UPDATE, April 29: Chevrolet Silverado EV Ultium platform, four-wheel steering shown off

The upcoming Chevrolet Silverado EV has been showcased in a video from its American manufacturer, debuting the capability of its Ultium platform.

Set to enter production next year, the all-electric Silverado pick-up features four-wheel steering in its range-topping RST guise, allowing it to boast a turning radius of 12.9 metres – not bad for a full-size dual-cab truck.

The unique ‘Multi-Flex Midgate’ is also on show – an innovative design by Chevrolet which lets the front of the pick-up’s bed fold down (similar to dropping the rear seats in a passenger car), demonstrated in this case with a canoe.

A number of accessories will also be made for the Silverado, including canopies – helping to protect the 10 outlets in the bed which provide up to 10.2kW of power.

Chevrolet expects to put its truck on sale next year – a few months after the launch of Ford’s F-150 Lightning, but before Ram introduces its 1500 EV to the market.

January 2: Chevrolet Silverado EV revealed – Electric pick-up with 644km driving range

The 2024 Chevrolet Silverado EV was unveiled overnight at the Consumer Electronics Show in the US, with first deliveries expected to begin in the second quarter of 2023.

Chevrolet hasn’t provided details on the Ultium battery, but says the all-electric Silverado has a driving range of up to 644 kilometres from a single charge, with the most powerful version offering 495kW and 1065Nm from dual electric motors mounted at each axle.

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While Ford detailed four versions of its pure-electric F-150 Lightning earlier this week, just two variants of the Silverado EV will be available initially: an entry-level Work Truck (WT) for tradies and fleet buyers, and an RST First Edition model targeting retail customers with greater comfort and more features, both of which will be solely available as dual-cabs.

The carmaker has confirmed a Silverado EV Trail Boss will be added at a later date, expected as a mid-range model.

The Silverado EV WT starts from US$39,900 (AU$55,250), sneaking in under the Ford F-150 Lightning Pro by US$74, while the RST has a price tag of US$105,000 (AU$145,400) – 15 per cent more expensive than the flagship F-150 Lightning Platinum.

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The Chev’s 644km driving range claim is a big jump over the F-150 Pro’s 386km, and is still more than the 483km from the optional long-range battery available from Ford. Both versions of the Silverado EV have 350kW DC fast charging capability, allowing up to 161km to be added in around 10 minutes of charging.

Those wanting the range-topping RST will get four-wheel steering, automatic adaptive air suspension, and the company’s ‘Multi-Flex Midgate’, which acts just like 60:40 fold-down seats in a sedan, expanding the usable area by almost double its typical size.

When used in combination with Chevy’s ‘Multi-Flex’ tailgate, the ute can carry items up to 3.3 metres long. If that isn’t enough, the Silverado EV also has an eTrunk – a lockable boot under the bonnet.

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Inside the RST, the driver is greeted with a 11.0-inch digital instrument cluster and 14.0-inch colour head-up display, while passengers get a 17.0-inch infotainment screen. Seats are trimmed in two-tone leather, with a fixed glass roof overhead.

The dual electric motors offer four-wheel drive on the RST, but the WT is only available with a single rear-mounted electric motor, producing 380kW and 833Nm.

Few details were offered on the Silverado EV WT, but it appears to get steel wheels rather than the RST’s 24-inch alloys, and an unpainted front plastic bumper.

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“At GMSV we’re focusing on bringing to market the Silverado LT Trail Boss, LTZ Premium and HD LTZ Premium – as well as the first-ever right-hand-drive Corvette,” a spokesperson for GMSV told Wheels last month.

“The Silverado EV is another vehicle in the General Motors line-up that demonstrates our vision of an all-electric future. However, with specific regard to GMSV, we don’t have any product-related announcements to make about the new model.”

Reservations for the 2024 Chevrolet Silverado EV have opened on the company’s website, with deliveries scheduled to begin in the second quarter of 2023 (April to June inclusive).

Maserati has recalled a total of 40 examples of the Levante, Ghibli, and Quattroporte built between 2020 and 2022 due to a potential issue with a fuel hose.

