Jeep has kicked off its teaser campaign for the 2022 Meridian seven-seat SUV, which is set to launch in India later this year.

The large SUV will join the China-only Grand Commander and Latin America Commander, as well as the international Grand Cherokee L and North American Wagoneer, in the global seven-seat Jeep line-up.

Built on a stretched version of the Compass platform, the Meridian will share most parts with the Commander revealed in mid-2021 for Latin America. However, like the Indian-market Compass, production will take place in India.

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Measuring in at 4769 millimetres long and 1859mm wide, the Meridian is 158mm longer and 39mm wider than the Compass. It also sports an extended wheelbase of 2794mm (+154mm over the Compass), allowing for a three-row cabin with a luggage capacity of 661 litres in five-seat configuration.

Local media suggests the Meridian will be offered with a 2.0-litre turbo-diesel, producing around 125kW of power and 350Nm of torque, as seen in the Compass – although it could receive a power bump to accommodate for its added heft.

In South America, the related Commander is available with a 134kW 1.3-litre turbocharged petrol engine, along with the 2.0-litre diesel mill.

A mild-hybrid powertrain could also make its way under the bonnet.

Power is expected to be sent to either two or four wheels through a nine-speed torque-convertor automatic transmission.

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Although the Commander and Meridian look closer to the new-generation Grand Cherokee than the Compass outside, the interior design is almost identical to the latter SUV. As such, both pick up a 10.25-inch digital instrument cluster and a 10.1-inch UConnect 5 infotainment system with wireless smartphone mirroring.

With right-hand drive versions of the Compass small SUV manufactured in India (including for Australia), the Meridian could be exported to Australia to compete against other seven-seat SUVs – such as the Skoda Kodiaq, Volkswagen Tiguan Allspace and Kia Sorento – in the hotly-contested large segment.

The 2022 Jeep Meridian will be unveiled in India in the coming weeks, ahead of its market launch later this year.

Toyota Australia is recalling more than 30,000 examples of its C-HR model due to a non-compliant label.

The issue affects 30,341 NGX10 and NGX50 generation cars built between 2016 and 2020 including; the GXL 2WD, GXL AWD, Koba 2WD, Koba AWD, STD 2WD and STD AWD variants.

To meet the requirements of European towbar regulation ECE 55-01, it is necessary to apply an ECE label when fitted to a vehicle.

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This label was not affixed to the towbar on the aforementioned vehicles and therefore they are not compliant with Australian Design Rule (ADR 62/02).

Toyota will contact affected owners in writing, requesting they make an appointment at their preferred dealer to apply the compliance label, free of charge.

Alternatively, owners may contact Toyota on 1800 987 366.

A list of VINs is available here.

The notice comes at the same time that Lexus, also owned by the Toyota Motor Corporation, is recalling 11,500 of its RX and UX models over an identical error.

It’s hard to believe it’s already been six years since the arrival of the Lexus NX in Australia, which quickly overcame the scorn towards its origami-like lines to become the Japanese carmaker’s most popular model here.

The fact it’s a medium SUV was always going to help the NX, with that segment topping the sales lists of most luxury carmakers. But there was a lot to like about the first-generation model, and its successor promises to build on its success with a bunch of Lexus firsts, including a plug-in hybrid powertrain and an all-new driver interface.

Four primary variants make up the all-new Lexus NX range, comprising the entry-level NX250 petrol, NX350 turbo-petrol, NX350h petrol hybrid and 450h+ plug-in hybrid.

In this review, we’ll be looking at the NX350h, which is likely to be the volume seller of the range and is the only variant available with a choice across all three specification grades: Luxury, F Sport and Sports Luxury. It is also the only NX variant offering a choice of front- or all-wheel drive.

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Pricing and features

Lexus NX350h pricing starts at $65,800 before on-road costs for the 350h Luxury front-wheel drive, which is $5000 more than the entry-level NX250 Luxury.

Each has the same 152kW/243Nm four-cylinder petrol engine under the bonnet, with the extra five-grand bringing Lexus Hybrid Drive, which reduces the official combined fuel consumption from 6.9L/100km to 5.0L/100km.

