JUMP AHEAD

• Pricing and features
• Safety
• Interior
• On the road
• Key rivals
• Should I put it on my shortlist?
• Specifications

Pricing and features

Pricing has gone up about 35 percent for the C-HR range, which positions it in a different spot to the first-gen model.

Part of that is clearly down to improved spec and tech, but there’s probably a bit of scarcity costing added in there – the car is built in Turkey, and is only sold in Australia and Europe this time around.

Even so, a base price of $42,990 plus on-roads for a pretty basically specified C-HR GXL seems rich, while the Koba model – which shares the same powertrain as the base car – gets a heap more kit for $49,990 plus on-roads.

The range-topping GR Sport stands apart with a 30% more powerful hybrid system and all-wheel drive, but at $54,990 plus on-roads, there are plenty of better choices out there. Read our full spec breakdown to see what you get in each grade.

As with all Toyota models, there’s a five-year/unlimited kilometre warranty, plus if you maintain logbook servicing you will get seven years of powertrain cover.

And if you service with Toyota, you will be eligible for up to 10 years’ hybrid battery cover.

Service intervals are 12 months/15,000km, with a capped-price plan for the first five years/75,000km which averages out at just $200 per visit.

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Safety

Awarded a 5-Star ANCAP safety rating, the new C-HR has an abundant standard safety kit.

This includes 10 airbags, autonomous emergency braking with pedestrian, cyclist, junction and head-on detection, adaptive cruise control, lane keeping assistance, and a driver monitoring camera.

Helping with a lack of outward vision are front and rear parking sensors with low-speed auto braking, and there’s a surround-view camera, plus blind-spot monitoring and rear cross-traffic alert.

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Interior

Big changes to the cabin, with some sweetheart elements from the first-gen having disappeared – there’s no impressions in the headlining, and the speaker covers are just boring now.

But otherwise, it’s a modern and stylish cockpit design, but one where space is at a premium. Unlike many other new-gen models, the C-HR is no larger inside than before, and with two big bodies up front, it feels pretty cramped.

All of the controls are pretty logical apart from some on the touchscreen, with a few confusing menus. And while there are volume buttons, you don’t get any other media buttons apart from those on the steering wheel.

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Thankfully the climate system has an array of buttons below, and dual-zone climate control is standard.

What isn’t standard, though, is rear-seat ventilation, and it is a cramped feeling space in the back thanks in part to the dark headliner. The windowline is still very high, meaning it won’t be ideal for parents… or anyone who likes whomever is riding in the back. There’s also limited storage, with just cupholders in the doors and a single map pocket on the higher grades.

At least the rear doors now have more conventional handles, yet the C-HR also debuts the on-trend flush-fit handles – a first for Toyota.

Boot space might work for you, though: GXL and Koba models have 388 litres, while the AWD GR Sport has 362L. Also, if you want or need a spare, there’s a space-saver in the GXL, but the others have a tyre repair kit. All have tyre pressure monitoring.

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On the road

It might have seen new-generation powertrain upgrades, but the 1.8L hybrid system doesn’t feel all that different compared with other hybrid Toyotas when it comes to the drive experience.

With engine changes and a different battery, there’s 13kW more and 0.3L/100km less, respectively.

It is still a smooth and clever powertrain, shuffling between petrol and electric (or a combination of the two) well, though still with the trademark CVT whine.

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The last one was fun in the bends, and the same can be said of the second-gen.

There’s a nice balance to its handling, and the steering is accurate with nice weighting. The ride? Better on 17s, as you’d expect, but even in the Koba it’s never too unsettled or uncomfortable.

As the GR Sport doesn’t see any major tuning changes to the car’s MacPherson front, independent rear setup, it offers similar smarts in terms of balancing comfort and control – but with the GR Sport’s electric rear axle setup, it offers the all-wheel drive traction and propulsion you might need at different times.

However, it still feels very front-biased, and while the performance from the 2.0L hybrid system is markedly more rapid than the base cars, for those hoping for a ‘proper’ sports SUV experience, this won’t really deliver.

