Rivian has revealed two new electric SUV models: the Rivian R2 (a Tesla Model Y rival) and the compact Rivian R3, both sharing a new platform.

With right-hand drive models expected to be built for the UK market, there is hope for an eventual Australian release, with the company promising the vehicle will be “available internationally” following the launch in North America.

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The R2 promises a driving range of up to 550 kilometres, a 0-60mph (97km/h) time of “under three seconds”, and US-market price tag of around AU$70,000

The R2 measures 4715mm long, 1905mm wide and 1700mm tall with a 2935mm wheelbase, making it slightly shorter than the Model Y, but with a longer wheelbase.

Built on Rivian’s new mid-size platform, the R2 has a battery pack integrated with the structure of the car, offering two capacity options. Choices of a single-motor rear-wheel drive setup, or multi-motor (dual or tri optional) all-wheel drive configurations. A recharge from 10 to 80% is estimated to take less than 30 minutes.

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Inside, the R2 features two large screens, clever new haptic control dials in the steering wheel (with buttons behind the spokes), flat-folding front and rear seats, and a large under-bonnet storage space.

For safety, there are five radars and eleven cameras, with a semi-autonomous driving mode available.

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Compact R3 revealed

In a surprise unveiling, Rivian has also revealed the small R3 – with a three-motor performance variant named R3X.

R3 models feature a retro exterior rear and side profile, harking back to European hatchbacks of the ’70s and ’80s. Pricing is yet to be announced for the R3 model line-up, although Rivian has indicated an approximate figure of AU$60,000.

The R3 is expected to be similar in size to the BYD Atto 3 or MG ZS EV, with a 135-mm shorter wheelbase (and overall smaller body) than the R2. The R3 retains five seater capacity.

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The performance-focused R3X features wider wheels, all-terrain tyres, wheel-arch flares, orange accents and a rear spoiler, with a tan interior and tri-motor all-wheel drive.

The standard R3 will be available in single-motor rear-wheel drive, or dual-motor all-wheel drive.

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The range of the R3 is estimated to over 300 miles (480km), with a 9-60mph (97km/h) time of “less than three seconds”.

The R3 will feature the same five-radar, eleven-camera safety system as the upcoming R2.

Will the Rivian R3 come to Australia?

Sadly, Australia won’t be seeing the R2 or R3 model range for quite a while, if at all, but there is hope with Rivian expressing their interest in “international availability”.

Hey, we get it. With dozens of news and review stories published each week, it can be hard to keep up with all the latest in the automotive world.

Obviously we reckon every story we run is a banger, but if you’re looking for the highlights reel, this is it. Read on and click away!

4×4 Lexus GX pricing revealed for Australia

Lexus LBX pricing announced

REVIEW: Toyota’s Model Y rival finally lands in Australia

REVIEW: Subaru’s first EV reaches Australia

REVIEW: Hyundai Ioniq 5 N proves it’s possible to have fun in an EV

REVIEW: Off-roading in Porsche’s 911 Dakar

VIDEO: Kia confirms ute for Australia

NEW Forester won’t arrive until 2025

Tesla leaves new-car lobby group, claims it has misled customers

REVIEW: New VW Passat driven

Ford’s foray into the electric scene has been quite unique in Australia. Rather than focusing on chasing segments like midsize SUVs like some of their other competitors (you know the matching two we’re talking about), they’ve introduced an electric version of their popular Transit van.

Introducing an electric van is on paper a very clever offering as fuel economy is a great concern for commercial vehicle owners. A litre of fuel here of there for a private buyer could be multiplied by 150 for a business with a fleet of commercial vans, and in this sense every dollar counts.

So theoretically, the E-Transit should be the choice for all fleets in Australia. But theory can be put aside when we have a glance at the asking price.

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Pricing and features

The Ford E-Transit is available in Australia in two options: a ‘mid-roof’ or ‘high-roof’ body options.

In 2024, Ford is pricing the standard mid-roof van at $104,990 excluding on-road costs, while opting for the ‘high-roof’ adds $1500, bringing the total asking price to $106,490– again, before on-roads.

Options include prestige paint, special vehicle option paint, dual side load doors and a single front passenger seat in lieu of dual front seats.

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To distinguish an E-Transit from a standard Transit, look for a front grille accented with blue highlights and a front-facing charging port, as well as E-Transit badging located on the rear left barn door.

Both E-Transit options use a 198kW/430Nm electric motor mounted on the rear subframe, utilising a 68kWh lithium-ion battery housed within the load floor structure. The motor drives the rear wheels via a single-speed automatic transmission.

