Tesla is recalling almost 3000 examples of its Model 3 vehicle in Australia due to a fault with its Track Mode.

The issue affects 2799 cars covering model years 2018 to 2022.

Due to a software issue, when operated in Track Mode, the vehicle does not display the speed correctly. As a result, the driver may not adequately be able to determine the speed of the vehicle which could lead to them having an accident.

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Tesla owners will receive a notification on their cars that an over-the-air update, which will provide a measurement of speed whilst in Track Mode, can be downloaded and installed.

A list of VINs for the affected vehicles is available here.

The AMG Performance Studio is tucked away in an anonymous building deep within the brand’s all-white Affalterbach complex. Segmented to demand by moving dividers and more black curtains than dangling from the entrance to hell, this sparsely lit facility is split into a large viewing area complete with turntable and a lounge section with enough room for a couple of cars.

We are being met by Michael Gleinser, who could be described as salesman to an elite group of customers, except that he is more of a diplomatic and mediating allocator of very special motor cars that are in notoriously short supply.

Examples include every single Black Series model AMG ever built, and the limited-edition AMG One that competes in an impossibly elusive segment the Mercedes power brokers will for various reasons never, ever target again.

First unveiled at the Frankfurt show in 2017 as AMG Project One, the mission of the marque’s second hypercar after the stillborn C112 buried in 1992 and the 1998 AMG GLK GTR built by Lola was to create the closest thing to a street-legal Formula 1 racer.

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In cooperation with Multimatic Special Vehicle Operations, a Canadian R&D think tank with a UK assembly satellite, the former AMG CEO and subsequent head of Aston Martin, Tobias Moers, set out to transfer the fascination relayed by the championship-winning race car to a small batch of ultra-high-end sportscars.

In retrospect, Moers, Ola Källenius who oversaw AMG at the time, and the Mercedes top management must have regretted this step more than once, but with the brand’s reputation, a substantial up-front investment and 275 potentially miffed customers at stake, pulling out was not an option. AMG therefore swallowed the pill and paid dearly for the most long-winded gestation process in corporate history.

Even now, in March 2022, almost five years after the initial announcement, the vehicle on display is not yet the final item. Early real-world high-speed tests made it clear that the aero pack still needed more work, which includes for example the more extreme front bumper and the steeper-angled active rear spoiler.

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These last-minute anti-lift, pro-downforce measures glaze only the tip of a huge headache iceberg that materialised weeks after the project was kicked off. Detuning the small 1.6-litre V6 that needs 14 specialist F1 mechanics to prepare the short roll-out from garage to pit lane was no mean feat to start with.

Bringing the redline from 14,000rpm down to 11,000rpm was easy, but reducing the 4000rpm idle speed to a CO2-compatible level was not. In production trim, the One must therefore carry 16 heating elements at 1kW each spread over its fat catalytic converters.

To comply with legislation, every cold start manoeuvre is therefore a test of patience, especially in winter. Alternatively, instant take-off is possible in eDrive, but only if the batteries are charged, and only for 16km at the most.

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Despite the relatively subtle silver-over-grey livery with Petronas Green accents, the One does look like a potential troublemaker and road rage purveyor even in concept car guise.

The marginal ground clearance and the matching ramp angle shout ‘caution!’ while the precious magnesium rims stick out like raw diamonds waiting to be cut by angry kerbs, the longitudinal rear fin and wingwork reduce the rear visibility to nil, and the brutally vulnerable overhangs need a crunch-protection guide drone to survive in dense traffic.

On the track, the driver may be able to cope with such extremes. But on the open road? In town? On crumpled B-roads? Through towering toll gates? Over speed bumps? You get used to it, claims our friendly Personal Liaison Manager, even though he has yet to sample his latest pet object of desire, envy and, probably, hate.

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Time for the first fitting. Opening the heron-wing driver door thankfully removes part of the roof and the entire sill, thereby creating an aperture large enough even for a big and tall person.

While the Aston Valkyrie is so tight a fit it almost hurts, the One is at least roomy enough for the head to remain on top of the shoulders, the legs to sort themselves out in the shallow but long enough charcoal cellar, and the arms to clear all interfering panels when making contact with the neo-quartic steering wheel.

One sits two inches above the tarmac in a sufficiently wide fixed leather-trimmed bucket that won’t squeeze the kidneys out of the torso, thank you very much, but the lower limbs may at first struggle with the pedal box, which can be pushed forward by pulling a lever next to the crown jewels.

