Morgan was the car company time forgot. Founded in 1909, it started out building light and zippy three-wheelers that by the 1920s and 30s had forged a reputation for being highly effective budget sports cars.

Morgan built its first four-wheeled sports car in 1936 and kept it in production with remarkably few fundamental changes for more than 80 years.

It’s easy, then, to look at the new Morgan Super 3 and think that nothing has changed.

In fact, everything has changed. In form and function, the three-wheeled Super 3 might hark back to Morgan’s beginnings. But in terms of its engineering, technology and ambition, it’s a car designed from its three wheels up specifically to secure Morgan’s future. The Super 3 is a global Morgan, intended to be sold around the world. And yes, it’s coming to Australia.

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The Super 3 replaces the determinedly retro – and largely unexportable – 3 Wheeler launched in 2012, 70 years after Morgan ended production of its previous three-wheeled car.

The 3 Wheeler was powered by an air-cooled, American-made S&S V-twin motorcycle engine mounted across the front end, just like the Morgan three-wheelers built until 1939.

Its layout is pure vintage Morgan three-wheeler, with all the bodywork and mechanicals behind the front axle centreline. The execution is pure 21st Century, however.

One small example: To ensure the Super 3’s two round headlights could be placed low and well behind the leading edge of the front wheels, two small lighting structures protruding from each – nicknamed ‘snail’s eyes’ by Morgan design chief Jonathan Wells – ensure they meet global standards for lighting height and side visibility.

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Then there are the specially developed 130/90 Avon Speedmaster tyres on the flush-faced 20-inch alloy wheels at the front of the car. They look vintage, right down to the tread pattern, but they are radials with a modern rubber compound and are speed rated to 210km/h.

Despite its vintage form and proportions, the Super 3 is the first monocoque Morgan in history, with a superformed aluminium central tub.

Bolted to the front of the tub is a large cast aluminium structure that cradles the engine and provides all the pickup points for the sophisticated multi-link front suspension.

The single rear wheel, a 15-inch steel car rim shod with a 195/65 winter tyre to deliver slightly more initial compliance on turn-in and less overall grip to reduce understeer, is located by a twin-beam swingarm with coil-over shocks on either side, and more superformed aluminium provides the beetle-backed bodywork enveloping it.

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A non-structural one-piece aluminium floorpan allows for future powertrain upgrades, including full-electric drive.

Yes, Morgan has future-proofed the Super 3. The quaint, eccentric, family-owned carmaker once renowned for steadfastly ignoring modern trends has changed a lot since Investindustrial, a private equity firm founded by Italian businessman Andrea Bonomi, took a controlling share in 2019.

Morgan initially considered using a motorcycle engine to power the Super 3. The S&S V-twin that powered the 3 Wheeler, originally designed by a group of Harley-Davidson engineers, was not an option as it would not meet upcoming emissions regulations.

Other modern motorcycle engines had integral sequential-shift transmissions that would have been difficult to use in a vehicle with a steering wheel and foot pedals.

Instead, the Super 3 is powered by a naturally aspirated version of the light and compact 1.5-litre three-cylinder Ford engine from the Fiesta ST (where the presence of a turbocharger more than makes up for its relatively small capacity). There’s history here, though: The F-Series Morgan Three-Wheeler built between 1933 and 1952 was powered by Ford side-valve engines.

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The engine drives the single rear wheel through a Mazda MX-5 five-speed manual transmission that’s connected to a bevel box and carbon-fibre reinforced drive belt. It makes 87kW at 6500rpm and 150Nm at 4500rpm, which doesn’t sound all that exciting until you realise the Super 3 weighs less than 650kg.

Morgan claims a 0-100km/h acceleration time of 7.0 seconds, and a top speed of 210km/h. In a tiny, 3581mm-long car with no roof and vestigial aero screens (if you order them; they’re optional) that’s going to feel Ferrari fast as it skims over the tarmac.

Keeping the Super 3 as compact as possible while allowing for improved interior room compared with the outgoing 3 Wheeler meant locating the cooling radiators on either side of the engine. That, in turn, required placing large, rectangular ‘barge boards’ along the sides of the car to manage the airflow through them.

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At first glance, these barge boards are perhaps the most jarring elements of the design, but Morgan has embraced their presence. A patented clip system – Morgan’s first-ever patent – allows specially designed hard cases, waterproofed soft bags or racks to be attached to the side of the car.

The clips, and the hardware that attaches to them, have been homologated to carry 20kg.

Like the 3 Wheeler, the Super 3 does not have a roof of any kind. But the interior has been designed to cope with the elements. The seats can be trimmed in water-resistant leather or a new vegan technical fabric that is 100 per cent waterproof and can be cleaned with bleach.

The digital instruments, located in cast aluminium pods at the centre of the dash, and all the switchgear are not just waterproof, but can even withstand a quick blast from a jetwash.

The seats are fixed, both to reduce weight and complexity, but also to ensure the mass of the occupants remains in the same place in the chassis, critical in a three-wheeler. Because the seats don’t move, the floor-hinged pedals can be adjusted fore-and-aft to accommodate drivers of different sizes.

