricing,” said Chief Financial Officer Harald Wilhelm, as reported by Automotive News Europe at the time.

“That’s why we are moving from the current dealer role.”

On top of its projection for 25 per cent of sales to come from online transactions by 2025, the German marque plans to transition to an agency model in 20 markets and reach 80 per cent of its sales volume through such means by the same point in time.

So far five markets – which includes India, Austria, South Africa, Sweden and Australia – have already been switched over to the agency model, with the details and timings of the remaining 15 as yet unconfirmed.

Mercedes moved its Australian dealerships to the agency model as of January 1 this year – however the transition has triggered legal action in the Federal Court with a trail due this coming August, as a group of 38 dealerships are seeking compensation claiming they signed the new agency agreement under duress.

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The upcoming court case in August could set a precedent for how Mercedes implements the agency model worldwide, having been criticised by the Australian Automotive Dealers Association for not acknowledging the work put in by its dealership network through compensation.

“We accept that Mercedes-Benz is perfectly entitled to change its business model, however, we do not accept the appropriation of hundreds of millions of dollars in value built up by the local industry over many years without the payment of compensation,” AADA CEO James Voortman said last year.

Mercedes-Benz defended its position, telling WhichCar in December it was adapting to survive in the industry.

“Mercedes-Benz Australia has developed Retail of the Future in consultation with our passenger car dealer network in response to changes in the industry, consumer behaviour and in the way new passenger vehicles are sold,” said a Mercedes-Benz spokesperson.

“At the heart of this transformation is our key focus to create a customer-centric experience that enhances the buying process by providing all customers with transparent, market driven pricing, more choice and greater convenience.”

In March, the Federal Government introduced tougher penalties for breaking the Franchising Code of Conduct, threatening corporations with fines of up to $10 million if they fall foul of the rules.

On the heels of its national launch, we pit the new 2022 Subaru WRX against the wildly popular and capable GR Yaris Rallye. Can it keep up?

Mist. It clings to the ferns that crowd the side of the road, thin vapours of it extending like slippery white fingers towards the centre line. It’s late autumn and everywhere else a weak morning sun shines. But not here. This is the Black Spur and there are sections on this treacherous stretch of tarmac that feel as though they’ve never been warmed by the sun. It’s precarious, slippery and more often than not, it’s raining.

Perfect conditions for a pair of rally-bred performance heroes, then…

I’m in the GR Yaris and it feels as though I’ve poked Toyota’s pint-sized homologation special in the eye with a hot stick. It’s angry, energised and, despite the changeable grip levels, it’s breathtakingly quick.

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A front-drive rival would struggle here. Understeer would sap your fun but the Toyota’s tricky front diff, clever all-wheel drive system and punchy 1.6-turbo are making short work of the Black Spur’s flurry of turns.

It’s certainly quicker than the new WRX. I glimpse the Subaru’s headlights as they scythe through the mist and realise it’s falling further and further behind. Not for the first time I wonder if something is amiss with the latest version of Subaru’s rally icon…

It’s been controversial from the off, this fifth-gen REX. See those black plastic wheelarch surrounds? Boy did they polarise the internet when Subaru revealed this new car last year. Never mind that the plastic is finished with a cool dimpled texture, like a golf ball, that Subaru says helps to tame turbulent air as it sweeps down the side of the car.

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Most people just thought the treatment was ugly. Throw in more more character lines than a Jackson Pollock and a rear end that’s 50 percent black plastic and the general consensus was the new WRX was a swing and a miss in the looks department.

Then we drove it for the first time and the question marks kept coming. Subaru has dialled back the iconic boxer burble so that even when you’re driving it hard, this new model doesn’t really sound like a WRX. And if you hop behind the wheel of the new WRX wagon, it doesn’t really drive like one either.

The wagon is 100kg heavier than the sedan, has skinner, efficiency focused tyres and a softer suspension tune so if you’re chasing a traditional WRX experience, it’s not the one to go for. Really, it’s a Levorg wearing a WRX badge.

