It’s been more than a decade since Volkswagen’s iconic Beetle was last sold. Its lacklustre sales figures resulted in the two-door retro hatchback being dropped from the Volkswagen’s line-up in 2013. Recently, the company has been toying with the idea of a Beetle comeback, as evident by the electric Volkswagen Beetle concept created for the animated film “Miraculous: Ladybug & Cat Noir”. A Beetle EV was also hinted last year by former Volkswagen CEO Herbert Diess, who suggested that more “emotional” cars were possible with the scalable MEB platform.

• READ MORE: 2013 Volkswagen Beetle Review

Volkswagen’s ID. family of electric-only cars is expanding, will it see something along the lines of an “ID.Bug” joining the line-up? Quite possible. The Volkswagen ID.4 is already well suited to be morphed into a Beetle EV, with its rear-mounted electric motor and rear-wheel drive, just like the rear-engined and rear-driven original Beetle. With a driving range of up to 345km, the powertrain of the ID.4 base model is also perfect for a city-focused car like the Beetle.

While the VW Beetle EV concept in the animated film looks a bit far fectched, here’s a more realistic rendering from automotive renderer Kleber Silva of Behance.net. Retaining the classic silhouette and scupted surfaces of its forebear, the Beetle EV is being reimagined as a modern zero-emission city car.

Image: Behance.net

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If you’re in the market for an iconic off-roader, the Jeep Wrangler is about as iconic as an off-roader can get. But there’s now a derivative of the Wrangler that may appeal to keener drivers – and adventurers. The Wrangler has grown a tub to become a pick-up truck, better known as a ute here in Australia. Called the Gladiator, Jeep’s first ever ute launches as one of the largest in the segment.

Should you opt for the Wrangler, or is the Gladiator the better option? First, let’s look at the price. The Wrangler in the tested range topping Rubicon spec costs $90,450, while the Gladiator, also in the Rubicon spec as tested, is priced at $87,250. Both stickers exclude on-road costs.

There isn’t a big difference between the pair in terms of pricing, but they are quite different vehicles, most notably in the cargo area. The Wrangler is essentially an SUV with a fully enclosed (though removable) cargo space behind the second row seats with a massive capacity of 898 litres. The Gladiator has an open cargo tray behind the cabin cell that is good for a maximum payload of 693kg which is a little underwhelming in large ute standards.

If you carry many loose items, the secured cargo area of the Wrangler may be more suited for that. If your load is one big bulky piece, like a crate or dirt bike, the Gladiator’s open tray may be your only option. That said, the Wrangler’s entire rear section and the roof are removable, virtually removing the height restriction imposed by having the roof on. This allows you to carry tall items in the back.

Our Gladiator test vehicle comes optioned with a roll-up tonneau cover for the cargo tray, which when deployed provides some degree of cargo protection from the elements. However, it’s not motorised like in certain other utes, requiring manual deployment and retraction.

Then there’s the looks. The Wrangler’s utilitarian, two-box shape has defined the off-roader for generations. It’s one of the most recognisable vehicles on the road today. The Gladiator, while not yet as iconic (it’s a first generation model after all), brings about even more adventurism and road presence with its ute transformation of the basic Wrangler body. The Gladiator is a very long vehicle, measuring some 5.6 metres long compared to the Wrangler’s 4.8 metres. It looks like some sort of a special U.S. military transporter than a civilian ute. If you want to drive a head-turning ute, look no further than the Gladiator.

From the passenger cell forward, both vehicles are nearly identical. The doors and entire front section are shared between the two vehicles. This means they both get the trademark Jeep seven-slot grille flanked by round headlights, steel front bumper and fold-down windscreen. Both testers also sport “Rubicon” livery on either side of the clamshell bonnet, and share the same 17-inch black wheels wrapped in 32-inch BF Goodrich off-road tyres all around.

The interior is almost the same for the half twins as well. The off-road focused design employs ruggedised switchgear and chunky handles. The power window switches are located in the centre console rather than in the doors so they don’t get wet in deep water crossings. The USB ports and media jacks have plastic flaps over them for the same reason. There are even drainage plugs under the removable carpets, in case water do get in.

Both vehicles have been converted to right-hand-drive for the Australian market, with the dashboard flipped and the steering wheel on the right. The transmission orientation, however, has remained unchanged. As a result, the driver’s foot well is partially impeded by a bulge from the transmission housing and so there isn’t a foot rest for your left foot. Bugger.

The Gladiator has less rear passenger space than the Wrangler, as the rear seats are positioned further forward to accomodate the cargo tray in the back. We’re not talking a significant shortfall here, but rear passengers in the Wrangler do have more room to move about.

Both off-roaders have panels that are completely removable. The roof can be removed easily in minutes with the release of latches, but taking off the doors and rear section require removing some bolts with a special tool (supplied). Once everything is off, you get to do some fully open air driving. Beware though as it’s illegal to drive without doors in Australia!

As open as the cabin is, it’s assuring to see that occupants are still protected by a built-in roll cage, so if you do roll in either of these vehicles you should be able to climb out relatively unscathed. These Jeep models are probably safer in any low speed tip over than in a high speed crash anyway, as they only have four airbags – all of them for the front occupants. The lack of regard for rear passenger safety is questionable in this day and age. This is also why both models scored only a three-star ANCAP safety rating.

Complementing the passive safety features, or the lack of, both vehicles have stability control, forward collision warning, automatic emergency braking, blind spot monitoring, rear cross-traffic alert, roll mitigation and reverse view camera.

In terms of entertainment and connectivity, both models come equipped with an 8.4-inch touchscreen running the Jeep’s intuitive UConnect infotainment interface with built-in satellite navigation, wired Apple Carplay and Android Auto connectivity and DAB+ digital radio. Sound in both vehicles is played through a 9-speaker 552-watt Alpine premium sound system, with surround sound coming from the overhead sound bar and punchy bass served up by the subwoofer, boot-mounted in the case of the Wrangler, and behind the rear seats in the Gladiator. The latter takes audio playback a step further by including a removable wireless Bluetooth speaker that is stowed away neatly under the rear seat when not in use – very cool.