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A steering wheel by iconic 60s British manufacturer Moto-Lita is bolted to a reach and rake adjustable steering column. The column, the top of which is shrouded by one of just a handful of plastic components on the Super 3, has been designed so it meets Australia’s occupant safety standard without the need for an airbag.

“There’s nothing on this car that doesn’t need to be there,” says Jonathan Wells. The vertical cast aluminium element at the centre of the mesh grille, for example, connects to the top mount of the engine.

The cast aluminium piece at the rear of the Super 3 not only ties the body structure together, but also provides the hinge for the rear wheel cover, the lower mounting point for the optional CNC-machined luggage rack, and the location for the fog and reversing lights.

There’s also no wood to be seen on the Super 3 – anywhere.

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“Someone asked: ‘Where’s the wood going?’,” Wells recalls, “so we called a meeting to discuss it. Then we realised it didn’t need any, so it was a very short meeting.”

If you do want wood on your Super 3, though, you can order it as a veneer on the dash. As you’d expect of a Morgan, the hand-built Super 3 will be highly customisable, with more than 200 available options.

Morgan will at launch offer three ‘character’ themes: Contemporary, which combines brighter exterior colours with the dark finish on the wheels and other cast aluminium parts, plus the textile interior; Classic, which has silver wheels and aluminium bits and leather trim in the cockpit; and Touring, which comes with the aero screens, rear luggage rack and side panniers.

Super 3 production is scheduled to start in April at Morgan’s factory in Pickersleigh Road, Malvern, England, and will ramp up to a maximum of 15 cars per week within four to six weeks.

The first cars are scheduled to arrive in Australia in early 2023.

MG isn’t slowing down in its push to sell more electric vehicles worldwide, teasing an all-electric hatchback for Europe.

Expected to wear the MG4 badge when it is officially revealed in the fourth quarter of 2022, the new EV will drop into the Chinese marque’s current range of models below the ZS SUV and above the MG3 city-sized hatchback.

Only a limited amount of information has been released about the new model but at 4300 millimetres in length, it will be around 250mm longer than the MG3, potentially underpinned by a new platform with independent rear suspension, as was seen in spy photos earlier this month.

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Going off the space between its wheels and arches, as well as the black plastic cladding along its sides, the MG4 could be lifted slightly compared to the MG3, but still riding lower than the ZS – providing ample ground clearance.

While its front end hasn’t been shown off, the outline of the MG4’s tail-lights is radically different to the brand’s current line-up, almost sharing a design which resembles Kia’s new Niro.

MG Australia told Wheels it was keen to learn more about the hatchback from its European counterparts but couldn’t provide any more local knowledge.

“We’re always excited to see what our MG colleagues have planned,” an MG spokesperson said.

“However, there’s nothing we can share from an Australian perspective.”

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MG’s electrified vehicles have been some of the most popular in Australia, with the ZS EV coming second only to the all-conquering Tesla Model 3 in the market last year on 1388 sales, thanks in part to its drive-away price of $44,990 – making it the cheapest EV in Australia.

Its larger HS PHEV (plug-in hybrid) has also been one of the strong performers in the electrified vehicle standings, sitting in fourth behind Mitsubishi’s Outlander PHEV.

January was a strong month for the Chinese brand, bursting in to the top 10 manufacturers for sales, while both its ZS and MG3 took top 10 spots in the model sales race – ending up eighth and ninth on 1588 and 1551 sales respectively.

Lamborghini is currently waiting to assess the damage from last week’s Felicity Ace cargo ship fire, with its Aventador supercar potentially coming back into production to fulfil customer orders.

A number of Volkswagen Group brands were affected by the blaze, with Porsche, Audi, Bentley and Lamborghini all reportedly having vehicles en route to customers aboard the ship.

However, the problem may cause further issues for Lamborghini on the count of its Aventador now being out of production, with those on ship believed to be a handful of the final examples making their way to customers in the United States.

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In an interview with Automotive News, Lamborghini America CEO Andrea Baldi said the company was waiting to assess the condition of vehicles aboard the ship, with the potentially ruined examples having to be replaced in some way.

“We don’t know yet the final outcome. We also are waiting for official information for the time being,” said Baldi.

“We have informed our dealers, and they have informed our customers, because whatever happens, in any case, there will be a delay.

“At the moment, we don’t know, and we will have to deal with the problem it will present. The car is sold out, so there is always a possibility out of 563 units that some cancellation can allow an Aventador replacement, but I prefer to hope for the time being that at least the few Aventadors on the ship will be safe.”

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Baldi expects a wait time of at least six months for affected Aventador customers in the United States, with the damaged vehicles either having to be replaced entirely by new builds or with some form of financial compensation.

It’s estimated the damages from the cargo ship fire could total US$401 million (AU$556m).

International auto conglomerate Stellantis has recorded a net profit of €13.4 billion (AU$20.9bn) for 2021 – almost triple that it had when its 14 brands merged into one company just over a year ago.

