Nissan has introduced a new e+ high-performance variant of its electric Leaf hatchback wired with a more advanced battery that manages to squeeze in more than 50 per cent capacity, but the extra punch comes at an eye-watering increase in asking price.

For the 2021 update, the Japanese car maker has slotted in a special lithium-ion unit that grows from 40kWh to 62kWh with corresponding improvements to charging times, power and torque outputs as well as range.

But the higher-density battery adds a whopping $10,500 to the Leaf’s bottom line for a new starting price of $60,490 before on-road costs, representing a 21 per cent increase over the standard version.

Leaf fans that can’t stretch to the significant extra budget though, are still offered the original 40kWh version for $49,990 before on-road costs.

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Nissan expects the new e+ to represent 40 per cent of Leaf sales which, if numbers from previous years can be repeated, will total about 150 Leaf e+ sales over a year. Meanwhile, the standard Leaf will make up about 250 sales – certainly not cash-cow figures for the brand but still important, says Nissan Australia’s managing director Stephen Lester.

“The Nissan Leaf is one the world’s most popular electric vehicles, the new Nissan Leaf e+ will only further that appeal by delivering more of what our customers love about their EV,” he said.

With its beefier battery, the e+ AC synchronous motor output rises from 110kW to 160kW, while torque rises from 320Nm to 340Nm.

The extra poke has slashed its 0-100km/h acceleration by a whole second from 7.9 seconds to a claimed 6.9 seconds, putting the new Leaf into performance hatch territory.

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Driving range and charging

Additionally, the higher-capacity unit has increased the distance a Leaf can travel on a single charge from around 270km for the 40kWh battery version to 385km for the new e+.

That shifts the Leaf into a new endurance rank with a range that’s ahead of the Hyundai Ioniq (311km) but shy of the Audi E-Tron 55’s 400km maximum.

Despite its 55 per cent increase in capacity over the original Leaf battery, the new higher-density unit is physically only fractionally larger and has not impacted the Leaf’s cabin or luggage space. It does however, add about 150 extra kilograms to the kerb mass – now approximately 1730kg.

Faster charging options also accompany the uprated-battery Leaf. While the 40kWh version has a maximum charging rate of 50kW, the new 62kWh system supports 100kw charging.

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The correct fast-charging infrastructure is capable of topping up the Leaf battery from 20 per cent to 80 per cent in 45 minutes, while 50kW chargers will pump in the same in 1.5 hours.

With the most potent 7kW home charging system, 20 per cent to 80 per cent is complete overnight and a standard 230-volt home connection needs 32 hours for the same charge.

As before, the Leaf is still the only electric car that offers bi-directional charging options from the factory, says Nissan. That means the Leaf can not only draw power from the national grid or a home power-generation source, but it can also supply power back into the grid.

This so-called vehicle-to-grid, or V2G, enables Leaf owners a new level of energy flexibility, exploiting off-peak power prices, home power generation, and even emergency electricity supply, using the Leaf’s battery as a large power storage bank when parked at home – although the final logistics are still being worked through.

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Any other updates?

Beyond the 2021 major powertrain update, the second-generation (ZE1) Nissan Leaf continues on unchanged. There’s room on board for five people, a 405-litre boot which expands with folding second-row seats and a space-saver spare wheel.

Convenience and safety technology features include; a half-digital-half-analogue drivers display, shift-by-wire gear selector, an 8.0-inch central touchscreen with navigation and smartphone mirroring, Bose sound system, heated steering wheel, front and rear seats, LED headlights and 17-inch wheels with low-resistance tyres.

It’s the same generous list of electronic safety and driver assistance kit as in the previous generation Leaf, which includes; autonomous emergency braking, lane-keep assist, blind-spot monitoring, rear cross-traffic alert and as mentioned, a 360-degree camera and active cruise control.

Capping it all off is a deal-sweetening five-year vehicle warranty, whereas the battery is covered by an eight-year guarantee that includes battery degradation.

This is judgement day. The Ford Mustang Mach 1 is the Blue Oval’s chance at redemption for Shelby-deprived Aussie Mustang enthusiasts.

A quick history lesson. The FM Mustang, released in 2015, was very capable on road and track (though the six-speed auto was a bit dim-witted) so when the FN was released in 2018 we rubbed our hands together in glee.

More power, an upgraded manual and new 10-speed automatic, MagneRide adaptive dampers, Racetrack and Drag Strip modes and Michelin Pilot Sport 4 S tyres all suggested more of a good thing, but the reality didn’t quite live up to the promise.

On road all was well, the new Mustang, especially in auto guise, is quicker, more refined and more comfortable, but for those who wish to stretch their pony’s legs on track there are problems.

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The automatic can barely last a lap at full noise and while the manual has slightly more stamina (as in two laps, maybe three) the gearing of the new Getrag ’box is so long that you’ll barely get into fourth gear at most tracks, second gear stretching to 133km/h and third 197km/h.

This dulls the punch of the engine to such a degree that on the drag strip the FN manual is actually slightly slower than its less powerful predecessor.

In the US the obvious response to this is: “If you want a track Mustang, buy a Shelby” but with Ford’s hi-po ’Stangs limited to left-hand drive only Aussies have been out of luck. Until now.