Ford also claims a DC fast-charging from 15% to 80% in about 34 minutes.

Claimed WLTP driving range for mid-roof examples is 307km, which is only slightly reduced to 295km for the high-roof variant.

There’s plenty of in-cabin storage with hidden bins under the front seat, large in-door bottle holders and in the console, open storage and cubbies throughout and even overhead storage compartments.

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Safety

The Ford E-Transit, along with the entire Transit range, does not currently hold a safety rating from ANCAP. It does however, have a host of safety features available.

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The E-Transit is backed by a 5-year/unlimited-kilometres Ford Express New Vehicle warranty. Moreover, the warranty for its electrical drivetrain and battery components extends up to 8 years or 160,000 kilometres, whichever comes first.

Key rivals

With most key rivals focusing on electrifying their passenger range, the only like-for-like competitor in Australia is the LDV eDeliver 9 long wheel base kicks off from $116,537 for mid-roof versions, with $2300 added for high-roof versions.

It offers 280km of range and a fast charge takes slightly longer at 45 minutes (from 20-80% capacity).

Electric versions of the Mercedes- Benz Sprinter and Renault Master are only around the corner which should help boost some energy (literally) in this segment.

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Should I put it on my shortlist?

Ford’s E-Transit presents an appealing option for fleets willing to invest, boasting enhanced refinement that sets it apart from traditional diesel models.

However, the significant price difference between the E-Transit and its diesel counterparts may deter private Australian buyers.

While the E-Transit offers promising features, its pricing approach risks relegating it to a niche market segment, overshadowing its potential as a competitive offering in Ford’s lineup.

I’m guessing you know quite a bit about this car already.

After all, we’ve featured it extensively before, whether it was John Carey’s initial; prototype drive, Jez Spinks’ international first drive of the production version in Korea, or John Law’s Aussie preview drive and suspension deep dive with chassis engineer Tim Rodgers, or even my interview with the father of the car, Albert Biermann, this is a model that has been forensically scrutinised. By us at least.

So why are we here again with yet another review of it? Well, we’re going to cover how it goes on track. After all, as Biermann himself stated in our interview, “An N car is an N car and racetrack capability is the core element of an N car and we cannot play around with this.”

He had to face down some fairly vocal opposition within Hyundai who felt that a 2.2-tonne EV was never going to be made circuit-fit. It’s easy to appreciate their scepticism.

We’ve driven countless large SUVs of similar weight on racetracks and have come away admiring what they do but nevertheless fairly convinced that they shouldn’t be doing it.

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I’ll preface this with a bit of a spoiler, for which I apologise. The IONIQ 5 N makes a far better road car than it does a track car. We had the opportunity to drive it on a selection of mixed roads and the initial reports from John, Jez and Johnny are spot-on.

It’s a great driver’s car, with stacks of dynamic bandwidth, a refreshing element of practicality and so many set-up options that you could tinker for days with it.

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The styling is on point and even that $111,000 price tag doesn’t seem unreasonable. Remember, just ten years ago, if you were shopping for a sporty crossover, that much wouldn’t even have bought you a 180kW diesel BMW X6. There’s progress for you.

You’re also reminded of how far we’ve come when you see a row of IONIQ 5 Ns parked in pit lane at Sydney Motorsport Park. With the boost button pressed, this thing unleashes 478kW. A McLaren F1 can only hawk up a paltry 461KW, yet there are no special driving licences required or stern instructions from the Hyundai team before our drive. Just get in and have fun.

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Okay, there was one word of warning, but it was one that painted a sneaky grin on a lot of faces.

“Please note that even with all the safety systems engaged, it’ll still feel very lively out there.”

Hyundai also asked us not to set the car into its drift mode, not because they were worried we’d insert the 5 N into the scenery, but purely due to the fact that because of the recent shipping issues in the Red Sea, the Pirelli tyres required for it were in temporarily short supply. If everybody went out generating huge plumes of blue tyre smoke right from the get-go, the whole event would have been done and dusted within an hour.

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The focus of the 5 N  isn’t its ability to notch a killer lap time, more its ability to have its driver laughing like an idiot. On that score at least, it’s a winner.

Albert Biermann will point out that it can be set into an Endurance mode and string together two consecutive sub-8 minute laps of the Nordschleife without power de-rating, and that it can also achieve something he calls 20-20-20 (20 minutes of hot lapping on a track day, then 20 minutes on a high speed charger and then back out for 20 minutes on track again).

I’m somewhat sceptical of this claim, at least on the Pirelli P Zero rubber that the cars were on during our track test. The brief was to set off, perform one warm up lap, three fliers and then a cool-down lap. So that’s about six to eight minutes of hard driving around SMP. 