The organisation, made up of Fiat, Jeep, Dodge, Opel, Vauxhall, Peugeot, Ram, DS, Abarth, Alfa Romeo, Chrysler, Citroën, Lancia and Maserati, posted a net revenue of €152 billion (AU$237.9bn) in 2021, up 14 per cent from €134bn (AU$209.7bn).

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According to the firm the results published are pro-forma and have been completed as if the merger between the former Peugeot Société Anonyme (PSA) and Fiat Chrysler Automobiles took place on January 1, 2020, rather than when it actually did occur which was on January 16, 2021.

Specifically for the India and Asia Pacific region, of which Australia is a part, the outlook for 2022 is for the business to be up by five per cent.

“[These] results prove that Stellantis is well positioned to deliver strong performance, even in the most uncertain market environments,” said Stellantis CEO, Carlos Tavares.

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“I warmly thank all Stellantis employees across our regions, brands and functions for their contribution to building our new company powered by its diversity. I take this opportunity to also thank the management team for their relentless efforts as we faced and overcame intense headwinds. Together, we are focused on executing our plans as we race to become a sustainable mobility tech company.”

During 2021, Stellantis launched more than 10 new models, including; the Citroën C4, Fiat Pulse, DS 4, Jeep Grand Cherokee, Wagoneer, Maserati MC20, Opel Mokka, Opel Rocks-e and Peugeot 308 – though of these only the C4, Grand Cherokee, MC20 and 308 have arrived or are confirmed for Australia.

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In its infancy so far, Stellantis has unveiled extensive electrification ambitions, with planned investments of more than €30 billion (AU$46.9bn) through to 2025, including partnerships announced in battery technology, battery materials and software development.

Momentum around its EVs has been building in recent months, with 34 low-emission vehicles brought to market – up 160 per cent year-on-year.

In the US, the Jeep Wrangler 4xe was the bestselling plug-in hybrid electric vehicle for 2021, while in Europe the Peugeot 208 was the number one selling vehicle. In India and Asia Pacific the company is preparing to launch the new Citroën C3, developed and produced in India.

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In China, Dongfeng Peugeot Citroën more than doubled its annual sales volume of 2020 with 100,000 units sold and Stellantis became the fourth largest Independent After Market (IAM) parts distributor in China, with sales growth of approximately 30 per cent year-on-year.

Off the back of its financial successes, in all countries where Stellantis is present, employees received a wedge of the €1.9 billion redistributed through its “pay for performance” approach – €770 million more than the cumulative amount shared out last year by each of the previous legacy companies, representing a 70 per cent increase.

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“Employees are the heart of Stellantis. It is thanks to their continued focus on execution and excellence that we were able to achieve record results in our first year as Stellantis,” said Tavares.

“Every Stellantis employee took on an extraordinary task in 2021 of combining two automakers, while facing serious external challenges. Our goal is that all employees benefit from the company’s profitable growth. We are pleased to reward and thank our team members for their tireless commitment.”

Polestar is looking to build a team with the ultimate aim of developing the world’s first climate-neutral vehicle, set to be launched in 2030.

Yet to be achieved by any manufacturer, Polestar’s goal is not to offset carbon emissions throughout the supply chain, but to eliminate them completely – creating a vehicle which has had no environmental impact at any stage of its production.

Searching around the globe for suppliers, researchers, entrepreneurs, businesses and investors to pitch ideas for Polestar 0 Project, the Swedish electric vehicle brand has put the call out to Australians interested in becoming a part of automotive history.

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Samantha Johnson, managing director of Polestar Australia, said Australian individuals and businesses have a chance to contribute to the monumental environmental project.

“At Polestar, we are not just about changing the cars we drive, we are about changing the way vehicles are made,” said Johnson.

“Vehicles are not produced sustainably today, but by addressing the challenge of climate change through the supply chain we can be part of the solution.

“We know that Australia is home to some of the best innovative minds and businesses, manufacturing high-quality products that are competitive on the world stage. We are seeking their input into the global Polestar 0 Project as we accelerate the shift to sustainable mobility.”

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The manufacturer has reached out to the Australian Advanced Manufacturing Growth Centre (AMGC) to engage with local suppliers and businesses, with AMGC’s managing director, Dr Jens Goennemann, backing the local focus for innovation.

“Polestar’s call to industry to tackle emissions across the entire manufacturing value chain is to be commended,” said Dr Goennemann.

“Australian manufacturers have a long history of developing, commercialising, and exporting high-quality and complex items. This initiative gives Australian manufacturers a unique opportunity to get in at the ground floor into a global market and to be part of a bold collaborative program.”

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A number of international suppliers have already backed the project, with SSAB bringing its fossil-free steel production methods across from Volvo to assist with Polestar 0 Project.

Hans Pehrson is Polestar’s former head of research and development, taking the lead for the newest project, which he believes will have a major impact on the automotive industry.

“We believe in the exponential development of climate solution technologies,” said Pehrson.

“For this project, we must tap into solutions that are still in the innovation stage. Even more exciting is that the solutions we develop will not only benefit the automotive industry overall, but help decarbonise manufacturing and society more widely as well.