Ford has revived a famous nameplate to fill the gap between the standard GT and flagship Shelbys. Mach 1 has been synonymous with sportier, more focused Mustangs since it was first revealed in 1969 but it’s been 17 years since the badge appeared.

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This ain’t no stripes ’n’ stickers pack, though the decals that adorn the bonnet and sides, along with the Magnum-style wheels, new grille and rear diffuser with 4.5-inch tailpipes certainly do the Mach 1’s street cred no harm.

Five colours are available: black or white with a black/red stripe combo, blue or orange with a black/white stripe or Fighter Jet Grey with black/orange stripes. An extra $1000 adds the Appearance Pack, only available with the grey, that adds orange setback accents and orange brake calipers.

There’s a smattering of Mach 1 badges outside and in, the dash badge accompanied by the chassis number. Standard equipment levels are as per the GT, including heated and cooled seats (or the optional Recaros for $3000) a 12-speaker B&O sound system, Ford Sync3 infotainment, eight airbags, lane keep assist and AEB, but adaptive cruise control has fallen by the wayside.

It’s in the mechanicals, though, that things get really juicy. The induction system, intake manifold and 87mm throttle bodies from the Shelby GT350 give the 5.0-litre V8 a 6kW tickle to 345kW and 556Nm; the Shelby also donates its oil cooler which increases cooling capability by 50 per cent.

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The 19-inch wheels are a half-inch wider at both ends, now 9.5-inches front and 10-inches rear, but wear the same tyres as the GT, Michelin Pilot Sport 4 S measuring 255/40 front and 275/40 rear.

Under the guards MagneRide adaptive dampers are fitted as standard (a $2750 option on the GT) with the latest calibration, there is a new calibration for the power steering, the brake booster from the US-only Mustang Performance Pack 2, stiffer anti-roll bars, front springs and bushes in the rear subframe, which also includes a toe-link from the Shelby GT500.

The biggest change, however, regards what’s hanging off the back of the engine. Buyers can opt for a 10-speed automatic, which has been upgraded with a new torque converter, revised calibration and second oil cooler, but our test car’s manual is a totally different gearbox.

In place of the GT’s Getrag is the Tremec TR-3160 from the Shelby GT350, which uses completely different ratios. How different? Well, the GT manual achieves the following speeds at 7500pm in each gear: 82-133-197-280-344-450km/h. The Mach 1 is as follows: 86-126-174-226-280-444km/h.

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As you can see, the Mach 1’s intermediate ratios are much more tightly stacked bar the overdrive sixth; don’t expect any improvement in 0-100km/h sprint times, as first gear is actually taller than before, but on the move the new gearing bodes well for extracting more of the V8’s potential.

The news could have been even better, but Ford Australia prioritised economy over performance by selecting the 3.55:1 diff rather than the 3.73:1 Torsen unit fitted to US manual Mach 1s.

Nevertheless, as I roll out of the Wakefield Park pitlane – this engineering prototype is unable to be driven on public roads by non-Ford employees – two questions need answering: is this a more capable, more enjoyable Mustang, and can it complete a number of consecutive laps without stress?

The answer to both, happily, is yes. Engaging Track Mode sharpens the throttle, stiffens the MagneRide dampers and relaxes the stability control. The benefit of the dampers is immediately apparent when I initially forget to switch to Track Mode leaving the pits and the Mach 1 pitches and rolls through the first corner – it’s not just marketing fluff.

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Thus primed the Mach 1 is relatively at home on track. It’s a big, heavy car; the Mach 1 is 5kg lighter than the GT but at 1779kg before driver it’s still a big lump and it feels it, especially at a track that’s as demanding on a chassis as Wakefield.

It requires smooth inputs so as not to overload the tyres; in the US an optional Handling Pack increases wheel width by a further inch each end, installs massive Michelin Pilot Sport Cup 2 tyres (305mm front; 315mm rear) and adds masses of downforce, but sadly the pack doesn’t pass ADRs.

If you really need it various aftermarket suppliers can fix you up, but even in standard guise the Mach 1 is impressive, it just needs a bit of patience. The front end bites harder than a standard GT and some deft trail-braking can adjust the rear.

But the biggest change is the gearbox. It doesn’t just increase enjoyment by giving the driver more to do or improve performance by giving the engine a shorter ratio to pull but it allows greater control over the Mach 1’s chassis.

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For example, through the tight turns one and eight I can use second for ultimate speed or, if the tyres are getting a little hot and loose, select third to calm the rear without sacrificing too much acceleration by falling down the rev range.

Through faster corners like those at three, four and nine a standard GT would be languishing in third gear, any attempt to throttle steer the car met with front end push, whereas the Mach 1 is up on its toes thanks to the ability to overspeed the rear tyres.

In layman’s terms, it’s much more fun, and with the ESP in its sports setting it’ll happily allow up to a half-turn of opposite lock before intervening, though in ultimate terms the car is faster and more enjoyable with all the electronics off.

What’s more, this fun now lasts longer than a couple of minutes with the Mach 1 displaying no apparent thermal degradation despite consecutive full-throttle laps. Over multiple sessions there isn’t one single drivetrain complaint and the brakes hold up incredibly well, too, the giant 380mm front discs and six-piston calipers proving their worth.