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• What is a Powertrain or Drivetrain?
• Power vs torque
• Car suspension explained
• Automatic transmissions (‘gearboxes’) explained
• Chassis control systems explained
• Car vs Ute vs SUV: How the vehicle you buy should guide the way you drive
• What is the WLTP emissions and range test?

The most compelling alternative is a sibling model – the Toyota Corolla Cross (from $33,980 MSRP), which comes with a vast range of models for less money and with more practicality for the cash, too.

You might also want to check out the Honda HR-V (from $36,700 drive-away) or ZR-V (from $40,200 drive-away), both of which offer great petrol and hybrid models.

And if you’re considering a GR Sport version, there are a number of Cupra Formentor variants that fall around the same budget (it starts at $51,990 MSRP), with a bit more space and plenty of grace, too.

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Should I put it on my shortlist?

Maybe. There are more practical options, but if you aren’t prioritising back seat riders, it could be a good choice, if you can justify the cost.

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“Like in the US, Australian consumers should have time to embrace the shift, and ensure they have access to the types of vehicles they want and need at prices they can afford.”

That’s the view of the Federal Chamber of Automotive Industries (FCAI), Australia’s peak motoring body representing most car brands, following the US Environmental Protection Agency release overnight of its new emissions reduction targets – officially titled “Multi Pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles”.

Expectations for the US EPA’s new regulations varied, with some anticipating more aggressive moves towards a broad phasing out of petrol-powered vehicles.

However, the final strategy focuses on significantly reducing emissions without mandating the complete elimination of combustion vehicles – an election-year move that has won the support of industry and the powerful United Automobile Workers union.

From there to here

While the EPA’s earlier proposed rules would require an 18% fleetwide emissions reduction by 2027 and 40% by 2029, those targets have been reduced in the ‘final rule’ to 9% and 27% respectively.

By 2032, manufacturers must aim for a 50% reduction in fleetwide emissions, rather than the 56% previously proposed.

The new ‘final rule’, developed at the direction of the Biden government and the United States Congress, and following public consultation, will require carmakers to reduce emissions from light-duty and medium-duty vehicles – starting with model year 2027. In practical terms, that means models on sale in the United States from sometime in 2026.

What are light-duty and medium-duty vehicles in America?

“Light-duty trucks” refers to models up to the Ford F-150, Chevrolet SIlverado 1500 and Ram 1500 in size and gross vehicle weight, while “medium-duty vehicles” applies to larger F-250 and 2500-sized models.

In its announcement [↗], the US EPA said: “The final rule builds upon EPA’s final standards for federal greenhouse gas emissions standards for passenger cars and light trucks for model years 2023 through 2026 and leverages advances in clean car technology to unlock benefits to Americans ranging from improving public health through reducing smog- and soot-forming pollution from vehicles, to reducing climate pollution, to saving drivers money through reduced fuel and maintenance costs. These standards will phase in over model years 2027 through 2032.”

The report adds: “Compared to the existing MY 2026 standards, the final MY 2032 standards represent a nearly 50% reduction in projected fleet average GHG (greenhouse gas) emissions levels for light-duty vehicles and 44% reductions for medium-duty vehicles. In addition, the standards are expected to reduce emissions of health-harming fine particulate matter from gasoline-powered vehicles by over 95%.”

This would see average passenger car GHG decrease from 139 grams of CO2 per mile in 2027 to just 73g/mile CO2 by 2032.

The US EPA says it expects the final rule to avoid 7.2 billion tons of CO2 emissions through 2055 – ”roughly equal to four times the emissions of the entire (American) transportation sector in 2021” – while preventing “up to” 2500 premature deaths in 2055 and reducing heart attacks, respiratory and cardiovascular illnesses, aggravated asthma, and decreased lung function.

(It’s unclear how the number of 2055 premature deaths was calculated, as a University of Melbourne study [↗] has found that 11,000 Australians may die prematurely every year from transport emissions, while 19,000 people are hospitalised for heart and lung issues.)

The net benefit to the US economy is expected to amount to more than AU$150 billion annually.

In Australia, the Federal Chamber of Automotive Industries (FCAI) has been urging the Albanese government to reconsider its preferred option in the proposed New Vehicle Emissions Scheme, which we’ve covered at the below links.

