Downsizing is getting big.

How many performance-oriented cars can you think of that have swapped a big multi-cylinder engine for something smaller, maybe boosted with forced induction or hybrid assistance?

The mighty 6.2-litre AMG V8 became a turbo 5.5, then a turbo 4.0, and has now morphed into a two-litre four with a bit of battery assistance. The Lamborghini Huracan’s gorgeous V10 is being traded for a V8, while the Ferrari 296 GTB ditched its V8 for a hybrid V6.

Porsche pre-dated all of this when it booted the flat-sixes for its Boxster and Cayman models in favour of turbocharged flat-fours. Problem being, while the fours were nowhere near as bad as the gnashing teeth of Porschephiles would have you believe, the hardcore wanted their six-pots back.

And Porsche clearly listens to its customers. It once deleted the manual gearbox option from the 911 GT3 and then brought it back when the punters went berserk. And now, in another volte-face, the Cayenne S is back with a V8. Here’s to glorious and shameless U-turns.

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JUMP AHEAD

• How much is it and what do you get?
• How do rivals compare on value?
• What’s the Porsche Cayenne like inside?
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• How long is the warranty and what are the running costs like?
• Would you recommend it?
• Specifications

How much is it and what do you get?

There’s no way of sugaring this particular pill, so I’ll get straight to it. The Porsche Cayenne S is $181,300 before on-road costs. Or $190,000 if you prefer the coupe body.

It’s quite some financial commitment but, unlike the $140K base Cayenne with its charisma-vacuum 3.0-litre V6, the S variant feels like a proper Porsche. It’s one of those cars that anybody who travels 100m up a road in one will get what it’s all about.

That’s not to say it’s one-dimensional. It just has a level of instant authenticity to it, which I freely admit is a bit of an odd thing to say about a two-tonne-plus SUV.

Of course, the bent-eight under the bonnet is the big draw. How could it not be when it develops 349kW and 600Nm? The thing is, if you look at that output in the cold light of day, what you are in fact buying is the weediest twin-turbo V8 petrol engine available in Australia.

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That’s absolutely true: the next least powerful is the 373kW Audi SQ7’s V8 with twin huffers. To furnish you with some measure of perspective, a base Mustang GT with no turbochargers whatsoever generates 347kW.

While you attempt to figure out how Porsche has built such a feeble engine, console yourself with the fact that it actually doesn’t matter. The Cayenne S is plenty fast enough for most and it sounds wholly unruly. That’ll clinch the deal. It’s also very nicely appointed.

That’s because Porsche has rather wisely decided to bump up the level of standard kit in these facelifted Cayennes.

As such, the S benefits not only from the revised Taycan-style fascia but also gets equipment highlights like ventilated seats, matrix LED headlights, a wireless phone charger, a surround-view parking camera, a head-up display, adaptive damping and adaptive power steering.

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Should you wish, you can even specify a third 10.9-inch screen for the front passenger.

You won’t be able to see it from the driver’s seat due to a special film, but for $2860, your passenger will be able to co-drive without futzing with the centre panel.

Part-leather trim is standard, along with a fabric headlining and a 14-way powered driver’s seat. The standard 20-inch alloy wheels can look rather underdone, but 21s start at a hefty $5130 extra. At least they don’t cruel the ride quality too badly.

Our test car was fitted with Vesuvius Grey 21-inch Spyder design alloys at $7630, paired with $5000 worth of Crayon grey paintwork. Fancy an exclusive paint-to-sample colour? That’ll be $20,340. there’s a palette of eight no-cost paint finishes including some low-key metallics.

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How do rivals compare on value?

This Cayenne’s closest comparable rival in terms of price and capability is probably the BMW X5 M60i, which retails for $178,900 excluding on-road costs and also sports a turbo V8 petrol engine. Which cranks out 390kW and 750Nm (+41kW and +150Nm over the Cayenne).

It’s not quite so cut and dried if you have your eye on an AMG product. While the GLE 53 might undercut the Cayenne S at $172,624 (before on-road costs), it’s not as powerful (320kW/520Nm) and only sports an inline six. If you prefer your AMGs with a bit more about them, the 450kW GLE 63 S is $240K, which takes it out of the hitting zone of this particular Cayenne model.

The bargain choice – if you can indeed position it that way – in this sector is the 405kW/700Nm Jaguar F-Pace SVR, which packs a supercharged V8 and a stack of attitude, if not quite levelling with the Porsche’s handling abilities.

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What’s the Porsche Cayenne like inside?

The Cayenne S is well-appointed but needs some options ticking to make the interior feel truly special.

The ‘Porsche Driver Experience’ features a curved digital instrument cluster, a redesigned centre console and a 911-style gear selector that’s now mounted on the dash just behind your left knuckle. The engine start button sits to the right of the steering wheel.

There’s a sea of piano black on the centre console, which houses features such as the heated seats and, when these haptic feedback controls are pressed, the whole panel flexes in a way that’s not immediately reassuring.

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You get used to it, but the first time it happens you wonder if something’s come unclipped in the dash. No, they all do that. Likewise, on our test car, the footrest would slide up and down by a few millimetres which was moderately irritating.

The main display is multi-configurable, with a wall-to-wall map if required and there’s also a considerable amount of customisation that can be applied to the bright and clear head-up display. There are physical buttons for the air-con which means you won’t have to go digging in the main screen to change the temperature.

The air-con system has become very clever indeed, with a GPS-linked function. This means that as soon as you enter a tunnel, the Cayenne will recognise it from the nav and instantly switch the air conditioning to recirculate so you’re not sucking fumes into the cabin.

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It also actively monitors particulate content in the air and switches on recirc if air quality drops.

Wireless Apple CarPlay and Android Auto are booted up via a QR code on the centre screen, and an ‘In-Car Video’ functionality can play videos on either the centre or the optional passenger display. The standard stereo is a 10-speaker Sound Package Plus affair, but if you want to spend a bit more there’s a 14-speaker, 710W Bose surround sound system with an additional subwoofer or a cracking 21-speaker, 1455W Burmester 3D setup. You’re going to need $9630 for that fit-out though.

The boot measures a generous 772 litres and you can extend that to 1708 litres by dropping the back seats.

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What is it like to drive?

As soon as you key the V8 into life, it’s clear that the E3 Cayenne S had really missed this engine.

Yes, the old 2.9-litre twin-turbo V6 that had been fitted to the third-gen Cayenne S since 2018 was a decent unit but it lacked a bit of hair on its chest. While 324kW and 549Nm were nothing to be sniffed at, the current Cayenne S is now more powerful than the outgoing GTS. And it isn’t bashful about letting you know, announcing itself with an extrovert bark.

The 4.0-litre V8 is a familiar unit to Porsche cognoscenti, but dig a little deeper and it’s clear that this one is a different flavour. The twin-scroll compressor has been exchanged for a single-scroll item.

While this sounds like cost-cutting, it delivers higher exhaust gas temperatures that improve fuel economy, as does the elevated 350 bar fuel rail pressure. New electronically controlled wastegates improve engine response and a two-stage variable valve lift system is able to better refine power and torque delivery.

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Porsche reckons this one will get to 100km/h in 4.7 seconds and a faintly academic (on these shores at least) 10km/h has been added to the top end, lifting that to 273km/h.

The weight is listed at 2160kg (unladen DIN), which makes this one quite a hefty beast. You wouldn’t know it from the way it steps off the line, thanks to the sweet-shifting eight-speed automatic, although the Nexen tyres fitted to our test car were a bit of an unexpected choice, occasionally troubling the traction control system on damp roads.

For all its increase in swept capacity over the old six-pot, it’s perhaps a little counterintuitive to realise that the V8 requires a few more revs on the board to make its peak power and torque numbers compared to the V6. Nevertheless, it’s a charismatic engine at any point on the rev counter.

There are so many options available that affect the way the Cayenne S negotiates a road that it feels apposite to issue a slight caveat. A car fitted with rear-axle steering, torque vectoring, dynamic chassis control, plus the Sport Chrono pack and ceramic composite brakes, may well feel a very different beast to a more vanilla configuration, so it’s worth bearing that in mind when reading reviews.