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By the time the second batch of journalists had returned from their laps, chunks were already starting to peel from the tyres of the 5 Ns as the carcass had overheated and begun to delaminate the contact patch.

That’s a bit of a shame, because the 5 N, otherwise performed brilliantly. Hyundai was correct in counselling a certain care when using it with all the systems on. When diving into the hairpins on a trailed brake, the tail will swing wide, but due to the long wheelbase of the 5 N, it’s a lazy reaction that’s intuitive to correct.

Unless you provoke the car deliberately with all of the drive sent to the rear end, it grips up well on corner exit.

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The steering is excellent, with three different user-configurable maps. Switch ESC off and put the motor into its N Sport mode and the car will allow for left foot braking if required.

The brakes are reassuringly meaty, which is a surprise. Most electric vehicles, despite their weight, are specified with underdone brakes, as regenerative braking is expected to shoulder much of the burden.

The IONIQ 5 N features meaty 400mm front discs, clamped by a hefty four-piston monobloc caliper. At the back, there’s a beefy 360mm rotor. Even before the friction brakes come into play, the IONIQ 5 N can generate 0.6g of regen braking.

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Warm up lap completed, it’s a prod on the wheel-mounted ‘N Grin Boost’ button (let’s just call it NGS) and the IONIQ 5 N whooshes down the straight. It’s actually rather undramatic, but then most road cars feel a bit dwarfed on a FIA-rated circuit.

The first corner gets your attention because by the time the Hyundai arrives at the braking zone it has around 220km/h showing on the track-centric head-up display, which is altogether too quick for my resolve.

The brakes chirp as I bring it down to a more manageable speed for the sweeping left-hander, which could otherwise be the scene of a horrible digger. Exit out of that, bury the throttle again and it feels as if a celestial bungee is launching you at the next challenge, a left-handed hairpin. Throw the IONIQ 5 N at this and you feel its weight.

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This is a corner that requires a certain patience, delicacy and subtlety of line, none of which I’m displaying today.

Take the attitude that you’ll throw it in and deal with the consequences on the way out, initially just leads to armfuls of scrubby understeer. Hmmm. We’ll come back to that one later. The high speed jinks left and right that follow are far more deftly managed by the 5 N, but anything that requires a big brake and then a serious change in direction feels a little clumsy.

It gets better when I reassign the torque for a more rearward bias. Then, you can use the rear motor’s power to trim the line of the IONIQ through the tight corners. Fortunately, there are wheel-mounted N buttons where you can hot key some pre-stored setups into the 5 N.

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I’d have them set up for a fast clean lap and then another setup programmed for fully idiotic.

In this instance, the right-hand N button has been assigned to toggle the N Shift mode. This mimics the effect of a dual-clutch transmission, complete with synthetic engine noises. I’m not altogether convinced by the sound effect, as they get a little bit ‘Need for Speed’ in the upper registers, but there really is a lot to be said for plucking gears yourself.

I know at this point, there will be some EV haters who claim that the only way they can be involving is to pretend to be an ICE car. I understand that argument because, yes, that is exactly what the 5 N is doing here. Hyundai even recruited the same guy who finessed the i30 N’s dual-clutch gearbox to get the calibration of this mode just right.

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I’m glad they made the effort. Slightly dicky audio effects aside, it’s just great fun to drive in this mode.

Ping the left-hand paddle down as you approach a tight corner and you feel the drag torque of the nonexistent ‘engine’ come into play. Accelerate back out and through each gear you’ll feel the torque building, as if the phantom engine is coming on cam. Select the next gear and it happens again.

More importantly, there’s a certain audio/haptic cueing that goes on here that’s hugely reassuring, especially on road. I found it more useful when driving on road, assisting me in gauging my speed. I have no doubt that, on a track at least, the 5 N is faster just left in its silent automatic mode, but is it more fun? Almost certainly not, and fun is top of the agenda with this car.

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It’s instructive to watch people’s faces as they get out of their stints in the IONIQ. Journos are usually a pretty reserved bunch, given to chin stroking and measured assessments.

In this case most get out of the car with grins wide enough to post a wok into. That’s a measure of success, at least by Biermann’s criterion.

This car has clearly been engineered by people who love driving and fetishise vehicle dynamics. The body control is uncanny for such a weighty vehicle, and the power delivery is addictive. You’ve got to be a car nut to include a drift optimiser, fully configurable torque distribution and launch control with three user-selectable grip settings. There are other clues too.