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The steering column pulls out and moves up or down with due generosity, so yes, we could actually, eventually become friends, the ultimate starship and its wannabe owner.

The sparse cockpit is equipped with two rectangular displays, one for speed, revs, gear position and lap times, the other for sat-nav, energy flow and infotainment. The dominating element is nonetheless the oddly shaped steering wheel that shares its fingertip control pads with the current E-Class as though some kind of peace-making gesture.

New additions to the rim are four prominent yellow, red, green and blue drive mode buttons as well as a row of LED rpm indicators, plus the manual mode activator, the ESP Off button and the eight-step traction control thumbwheel. The starter knob sits on the centre console right above the secondary switchgear.

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Also on board is the latest version of MBUX, but the voice control feedback may drown in a decibel tsunami when the engine is running on full song. Even though air-conditioning is standard, the anti-perspiration effect generated by the two small centre outlets won’t match the cooling power of an S-Class system.

The low-slung cabin is clad in a tasteful mix of leather and Alcantara, complemented by various carbonfibre details – shiny or matte, no extra charge – that hammer home the car’s motor racing roots.

What about extras, personalisation, special requests, Herr Gleisner? “The most popular option is the Motorsport Styling Pack priced at €85K plus tax. It offers a choice of three different bespoke F1-inspired liveries boasting unique star patterns, colour schemes and authentic F1-quality paint. Matching these outfits are lightweight magnesium wheels at €41.5K per set.”

Converted to Australian dollars, these options are $126K and $61K respectively!

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AMG will spray any of five standard colours free of charge, but the matte Magno finish costs €11,354 (AU$16,900) – plus tax – extra. The official price list shows only five more items: winter tyres on special wheels at €19.5K (AU$29K) per shot, four slicks on bespoke alloys for €27.5K (AU$41K) net, an indoor car cover, six-point harness, special number plate holders and no AMG logo on the nasal air intake.

Included in the purchase price are the mandatory front axle lift, knee bolsters, window bags and front airbags as well as parking aids and an extensive multi-step introduction and familiarisation session complete with driving instructor prior to the first track-day outing.

If you dislike the all-black interior, the duo-tone hide upholstery with contrasting stitching is a brighter alternative at €28.5K (AU$42K). Michael Gleisner refuses to quote the exact price for a paint-to-sample finish, but he confirms that any historic Mercedes colour, Maybach hue and Magno shade is readily available.

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“We will even spray the car Ferrari red, but hurt pride would inflict a still to be determined disloyalty payment.”

Sounds like a joke yet isn’t. “What is your colour preference, sir?” Sir does not mind the black interior, but a friendly pastel blue exterior from the 1960s would make a nice contrast to all the go-faster reds, yellows and silvers, wouldn’t it?

“Absolutely. You may be interested that we also offer an exact replica of the historic gunmetal shade to which the silver arrows owe their name.”

Names of the confirmed future owners are of course top secret, but it is common knowledge that racing drivers like Hamilton, Rosberg and Coulthard are on the list. Niki Lauda on the other hand has passed away since placing an order, quite a few oligarchs are bound to cancel due to the war, and since not every start-up hero will pull through either, AMG is constantly updating the relatively long list of second-chance candidates.

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The first customer car is now due to be delivered in August, which suggests that all 275 units should arrive at their homes by the end of 2024. Since early cars are being advertised at up to €1.5m (AU$2.2m) above list, Mercedes has imposed a minimum keep period along with heavy infringement fines.

Every customer must travel to Affalterbach to go through the configuration process, sign the contract and pick up the finished vehicle. In mid-May, the first lucky few will be invited to Madrid Jarama for a three-day event that includes a ride in the car, an extensive tech briefing pus drives in the new SL and AMG GT63 S E-Performance.

What kind of hypercar exactly is the AMG One? Carbonfibre is quite obviously the material of choice, which was mandatory to reach the alleged target weight of 1250kg.

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The combined power output is said to be 786kW. It is generated by the single-turbo small displacement V6 in conjunction with four e-motors redlined at 50,000rpm: two 122kW units drive the front wheels, a third 122kW module grabs the crankshaft via a micro gear assembly, and finally there is a zero-lag 91kW electric whip integrated into the turbocharger housing.

Three of the four motors can switch freely between propulsion and regeneration. If you consider this arrangement to be super complicated, check out the three separate electrical orbits that will take you to an even higher level of complexity. In addition to the indispensable 12V circuit, the One also relies on 48V assistance to pre-heat the catalysts as well as an 800V system to feed the batteries.