The FCAI has asked that the government look to America’s plan in guiding emissions regulations in Australia.

“A vehicle efficiency standard is a major step for Australia, and we should take the time to ensure that car companies have sufficient time to increase the supply of zero and low-emission vehicles into the local market,” said FCAI CEO Tony Weber.

“Like in the US, Australian consumers should have time to embrace the shift, and ensure they have access to the types of vehicles they want and need at prices they can afford.”

Mr Weber said that the government’s preferred option in the proposed emissions scheme would outweigh “the reality of the market supply and demand,” potentially moving a future government to “wind it back later”.

“In addition to timing, the Government should consider other elements of the US standards that includes vehicle multiplier credits, off-cycle credits such as air-conditioning credits, penalty structure, timing and vehicle classification,” Mr Weber said.

“The US Government also provides large financial incentives for the manufacturing of vehicles and subsidies of up to USD$7500 for consumers to buy EVs.”

From January 1, Americans can get up to US$7500 off the sticker price of “many of the new electric vehicles eligible” for the Inflation Reduction Act’s 30D New Clean Vehicle Tax Credit, and up to US$4000 off the price of a used EV for vehicles eligible for the 25E Used Clean Vehicle Credit.

In Australia, rebates and subsidies for EVs vary by region – with none offered at a federal level – and the best offered is to Queensland motorists, who recently benefited from a doubling of the state’s $3000 rebate to $6000, along with an increase in the dutiable vehicle value threshold from $58,000 to $68,000 plus on-road costs.

As if to remind the Albanese government of its own stated position, Mr Weber said: “The Australian Government has consistently said that it is using the US scheme as a guide. Rushing to introduce a scheme, in just 9 months time, without learning from the US experience is a recipe for disaster in Australia.”

Christmas feels like it was just yesterday as we pull into an early Easter long weekend – and, as always, families are gearing up for some time away.

If that includes you, or even if it doesn’t, it’s more important than ever to be wary of busy roads as people get to hurrying towards their relaxing time away.

Check out our story above for tips on keeping your cool on that long drive, but if you do get pinged, below are the sorts of penalties you can expect around Australia.

NSW, ACT and Western Australia

Double demerits – for speeding, mobile phone use, seatbelt offences and riding without a helmet – will be in force from Thursday March 28 to Monday April 1 – no foolin’.

The bill won’t be any bigger in most cases, but a double tap to your points could be enough to take you off the road for a while.

Queensland

The sunshine state won’t be running any Easter-specific points or fines, but…

If you’re not local, it’s worth noting that Queensland has a year-round double demerits system that applies to any second-time offenders in any 12-month period.

Victoria, Tasmania, South Australia, NT

Victoria, despite being popularly known as a ‘police state’, doesn’t run a double demerits program – and neither do South Australia, Tasmania or the Northern Territory.

That doesn’t mean the police in those regions won’t be out in force, of course. And, as Victorian off-roading enthusiasts learned in 2022, we might see a blitz or two.

Toyota was one of the first Australian brands to make the decision about the future of the small car positioning.

The choice was either to offer a cheap and feature-light vehicle, or fill the car with integral safety and features required to meet ANCAPs requirements, and up the price.

Ultimately the brand facelifted the Yaris range in 2020 which saw prices hiked almost $7k, pushing it well out of the sub $20k space the car was once comfortably in.

The update saw the all-new model come with a host of additional safety features compared to its predecessor.

Now in 2024, the Yaris has gone hybrid only, which of course can only mean, another increase in starting price. So let’s see what the ‘cheapest’ Yaris available brings to the table.

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Pricing and features

Without an entry-level available, the Yaris range starts at the SX grade for $30,190 before on-road costs.

There is a higher spec ZR variant available as well.

Within the Toyota range, shoppers might consider the Corolla Ascent Sport hybrid ($32,110 before on-road costs) and the Yaris Cross 2WD hybrid ($30,000 before on-road costs).