Jeep’s familiar 3.6-litre normally-aspirated petrol V6 engine can be found under the bonnet of both models. It’s getting a bit long in the tooth now but it still produces a healthy 209kW @ 6400rpm and 347Nm @ 4100rpm. Coupled to an eight-speed automatic transmission, it does a decent job around town, on the highway and off the beaten track.

The linearity in the V6’s power delivery and sharp throttle response is not what you’d normally find in modern turbo engines. With no lag or electric assistance trickery to deal with, what you get is tractable V6 power from the get-go and right through to the limiter. The near two tonne Wrangler accomplishes the sprint from rest to 100km/h in just 7.9 seconds (claimed), while the 200kg heavier Gladiator takes 8.5 seconds (claimed).

The drivetrain exhibits admirable refinement in both off-roaders, but that’s where the smoothness ends. Both vehicles are out-and-out four-wheel drives and they don’t drive like your regular family SUVs. The 32-inch BFGoodrich off-road tyres fitted to both models are noisy and rough on tarmac. The squared off body and large side mirrors found on both vehicles create quite a lot of wind noise at high speeds. Those uninsulated roof panels don’t help either in keeping noise out or absorbing cabin noise. Of the two, the Gladiator is the more civilised one thanks to a longer wheelbase which better absorbs roughness and deliver a more stable high speed ride.

The Wrangler’s steering feels vague on road, owing to its short wheelbase. Keeping the Wrangler straight at highway speeds can be quite a challenge as you have to constantly make steering corrections to keep within the lane. The turning circle is also large, making three-point turns a nightmare. The longer Gladiator is much worse, so don’t even try it.

On-road ride comfort in both vehicles is acceptable, with those large wheels soaking up road imperfections fairly well. Again, it’s the longer and heftier Gladiator that delivers a slightly smoother ride than the Wrangler.

That all said, you don’t buy one of these bad boys for road manners. Steer off the beaten track and they come into their own element. They become the ultimate off-road machines. Both models have identical 4×4 bits, and the Rubicon badging on both vehicles is not just for the sake, as it brings a host of hardcore dirt-kicking goodies on top of the already capable system on the lesser variants, including locking front and rear Dana 44 heavy-duty axles, electronic sway bar disconnect for maximum wheel articulation, Rock-Trac 4:1 low range transfer case with crawl ratio of up to 77:1 and steel off-road rock rails. These features complement high-range 4WD, hill-descent mode, winch-capable steel bumpers and underbody steel skid plates.

The Wrangler’s short front and rear overhangs allow for steep approach and departure angles of 36.5 and 31.9 degrees respectively, both are better than the Gladiator’s 40.7 and 25.1 degrees. The Wrangler’s shorter wheelbase also yields a tighter breakover angle of 18.4 degrees, compared to the Gladiator’s 21.2 degrees.

It’s no surprise that the Wrangler is better off-road than the Gladiator, given its shorter footprint. But both vehicles will take you far and deep into the bush thanks to their hugely capable 4WD hardware. As long as three wheels are in contact with the ground, there’s very little that these things are not able to plough through.

Back on the black top, the 3.6L V6 is not the most efficient mill out there. With the vehicles’ poor aerodynamics and the off-road tyres’ high rolling resistance, the average fuel economy at the end of our week-long test was an unimpressive 12.5L/100km for the Wrangler and 13.4L/100km for the Gladiator. Granted, with a large 81-litre tank they can travel the distance when filled up and they only need regular unleaded 91RON fuel.

Verdict

Few four-wheel drive vehicles out there have the presence, character and ruggedness of the Jeep Wrangler and Gladiator. They’re not just great off-road machines, they’re lifestyle statements. And ultimately it’s the kind of lifestyle that you want to live that dictates which of these vehicles you should get. The Wrangler is for you if serious off-roading and an enclosed cargo compartment are important factors. Else, the Gladiator is the cooler, more unique and more adventurous option.

Pricing and Specification

The post 2023 Jeep Wrangler vs Jeep Gladiator: which is the one for you? appeared first on ForceGT.com.

Meet Cupra. The latest automotive brand to hit the crowded Australian car market. The name is derived from the words ‘Cup Racing’ and is a nod at the brand’s glorious past in rallying. It also means copper in Latin, a trademark of the brand’s liberal use of copper highlights.

Created as a high-performance off-shoot of Volkswagen Group-owned Spanish brand, SEAT, its first model, the Seat Ibiza Cupra was released in 1996.

It went on to win three straight Manufacturers’ titles in the FIA 2-litre World Rally Cup that propelled the little Spanish hatchback from a left-field budget proposition to rally-bred hot hatch.

In 2018, Cupra became a standalone performance brand. It arrived in Australia last year with the Cupra Formentor and Ateca SUVs, and Leon hatchback.

With a brief history of the brand out of the way, let’s dive into the Formentor’s review.

What is it?

The hunkered down Cupra Formentor is the first fully fledged Cupra model that isn’t just a rebadged SEAT. In fact, you wouldn’t find it in any SEAT showrooms all; not that we have one here in Ozzie land.

No, it isn’t a completely bespoke vehicle from the ground up. Being part of the Volkswagen Group, it shares the same fundamentals as the Volkswagen Tiguan – basic chassis, gearboxes, and electrical architecture.

It’s longer and lower than the Ateca and stands out from the crowd not just with its copper colour ‘Transformer’ badge but also its sharp looks, wide stance and curvy ‘coupe-SUV’ silhouette. It’s a handsome beast and is by far the brand’s best-seller in its first full year here.

Available in four variants, our test car is the fuel-savvy plug-in hybrid (PHEV) Formentor VZe priced from $60,990 plus on-road costs.