“Wherever we look in the world we see materials like steel, aluminium, electronics and rubber. Imagine when we can make these materials climate-neutral to produce. Together, we can make the seemingly impossible, possible.”

The process is open for applications between February 23 and March 23, 2022.

UPDATE, February 24, 2022: Jim Farley has unequivocally denied rumours of Ford splitting its electric vehicle and internal combustion engine businesses, as the CEO seeks to clarify the situation.

After reports emerged the Blue Oval was looking to separate its EV and ICE businesses moving forward (more further below), Ford’s CEO has now said the only way it can beat its rivals is to offer diversity.

“We have no plans to spin off our electric business or our ICE business,” said Farley, as reported by Reuters.

“We know our competition is Nio and Tesla, and we have to beat them, not match them.

“And we also have to beat the best of the ICE players.”

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The story to here

February 22, 2022: Ford is reportedly weighing up its options for a split between its electric vehicle operations and legacy internal combustion brand, as the carmaker sets its sights on Tesla-like stock figures.

Citing sources said to be internal company figures familiar with the discussions, Bloomberg reports CEO Jim Farley has considered the idea of spinning off either Ford’s EV or ICE vehicles into their own brand, which would allow the rapidly growing electric segment to stand on its own for greater appeal to investors.

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Ford has hosed down speculation of a full split in a statement. “We’re focused on carrying out our Ford+ plan to transform the company and thrive in this new era of electric and connected vehicles,” Ford said in a statement to Bloomberg.

“We have no plans to spin off our battery electric-vehicle business or our traditional ICE business.”

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However, comments by Farley in an earnings call just weeks ago suggest some sort of division is on the cards, likely an internal walling-off of EV production.

“The customers are different; we think the go-to-market is going to have to be different, the kind of products we develop are different, the procurement supply chain is all different, the talent is different, the level of in-sourcing is different,” Farley said.

“Running a successful ICE business and a successful BEV business are not the same. I’m really excited about the company’s commitment to operate the businesses as they should be.”

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Bloomberg’s sources also told the outlet that the Ford family would be hard to convince on the creation of a full spin-off brand, making an internal division the more likely path in the near future.

Ford has announced it will sink US$30 billion (AU$41.7b) into EV development and production by 2025, and plans to increase annual EV production to 600,000 units by the end of next year. The brand expects battery-powered vehicles to make up half of its sales by 2030.

When the next-generation Porsche Cayman is revealed, it is all-but guaranteed for an all-electric variant to make its debut as part of the line-up.

This will be a significant step change for Porsche, which has safeguarded both its 911 and 718 sports car lines from any electrification – even as it begins to produce a full EV and hybridise its other model lines.

As the Vice President for the 911 and 718 Product Lines, Frank-Steffen Walliser is the man in charge of making the electric Porsche sports car a production reality.

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Walliser confirmed to MOTOR that there will be no middle ground hybridisation with the Cayman. Either full ICE or EV are the only options.

With no steppingstone, the challenge of keeping the somewhat ethereal ‘spirit’ of the Cayman alive with an electric powertrain is something Walliser is acutely aware of.

“Weight is crucial. Range is important, and range not only under testing conditions, but also under track conditions, that this works,” Walliser explained to MOTOR. “Fast charging must be a technical part of concept like this.

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“Then all the behaviour of the car, how it sounds to you, how it gives you feedback from the road. All these things are important.

“If you can hear the car, maybe you hear something different. But you need the car to make an impact on you, to talk to you. This is all not so easy to achieve it.”

In Walliser’s eyes, an electric sports car must ‘talk’ to its driver in a way that stirs the soul much like the current crop of combustion-powered models. If that sounds more emotive than data-drive, it’s because it is. A fact that the former head of Porsche Motorsport understands requires a unique engineering approach.

“I think that this is one of the most interesting parts of it. At the moment, I’m a little bit unsure, I have to say, how this really works,” he admitted.

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“The most convincing will be sit in the car, make a drive, come back, and then tell me. If this works, this is the target.

“This is not typical for engineering because what should I say to the engineers? Make it driving fun? Pleasure?

“But there’s a certain spirit to keep this going and say, well, it must be modern, but it must be a Porsche.

“It’s very, very difficult to really describe it. At the end of the day, the driving must be convincing. People get out and say: ‘Wow. I did not expect this.’”

Porsche’s first fully-electric vehicle, the Taycan, has proven popular with customers since first launching in 2019 – now selling in greater numbers than the 911.

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However, Walliser believes that feedback from those who have bought Taycans – what he described as early adopters – won’t easily translate in a way that informs the brand’s electric sports car plans targeted at more traditional buyers.

“At the moment, for sure, the customer base of the Taycan is a lot of people that are convinced enthusiasts,” he said.

The other challenge facing an electric Cayman – Porsche’s belief that its sports car models should have a racing and motorsport link. No exceptions.

For the Cayman, the answer will come in a shape very similar to the recently-revealed Mission R concept.