Standard Luxury-trim features include 18-inch alloy wheels, auto-levelling LED headlights, leather-appointed upholstery with a choice of colours, eight-way power-adjustable and heated front seats, dual-zone climate control, heated electrochromatic door mirrors, and smart keyless entry/start.

There’s also new E-Latch electronic door handles, powered tailgate, Tazuna cockpit driver display with 8.0-inch digital gauge cluster, 9.8-inch touchscreen, cloud-based connected satellite navigation, Apple CarPlay/Android Auto, DAB+ digital radio, 10-speaker audio and a drive mode selector offering Eco, Normal and Sport settings.

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It also comes standard with a host of advanced driver assistance features, which we will look at in the Safety section below.

Spending another $4600 brings all-wheel-drive traction.

Upgrading to AWD also provides an opportunity to spend another $3000 on the Enhancement Pack that adds a sunroof, kick sensor for the powered tailgate, and a wireless smartphone charger.

The NX350h F Sport and Sports Luxury variants are each priced from $73,100 for the FWD variants, or $77,900 with AWD (both before on-road costs).

Both come with enhanced equipment levels including a big 14-inch touchscreen, high-grade 8.0-inch driver’s display, colour head-up display, ventilated front seats, wireless phone charger and 20-inch alloy wheels.

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On top of all that, the F Sport delivers additional dynamic and visual athleticism including adaptive variable suspension (AVS) and performance dampers, tri-beam LED headlights, Sport S+ and Custom drive mode settings, 20-inch F-Sport wheels, F Sport grille and bumpers.

Inside are sports seats and aluminium trim plus F Sport specific pedals, scuff plates, steering wheel and gear selector.

The Sports Luxury pack forgoes all that in favour of the finer things, including pure leather-accented interior trim in a choice of colours, tri-beam LED headlights with BladeScan adaptive high-beam system and 17-speaker Mark Levinson surround audio.

A pair of enhancement packs are available for the AWD F Sport and Sport Luxury variants, including Enhancement Pack 1, which adds a panoramic sunroof for $2000.

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Opting for Enhancement Pack 2 in the F Sport will cost you $6000, for which you’ll get the panoramic sunroof plus a heated steering wheel, digital rear-view mirror, the 17-speaker Mark Levinson audio upgrade and intelligent parking assist.

The Sports Luxury Enhancement Pack 2 also costs $6000 and adds the panoramic sunroof, heated steering wheel, power-folding and heating for the rear seats and intelligent parking assist.

It’s worth mentioning that the $83,900 (before on-road costs) of the NX350h F Sport AWD with Enhancement Pack 2 is just $6000 less than the plug-in hybrid NX450h+ F Sport, which has superior performance an 87km all-electric range.

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All 2022 NX variants will have complimentary access to Lexus’ expanded connected services technology including a smartphone app with automatic collision notification, SOS emergency call, stolen vehicle tracking and the ability to remotely operate the door and boot locks, turn the engine off and off, activate the horn, turn on the headlights and hazards and set the climate control.

The 2022 Lexus NX350h is covered by a five-year, unlimited-kilometre warranty. Service intervals are every 12 months or 15,000km.

Comfort and Space

This is a Lexus SUV, so it’s fair to expect a decent level of comfort, and you won’t be disappointed regardless of which trim level you choose.

The first thing you’ll notice when you step up to the NX is how the door handles don’t move when opening the door. Instead, the NX had the new e-latch door handles on the inside and out, which operate like the most newer tailgate openers.

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I quite like the action on the inside, which just requires a simple push of the latch. It might seem gimmicky, but the system offers the safety benefit of not operating if it senses you’re about to open the door into the path of another vehicle or cyclist – Lexus calls this Safe Exit Assist.

Once inside, you find the usual high-standard Lexus fit and finish as well as plush front seats that provide excellent back, hip and bum support.

I quickly noticed how the downward-sloping bonnet is hidden below the windscreen line for excellent front vision. However, the side window line is quite high, which makes it difficult to rest your elbow on the ledge.

If you’re familiar with the outgoing NX, you’ll notice a lot less cabin clutter here, particularly on the centre console, with fewer buttons and dials and no bulky trackpad infotainment controller.