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The Yaris SX includes 15-inch alloy wheels, a 7-inch infotainment system, Apple CarPlay and Android Auto, active cruise control, leather-accented steering wheel, fabric seats, keyless entry and start and LED headlights and daytime running lights.

It’s a zippy little runabout that sips just 3.3L/100km. That’s one of the lowest hybrid fuel consumption figures in the country.

In terms of colours, Yaris buyers have the choice of ten individual colours with eight adding an extra $600 to your drive-away price.

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Safety

The Toyota Yaris was awarded a five-star ANCAP rating with testing conducted around launch in 2020.

This is constituted by an 86% score for adult occupant protection, and 87% for children.

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All variants of the Yaris receive 8 airbags and plenty of additions in terms of safety.

The Toyota Safety Sense suite of features is available across the range, including active cruise control, autonomous emergency braking, intersection turn assist, lane keep assist, lane-departure warning and fatigue reminders.

If you’re after systems like blind spot monitoring and rear cross traffic alert, you’ll need to step up to the ZR grade next in line.

Key rivals

With the small segment shrinking in size, due to the popularity of small SUV and the trend towards larger cars in general, there have been a number of withdrawals from the segment.

Players that remain include the popular:

• Mazda 2
• Suzuki Swift
• Volkswagen Polo
• MG3

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Should I put it on my shortlist?

As a hybrid offering, the Yaris presents an attractive option for urban commuting, boasting stellar fuel economy and compact dimensions.

However, it comes with a significant price premium compared to its competitors, many of which offer petrol alternatives. Particularly in a segment where some rivals are available for under $20,000 drive-away, justifying the Yaris purely on a financial basis can be challenging.

Buyers also used to have the option of a cheaper petrol alternative, which differed by just 1.6L/100km on a combined fuel cycle. So the hybrid premium used to take a fair while to justify the initial purchase price. But this is no longer an option for the Yaris.

Overall, a brief test drive reveals the joy of its driving dynamics and the reassurance of its robust safety features. If you’re willing to invest, the Yaris might just be the perfect fit for you.

When the Chery Omoda 5 hit Australian shores nearly 12 months ago it collected justified criticism for its poor calibration of safety systems – most prominently the lane-keep assist and driver monitoring features.

At the reveal of the new Omoda 5 GT and electric Omoda E5, Chery Australia managing director Lucas Harris acknowledged the shortcomings and how they came to be.

“When we first launched the Omoda 5 in March last year, I’d be the first to admit that in that car, there was extremely little local testing and extremely limited local validation. And so obviously, we’re not very happy about that, and we’ve taken some fairly dramatic steps to resolve it”, Mr Harris told media.

“It’s unfortunate that’s the way it went, but we can’t change history”

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Speaking to Wheels, he also noted the differences between roads in China – where Chery’s based – and Australia.

Specifically, the variance in road markings. The road network in China, on which the Omoda 5’s systems were tuned, conforms to a more uniform standard than ours.

Australian roads vary significantly, with inconsistent lane widths, marking styles, colours, and other factors. Still, other automakers have succeeded where the Omoda 5 didn’t. When probed further, Mr Harris said the issue wasn’t perhaps testing but rather implementing fixes before heading to market.

“Maybe a slight correction would be, that there was a fair amount of time spent testing prior to launch but what we didn’t do enough was the adaptability tuning. It’s unfortunate that’s the way it went, but we can’t change history”, he said.

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Since the Omoda 5’s lukewarm critical reception, Chery engineers from head office have been working in Australia nearly every day, according to the brand.

It’s culminated in a set of revisions that launch in tandem with the more powerful Omoda 5 GT variant (priced between $38,990-$40,990 drive-away). Existing Omoda 5 owners can have software revisions loaded onto their vehicles at dealers.

“Moving forward into the future, it [won’t be] just a ‘quickly solve it now, and then forget about it’, it’s really become a big part of how we come to market. For any new model, there’s extensive lengths of time spent driving the car in local conditions and extensive amounts of data taken on local roads.

“Do I think that we have the system perfect yet? No, of course not. Am I confident that we’ll get there in the near future? Absolutely”, said Mr Harris.