Five driving programmes are reportedly labelled eDrive, Hybrid, Sport, Race and STRAT2. The latter equals the hyper mode reserved for the third and final F1 qualifying session when the driver can for one lap or two summon extra power and grunt.

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While the front wheels are battery-driven on demand, torque is channelled to the rear wheels by an automated eight-speed dual-clutch transmission courtesy of X-Trac. Together, the two drive modules are claimed to introduce a more advanced level of faster, more precise and more dynamic torque vectoring.

According to a test driver, the pneumatic valve springs start cackling above 8500rpm, the spur gears begin to sound like sewing machines on steroids, and the timing chains hum, buzz and drone eerily close to the firewall.

“This car is not so much about the 0-100km/h acceleration time,” states our friend from sales and marketing.

“Instead, its prime strength is the virtually unrivalled dynamic supremacy throughout the entire speed and rev range, both on and off-circuit.”

Be that as it may, the rumoured 2.5sec 0-100km/h sprint time is not to be scoffed at, the unofficial 5.9sec for the 0-200km/h run is even more mind-boggling, and the top speed of over 354km/h leaves the Bugatti Chiron Super Sport as the only old world rival and the Rimac Nevera as the chief new world contender.

Mercedes-AMG has teamed up with American musician will.i.am to combine elements of the SLS and G-Class into the GT 4-Door Coupé.

Set for reveal in Miami, Florida, during this weekend’s Formula 1 Grand Prix in the United States, the concept vehicle – titled ‘WILL.I.AMG’ – was modified with the assistance of world-famous custom car shop West Coast Customs.

It blends the front-end of a G-Class with the body of an AMG GT 4-Door Coupé, along with a pair of long, rear-mounted suicide doors similar to the Rolls-Royce Wraith.

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The collaboration between Mercedes-AMG and will.i.am (or William Adams) commenced in September 2021, assisting disadvantaged communities in accessing arts, science, engineering, technology and maths education to ensure students are “equipped with the skills required for future-focused jobs and to invent new technologies.”

A set of circular headlights are joined by the brand’s three-pointed star, which has been repurposed to become the mouth of a bear-like face.

The ‘bear witness’ symbol is included to promote a range of limited-edition apparel and accessories available at the Mercedes-AMG Experience Centre in Miami and online.

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A six-part documentary covering the build, titled ‘Drive’, will be showcased during the 2022 Cannes Film Festival.

Will.i.am, who rose to fame as a member of the Black Eyed Peas, said the Mercedes brand is a “symbol of progress and advancing out of struggle.”

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“I grew up in a ghetto. I grew up with hip hop. I watched legendary hip hop artist rap about Mercedes, so it was always a dream to own a Mercedes,” he said.

“Now I’ve reached my goal and pushed even higher by re-imagining and creating my own vision of an AMG model.”

Mercedes-AMG has not announced what engine sits underneath the bonnet, with the GT 4-Door Coupé available with a 270kW/500Nm turbocharged inline-six in GT 43 guise or a 470kW/900Nm bi-turbo V8 in the flagship GT 63.

Let’s start with the bad news. Even if you order a new Toyota RAV4 immediately after reading this review, it’s likely you’ll be waiting around 12 months to receive your new SUV. Blame unprecedented demand and restricted supply due to COVID and a shortage of semiconductors. But there is a silver lining…

The RAV4 that will eventually hit your driveway has recently been improved, with Toyota treating the entire range to some minor but worthwhile updates. And the model we’re testing here is brand new. Dubbed the XSE, it’s a fresh mid-spec variant that offers some desirable equipment and powertrain upgrades for a sticker price that starts at $42,825 before on-road costs.

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Plus, this perfect storm of supply chain chaos can’t last forever (here’s hoping, anyway), so there’s every chance you’ll be able to get your hands on a RAV4 much sooner if you’re reading this in the future.

But for now, the key questions are: should you join the queue and wait for a new RAV4? Or would you be better off opting for a rival like the Kia Sportage or Mazda CX-5, the latter of which has also been recently updated and has no supply issues.

And is the XSE variant a worthy addition to the RAV4 range, or should you go for another variant? Let’s find out.

Pricing and Features

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With little fanfare, Toyota treated the RAV4 range to a light update at the end of 2021. Prices were tweaked (the base GX variant actually went down, which is a rarity in the current climate) and the sought-after hybrid models received a subtle facelift with new projector LED headlights and the addition of LED foglights.