It costs $10,300 more than the entry-level VZ, $7,200 over the similarly powered petrol only Formentor VZ and is $1,000 less than the high-performance VZx flagship with 228kW and all-wheel drive.

What do you get with the Formentor VZe?

The Formentor VZe comes standard with a healthy spec sheet. Standard equipment includes:

• LED headlights
• LED taillights with scrolling indicators
• 19-inch alloy wheels shod in 245/40 R19 Bridgestone Turanza tyres
• Mode 2 and 3 charging cables
• Heated, power-folding side mirrors
• Keyless entry and start
• 3-zone climate control
• Auto dimming rear view mirror
• Cloth upholstered sport bucket seats
• Heated leather steering wheel
• Aluminium pedals
• Copper-accented trim
• Roof-mounted spoiler
• Black roof rails
• 25-inch digital instrument cluster
• 0-inch infotainment touchscreen
• Wireless Apple CarPlay and Android Auto
• Wireless smartphone charger
• AM/FM radio (no digital radio here!)
• Voice control
• Reverse camera

There are just two options on offer:

• Panoramic sunroof – $2,100
• Leather and Power package – $3,250
  • Leather sports seats
  • Heated front seats
  • Power driver’s seat
  • Memory for driver’s seat and mirrors
  • Hands-free power tailgate

What is it like on the inside?

You know the Cupra is a Volkswagen Group product the moment to hop in. The mood is sombre although lashing of copper inserts and stitching helps break up the monotony.

It’s also great fun playing the ‘spot-the-parts-bin’, err parts with your like-minded passengers. There are plenty of course, from the window switches, column stocks, and electronic gear lever to the infotainment system (albeit with some Cupra-specific) graphics and pages.

Even the well-bolstered front buckets feel and look familiar. They are draped in cloth trim and manually adjusted although can be upgraded to powered seats with leather trim for $3,250.

But there’s much to like about the Formentor’s interior with good fit and finish, a high-resolution 12.3-inch touchscreen infotainment that is responsive and good ‘ol buttons on the steering wheel (yay!).

The VW Group-powered digital instrument cluster is excellent, with plenty of customisation option in a Cupra flavoured design.

There is excellent legroom and headroom in the rear, and generous luggage space with a reasonably low loading sill.

Despite being billed as a SUV, the Formentor’s driving position is pleasantly car like where you sit low in the seat.

However, the touch-sensitive pads for the climate control are unlit at night and rather fiddly to operate when the car is bouncing around in town.

What’s underneath the bonnet?

The eco-conscious VZe comprises a 1.4-litre turbo-petrol engine with 110kW and 250Nm familiar from the VW Golf and Tiguan married to an electric motor with 85kW and 330Nm, and a 12.8kWh lithium-ion battery.

The combined system puts out a meaty 180kW of peak power and 400Nm of peak torque – almost exactly the same as its petrol-powered Skoda Kodiaq RS cousin’s 180kW/370Nm, or for that matter, the Volkswagen Golf GTI.

Power is channelled to the front wheels via a six-speed DSG for a zero to 100km/h dash of 7.0 seconds flat.

Cupra says the Formentor has an electric-only range of 58km and combined fuel consumption of 1.9L/100km, but as always, these varies dependent on road conditions and driving style.

On test, our VZe manages around 47km on each full charge before troubling the petrol engine.

What is the Formentor like to drive?

Cupra is billed as a sporty brand and the Formentor, even in plug-in hybrid guise, certainly delivers on that promise.

Off the mark and in default EV mode, the Formentor makes a good impression of a hot-SUV with strong off-the-mark acceleration, albeit in complete silence. In fact, you could be forgiven for thinking you’re in the Leon hatch with its low set driving position and cocooning front bucket seats.

The electric drivetrain handover to the petrol engine relatively seamlessly while the engine is fairly refined when cruising.

There are five drive modes to choose from, including the ‘Cupra’ mode which amp up the engine notes via the speakers along with more immediate response to the steering, throttle and transmission (the other driving modes include Comfort, Normal, Sport and Individual). Like the latest Golf R, you can also alter the ride comfort endlessly by fiddling with the slider. It’s all terribly motorsport-like.

Speaking of which, the Formentor ride and handling is one of the best we have sampled in its class, striking a fine balance between comfort and handling. It rarely feels harsh over poor surfaces yet is composed around the bends.

Its variable-ratio progressive steering is responsive and well-weighted. Along with its small – and thus, lighter – 12.8kWh battery pack, the Formentor VZe feels light on its foot.

We couldn’t fault the familiar Volkswagen Group twin-clutch either. It’s crisp, rapid and smooth. The only gripe we have is its tardiness in switching between forward drive and reverse when parking, but that’s not uncommon in DCT-equipped cars.

The wooden brake pedal malice, which tends to plague some other PHEVs and EVs, seem to be well suppressed in the VZe, as the system juggles the task of braking and regenerative braking.

On the whole, it’s fun and engaging, and is essentially a Golf GTI’s high-riding, polar bear hugging cousin.

How long does it take to charge the Formentor VZe?

It takes approximately 3.5 hours to top up the Formentor VZe from empty from a high-voltage public charger.

However, if like me you plug it in overnight at home, you’ll have a full tank of electrons in the morning (after about 5 hours of charging) that will last you around 45km.

Over the course of our test, we averaged just 2.0L/100km in combined fuel consumption.

How safe is the Formentor?

The Cupra Formentor comes with a five-star ANCAP rating.

Standard safety gear on all models includes:

• AEB with pedestrian and cyclist detection
• 10 airbags including front centre airbag
• Adaptive cruise control with Stop & Go
• Travel Assist with active lane centring
• Driver fatigue monitoring
• Emergency Assist
• Blind-spot monitoring
• Lane keep assist
• Lane departure warning
• Rear cross-traffic alert
• Safe exit warning
• Front and rear parking sensors
• Reversing camera

What is the Formentor’s running costs?