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Is the Mach 1 worth a $20K premium over a standard Mustang GT manual? Tough one. I suspect that for those who have laid down money the fact that it’s a Mach 1 and not a standard GT is a fairly juicy carrot – that it also receives some impressive upgrades is icing on the cake.

As such, the fact that the Ford Performance catalogue could almost certainly provide the parts to upgrade a standard GT to a level of capability beyond the Mach 1 is almost a moot point, as it’s still ‘just’ a GT. A road verdict will have to wait, but if anything we’d expect the shorter gearing to be of even greater benefit there.

It’s a slight shame that the Mach 1 isn’t offered in its ultimate specification, losing adaptive cruise and using the taller diff ratio, but it still survives judgement day with its head held high and is a fitting continuation of the famous badge.

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Specifications

Body: 2-door, 4-seat coupe Drive: rear-wheel Engine: 5038cc V8, DOHC, 32v Bore/stroke: 93 x 92.7mm Compression: 12.0:1 Power: 345kW @ 7500rpm Torque: 556Nm @ 4600rpm Weight: 1779kg Power/weight: 194kW/tonne Transmission: 6-speed manual Suspension: struts, coil springs, adaptive dampers, anti-roll bar (f); multi-links, coil springs, adaptive dampers, anti-roll bar (r) L/W/H: 4789/1916/1387mm Wheelbase: 2720mm Tracks: 1585/1654mm Steering: electrically assisted rack-and-pinion Brakes: 380mm ventilated discs, 6-piston calipers (f); 330mm ventilated discs, single-piston calipers (r) Wheels: 19 x 9.5-inch (f); 19 x 10.0-inch (r) Tyres: 255/40 R19 (f); 275/40 R19 (r) Michelin Pilot Sport 4 S Price: $83,365

Welcome, dear readers, to a new-look WhichCar.com.au – the online home of Wheels, Motor, 4×4 Australia and Street Machine.

In familiar automotive terms, you can think of today’s reveal as a refresh or a ‘facelift’, rather than a new-generation relaunch.

Still, while it may not be a complete makeover (that’s coming), we’re proud to reveal a bold new WhichCar logo, matched to a new charcoal-and-gold colour scheme – and an overall more accessible design to our WhichCar.com.au homepage, brand pages, and articles.

How did this come about?

Really, it’s all thanks to you. In late 2020, we conducted an online survey of users to learn what you thought about the website as you knew it.

We were blown away by the response, with over 5000 of you taking the time to tell us what you do and don’t like about the WhichCar website!

To dive deeper, we also conducted one-on-one interviews with several regular users to really uncover all the changes we could make to improve your time on the WhichCar website.

And here we are. Today’s new-look website is your first taste of an online experience specifically designed to best meet your needs as enthusiasts and as car buyers.

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What has changed?

The more obvious upgrades are easy to spot, especially for our details-obsessed audience.

There’s the new WhichCar logo, of course, developed with your feedback guiding the way. You told us that our old logo did not speak to the quality of our work, and was somewhat confusing in its emphasis and message.

Our new logo is stronger, bolder, and clearer. It’s amazing what a simple question-mark can do, wouldn’t you agree? We trust it’s now more obvious than ever before, that we are here to help choose the car that is right for you.

WhichCar’s new branding is joined by a new colour scheme, a big new ‘carousel’ of the day’s most important stories, and a better-organised new layout to our latest and featured stories as you scroll down the page.

Importantly for the fans of our individual titles, we’ve made it easier to access the homepages of 4×4 Australia, Street Machine, Motor and Wheels – and easier to make these your go-to sites within the broader WhichCar website.

And, whether you’re on the WhichCar homepage or one of our titles, it’s now easier for regular visitors to quickly find the latest breaking stories in our news column, flowing chronologically from beneath the featured stories carousel.

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We trust you’ve also noticed a dramatic increase in the number of news items we’ve been publishing each day – and we’re not done growing there.

We’ve made photography a focus of our redesign, too, from the massive homepage carousel (the BMW grille of content feature blocks) to bigger, higher-quality and at last clickable photos in our news and road-test stories, with a clever new lightbox gallery waiting behind every photo.

We believe you’ll find this a more engaging experience, matching the quality of our writing to a big ‘centre stage’ approach to the cars themselves.

The mobile website delivers a similar look and feel, revealing our latest and most important stories in a logical order, and with a more compelling look.

Under the bonnet, we’ve made great strides in improving the site’s useability in ways that might be less obvious than a shiny new look.

Key among those changes is a faster overall load time on our stories and galleries with a more lightweight page architecture (we’re still finalising our 0-100 time and fuel-consumption claims).

Even the ‘content management system’ we use to build our stories is faster and easier to use, allowing us to bring you the latest news as soon as it happens.

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How did we do?

It’s time to get our report card. How have we done in building your new online home for the latest automotive news and reviews?

Let us know in the comments below, or if you prefer, fire off an email to [email protected].

As it did in getting us here, your feedback is crucial in making sure we’re providing you with the easiest to find and most useful, readable, and engaging content.