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The 21-inch forged alloy wheels are lower in unsprung mass than the 20-inch cast items on the rest of the IONIQ 5 range and offer a more favourably sized contact patch.

It feature deeply nerdy stuff life dual-axis hydro bushings for the motor.

Who cares that it does 0-100km/h in 3.4 seconds or that the only options are a $2000 glass roof (don’t) or $1000 matte paint (also don’t; it’ll delay your delivery and ruin your day when a bird poops on it)? The IONIQ 5 N is a car for drivers.

It’s at its best on road, but it’s great fun for a few laps on a track, more of a time attack weapon than something that’ll metronomically hit a time for lap after lap.

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Tim Rodgers chuckles as he calls it a ‘supercar hunter’ and I can see why that would be a lot of fun, tailing a Porsche or a Ferrari out of pit lane and getting a grandstand view of them trying to shake off a family hauler.

Mission accomplished then? Yes, albeit with a caveat that you’ll need to watch your tyres. Hyundai has built a bit of a monster here. Its mantra can be summed up in three words at the end of an email between Albert Biermann and his team of development engineers.

“Driving still matters.”

After the success of the Volkswagen Walkinshaw Amarok, might VW be tempted to apply the treatment to the Touareg?

Firstly, and unlike the Amarok, VW already has a factory performance variant in the Touareg R – so a Walkinshaw Touareg would need to be positioned and specced carefully so as to not tread on the R’s patch.

It’s highly unlikely that VW would position a Walkinshaw Touareg above the new 340kW Touareg R e-Hybrid.

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Modifying the complex hybrid drivetrain for any meaningful power hike would also likely be relatively challenging technically, time-consuming, and expensive. Walkinshaw is more likely therefore to work its wattage wizardry on the 210kW 3.0-litre turbo-diesel V6 fitted to 210TDI models.

There’s plenty of room between the 210kW diesels and 340kW e-Hybrids for a Walkinshaw

Visually, we’d expect something more akin to a Volkswagen Walkinshaw Amarok than the VL Group A ‘Plastic Pig’. To illustrate its potential to live alongside the Touareg R, our mate Theottle has produced a subtle restyle emphasising off-road performance, leaving bahn-storming to the R. Lairy boy-racer it is not.

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A new front bumper features an integrated skid plate and considerably less grille area than the R, and Theottle has added a gloss-black technically-patterned grille similar to that on his Walkinshaw Amarok concept.

Wheel arch flares are noticeably fatter than the R’s on Theottle’s concept, housing rims that look to be an inch or two smaller, with a decent (four inch?) lift. Fairly subtle Walkinshaw signature decals pick up the stock swage line.

The tail is stock, but for the addition of a chrome Walkinshaw badge, remaining teutonically clean.

Would you like to see a Walkinshaw-worked Touareg? Let us know in the comments below.

Jaguar will offer battery-electric vehicles only by 2025, axing all petrol model production by June 2024.

Three new models will emerge, sharing a new platform – JEA (Jaguar Electric Architecture) [↗], unrelated to the existing i-Pace EV.

The first battery-electric model will be a four seater grand tourer, is expected to arrive within 2024 and predicted to be on-sale by 2025. It will come with an estimated base price of AUD$154,000, and will feature upwards of 428kW available (the most powerful Jaguar yet) with an approximate range of 692km.

A second EV is due to arrive in late 2025, and a third in 2026.

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“The plan is to sunset the current product portfolio and then launch the new ones.”

Speaking with Road and Track [↗], Joe Eberhardt, Jaguar Land Rover North America’s President and CEO mentioned that, “The majority of our products (F-Pace, XF, E-Pace and i-Pace) cease production in June, but they will be on sale for a much longer time… (with a) production schedule that enables us to have a continuous supply of vehicles until the new cars come, (in order to) have a clean handover.”

“The plan is to sunset the current product portfolio and then launch the new ones,” he added.

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“We just knew that we didn’t want to be another volume luxury brand”

With a nine-figure cost to develop, and despite Jaguar’s previously cancelled fully electric XJ, the company is confident that an EV-only lineup is the best way forward, with Eberhardt offering, “There does come a point where you just need to focus on the future. It may not be a brand for everybody, and that’s by design… Brands need to be focused and to decide what their purpose is.”

Jaguar acknowledges that sales will suffer, with Autocar [↗] predicting that production could be reduced to just 50,000 units across the three upcoming models.

“We just knew that we didn’t want to be another volume luxury brand, that is not something that aligns with the Jaguar philosophy,” Eberhardt said.