According to a recall notice published by the Department of Infrastructure, fuel piping in the engine bay could leak, causing a fire.

The issue is only related to models fitted with a V8 engine.

Maserati will contact those affected, but concerned owners can visit a dealership, found here.

You can check a list of all 40 VINs related to the recall by clicking here.

UPDATE, April 29: Volkswagen looking to expand its US plant

Plans for a full-size electric pick-up from Volkswagen appear to be moving forward, with the company said to be looking to expand its Tennessee factory in the US to accommodate the new model.

According to a report from Reuters, Volkswagen is considering the expansion in order to build the as-yet-unnamed pick-up, alongside the ID Buzz electric people-mover.

The rumours suggest the pick-up could possibly share its underpinnings with the ID Buzz, which was recently unveiled on the company’s MEB architecture in its initial guise, using an 82kWh battery pack to power a 150kW/310Nm electric motor at the rear axle.

Larger batteries and all-wheel drive are expected to join the ID Buzz at a later date, and would make sense for a full-size pick-up.

Volkswagen is understood to be injecting nearly $10 billion into North America over the next five years, with plans for 50 per cent of its regional sales to be from electric vehicles by 2030.

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The story to here

April 18: Volkswagen could soon launch an electric pick-up in the US.

The CEO of Volkswagen’s American arm, Scott Keogh, says bringing a battery-powered pick-up to market is a huge opportunity, with Ford F-150, Chevrolet Silverado, and Ram 1500 expanding to offer electric powertrains.

“I think it’s the chance of a lifetime in this segment because electrification gives you a reset moment,” Keogh told Business Insider.

“It gives you a chance to bring some, let’s say, alternatives and some new ideas into this great segment,” he said, confirming an electric ute was something the carmaker was “actively looking at”.

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Keogh says the shift to electric provides the opportunity to reach customers who may not have considered an alternative brand.

“I think a buyer would historically say, ‘I buy F-150, I buy Ram, I buy Silverado.’ Now they might be saying, ‘I’m going to buy an electric one,'” he said.

“That reset moment gives a competitive chance to come in, whether it’s Rivian or whether it’s us.”

In September 2021, Volkswagen America’s COO Johan De Nysschen confirmed an all-electric Amarok successor would be coming.

“We will, in the fullness of time, switch 100 per cent from [internal-combustion engined] entries to [electric vehicles],” De Nysschen said at the time.

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“And as the VW Group looks at its global product portfolio, this means that successors to popular models such as Atlas and our Amarok truck, will eventually be electrified.”

With the Ram 1500, Chevrolet Silverado, and most recently the Ford F-150 expanding to the Australian market, it’s possible any future electric full-size pick-up from Volkswagen could join an electric Amarok locally.

Coming up with a new Range Rover is similar to eye surgery or bomb disposal; you really don’t want to mess it up. Like the HiLux for Toyota or the 911 for Porsche, the Range Rover is the heart of what Land Rover does, the nucleus from which everything else radiates. Get this one wrong and they’d kill the reflected glory that shines on the Sport and the Velar and the Evoque.

So when Land Rover needs to make a new Range Rover, there are no half measures. It starts with a fresh platform, brand new from the wheels up and not seen under any other model, though it will be used under the next RR Sport and other Land Rovers to follow.

Compared to the last Range Rover, the wheelbase grows by 75mm and the car itself stretches 53mm, though it’s a fraction narrower and lower than the old one.

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Like the old car, the shell is largely aluminium, though it’s now ringed with steel at strategic points to make it stiffer, and if you like to stretch out in the back there’s a long-wheelbase version with an extra 200mm let into the back doors and so much rear space you could lose your kids in there.

Before you have a parental panic, you might discover them sitting in the optional third row because for the first time the full-size Range Rover can be had as a seven-seater, though only in the longer wheelbase.

From the outside, the styling looks very familiar at first sight. Only when you put the new car next to the old one, still a looker at a decade old, can you see the evolution. The new one is sleeker, neater and more modern. Some of the detailing is brilliant and took great engineering effort to achieve.