“The Mission R was about letting the motorsport department go and say: ‘Explore. What do you think? And then come back.’,” Walliser said.

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“And then, we share the ideas again. By the way, a car that I started when I was in motorsports. It was my idea.”

Walliser beams at the mention of the Mission R, clearly proud of the track-ready concept car that Porsche has said could be an indicator of a future one-make electric racing series.

MOTOR understands significant parts of the Mission R’s underpinnings are already being tested for road use by Porsche’s development teams.

The long shadow that will hang over an electric Cayman will be cast by the GT4 RS. A new variant for the mid-engine sports car that uses the engine of the 911 GT3, which will go on sale in Australia in the third quarter of this year.

Walliser sees the GT4 RS – what could be the pinnacle of internal combustion for the 718 Cayman – as somewhat of a crowning glory. A resolution to an internal debate that has waged within the walls of Stuttgart since the Cayman was first brought into existence.

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“For me, personally, it was, honestly, a 17-year period because, when the car was launched for the first time in 2005, I went to one of the board members and said: ‘Now, we put a proper GT engine in the car, and then let’s go.’,” Walliser commented.

“And the answer was, more or less, ‘You do not understand anything about our business because we cannot harm the 911, and we have to protect it and everything.’

When I was in the board, I said, ‘We will open, definitely, not only a chapter. We will write a new book in the history of the Cayman.’

“That had been my words also in the board presentation.”

MOTOR was in Portugal to drive the GT4 RS at Estoril Raceway. To find out if Walliser’s new book in the history of Cayman is worth the wait, make sure to check back for our full review on March 23.

Mazda is doing a thing. Quietly, confidently (it would seem) shifting its entire range upmarket. You can’t buy a Mazda for less than twenty grand anymore. Not even the 2. Apparently, people want to spend more on their Mazdas and the company has been more than keen to oblige.

I don’t know anyone who begs to pay more for their car that isn’t in a straight-jacket and a rubber room (or, curiously, a chap I once knew who once bragged about paying more for dealer delivery on a Bentley than their friend did), but it’s 2022 and that’s how the world is now.

The idea doesn’t seem to have harmed Mazda too much, although looking at the price rises on the 3 since this generation’s launch, prudence has been the order of the day. There are many variants to choose from but this one is kind of new, the Mazda 3 G25 Evolve SP, replacing the plain old G25 Evolve.

You get all the goodness of a Mazda 3 but with a light smattering of visual sporting intent, no doubt to keep up with the Joneses – or more accurately, that nice Korean family across the road – who have got a shiny, striking turbo-powered i30 Sedan N-Line for suspiciously similar money…

Pricing and Features

You can have the G25 Evolve SP in hatch or sedan and rather wondrously you can choose between a six-speed manual or a six-speed automatic. Before on-road costs there’s just $1000 between the two transmissions – $31,190 for the manual and $32,190 for the automatic, a very modest increase for the self-shifter.

On pure bang for buck terms, the sedan is the one to have because the boot is massive rather than the glorified parcel shelf of the hatch, but is less adventurous than the hatch in terms of styling. Okay, the hatch’s boot is bigger than that, but you see what I’m saying.

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Tested here is $32,190 – plus on-road costs – G25 Evolve SP auto, which comes with 18-inch alloy wheels, an eight-speaker stereo, dual-zone climate control, reversing camera, keyless entry and start, active cruise control, sat-nav, auto LED headlights, leather steering wheel and gear selector, cloth upholstery, head-up display, electric windows and mirrors, auto wipers and a space-saver spare.

The newer version of MZD Connect that you’ll find in CX-30 and upper versions of the CX-5 is present and correct here. The screen is too far away for you to touch, which is handy because it’s not a touchscreen. Instead, you control everything with a rotary dial. The Mazda interface is exceptionally slick and easy to use and while not feature-packed, it has everything you need and looks great doing it.

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A pair of USB-A ports connect your phone for Apple CarPlay or Android Auto, too, both of which look splendid on the screen but the rotary dial control can sometimes be a little frustrating to work with. Even after a week in the 3 and a subsequent week with the same system in a CX-30, it still wasn’t intuitive.

You get all the goodness of a Mazda 3 but with a light smattering of visual sporting intent, no doubt to keep up with the Joneses

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The safety package is impressive – seven airbags, ABS, the usual stability and traction controls, blind-spot monitoring, forward collision warning, forward and reverse auto emergency braking, reverse cross-traffic alert, driver attention monitor, road-sign recognition and speed alert. All of that adds up to five ANCAP stars, awarded in 2019.

A further $495 gets you one of the three premium colours, Machine Grey, Polymetal Grey or Soul Red Crystal. The two greys look brilliant but I’m less convinced – unusually so – by the sedan in the otherwise lovely Soul Red.

Comfort and Space

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There’s a really nice balance to the space on offer in the 3 Sedan. Rear leg and knee room is quite good and plenty for me at 180cm when sitting behind my own driving position. Headroom is good too, which is handy given it looks quite low and swoopy. I’d like a bit more firmness in the cushion for longer trips but it’s otherwise very comfortable. You get a centre armrest with cup holders, too, as well as rear air vents. Huzzah!