The 2024 bZ4X is Toyota’s first electric vehicle. And that’s big news, because, although it didn’t launch the first hybrid, Toyota’s Prius made petrol-electric cars cool (not to motoring enthusiasts, mind you); the nameplate transcended transport to become a statement piece for eco-conscious people in the limelight.

You’d think transitioning to battery electric vehicles (BEVs) should be a natural next step – hybrid battery know-how combined with Toyota’s obsessive pursuit of reliability.

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But the bZ4X project was late to kick off with platform development not commencing until 2018.

A global reveal of the near-production concept in 2021 was frustratingly followed by delays and production issues for both the Toyota bZ4X and its platform-shared Subaru Solterra twin.

Three years later, the Toyota bZ4X has arrived in Australia with a modest goal of 1500 deliveries in its first 12 months on sale. We were invited to Australia’s capital, Canberra, (where plenty of EV-related discussion is occurring) to sample Toyota’s first effort on a combination of testing tarmac and dirt.

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JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space, and storage
• What is it like to drive?
• How safe is it?
• Efficiency and charging
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

The bZ4X is available in two trims named by their powertrain, with the front-wheel drive entry grade priced at $66,000 (clickety-click) before on-road costs.

With a few more features and all-wheel drive the bZ4X AWD commands $74,990, also before on-road costs.

On the day of the media event, Toyota Australia vice president sales, marketing and franchise operations Sean Hanley confirmed there were around 170 orders in the bank for Toyota’s first EV. The brand still expects the front-drive model to be most popular.

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The range-topping AWD gets a few extra goodies, the most notable for our market being ventilated seats. It’s a shame that Toyota didn’t choose to offer this same trim with front-wheel drive for a lower cost.

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Toyota says its new full-service lease might be a better option for those nervous about electric vehicle residual values.

Monthly payments during the scheme’s three-year term cover the ‘rent’, servicing (including tyres), registration, and insurance costs.

At the end of the period you either hand the bZ4X back to Toyota or begin another three-year lease. It’s not cheap, though, Toyota’s configurator showing $1752 per month (at the time of publishing, subject to plenty of individual fluctuation) for the front-drive model if you travel 15,000km per year. That equates to $21,024 annually, or $63,072 over three years.

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How do rivals compare on value?

It’s hard to ignore Subaru’s very similar Solterra which had its price slashed just before last week’s launch.

That’s brought the Solterra and bZ4X much closer in price terms and unlike the pair’s similarly twinned GR86 and BRZ coupes, the two electric SUVs do differ quite a bit in specification.

As well as standard all-wheel drive, the base Solterra, for example, gets two motors, heated rear seats and steering wheel, digital rear-view mirror, blind-spot monitoring, and rear cross-traffic alert to help justify its $3990 premium over the front-drive bZ4X, yet misses the Toyota’s connected services.

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At the pointy end, both vehicles get a little extra kit and match on 20-inch alloys, though the Toyota one-ups with front seat ventilation compared to the Solterra’s driver seat memory function.

When it comes to non-related rivals, the bZ4X’s base price puts it a whisker above the $65,400 Tesla Model Y RWD (though the Toyota loses out on range and tech) while undercutting the 77.4kWh Ioniq 5 RWD ($70,400), so the bZ4X seems priced in the ballpark.

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Interior comfort, space and storage

On a macro level, the bZ4X’s interior is quite a departure from Toyota’s normal style. It has a funky new centre console and unique dash design encased in a tactile cloth covering.

A deeper dive reveals familiar Toyota attributes: the operating system behind the 12.3-inch touchscreen is the same clunky software as a Corolla Cross (including wireless Apple CarPlay and Android Auto functionality), there are very familiar materials on the doors and steering wheel, and around the cup holders is a ring of scratchy HiLux-grade plastic that severely cheapens the vibe inside.

Practicality is excellent, though, with two deep cup holders, a reasonable cubby concealed under the sliding centre armrest, and space for both 1.5-litre and 500mL bottles in each door bin.

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The bZ4X AWD’s wireless charging pad sits under a semi-sheer cover behind the unconventional gear selector with a USB-A charge point in there as well.

A further two USB charge points and a 12-volt socket can be found under the console where there’s also a space perfect for a small bag or snacks.

The seats (either cloth-centred or full ‘Softex’ synthetic leather) are comfortable with a good range of adjustment. The bZ4X’s unconventional ‘Peugeot-lite’ driving position and small 350mm diameter steering wheel mean some may struggle to find a comfortable driving position that also gives them a clear view of all information on the 7.0-inch instrument display.

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On both grades, the front passenger seat is height adjustable and, as a bonus, the range-topping AWD has seat ventilation that helps massively on hot days – especially if you have the fixed glass roof’s blind rolled back.