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Most functions are now controlled from the touchscreen or the steering wheel, though there are a few physical controls for driving functions near the gear shifter. The result is a much cleaner interface, with the touchscreen and HVAC controls floating in front of the dashboard within a piano-black fascia that merges with the digital gauge cluster.

It all looks very neat, and everything is laid out intuitively, but I reckon it robs the new NX’s interior of that distinctively luxurious Lexus character that in other models includes flowing character lines along the stitched-leather dashboard fascia that made you feel like you were stepping into the boardroom of Nikkei blue-chip company.

Now the NX looks a tad more generic and were it not for the big L badge on the steering wheel, you wouldn’t necessarily feel like you’ve just stepped into a Lexus – which is a bit of shame.

That subjective gripe aside, Lexus’ new infotainment and driver interface technology, which debuts in the new NX, is anything but generic.

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Let’s start with the Tazuna cockpit concept, whose name is derived from a Japanese term that describes the connection between a horse and rider through the reins.

As with most steering wheels on newer cars, this one has buttons to operate active cruise control and lane-keeping assist on one side, and other functions such as phone and audio on the other.

But what Lexus has done is cleverly display those functions directly in front of the driver on the digital instrument cluster or, in the Sports Luxury and F Sport grades, the head-up display (HUD) so you don’t have to look down at the steering wheel.

It’s a little fiddly at first but once you get used it’s quite handy. The buttons respond to gentle swiping but you can set them so they have a more haptic feel.

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The Tazuna cockpit also features Lexus’ new-generation multimedia system that’s displayed on a 9.8-inch touchscreen in the Luxury grade, which grows to a class-leading 14 inches in the F Sport and Sports Luxury.

It didn’t take me long to learn how to cycle through the menu to find the various functions such as entertainment, phone contacts, vehicle settings and navigation. This is one of the better in-built sat-nav systems and features an in-built data communication module (DCM) to provide cloud-based navigation info and other information such as live traffic updates and parking locations.

You can use your favourite navigation app via Android Auto or Apple CarPlay, but you don’t get the benefit of directions being displayed in your eyeline in variants equipped with a HUD.

The touchscreen is also where you’ll find most of the air-conditioning controls as well as the heated/ventilated seat settings. These buttons are always on display so you don’t have to swipe into a menu to find them. Setting the fan speed on a touchscreen can be quite fiddly on the move, but I didn’t have much trouble with this interface.

Pleasingly, Lexus has kept a couple of big dials for the temperature controls along with a volume knob.

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That said, you don’t even need them as the NX now has an advanced voice control system called ‘Hey Lexus’ that works very much like its ‘Hey Mercedes’ counterpart to operate navigation, phone, climate control and certain vehicle functions such as opening windows.

For example, if you want to open the window you say: ‘Hey Lexus, open my window.’ Because the system can tell where your voice is coming from it will open the driver or passenger-side window depending on where you’re sitting.

Jumping in the back seats, the second-generation NX benefits from a 2690mm wheelbase that’s 30mm longer than its predecessor’s and affords good legroom for a mid-sized SUV. The seats are comfortable but headroom is compromised a little by the swept-back roofline – particularly when the panoramic sunroof is installed.

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Rear-seat passengers benefit from air-con vents and controls, a couple of fast-charging USB-C ports, a 12-volt socket and a fold-down armrest with cup holders.

The boot holds 520 litres of stuff, which is 45 litres more than the previous model. This is partly due to the absence of a spare wheel, with all NX variants now rolling on run-flat tyres. If you lift the boot floor you’ll find a baby-bath-sized tub that provides additional storage space for things like tools or picnic gear.

I would prefer to see a spare wheel under the boot floor. A space-saver wouldn’t compromise boot space too much and while run-flats are convenient when you get a puncture, they just delay the inconvenience of changing it and will cost you a lot more to do so.

Folding the second-row seats down extends cargo carrying capacity up to 1141 litres.

If you need to carry more, the NX350h has a 1500kg braked towing capacity that is 500kg more than the other variants.

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On the Road

The NX350h is powered by the Lexus Hybrid Drive system that comprises a permanent magnet synchronous electric motor (two motors for AWD versions), a compact lithium-ion battery and a 140kW/239Nm 2.5-litre petrol engine, which produces a combined power output of 179kW.