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Which is why we’ve chosen a manual RS sedan for this test. Of all the models in the new WRX range, which is now bigger and more expensive than ever, it’s the most capable and performance focused.

And at $50,490 before on-roads, the mid-spec Subie also lines up nicely against the GR Yaris for price. We have the $54,500 GR Rallye on this test, but opt for the regular GR and it’s actually cheaper than the WRX at $49,500.

Now you might consider this a slightly odd comparison, given there’s a considerable size difference between this pair. The WRX is 675mm longer, 20mm wider and rides on a wheelbase that’s 115mm longer. It’s also a whopping 250kg heavier than the terrier-sized Yaris, which we’ll get to later…

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But here’s the problem. All of the WRX’s similarly sized price point rivals – a Golf GTI, Hyundai i30N or Skoda Octavia RS – are front-wheel-drive only. And a Golf R or Mercedes-AMG A35, which do offer all-wheel drive, are around $20K more than the WRX.

Casting a net to find an all-wheel-drive performance car for around $50K doesn’t yield as rich a catch as it once did. And anyway, we’d argue that when it comes to its rally-bred philosophy, the GR Yaris is the REX’s most logical rival.

They certainly look the part, parked on the side of the road and covered in grime. For all the controversy about its design, the Subaru is surprisingly convincing in the metal.

“Looks crap in pictures but great in person!” shouts once passerby, completely unbidden. I couldn’t agree more. It’s taut, well proportioned and aggressive without being over the top. I even like the dimpled plastic.

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If it’s visual drama you’re chasing, though, the GR is in a different league. Its flared guards, pinched haunches and minuscule overhangs channel the mental homologation specials of the ’80s. And its bespoke details – the carbon roof, pillar-less doors and plaque that reads “Developed for FIA World Rally Championship” – give it a feeling of uniqueness you don’t get with the Subaru.

The same can’t be said when you slip in inside, however. We’ve been over the shortcomings of the GR’s interior before so won’t kick it mercilessly here but let’s just say it’s…compromised.

The seats are set too high, there’s limited cabin storage, hard plastics abound and the twin back seats are cramped, dark and only have enough room for kids. Or adults you don’t like very much. The boot is minuscule, too, at 174L.

The Subaru’s interior is palatial in comparison. This new WRX is now built on Subaru’s global platform and isn’t only significantly bigger than the Yaris, but it’s the largest WRX ever. The good news is Subaru’s engineers haven’t squandered this newfound space: the cabin feels genuinely roomy.

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You sit lower than you do in the Toyota (although I still wish the driver’s seat could drop by another 20mm or so), the storage cubbies are more generous and the cabin ambience is considerably richer thanks to a greater use of soft-touch materials.

The rear seat is also big enough for adults thanks to plenty of knee- and toe-room, although taller passengers might brush their heads on the ceiling. And the WRX’s boot offers more than twice the load-lugging ability of the GR at 411 litres.

It’s a bloodbath in the Subie’s favour for interior tech, too. Like the Outback, the WRX uses Subaru’s 11.6-inch portrait style touchscreen and it’s excellent. Quick to respond and logically laid out, it makes the Toyota’s clumsy 7.0-inch system feel a generation behind. Both systems support wired Apple CarPlay and Android Auto, though neither offer wireless charging which is a shame.

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Equipment wise it’s mostly a level playing field that sees each car score and concede some points (the Yaris has a heated steering wheel and head-up display but misses out on the Subaru’s steering responsive headlights, for example) but while the WRX is by far the nicer place to spend extended periods of time, it does make a few missteps when it comes to safety.

Every WRX scores blind-spot monitoring and rear-cross traffic alert but manual cars aren’t fitted with Subaru’s desirable EyeSight active safety system. That means they miss out on potentially life-saving tech like Autonomous Emergency Braking, lane-keep assist, lane-departure warning/prevention and adaptive cruise control.