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That’s fighting talk that we can only confirm after sampling the GT’s updated lane support systems. We’ll report back on whether the changes have improved the driving experience shortly.

Alongside the Omoda 5 small SUV, Chery also sells the medium-sized Tiggo 7 Pro. A three-row Tiggo 8 Pro and a battery-electric version of the Omoda 5, are due this year.

Chery’s more rugged sister brand, Jaecoo, was recently confirmed for Australian launch with the J7 medium SUV. The brand has registered 9202 vehicles since launching locally.

The 2024 Chery Omoda 5 small SUV is due in Australia this month with more equipment and a new flagship variant – but with price rises to match.

Joining the existing Omoda 5 BX and EX variants, the new range-topping Omoda 5 GT is fitted with a 1.6-litre turbo-petrol engine matched to a seven-speed dual-clutch automatic transmission from the Tiggo 7 Pro mid-size SUV in place BX/EX’s 1.5-litre turbo and CVT automatic.

Outputs are up by 29kW and 65Nm to 137kW and 275Nm, while the GT also swaps the standard car’s torsion beam setup for independent multi-link rear suspension.

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Fuel consumption is rated at 6.8L/100km for the front-drive GT variant, down from 6.9L/100km for the 1.5-litre turbo.

The all-wheel-drive Omoda 5 GT has a combined fuel consumption of 7.4L/100km. Both models are in dealers now, with customer deliveries commencing imminently.

All variants will receive DAB+ digital radio, a frameless auto-dimming rear-view mirror and a faster 50-watt wireless phone charger, while GT variants have unique badging on the boot lid, a different suspension tune, and larger brake rotors (15mm larger up front and 30mm in the rear).

Prices are up between $1000 and $1500 for existing Omoda 5 models, while the Omoda 5 GT is priced at $38,990 drive-away for the front-drive variant and $40,990 drive-away for the AWD. All variants are available to order now.

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VFACTS new-car sales data reveals 5370 examples of the Chinese-built Chery Omoda 5 were registered here in 2023, outselling the Toyota C-HR (4786), Honda HR-V (2182) and Skoda Kamiq (1985).

An all-electric version of the Chery Omoda 5 small SUV is due in Australia mid-year.

2024 Chery Omoda 5 pricing

All prices are drive-away.

The 2024 Chery Omoda E5 – an all-electric version of the Chinese brand’s small SUV – is due in the second half of the year to rival the BYD Atto 3 and MG ZS EV.

Chery Australia has confirmed it’ll offer the Omoda E5 in two variants – Standard and Premium – with a front-mounted 150kW/340Nm electric motor and a 61kWh lithium-iron-phosphate (LFP) battery pack.

The Omoda E5 has a WLTP-rated driving range of up to 430 kilometres (15.5kWh/100km), and a claimed 7.6-second 0-100km/h acceleration time. The Chinese-made electric SUV can charge from 10 to 80 per cent in 30 minutes at up to 110kW DC.

This article, originally published on 19 February, has been updated with new information.

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Speaking to Wheels at the Omoda E5’s reveal, managing director Lucas Harris did not reveal the price of the new electric SUV.

However, the brand reinforced its ethos and indicated where the fleet-oriented base E5 might start. When asked whether Chery is likely to engage in price wars as BYD did with its Dolphin, Harris was quick to rule this out as an option.

“Chery has never really been about providing cheap cars, and we’re certainly not interested in being cheap and cheerful. For us. It’s really about making sure that what we’re doing is good value”, said Mr Harris.

As a reference, the BYD Atto 3 Extended and MG ZS EV Long Range with similar performance and battery sizes list at between $50,000-$55,000 before on-road costs.

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We therefore expect the base Omoda E5 to start a little above $50K, with the flagship priced closer to $60K.

Like its combustion-engined models, Chery wants to have drive-away prices though with varied incentives and taxes across each Australia state, Mr Harris admitted this may prove challenging.

“Certainly for a new brand like [Chery], we think it’s quite important to have that drive-away pricing, which gives the maximum transparency for customers”.

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Confirmed equipment for the Omoda E5 includes a 12.3-inch curved infotainment system, a digital instrument cluster, a panoramic sunroof, and a “wealth of exterior and interior colour options”.