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The new rear lamps, for example, are very thin and inky black when unlit, a look achievable only by fitting the bulbs the wrong way round, facing towards the front of the car and into a bank of reflectors that send the light backwards. Sounds complicated but it seems to work.

Likewise the neat junction between the windows and the bodywork, which gets rid of the clunky rubber sealing strip of every other car so that glass and metal meet in a way that looks tight and expensive. The actual weather sealing is done inside the door, strangely. There are lots of these little innovations going on around the car.

The result is that, where the average brand-new model might have a handful of patents taken out to protect engineers’ new tricks, the new Range Rover has 125. Yet the overall look couldn’t be anything else. With its clamshell bonnet, blacked-in pillars and those familiar proportions, you’re never going to mistake it for a SsangYong.

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The same is true of the inside which, though completely redesigned to a style that’s minimalist without feeling bleak, still has something familiar about it. The windows are huge, the seats are massive and high, the steering wheel is of a size normally found on something with an anchor.

It’s a Range Rover alright. There’s even an old-fashioned knob to select the different drive modes of the Terrain Response system and, praise be, simple rotary dials to adjust the cabin temperature, though everything else is controlled by a vast and gently curved touchscreen in the middle of the dash. Whether you want to raise the suspension, turn up the air purification system or increase the intensity of your massaging seat, it’s all done through the screen.

It wouldn’t be a surprise to find somewhere there’s a little bell icon that summons a man to serve your passengers a glass of something chilled. Maybe we just didn’t get to that sub-menu.

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As car touchscreens go, it’s about as good as it gets with clean graphics, snappy reactions and the option of haptic feedback but you’ll still find yourself hunting through pages looking for one elusive function muttering, “I just know it’s round here somewhere” like a forgetful grandfather searching for his hat.

Since we’re griping, those few precious physical buttons on the vent controls are a bit small and far away too. Otherwise, inside the new Range Rover is a leathery and delightful place to spend time, unless you’d rather only half of that was true in which case order the optional Kvadrat wool-blend upholstery instead. It’s nice.

No doubt, this Range Rover is a great place to sit. And the good news is that there’s little to spoil your enjoyment once you get on the move. That stiffer bodyshell pays dividends in refinement and it’s bolstered by eerily good active noise cancelling technology that works through 35 stereo speakers, plus a pair in each headrest, to reduce road and engine noise to almost unnoticeable levels, leaving only a disappointing fluttering of wind around the door mirrors to interrupt the library-like atmosphere.

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Past Range Rovers never had a truly limo-ish ride, for which you could blame the hefty suspension parts needed in case someone decided to take their six-figure SUV up a dry creek bed. But this new one does a decent job of soaking up most divots and ruts.

Your passengers won’t be soiling their silk undershorts when you turn into a corner either, because it comes with a whole slew of new hardware designed to make it the best handling Range Rover in history. Of course, this is much like boasting of being the ballet’s most talented hippo but, by the standards of 2.5-tonne 4x4s, this one does a decent job of keeping itself right side up.

A chief weapon in the handling arsenal is a new four-wheel-steering system, standard across the range, which can dial in up to 7.3 degrees of counter steer to let this hefty truck dive into corners at higher speeds and U-turn like a shopping cart at lower ones.

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On motorways, the rear wheels turn in parallel with the fronts to make lane changes crisp and confident. Working in league with the 4WS is air suspension and a 48V electronic anti-roll system, which does its best to stop the Range Rover heaving like a stricken freighter. The biggest compliment you can give these new chassis systems is that you barely notice they’re there.

The steering feels entirely normal and the roll resistance tech is set up to allow a bit of lean so it feels more natural as it barrels through bends. Of course, this is still a big and heavy car. It’s not meant to feel as sharp and darty as a Cayenne Turbo.

It’s meant to feel like a Range Rover, and sure enough it does. It’s soft, it’s relaxing, it makes the journey as pleasant as getting to the destination.

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How quickly you arrive at that destination depends on which engine you pick. At the bottom of the range are two 3.0-litre straight-six diesels in 221kW or 258kW outputs, followed by a 294kW turbocharged AND supercharged petrol, also a 3.0-litre straight-six.