And we’re not done. There are more features still to come, and your feedback will help us improve what we’ve shown you so far, and the pieces still to be revealed.

From all of us at WhichCar and our iconic titles Wheels, Motor, 4×4 Australia and Street Machine, thank you for being a part of our journey.

The 2021 Aston Martin V12 Speedster DBR1 has been revealed, and it’s quite possibly the best-looking option pack we’ve ever seen from the Gaydon firm.

Celebrating the marque’s fabled DBR1 race car of the late 1950s, the special edition Speedster also harks back to Aston Martin’s 100 birthday present to itself – the 2013 CC100 concept.

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The original DBR1 was, in period, a fiercely competitive vehicle in the world of motorsport, winning the 1000km of Nürburgring three years on the trot in ‘57, ‘58, and ‘59 – and also claiming motor racing’s most revered trophy, the 24 hours of Le Mans, in 1959.

The DBR1 was also piloted by some of the greatest racing drivers of the 20 century, including Sir Stirling Moss, Carrol Shelby, Jack Fairman, and Tony Brooks.

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To match the iconic piece of machinery, the new V12 Speedster DBR1 scores a number of stylistic cues that mimic the original car.

The speedster’s gorgeous body has been finished in an exacting shade of Aston Martin Racing Green paint, and also features a Clubsport White pinstripe and roundels, as well as a satin silver anodised grille with Clubsport lipstick graphic.

It’s worth mentioning that every single Aston Martin V12 Speedster, regardless of spec, will spend a minimum of 50 hours being painted at the British firm’s advanced painting facility.

The special supercar also sits on a stunning set of black diamond turned 21-inch five-spoke centre lock lightweight wheels.

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Inside, the interior is lavished with conker saddle leather and Viridian Green technical textile/Caithness leather, which is complemented by a blend of gloss carbon fibre and satin silver brushed aluminium switchgear.

Owners who tick the DBR1 option box for their V12 Speedster will even receive a bespoke set of Aston Martin Racing Green driver and passenger helmets.

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Under the long, swooping bonnet of the DBR1 lies the same 5.2-litre twin-turbo V12 found in the standard V12 speedster.

Power is rated at a thumping 522kW and 753Nm, with drive being sent to the rear wheels via ZF’s popular eight-speed automatic transmission.

0-100km/h is said to be taken care of in just 3.4 seconds, and the top speed is rated at a particularly blustery 319km/h.

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Just 88 examples of the Aston Martin V12 Speedster are being built, and even less will be optioned in this DBR1 guise.

The bent-12 supercar will set buyers back over $1.5 million, however, it’s not known whether any will ever reach Australian shores.

Audi’s CEO Markus Duesmann announced last month that the company would cease research and development of ‘new’ internal combustion engines, though will continue to update its existing powerplant lineup.

Speaking to German news outlet Automobilewoche, he said “The EU plans for an even stricter Euro 7 emissions standard that is technically a huge challenge with little benefit for the environment at the same time. This extremely restricts the combustion engine.”

Audi confirmed it “will no longer develop a new internal combustion engine, but will adapt our existing internal combustion engines to new emission guidelines.” Audi has previously committed to offering 20 new electric models by 2025, but has yet to go all-in and commit to a similar strategy to Volvo, Jaguar and Bentley, who have all announced their intentions to go all-electric by 2030.

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Despite the impending launch of its i4 Gran Coupe range, BMW hasn’t made any such commitment. In fact, BMW’s CEO Oliver Zipse is reported to have said that the Bavarian marque has no plans to stop developing internal combustion engines because “demand for ICE vehicles will remain robust for many years to come.”

Meanwhile Porsche is looking at a holistic strategy that aims to achieve a CO2-neutral balance sheet throughout the entire value chain in 2030. Weissach is banking on a partnership investment with Siemens Energy in wind powered synthetic fuel production to extend the life of the internal combustion engine. By contrast, Audi has targeted 2050 for net carbon neutrality across the business.

Ingolstadt’s stance sets the countdown clock on the last of the great V10 engines, as seen in the Audi R8 and, by extension, the Lamborghini Huracán, both engines built at Audi’s plant in Gyor, Hungary.

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It also puts Audi in a bit of a quandary. Despite a three-stage product plan to electrification (mild hybrid/plug-in hybrid/full EV), it’s an unavoidable fact that, with 29,300 units delivered, 2020 marked the best ever sales year for S and RS models delivered, despite the coronavirus pandemic.

That’s a gain of more than 16 per cent on the previous year and, with 13 S and RS models on offer, Audi has its youngest and largest sporting portfolio ever.

With that level of success, it’s not surprising that despite the seemingly apocalyptic proclamation, Audi still plans to be selling around 60 to 70 per cent of its vehicles with a combustion engine in 2025.

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By then, the 5.2-litre FSI V10 will have been on sale for 16 years. It would have some way to go to equal that of the Rolls-Royce/Bentley L-Series V8 which notched up 61 years in production.

So while Audi might have drawn a veil over clean-sheet engine R&D, it’ll largely be up to the market to decide for how long the existing petrol performance engines continue.

If there’s a part of you wondering why the wagon-obsessed Audi has yet to reveal an electric wagon, you’re probably not alone.