Owing to that glass roof, the bZ4X has a more spacious-feeling cabin than a RAV4 – especially so with the AWD’s light grey interior option. The spacious feeling is backed up by raw numbers: it offers 68mm more front and 34mm more rear knee room than the popular mid-size SUV.

The rear bench is set fairly high, offers two recline positions and gives passengers a good view out. There are air vents back here (that appear to be the same part used in HiLux dual cabs) and USB charge points along with deep-pile floor mats that look straight out of the ’80s.

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Being 35mm lower than a RAV4 has its disadvantages, though, not least in terms of rear headroom. If you’re under 180cm you probably won’t be bothered, but at 188cm my head brushed the ceiling.

Toe room is tight with the front seat in its lowest position and the bZ4X’s bench is lacking under-thigh support – both common complaints with skateboard-style EVs.

A power tailgate features on both grades with gesture-controlled hands-free opening on the AWD, beneath which is a boot that measures between 441-452 litres (including under-floor storage) depending on whether you go for the single- or twin-motor.

There’s a little storage beneath the false floor, ideal for storing charging cables and the cargo cover when not in use.

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What is it like to drive?

If you were to imagine an electric Toyota RAV4 with a little bit of Subaru Forester all-wheel-drive DNA thrown in, you’d be pretty close to the bZ4X experience.

Acceleration is plenty reasonable in either the 150kW/260Nm front-drive model or the slightly punchier 160kW/337Nm all-wheel drive models. Their respective 0-100km/h claims of 7.5 and 6.9 seconds feel believable.

Unusually, the AWD bZ4X uses a pair of 80kW motors to simulate Subaru’s signature symmetrical set-up, rather than rear-biased systems adopted by many rival manufacturers.

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Toyota has clearly paid attention to accelerator and brake calibration, introducing a smooth tip-in for the bZ4X’s right pedal. The brake pedal – which blends regenerative and caliper braking – is also natural and progressive.

Rather than bring the SUV to a stop, the bZ4X’s maximum regen setting lets you creep at 7-10km/h like a regular automatic. The lack of a true one-pedal driving mode might rule it out for EV die-hards but it stops any nasty ‘cabby-foot’ lurching.

There are two on-road drive modes, Normal and Eco (which adjust all sorts of parameters, including air conditioning, which is smart enough to know many occupants are on board and keep only them cool without wasting energy).

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In all-wheel-drive guise, the bZ4X also shares Subaru’s X-Mode system that has settings for high-speed gravel ‘Snow/Dirt’ and low-speed technical obstacles ‘Deep Snow/Mud’.

There’s also a ‘Grip Control’ off-road cruise control mode that we tested extensively in Japan and left us mighty impressed. Toyota’s chosen drive program took us on some light dirt roads that both front- and all-wheel drive guise versions of the bZ4X dispatched easily. The AWD boasts 212mm of ground clearance so you can get a little more ambitious with your off-roading.

Heading back to the blacktop, where the bZ4X will live most of its life, revealed quite a lot of tyre roar from Australia’s gnarly coarse-chip tarmac. The 235/50 R20 Bridgestone Alenza tyres transmitted a high-frequency buzz into the cabin on these common surfaces.

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Ride comfort is generally good with struts up front and a multi-link independent rear axle, though the 1960kg-2055kg bZ4X is a firmer proposition than the looser-limbed RAV4.

The trade-off is minimal roll in corners and impressive dynamics; the bZ4X captures some of that TNGA magic that pervades Toyota’s current crop of passenger cars.

Although the all-wheel drive bZ4X was a little less dynamic and adjustable mid-corner, it won out overall for being secure and planted through bends.

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“A Toyota person puts the brake on when you have a corner, but Subaru [drivers] put the accelerator on to control the vehicle.” – Toyota bZ4X chief engineer Masaya Uchiyama

This security comes from the joint venture, with chief engineer Masaya Uchiyama explaining the cultural difference behind each company’s driving style on loose surfaces at high speed: “A Toyota person puts the brake on when you have a corner but Subaru [drivers] put the accelerator on to control the vehicle”, he said.

When cruising through suburbs and country roads we found the bZ4X’s 2.81-turn lock-to-lock steering a little gluggy, though it lightens up when parking. There’s an auto-park feature on the top grade, too.

Visibility is good for this class of EV with a generous glass house, and the top-spec car scores a 360-degree camera system with multiple views.

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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 Toyota bZ4X was awarded five ANCAP stars in 2022 testing.