According to Lexus, it’s the most powerful four-pot hybrid sold in Australia and is 20 per cent more powerful than the outgoing Lexus NX300h.

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It’s reasonably punchy, with a zero to 100km/h time of 8.7 seconds for FWD versions and just 7.7 seconds with AWD, but I can’t say it feels particularly lively when you have to put the foot down.

Although the engine can sound a little gruff under acceleration, the powertrain otherwise feels smooth through the electronically controlled continuously variable transmission (eCVT), which is rarely caught napping.

The NX offers a nice blend of ride comfort and handling particularly with the AWD underpinnings.

Ride quality can be a little busy at slower speeds, most likely due to the run-flat tyres, which have hard sidewalls that also produce considerable tyre rumble.

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Things improve at higher speeds where the standard double wishbone suspension does well to absorb bigger road imperfections.

Ride quality is taken to the next level in the F Sport, which comes with adaptive variable suspension (AVS) and performance dampers that iron out most surfaces. It has Comfort and Sport settings; while the latter stiffens a little for improved handling dynamics it’s still smoother than the standard suspension in the Luxury and Sports Luxury variants.

One thing that can let the handling down is the steering, which has a nice weight to it but lacks communication through the front wheels to the road, which saps confidence on sharper bends, particularly on gravel.

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Safety

The 2022 Lexus NX brims with advanced driver assistance technology across all specification grades. Some of these, such as e-latch, safe exit assist, intersection turn assist (which operates the brakes to avoid a collision while turning) and emergency steering assist, are making their Lexus debut on this car.

Other safety features include Lexus Connected Services with SOS call, automatic collision notification and stolen vehicle tracking, autonomous emergency braking with pedestrian and daytime cyclist detection, auto high beam, parking support braking, blind-spot monitor, adaptive cruise control with traffic jam assist, lane-keep assist, road sign assist and tyre-pressure monitoring system.

The NX is also equipped with eight airbags including driver/passenger front, side, head and knee, front centre, and rear passenger head.

At the time of writing, the 2022 Lexus NX range had yet to receive an ANCAP safety rating.

The Verdict

The second-generation NX has taken Lexus’ most popular model to a whole new level and, with its tamer exterior design and scrolling standard features list, is likely to attract new customers to the brand who have previously gone the German route.

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Most are expected to choose the 350h and I can see why. It offers a relatively affordable way into luxury SUV ownership with the added benefit of hybrid fuel economy.

The issue is which variant to choose. The hybrid is the only NX variant available across the three spec grades and with a choice of FWD or AWD.

If there is a sweet spot of the six options it’s probably the Luxury AWD, but if your budget can stretch further I reckon the F Sport AWD is worth a look for the adaptive suspension, which unfortunately isn’t available as an option with the Luxury and Sports Luxury grades.

That said there are no wrong choices in this line up. Despite the crisp new-look interior losing some of that unique Lexus flair, the overall package exudes everything there is to like about the brand, not least the comfortable and calming driving experience.

Lexus NX 350h specifications

UPDATE, February 15, 2022: More camouflage is starting to come off Porsche’s LMDh challenger, with its front lights showing off design cues from the road car range.

Having previously been teased in camo all over, the prototype has now been shown off running with LED headlights, which mimic both the Taycan production car and the Mission R concept.

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Much like most of the sports cars in Porsche’s range, the units feature four distinct LEDs, although in this case they take up the whole light assembly rather than just the surrounds of the main globe.

Given the LMDh category will be racing in 24-hour events such as Le Mans and Daytona, the addition of headlights is a considerate touch for its drivers.

The story to here

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February 1, 2022: Porsche has released fresh images of its upcoming LMDh race car that will compete in the 2023 World Endurance Championship, while also confirming that the new vehicle will run a twin-turbo V8 engine with hybrid technology.

Fellow Volkswagen Group member Audi will likewise field a competitor against rivals Peugeot, Toyota, and Scuderia Cameron Glickenhaus.