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I could manage without all of those options bar the Porsche Dynamic Chassis Control system, which features active roll bars and really does improve the body control of the Cayenne through corners.

With PDCC it corners flat and hard, while still giving just enough feedback that it doesn’t feel mute or spooky near the limit. The electrically-assisted steering is decent and feels a little more natural without the optional fitment of rear-steer.

The Cayenne S is fitted with steel springs as standard, but these are backed up by two-valve dampers which enable the car to individually tailor compression and rebound rates on the fly. Air springs can also be optioned, which feature a two-chamber airbag.

Porsche has also worked at increasing the difference in response between the Comfort, Sport and Sport Plus drive modes. After exhaustive testing, we left the car in Sport almost all the time. Sport Plus felt a bit too edgy on typical country roads, while Comfort took the edge off the throttle response a bit too keenly.

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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?

While the Cayenne S is clearly not going to be for anyone who keeps a spreadsheet on their fuel spend, it’s not as catastrophic on the juice as you might expect.

On a mixed route that involved suburban driving and enthusiastic open hill routes, the Cayenne S averaged 12.4 litres per 100km. That’s an exact match for the WLTP manufacturer claim, which surprised us.

The idle-stop system is impeccably smooth on the Cayenne thanks to its 48-volt electrics, which means that you won’t feel tempted to switch it off in city traffic.

A 90-litre fuel tank gives the Cayenne S a decent touring range, with a full measure of 98 RON giving you more than 800km between fills if you’re circumspect with the loud pedal.

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How safe is it?

The Cayenne may well have undergone “one of the most extensive product upgrades in the history of Porsche” but that product upgrade was clearly not significant enough to warrant retesting by EuroNCAP, so the Cayenne carries over its five-star safety rating from the previous model.

There’s a space-saver tyre under the boot floor as well as a fairly comprehensive tool kit, so you’re unlikely to be left stranded by a puncture.

Safety equipment includes a full complement of airbags, autonomous emergency braking (AEB), lane-keep assist, adaptive cruise control, hill descent control, stability control, multi-collision braking and trailer stability management.

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That’s on top of all-wheel traction control, and a hefty set of brakes. The front brakes feature six-piston front calipers while there are four-pot items at the back, clamping down on 410mm and 358mm discs respectively.

The Nexen tyres measure 255/55ZR20 up front and 295/40ZR20 out back.

Should you want to purchase some additional peace of mind, Porsche will relieve you of $1560 for active lane keeping with intersection assist, $4800 for night vision cameras and $4740 for the amazing 32,000-pixel high-definition matrix LED lights.

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How long is the warranty and what are the running costs like?

The warranty for all Cayenne models is three years with unlimited kilometres.

While three years might seem a bit mean given that much of the new car market has moved to five-year warranties, there’s still a bit of lag at the top end of town. The likes of Aston Martin, Bentley, Ferrari, Lamborghini, Lotus, and Maserati all offer a similar three-year deal.

Main service intervals are at 15,000km or 12 months, there’s a three-year paint warranty and a 12-year anti-rust warranty.

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Would you recommend it?

Despite the nagging annoyance that the engine is a little underdone against some of its rivals, it’s such a beautiful powerplant to use that you’ll get over the fact that Porsche has shortchanged it of absolute power and torque a little.

So convincing is the overall package that the S instantly becomes the pick of the Cayenne range. It manages its compromises smartly.

It goes, stops and steers about as well as you could ask for a high-riding vehicle weighing more than two tonnes. Of course, we could back and forth at length about whether this represents the right direction for vehicle design, but there’s no real contention about this Porsche’s execution.

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Yes, you can buy faster cars.

Heck, you could buy a Chinese EV for sixty grand that would leave the Porsche in its wake off the line, but if we’re looking at broadly similar rivals, I’d happily trade a few kilowatts to get the handling and poise of the Porsche.

In fact, I’d go as far as to say that, all things considered, this might just be the most impressive sporting SUV at any price.

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“They are fun products, but let’s be honest, the volumes are getting smaller and smaller.”

2024: BMW board member issues warning – get into gear now

It’s no secret, the manual transmission’s days are just about done. Young folk aren’t bothering to get licensed for a manual anymore, and the number of manuals you can buy in Australia is getting perilously slim.

At last update, in November 2023, the list of available manual cars in Australia stood at six small SUVs, one small hatch and one small sedan (what?!), one medium SUV, two large off-road SUVs and, thankfully, 24 performance models.

Alas, a number of those performance models are BMWs – and BMW has made no secret that it sees an end to the manual in the not-at-all distant future.

This week, famously outspoken BMW board member Frank Weber has told Italian paper Quattroruote that he likes manuals as much as the next rower, but there’s not much of a business case for them anymore. And, as a board member, the business case is his main priority.

How many manuals did BMW Australia sell in 2023?

BMW M may not stand for manual, but its manuals are still popular here.

“They are fun products, but let’s be honest, the volumes are getting smaller and smaller,” Weber said. “And so it doesn’t make sense to develop them anymore. If you want a manual M, you need to buy it now.”

It’s not only falling sales spelling an end to the manual, however. As more and more cars go electric, including BMW M, there’s simply no practical place for the manual.

As BMW M boss Frank van Meel told Wheels in 2023, the brand’s motorsport heritage almost demands it use whatever is the most logical path to speed – but it can still be fun, as Hyundai is proving with the Ioniq 5 N‘s noise machine.

“I like the way they think,” van Meel said when asked about the Ioniq 5 N’s ‘gearbox’. “If you need eight gears, I’m not sure… But it’s one solution because what’s really clear is that if you drive on the track, and we always come from racing with M, there’s no time to look at the speedometer to see how fast you are going.”

Of course, all of this is great news for existing owners, with manual sports cars generally boasting the greatest resale values in the market. There’s a silver lining after all…

Source: Quattroruote via Motor1

2015: BMW M looking to ditch manuals

Daniel DeGasperi

Fresh talk from the BMW M division is sure to create a divide among enthusiasts as future manual availability is in doubt, while power limits look set to be put in place.

Speaking with Autocar, BMW M division boss Frank van Meel admits, “From a technical standpoint, the future doesn’t look bright for manual gearboxes.”

“The DCT and auto ’boxes are faster and they have better fuel consumption,” he adds.

“It’s difficult to say we’ll stick to the manual, but we still have a big fan community for manuals and we are not going to take away something the customer wants to have.”

Some fans may love the DIY-shifter, but at least in Australia it seems buyers don’t. BMW Australia has confirmed that only one per cent of current BMW M3 and M4 buyers are picking the six-speed manual over the no-cost-option seven-speed dual-clutch automatic.

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Meanwhile, the 441kW/700Nm M5 30 Jahre may end up being the most powerful BMW M division car produced, as van Meel calls out that power output as the “limit” for what is manageable.

“For now, 600bhp is the most you can get in an M car [but] we’re at the limit,” he tells.

“If you go on adding more horsepower and torque, it’d probably be over the limits.”

Experience with the M5 Jahre 30 – designed to commemorate 30 years of the M5 – indicates van Meel may be right, as full throttle acceleration sees the big rear-wheel drive sedan shimmy into wheelspin even as it grabs third gear.

Less power, less weight seems to be the future ethos. But we’ll keep the M3/M4 manual for as long as we can, thanks.

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The drive-away cost of the Volkswagen Touareg large SUV has been cut by $12,000 across the range ahead of the facelifted version’s local arrival.

The starting point for the diesel-only Touareg drops from $98,020 drive-away (Sydney postcode) to $86,020.

VW’s mid-range Touareg 210TDI Elegance is reduced by the same amount to $105,998, while the outgoing flagship 210TDI R-Line is now $115,763 – with all “factory bonus” prices available until the end of March.

The company says the limited-time offer follows a “recent significant supply boost” for the Touareg line-up, which was the 10th most popular large SUV over $70K locally in 2023.

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Sales last year were down about 25 per cent from where they have been in recent years.

The run-out deal coincides with the updated Touareg range, which is due in April or May.