Up front, the seats are very, very comfortable and have plenty of adjustment. You sit quite low in the 3, which is entirely deliberate to distinguish it from the higher-riding CX-30. It’s a lovely dash in front of you too, beautifully built and it’s all integrated nicely. You know a lot of midnight oil was burned to ensure even the fonts were consistent. The thin-rimmed steering wheel is very nice, too, and feels like it was plucked from an MX-5.

The sedan’s 444-litre boot is a very good size and rather more than the hatch’s marginal 295 litres. There isn’t an official figure for when the rear seats are folded down, though.

On the Road

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As the G25 name suggests, the Evolve SP comes with the 2.5-litre four-cylinder petrol engine, one of three available powerplants in the Mazda 3 range. The 2.0-litre is best avoided as it needs a good thrashing to make things happen – unless you’re never in any kind of hurry or just droning up and down freeways – and the 2.0 X version with a combination of spark and compression ignition that hasn’t set the world on fire.

The 2.5 spins up 139kW at 6000rpm and 252Nm at 4000rpm. Both are respectable figures and have less than 1400kg to haul, which is excellent going in these tubby automotive times. The claimed combined cycle figure of 6.5L/100km is not really achievable, but 8.3L/100km in almost exclusively city driving isn’t a terrible result either.

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Although I concede that the smaller engine is not available without the SP additions in Evolve spec, the 2.5 is so much better than the 2.0 and is worth the extra money if your shopping for other variants. While it’s not what you’d call a strong performer – the 2.5 turbo from some of Mazda’s larger models would be perfect in the 3 – it’s more relaxed and happier to go up hills and drag a full load of people and things.

The lovely big thin steering wheel has plenty of feel and the car is beautifully set up for a crowd-pleasing ride and a driver-pleasing handling compromise.

Mazda has gone to great lengths to continue honing its entire range to steer, brake and turn really well and the 3 is no exception. It really does feel a lot more upmarket than before because it’s so smooth and easygoing.

The steering has plenty of feel and the car is beautifully set up for a crowd-pleasing ride and a driver-pleasing handling compromise … it really does feel a lot more upmarket than before

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On the highway, it’s so quiet and composed, even on crappy surfaces. The tyres on the SP do arc up a bit as they’re a bit stickier than the standard but they’re more than worth it for the extra grip. The fact that this car rides on torsion beams at the rear never ceases to amaze me. Where most other cars so equipped are not much fun over speed humps, the 3 just breezes over them.

Some people – my wife included – find the way the rear-vision mirrors are set up to be mildly irritating. The driver’s side mirror is quite close to your face so takes a bit of getting used to.

Ownership

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​Mazda offers a five-year/unlimited-kilometre warranty and five years of roadside assist.

Annoyingly for a non-turbo engine, the company continues with its weird 12-month/10,000km service intervals.

Mazda’s Service Select program lists the price of each service up to the fifth. Total cost over five services is $1700 at an average of $340 per service (you’ll pay either $322 or $367, plus extra items listed on the website).

Verdict

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It’s a very neat experience, even down to the way the indicators engage. The 3 doesn’t shout about itself – especially in the more demure detailing of the sedan version – and it has the effect of being a scaled-down 6, meaning that Mazda has two of the best front-wheel drive sedans on the market today.

I quite like the SP additions, too, adding a bit of class in the way only a black pack can. The current 3 might have looked expensive when it launched, but as everyone else has gone upmarket with them, it’s now quite clearly in the mix again. While I’d love to see it with the 2.5-litre turbo, I think this particular 3 has just become the sweet spot of the range.

2022 Mazda 3 G25 Evolve SP sedan specifications

As Polestar, originally Volvo’s factory-backed touring car racing team and now a standalone EV brand, moves to realise a high-performance electric future, it’s worth looking back on its more skunkworks take on Swedish performance.

Few modern sedans offer as intriguing an option for the price as the Volvo S60/V60 Polestar. Costing a hair under $110,000 at launch, Australia acted as a test bed for the sporty Swede, receiving a limited run of 50 Polestar-tuned S60 T6 AWDs back in 2013.

Thanks to a BorgWarner turbo, intercooler and a stainless steel 2.5-inch exhaust system, the Polestar-developed S60’s 3.0-litre inline-six produced 258kW at 6500rpm and 500Nm at 5500rpm. Polestar-specific Öhlins adjustable shocks, uprated springs (80 per cent stiffer than the S60 T6), front and rear stabiliser bars, toe link arms, carbon-reinforced strut brace and 336mm/302mm brakes elevated the dynamics.

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Thanks to its Australian success, Polestar’s engineering program went global in 2014, with limited S60 Polestars further offered to North American, European and Japanese markets while Australian vehicles received a $10,000 price reduction. The 2014-spec cars gained 20-inch wheels with 371mm six-piston Brembo brakes up front, a new twin-scroll BorgWarner turbine and intercooler as well as a revised Haldex 4WD calibration for a more rear-biased torque distribution.