So far we’ve seen the German brand make the smart moves by revealing a pair of electric SUVs in the E-Tron and Q4 E-Tron models, joined by the necessary halo EV, the E-Tron GT.

An electric Avant wagon can’t be far away, right? We hope not, if digital artist Theo Throttle’s latest effort is anything to go by.

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Not long ago, Theo revealed his take on a potential E-Tron GT Avant, converting the low and wide performance sedan into… a low and wide performance wagon. Which, really, is right in Audi’s wheelhouse.

Then there’s the Audi A6. A more practical executive sedan of the premium type, the A6 shouts ‘family hauler’ when bought in Avant wagon form – and, of course, extreme performance wagon enthusiast dad where the RS6 Avant is concerned.

With the recent reveal of the A6 E-Tron, offering a look at where the badge will go in its next-generation form, onlookers were treated to a sleek electric sedan developed with the Tesla Model S in its sights.

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Still, I can’t bear the thought of it going on sale without the proven Avant body style as a companion offering – so I was rapt to see Mr Throttle had turned his hand to Avantifying the concept.

There’s nothing out of the ordinary with Theo’s A6 E-Tron Avant (A6 Avant E-Tron?) rendering, but boy is it extraordinary.

It’s not hard to imagine this one as an RS6 – but, then, would an all-electric RS6 be a pill too hard to swallow?

Of course, time will tell whether an A6 E-Tron Avant will ever surface, let alone an RS-badged hero model.

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https://www.instagram.com/p/CN_rSJrJB7-/

Here comes… the Lotus Emira. That’s the name of the iconic British marque’s upcoming sports car, which will debut as the first successor to the outgoing Exige, Elise and Evora.

We can’t see it yet, though. That moment will occur on July 6, before the Emira makes its driving debut just days later at the Goodwood Festival of Speed.

News of a replacement for the very-long-servicing sports cars has been getting around for some time, but it was in January that the Chinese-owned brand first confirmed production would begin this year.

Until now, the new sports car series has been known only as Type 131, and the company has previously confirmed it will be built at its Norfolk facility in England – recently benefiting from a $177 million upgrade.

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The Emira – a rival to the Porsche Cayman in price and performance – will join the upcoming Evija, an electric hypercar due to go into production this year.

Speaking with the UK’s Car magazine, new Lotus boss Matt Windle said the Emira will be priced “between Cayman and 911, but closer to Cayman” for the entry model, while more powerful variants will reach closer to the 911’s asking price.

Importantly, with the Evija priced at $3.5 million and limited to just 130 cars, the Emira is truly the first new Lotus that matters to most buyers for more than ‘drool from afar’ status.

It was Windle that announced the Emira’s name today, marking a pivotal moment for the brand – particularly since this latest model in a long line of ‘E’ cars will be the first new conventional Lotus sports car since the Evora appeared in 2009.

As expected, the Emira will be offered with a choice of two engines: a 2.0-litre turbocharged four-cylinder petrol engine, and an upgraded version of the Evora’s Toyota-sourced supercharged V6 – producing its biggest numbers in the 316kW Evora GT430 specification, revealed back in 2018.

The source of the smaller turbo engine has not been revealed, but reports suggest we can expect to see the AMG A45S’s M139 310kW/500Nm unit in the job. That’s a powerhouse that shoots Merc’s A hatch to 100km/h in a Motor-verified 3.9 seconds.

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Speaking with America’s Road & Track about the new engine, Windle would say only: “I can confirm that we won’t be taking powertrain from any Geely car and Geely companies. And we are working with a well-known engine supplier that will be giving us a very efficient high output engine. It’s not exclusive to us, but I can say it’s a four cylinder engine.”

While Lotus won’t offer details on its 2.0-litre plan, Windle did say of the bigger engine option: “we’ll be using the Toyota V6. We love the V6.” Let’s call that concrete confirmation.

The Emira itself will be built on a new aluminium architecture, and while it is promised to make a number of technological leaps over its predecessors, it will still be held to classic Lotus traditions – such as skipping electric steering assistance, like the Evija, in favour of an electrohydraulic system to ensure an authentic steering feel.

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Still, that’ll be a short-lived feature. Speaking with Autocar, Windle said: “It won’t be for long; the GSR2 [European vehicle safety] regulations coming in 2027 bring driver assistance, so you will have to have EPS. But these things really do matter here.”

Wherever market demands and regulations take Lotus, fans of the brand’s tenets will at least have the Emira. For a while.

Watch for more on the upcoming new Lotus to come in the months ahead.

As the Australian debut of Hyundai’s IONIQ 5 electric crossover draws closer, we’ve so far had the opportunity to experience a pre-production example for what we call a ‘walkaround’ review.

Our friends in Europe, however, have now driven the new Tardis-like family car, which boasts exterior dimensions similar to the mid-sized Tucson SUV but a wheelbase even longer than the big new Hyundai Palisade.

First impressions are very encouraging, with impressive performance, handling and comfort married to a convincing driving range – and, of course, the ‘feel-good factor’ of EV ownership.

So, until we get our first drive on Australian roads, we invite you to read our overseas review, filed by Jakes Groves for our friends at Car Magazine in the UK.