As with Cupra’s wider range, the Formentor comes standard with five years, unlimited kilometre warranty, extending to eight years or 160,000km for the lithium-ion battery.

It needs a service every 15,000km or 12 months, whichever occurs first. A three-year service pack costs $990 and covers the first three scheduled services, while a five-year service pack comes in at $1,990 and includes the first five services.

Verdict

The post 2023 Cupra Formentor VZe PHEV review appeared first on ForceGT.com.

A shadowy preview of the highly anticipated Tesla Model 2 was dropped on social media just last month by the company’s founder Elon Musk. The smallest and most affordable Tesla is due to launch later this year and interest on the pint size EV is gaining.

While the preview photo was careful not to reveal too much of the Model 2, the internet has since gone all creative on the upcoming baby Tesla – as expected. Here’s a very good one from renown automotive renderer Kleber Silva of Behance.

The Model 2 is being imagined as a sporty liftback paired with a tweaked front-end of the Tesla Model 3. There are large black wheel arch mouldings and blacked out A pillar for an athletic look, while at the rear the deck spoiler is inspired by that of the Model X large SUV.

If you look close enough though, you might find that the donor car for this rendering is actually the Genesis GV60 – one of the cars that the Model 2 will rival when it hits the market. Nevertheless, the result of this mix and match is great and this is one pretty cool looking Model 2.

Tesla is keen to keep the pricing of the Model 2 below $50k when it lands in Australia sometime in late 2024, positioning it as a sub-compact model to the Model 3 sedan. It will likely be offered with front-wheel drive and all-wheel drive, the latter in the form of a dual motor high performance variant.

Via Kleber Silva

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Buyers are literally spoilt for choice in the small car segment, with almost every major brand having an entry in this popular category. There’re models geared toward practicality and space, and there’re also models that are a bit sportier. The latter is represented by cars like the Honda Civic hatch and Kia Cerato hatch. Both cars take on a sleeker, more fastback-ish look which stands out amongst the more conventional two-box design seen on other hatches.

While both cars have been lined up here for a comparison test, it’s worth mentioning that the Civic hatch – available in only a single highly spec VTI-LX grade – is the more ‘premium’ option, commanding a drive-away price of $47,200. The Cerato hatch tested here is the range-topping GT variant, yet it costs nearly ten grand less than the Honda, with a drive-away sticker of $38,390.

Exterior

Honda isn’t trying to hide the fact it aims to elevate the Civic into a more upmarket offering, and it’s pairing the high price tag with some classy design elements as well. While looks are subjective, the Civic does come across looking more expensive and sophisticated than the Cerato. The new styling boasts a bolder front fascia characterised by that wider grille which is now positioned lower for a more aggressive look. The shoulder crease stretches uninterrupted from front to back, where it meets the wrapped around taillight. The rear design is a solid effort, too, with the tapered roofline setting off a sporty look. Elsewhere, the five double-spoke 18-inch alloy wheels match well with the car.

In comparison to the Civic, the Cerato’s design is more generic and derivative. That said, it still has some nice details to it, including those blacked out side mirror caps and eye-catching red accents in the grille, around the front bumper intake and on the wheel caps. The brand’s trademark ‘tiger-nose’ grille adds to the sporty looks, while those gloss black lower bumper trims and side skirts set a good contrast to the rest of the body work. Like the Civic, the Cerato rolls on 18-inch allow wheels, albeit with a multi-spoke design.

Interior

Both cars have well presented interiors that befit their high-spec status, although the Civic’s is a bit of an acquired taste. In its quest for simplistic design, Honda has churned up quite a retro styling for the dashboard and that may not sit well with everyone. Granted the honey comb air-con vent design looks unique and overall there’s very little clutter. The gloss black trims are carefully applied to only areas that are unlikely to come in contact with fingers, a clever move to reduce finger prints on such surfaces, while keeping that premium ambiance.

The Cerato’s interior is more uplifting, with polished silver trims punctuating the otherwise black cabin at various places. It’s also sportier with the red stitching found on the steering wheel and seats brighter and more contrasting than that in the Civic. Those round air-con vents also look lovely.

Storage spaces are about equal in both vehicles, with the pair sporting dual cup holders for the front and rear row of seats, centre storage, door pockets with bottle holders and glove box. However, every storage compartment seems to be just slightly larger and better designed in the Civic. The bottle holders in the door pockets for instance, are more usable as they have nothing that gets in the way. We also prefer the round cup holders than the square ones in the Cerato.

The Civic’s practicality winning streak continues in the boot as well, with it boasting a sizeable 449 litres of space, some 21 litres larger than the Cerato’s 428 litres. Not just that, the Honda also has a proper secondary storage tub under the boot floor, while the Kia only has an under floor partitioned tray for extra storage.

While both cars offer good interior space for all occupants, the Civic is slightly ahead in cabin comfort, with the front seats feeling plusher and more cocooning. There’s also a tad more legroom in the back. However, the Civic has a bulkier centre floor hump.

Tech and Safety

In terms of technology and connectivity, essential features such as built-in satellite navigation, Android Auto and Apple CarPlay support, Bluetooth and wireless phone charger are all included in both cars. The Cerato does have a bigger 10.25-inch centre touchscreen, compared to the 9-inch touchscreen in the Civic. Both car’s infotainment systems are intuitive, though the Civic’s larger on-screen buttons are easier to operate on the move.

The Civic’s higher price tag buys you a few niceties that you don’t get in the Cerato, including an instrumentation cluster that combines a customisable 7-inch digital display with a physical speedometer gauge. The Cerato uses a more conventional dual gauge cluster with a centre multi-info display. You also get a quality 11-speaker plus a subwoofer Bose premium audio system in the Honda, versus the Kia’s 8-speaker JBL setup. Neither cars are fitted with head-up display, which isn’t expected in the Kia but certainly is in the higher priced Honda. The lack of a sunroof in the latter is also questionable at this price point.