It’s a confounding omission that also plagues manual versions of the Subaru BRZ. One anecdotal explanation is it’s hard to engineer those systems to work with manual cars, but given the Yaris has AEB, adaptive cruise and lane-departure warning, that doesn’t hold water.

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Still, frustrating equipment compromises aside, the WRX’s cabin trounces the GR for everyday comfort and usability. And that same sense of quality and maturity continues in how the new WRX drives.

The seating position is more natural and lower to the ground than the hot seat in the Toyota. And the Subie’s extra wheelbase and wider track give it a more planted feel, which, on these slippery roads, breeds confidence.

Everything seems to carry a layer of teflon-coated polish that you don’t get in the GR. The steering is accurate and a natural speed, the ride on passive dampers is more compliant and controlled and the cabin is quieter thanks to less suspension and road noise intrusion.

The brakes are excellent, too, which hasn’t always been a WRX strength and they only add to your sense of confidence in tricky conditions. Dive deep into a corner, trail the brake to the apex and the front end points obediently as you feed in the throttle.

You can unstick the rear if you try really hard, and on dirt the WRX is a willing and sideways companion, but on tarmac benign understeer is the overriding chassis balance.

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I just wish the powertrain was more involving. Much excitement surrounded Subaru’s move to fit its larger capacity 2.4-litre turbo in the new WRX, with many hoping it’d make the car feel like a giant, turbocharged BRZ. That hasn’t really transpired. The new engine is effectively a revised version of the FA20 donk fitted to the old WRX but Subaru says it has made 56 revisions to the internals.

There are larger conrods, a different crank, overhauled valve timing and a new intercooler that’s similar to the unit in the old STi. Weight has been stripped out, too – Subaru claims this new engine is seven percent lighter than the old 2.0-litre.

Performance hasn’t increased in the way you might expect, however. Power is up 5kW to 202kW and torque remains unchanged at 350Nm, but where Subaru has found some gains is in how linear the boxer engine now feels. Not that you can really tell it’s a boxer anymore…Despite its quad exhausts the new WRX is disappointingly quiet, as though someone has pressed the mute button on a core component of the REX’s personality.

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The turbo three-pot in the GR is instantly more engaging. Even at low speed you can hear pronounced turbo flutter as you come off the throttle and at full noise, it’s properly exciting. There is some artificial enhancement going on, which won’t be to everyone’s taste, but after the Subaru’s subdued soundtrack the Yaris is a welcome assault on the senses.

It feels properly venomous, too. Both cars produce around 200kW on paper but the huge weight difference between them (1516kg for the WRX plays 1280kg for the GR Yaris) means the Toyota is considerably more urgent. Its power-to-weight ratio of 156kW/tonne smashes the Subie’s 133kW and you have more revs to play with, too.

Where it’s easy to nudge the WRX’s 6000rpm redline, the GR doesn’t hit the rev cut until 7400rpm and you’re rewarded with a feral buzz as it rushes through the top of the rev range.

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The rest of the controls are more involving, too. The steering (2.1 turns lock-to-lock) is heavier and more quick witted, the gearbox throw is shorter and you don’t have to move your hand as far away from the wheel.

Everything feels closer, more intense, and more manic in the GR. Hustle it up a challenging section of road and its firmer, more rigidly mounted suspension bounces, skips and jostles. Your body bumps into the seat bolsters and you often find yourself waiting for the car to settle before you can properly lean into the throttle. There are some visibility issues to contend with, too.

Try to peer through a left-hand turn and your eyeline is impeded by the rear-view mirror which forces you to hunch and twist, which isn’t ideal at high speed.

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The Toyota runs grippier Michelin Pilot Sport 4S rubber compared to the Subaru’s Dunlop Sport Maxx GT, and the Yaris’s level of adhesion, and pace, is ultimately higher. But in these precarious conditions there’s also a degree of separation from the front axle you don’t have in the Subaru.