The update includes styling and technology updates, including slimmer headlights, an integrated front lighting strip, and an enhanced matrix front-lighting system.

The headline act is a new range-topping model – a 250kW petrol-electric plug-in hybrid Touareg R.

It’s notable as VW’s most powerful production model yet and as the first PHEV to be sold by Volkswagen in Australia.

More details on the 2024 Volkswagen Touareg range can be found below.

New, unconfirmed details of the next GR86’s powerplant are trickling in. Here’s hoping they’re right.

According to Japan’s BestCar, as quoted by CarScoops, “unnamed sources” have claimed the third-gen 86 may be released in 2025 – powered by a electric-assisted, three-cylinder turbocharged engine.

The powertrain rumours are easy to believe, but the timeline might be a stretch. A 2025 release date would make the current GR86 a relatively shortlived model.

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Thanks to Covid, the second-gen car only reached Australia in late 2022, although its late 2020 unveiling means a 2025 third-gen reveal would give it a roughly six-year life cycle.

That’s fairly standard for most cars, but the first 86 ran for just over eight years – so it remains to be seen what a ‘standard’ run is for Toyota’s compact sports car. Indeed, it hasn’t even had a midlife facelift, having gained only an equipment update in late 2023. However, a concept car debuting at the 2025 Japan Mobility Show, or at a motor show in the US, could well be on the cards.

The turbo hybrid three rumour, if accurate, is big news with big implications. After all, Toyota isn’t about to lop a cylinder off the boxer four. (Imagine the noise!)

Clearly, any odd-numbered move would be to the three-cylinder unit in the GR Yaris and Corolla, with added hybrid gubbins. Right now it’s a fairly new, low-volume, high-cost (and presumably high margin) engine, so Toyota might understandably want to put it in as many models as possible.

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Two potential engine capacities have been rumoured: 1.4 and 1.6 litres.

A 1.4 could provide similar power to the current model, with a 1.6 putting out 225kW or more, finally giving the 86 the power (some) enthusiasts have been crying out for. Toyota could also install a mild-hybrid system that is compatible with manual and automatic gearboxes. And, of course, a front-engine, rear-wheel-drive layout would again feature.

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What of the BRZ and Subaru’s boxer stance?

If the third-generation BRZ runs an inline engine from Toyota, it would be an almost all-new concept for the brand, having focused solely on boxer engines since 1966.

Would Subaru release a new BRZ with an in-line engine? Or, would Toyota and Mazda develop the platform together, to be used for the next MX-5 as well? Is this the end of the Toyota-Subaru sports car partnership? If so, it’s highly unlikely Subaru will develop a new BRZ on its own.

French carmaker Renault is considered a strong candidate for a merger or takeover, but according to Stellantis – which has French roots of its own and now also owns the former Fiat Chrysler business – says it won’t be among any suitors.

Setting the scene: Stellantis, parent company to 14 car brands, has a market capitalisation of $70 billion, is the third largest carmaker by volume and one of the most profitable, and boasts a share price that has increased by 75 per cent since 2019.

Renault is a minnow by comparison, with a market cap of $11 billion.

It exited the Russian market (for geopolitical reasons), throttled back on the scale and scope of its partnership with Nissan, and has cancelled the initial public offering for Ampere, its electric vehicle and software division (due to reduced demand and lower growth forecast for EVs).

Renault’s share price has fallen 40 per cent since 2019, and it is seen by pundits as a potential merger and acquisition target. No surprise, a Stellantis takeover has been the subject of some speculation.

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The Italian press reports that a merger may be afoot

Italian daily Il Messaggero reported last week that the French government, which is Renault’s largest shareholder and also has a stake in Stellantis, was assessing plans for a merger between the two.

A Renault spokesperson said the following day that the company does not comment on rumours. France’s Finance Ministry also declined to comment.

The Italian government has previously accused Stellantis – which now counts Italian brands Abarth, Alfa Romeo, Fiat, Lancia and Maserati in its stable – of acting against the national interest. Industry Minister Adolfo Urso has even raised the prospect of the Italian government forcing a stake in Stellantis to help balance the French influence.

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Financial analysts question the value of a Stellantis-Renault merger

Some analysts have questioned the objectives and benefits of a Stellantis-Renault merger, as it would effectively add to Stellantis’s excess capacity in Europe.

Investment Bank Jefferies said that Europe would not be the priority for any potential Stellantis merger and acquisition activity. Renault does not offer any significant scale in other areas of the world, and a merger would also face antitrust obstacles.

Stellantis Chairman denies a merger with Renault is part of the plan

Stellantis Chairman John Elkann has denied any plans for a merger with Renault exist.

Speaking with Reuters [↗], Elkann said that Stellantis – the world’s third largest carmaker by sales – is focused on implementing its long-term business plan. “There is no plan under consideration regarding merger operations with other manufacturers,” said Elkann.

Stellantis CEO Carlos Tavares may be keeping the door open for a merger, however, stating in a recent interview with Bloomberg that the group was “ready for any kind of consolidation” and Stellantis would be “one of the winners”.

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Renault shares had risen more than 4% before paring back after Elkann’s comments to trade flat.

The Lexus NX, sharing components with the top-selling Toyota RAV4, faces high expectations. Fortunately, the Japanese manufacturer has fully committed to enhancing the latest iteration of this luxury compact SUV.

The NX350h is the single hybrid offering in the line-up (if we’re not considering the almost impossible to get plug-in hybrid 450h+). It’s been proven a popular choice by buyers due to its economical powertrain and sleek design.

Yet, in a competitive luxury market, what sets the NX350h apart?

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Pricing and features

The Lexus NX 350 sits smack bang in the middle of the compact SUVs line-up. It’s available in either a petrol or hybrid powertrain– which adds the ‘h’ marque.

It is also the only hybrid offering in the range, apart from the NX450+ plug-in hybrid that at one point had such a considerable wait time it was removed from their website.

The 350h however is a tempting and more practical offering when you consider the charging requirements for the 450+ which requires plug-in charging.

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Priced at $71,600 before on-road costs, the 350h is available in three trim grades: Luxury, F Sport and Sports Luxury. They come with the choice of all-wheel drive as well which will add $4800 to the price-tag.

All variants share the same 2.5-litre 4-cylinder hybrid powertrain. The petrol engine delivers 140kW and 239Nm of torque, and the electric engine offers 134kW and 270Nm for a total power output of 179kW. A total torque value for the system is not provided.

The winning piece of the package is the 5.0L fuel economy per 100km, a key selling point of the 350h.

Standard in the NX 350h Luxury you’ll get:

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Moving up to the F Sport adds performance enhancements including front and rear dampers, adaptive variable suspension and a Sport+ drive mode.

The sportiness is extended to the design as well with the addition of F Sport exclusive trim, ornamentation, grille and wheels. You’ll also get a larger 14-inch infotainment screen, heads up display, wireless phone charger and more.

If it’s additional luxury you’re seeking, the Sports Luxury offers similar additions to the F Sport but with a focus of creature comforts such as 17 premium speakers, a digital rear view mirror and ventilated front seats.

All paint colour options besides Onyx Black and Caliente Red are charged at $1825. Inside the cabin you’ll get the choice of four leather trim options, available in black, cream, tan and red, or for F Sport models, three exclusive trims.

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Safety

The NX range was awarded a five-star safety rating by ANCAP, following its launch evaluation in early 2022.

For adult occupant protection, it secured a 91% score, achieved 89% in child occupant protection, and earned a commendable 92% for its safety assist systems.

All versions of the NX are equipped with dual frontal, side chest, side head, centre and driver knee airbags.

Across its entire range, the NX350h features a broad suite of safety functionalities through the Lexus Safety Sense package, ensuring comprehensive protection.

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2024 Lexus NX Safety System features:

• Automatic High Beam
• Blind Spot Monitor
• Dynamic Radar Cruise Control
• Lane Departure Alert
• Lane Tracing Assist
• Pre-Collision Safety System
• Road Sign Assist
• Parking Support Brake
• Rear Cross Traffic Alert
• Safe Exit Assist

Key rivals

The NX350h competes with other luxury compact SUVS, but doesn’t have any direct rivals, with many competitors having only petrol, plug-in hybrid or electric powertrains.