Or, if you’d like to arrive later because you’ve had to stop to fill up, there’s a 390kW 4.4-litre twin-turbo V8 bought in from BMW, modified to Land Rover’s needs and connected, like the other engines, to an eight-speed auto.

The diesels are perfectly good at moving this massive car around and are likely to be the least thirsty but the incredibly smooth petrol six is the nicest engine, though you can’t deny the addictive idiocy of a grunty V8 propelling this leviathan down the road to a soundtrack of (very muted) thunder, assuming you can afford the juice. Of course you can afford the juice, you’re buying a Range Rover.

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You’re probably so rich you won’t even care that there’s a full-electric version arriving in 2024 or, in just a few months, a fuel-saving plug-in hybrid pairing the petrol six to an EV powertrain and a battery big enough for a claimed electric-only range of 113km. Why would you care about fuel costs when you’ve got $220,200 – before on-road costs – to drop on a car?

Except that, of course, that’s just the starting price. You want 23-inch wheels or adaptive LED headlights or 11.4-inch TVs in the back? You can have them, at a cost of course.

And if you’re feeling really flush you can move into the SV models where no white ceramic gear selector trim or electrically extending club table is too much trouble and no change will be given from $386,529 (again, before on-road costs).

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Will anyone actually pay that for a Range Rover? In a world where people drop much more on a Bentley Bentayga or Rolls-Royce Cullinan, clearly Land Rover thinks they will. This car doesn’t have quite the badge prestige of those rivals but it’s got better off-road cred and, in the fickle realm of Insta show-offs, sports stars and Kardashians, it has the novelty of newness on its side.

If people are happy to pay a fortune to have satin paint, motorised cup holders and rose gold detailing on their Range Rovers then more power to Land Rover.

They’ve kept all the stuff that was enjoyable about the last Range Rover while making this new model quieter, comfier and more sophisticated. It’s a tricky job creating a brand-new flagship but they didn’t mess it up.

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Go-go Gadget!

The tech on this car doesn’t end with four-wheel steering and noise-cancelling speakers. Other gadgets include remote parking, powered doors, virtual rear-view mirror, built-in Amazon Alexa, integrated Spotify music streaming, onboard Wi-Fi, air filtration with allergen and pathogen removal, active LED headlights with beam shaping, and LED downlighters that come on at night when you select reverse so you can back up in dark places surrounded by a pool of illumination.

Plus, the usual two-piece Range Rover tailgate now has the option of a flip-up seat with cup holders, extra stereo speakers and downlighters so you can sit in your boot watching the sun go down drinking something from your built-in champagne fridge.

Oh, and there are more than 70 electronic modules in the car that can receive over-the-air updates. If nothing else, this car is going to be a stern test of Land Rover’s less-than-stellar reliability reputation.

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What about off-road?

The new Range Rover isn’t short of off-road tech. It’s got multiple Terrain Response modes covering a range of conditions including snow, sand, mud and rocks. It’s got air suspension that can raise the ride height by 135mm and decouple the anti-roll bars.

It’s got a four-wheel-drive system that monitors grip levels 100 times a second, can move torque between front and back axles and side-to-side across the back axle – which also has an active locking diff – and can brake individual wheels to achieve a torque vectoring effect.

Got creeks to cross? The new Range Rover can wade in water up to 900mm deep and you can use the wade-sensing system to check the depth before making your attempt.

So yeah, the new Range Rover can be taken off-road. The bigger question is if anyone will.

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Toyota has issued a wide-ranging recall notice for four models, all of which are impacted by the same stability control system issue.

Affecting the LandCruiser 300 Series, Kluger Hybrid, RAV4 Hybrid and Mirai built between March 2021 and April 2022, roughly 26,000 units are covered by the recall – however, more than 9000 of those are currently under Toyota’s control.

According to the company, a software issue may cause the stability control system in affected cars not to default to ‘on’ when the ignition is turned on, potentially leading to the system remaining off without occupants realising.

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The fault results in a non-compliance with Australian Design Rule (ADR) 88/00, although it can only be triggered in a certain set of circumstances, with Toyota saying: “If the VSC switch is manually turned off and the brake pedal is continuously operated between when the vehicle is shut down and then restarted, this may cause the VSC to not return to the default setting ‘on’ status at the next ignition cycle.”