It features front AEB with pedestrian and cyclist detection, adaptive cruise control, lane-keep assist and eight airbags. Driver attention and blind-spot monitoring are sadly reserved for the AWD trim – not the case in Subaru’s Solterra.

Toyota’s latest lane-keep assist is much-improved, but our preference was still to have it switched off. The AWD’s driver monitoring wasn’t too intrusive, either.

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Efficiency and charging

The bZ4X’s conservative engineering is most obvious when it comes to batteries. Toyota’s lithium-ion pack has a 71.4kWh gross capacity, yet its usable capacity is 64kWh.

It’s a much bigger gap between the total cells installed and usable capacity than you’d find in rivals such as the Hyundai Ioniq 5 (77.4kWh gross and 74kWh usable). Toyota says it chose to engineer in a greater margin of safety as it wishes to limit battery deterioration and fire risk.

Toyota quotes European WLTP ‘high’ test consumption results in its Australian literature, which are 16.9kWh/100km for the FWD and 18.1kWh/100km for the AWD resulting in respective 436km and 411km driving ranges.

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After about 150km of country and suburban driving, the AWD bZ4X’s trip computer read 19.6kWh/100km for a real-world range of 335km.

Functionally, you’ll be able to travel around 230km (going from 80 per cent to 10 per cent charge) between stops at a DC rapid charger if you’re on a road trip.

The bZ4X will accept DC electricity at up to 150kW, rejuvenating its battery from 10-80 per cent in around 30 minutes. Three-phase AC charging at 11kW will take around seven hours to replenish the bZ4X’s battery from flat to full.

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Warranty and running costs

Toyota covers the bZ4X with a basic five-year unlimited-kilometre warranty. Like its hybrid vehicles, this can be extended to 10 years if you come in for a health check after the first five.

Developed with Panasonic, the battery itself is under a different seven-year guarantee. However, Toyota’s testing has found deterioration is limited to 90 per cent over 10 years and 250,000km.

Servicing is due every 12 months/15,000kms, costing $180 for each of the first five. Why annually when Polestar and Tesla only mandate two years or per condition? Toyota says it helps keep tabs on wear items such as tyres and suspension components to ensure long-term safety and reliability.

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VERDICT

If you’re the owner of a RAV4, Forester, Tiguan, or other conventional medium SUV, the bZ4X (and its Subaru counterpart) offer a friendly step into the world of electrification. This conventional mid-sizer isn’t going to tickle the fancy of Tesla fans, though.

The bZ4X driving experience is familiar and the cabin isn’t full of whizz-bang technology or massive screens. As for how the SUV shapes up against legacy rivals, it could do with some improvements to battery range and charging speed to match Hyundai, Kia, and Ford.

Ultimately, the bZ4X is a decent electric vehicle backed by the world’s biggest automaker. It’s a safe bet, though one that’s unlikely to tug at your heartstrings.

The longer-range bZ4X front-wheel drive is our pick – it’s significantly cheaper, with all the gear you need while sacrificing no on-road prowess.

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Undeterred by manufacturers backpedalling on EV-only lineups after disappointing sales growth, Polestar remains optimistic.

Despite Volvo recently abandoning Polestar due to disappointing sales growth, Polestar CEO Thomas Ingenlath feels confident of the EV lineup, and that industry doubters of EV and associated technology are falling into “an incredible trap.”

Ingenlath told The Telegraph [↗] that, “There’s an incredible threat and danger if you don’t embrace future innovation and believe in that technology – the electric drivetrains, the innovation in battery, the innovation in modern electronics and software.”

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He added, “If [manufacturers] don’t participate in that and you think you can wait, and the customers are ready for it, it’s an incredible trap.”

Ingenlath is not disappointed that other automakers have left a gap in the EV market, as it provides a potential space for Polestar to fill, saying “It’s an incredible opportunity for Polestar that, in that sector of premium performance cars, there is indeed not that much competition coming.”

With a recently acquired $1.5 billion AUD funding package from a group of financial institutions, Polestar may witness the results of Ingenlath’s optimism.

Australia’s biggest seller of electric cars, Tesla, has quit the nation’s car lobby and accused it of misleading consumers over claims car prices would rise once new efficiency standards are introduced.

In a strongly worded letter to the Federal Chamber of Automotive Industries (FCAI) on Thursday, Tesla voiced “serious concerns about false and misleading public comments” made by the lobby group over the impact that the New Vehicle Efficiency Standard (NVES) could have on car prices.

“Over the last three weeks, Tesla considers that the FCAI has repeatedly made claims that are demonstrably false,” said the letter. “Tesla is concerned that the FCAI has engaged in behaviours that are likely to mislead or deceive Australian consumers.”