Both cars are comprehensively equipped when it comes to safety. Adaptive cruise control, autonomous emergency braking, lane departure alert, blind spot monitor, rear-cross traffic alert, reversing camera and vehicle stability control are all standard fitment. The Civic goes a step further by throwing in speed sign recognition and 360-degree surround view camera.

Performance

Powering the Civic is a 1.5-litre turbocharged four-cylinder petrol engine developing 131kW and 240Nm, the latter available from 1700-4500rpm. The engine is paired with a CVT automatic driving the front wheels.

In comparison, the Cerato utilises a slightly larger 1.6-litre turbocharged four-cylinder petrol engine. Rated at 150kW and 265Nm it has more power and torque than the Civic. The torque also arrives earlier at 1500rpm. A 7-speed dual clutch automatic sends power to the front wheels.

While both powertrains have more than enough performance to meet the demands of the daily grind, the feel in which they propel the cars is quite different. The civic delivers a very smooth and polished driving experience, thanks in part to the CVT. Now we know the CVT is often associated with a dull and rubbery driving experience but the one in the Civic is quite the opposite. It’s discrete and quiet under normal driving, yet responsive and direct when you put your foot down. It’s a fine example of a well calibrated CVT.

The Cerato’s drive is more sports biased. The punchier engine combines with the quick shifting dual-clutch auto to deliver a crisp, athletic driving feel. It may not be as refined as the Civic, but its warm hatch-like performance is surely more enjoyable when the road is right.

And it’s not just the powertrain that delivers spices, the firm suspension setup endows the Kia with some genuinely sharp handling as well. That’s not the say the Honda is sappy, far from it. It’s still as competent and dynamic, albeit more refined and less hyper in its responses.

The firmly sprung Cerato only likes smooth roads, as rougher patches and imperfections get transmitted straight to the cabin with little suppression. It’s taking on a bit too much sporting flavour, which is unnecessary for a daily hatch.

The Civic, on the other hand, rides with excellent compliance, with bumps and ruts rounded off nicely. It’s also quieter than the Cerato thanks to better insulation from road and wind noise.

Running Costs

Both cars are inexpensive to fuel, as they chew on regular 91 RON fuel. However, the Civic will also yield more savings at the bowser, averaging just 6.7L/100km at the end of our week-long test, which is not far off the rated 6.3L/100km. The Cerato is inherently thirstier with its larger engine, reporting an average of 8.1L/100km against the rated 6.8L/100km.

There’s also a stark difference in terms of maintenance and warranty. The Civic is backed by a 5-year factory warranty, while the Cerato gives further assurance with a 7-year warranty. Both warranties have no cap on kilometres.

Service requirements are identical for both, at 10,000km or 12 months, but the Civic is a lot cheaper to maintain (surprisingly) with each trip to the dealer capped at $199 for the first five visits. The Cerato’s servicing costs almost double that, at $378 per visit.

Verdict

If you’re in the market for a well equipped daily hatch with sporty looks, both the Civic VTI-LX and Cerato GT are some of your best options. The Cerato, in its top-spec guise tested here, represents good value for what it has to offer, bringing with it athletic performance and a sporty interior. At the other camp, the Civic does cost almost ten big ones more than the Cerato, but it justifies that with a more refined driving feel, upmarket looks, better tech and lower long term running costs.

The Civic is a better car, no doubt. But the Cerato’s value is hard to ignore. For us, we might just stretch the budget a little and go for the Honda.

Pricing and Specification

The post 2023 Honda Civic VTi-LX vs Kia Cerato GT Comparison Review appeared first on ForceGT.com.

The ute segment is arguably the most progressive of all vehicle markets. What started out as a workhorse has evolved to become a lifestyle machine. During the week it gets work done, and on weekends it goes out of town seeking for the best camping ground or fishing spot. Owners are increasingly demanding that their utes look good, come pack with features and ride comfortably.

As such, increasing number of buyers are willing to splash on range-topping, highly specified ute variants like the Toyota HiLux Rogue, Ford Ranger Wildtrack and Volkswagen Amarok Aventura. But lately even these tech-laden, luxuriously appointed ute models aren’t enough to satisfy the appetite of ute fans, especially those with very deep pockets. They want more, something fully kitted out with higher performance, something that stands out from the crowd.

Manufacturers get that and are more than happy to respond. The Nissan Navara PRO-4X Warrior is one such model. The adventurous name isn’t just for marketing sake, for it’s got the goods to back it up. The expertise behind the Warrior is by Australian company Premcar, a leading OEM partner with capability in special product development and engineering. The augmented Warrior certainly comes off as something quite special, one that’s distinguishable from the rest of the Navara range.

Priced at $69,990 plus on-road costs, the Warrior is about $7,000 dearer than the PRO-4X on which it is based, or a $10,000 premium over the ST-X, the range topper of the standard Navara line-up. It may seem like a significant hike from the lesser models, especially the ST-X, but Nissan is marketing the Warrior as a turnkey product that offers better value than aftermarket solutions, with the added bonus of factory-backed warranty.

Whether or not Nissan’s sales pitch is true depends on how much one is spending on aftermarket parts and the quality of those parts. But the Warrior’s list of enhancement is quite substantial, including a body colour-coded, Nissan Genuine winch-compatible, Safari-style bulbar with integrated light bar, a Warrrior-specific towbar, and a Navara branded red bash plate and a 3mm steel second-stage under body protection plate.

The suspension has been specifically revised for the Warrior for improved off-road capability, handling and ride comfort. There’re new spring rates for more front-end support and less body roll, along with revised front and rear damping for better compliance, improved isolation from impacts and reduced float when towing or carrying a load. The suspension jounce bumper is also larger and taller for better control of wheel movement and reduced transmission of bumps into the cabin.