Those who are affected will be contacted by Toyota via SMS, email or mail to arrange a resolution to the issue, with the Japanese manufacturer stating it will take roughly an hour to resolve, free of charge.

A list of VINs and production dates for those vehicles affected can be found below.

Daimler-owned manufacturer Fuso is expanding its rollout of electric trucks throughout Australia, with its eCanter now joining the fleet of Coles and Bunnings.

Facilitated by transport giant Linfox, the deal will result in the all-electric eCanter becoming a more integral part of each business, with Coles starting its New South Wales trial in Sydney between the Eastern Creek distribution centre and nearby stores.

Coles believes the addition of the eCanter to its fleet can reduce its carbon dioxide emissions by more than 60 tonnes annually, helping it to achieve net-zero by 2050.

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Coles’ head of transport safety and sustainabilty, David Clark, said the eCanter and its association with Linfox is an important part of the company’s aim to reduce emissions.

“Coles’ first electric truck is a big step in introducing alternate fuel technologies to our supply chain, and we are excited about the opportunity to see more electric vehicles delivering groceries to our distribution centres and supermarkets in the future,” said Clark.

“By working with Linfox, we have considered the sustainability of the truck, from its carbon footprint when operating, to the end-of-lifecyle impacts on the environment.

“We are proud to be working with Linfox Logistics to deliver Coles’ first electric truck. We are excited to see technology evolves and are eager to continue working with Linfox to discover ways to reduce emissions in our supply chain through alternate fuel technologies.

“We will continue to work tirelessly toward our Together to Zero sustainability ambitions, with hopes to one day introduce electric vehicles to support home delivery, as customers look to live and shop sustainably.”

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Bunnings is set to begin its own trial in Melbourne’s southwest, with a fast charger at its Laverton distribution centre allowing the truck to be charged to 80 per cent capacity within an hour.

Linfox executive chairman Peter Fox believes the eCanter will form an important part of companies reducing their supply chain emissions.

“As leading Australian retailers continue to reduce reliance on traditional energy sources, Linfox is proud to support our customers’ ambitious sustainability targets,” said Fox.

“Supply chain partners have an important role to play in the transition to renewable energy and the action we take now will determine our future and the future of generations to come.”

Last year, Australia Post took delivery of 20 eCanters to its national fleet, with a lease program allowing the trucks to circulate on Australian roads for the next six years.

It’s time for sports cars to get their revenge against the encroaching forces of performance SUVs. For a while now, the world’s family haulers have been getting lower, faster and more focused on going quickly on a twisting mountain road than tackling challenging dirt path. In response, MOTOR’s fantasy product planning division has joined forces with Porsche to develop the 911 Dakar – a go-fast, go-anywhere coupe that returns fire with seemingly limitless cool.

The concept of a Safari car is relatively simple, with regular road-going vehicles getting increased ride heights, bash plates, extra spare tyres and light bars to create something with a greater level of versatility.

Put simply, something that won’t force you to turn around when the tarmac runs out. Porsche is rumoured to already be developing a new variant along these lines, but we thought we’d beat ’em to the punch with some suggestions on how to make a rally-inspired 911.

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The starting point would be a non-S 911 Turbo, with the Porsche Exclusive Manufaktur team taking care of putting together the 100-car limited run. The 3.7-litre twin-turbo flat-six engine would be re-tuned to produce 400kW and 800Nm, while the eight-speed dual-clutch PDK gearbox would get significantly strengthened internals along with additional external underbody protection.

All-terrain tyres will be fitted as standard to help fulfil the 911 Dakar’s dual-purpose, while those wanting to tackle more serious surfaces will be able to get dedicated off-road ready rubber fitted from factory as a no-cost option.

Along with its traditional range of drive days, Porsche will also offer owners of the 911 Dakar to join pre-planned expeditions where customers can drive their vehicles to an array of stunning locations around the world traditionally inaccessible for sports cars.

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Despite plenty of independent and well-heeled owners and custom car shops taking on the challenge of building a lifted 911, this will be new territory for factory-fresh versions of Porsche’s most famous model.