Confirming the engine for the new competitor, Vice President of Porsche Motorsport, Thomas Laudenbach, said: “We decided on the V8 bi-turbo, which we feel offers the best combination of performance characteristics, weight and costs.

​​”We were spoiled for choice with the engine for our LMDh prototype, because the product range offers several promising baseline units.”

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Porsche has further confirmed that the engine is based on the twin-turbo 4.0-litre V8 petrol engine found in the Cayenne and Panamera, although it has been heavily modified for its application in the car. The same unit is used in Audi Sport models, suggesting the upcoming Audi LMP1 will house an identical motor.

We can fully expect a power output of between 480kW and 520kW, given that is the band set to meet the Balance of Performance parameters, with a 10,000rpm limit and minimum weight of 180 kilograms.

Porsche’s 2023 team will be a factory-supported entrant, and there could yet be spots available within the customer racing program if it can be serviced.

UPDATE, February 15, 2022: Ford has finally released its official files which will allow Maverick owners to 3D print custom accessories.

After the Ford Integrated Tether System (FITS) integration slot was first announced last year (see further below), the Blue Oval told its customers the necessary files to mount their custom-made accessories would become available shortly after the pick-up’s launch.

Despite only now releasing the correct files and dimensions to customers, Ford’s Maverick owners have used old-fashioned methods to create a large amount of accessories, ranging from iPhone wireless charger holders to Nintendo Switch mounts.

While the Maverick isn’t available in Australia, we can only hope the next generation of Ford vehicles adopt a similar system to give owners a level of personalisation rarely seen from manufacturers.

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The story to here

June 15, 2021: Ford has taken a step towards embracing car customisation with the new Maverick allowing owners to 3D print their own interior accessories for the mini-truck.

According to US website Motor1, the Ford Integrated Tether System (FITS) utilises mounting points in the cabin for accessories to be slotted into, giving the option for users to change out what fits where in the truck.

However, instead of just offering off-the-shelf extras at the dealership, Ford has released the slot geometry for the FITS, available for anyone with a 3D printer to download and use.

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Although Ford already offers cupholders, bins and hooks to work with the FITS slots, the possibility for owners and other companies to get a head start on designing accessories means less hassle when the vehicles are finally delivered.

The rear FITS slot is next to a 120V outlet and two USB ports, possibly becoming handy for any parents who want to make a tablet holder for their kids on road trips.

No other models have yet been confirmed to have the system but it is likely to be adopted in the next update of Ford’s range.

Ford Australia hasn’t yet announced whether the Maverick will come Down Under, the Blue Oval seemingly happy with the market performance of the Ranger which is the second-best selling vehicle in 2021 so far.

BMW Australia has announced a new Sports Collection set to bolster its 2022 model line-up, adding entry-level variants to the 1 Series, 2 Series and 3 Series range.

Dropping below the BMW M Sport grades across the three models, the Sport variant sees a reduction in standard equipment in exchange for reduced prices, with the cuts ranging from roughly $1700 to $6000.

For the 118i and 218i Gran Coupé Sport, the new variants sacrifice their standard 18-inch wheels for smaller 17-inch alloys, also scoring a different Sensatec upholstery pattern on their sports seats and headlining – as well as losing out on the previously standard LED front fog lights.

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In 3 Series guise, the Sport grade is available to order on both the 320i and 330e plug-in hybrid, as both now ride on 18-inch wheels (down from 19-inches) with a six-speaker sound system in place of the 10-speaker setup found in higher grades.

Partial leather seats are a step down from those found in the M Sport and Luxury grades, however the biggest cut has been given to its adaptive cruise control and lane centring systems, both of which aren’t available in Sport trim.

A large amount of features are still available on the Sport variants, with BMW’s live cockpit professional system, parking assistant and Apple CarPlay/Android Auto among the equipment which remains.

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Features

118i Sport and 218i Gran Coupé

320i Sport and 330e Sport

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Pricing

BMW has only announced drive-away pricing for the 118i, 218i and 320i Sport, while the 330e starts at $77,900 before on-road costs to undercut the New South Wales stamp duty exemption for electrified vehicles priced under $78,000.

2022 1 Series Pricing

All prices are drive-away.

2022 2 Series Gran Coupé Pricing

All prices are drive-away.