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It’s clear that Hyundai’s mantra must be ‘speak softly and carry a big stick.’ It just must be.

Being among quiet pioneers of family-friendly electric cars already with the original IONIQ and Kona, the brand is about to smack us across the chops with a whole new range of EVs under the IONIQ sub-brand, starting with this: the IONIQ 5.

We’ve driven a near-finished prototype for our first whack. Has Hyundai beaten VW at its new game?

Firstly, it looks cool – not always a sure thing with EVs

Hyundai says the look has been inspired by the Pony Coupe of the ‘70s but, unlike so many car brands looking to its past to guide its future, design-wise, this is no slavish pastiche. It’s an eye-popping piece of design, shaped as a family hatch, with pixelated lighting front and rear and super-crisp lines.

Interestingly, though, the IONIQ 5’s dimensions are much larger than you think. This design masterstroke actually hides the car’s size: it’s actually longer than a VW ID.4 both physically and in terms of its wheelbase, and about 40mm taller than a Jaguar i-Pace.

Speaking of the i-Pace and ID range, we conveniently managed to park next to Jag’s EV and an ID.3 – both look a little dated when compared to this. (The Jag is arguably timeless… – Ed.)

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Inside, the cockpit takes full advantage of the e-GMP platform that lies underneath. A flat floor means no fixed centre tunnel, with a movable centre console that provides cupholders, cubbies and a wireless phone charger.

You’re also greeted by thick padded seats, two massive screens and a kitsch two-spoke wheel like a Honda E. And, unlike Honda’s little city EV, we’ll at least get the IONIQ 5 in Australia. Full points to Hyundai for that one.

But Hyundai hasn’t gone tech-overload here like Mercedes, or ultra-minimalist like a Tesla Model 3 – there’s a balance between large, useful screens, touch panels and physical switchgear and solid materials on all your regular touch points.

The shift stalk, for example, is on the steering column, with a chunky twist action. And the door inlays – complete with eco-friendly paper inserts – all feel solid with a tactile thunk when you pull the door handles.

Space is impressive, too. The cabin itself feels huge once you’re inside, with loads of room for rear passengers, too. The rear bench can slide forward and back and, even with a 6ft-2in driver like myself at the wheel, there’s tonnes of legroom.

The boot, however, is rather shallow, but has depth end-to-end, and properly usable width. You don’t even need to store your cables here – there’s a handy storage box under the bonnet for that.

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Technology

The new e-GMP platform used here will underpin every new IONIQ sub-brand model from Hyundai, along with Kia’s new EV range starting with the EV6.

Rear- and all-wheel drive powertrains are offered, with the IONIQ 5 giving you the choice of a standard range 58kWh or long-range 72.6kWh battery packs.

And, along with a three-pin plug socket in the car, there’s ‘vehicle to load’ – the ability to use the car as a rolling power bank, allowing you to plug in (via an adaptor on the charging port plug) almost anything externally, like a lawn mower, e-scooter, or even another EV.

“Our car was fully trimmed with every frippery you could ask for, implying that it was one of the limited-run ‘Project 45’ versions, at £48k (AU$85,600).”

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Hyundai’s electric car plans explained

It’s also as clever as a Taycan, allowing for both 400 or 800-volt charging, meaning (on the fastest available 350kW chargers, of course) the ability to zap from 10 to 80 per cent charge in just 18 minutes.

Hyundai claims 296 miles (476km) in the IONIq’s thriftiest setting (larger battery, rear-wheel drive), but you can expect an ID.3 rivalling 260-plus (418km) from the all-wheel drive variant.

Live in a sunny area? That’s handy, because you can also spec a solar cell roof (after the IONIQ’s initial launch) that aids the batteries.

“The solar roof has a charging capacity of 205W, and in an environment that is sunny we did some experiments and found that it could add 1200 miles (1931km) of range per year, or about three miles (5km) per day,” IONIQ 5 project manager, Askin Kahraman, told us.

“The roof will also help the 12V battery so the car doesn’t discharge completely.”

Then there’s all the available tech on board. Along with Level 2.5 semi-autonomous driving tech, you can have Hyundai’s Blind Spot View Monitor (that shows you the view of the door mirror camera when you flick the indicator), an augmented-reality head-up display and front seats that recline with leg supports like a living room La-Z-Boy.

Our car was fully trimmed with every frippery you could ask for, implying that it was one of the limited-run ‘Project 45’ versions, at £48k (AU$85,600).

On top of all the tech that gives you, it also means your IONIQ 5 comes with the bigger 72.6kWh battery and all-wheel drive.

As for lower trims, we expect it to follow the same trim structure as Hyundai’s other models: SE Connect, Premium and Ultimate, with the cheapest models circling the £39,000 (AU$69,500) mark.

(Note: the above trim grades are specific to the UK, and it is unknown how many variants of the IONIQ 5 will be offered in Australia.)

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Let’s drive

Walk on up to it and flush door handles pop out, ready for the drive ahead. Given the front seat’s reclining nature, the whole seat angles backward if you want thigh support – rather than just the front end of the base – and the wheel adjusts for plentiful reach and rake.

Once you’re rolling, the 5’s interesting details don’t instantly reveal themselves – it feels entirely standard fare for a family EV – quiet, inoffensive and smooth when you’re nipping around town.