Understanding how hard to commit into a corner can be something of a guessing game and if you get it wrong, the GR certainly feels more knife edged than the WRX. Blame its shorter wheelbase, narrower track and higher seating position but where you can have a slide and recover in the WRX, breaking traction on wet roads in the Toyota can be properly panic inducing.

Get it right, however, and the GR is easily the quicker and more rewarding car to drive fast. Its all-wheel-drive system feels more advanced and performance orientated (you can alter the torque split by cycling through the drive modes) and the way you can use the front diff to tighten your line as you rocket out of corners is seriously addictive.

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It’s certainly the faster and more athletic of this pair but does that make the GR Yaris the better performance all-rounder for $50K? It’s a question that’s caused me some discomfort as I’ve mulled it over in the days since our test. When the photographer asked us to shoot some ‘dynamic cornering’ I found myself favouring the Yaris. But when the time came for the three-hour drive home, I couldn’t grab the Subie’s key quick enough.

Ultimately it’ll come down to what you prioritise: personality or practicality. The Yaris is a fighty, shouty, hyperactive little unit. If you invited it to a party it’d arrive late, drink all the booze, try to snog your mum and then throw your TV in the pool. It’s exciting, boisterous and, at times, annoyingly tiresome. Weirdly the Toyota delivers an experience similar to the one that attracted so many of us to the WRX 25 years ago.

Today’s WRX has mellowed. You get the sense its partying days are almost behind it and it’d now prefer a glass of good red. And if you bought a WRX back in the ’90s or early ’00s, you might feel exactly the same way. Just like its core demographic, Subie’s icon has matured. It’s still just as capable but it’s also a little more reserved and a touch softer around the middle.

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It’s a shame Subaru won’t make an STI version this time around because this new WRX feels a solid base from which to build something properly enticing. The WRX legend was forged on it being a giant slayer but in its current guise, it feels like there’s potential being left on the table.

The flip side, however, is you can easily mount a convincing case that this newfound maturity makes this the best WRX ever. It’s quicker, more refined and more luxurious than ever. And if it’s going to be your daily driver, or you need a car with rear seats you can actually use, it’s the clear pick of this duo. But here’s the rub.

There’s a hoard of other $50K performance cars that offer all of that and are either more polished or more exciting to drive. Yes, you lose the performance benefits of all-wheel drive, but a Golf GTI, Hyundai i30 N and Civic Type R all provide a compellingly rounded experience. Which makes excitement the ultimate yardstick in this test. And on that front, the imperfect Toyota is the winner.

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SCORING

2022 SUBARU WRX: 7.5/10

2022 TOYOTA GR YARIS RALLYE: 8.0/10

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2022 Subaru WRX and 2022 Toyota GR Yaris Rallye specifications

UPDATE, May 24: After a time-constrained launch event, Alex Inwood has now had a chance to spend more time with the new 2022 Subaru WRX. We’ve added his full video review to this story now.

The story to here

May 13, 2022: Twenty years ago, if you wanted a fast and affordable performance car with five seats and all-wheel drive, your choice was simple: buy a Subaru WRX or a Mitsubishi Evo.

Fast forward to the present, however, and things have changed. The Evo is no more (that one still stings, doesn’t it?) and the WRX has been swamped by a hoard of hugely capable front- and all-wheel-drive hatches that are quicker, quieter and more comfortable.

Valiantly, Subaru rallied and the WRX’s recipe was refined and improved, but its icon status had started to wane. It felt more like a visceral throwback than the pioneer it once was, and against tech-infused rivals with slicker interiors and ‘Drift Modes’, you got the sense it was half a step behind.

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Now, though, we have an all-new Subaru WRX and the headlines are promising. It now rides on Subaru’s stiffer and sharper Subaru Global Platform, the 2.4-litre turbo engine has been overhauled, the cabin is more luxurious and fitted with a large portrait touchscreen and, perhaps most excitingly, buyers once again have the choice of two body styles: a sedan and a wagon.