• Audi Q5
• BMW X3
• Volvo XC60
• Mercedes-Benz GLC
• Genesis GV70
• Audi Q5

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Should I put it on my shortlist?

The NX350h has plenty to offer, regardless of which trim you end up choosing. Arguably, it’s the pick of the NX range as the perfect blend of economy and luxury.

As fuel prices continue to creep up, Lexus is producing hybrids that make the initial upfront const an easy decision.

If a luxury SUV is on your horizon for the new year then the 350h is popular for a reason and could be your ideal family car. But if you are interested in picking one up you might want to join the queue alongside everyone waiting for their own hybrids.

Combustion cars heavier than 1600kg and EVs exceeding 2000kg will soon cop triple-cost parking fees in Paris.

In an effort to counter the horde of SUVs cluttering the streets of Paris, residents have voted to introduce a new parking fee scheme. Petrol, diesel and hybrid cars in excess of 1600kg, and EVs exceeding 2 tonnes, will be stung by the new rules.

Charges of AU$30 per hour to park in the city centre, and $20 for city-limits parking will be applied to cars exceeding the dictated weight limits.

Speaking with The Guardian, Paris mayor Anne Hidalgo endorsed [↗] the 54.6% yes vote, declaring the higher fees “a form of social justice”.

“This is about very expensive cars, driven by people who today have not yet made the changes to their behaviour that have to be made [in response to climate change],” Hidalgo said.

This concept is looking attractive to other major cities, with London mayor Sadiq Khan considering “stealing” this surcharge for London.

“I am a firm believer in stealing good policies … If other cities are doing stuff that works, we will copy them,” Khan told The Guardian.

David Belliard, deputy mayor of Paris, feels the increased tariffs “will be directed at the richest people” – however, exceptions will be made for commercial vehicles, including taxis. People living with disabilities will also be spared, as specialty accessibility vehicles will often exceed the weight limit.

Continuing our countdown of the top cars to watch for in 2024.

If you missed kickoff, catch up here with 40 to 31, 30 to 21 and 20 to 11.

JUMP AHEAD

• 10. Mazda CX-80
• 9. Hyundai Ioniq 7
• 8. Polestar 3
• 7. MG Cyberster
• 6. Volvo EX30
• 5. Lexus LBX
• 4. BYD Seal U
• 3. Lotus Emeya
• 2. Polestar 4
• 1. Toyota Prado

10. Mazda CX-80

Due: Q3 2024 Model: CX-80 Price: from c.$62,000

The Mazda CX-80 will be the third of Hiroshima’s new pricey, premium SUVs to hit Australia when it slots in between CX-60 and CX-90 in the first quarter, as an appealing Kluger or Palisade alternative.

The CX-80 will effectively replace the Mazda CX-9 – which has been dropped after 15 years on sale locally – and will sell alongside the CX-8. The seven-seat CX-80, like CX-8, is effectively a medium SUV elongated to accommodate a third row of seats; a slenderer CX-90 you could say.

Expect a choice of 209kW/450Nm petrol and 187kW/500Nm diesel 3.3-litre turbo inline sixes, and a 241kW/500Nm 2.5-litre petrol/electric hybrid, paired with all-wheel drive, with prices opening in the low-to-mid 60s.

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Coming after the 2017 Wheels COTY-winning CX-9, it’s fair to say that the CX-80 has a lot to live up to

Standard equipment will run to large infotainment and instrument displays, heated and ventilated Nappa leather seats, a heated steering wheel, a panoramic sunroof, adaptive LED headlights, Android Auto and Apple CarPlay, and a power tailgate.

Autonomous emergency braking, adaptive cruise control, blind-spot monitoring and rear cross-traffic alert are expected to be standard and front cross-traffic alert, a surround-view camera, and Level 2 autonomous driving functionality are likely to be offered. Coming after the 2017 Wheels COTY-winning CX-9, it’s fair to say that the CX-80 has a lot to live up to.

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9. Hyundai Ioniq 7

Due: Q4 2024 Model: single / dual motor Price: from c.$90,000

Hyundai’s Ioniq 7 is coming in 2024 to give Australians a battery-powered, family-sized SUV while letting Hyundai Australia achieve its target of offering an electrified variant of each of its key SUVs by year’s end.

The dedicated electric Ioniq 7 draws on the company’s Seven Concept, with a cabin featuring three seating rows, a flat floor, high roof and innovative packaging to provide a versatile ‘Living Space’, using a range of recycled and sustainable materials.

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Built on Hyundai’s E-GMP battery-electric architecture, Ioniq 7 is expected to offer single-motor RWD and potent dual-motor AWD variants, and will allow 800V ultra-fast charging of the battery – which should offer a maximum range of 500km or more – while underpinning Vehicle to Load capability.

Dual large instrument and infotainment displays are expected to headline, along with a by- wire drive selector, digital side mirrors, and wireless vehicle software update capability.

An extensive suite of active safety, driver assistance and convenience tech will be part of the deal, with niceties such as a large glass sunroof likely for the flagship.

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8. Polestar 3

Due: Q1 2024 Model: 3 Price: from c.$132,900

The 2024 Polestar 3 is the first SUV from the Volvo-derived EV brand, and it’s set to land locally in the first quarter to provide an intriguing alternative to the Audi E-Tron, BMW iX, Tesla Model X, and the Volvo EX90 on which it’s based.

It’ll be offered in a single, highly equipped launch grade, and can be optioned with a Performance Pack featuring retuned suspension and 22-inch forged alloys.

The Performance Pack takes dual motor outputs from the standard 360kW and 840Nm to 380kW and 910Nm, trims the 107kWh nickel-manganese-cobalt battery’s 610km range by 50km, and shaves three tenths from the 0-100km/h, which takes 4.7sec in ultimate form.

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The ability to cop 250kW of DC grunt sees Polestar 3 fast-charge from 10 to 80 percent in 30min.

Highly-specced launch variants include a 14.5-inch touchscreen and 9.0-inch driver display, 21-inch wheels, adaptive air suspension, a glass roof, and a powered tailgate.

Pilot and Plus option packages are also standard initially but will likely come at extra cost down the track, and Matrix LED headlights and Nappa leather upholstery are optional.

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7. MG Cyberster

Due: H2 2024 Model: RWD, AWD Price: from c.$95,000

When the Cyberster was first mooted, we all thought it might be a bit of a joke.

Despite the badge on the bonnet, modern MG had no track record of performance cars. Or aspirational cars. Or a brand that could in any way support a car wearing a six-figure price tag. Thing is, nobody’s laughing at it now.

A lot has changed in the intervening 18 months. The MG 4 has established its bona fides as an entirely credible, well finished hatch and the dual-motor X-Power variant combines shocking pace with a modest price tag.

The Cyberster, confirmed for the second half of the year, is MG’s first all-new sports car since the mid-engined MG F that ran from 1995 to 2002. Measuring 4535mm long, 1913mm wide and 1329mm tall, and riding on a 2690mm wheelbase, the Cyberster is comfortably larger than MGs of old – it’s also 20cm longer than a BMW Z4 and 15cm longer than a Porsche 718 Boxster.

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Despite increased dimensions, the Cyberster manages to evoke classic sports car proportions with its long, low bonnet and rearward driving position.

Yet its details are decidedly futuristic with LED headlights, angular LED taillights and sharp body lines. Then there are the Cyberster’s unmissable scissor doors, which open up and out like a V12 Lamborghini – a rather ostentatious choice, but one sure to grab attention and buyer interest.

The cabin features three digital screens: one for the digital driver’s display, another for the infotainment, and a third for the HVAC controls. Specifications from the Chinese government suggest the Cyberster will be offered in rear- or all-wheel drive configurations.

The former is likely to output 231kW, and the latter 400kW. Kerb weights rated between 1850-1985kg are also expected, so 0-100km/h should be dispatched in less than four seconds.