The updated suspension increases ground clearance from 220mm to 260mm, and widens the track from 1,570mm to 1,600mm. Thanks to the new bulbar, approach angle has improved from 32 degrees to 36 degrees, with near-identical departure angle, from 19.8 degrees to 19 degrees

The ute rolls on larger tyres in the form of Cooper Discoverer All Terrain AT3 measuring 275/70/R17 all around. A full-sized spare tyre with alloy wheel stows underneath the ute.

Nissan has even gone the extra length to increase the GVM (Gross Vehicle Mass) by 100kg, now 3,250kg, meaning its near-tonne payload is mostly retained. Also intact is the towing capacity – 3,500kg braked and 750kg unbraked.

Befitting its flagship status, the Warrior is dressed up with Warrior-specific fender flares, decals, a black grille with red Nissan badging, black side mirror caps, black roof rails and black sports bar. It all adds up to one tough-looking ute that is sure to garner attention from 4×4 enthusiasts.

Compared to the beefed up exterior, the interior is much more ordinary. It’s pretty much a carried over of the PRO-4X cabin, save for some Warrior headrest embroidery. The black themed dashboard features black trim inserts in place of silver on the centre console, along with black Nissan emblem with red highlights on the steering wheel.

The seats are quilted in black leather with red stitching. They are comfortable yet supportive. Unlike those in the PRO-4X, the Warrior front seats have electric adjustment, though seat heating is still lacking. Finding a comfortable seating position isn’t hard, but it’d be even easier if the steering wheel had reach adjustment.

There’s decent space front and back, with good size storage under the front centre armrest, door pockets and glove box. Also unlike the PRO-4X, the Warrior’s rear seat bases can be flipped upwards for extra cabin storage.

One neat feature unique to the Navara is the power operated sliding rear window. Not only does it let in fresh air without the buffeting that you get when using the side windows, the opening is also useful if you carry your dog in the rear tub and need to communicate with it.

In terms of tech and connectivity, the Warrior includes a 7.0-inch driving instrument cluster display complimenting conventional gauges and a relatively user-friendly 8.0-inch touchscreen centre display with Apple CarPlay and Android Auto connectivity, digital radio DAB+ and Bluetooth. A 6-speaker sound system will play your favourite tunes with decent quality.

Safety is taken care of by Forward Collision Warning, Automatic Emergency Braking, Driver Alertness, Lane Departure Warning, Lane Intervention, Blind Spot Warning and Intervention, 360-degree Around View Monitor, including an Off-Road Monitor, and Rear Cross Traffic Alert.

Disappointingly, the Warrior is missing adaptive cruise control and speed sign recognition, features that are now standard in almost all range-topping utes.

For folks wishing for more power in the Warrior, they’ll need help from aftermarket. The Warrior is powered by the same 2.3-litre intercooled twin-turbo diesel engine that propels all 4×4 Navara variants. The engine might not be the smoothest and most refined oiler in the segment, but it sure is dependable thanks to a healthy 140kW and 450Nm, the latter peaks between 1,500rpm and 2,500rpm.

Hooked to a seven-speed automatic transmission as fitted to our test car (6-speed manual is also available), the diesel mill feels like it’s got enough to haul the 2.3-tonne Warrior around town and on the freeway. Fully laden or when towing though, it might just feel a little out of puff at the top end of the rev range but it’s never bogged down.

Featuring a coil spring rear suspension instead of the more common leaf spring set up, the Navara is one of the most comfortable utes around, and the Warrior is no exception. Despite all the off-road focused tweaks to the suspension and chassis, the Warrior managed to maintain the suppleness and compliance that the standard Navara is so well known for. On or off road, the Warrior’s ride is never jittery, even with an empty tub. The handling is neat, too, with the ute maintaining good body control around bends.

The Warrior’s 4WD system is inherited from the standard 4×4 Navara. It has a dual-range transfer case that allows drivers to switch between 2WD (two-wheel drive), 4H (4WD high-range) and 4Lo (4WD low-range) drive modes via a dial in the console. The 4WD system is backed by a lockable rear differential and hill descent control.

The 4WD system is a solid piece of kit, delivering good traction over a diverse range of rough terrain. But it is those Warrior specific modifications that truly take the ute’s off-road performance to the next level. The higher ground clearance, greater approach angle, tweaked suspension, added under body protection and larger all-terrain tyres combine to make a substantial difference to the Warrior’s bush-bashing ability. With those upgrades, the Warrior is better at extracting the most from the 4WD system. Tackling rougher, more challenging terrains is just easier in the Warrior than a regular Navara.

Long distance drivers will appreciate the thriftiness of the twin-turbo diesel on the freeway, where it zips around 7.2L/100km. It isn’t too shabby around town, either, hovering at around 10.2L/100km. At the end of the tests, the Warrior averaged 9.8L/100km, with a mostly unladen tub and a good mix of urban and country driving. This is against a factory rated 8.1L/100km.

It has a long service interval, only requiring a visit to the dealer every 20,000km or 12 months, whichever comes first.

The warranty period is 5 years with no cap on kilometres. A complementary roadside assist of 5 years is included as well.

Verdict

2023 Nissan Navara PRO-4x Warrior Pricing and Specification

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Ford Australia today confirmed pricing and the opening of online reservations for the highly anticipated, all-electric Mustang Mach-E – the company’s first production fully electric SUV. Embodying the spirit of Mustang for an electric future, Mustang Mach-E will arrive in Australian showrooms late this year.

Kicking off the line-up in Australia is the Mustang Mach-E Select which is priced from $79,990 plus on-road costs. This model boasts a 71kWh lithium iron phosphate (LFP) battery mated to a single electric motor which delivers 198kW and 430Nm of torque via the rear wheels. New for 2023, the LFP battery will allow Ford to offer the Mach-E with fresh technology proving to be more durable, using fewer high-demand, high-cost materials and with the ability to sustain fast charging as it approaches maximum capacity. The Mach-E Select will offer a driving range of up to 470 km.