There’s also a fresh injection of tech with adaptive dampers available on some models and a high level of active safety gear, providing you choose the right variant (more on this later).

The question is, has it worked? Has the WRX once again leapt, sideways, to the top of the affordable performance car segment? Or is it still an old stager for rusted-on Subie fans?

To find out, we drove the WRX range across some of the Victorian high country’s most challenging roads. And the answer, as you’ll soon discover, depends entirely on which WRX you go for…

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Pricing and features

The previous WRX might have felt old and rough around the edges, but with a starting price of under $40K, at least it was cheap. This new-gen WRX ups the ante price-wise, with the range now kicking off at $44,990 for the entry-level manual sedan and topping out at $57,990 for the flagship tS Sportwagon. Happily the quality of the cabin and the level of standard equipment have also increased accordingly.

The cabin now feels more upmarket thanks to higher quality materials, well-bolstered sports seats and the inclusion of a large 11.6-inch central touchscreen.

The screen itself is a highlight. Like the new Subaru Outback, it’s arranged in a portrait orientation and the resolution, graphics and functionality are all excellent. It supports wired Apple CarPlay and Android Auto, although many rivals now boast wireless connectivity and wireless phone charging, which the WRX doesn’t offer.

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Happily, unlike many of its rivals, Subaru has resisted the urge to bury key functions within the touchscreen’s menu. Even with your phone integrated, the WRX retains a small strip for the HVAC settings and there are physical buttons for the temperature controls.

There are a few minor annoyances, like having to go through a two-step process to change your seat heaters or switch on the air recirculation, but overall the user interface is a WRX strength.

Standard equipment levels are also reasonably generous. Every WRX scores 18-inch wheels, self-levelling and steering-responsive LED headlights, dual-zone climate control, blind-spot monitoring, rear cross-traffic alert and a tyre pressure monitoring system.

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Moving up through the model range adds desirable features like electrically adjustable and heated seats, sat-nav, an electric sunroof and a more powerful Harman Kardon sound system, but there are some notable omissions on some models that need pointing out.

The first concerns safety. Like the Subaru BRZ, manual versions of the WRX are not fitted with Subaru’s EyeSight active safety system that bundles together potentially life-saving tech like Autonomous Emergency Braking, lane-keep assist, lane-departure warning/prevention and adaptive cruise control.

ANCAP is yet to deliver a crash rating for the new WRX and it’s unclear if manual and automatic versions will be given different ratings.

Manual versions also miss out on the desirable adaptive dampers and multiple drive modes that are fitted to top-spec tS variants, which are auto-only. And weirdly, manual cars also lack rear air vents – often a ‘must have’ inclusion for buyers with kids. You also can’t get a WRX wagon with a manual gearbox, which is a shame.

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“So what?” you might be thinking, “Just buy the WRX with an auto gearbox”. The problem is many WRX owners prefer a stick shift (Subaru expects 40 percent of buyers to go for the six-speed manual) and as we’ll soon discover, the manual sedan is the pick of the bunch when it comes to driving dynamics if you’re seeking a traditional WRX experience.

Still, specification curiosities aside, the new WRX does represent decent value when compared with key rivals. A Golf GTI, for example, is around $10K more while the Golf R – a more logical rival given it’s also AWD – is up to $20K more depending on spec.

A Hyundai i30 N is roughly the same price as the WRX but is only available in front-wheel drive, and Toyota’s GR Yaris – which is arguably the WRX’s purest rival in terms of its rally-bred philosophy – starts at $50K for the entry level car and $55K for the GR Rallye.

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Comfort and space

Comfort and practicality have long been a part of the WRX’s core appeal and that mostly continues with this new generation. Now longer, wider and lower than before, the WRX sedan also rolls on a wheelbase stretched by 25mm. The cabin feels roomy and the driving position is also nicely judged, for the most part at least, thanks to a large amount of reach and tilt adjustment from the steering wheel.