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6. Volvo EX30

Due: Q1 2024 Model: Plus, Ultra Price: from $59,990

Volvo’s EX30 electric small SUV slots into the range below the XC40 Recharge Pure Electric, priced from $59,990 plus on-roads, which puts it squarely in Tesla Model 3 territory.

Three grades are offered, each with a 69kWh nickel-manganese-cobalt battery – there are two rear-wheel-drive versions and an all-wheel-drive performance variant. Rear-wheel-drives feature a 200kW, 343Nm motor and provide a Euro WLTP range of 480km.

Dual-motor AWD versions deliver 315kW and 543Nm, sprint from 0-100km/h in a claimed 3.6sec, and provide a 460km WLTP range.

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DC charging at up to 153kW underpins the capability for a 10 to 80 per cent fast charge in 30 minutes.

A minimalist interior theme is centred on a Tesla-style display presenting driving info such as speed and battery charge, in lieu of a conventional cluster.

The range-opening Plus features LED headlights, a 12.3-inch touchscreen with wireless Apple CarPlay and an array of Google apps, wireless phone charging, a digital key, a powered tailgate, Harman Kardon audio, and an extensive suite of advanced safety.

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A minimalist interior theme is centred on a Tesla-style display

Up-spec Ultra adds a fixed panoramic glass roof, 360-degree camera, automatic parking, powered and heated front seats, and a heated steering wheel, with the Performance Ultra adding 20-inch alloys.

Volvo EX30 supply is set to start flowing locally from early 2024.

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5. Lexus LBX

Due: Q2 2024 Model: LBX Price: from c.$40,000

They’re having a baby! Lexus, that is. The brand’s smallest-ever offspring, the LBX SUV, is set to join the Australian line-up in the first half of the year.

The Toyota Yaris Cross-based LBX, which is 305mm shorter than the UX, will be powered by a 1.5-litre three-cylinder hybrid powertrain with a nickel-metal hydride battery and a choice of front- and all-wheel drive.

A 9.8-inch touchscreen infotainment system, 12.3-inch digital instrument cluster and ambient lighting are expected to headline inside, and heated and ventilated front seats, a heated steering wheel, semi-automatic parking assist and an array of advanced driver assistance tech should also be part of the deal.

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Fast F Sport hero?

According to a Japanese publication, a Yaris GR-powered F Sport flagship could join 85kW mainstream variants, packing 200kW and 370Nm, an eight-speed torque converter automatic and all-wheel drive, to create a left-field high-performance player. We’ll see.

The Lexus LBX – it stands for Lexus Breakthrough Crossover – is likely to be priced around $40K and will fill the small shoes of the brand’s CT series (which was axed in 2021).

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4. BYD Seal U

Due: Q2 2024 Model: Seal U Price: from c.$70,000

China’s BYD is set to expand its pod of EVs named after marine mammals with the forthcoming 2024 Seal U medium SUV.

With a sillier name – but a less comical roofline – the 4775mm long, 1890mm wide Seal U is around the size of a Model Y, but with a 125mm shorter wheelbase, and has the Tesla firmly in the sights.

With the Dolphin hatch and sporty Seal sedan imminent, the Seal U is set to take the local BYD line up to five by the end of 2024, and will play alongside Tesla’s bestseller as well as the Ford Mustang Mach-E, Hyundai Ioniq 5, Kia EV6 and Toyota BZ4X.

The Seal U builds battery-powered dreams on the brand’s E-Platform 3.0, which its shares with the Seal sedan.

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Expect to see two single-motor variants – a 150kW, 310Nm Comfort with a 72kWh battery, and a 160kW, 330Nm Design with an 87kWh battery.

European WLTP figures suggest ranges of 420km and 500km respectively from its lithium-ion phosphate batteries and 150kW charging capability is likely, for a zap from 30 to 80 percent in less than 30min.

It’s not clear whether the Hybrid version spied testing in Australia will form part of the 2024 Seal U range for which launch timing is yet to be confirmed.

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? 3. Lotus Emeya

Due: H2 2024 Model: Emeya Price: from c.$250,000

Electric sports sedan slayer the 2024 Lotus Emeya is due in the second half of 2024 and it has Porsche’s Taycan in the crosshairs.

The Emeya is Lotus’s third EV, following the Eletre SUV and Evija hypercar, and only its second-ever sedan, the first being the twin-turbo V6 Vauxhall Lotus Carlton, from a time when world-beating four-doors were way cooler (1990-1992).

The booted and batteried Lotus – codenamed Type 133 – will produce 675kW and 985Nm in ‘R’ form, which will top a three-tiered range starting from around $250K.

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The Emeya will sprint from rest to 100km/h in 2.78 seconds, says Lotus, and run to 256km/h, making it a shade less accelerative than Tesla’s Model S Plaid (and slower than a Lotus Carlton, which topped out at 285km/h) but that’s hardly shabby.

Built on Eletre-shared 800-volt architecture, expect Emeya to offer a range north of 550km from a 102kWh battery pack, with the capability to add 150km of range in five minutes plugged into a 350kW DC fast charger.

Emeya’s leather, Alcantara and cool aluminium cabin will be headlined by a 55-inch AR HUD, 12.1in touchscreen infotainment and KEF premium audio.

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? 2. Polestar 4

Due: Q3 2024 Model: LR Range Single Motor, LR Dual Motor Price: from c.$81,500

“With Polestar 4, we have taken a fundamental new approach to SUV coupé design,” said Polestar’s chief executive officer, Thomas Ingenlath.

Okay, so the whole idea of an SUV-coupe would normally be enough to make most right-minded people sick in their mouths but, infuriatingly, Polestar might just have brought us the coolest shape of 2024.

Polestar’s fastest ever production car, the Dual Motor Long Range Performance variant is not only capable of a 3.8-second 0-100km/h sprint courtesy of 400kW and 686Nm, but also has support for 200kW DC fast charging. Go for the Dual Motor Long Range and it’ll likely come with a targeted WLTP-rated 560-kilometre driving range.

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A Long Range Single Motor model is available, with a 600-kilometre driving range target. It is rear-drive only, with 200kW and 343Nm on tap.

A 102kWh lithium-ion battery pack is standard for all long-range Polestar 4 variants. It is currently unclear if Polestar will offer a standard range variant with a smaller battery, similar to the Polestar 2 sedan.

Measuring 4839mm long, 2139mm wide (including mirrors) and 1544mm tall, with a 2999mm wheelbase, the Polestar 4 is approximately 100mm shorter in length, width and wheelbase than a Tesla Model Y.

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Inside, the Chinese-built Polestar 4 features a 15-inch Android Automotive infotainment system powered by an automotive-focused Snapdragon system-on-a-chip as well as a 12-speaker, 1400-watt Harmon Kardon audio system.

The 2024 Polestar 4 will commence production in China in November, with a “full-scale” global launch – including Asia Pacific – due early next year.

Two models have been announced, the Long Range Single Motor (from $81,500 ) and the Long Range Dual Motor (from $92,150).

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? 1. Toyota Prado

Due: June 2024 Model: Prado Price: from $80,000

If Wheels reader correspondence is anything to go by, the new Prado, due in June, is Australia’s most keenly anticipated new vehicle for 2024.

The ‘250 Series’ Prado rides on a TNGA-F body-on-frame chassis, shared with the LandCruiser 300, Lexus GX and LX, and the Tacoma and Tundra utes. It’s no great surprise, then, that its wheelbase is identical to that of the LandCruiser proper.

Some markets see two separate aesthetic treatments but Toyota Australia has rejected the retro round headlamp front end for a more modern grille and rectangular lights. Under the bonnet expect to find a 48-volt mild-hybrid version of the current 2.8-litre four-cylinder diesel with an identical 150kW and 500Nm.

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It will be matched to a new eight-speed torque-converter automatic, full-time four-wheel-drive, and a starter motor-generator for better fuel economy, quieter startup and smooth initial take-off.

Toyota claims a 50 per cent increase in frame rigidity and a 30 per cent increase in overall rigidity compared to the current Prado, which is based on a HiLux platform. The new Prado will naturally have a full-time all-wheel drive system with a low-range transfer case and a locking centre differential. We also expect the Prado to feature an Everest and MU-X-matching 3500-kilogram capacity – up 500kg over the Prado’s current 3000kg limit.