That’s because the trio of 911s that competed in the Dakar rally in 1984 weren’t actually part of the iconic model’s lineage. With heavily revised suspension, and the same tech-heavy all-wheel drive system destined for the 959 (which won Dakar in ’86), the 911-looking off-road racers were given an entirely new model designation of 935.

Thankfully we’ve moved beyond a puritanical view of needing to preserve the 911s badge to such an extreme extent, adding a new nameplate that brings a fresh chapter to the storied model’s already extensive history.

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How we’d build it

Step 1: Do you even lift?

A standard Porsche 911 Turbo has a ride height in the region of 100mm. The Dakar will double that ground clearance. The MacPherson strut design will remain, with extended springs, Ohlins three-way adjustable ‘twin-tube’ dampers and a hydraulic lift kit on both axles to add an extra 20mm of height when travelling slower than 30km/h.

Step 2: Get prepped

Instead of optioning a half-cage and fixed bucket seats, buyers of the 911 Dakar will be able to pay for additional off-road equipment. The roof-mounted light bar and spare wheel will be standard, but a recovery kit, winches, and roof-mounted tent can all be fitted as part of Exclusive Manufaktur’s extensive repertoire.

Step 3: Dirt chrono

Along with typical Normal, Sport, and Sport+ drive modes, the 911 Dakar will gain Gravel and Mud settings. These will adjust suspension damping, traction control, gearbox calibration, ESC and throttle mapping to best suit their respective surfaces. A gravel 0-100km/h time of less than four seconds would be achievable with typical Porsche effectiveness.

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Step 4: Clad the protector

The 911 Dakar will be designed with the intention that the prospective owner drive it regularly for its intended purpose. This means that instead of carbon fibre, many of the vehicle’s exterior panels will be built from more chip- and damage-resistant plastics.

Additional cladding on the front and rear bumpers, as well as surrounding the wheels, can be either painted black or to match the body colour.

Step 5: Heavy metal

Protecting the Dakar from rocks is the addition of both steel and aluminium underfloor protection. The front and rear bash guards, along with drivetrain protection, will use thicker and heavier steel. Meanwhile less vital underfloor areas such as the sills will gain additional barriers to intrusion with aluminium plates.

Ferrari’s chief technology officer is to take over the top job at McLaren, the British carmaker has announced.

The luxury supercar and hypercar firm said Michael Leiters will be its new Chief Executive Officer from July 1 this year.

German-born Leiters, 50, holds a doctorate in engineering and has held senior positions at Porsche AG, before more recently occupying the aforementioned role at Ferrari where he oversaw development of the company’s Purosangue SUV.

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Leiters will be based at McLaren’s global-headquarters in Surrey, UK, where all the company’s supercars and hypercars are hand-built.

The chief will lead the 3000-strong workforce spanning all global activities, including the McLaren Composites Technology Centre – where the company’s high-performance hybrid series production supercar, the Artura, was developed, deliveries of which are due to be rolled out soon.

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“On behalf of everyone at McLaren, I am delighted to welcome Michael as the new CEO of McLaren Automotive. His extensive industry leadership experience combined with his passion for engineering and future technology will help guide and develop our team as we enter an exciting second decade,” said Paul Walsh, Executive Chairman of the McLaren Group

“I could not be more excited to be joining McLaren Automotive as CEO at this important moment in its journey,” Leiters added. “McLaren is already recognised as one of the world’s most admired luxury supercar companies. I look forward to growing that reputation for our loyal customers, employees, fans and partners as we write the next chapter in McLaren’s illustrious history.”

UPDATE, June 7, 2022: GR Supra manual driven

Following its global reveal, we’ve now driven the new manual-equipped Supra ahead of its Australian debut. Read our review at the link below.

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The story to here: Supra manual revealed

April 28: The wraps have been taken off the updated 2023 Toyota GR Supra – which returns with a manual transmission in Australia at the end of this year.

The new six-speed manual gearbox has been specifically developed to match the performance of the 285kW/500Nm 3.0-litre straight six, rear-drive engine.