Polestar Volvos returned for their final iteration in 2015, with the S60 sedan joined by a V60 wagon counterpart. Further developments included a new brake booster and master cylinder for finer pedal control, as well as larger wind tunnel-tested spoilers to greater aid high-speed stability. After 2016, the powerplant switched to the twincharged 2.0-litre inline-four, producing 270kW with the aid of turbo and supercharging.

The S60 sedan claims 4.9 seconds from 0-100km/h, and 5.0sec for the V60 wagon. A generous equipment list was borrowed from the top-spec R-Design, including active cruise control, active headlights, digital cluster, heated seats, ‘queue assist’ with autonomous braking and accelerating and front and rear parking sensors.

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Essential checks

Just a handful of Polestar Volvos are currently listed on the market, none older than 2015. It’s a narrow spread, with asking prices ranging between $55k and $60k with mileage ranging between 30,000kms and 50,000kms.

There is a slight premium on hero colours, like Rebel Blue or Flamenco Red, when they appear, and uncommon V60 wagons often boast asking prices towards the top end of the market.

The earlier iterations are far less plentiful, and may hold better long-term investment prospects, especially in regards to the prototype run of 50 Australian-specific S60s of 2013. Conversely, the upside to more prolific later-models is that they benefit from the range-wide facelift in 2014, and gained bigger wheels, brakes and a host of fine developments learned over model years.

They might not have been a true M3/C63 rival for the time, but they feel tremendously bespoke with plenty of character. Looking for an interesting semi-modern Sunday driver? The pair of Polestars offer a niche ownership experience, an almost exotic appeal and great value compared against a wild used car market.

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Body and chassis

Specialist positioning and a high asking price upon launch suggest that many Polestars have been enthusiast-owned since new. Low mileage and sparing use should see most cars on the market presenting well with little wear and tear. Inspect crash structures, uniformity of panel gaps and consistency of paint finish between panels for signs of prior accident damage. Also look for fine scratches around the boot, door handles and other high-frequency touchpoints.

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Engine and transmission

The Polestar Volvos were powered by a strung-out variant of the SI6 (short inline six) engine jointly developed by Volvo and Land Rover, first appearing in 2007. Despite their age, the engines are regarded as durable and reliable units.

Scheduled servicing is paramount for good health however, and you may need to factor in the cost of a fresh service if you are inspecting a car that has been left sitting for a long amount of time.

The S60 is only available as a six-speed automatic. It’s an effective gearbox, but can be clunky on downshift.

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Suspension and brakes

Cars on the market don’t boast the mileage that would usually indicate worn out suspension or braking components. Some owners have reported of knocking from the front strut tops of the Öhlins shock absorbers, so keep an ear out during low-speed corners.

Factor in costs of any worn out consumables, as replacing those sizeable 371mm brake rotors won’t be cheap. OEM 245/35/20 Michelin Pilot Super Sport tyres will also set you back more than $500 per corner.

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Interior and electronics

Aside from splashings of Polestar detailing, the bones of the S60 and V60 Polestars’ cabins are provided by the top-spec R-Design T6. Some switchgear is borrowed from the Ford parts bin, but it’s an uncluttered and elegant setting.

Soft leather seat bolsters will be the first to show signs of wear. Check touchpoints for imperfections.

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Volvo S60 Polestar specifications

Three other options you may consider

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1. The Obvious:

BMW F30 335i

An old 335i offers the executive experience along with boosted inline-six power. It won’t feel anywhere near as special as the bespoke Volvo, or quite as fast. There are a lot more available asking a lot less money, though.

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2. The Unexpected:

Mercedes-Benz E55 AMG

After a muscular sports sedan? It’s hard to go past the W211 E55 AMG sedan. With a 5.5-litre supercharged V8 under the bonnet, it outguns the Polestar by almost 100kW. At this price point, however, mileages will be very high.

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3. The Oddball:

Holden Commodore VF SS V

Sports sedan, you say? How could we forget our homegrown heroes? The dollar travels less and less in the Australian sector these days, but you can still slide into a V8 Commodore for between $50 and $60k if you look hard enough.

Australian-delivered cars are not expected to be affected by the coming shutdown of the 3G network in the same way they might be in the US, a number of manufacturers have told Wheels.

In recent weeks there has been speculation in the US that cars, which also utilise the technology more commonly found in older-generation mobile phones, could lose certain features when the planned ceasing of 3G happened there this year.

In the US, major phone network AT&T began its shutdown on Tuesday, with other carriers such as T-Mobile and Verizon expected to do the same between now and the end of this year.

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According to experts speaking to Mercury News, a range of products require updates to continue working when 3G disappears, including; some home alarm systems, medical devices such as fall detectors, and crash notification and roadside assistance systems in cars.

This could have the potential to affect millions of vehicles, which, for example, may no longer have the ability to contact emergency services after a crash or receive updates such as location or traffic alerts for built-in satnav systems. Some cars may also use 3G connectivity for convenience features such as; remote unlocking, remote start, emergency roadside assistance, navigation map updates, and vehicle diagnostics.