Measuring 4925mm long, 1980mm wide and 1870mm tall, the new Prado is 100mm longer, 95mm wider and 20mm taller than before. The Prado’s characteristic rear ‘barn door’ makes way for an electric lift-up tailgate similar to the LandCruiser 300.

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Inside, it features wireless Apple CarPlay, over-the-air software updates and Connected Services.

A 12.3-inch digital instrument cluster sits ahead of the driver, replacing analogue dials and there’s also a small 4.2-inch multi-information display. As before, there will be seating for five or seven passengers, with a familiar line-up expected where the entry-level GX should have five seats, and all other variants will score seven.

Australian pricing for the new Prado has yet to be revealed, but it’s likely to cost a lot more than the outgoing car’s $62,830 starting price. We predict the entry version will arrive somewhere just north of $80K.

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Continuing our countdown of the top cars to watch for in 2024.

If you missed kickoff, catch up here with 40 to 31 and 30 to 21.

JUMP AHEAD

• 20. Ssangyong Torres
• 19. Skoda Kodiaq
• 18. Mercedes-AMG GLC 63 S
• 17. Skoda Enyaq
• 16. Ford Puma EV
• 15. Porsche 911
• 14. Subaru Forester
• 13. Jeep Avenger
• 12. Ineos Grenadier Quartermaster
• 11. Hyundai Ioniq 5 N

20. Ssangyong Torres

Due: Q2 2024 Model: Torres, Torres EVX Price: from c.$37,000

SsangYong certainly can’t be accused of rushing the Torres to the Australian market.

Its compact SUV has been in production since June 2022, powered by a 125kW 1.5-litre turbo four, but while that model may well be the car Aussie buyers have been waiting for, later on they’ll also be treated to the front-drive Torres EVX, a EV powered by a 73.4kWh LFP blade-type battery pack good for a range of 433km.

At 4715mm long, it’s much the same size as the Hyundai Kona, Nissan Qashqai and Honda ZR-V. Success or failure is clearly going to come down to pricing.

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19. Skoda Kodiaq

Due: H2 2024 Model: Kodiaq Price: c.$60,000

The second-gen Kodiaq doesn’t diverge too far from a winning formula.

The sole version for Australia is powered by the VW Group’s venerable EA888 150kW 2.0-litre turbo four mated to a seven-speed dual clutch sending drive to all four wheels.

The seven-seat cabin gets a floating 13-inch infotainment screen, boot size jumps by 70 litres to a claimed 340L, while a column-mounted gear shifter frees up space. A new damping system (DCC) allows for individual tailoring of bump and rebound damping.

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18. Mercedes-AMG GLC 63 S

Due: Q2 2024 Model: E Performance PHEV Price: from c.$210,000

Benz’s bruising high-performance GLC variant is due in Q2 and it’s binned the twin-turbo V8 for a plug-in hybrid powertrain packing 500kW and 1020Nm.

A version of the A45 S hot hatch’s 2.0-litre featuring an electrically assisted turbo contributes 350kW and 545Nm – via a nine-speed multi-clutch automatic – with a further 150kW from an electric motor on the rear axle, to propel the 2310kg wagon to a claimed 3.5sec 0-100km/h.

Chassis hardware is in the same league and includes adaptive suspension, an active anti-roll control system, rear wheel steer, and six-pot front calipers with 390mm composite discs.

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Inside, AMP Performance seats and a sculpted, retro-styled steering wheel are highs, along with an AMG Track Pace lap timing and ‘Supersport’ instruments.

A total of eight driving modes should cover it. A high density, 6.1kWh battery pack featuring individually cooled cells, like the motor- spooled turbo, draws on Formula 1 tech and lets the GLC 63 S E Performance drive 12km as an EV.

So, now you can fly under the radar, which is one of the few things the bent eight couldn’t do.

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17. Skoda Enyaq

Due: July 2024 Model: Enyaq Wagon/Coupe 85, Enyaq Wagon/Coupe RS Price: from c.$80,000

There’s a lot of fluff talked about electric cars, most of it based around trying to convince you to pay a hefty premium. Skoda doesn’t tend to talk fluff.

The no-nonsense Australian range will feature both updated Enyaq body styles (wagon and coupe) with Skoda recently hinting that it would bring the then-unreleased Enyaq 85 as our base model, with new motors providing 210kW and 576km driving range (Coupe, WLTP).

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Headlining the Australian range will be the all-wheel drive RS model developing 250kW, an improvement of 30kW. It can sprint from rest to 100km/h in 5.5 seconds.

Skoda has improved the charging speed on the Enyaq 85. It’ll now accept DC electricity at 175kW for a 10-80 per cent top-up in 28 minutes.

Pricing and final specifications are yet to be finalised beyond the two-variant launch line-up. Skoda Australia previously told Wheels to expect a circa-$80K starting price, putting the Enyaq squarely in the sights of the big-selling Tesla Model Y.

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16. Ford Puma EV

Due: Q4 2024 Model: Puma EV Price: from c.$48,000

With the Fiesta excised from Ford’s line up Down Under, entry-level duties fall on the slimmish shoulders of the Puma light SUV, due for a facelift later in the year.

We’ll also see the long-awaited Puma EV, which will borrow the underpinnings and the majority of its running gear with the European market E-Transit Courier compact van. If that is indeed the case, expect a 54kWh battery pack that drives an electric motor on the front axle, and it will support 100kW DC charging.

The Romanian-built EV is expected to adopt much the same blanked-off front end aesthetic as the Mustang Mach-E with a more recognisable carry-over rear treatment. It pitches into a market heavy with rivals, with the Hyundai Kona Electric, BYD Atto 3 and MG ZS EV all sure to provide stern opposition.

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15. Porsche 911

Due: Q2 2024 Model: 992.2 Carrera Price: from c.$285,000

We don’t normally get too excited about mid-life facelifts, bit when the car in question is the Porsche 911, we’re all over every sniff of news.

Spy photographers have been snapping the update to the 992 generation of 911 for more than two years, but only very recently have undisguised versions been seen near a certain one-way derestricted toll road.

It’s no great secret that the 992 was designed from the outset to integrate a hybrid powertrain. The 992.2 Carrera looks set to include mild-hybrid electrification with the battery nestled between the boxer engine and the rear seats bulkhead and the motor-generator between the engine and the eight-speed PDK transmission.

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The Taycan sedan provides the inspiration for a full cabin refresh, with the 911 set to follow the lead of the recently revised Cayenne in adopting a full glass cockpit, dash-mounted gear selector and a redesigned centre console.

The projected lifespan of the 992.2 is projected to run through to 2028 and will include a full performance hybrid version of the GT2 RS (due in 2026) that could see peak boosted power outputs in the region of 600kW. Porsche has also been seen testing the 992.2 version of the GT3, which is expected to feature a normally-aspirated 4.2-litre engine and will launch in 2025.

In the meantime, Porsche’s quandary is how to satisfy traditionalists while still getting past the watchful eye of Euro 7 emissions regulations. Nobody said it would be easy.

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14. Subaru Forester

Due: H2 2024 Model: Forester Price: from c.$42,000

When is a new car not a new car?

While Subaru claims that its next-gen Forester, revealed at the LA Auto Show in November, is an “all-new fully redesigned vehicle”, dig a little deeper and it’s apparent that it rides on much the same Global Platform underpinnings with the familiar 2.5-litre boxer engine up front.

That said, neither of those two constituents were any great cause for complaint in the current car. What the Forester needed was a more stylish interior and exterior treatment and a hybrid powertrain that didn’t feel like a token effort. On those counts, the new model looks to be off to a good start.

The styling nicely fuses the latter-day SUV style of the Forester with the squared-off boxy arches of its wagon forebear.