And properly quick, just like an EV with so much torque should be; Eco mode dulls the throttle, while, at the other end of the drive mode scale, the dials glare red in Sport and the throttle response is incredible. (In its quickest form, the 72.6kWh all-wheel-drive model, Hyundai claims a 0-100km/h time of 5.2 seconds.)

And this simply won’t be the most powerful version of the E-GMP platform, either. Kia, for example, has already shown off a supercar-baiting EV6 GT, so it’s not beyond the realms of possibility that Hyundai could make an IONIQ N.

Then you start to notice the finer points after the miles roll on.

The steering, for example, is live-wire alert and well-weighted – no dead-spots off-centre and tremendously fluid when you wind the lock off after a turn. The turning circle is tight, too; not London Taxi or Honda E tight, but not far off.

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Then there’s the brakes.

It’s almost an expectation for an electric car to have a soggy brake pedal and inconsistent feel when you apply some pressure due to regenerative braking (of which Hyundai has four steps, plus a one-pedal mode), but not here. Plenty of solid, accurate feel regardless of regeneration level.

You can really have fun with this car on a back road – something not often said this side of a Taycan.

Adding up the whumping torque, sharp steering and feelsome brakes is already plenty good enough, but there’s real balance to the chassis, too. This doesn’t feel leaden or recalcitrant when you want some zippy thrills going the fun way home.

Yes, there’s a touch of body roll, but the way the suspension handles the IONIQ’s weight is really something to be commended – it’s a hoot.

We even got some time on the motorway. Hyundai told us that not all of the production-spec soundproofing is on this prototype but, if that’s the case, I’ve driven plenty of in-production family cars (including those of premium manufacturers like Audi) riding on 20-inch wheels that have worse NVH (noise, vibration and harshness) refinement.

Tyre noise is well within an acceptable level, and wind noise is minor. Couple this with balanced ride quality – not too jittery, but not water-bed wallowy either – and it’s a very promising position to be in.

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First impressions: Hyundai IONIQ 5

What an impressive machine. We can’t wait to try a production-spec one but, even in this prototype, the IONIQ 5 brings such a breadth of capabilities that other EVs can only dream of.

Show-stopping looks, a thoroughly usable and appealing interior, and sharp dynamics that are rare to find in a heavy family EV.

This article was first published at Carmagazine.co.uk

The 2021 Ssangyong Korando medium-size SUV range has landed in Australia and is now on sale starting from $29,990 drive-away.

The South Korean automaker’s latest SUV offering faces stiff competition, with Hyundai’s new Tucson, Mazda’s CX-5 and Toyota’s perennially popular RAV4 all populating the same segment.

However, thanks to its economical asking price, the Korando does undercut almost all of its direct competitors, being $3000 cheaper than the entry-level CX-5, roughly $7000 less than the RAV4 and a sizeable $8348 cheaper than the Tucson.

Ssangyong has done away with the six-speed manual option for the entire model line-up – the Aisin-built six-speed torque converter automatic is now the only gearbox option.

Gone too is the e-XDi 1.6-litre four-cylinder turbo-diesel engine from all but the range-topping Ultimate AWD model.

2021 SsangYong Korando pricing

• 2021 Ssangyong Korando EX FWD petrol – $29,990
• 2021 Ssangyong Korando ELX FWD petrol – $32,990
• 2021 Ssangyong Korando Ultimate FWD petrol – $37,990
• 2021 Ssangyong Korando Ultimate AWD diesel – $39,990

All prices drive-away

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Interior and exterior equipment

The Korando EX FWD petrol scores the following features as standard:

• 17-inch alloy wheels
• Full-size alloy spare wheel
• Cruise control
• Fabric seats
• 8-inch instrument cluster
• Apple CarPlay and Android Auto
• Auto-folding door mirrors
• Rain-sensing front wipers
• Retractable cargo cover

The Korando ELXu00a0builds on these features, adding:

• 18-inch diamond-cut alloy wheels
• Triple LED front fog lights
• Leather steering wheel
• TPU leather seat bolsters
• Heated front seats
• Electric park brake
• Smart key push-button start/stop
• Silver roof rails

The top-shelf Korando Ultimate adds:

• 19-inch diamond-cut alloy wheels
• Heated leather steering wheel
• Heated and vented front seats
• Powered sunroof
• Powered tailgate
• Premium leather seats
• Powered front seats
• 10.25-inch LCD digital instrument cluster
• Dual-zone climate control

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Safety features

When it was last tested in 2019, the Ssangyong Korando scored a five-star ANCAP safety rating.

The Korando EX FWD model comes equipped with the following safety features:

• AEB with Forward Collision Warning (FCW)
• Lane Keeping Assist (LKA)
• High Beam Assist (HBA)
• Driver’s knee airbag
• Reverse camera

The Korando ELXu00a0adds:

• Blind Spot Detection (BSD)
• Rear Cross-Traffic Alert (RCTA)
• Front and rear parking sensors

The Koranda Ultimate scores:

• Adaptive Cruise Control (ACC)
• Lane Center Following Assist (LCFA)
• Tyre Pressure Monitoring System (TPMS)

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Engines and economy

The 2021 Ssangyong Korando will be available with two different engines – a turbocharged 1.5-litre four-cylinder petrol unit, and a 1.6-litre four-cylinder turbo-diesel motor.