Toyota also added a sprinkling of extra equipment for each variant (read our story here for full details) but the headline news was the introduction of this XSE variant.

The rest of the XSE package strikes a sweet balance between value and desirable upgrades

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Slotting into the middle of the RAV4 range between the GXL and Cruiser, the XSE starts at $42,825 plus on-road costs. It’s only available with a hybrid powertrain, which combines a 2.5-litre four-cylinder petrol engine with a small battery and electric motor, but buyers can choose between front- or all-wheel drive.

Opting for AWD commands a $3000 premium and, as we’ll get to a little later on, it could be a worthy investment depending on how you plan to use your RAV4.

The rest of the XSE package strikes a sweet balance between value and desirable upgrades. Black exterior detailing is used to set it apart from the GXL below, with black accents found on the front and rear bumpers, wheelarch surrounds and mirrors. The 18-inch alloy wheels are finished in gloss black, too, and there’s also a black roof that looks especially sharp when paired with our text car’s Silver Sky paintwork.

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Inside, XSE variants are decked out with ‘Softex’ upholstery (GX and GLX make do with cloth seats) which does a decent job of imitating leather while also feeling hard-wearing and easy to wipe down should the kids spill anything on the seats. Other extras include 10-way electric driver’s seat adjustment, ambient lighting, an electric tailgate, and two-stage heated front seats.

All of this builds on an already comprehensive list of standard equipment that features an 8.0-inch central touchscreen with wired Apple CarPlay/Android Auto, five USB ports, a digital instrument cluster and a wireless phone charger.

Toyota’s ‘Safety Sense’ system is also standard and bundles together adaptive cruise control, auto emergency braking, lane departure warning, lane following, auto high-beam and road sign recognition.

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In fact, the XSE is so well equipped it has us questioning the value of more expensive RAV4 variants. The only goodies the XSE really misses out on are larger 19-inch wheels, a panoramic sunroof, ventilated front seats and an audio system with nine speakers instead of six.

Comfort and Space

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Slip inside the XSE and you can instantly understand why the RAV4 is so popular. The cabin design is distinctive but doesn’t forgo practicality or ergonomics in the pursuit of funkiness. Everything falls easily to hand and most of the touchpoints are trimmed with tactile rubber inserts. It’s ergonomically sound, too, with chunky rubber dials for the air-con and audio controls. Thank you, Toyota, for not burying these inside the central screen.

The front seats are comfortable, vision out is excellent and there’s decent storage with massive central cup holders, a decent central bin, a useful shelf above the glovebox and medium-sized door pockets. Quality is a mixed bag, though, and hard plastics do abound but they feel more hard-wearing than cheap and nasty, as though they’re ready to cop the use and abuse of families.

Slip inside the XSE and you can instantly understand why the RAV is so popular

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The back seat is primed for kiddie use thanks to rear air vents, 2 x USB ports and an ISOFIX anchor point on each of the outboard seats. Again there’s a strong sense of space. Three adults could easily sit shoulder-to-shoulder (the transmission tunnel isn’t intrusive) and there’s ample headroom, even for six-footers, thanks to a low-set seat base. The backrest angle is also adjustable but the downside of such a low-set seat is that kids may feel a little hemmed in.

Better news is you’ll have no trouble carting about prams, bikes or boards because the RAV4 has one of the largest boots of any mid-size SUV. Drop the two-stage boot floor into its lower position and you have 580 litres of volume to play with, as well as a parcel shelf, four tie-down points and a light. A space-saver spare sits under the floor.

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So it’s roomy, comfortable and rammed with useful equipment but there is one place where the RAV4 is starting to show its age: the infotainment system. Every RAV4 is equipped with an 8.0-inch central touchscreen and many competitors are now offering larger screens that are more intuitive to use and offer better graphics. Toyota’s system isn’t dreadful, and Apple CarPlay/Android Auto allow you to sidestep the proprietary sat-nav, but it does feel a step behind rivals like the Hyundai Tucson, Kia Sportage and new-gen Mitsubishi Outlander.

On the Road

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Here’s something I wasn’t expecting to say about a family SUV: the steering of the RAV4 is a highlight. Drive most contenders in this segment and the steering is overly light and distant but in the XSE it’s immediate off centre, weights up progressively as you put more load into the car and it’s surprisingly accurate. It even gives you a decent idea of what the road surface is like and how grip is building, or disappearing, through corners. Nice.