I found myself wishing the driver’s seat went a smidge lower, but at least the pedal placement foibles that plagued manual versions of the old WRX have been addressed. Manual cars now score pedals that are decently placed for some heel-and-toe action.

The front seats are nicely bolstered and comfortable but entry-level versions of the WRX have to make do with manual adjustment and cloth upholstery. Mid-spec variants gain electric adjustment, heating and suede accents, while top-spec tS models sport leather-accented upholstery.

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Rear passengers are nicely looked after, too, thanks to a decent amount of knee- and toe-room, twin USB-A ports and a centre arm rest with two cupholders. And automatic versions gain twin rear air vents.

It’s certainly a roomier car than most of its rivals, but fitting three adults across the rear bench might be a tight fit in the WRX. The transmission tunnel is pronounced and the shoulder bolstering is quite aggressive on the outboard seats, which pushes you towards the centre of the car.

A lack of headroom is another concern in the sedan. I’m 6ft-2in and my head brushes the ceiling, which would start to get on my nerves.

It’s a different story in the back of the wagon. Its longer roofline means headroom is excellent for adults in the second row and you also gain a useful bump in load-lugging capability. The 2022 WRX sedan’s boot offers 414 litres of luggage capacity but that grows to 494L in the wagon. The wagon’s boot also scores a light, bag hooks, tie-down points and a retractible luggage blind.

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On the road

The Victorian high country is WRX county.

Full of sinuous stretches of tarmac that twist and dive as they snake their way towards Mount Buller, they’re the kind of roads that require grip, composure and confidence to fully exploit what they have on offer. Like I said, WRX country.

What I wasn’t expecting, however, is how different this new WRX feels from variant to variant and body style to body style…

I start in a manual RS sedan and my first impression is one of polish and refinement. The clutch action is light, the steering is quick witted and direct and road noise is mostly relegated to a background hum. But the soundtrack from the engine is concerningly mute.

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Every version in the new WRX range runs the same 2.4-litre turbocharged four-cylinder donk and while it’s largely the same unit found in the old WRX, Subaru’s boffins have made some significant changes.

There are larger conrods, a different crankshaft, revised valve timing and a new intercooler to go with a reduction in weight. Subaru says the WRX’s engine is now seven percent lighter than before.

Combine all this and the result is a mild boost in power from 197kW to 202kW (torque remains unchanged at 350Nm), but the biggest gain is in how linear the power delivery feels. The 2.4L unit revs cleanly to redline with no discernible tapering of the torque curve so it’s worth wringing out to 6000rpm.

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It feels brisk rather than fast (Subaru indicated manual versions should hit 0-100km/h in 6.0 seconds flat, while the auto is around 6.1sec) but at least the soundtrack improves with speed thanks to a very subtle boxer backing track. Mostly, though, it’s whining induction noise that dominates.

At least the chassis feels more traditional WRX. The ride on passive dampers is a touch terse at low speed, but the trade off is excellent body control and stability, even on really choppy surfaces.

Subaru’s Global Platform delivers an improvement in torsional rigidity and centre of gravity, and the new WRX does feel decidedly more eager and stable when driven hard.

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The steering, which is quicker than before, is also a highlight. It’s immediate off centre, weighs up progressively as your speed builds and it’s unwaveringingly accurate. Sedan versions run 245/40 R18 Dunlop Sport Maxx GT rubber and the front axle dives into corners with surprising eagerness. Just don’t count on much in the way of playfulness from the rear end. Ultimate grip is the overriding dynamic takeaway.

The brakes are also excellent. Strong and virtually fade free, they offer easy modulation and impressive stopping power. It gives you the confidence to dive deeper and deeper into turns and you can also trail brake heavily into the apex with no fear of unsticking the rear end.