The 1.5-litre petrol donk produces 120kW and 280Nm, sending its power exclusively to the front wheels through the aforementioned six-speed auto. Fuel economy is rated at 7.7L/100km on the combined cycle.

The 1.6-litre turbo-diesel engine makes 100kW and 324Nm, with power sent to all four wheels through the same six-speed auto. Fuel economy is rated at 6.4L/100km on the combined cycle.

All models come with a rather diminutive 47-litre fuel tank, and interestingly, the petrol-powered models require a minimum of 95-ron petrol.

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Warranty and servicing

As is the case with all Ssangyong products, the new Korando gets the automaker’s ‘777 Care Cover’.

This means a seven-year, unlimited-kilometre warranty, seven-year capped-price servicing and seven-year roadside assist.

The FWD petrol Korandos will cost $295 per year to service.

The AWD diesel Korando will cost $316 per year to service.

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Weight and dimensions

The 2021 Ssangyong Korando will vary in weight depending on the model, with the entry-level EX tipping the scales with a 1435 kilogram kerb weight, while the range-topping Ultimate adds an extra 170 kilograms of heft, coming in at 1605 kilograms.

Dimensions for the Korando are identical across the model range, with an 1870mm width, 1629mm height, 2675mm wheelbase, 1590mm front track, and a 1610mm rear track.

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2021 Ssangyong Korando has landed on Aussie shores and is on sale right now at authorised dealerships across the country.

Hyundai’s Kona N hasn’t exactly been the sort of secret you’d need top level security clearance to catch wind of. Even if you weren’t part of the development team, you could probably sketch out the broad brush themes: engine from an i30 N hatch, similar front-drive mechanicals and the new 8-speed DCT transmission.

Give yourself a pat on the back if you scored three from three there.

Well, now we’ve seen the car in the metal. Maybe that’s a slight exaggeration. We’ve seen it in a Zoom call hosted by Hyundai’s top brass and, if you click through the gallery attached here, you can too.

The N treatment has shorn a lot of the Kona’s lightweight gawkiness away. It hunkers down onto its 19-inch wheels and features a front lip spoiler, wide lower air intake, double-wing roof spoiler and side skirts. Getting rid of the black plastic wheel arch fenders also gives the N a more upmarket look.

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It’s not aiming too far upmarket, though.

When asked why the Kona N does without drive to all four wheels, Till Wartenberg, Head of N Brand Management & Motorsports Sub-Division stated that “front-drive makes the Kona N affordable and accessible. It opts it into a ‘white spot’ in the US market where there is no obvious competitor.”

It doesn’t sound as if N has sold out in making the SUV, even if ride height hasn’t actually been reduced. “You can take it to a race track, push it hard and drive it back home,” said Albert Biermann, Hyundai’s R&D boss.

“The final aero was tuned on the Nordschleife rather than a wind tunnel. At Schwedenkreuz [corner], you need to trust the aero balance, arriving at speed.”

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Hyundai’s engineers tested the Kona N at Wakefield Park and it’s reported to have lapped quicker than an i30 N hatch, so any worries that you’re losing some element of dynamic ability can be laid to rest now.

It’s also reported to be extremely adjustable, possibly because the slightly higher CofG allows for more dynamic weight transfers.

How is it quicker? The simple answer is weight. Although Hyundai hasn’t quoted a kerb weight for the Kona N at this juncture, MOTOR understands that the production vehicle will be lighter than an i30 N hatch with the same transmission.

So what’s under the skin? Naturally, it gets the i30 N’s 2.0-litre turbocharged four, mated to the 8-speed wet-clutch N DCT transmission. The gearbox features transmission control software that includes modes such as N Grin Shift (NGS), N Power Shift (NPS) and N Track Sense Shift (NTS).

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N Grin Shift? This lifts power from 206 to 213kW, helping the Kona N to 100km/h in 5.5 seconds and on to a top speed of 240km/h. To achieve that time, you’ll probably be leaning on the standard launch control function. But, like some terrible kitchen chopping tool infomercial, there’s more.

N Grin Control. Yes, really. This is just Hyundai’s rather awful name for a mode dial that switches through Eco, Normal, Sport, N and Custom, and you can alter the parameters of the engine, the stability control, the exhaust, and the steering.

Biermann’s team must be wearing out the N key on their laptops, because there’s also N Corner Carving Differential, an electronic limited slip diff that helps the two front contact patches deploy all of the 392Nm.

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The 19-inch forged wheels help reduce unsprung weight versus a typical cast item, and the Kona N also features a retuned steering system, bigger brakes and custom tyres. Look for the HN branding on the sidewall.

There’s also the Variable Exhaust System that can be made to make more pops and bangs than the opening bars of Operation Desert Storm. The body’s also been beefed up with additional spot welds, a strut ring and extra gusset braces to resist torsional forces under hard cornering.

Expect the Kona N to land in Australia in July, with prices at a typical Kona premium over i30, so expect a figure just north of $50,000 depending on final trim choice.