The performance on offer is equally surprising. Toyota quotes 160kW/221Nm as the official outputs, but that torque figure doesn’t include the electric motor so the XSE feels punchier than its on-paper numbers suggest.

It is usefully immediate in low-speed situations too, with the electric motor reacting quicker than a conventional petrol or diesel unit. Step-off is quick and clean, although the handover from EV propulsion to the combustion engine can be a little clunky and the 2.5-litre ICE unit can also sound a touch gruff when it wakes up. It verges on downright noisy when you really ask a lot from it and the soundtrack is occasionally odd when the noise from the powertrain and CVT auto seem out of step with your throttle inputs and road speed.

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No complaints about the performance, though. Overtaking is a doddle and we haven’t even mentioned the efficiency benefits. Officially Toyota says the XSE drinks 4.7L/100km and we got close to that during our time with the car, averaging 5.5L/100km even with extended stints of spirited driving. That’s impressive for a family SUV and a clear RAV4 strength. It’s staggering that rivals like Mazda, Kia, Hyundai and Subaru don’t offer a proper hybrid option in this segment.

Also better than the class average is how the RAV4 behaves on a windy road. This is a family SUV so there is some body roll when you lean on the chassis but the damping is nicely judged and the ride strikes a sweet balance between comfort and control.

Better than the class average is how the RAV4 behaves on a windy road … the damping is nicely judged and the ride strikes a sweet balance between comfort and control

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The only real weaknesses worth mentioning are that the cabin can get a little rowdy on coarse chip roads due to noticeable road and tyre noise. And the front axle can also be easily overwhelmed in front-drive models. Gun it out of a junction with some lock on and the tyres squeal and you’ll get a tug of torque steer, which could sway some buyers towards the all-wheel-drive version.

Another reason to spend the extra $3000 on AWD is towing capacity, which jumps from 480kg braked in the front-drive model to 1500kg.

Ownership

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It’s a Toyota, so it should go forever, but just in case it doesn’t you have the security of a five-year/unlimited-kilometre warranty to rely on. There’s even an extra two years of coverage for the engine and driveline if you adhere to the recommended servicing schedule. Speaking of which, Toyota offers capped-price servicing for five years or 75,000km. Intervals are every 12 months or 15,000km and each service will cost you $230.

VERDICT

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So should you join the queue for a new RAV4? If you don’t need your new family transport immediately then we say yes. There’s lots to like here.

This new XSE variant is frugal, fun and surprisingly roomy and comfortable, plus it offers an impressive level of standard equipment and active safety gear. In fact, you could mount an argument that the XSE is the pick of the current range providing you can live without the panoramic roof and beefier stereo, which we could.

Happily, there are excellent rivals to consider if you aren’t prepared to wait 12 months and we’d steer you towards the Kia Sportage, Hyundai Tucson and updated CX-5. Anybody else feel a comparison test in is order?

2022 Toyota RAV4 XSE specifications

The rising cost of fuel is the “greatest concern” to households, with almost $400 spent on transport costs each week.

A report released by the Australian Automobile Association this week has found Australians are spending 14.7 per cent of their income on transport costs, with data from the peak body showing the number has risen from just 12.8 per cent of income since the second quarter of 2017.

“Rising fuel prices continue to be a significant contributor to cost of living pressures across both regional and metropolitan Australia,” said AAA Managing Director Michael Bradley.

“Fuel costs have risen an average of $26.49 to $93.87 per week over the past twelve months in capital cities with Hobart ($100.18 pw), Sydney ($94.80 pw), Darwin ($94.36 pw) and Brisbane ($93.93 pw) the most expensive cities,” he said.

“Regionally costs are more expensive rising on average $27.89 to $96.65 per week with Bunbury ($116.31 pw), Geelong ($110.69 pw – Melbourne was $92.07) and Launceston ($109.37) the highest.”

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Online financial broker Savvy found 51 per cent of Australian drivers surveyed are planning to change their behaviour or drive less – however, those who rely on their car for work will be hit the hardest.

“Tradespeople and those who work outdoors are reliant on their ute or car to turn a profit or make their weekly wages. This will just add to the woes of the working class who are already feeling the brunt of rising grocery costs.” Savvy Managing Director Bill Tsouvalas said.

“Thirty per cent of respondents said they’ll just ‘absorb’ the increase. Tradespeople do not have that luxury,” he added.

Rising fuel costs were found to be the “greatest concern” to 64 per cent of respondents.