As for the manual shift? It’s okay. The ‘box itself is the same unit as the old WRX but the gears have been machined differently to reduce noise and improve the shift feel. It’s certainly not a weakness, but nor is the gearbox a tactile delight that delivers precise, mechanical-feeling shifts.

Jumping into a tS sedan provides an interesting comparison. tS versions are automatic only and gain adaptive dampers with multiple drive modes. The CVT gearbox is interesting. Subaru calls it a Sport Lineartronic and claims it will transform enthusiasts’ opinions of CVTs which are often derided for being noisy, laggy and delivering a ‘rubber band’ effect where engine and road speeds feel out of sync.

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The WRX’s auto ’box offers eight artificially-stepped gears, and it is surprisingly effective. It’s smooth and unobtrusive around town but also encouragingly quick and decisive during hard driving.

Flick the shifter into manual mode and start to play with the shift paddles behind the steering wheel and the CVT does a decent impersonation of a conventional torque-converter automatic. It still slurs slightly between ratios and downshifts are occasionally denied, but it’s easily the best CVT I’ve ever driven.

tS variants also gain three-way adaptive dampers and multiple drive modes and the result is a broader dynamic envelope. Keep the dampers in their Normal setting and the ride quality is similar to cars running the passive dampers, but switch them to Comfort and you gain a pleasing degree of compliance.

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Flicking them the other way into Sport arguably firms things up too much, especially on broken Aussie backroads, but it’s a useful setting for tracking driving.

And happily the WRX also features an individual mode that allows drivers to separate the settings for the powertrain, steering, suspension and all-wheel-drive system. Across the high country’s bumpy, treed-in sections I found keeping the engine in Sport# mode but dialling the steering and dampers back to Normal delivered the best results.

Again, the tS majors on grip and accuracy but unfortunately the sedan’s ability and confidence doesn’t translate to the WRX wagon. In fact, jumping into the entry-level wagon delivers an eye-opening difference. Wagon variants are around 100kg heavier and roll on skinnier 225/45 R18 Yokohama BluEarth GT rubber.

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They might sound like minor differences on paper but in the real world, it means the wagon feels like a different car altogether. Gone is the sedan’s assertive front end, with the wagon instead feeling comparably vague and slow-witted. There’s noticeably more body roll, too, courtesy of softer spring and damper rates that give the wagon more of a family focus.

The positive is the wagon’s ride is appreciably more compliant around town, and kudos to Subaru for giving buyers the option of a softer chassis tune, but it also means it’s not as capable or as enjoyable on a twisty road. It struggles to contain its mass through fast changes of direction and the dampers often require a second stroke to get things back under control, which robs your confidence.

Things might be better in wagons equipped with adaptive dampers (we didn’t get to drive one on challenging roads) but if you value sharp dynamics from your sporty wagon, the base WRX Sportwagon is one to avoid.

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VERDICT

So has the WRX leapt to the front of the ‘bang for your buck’ performance car crowd? Sadly for Subaru, no, it hasn’t. The new WRX is a smarter, quicker and more capable car than the model it replaces but its strange spec anomalies and the dynamic difference between the sedan and wagon mean it makes a few false steps.

And in a segment full of rivals that are more exciting (Hyundai i30 N), more polished (VW Golf GTI) and more capable (Honda Civic Type R), that’s a hard position to bounce back from.

Don’t get me wrong, there’s a lot to like about the new WRX. It’s certainly more polished and mature than any WRX that’s come before it and if you’re looking for a roomy and comfortable daily driver (providing you opt for the adaptive dampers) that also has a sporty side, then this new model will certainly appeal.

But if you’re chasing a performance-forward experience that harks back to the visceral WRX versions of yore, you might be disappointed. Subaru’s rally icon has grown up but, given it now represents the pinnacle of the WRX range as there won’t be a faster or more exciting STI version, it’s also lost a little of its magic.

2022 Subaru WRX specifications