Like its MG ZS EV rival, the Omoda E5 sits on a converted internal-combustion engine platform – sharing the same underpinnings as the petrol Omoda 5 available in Australia since early 2023.

This makes the Omoda E5 different from other, value-oriented Chinese-built EVs including the BYD Atto 3, MG 4 and Tesla Model 3, which use dedicated electric vehicle architectures.

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Design differences compared with the petrol Omoda 5 include a smoother front end with longer and more angular LED daytime running lights and restyled headlights.

It also features more aerodynamic-looking wheels and a different rear bumper without fake plastic exhaust tips.

Inside, the Omoda E5’s architecture is distinctly different from petrol models with the brand saying around 90 per cent of the cabin parts are new for the EV.

Chery re-launched in Australia in 2023 with the petrol Omoda 5 small SUV, which is priced from $32,990 drive-away. Its line-up has since expanded with the five-seat Tiggo 7 Pro and seven-seat Tiggo 8 Pro Max medium SUVs, as well as more powerful and all-wheel-drive versions of the Omoda 5.

Details of the 2024 Chery Omoda E5, including local pricing and features, will be confirmed closer to its launch in the second half of the year.

As part of its ongoing transformation and EV development, Kenneth Lu has been appointed as the new Aftersales Director for MG Motor in Australia and New Zealand.

In this role, Mr Lu will be tasked with delivering a thorough customer experience from the purchase point and through their ownership journey.

“Kenneth has a focus on implementing operational excellence paired with solutions-focused customer centric service,” MG Motor said in its announcement. “He brings a wealth of knowledge and experience after heading up several roles in automotive over his 15 years in the industry.”

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MG Motor Australia and New Zealand have also appointed further staff in key management positions.

These changes have been part of MG Motor Australia and New Zealand’s plan to prepare for upcoming electric vehicles and other models.

The Mazda 6 sedan and wagon could live on with all-electric power.

Mazda applied to trademark the ‘Mazda 6e’ and ‘6e’ names with the European Union Intellectual Property Office on March 18, 2024, to protect its use for “automobiles and their parts” and “electric cars and their parts”.

The brand has not confirmed a new-generation version of the Mazda 6 – and the current model has been axed in North America, Europe, the United Kingdom and Japan due to dwindling midsize passenger car sales.

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However, an electric successor to the current Mazda 6 – which has been on sale for 12 years – would provide Mazda with a rival to the Tesla Model 3, Polestar 2 and BYD Seal.

It would also compete with premium midsize electric cars like the BMW i4 and soon-to-arrive Mercedes-Benz CLA EV.

Mazda currently offers two electric vehicles – the MX-30 EV and the China-only CX-30 EV.

The MX-30 Electric was axed in Australia in late 2023 due to “Mazda Corporation’s strategy to welcome a range of new electrified models between now and 2025 – including hybrid electric vehicles, PHEVs and BEVs”.

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Mazda North America CEO Tom Donnelly told Automotive News [↗] last year that the brand would launch a new EV in the United States in 2025 with an existing nameplate – but it will be an SUV like the CX-5 or CX-50.

While the Mazda 6 lives on in Australia for now, its future remains unclear as buyers move into SUV models including the CX-30, CX-5 and CX-60 – along with the one-size-smaller Mazda 3 sedan.

In 2022, Mazda executives told Wheels a new 6 is a low priority as it would require a different platform to the rear-biased Large Architecture that underpins the CX-60, CX-70, CX-80 and CX-90 models.

“The vehicle height [of a Mazda 6] will be lower than the SUVs, so I don’t think we can apply exactly the same platform for those vehicles. This Large Architecture is designed mainly for SUVs,” said Mazda’s head of design Akira Tamatani.

Mazda’s Chinese division has teased two mystery sedans that will offer battery-electric and plug-in hybrid options – one of which could replace the current Mazda 6, at least in that market.

Both vehicles could be based on Mazda’s ‘SkyActiv Multi-Solution Scalable Architecture’ – or a unique China-specific platform shared with Mazda’s partner Changan Automotive.