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But while inflationary pressures and the Ukraine conflict have pushed the price of oil higher, it seems companies such as Shell are benefitting most.

According to Bloomberg, the oil giant posted a US$3.9 billion (AU$5.5bn) profit in the first quarter of the year, despite exiting the Russian market.

The Federal Government halved the fuel excise in late March to help reduce cost-of-living pressures for Australian families, but despite dropping 22 cents per litre, the national average price of unleaded petrol remains at 178.2c/L according to the Australian Institute of Petroleum.

Volkswagen Group brands will soon offer an affordable ultra-compact electric vehicle (EV), CEO Herbert Diess has revealed.

Volkswagen, Skoda, and Cupra are expected to each launch a cut-price EV hatch, all of which are to be built in Spain and based on a shortened version of the company’s MEB platform.

“In 2025, we will bring out our electric vehicles in the lower price range,” Diess said.

“We are investing strongly in these vehicles and most of them will come from Spain. This will continue to be the case for the next generation as well.”

The German car giant has also announced an investment of €10 billion (AU$14.8bn) in a new battery ‘Gigafactory’ in the Sagunto, north of Valencia.

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An outline sketch of the Volkswagen version, likely to be badged as the ID.1, shows a similar style to the ID.4, while the Skoda model offers an early look at the brand’s ‘Modern Solid’ design language. The Cupra model was previously shown with the UrbanRebel concept.

Volkswagen Group isn’t the only company looking to offer more affordable EVs.

General Motors CEO Mary Barra told Yahoo!Finance this week the company was on a mission to overtake Tesla, with plans to offer a more accessible battery-powered model.

“Remember, we’re not necessarily just selling at the premium end,” Barra said.

“We’re going to have electric vehicles affordable at US$30,000 (AU$42,200).”

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GM recently announced it was partnering with Honda to bring a “series of affordable electric vehicles based on a new global architecture”.

“GM and Honda will share our best technology, design and manufacturing strategies to deliver affordable and desirable EVs on a global scale, including our key markets in North America, South America and China,” Barra said at the time.

“By working together, we’ll put people all over the world into EVs faster than either company could achieve on its own.”

Today’s announcement of Walkinshaw Andretti United defecting to Ford bring to an end a relationship with Holden which stretches back to 1988.

Between 1990 and the time of writing, Walkinshaw through its various stints as the factory-backed Holden Racing Team and now Walkinshaw Andretti United (WAU), has won the Bathurst 1000 eight times. In addition, it has taken six Australian Touring Car Championship/Supercars drivers’ titles, all of which came with the Lion and Stone on the front of the car.

All of that will change in 2023 as the team adopts Ford’s Mustang to take on the Supercars Championship, marking the first time the team has raced anything other than a Holden in Australia since 1985 (having not participated locally in ’86 or ’87), although it’s not the first time Walkinshaw has run Fords.

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Way back in 1974 when Tom Walkinshaw was a driver and still a handful of years away from starting his own team, the young Scot was a factory Ford driver in the British Saloon Car Championship (now BTCC), racing a Capri to a class championship in the series.

Walkinshaw repeated the feat in 1979 as an owner-driver aboard a Mazda RX-7, delivering Tom Walkinshaw Racing its first championship. After hiring Win Percy as a driver, the team won two more titles in 1980 and 1981 before moving over to Rover, with Andy Rouse taking the 1984 crown in an SD1 Vitesse.

The team’s first visit to Australia came in 1984 when Walkinshaw joined John Goss in a Jaguar XJS for that year’s Bathurst 1000. Despite stalling and being collected on the starting line, the bug had bitten the Scotsman, who was bouyed by TWR taking a class win in the Vitesse.

Returning the next year for the first outing of Group A touring cars at Mount Panorama, Walkinshaw took pole for the Great Race with his two Jags taking first and third on the podium, led by Goss and Armin Hahne.

This started a successful period for TWR and Jaguar overseas in which the partnership netted a World Sportscar Championship and Daytona 24 Hour victory in 1988 as well as two wins at the 24 Hours of Le Mans (1988 and 1990).

It was around this time where Walkinshaw was getting into the Australian scene, having agreed to run Holden’s factory entries in the ATCC and Bathurst from 1988, although Perkins Engineering was contracted to build the cars in 1988 and 1989.

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While TWR built its image as the Holden Racing Team in Australia from 1990, Tom Walkinshaw continued to expand his empire globally, leading to two more Le Mans victories in 1996 and 1997.