Wheels understands that fellow EV-only brand, Polestar, will follow Tesla’s lead and also quit the FCAI.

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Tesla has called on the FCAI to “issue timely public corrections to these false claims” and to “cease the public dissemination of misleading or deceptive information regarding the potential impact of the NVES”.

Tesla has confirmed it will sever ties with the FCAI at the end of the 2023/24 financial year but said it would continue to report its monthly sales figures through VFACTS reports until July.

Tesla also used its letter to refer the FCAI to the Australian Competition and Consumer Commission, saying “…the FCAI should be careful not to facilitate coordination among competitor companies about how they change prices or supply in response to regulations.”

Australia is one of the last countries in the developed world to introduce a vehicle efficiency standard, with the new policy set to come into effect from January 1 2025. The new standard, which will apply only to new cars, provides emissions targets that car makers must meet across their vehicle fleets. Over time this C02 target will be lowered, forcing companies to provide more efficient cars.

Earlier this year, the Electric Vehicle Council (EVC) accused the FCAI of lobbying against the NVES by claiming the new standard would increase the price of some popular vehicles by up to $6000-$25,000.

In today’s letter, Tesla cited several examples of the FCAI quoting or supplying misleading information to media outlets on how the NVES would impact car prices.

It also took issue with a graph allegedly supplied by the FCAI that the NVES would significantly decrease the price of key Tesla Models.

“According to these graphics sourced from and attributed to FCAI, next year the Tesla Model 3 will be $15,940 and the Model Y $15,390 under proposed new vehicle efficiency standards. This is simply untrue”.

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Tesla also accused the FCAI of “cherry-picking the most polluting variants” from a car maker’s lineup when running its modelling and of misrepresenting how the new emissions standard would work.

“FCAI’s claims appear to be based on a simplistic and false calculation,” said Tesla in its letter.

The FCAI has released an official statement in reply to Tesla’s letter, saying it continues to support the NVES but that it “must act in the interests of the Australian automotive industry and Australian car buyers.”

“FCAI and its members represent more than 50 brands and over 350 vehicle models from battery electric vehicles, plug-in hybrid and hybrids to petrol and diesel drivetrains. Of those vehicle models, just two are Teslas.

“For more than 10 years we have been calling for an ambitious new vehicle efficiency standard that is right for Australia. It needs to reduce emissions while ensuring low and no-emission vehicles are accessible and affordable to all Australians.

“FCAI cannot support a standard that in the short-term might meet the needs and pockets of those at the premium end of the market while potentially hurting businesses and families who may be forced to deal with less choice and higher prices next time they buy a new car.”

Australian details for the 2024 Mercedes-AMG GLC 43 have been confirmed.

Mercedes-AMG has announced that the GLC 43 wagon will be priced at $136,400 before on-road costs or $146,900 plus on-roads for the GLC 43 Coupe.

That is a $7400 price increase over the previous V6-powered AMG GLC 43 for the wagon and $12,430 for the AMG GLC 43 Coupe – though the new model is faster and includes more standard equipment but loses two cylinders and some torque.

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As detailed here, the second-generation GLC 43 – a rival for the BMW X3/X4 M40i and Audi SQ5 – switches from a 3.0-litre twin-turbo V6 petrol to a mild-hybrid inline-four like its Mercedes-AMG C-Class sibling.

The ‘M139’ 2.0-litre turbo-petrol four-cylinder engine employs a Formula 1-derived 10kW electric exhaust gas turbocharger for improved response at low revs. It sends 310kW/500Nm to all four wheels via a nine-speed multi-clutch automatic, up 23kW but down 20Nm over the previous AMG GLC 43.

A 0-100km/h sprint time of 4.8 seconds is claimed – a one-tenth improvement over the outgoing twin-turbo V6 model.

The GLC 43’s AWD system is rear-biased, with a default torque split of 31:69 per cent front to rear. It features three-mode adaptive dampers and five selectable drive modes, including a customisable ‘individual’ setup.

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Above the standard GLC 300, the AMG 43 adds the features of the Plus Package as standard, along with active rear-axle steering, unique AMG trims, full-leather seats, and 20-inch multi-spoke lightweight alloy wheels.

The 2024 Mercedes-AMG GLC 43 will launch in Australia from March 11 online and at AMG retailers.

Mercedes-Benz Australia has confirmed the flagship AMG GLC 63 S E-Performance – which switches from a V8 to the M139 engine and a rear-mounted synchronous electric motor for a 500kW and 1020Nm total system output – will arrive here between April and June. Prices are due to be confirmed soon.

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2024 Mercedes-Benz GLC pricing