In Australia however, it is unlikely the issue would have such a sweeping effect as the majority of marques selling their cars here have told Wheels they don’t use the technology and therefore won’t face issues when 3G is shut off locally. To find out if your car is affected, the full list of responses we were given can be found below.

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Telstra has said it will be shuttering its 3G network, which has been in service since 2006, in June 2024, with plans to repurpose the spectrum it uses and reallocate it to 5G instead. It already phased out its 2100MHz spectrum earlier in 2019.

Optus meanwhile will be reallocating its 3G 2100MHz spectrum band in May 2022, currently running two bands – 2100MHz and 900MHz. It currently has no plans to cease 900MHz, according to Gizmodo, but if a 4G device uses the 2100MHz band only for voice calls, users will still be able to access data and use text messaging, but not make or receive voice calls.

Vodafone has no plans to get rid of 3G yet, but did begin phasing out 2100MHz in 2019.

Though the American phone companies report that only around one per cent or less of their customers still use 3G, it’s understood many US carmakers still relied on the outdated tech first introduced in 2002, using it in vehicles as recently as MY21 – but on the whole most cars built in the last five years are using more modern 4G modems.

Some manufacturers there have already begun offering software upgrades or new parts to help existing hardware get up and running on 4G, meanwhile others have taken no action at all.

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According to Consumer Reports, a number of vehicles produced by companies such as; Chrysler, Dodge, Hyundai, Jeep, Lexus, Nissan, Ram, and Toyota will be affected in the US.

The news outlet claims vehicles as new as MY19 from Nissan, Infiniti, Toyota, and Lexus will permanently lose services, while General Motors’ system will retain crash notifications after a software update and Audi is giving owners access to a third-party service to do the same.

US Honda owners meanwhile reportedly had til yesterday to download new software free of charge or be forced to pay more than $900 for a hardware upgrade to avoid losing certain features. The automaker is said to be sending out update reminders to owners of affected vehicles—both via mail and directly to the vehicles’ infotainment screens.

Some cars will keep convenience features, but they will lose crash notifications. A spokesperson for Stellantis in the US told Consumer Reports the automaker will allow owners of certain vehicles to upgrade to 4G to keep some remote services for a monthly fee of US$10 for two gigabytes of data or $30 for unlimited data – and still their vehicles will no longer have automatic crash notification or SOS.

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Brand

Jaguar Land Rover

“We acknowledge the time frame for the 3G shutdown by major telecommunications firms to switch off 3G in Australia is mid-2024 and will be able to provide an update closer to the time.”

Isuzu Ute Australia

“All Isuzu D-MAX and MU-X vehicles are not connect via a sim card, so the 3G shutdown won’t affect any features or functions of either the vehicle.

“What it might affect though, is the paired phone’s mobile network connection, which may disrupt a function of Apple Car Play or Android Auto in areas where 4G/5G is not available to their mobile devices and the device tries to revert to a 3G connection.”

Kia

“The current Kia range is not affected as [it does] not rely on any mobile systems (3G or 4G).”

Honda

“There is no direct impact to Honda vehicles from the upcoming 3G network shutdown.”

Suzuki

“This will have no impact on Suzuki vehicles in Australia.”

Nissan

“There is no impact to Nissan as we have no vehicles or existing services in market utilising the 3G mobile network.”

Ram

“Currently no Ram Truck variants use 3,4 or 5G technology.”

LDV

“No LDV products are 3G connected in Australia so we’re unaffected.”

Maserati

Not affected.

Renault

Not affected.

Mazda

“We don’t have any existing “Connected Vehicles” that rely on this network, the 3G shutdown won’t directly impact any of our models.”

Peugeot and Citroen

“Peugeot and Citroen vehicles will not be impacted by the upcoming 3G shutdown.”

Mercedes-Benz

“All Mercedes-Benz connected cars in Australia support 4G LTE. The 3G network shutdown won’t impact Mercedes-Benz vehicles in this market.”

Subaru

“No Australian delivered Subaru vehicle, past or present, will be impacted by the 3G shutdown, as no Australian spec Subaru vehicle uses 3G sim card communication.”

Stellantis (Jeep, Fiat, Chrysler, Alfa Romeo)

“There will be no impact on any of our products, as we use LTE and not 3G.”

Volvo

“Volvo Cars has no vehicles that will be impacted.”

Hyundai

“No Hyundai or Genesis vehicles [are] affected by the 3G shutdown.”

Mitsubishi

“None of our cars are fitted with equipment that will be impacted by the 3G switch off.”

MG

“None at all!”

Volkswagen and Skoda

None affected.

GMSV

No models affected.

Ford

All Ford vehicles with an embedded modem are capable of operating on both 3G and 4G networks. Therefore vehicles will still be capable of delivering connected services when 3G ends.

Toyota

No impact from 3G shutdown.

At the time of publication Wheels had not heard back from Porsche, Ssangyong, GWM, Rolls-Royce, McLaren, and Aston Martin. We will update this page as responses become available.