Taking majority ownership of the Arrows Formula One team in 1996, TWR had started its downfall on the international stage, with sponsorship issues and the F1 team entering liquidation leading to Walkinshaw’s outfit to do the same in 2002.

Bailed out in Australia by five-time Supercars champion Mark Skaife and Holden itself, the Holden Racing Team, and later Walkinshaw brand, was able to re-establish itself locally through Holden Special Vehicles – though its association with Holden officially ended at the end of 2016 when the racing team lost factory backing.

Having stuck it out until 2022, it’s understood Walkinshaw had numerous discussions with various manufacturers about entering Supercars before announcing its partnership with Ford, becoming the fifth team to run the Mustang next year.

Today’s announcement of Walkinshaw Andretti United moving from Holden to Ford for next year’s Supercars Championship raised many questions about how the Clayon company would retain its current automotive relationships.

While Walkinshaw Racing (as Walkinshaw Andretti United or WAU) will race the Ford Mustang Gen3 car in Supercars, Walkinshaw still has an association with General Motors and a number of other automotive partners on the road car side of the business – creating a contrast between how its arms operate.

In a media call for the announcement, both Ford and Walkinshaw reiterated the new partnership would be limited to Supercars and motorsport for now, with the brand’s links not extending to Walkinshaw’s automotive arm in the near future.

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When asked by MOTOR as to whether there were discussions or plans to form a partnership on the road car side of each business, Ford Australia’s CEO and President Andrew Birkic unequivocally denied any plans for the relationship to expand past motorsport for now.

“The answer is they’re separate businesses. Today we’re talking about motorsport and there’s no more discussion on the other side of business.

“It’s an emphatic no.”

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Although an expansion is off the cards at the moment, Walkinshaw Automotive Group boss and WAU Director Ryan Walkinshaw said it would be foolish to permanently close his door to any opportunities in the future.

“If there’s an opportunity to expand my business with new customers, I think it would be a pretty obvious answer,” said Walkinshaw.

“We’re the leading automotive design, engineering and manufacturing business in Australia at the moment, so we feel we could add a lot of value there, but that’s not why we’ve made this decision.

“It’s really important to make it clear that WAU is a partnership between myself, Michael Andretti and Zak Brown, and the only affiliation between that and the automotive group is me.

“What we do on the race track isn’t connected to what we do on the automotive side. We’ve got multiple business partners and relationships there, so this announcement is purely for motorsport.

“Our focus on the race team is to partner with Ford in the future and go win some championships.”

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In addition to being an aftermarket supplier of Holden and General Motors tuning packages through Walkinshaw Performance, the Walkinshaw Automotive Group became the engineering arm for HSV’s imported products from 2019, working on right-hand drive conversions for the Chevrolet Camaro and Silverado in that time.

Despite the Camaro going off-sale in Australia, the Silverado is still sold through General Motors Special Vehicles (GMSV) with Walkinshaw remaining an integral part of the pick-up’s conversion process for the Australian market.

The Silverado isn’t the only truck which Walkinshaw is responsible for putting on Australian roads – American Special Vehicles was formed in 2018 as a joint venture between Walkinshaw and the Ateco Group to import, engineer and sell Ram’s 1500, 2500 and 3500 trucks locally, something which it continues to do.

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Since 2020, Walkinshaw has also enjoyed a partnership with Volkswagen to engineer and modify its Amarok dual-cab for the Australian market, offering performance-focused variants of the ute with a factory warranty from VW.

Time will tell as to whether Walkinshaw’s new relationship with Ford on the race track could impact these existing partnerships, given the Blue Oval is officially importing the F-150 and undertaking conversions locally from next year, aiming its sights squarely on the Silverado and 1500 – which Walkinshaw plays a part in making available for Australian buyers.

Walkinshaw Andretti United, perhaps the best-known Holden team in Supercars, will defect to Ford next year in a massive coup for the Blue Oval.

The shock announcement was made today after a week of speculation over whether the former Holden factory team was switching over to the blue side, breaking a 30-plus year tradition.

Walkinshaw – founded by Tom Walkinshaw and now run by his son Ryan – has been Team Red since 1990 when it took over Holden’s factory operations for the Australian Touring Car Championship, with Tom Walkinshaw Racing becoming the official Holden Racing Team.

Six ATCC/Supercars drivers’ titles, five team championships and eight Bathurst 1000 victories later, Walkinshaw will run Fords for the first time in Australia – a move triggered by its factory Holden team status being dropped in 2016, followed by the manufacturer’s closure in 2020.