2022 3 Series Pricing

All prices are drive-away unless specified otherwise.

Availability

All three models will be on sale at BMW dealers by the end of March this year, with the manufacturer’s three-year/unlimited-kilometre warranty applying to all grades.

Ford has filed a patent for a clutchless manual transmission in the US aimed at making its stick shift ‘box fast than ever.

According to the Blue Oval’s filing, the ‘box seems designed to be mated against a traditional combustion engine if the description of it being ‘mounted to the engine block’ is any indication.

It features an automated clutch so no input from a third pedal is required. This allows the driver to change gear simply by moving the gear lever, with the clutch engaged by a pressure sensor on the gearknob. The CPU behind the system can then calculate the correct clutch movement based on wheel speed and the required gear ratio.

Beyond being a bit of a cheat for those who can’t quite operate three pedals in the footwell while driving, Ford’s clutchless system will also bring faster shifts thanks to the pressure sensor. Instead of waiting for a leg to push the pedal down, the system will instantly operate as soon as the pressure sensor is triggered.

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But while it is a two-pedal setup in Ford’s patent, the company plans to allow drivers to take control of the clutch if required, just not with a traditional push of the left leg.

The pressure sensor in the gearknob can be deformed somewhat, allowing the driver to control clutch actuation by squeezing it. There’s also an anti-stall system so that the car can override a driver if they are not correctly controlling the clutch.

Ford isn’t the first to try such a system, however. Notable clutchless systems in the past include Porsche with the 1968 911 Sportomatic, and Mercedes-Benz trialled a similar system in the A-Class.

And this week Toyota filed its own patent with the United States Patent and Trademark Office showing it has plans underway for a manual transmission for electric vehicles which mimics the actions of a traditional manual gearbox using a “pseudo-clutch pedal” and “pseudo-shifter”, controlling the torque delivered by the motor.

The North American arm of Stellantis is reportedly close to unveiling its latest engine, set to power a range of Jeep, Dodge and Ram models.

According to Autoblog, the new powerplant is a twin-turbocharged, inline-six petrol engine, intended to replace the long-standing 5.7-litre Hemi “Eagle” V8 – which is currently available in the Jeep Grand Cherokee S-Limited and Ram 1500 locally.

Allegedly known as the GME T6 or Tornado, the engine will reportedly be produced in Saltillo, Mexico, where the rest of the Hemi engines are currently manufactured, while Mopar Insiders previously claimed there will also be a high-performance and plug-in hybrid variant.

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When asked by Autoblog whether there was any new information regarding the engine, Jeep’s brand chief, Jim Morrison, replied: “Are you coming to New York?”

The New York International Auto Show is set to run from April 15 to 24, having been pushed back from its original August 20-29, 2021 date due to the COVID-19 Delta outbreak in the United States.

Last year, Jeep announced its plans to electrify its entire model line-up by 2025, with a four-cylinder, plug-in hybrid variant of the Grand Cherokee already launched. However, if the Tornado engine gains electric assistance, it could potentially exceed the power outputs of the range-topping SRT with its 6.4-litre V8 boasting 334kW and 624Nm.

It’s understood Jeep will have a fully-electric variant of every model by 2030, with a move away from internal combustion engines set to come shortly after, meaning the Tornado could be one of Stellantis’s final ICEs to enter production.

UPDATE, February 15: Production of the 2022 Skoda Enyaq Coupe iV has begun at the marque’s main plant in Mladá Boleslav in the Czech Republic.

Based on the Volkswagen Group’s Modular Electrification Toolkit (MEB), more than 120 units will be produced every day alongside the regular Enyaq iV, Octavia and Octavia iV models by 2000 employees.

The two Enyaq iV variants are the only vehicles based on the MEB platform to roll off a European assembly line outside Germany.

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The story to here

February 11: Pricing has been revealed for the range-topping Skoda Enyaq Coupe iV vRS, going on sale in the UK from February 17.

The British arm of the Czech manufacturer announced the flagship vRS grade would start out at £51,885 (AU$98,500) drive-away, with a host of equipment including 20-inch wheels, black exterior highlights and lowered suspension as standard.