Mustang Mach-E Select is equipped with a 15.5-inch infotainment screen (standard across the range) running Ford’s latest-generation SYNC 4A2 system. For enhanced visibility when parking a 360-degree camera is standard as is a B&O sound system with 10 speakers and subwoofer. Wireless phone charging as standard means you can conveniently charge your compatible smartphone without the hassle of a charging cable.

Across the line-up there’s room for five people. There are ISOFIX mounts on the two outboard seats and top tether anchors for all three back seats, making installing child seats easy. The rear seats fold 60:40 to increase rear luggage space when needed.

Mach-E Select features Black Onyx Sensico seats in the front and back, a premium artificial leather upholstery. The front seats are eight-way powered.

On the outside, Select boasts 19-inch alloy wheels, a panoramic glass roof and Ford’s E-Latch door handles which replace conventional door handles, as well as a front-trunk or ‘frunk’ for additional luggage space.

The Mustang Mach-E Premium is priced from $92,990 plus ORCs and boasts a bigger 91kWh battery delivering 216kW and 430Nm of torque via a single motor on the rear axle. This model balances enhanced performance with efficiency, delivering the longest potential driving range of the line-up – with up to 600 km of range.

Building on Select, Premium adds luxury touches like LED projector headlamps, premium-finish scuff plates and pedals, and interior upgrades, including red contrast stitching to its Black Onyx Sensico seats (front and rear), black headliner, and multi-colour ambient lighting as standard.

For the ultimate in performance, the Mustang Mach-E GT can streak from 0-100km/h in 3.7 seconds and is priced from $108,990 plus ORCs.

It features the same 91kWh battery as Mach-E Premium but runs two electric motors (one at the front and one at the rear) delivering 358kW and 860Nm of torque to all four wheels with a driving range of up to 490 km. Mustang Mach-E GT will be the fastest accelerating Ford the Blue Oval offers in Australia.

As the performance-oriented model in the line-up, Mach-E GT features MagneRide Active Suspension which can adjust up to 1000 times a second allowing the dampers to respond in real-time to changing road conditions or driving style. The system also automatically adjusts damping force based on the selected drive mode.

Speaking of drive modes, GT adds Untame Plus to the modes available on the other models: Active, Whisper or Untame. This setting is designed for closed-course driving only and adjusts everything from battery cooling to steering to throttle response, traction and stability controls, all-wheel drive strategy and ensures consistent power and torque delivery for longer-lasting thrills.

Ensuring it stops as well as it goes, Mustang Mach-E GT runs Brembo Flexira front performance brakes, 20-inch alloys wrapped in bespoke Pirelli tyres.

The ‘performance’ continues inside with a pair of bolstered Ford Performance sport front seats designed to support driver and front passenger during spirited driving and finished in a soft-touch leather-like material.

Online order of the Ford Mustang Mach-E is available now, with first costomer delivery expected in Q4 this year.

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The super sedan playground has always been a German establishment. For decades, the BMW M3, Mercedes-AMG C 63 and Audi RS 4 rule the space with their iron fists. Penetration is impossible, seemingly.

Then in 2017 came a visitor from a relatively small company. The Germans took notice, the world took notice, the status quo was challenged and the super sedan space opened up to a fourth member.

Just like that, out of nowhere, the Italians have disrupted the Germans’ game. A hiatus of over two decades in this space did not dampened Turin’s spirit in creating a world-beating high performance sedan. The Alfa Romeo Giulia Quadrifoglio is a serious piece of machine. The Italians however, see it as a product of passion and culture.

A small team of dedicated designers and engineers came together with the common goal of building a super fast sedan complete with flair, drama and emotion. And this desire led to an approach that is a very different to that taken by the Germans. The M3, AMG C 63 and RS 4 feel like go-fast versions of the standard car on which they are based. In contrast, the Giulia Quadrifoglio feels like the car that Alfa set out to build first, then from it lesser versions forming the standard line-up were derived.

The ingredients are key to what makes the Giulia Quadrifoglio so special. A Ferrari-derived twin-turbocharged V6, lightweight 1524kg dry weight, super rigid chassis with aluminium subframes and rear-wheel drive. All stuffed underneath a tastefully sculpted body.

Speaking of which, Alfa Romeo design is lusty and while it may not be the prettiest work by the company to date, the Giulia Quadrifoglio is a handsome looking car. Contoured sheet metals mix in with sporting details to form a restraint yet aggressive look, the latter hinted by those massive front bumper intakes, bonnet and side vents, a deep rear diffuser and a host of carbon fibre detailing.

When drapped in the new green hue called Verde Montreal as seen on our test car, this thing really pops and turns heads everywhere it goes. Also be sure to option up those QV 19-inch forged wheels seen on our tester for that true Alfa looks.

Unlike the rigid straight lines found in the cabin of the German cars, the Alfa’s interior has flowing curves like the exterior. It’s a nice place to be in, so soothing and calming that you almost forget you’re in a $150k super sedan. The largely monotone cabin is an understatement compared to those vibrant, racy German interiors.

That said, the steering wheel with that big red engine start button is a pleasure to grab hold of. Those fantastic looking aluminium paddle shifters behind the wheel are also a joy to use. There’s liberal use of carbon fibre and Alcantara throughout, giving it a sporty feel.

But the highlight is none other than those front bucket sport seats made by Sparco. With full carbon fibre back covers, they look a million bucks. They give a truely faultless driving position, yet they’re so supportive and comfortable you won’t miss the standard Giulia seats.

Based on a Giulia, the Quadrifoglio can accomodate five with decent room front and back. With a boot space of 480 litres, the car is as practical as it can be for a sports sedan.