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The manual ‘box will be available on both GR Supra GT and GTS models and, according to Toyota, is more intelligently able to match engine speeds on up and down shifts for smooth and sporty driving.

In the cabin, the driver will operate it through a spherical gear shift knob, topped by a GR logo.

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In addition to the new manual transmission, Toyota has also improved the steering and suspension with modified stabiliser bushings, and retuned adaptive variable suspension and other chassis control systems to better the Supra’s handling performance and ride comfort.

For GTS models, new design 19-inch forged alloy wheels with revised spoke and cross-sectional shapes and premium titanium dark silver finish deliver a more sporty style, greater strength and a weight reduction of 1.2 kilograms per wheel.

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The GR Supra also gains three new exterior metallic colours – volcanic ash grey, dawn blue and avalanche white – while the interior of the two-seater, two-door sports car is now available with a tan trim option.

“When Toyota first launched the reborn GR Supra in September 2019, we drew from our experience in motorsport to deliver a pure sports car that delighted fans of the iconic nameplate across the globe,” said Toyota Australia Vice President Sales, Marketing and Franchise Operations, Sean Hanley.

“But we always knew there were those that wanted an even more engaging drive experience and now we are able to provide that with a new six-speed manual gearbox available across the range and a suspension and steering retune to provide even more dynamic handling.”

More than 700 GR Supras have been delivered in Australia since its launch in 2019.

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April 18, 2022: Manual transmission Toyota Supra confirmed

The Toyota Supra will soon be available with a manual transmission, the company has announced.

Despite the industry trend away from manual gearboxes, Toyota has confirmed a “newly-developed” manual transmission is on its way, while the carmaker’s Australian arm has also shown a three-pedal assembly for the Supra sports car.

Toyota says the all-new, tailor-made gearbox was created with “feedback from customers and fans alike”.

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In some overseas markets, Toyota also teased the news with a picture showing a red ‘Supra’ badge, which “[signals] the presence of [a] manual transmission – a highly desirable, pure and special feature”.

It’s expected the yet-to-be-confirmed six-speed manual will be mated exclusively to the coupe’s 285kW/500Nm 3.0-litre turbocharged straight-six engine.

While it’s believed Toyota has had a manual transmission available for the Supra for a number of years, timing of the announcement is no mistake, with the upcoming Nissan Z coupe set to arrive in the coming months with a choice of either a six-speed manual or nine-speed auto with its 298kW/475Nm 3.0-litre turbo V6.

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Rumours out of Japan suggest the manual GR Supra could precede a high-performance GRMN Supra – borrowing its powertrain from the BMW M4.

More details of the manual Toyota Supra are expected on April 28, 2022, with local pricing and availability to come.

The 2023 Porsche 911 Sport Classic has been unveiled as a limited-edition model.

Porsche will produce just 1250 examples of the Sport Classic, which pays homage to the original 911 from the mid 1960s and the Carrera RS 2.7 of 1972.

Porsche is bringing a small number of the 992-generation Sport Classics to Australia in late 2022, priced from $599,100 before on-road costs.

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The latest Sport Classic is based on the 911 Turbo S, but instead opting for a seven-speed manual transmission.

The 3.7-litre twin-turbo flat-six sends 405kW and 600Nm exclusively to the rear wheels, which, despite outputs down 73kW/200Nm on the Turbo S to help reduce the likelihood of transmission damage, makes it the most powerful manual 911 on sale.

All of which is good for a claimed 0-100km/h sprint time of 4.1 seconds on the way to a top speed of 316km/h.

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The Sport Classic comes with a number of features found on the Turbo S, including Porsche Active Suspension Management, Porsche Ceramic Composite Brakes with black calipers, Porsche Dynamic Chassis Control, rear axle steering, a sports exhaust, and the Sport Chrono Package.

Like the previous 997-generation, the special edition gets a ‘ducktail’ rear spoiler, as well as unique Fuchs-style centre-lock alloy wheels, double-bubble roof, houndstooth trim, and open-pore wood trim.

The 2023 Porsche 992 911 Sport Classic is available to order now from $599,100 plus on-road costs, with deliveries to begin in the fourth quarter of 2022.