Fitted with a net 77kWh battery pack, the Coupe iV vRS can achieve an all-electric driving range of up to 497 kilometres, with 220kW and 460Nm on tap from its dual-motor all-wheel-drive system.

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February 1: Skoda has pulled the covers off the 2022 Enyaq Coupe iV overnight, revealing a swoopy take on its first dedicated electric vehicle.

It follows the related Audi Q4 E-Tron and Volkswagen ID.4 in receiving a fastback-like derivative. The Enyaq Coupe is also the first of its kind for the Czech brand.

Those accustomed to the Skoda Vision iV concept – which directly previewed the Enyaq – will see similarities to the coupe version, with the rear profile and C-shaped tail-lights largely carried over into the production car.

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Skoda claims the Enyaq Coupe has a best-in-class drag coefficient of just 0.234Cd – which is a reduction of around 0.04 over the regular Enyaq.

This will allow the aerodynamic SUV to offer a maximum driving range of 545 kilometres on the stringent WLTP testing standard – a 25km improvement over its less-slippery counterpart.

Despite the sloping roof, Skoda says the boot offers 570 litres of space and that the coupe provides nearly the same level of headroom in the rear as the capacious Octavia wagon.

Two battery sizes will be offered, starting with the entry-level 62kWh version. An 82kWh variant is also available, with each battery matched to either a single- or dual-motor setup.

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The entry-level grade, simply known as 60, pairs the 55kWh battery with an electric motor driving the rear wheels, producing 132kW of power and 310Nm of torque.

This version will offer a driving range of around 400 kilometres, although Skoda has only announced figures for a single model thus far.

This variant, which boasts the highest claimed driving range, is the single-motor 150kW/425Nm 80.

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The dual-motor line-up comprises the 80X and RS, with the latter model producing up to 220kW/460Nm – although the extra performance will take a hit to capacity.

As the flagship performance grade, the RS gains unique front and rear bumpers, black exterior trim, RS badging, standard 20-inch alloy wheels, and a full-length red reflector strip on the rear bumper.

Skoda will also offer the SportLine package on some variants, with more aggressive body styling and lowered suspension (15 millimetres front, 10mm rear) – much like the RS.

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Inside, a 5.3-inch digital instrument cluster joins the floating 13-inch infotainment system with over-the-air software updates and wireless Apple CarPlay and Android Auto.

An augmented reality head-up display, wireless phone charger and 12-speaker Canton audio system are optional extras, along with heated front and rear seats and a 360-degree camera.

SportLine and RS models get a sportier trim on bucket seats with different finishes, including carbon fibre-look panels and aluminium pedals.

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It will go on sale in Europe later this year.

Timing of an Australian arrival is less certain, with local officials yet to officially lock in an arrival date.

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In September, a representative of Skoda’s local arm said the brand is confident it will confirm local timing for the Enyaq in 2022.

However, they stressed Australia “being a [right-hand-drive] market and at the end of the supply chain” means there is no priority for the Enyaq and other MEB-based crossovers (such as the Volkswagen ID.4).

Timing is everything. Back in 2017 the fourth-generation Audi A8 was supposed to be the car that debuted Level 3 autonomous driving to the world. Audi was ready, but legislators weren’t, so the debut was put on hold.

Fast-forward to December 2021, and it was arch-rival Mercedes-Benz that made headlines by becoming the first car-maker in the world to offer legally approved Level 3 capability in the W223 S-Class. The mid-life facelift of the A8 has come at just the right moment. It gives Audi something to say about its flagship sedan.

Okay, it’s mainly a cosmetic nip-and-tuck, rather than a big-ticket technology upgrade, but given that Mercedes-Benz’s Level 3 self-driving technology is only approved for use in Germany, Audi’s facelift is arguably more relevant talking point to customers around the globe. Though unless they’re Audi aficionados, they’ll probably be hard-pressed to see what’s new.

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The most visible change is at the front, where the single-frame grille has been made even bolder and more aggressive. It’s still roughly hexagonal in shape, but it’s wider and the corners on either side have been positioned closer towards the bonnet. The new grille, which makes the slightly slab-sided A8 look lower and wider, is flanked by more upright air intakes and redesigned headlights.