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The team’s defection to Ford comes at a pivotal time in the sport, with the Gen3 Supercar making its debut next year, which will see Ford’s Mustang fight Chevrolet’s Camaro for on-track supremacy.

Walkinshaw was notably absent from last year’s Gen3 reveal at the Bathurst 1000, although it’s understood talks between the team and Ford hadn’t yet begun at that stage.

It was rumoured Walkinshaw had been talking with a variety of manufacturers, such as BMW or even Jaguar, to enter the series – the latter of which could have reunited the team with the manufacturer it took first and third on the Bathurst podium with in 1985. However, today’s announcement all but confirms Supercars will remain as a two-make series in the near future, as it had been during the team’s most dominant period from 1993 to 2012.

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“Today marks a new era for Walkinshaw Andretti United, one we are extremely excited about,” said team director, Ryan Walkinshaw.

“For over three decades we have gone head-to-head in competition with Ford, but joining forces with them for Gen3 was the clear direction forward.

“We are extremely proud of our history with Holden over such a long period of time, that is something we will always be grateful for. We will wear the Holden badge with pride right up until the final race in Supercars at the end of 2022. But now it’s time for change, it’s time for a new chapter.

“To have manufacturer support once again is essential for our race team and the goals we have, and we thank Ford for its trust in us. For now, our short-term focus remains on 2022, continuing what we’ve started, and finishing our current chapter on a high.”

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Ford Australia CEO and President Andrew Birkic said WAU would be welcomed with open arms, despite previous rivalries between Team Red and the Blue Oval.

“We’re here to win. We’re looking to work with the best organisations, and the best people to get the Blue Oval to the front of the pack, to put on the best show for our fans,” said Birkic.

“In Walkinshaw Andretti United we see an organisation with the same core values and beliefs, a passion for the sport and that real drive to win. We’re excited to welcome our former rivals into the family, and look forward to many years of success in conjunction with WAU.”

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Two-time Bathurst 1000 champion Chaz Mostert and 2011 Bathurst winner Nick Percat will remain as the team’s drivers, signalling a homecoming for Mostert – who raced for Ford between 2013 and 2019 – while marking the first time Percat has raced for a brand other than Holden.

“I’ve had a long and successful relationship with Ford in the past, so it’s really exciting to be re-joining the Blue Oval in 2023 and beyond,” said Mostert.

“It will be a bit of a homecoming to step back into a Mustang that’s for sure. Before that though, we’ve got a job to do in 2022, so that’s what I’m focused on.”

“I’m really excited about Gen3 and our partnership with Ford,” said Percat.

“Of course, it will be different to see the Ford badge on the front of our cars, but it will be fantastic to have manufacturer support. With Holden finishing up in Supercars at the end of this year, we will be doing everything possible to end on a high, before we turn our attention to the next chapter.”

Next year’s Supercars grid will feature at least 11 Mustangs, with Dick Johnson Racing (two), Tickford Racing (four), Grove Racing (two) and Blanchard Racing Team (one) all continuing to race for Ford.

Toyota has announced a handful of minor changes across its passenger vehicle range for 2022.

Toyota says the updates will come into effect in the second half of 2022, and will apply to the Yaris, Yaris Cross, Corolla, C-HR, Camry, and GR Supra.

The Corolla go through the greatest changes, with improvements to safety and the model’s infotainment system, along with a wider number of colours and new alloy wheel designs.

Corolla hatch and sedan variants gain the company’s latest multimedia system – which sees the addition of a USB-C port – while on the safety front, Toyota Connected Services will be added which includes automatic collision notifications, SOS emergency call, and stolen vehicle tracking.

The Corolla Hybrid will also benefit from an 8kW performance bump.

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The Yaris Cross is also said to be gaining new technology and styling updates, along with black leather-accented trim on Urban variants.

New exterior colours and interior finishes are being added to the Yaris Cross, Yaris hatch, C-HR, and Camry later this year.

As announced last month, Toyota will be adding the option of a manual gearbox for the GR Supra, with new alloy wheel designs as part of the update.

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“Toyota will continue to keep our customers informed on key changes to our significant line-up and we encourage our customers to speak with their preferred Toyota Dealer about these enhancements,” the company’s Vice President of Sales and Marketing Sean Hanley said at the announcement.

Full pricing and more detailed specifications of the updates will be outlined in the second half of 2022.