Autohome [↗] reports Mazda recently applied for two additional trademarks in China: ‘EZ-6’ and ‘EZ-60’.

The first model, codenamed J90A, could debut at the 2024 Beijing Auto Show late next month with all-electric or extended-range petrol-electric options.

It is currently unclear if this new model will be offered outside of China, as Autohome states it’ll be based on Changan’s ‘EPA hybrid platform’ rather than one of Mazda’s own architectures.

These are the cars that, under neon lights and to the sound of synth, changed the world forever.

HSV Group A Walkinshaw

• Produced: 1988-’89
• Engine: 4987cc V8, N/A
• Output: 180kW/380Nm

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While the VL Turbo was arguably more important to the masses, Holden never took up the idea of a turbocharged Commodore for the future.

But the VL ‘Walky’ is the car that launched HSV and helped create a company that it set to outlive the brand it ‘piggybacked’ on.

Sure, the Calais-based SV88 came first, but the Walkinshaw remains one of HSV’s biggest departures from the car on which it’s based. Call it a plastic pig if you like, but we dare you to find one for cheap these days.

Porsche 959

• Produced: 1986-’93
• Engine: 2849cc, F6, turbo
• Output: 331kW/500Nm
• Number built: 337

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Not only was the 959 a dramatic departure from tradition for Porsche, it was also an incidental prediction of the future of supercars.

Though it was developed for rallying, the road version was wildly expensive at the time its German price being an estimated A$650,000 in today’s money.

The 959 had no problem selling due to its status as the fastest production road car in the world. It was able to top 338km/h. Of course, its all-wheel drive paved the way for supercars of the next three decades.

Nissan R32 Skyline GT-R

• Produced: 1989-’94
• Engine: 2568cc I6, turbo
• Output: 206kW/355Nm

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Just sneaking into the 1980s is a car that Nissan hoped would launch it to the top of Japan’s automotive manufacturing industry.

Alongside Zed cars and Silvias, the return of the hallowed GT-R badge on the latest version of the Nissan Skyline, the BNR32, marked what might still be Nissan’s high point to many.

With the malleable RB26DETT under the bonnet putting power to four wheels via Nissan’s ATTESA AWD system, the GT-R was a properly high-tech and brutally capable car, both on the road and on the circuit (in Oz as a Group A racer… Godzilla), while its ride and handling are still impressive today. Its “206kW” were only claimed as such to keep official outputs within the agreed restrictions at the time.

Audi UR quattro

• Produced: 1980-’91
• Engine: 2226cc I5, turbo
• Output: 164kW/309Nm

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This is arguably the car to which Audi (and perhaps VW as its parent company) owes its modern success both as a brand and as a maker of capable sports cars.

In 1980, at the Geneva Motor Show, Audi revealed its five-pot Quattro, now referred to as the ‘Ur Quattro’ (ur meaning original in German).

The idea of an AWD sports car wasn’t new, Jensen’s FF was a less successful example of one, but the Quattro AWD systems have over the years become the primary point of difference for Audi’s range, while other brands have gone on to adopt the use of AWD. The Quattro itself was also one of the first cars to use a dual-clutch gearbox in motorsport, in wicked S1 Group B guise.

Peugeot 205 GTi

• Produced: 1984-’93
• Engine: 1905cc I4, n/a
• Output: 89kW/150Nm

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Okay, the Golf GTI was the first truly popular hot hatch. This we know, but one successful hot hatch a war does not make. With France’s return fire, a hot hatch feud began and it continues today.

At the time, the 205 was considered more lively than its German rival, a trait that the 208 GTi still carries.

The 205 began life as a 1.6-litre four, fondly remembered for being rather peppy, though the 1.9-litre version built from 1986 has become the more highly regarded version of the GTi. After the 205, Peugeot continued to create lively hot hatches, though most are seen in the 205’s shadow. The legacy of the 205 GTi is so strong that well-maintained models have sold for many times their original prices.