Speaking of which, the headlights are the car’s big tech story: The optional Digital Matrix LED headlights use 1.3 million micro-mirrors that break the light down into tiny pixels that can be controlled and directed with great precision. As such, the lights can automatically adjust their spread and brightness to effectively throw a shadow around other vehicles while keeping everything else brightly illuminated.

Audi’s S-Line trim, including the option of the black appearance package, makes its first appearance on the A8 option list. Customers have been asking for it, apparently

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The rear bumper has also been redesigned to incorporate a new diffuser graphic while S8 models get a pair of bazooka-calibre chrome exhaust pipes peeking out from under the bumper on either side of the car. All A8s now feature customizable digital OLED taillights with a continuous light strip that runs the full width of the car.

Four new colours have been added to the exterior palette; District Green, Firmament Blue, Manhattan Gray, and Ultra Blue, the last the signature shade for the S8. Five matte finishes; Daytona Gray, Floret Silver, District Green, Terra Gray, and Glacier White – are now also available.

Depending on market, the A8 is available with wheels ranging in size from 18-inch to 21in, and just to make things more complicated for the guys in the factory, six new designs have been added to the already extensive list.

Audi’s sporty S-Line trim, including the option of a black appearance package, makes its first appearance on the A8 option list. Customers have been asking for it, apparently.

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While Australian customers will only be offered the 210kW, 600Nm, 3.0-litre TDI V6 in the A8 and long wheelbase A8 L, and the 420kW, 800Nm, 4.0-litre TFSI V8 in the S8, other markets are spoiled for choice, with the 250kw 3.0-litre TSFI V6 and 338kW 4.0-litre TFSI V8 included in the mix.

The most interesting A8 powertrain is the PHEV, where the petrol V6 and an e-motor integrated in the eight-speed automatic transmission work together to deliver 340kW and 700Nm.

A 17.9kWh battery gives a pure EV range of 100km, and on a trip the intelligent nav system can figure out the most optimal mix of combustion and electrical power to help deliver near-V6 diesel levels of efficiency with near-V8 petrol levels of performance.

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At 4.9 seconds, the A8 PHEV, badged ’60 TFSI e quattro’ is a full second quicker to 100km/h than the A8 50 TDI. At low speeds, on e-power, this A8 is as quiet as a Rolls-Royce and out on the open road, the transitions between the e-motor and the petrol V6 are so smooth as to be almost imperceptible. It’s a terrific all-rounder. But it’s not currently on the menu for Australia, sadly.

The most enjoyable powertrain, unsurprisingly, belongs to the S8. The twin-turbo 4.0-litre V8’s 420kW and 800Nm is delivered to the accompaniment of a nicely muted baritone burble that is only slightly amplified when you switch to Dynamic mode.

The S8 is an A8 with the lot. Standard equipment includes rear-wheel steering, the sport rear differential, and predictive active suspension

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The S8 is an A8 with the lot. Standard equipment includes rear-wheel steering, the sport rear differential, and predictive active suspension. The suspension uses actuators at each wheel to counter cornering loads rather than electrically twisting a stabiliser bar across the axle, and delivers a surprisingly supple ride, with very low noise levels, even though the big sedan scarcely rolls through corners or pitches under acceleration and braking.

Despite carrying 56 per cent of its weight over the front axle, the S8 turns in nicely, helped by the Quattro system’s ability to boost the amount of torque funnelled to the rear wheels from 60 per cent to as much as 85 per cent. The standard sport rear diff ensures the rear wheels get as much of that torque to the tarmac as possible.

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The S8 is a big sedan that is calm and fast, confident and comfortable; the sort of car you could happily hustle 1000km in a day and step out at the end of it feeling relaxed and ready for a chilled glass of champagne. And it would have to be champagne, because the refreshed S8 isn’t for those of us on a beer budget.Final prices haven’t been confirmed, but Audi Australia confirms we can expect a small increase on the current pricing when the refreshed A8, A8 L, and S8 models arrive mid-year, reflecting a focus on higher levels of standard equipment. That suggests the A8 will start at about $230,000, and the S8 at about $285,000 (both before on-road costs and options).