Inside, the Forester is aligned with the Outback, WRX and Crosstrek, featuring an available 11.6-inch portrait-oriented infotainment system, fewer physical controls, USB-C charge ports, a wireless phone charger, and ventilated front seats. However, unlike the Japanese-spec WRX and Outback, it does not feature a full-digital instrument cluster, with a small central driver information display flanked by analogue dials.

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Under the bonnet, the existing 2.5-litre petrol flat-four produces 134kW and 241Nm, down 2kW but up 2Nm.

It remains paired with a “smoother and quieter” continuously-variable automatic transmission (CVT). Subaru has fitted a version of the WRX’s dual-pinion electronic steering rack, torsional rigidity is up 10 per cent.

A hybrid Forester will debut for model year 2026. This will be followed by turbo-petrol Forester XT – expected to share the Outback’s 183kW/350Nm 2.4-litre turbo – and off-road-focused Forester Wilderness variants.

The Subaru Forester is due in American showrooms between March and May 2024. Local details – including official timing, pricing and features – will be confirmed closer to its local launch, which is expected later in the year.

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13. Jeep Avenger

Due: H2 2024 Model: TBA Price: from c.$45,000

Jeep’s first EV in Australia, battery-powered baby the 2024 Avenger, is due in the second half of the year.

The brand is calling for expressions of interest for the model, which is confirmed as an electric vehicle but likely won’t make it in ICE form, because the petrol versions offered in Europe are manual only.

Jeep is yet to announce pricing or specifications for the Avenger which, as a product of the Stellantis Group, will be built on a Peugeot platform and call Alfa’s forthcoming small SUV and the Fiat 600 its brothers from other mothers.

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With a 115kW, 260Nm electric motor driving the front wheels, a 54kWh battery pack providing a 400km range (WLTP), and the capability for fast charging from 20 to 80 per cent in 24 minutes on a 100kW charger, the 4080mm-long Avenger has the makings of a right-sized EV for city-based buyers.

Avenger’s scaled-down butch, and a cabin headlined by large multimedia touchscreen and digital instrument displays, and featuring extensive active safety, could seal the deal.

The company will certainly be hoping so, after a year in which the number of Aussies who bought a Jeep plunged to new lows.

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12. Ineos Grenadier Quartermaster

Due: Q1 2024 Model: Quartermaster Price: from c.$110,000

The Ineos Grenadier Quartermaster – the dual-cab ute variant of the Grenadier 4WD wagon – is set to arrive Down Under in the first half of 2024 to give frustrated Landcruiser 70 Series buyers and Defender 110 fans something to get excited about.

Built by Ineos Automotive, which was born out of British billionaire Sir Jim Ratcliffe’s desire to build a replacement for the Land Rover Defender 110 – after Jaguar Land Rover rejected his proposal to buy the old tooling – the Grenadier wagon started arriving locally in 2023.

With production of the trayback underway at a French factory that previously turned out Smart Cars, now the wait is almost over for customers who placed orders from mid-last-year for the $110,000 to $123,000 workhorse (excluding on-road costs).

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The Quartermaster offers the same choice of BMW-sourced 3.0-litre turbo inline six-cylinder petrol and diesel engines as the wagon, backed by a ZF eight-speed auto and permanent four-wheel drive.

A substantial 545mm longer than its sibling, the Quartermaster’s ladder frame is topped by a Euro pallet-accommodating 1564mm (L) x 1619mm (W) tray, with payloads of up to 832kg (diesel) and 907kg (petrol), an 800mm wading depth, 264mm of ground clearance, and a robust 3500kg braked towing capacity.

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11. Hyundai Ioniq 5 N

Due: January 2024 Model: 5 N Price: from c.$111,000

The i30 N showed the world Hyundai could engineer a driver’s car. Now, the Ioniq 5 N is on a mission to prove EVs can be entertaining.

Our Korean first drive of the plus-sized hi-po hatch suggests it’s up to the task, representing a new paradigm in electric driver’s cars by delivering performance and involvement similar to Porsche’s Taycan – which was benchmarked in the development – at one third the price.

In case you’ve been napping, the Ioniq 5 N’s dual motor, all-wheel drive powertrain produces 448kW and 740Nm – or 478kW in a ‘boost’ mode – crushes the 0-100km/h in 3.4 seconds, and can travel 450km on a charge of the 84kWh battery.

Could this be the car that finally dispatches the idea of the EV as a soulless white good?

The five-door weighs 2200kg but doesn’t feel it, reckons our very own Jez Spinks, and embellishes its syrupy electric delivery with conventional cues – such as gear shift jolts and a choice of artificial engine sounds – and possesses a calibre of dynamic capability to make even the staunchest petrolhead smile.

Could this be the car that finally dispatches the idea of the EV as a soulless white good? Here’s hoping.

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Continuing our countdown of the top cars to watch for in 2024.

If you missed kickoff, catch up here with 40 to 31. You could also jump ahead to 20-11, if you really must…

JUMP AHEAD

• 30. Volvo EX90
• 29. Volkswagen ID.Buzz
• 28. Mini Cooper
• 27. Hyundai Ioniq 6 N
• 26. Toyota C-HR
• 25. Volkswagen ID.4
• 24. Volkswagen ID.5
• 23. Toyota Tundra
• 22. Mercedes-Benz E-Class
• 21. Lamborghini Revuelto

30. Volvo EX90

Due: H2 2024 Model: EX90 Price: from c.$180,000

Volvo’s EX90 electric seven-seater SUV is due late year and will lead the brand’s transition to EV-only in Australia by 2026 (and by 2030 globally).

The EX90 will be introduced as a dual motor AWD, featuring sustainable materials, bi-directional charging, and Android-powered infotainment.

The Chinese-built EX90 rides on the Geely– developed SPA2 architecture and will be initially sold alongside the XC90. A powerhouse, the EX90 offers 380kW and 910Nm, can do 600km on a charge of its 111kWh battery (WLTP), and is capable of fast charging from 10 to 80 percent in less than 30 minutes.

A lidar sensor on the roof’s leading edge, along with an array of radars, cameras and ultrasonic sensors underpin EX90’s semi-autonomous driving capability. A minimalist interior is headlined by a 14.6-inch portrait touchscreen, widescreen instrument display, and 25-speaker Bowers and Wilkins audio.

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29. Volkswagen ID.Buzz

Due: December 2024 Model: ID.Buzz Price: from $100,000

The coolest car of 2024 could be a van. Well, an electric people mover at any rate.

Expressions of interest have opened for the 150kW/310Nm ID.Buzz and Volkswagen is optimistic about it making some fairly significant numbers in Australia.

For those that want to relive the spirit of the Kombi, the ID.Buzz is available in five or seven seat configurations and, as is usual with Australian market cars, are likely to be offered with a high level of standard equipment.

The ID.Buzz range is underpinned by Volkswagen’s dedicated MEB electric platform, hosting a 77kWh battery pack with driving ranges of 423 kilometres (WLTP). Fast-charging is capped at 170kW (DC) for a 5-80 per cent rejuice time of around 30 minutes. AC home-charging, meanwhile, maxes out at 11kW.

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28. Mini Cooper

Due: Q3 2024 Model: Cooper E / SE Price: from $55,000

The ideal platform for electrification? Probably the luxury limo. Second best? That surely has to be the cheeky urban scoot, which is why we’re so excited for the fourth-gen Mini Cooper.

Incidentally, Cooper is now the name for what were the Mini three and five-door Hatches and the Convertible. Go figure.

Parent company BMW is, on the quiet, developing some seriously impressive EV chops and the slickly restyled Mini hatch, due to launch next year as an integral part of sending Mini all-electric by 2025.

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The Chinese-built hatch gets a 30mm stretch to the wheelbase, and the E gets a 40.7kWh battery packs 135kW and 290Nm, which is enough for 7.3 second sprint to 100km/h.

Meanwhile the SE’s 54.2kWh battery is good for 160kW/330Nm, enough to scuttle it to 100km/h in 6.7secs. The SE features a respectable 402km of range, and 95kW rather than the E’s 75kW charging rate.

This or the rather more spacious electric Countryman? Decisions, decisions…

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27. Hyundai Ioniq 6 N

Due: December 2024 Model: Ioniq 5 N Price: from $115,000

We’ve raved over the Hyundai Ioniq 5 N but how about that drivetrain and tech in a lower, lighter, sleeker package?