Ferrari 288 GTO

• Produced: 1984-’87
• Engine: 2855cc V8, turbo
• Output: 294kW/496Nm
• Number built: 272

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A list of 1980s sports cars that doesn’t include the Ferrari F40? How can this be? Well, no 288 GTO, no F40. Without the groundwork laid out within the GTO, cars like the F40, Enzo, and even LaFerrari probably wouldn’t exist.

Its badge pointing to the fact it’s a spiritual successor to the legendary 250 GTO, the 288 GTO is considered by many to be Ferrari’s first proper supercar. Its twin-turbo V8 was good for 294kW and 496Nm, and its 1160kg dry weight is well below that of the average car built in the 21st century.

Just 271 288 GTOs were built, 71 more than homologation required, but not as many as the F40. While the F40 might be the more iconic car to many, it can’t compete with the car that helped create it.

BMW E28 M5

• Produced: 1985-’87
• Engine: 3453cc I6, n/a
• Output: 210kW/340Nm
• Number built: 2000 (approx)

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Had there been a couple more places on this list, the E30 M3 might’ve made it. But the M3 was an improved version of an existing formula; the M5 created a whole new one.

Big, fast sedans weren’t really sports cars until the M5 arrived, with an inline six engine borrowed from the BMW M1 and a title as the fastest sedan in the world.

Its 210kW was plenty at the time, the M5 able to top 250km/h, hitting 100 in 6.1sec along the way. Now fast executive sedans are plentiful, with Mercedes, Audi, Jaguar and even HSV having thrown their hats in the ring, though the M5 has held its place at the top, or at least near it. The current M5, for example, hits 100km/h in a claimed 3.3sec, or 0.5 off a GT2 RS, but with five seats.

Mazda NA MX-5

• Produced: 1989-’97
• Engine: 1598cc I4, n/a
• Output: 85kw/135Nm

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The secret to creating a simple, convenient, and affordable sports car had eluded British carmakers for decades but Mazda managed to do it in 1989.

The idea for a Brit-style roadster with Japanese reliability was exactly what buyers wanted. Less than 1000kg, a twin-cam 1.6-litre four, natural aspiration, and a manual gearbox… and pop-up headlights.

Its tech wasn’t ground-breaking, but its simplicity made it affordable, easy to maintain, and not intimidating to drive. This didn’t stop it from being a very well-regarded handler, the NA still a benchmark today. The MX-5 has been on sale for more than 30 years and is one of the world’s most popular sports cars. In 2016, the millionth MX-5 was built, a red ND.

Lancia Delta HF Integrale

• Produced: 1986-’93
• Engine: 1995cc I4, turbo
• Output: 158kW/314Nm

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Turbocharged all-wheel drive hot hatches are plentiful these days, some even out-gunning high-end sports cars in terms of outright speed, but it had to start somewhere, and the Integrale HF was there for the beginning.

Based on the Delta of 1979, the HF Integrale appeared in 1986 as the road car sibling to the Group B rally car which used a different engine and layout.

The HF would itself go on to be a wildly successful rally car, winning the World Rally Championship’s Group A six years in a row. The HF Integrale lasted until the 1990s, at which point its ultimate form, the Evo II, was putting out more than 155kW from its 2.0-litre turbo four, able to hit 100km/h in less than six seconds – quicker than the car on the opposite page. Not bad for a hatchback.

Mercedes 300CE 6.0 AMG – ‘The Hammer’

• Produced: 1986-’92
• Engine: 5953cc V8, n/a
• Output: 283kW/566Nm

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Before AMG was officially part of Mercedes, it was… well it was still making Benzes faster. But this one was the pinnacle. It’s called ‘The Hammer’ for a reason.

A top speed of more than 300km/h and a grunty V8, 6.0 litres as the name suggests, making 283kW/566Nm and allowing 100km/h to be reached in five seconds flat.

Only twelve are believed to have been built in peak ‘Hammer’ widebody coupe spec, with those who’ve had the pleasure of driving one calling it an actual pleasure. The Hammer is reportedly somewhat refined, which is perhaps why Mercedes-Benz eventually decided to extend an offer to AMG in 1990 to cooperate before eventually making AMG part of Merc in 1999.

Wheels thanks Chris Thompson for the original version of this story.