A minor update in 2020 saw the infotainment system upgraded with a quicker processor, better apps and new graphics. The screen is now a touchscreen, though you can still operate it using the centre console controller, which itself has also been slightly tweaked. Despite the updates, the tech is still lacking the Germans big time. For instance, the screen size is painfully small and there’s no fully digital instrumentation yet.

But you don’t buy the Giulia Quadrifoglio for interior eye candies. This is a car designed to shake up the fast luxury sedan segment with the way it drives. And it’s absolutely brilliant at it.

The engine is the beating heart of it all. The 2.9-litre twin-turbo V6 is the product of an ongoing powertrain development collaboration between Stellantis (Alfa Romeo’s parent company) and Ferrari. Constructed entirely out of aluminium for lightweight, it features a 90-degree angle between cylinder banks and uses both port and direct fuel injection. There’s also cylinder deactivation where the right cylinder bank is shut off at low load to improve fuel efficiency.

With a peak power of 375kW @ 6500rpm and 600Nm of torque spread between 2500-5000rpm, all channeled to the rear wheels via an eight-speed torque converter automatic gearbox, the Giulia Quadrifoglio sprints from standstill to 100km/h in just 3.9 seconds. Top speed is rated at 307km/h.

While those figures trial those of the M3 and AMG C 63, the Giulia Quadrifoglio has more to offer than being just a one dimensional hot rod. The engine is relaxed and civilised on cruise, with a nice and progressive build up of power just off idle. Prod it and it takes on a very different character. The show of force is truly fascinating once it revs past 3000rpm, where the engine note goes from burbly to raspy, and where the full of whack of torque translates to a burst of forward thrust as the tacho frantically swings around the arch to the 7000rpm limiter.

Traction is managed beautifully to the rear wheels, with a hard launch not feeling like it’s going to bite every time. It’s thanks to an electronically controlled limited slip differential keeping things tidy at the rear axle not just during acceleration but also around the bends. Not only it can vary the amount of lock across the rear axle, it can also send more torque to the rear wheel with more grip to help rotate the car around a corner, effectively creating torque vectoring.

The handling is wonderfully progressive. Yes, there’s big power going to the rear, there’re massive brakes and the steering is razor sharp, but everything blends and works so nicely together. The car feels like a very cohesive and well balanced package. It’s such a joy to put through corners, as all it does is obey your every input and power forward.

Perhaps, the most impressive is just how supple the Giulia Quadrifoglio feels around town. Unlike its firm riding and uptight rivals, the hot Alfa is as comfortable and relaxing as any regular midsize family sedan. In the softer damper setting, the ride is superbly smooth and compliant. Even in the harder sport setting the ride is far from harsh.

This makes the Giulia Quadrifoglio a pleasingly good daily driver. You just have to get used to those sticky brakes which can be a little hard to regulate for a smooth stop, especially when they’re cold. Oh, watch out also for that low front bumper as it’s too easy to scrap that exquisite carbon fibre lip.

The Quadrifoglio is not a car you buy for fuel efficiency but if you care you’d be looking at around 12.5L/100km on the combined average. This is far thirstier than the brochure’s 8.2L/100km. Granted, it runs on RON 95 octane fuel, not the more expensive RON 98 that the Germans chew on.

Verdict

2023 Alfa Romeo Giulia Quadrifoglio pricing and specification

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The Honda Civic Type R set a lap record at the Nurburgring Nordschleife with a lap time of 7 minutes and 44.881 seconds, regaining the title as the fastest front-wheel drive car around the famous test track. But the car that set the lap record isn’t the standard Civic Type R that you can now buy from a Honda dealership. Rather, it’s a lightweight version of the standard car.

A footnote that accompanies the European market press release states:

The lap time was set using a Type R that is a lighter version of the latest model. This model will be available to order in European LHD markets only, and will be referred to as a Type R S grade.

There we have it. Honda has just announced a hardcore version of the Civic Type R, and just like that it’s also now officially the fastest front-wheel drive car in the world.

According the Honda Europe, the Civic Type R S grade is lighter than the standard car thanks to the removal of air conditioning, electronic side mirror adjustment, satellite navigation, auto-dimming function of the rearview mirror, rear tonneau cover and parking sensors.

As yet, there’s no official figure on the Type R S grade’s weight, but it’s clear the lighter car is designed to be a base for a track car. To make it a true track day special, keen enthusiasts may further bring the weight down by removing items such as the rear seats and entire infotainment system. Lighter aftermarket wheels and exhaust system may also shed a few more kilos.

The Civic Type R is powered by Honda’s renown K20C1 engine. The turbocharged 2.0-litre four-cylinder engine now produces 235 kW of power and 420 Nm of torque – improvements of 7 kW and 20 Nm respectively over the previous model.

Watch the Civic Type R S grade’s record setting lap around the ‘Ring:

The post Hardcore Honda Civic Type R S Grade revealed via Nurburgring record appeared first on ForceGT.com.

With the new Ford Ranger outselling the aging Toyota HiLux in key global markets, Toyota is in desperate need to get the next-generation HiLux on to market. And it seems the new pick-up is not too far away. Development is already well into its mature stage, and the closely related US-market Toyota Tacoma is speculated to debut in 2024. The new HiLux launch could follow soon after.

As Toyota’s best-selling model Down Under, we can expect the Japanese company to maintain the nameplate’s competitive edge with a host of new tech stuffed into the new HiLux. Amongst them could be a new turbo diesel engine, and possibly also a new turbocharged 2.4-litre four-cylinder engine with twin electric motors, which if eventuated will give rise to the first ever hybrid HiLux.

To rival the Ranger’s advanced interior, the new HiLux is expected to score a completely new cockpit, with high-spec models to feature a digital instrumentation cluster and a large 14-inch infotainment touchscreen.

While the new Tacoma is currently our best bet on how the next HiLux will look like, automotive renderer Kleber Silva thinks it may look like the renderings shown here. Combining the front portion of a LandCruiser 300 with a pick-up body isn’t actually a bad idea.

Via Kleber Silva

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