That’s exactly what’s set to be delivered with the 6 N and, frankly, we can’t wait to try it. We’ve seen a sniff of what it’ll be like in the shape of the RN22e concept, the first of Hyundai’s ‘rolling concepts’ that aimed to inject involvement and emotion into the experience of driving a performance EV.

Hyundai has dropped hints that the 6 N’s performance could well eclipse that of the 478kW/770Nm Ioniq 5 N, and it could just squeak in for a late 2024 reveal. Could Hyundai deliver a more convincing electric performance car than Porsche? Get the popcorn out…

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26. Toyota C-HR

Due: Q1 2024 Model: GXL, Koba, GR Sport Price: from $43,000

Toyota’s next-gen 2024 C-HR will open at $42,990 plus on roads – up from $31,715 for today’s base model – when it lands in Q1.

$43K for a baby SUV?! That’s partly explained by the fact each of the continuing three grades – GXL, Koba and GR Sport – will come with a hybrid powertrain.

Also contributing to the rises – which range from $11,275 for the GXL to $16,525 for the GR Sport AWD flagship – is a multitude of equipment. Lash out on the now-$54,990 (plus on-roads) GR Sport with pano roof ($1150) and two-tone premium plus paint ($1550) and … sheesh!

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The outlandish second-gen C-HR brings 12.3in infotainment with Apple CarPlay and Android Auto, a 7.0in instrument display, six-speaker audio, and dual-zone climate as standard.

Up spec, there’s even more fruit including leather and suede, bi-LED headlights, 19in alloys, powered and heated seats, 12.3in digital instruments, and nine-speaker JBL audio.

There’s also AEB, traffic sign recognition, lane-keep assist, lane-trace assist, adaptive cruise and a 360-degree camera across the range. Front-drive GXL and Koba run a 72kW, 142Nm 1.8-litre four-cylinder with 70kW, 185Nm electric motor assistance, to deliver a combined 103kW, and the all-paw GR Sport packs 112kW/190Nm 2.0-litre four with 83kW front/30kW rear for a combined 145kW.

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25. Volkswagen ID.4

Due: July 2024 Model: base, GTX Price: from c.$55,000

Volkswagen’s first locally bound electric car the ID.4 medium SUV, which has been on sale in Europe since 2021, will arrive in July in freshly updated form.

Running changes aimed at addressing overseas criticisms should give Aussies a well-sorted package from the outset and target improved performance, range, comfort, cabins and tech.

Pricing for Wolfsburg’s Tesla Model Y, Hyundai Ioniq 5 and KIA EV6 rival has not been announced but expect the range to open around $60K plus on-roads.

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The line-up is likely to include a 210kW single-motor rear-wheel-drive variant and a 250kW dual-motor all-wheel-drive GTX performance variant that does 0-100km/h in a claimed 5.4sec.

Euro WLTP range from the 77kWh battery is 550km and 175kW DC charging can add 178km of range in 10 minutes for all-wheel drive versions (RWD versions’ max charge is 135kW).

Inside, there’s 12.9-inch touchscreen infotainment with illuminated touch-sensitive sliders below for audio and AC, along with steering wheel touch controls, which have drawn criticism on other models.

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24. Volkswagen ID.5

Due: July 2024 Model: base, GTX Price: from c.$65,000

We’re expecting Volkswagen’s coupe-styled, dedicated electric ID.5 around July, along with its ID.4 SUV sibling (featured below) with the pair bringing some worthwhile USPs.

Whereas most of the small electric SUV class – such as the Hyundai Ioniq 5, Kia EV6, Tesla Model Y, Mercedes-Benz EQA and Polestar 2 – put the focus on aggressive styling and punchy performance, the ID.5 is softer in both image and attitude, so presents less of a leap from the familiar ICE experience, at least based on our overseas first drive.

The range is likely to include a 210kW rear-drive powertrain and a 250kW dual motor all- wheel drive GTX flagship, each with standard equipment and technology in line with prices starting around $70K.

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The single-motor versions have a range of 562km from a 77kWh battery while the dual- motor can travel 505km (WLTP figures). However, with alternatives offering up to 350kW of fast-charging capability the ID.5’s 135kW maximum is a bit off the pace.

The ID.5 has been sold in Europe for more than two years and will land with the benefit of a series of running changes, with the aim of being right first time in Australia.

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23. Toyota Tundra

Due: Q4 2024 Model: Grande Price: from c.$145,000

Toyota Australia isn’t taking any chances with the ‘official’ right-hand re-engineering of the Tundra monster ute. It has too much riding on it.

That’s why a fleet of 300 cars are on trial with customers and Toyota staff right now in Australia. The quality of the right-hand drive conversion, performed in partnership with Walkinshaw, must be at least as good as OE and engineers from both the Tundra’s home plant in Texas and the Japanese mothership are closely monitoring progress.

When Toyota’s ‘premium towing machine’ does go on sale, expect a hybridised 3.4-litre V6 petrol powerplant good for 326kW and 790Nm and the ability to tow horse floats, big boats, race cars, construction equipment and farming gear. Alongside maximum towing capacity the Tundra also needed to offer space, comfort and a long driving range.

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The focus was firmly on-road driving. That’s why the Tundra sports a five-link coil-sprung rear end rather than the heavy duty leafs as seen on most other dual cabs.

Yes, you lose a little in the weight it can carry in the bed, but Toyota claims the gains in comfort and control more than offset this.

It can operate in EV mode to 30km/h and features a 288-volt Ni-Mh battery under the rear seats while the motor-generator sits in the bell housing of the 10-speed auto. A tow/haul mode changes gearbox shift points, electric power steering feel, throttle mapping, alters the drop-down front spoiler, detects a trailer and optimises safety systems like blind spot monitoring.

Thousands of kilometres of back-to-back testing at AARC in Victoria and on-road between Altona and Darwin while towing a heavyweight trailer have convinced Toyota that it’s onto a good thing with the Tundra. It may well be right. Look for the road test right here in Wheels next month.

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22. Mercedes-Benz E-Class

Due: Q2 2024 Model: E300 Price: from c.$145,000

Mercedes’ next-gen E-Class sedan will eschew EV and V8 extremes for a series of mild-hybrid and plug-in hybrid powertrains, to take on the soon-to-be-updated BMW 5 Series while leaving the EQE to battle the all-electric i5.

Benz is calling the new W214 ‘a bridge between tradition and digitalisation’ so while it’s a slightly bigger and roomier three-box sedan (with a slick 0.23 Cd), sporting turbo petrol and diesel engines, occupants are treated to a sumptuous digital immersion.

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Try third-gen MBUX Superscreens spanning the dashboard, featuring support for the TikTok, Angry Birds, Webex and Zoom apps, an inbuilt dashtop selfie and video camera, and AI functionality.

Then there’s a ‘Just Talk’ function for the Hey, Mercedes voice assistant and digital key support for iPhone and Apple Watch, optional 21-speaker Burmester 4D surround-sound audio, and four-zone climate control, and near S-Class elbow room, says Mercedes. Whereas the old E Class featured a myriad of specification and engine choices, the new version takes its lead from the GLC with just a petrol E300 version confirmed for Australia.

Hard luck if you were counting on a wagon; it’s just the four-door sedan, initially at least. And remember, Merc has merged both C and E Class Coupe and Cabriolets into a sole CLE model, also due in ’24.

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21. Lamborghini Revuelto

Due: H2 2024 Model: Revuelto Price: from $987,000

The Lamborghini Revuelto has some heavy lifting to do. With the successor to the Huracán likely not available before 2026, it’ll be the sole super sports car on offer from Sant’Agata, which is why the order bank is already full three years in advance.

The hybrid tech cuts emissions by 30 percent, allowing Lamborghini to persevere with its V12, here boosted to 746kW.

While the Urus was always going to attract buyers new to the marque, and some 70 percent were, the order applications bank for the Revuelto is comprised of 60 percent who have never owned a Lamborghini before.

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