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.

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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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

The post 2023 Alfa Romeo Giulia Quadrifoglio Review appeared first on ForceGT.com.

Cut price Audi Q7 or premium Volkswagen Touareg. That’s what we endeavour to find out with the 2023 Volkswagen Touareg 210TDI R-Line.

Sitting at the top of the range, for now (until the arrival of the fire-breathing Touareg R), the luxury VW is priced from $117,540 before on-road costs, making it one of the most expensive models in VW’s showroom today. And while the price tag might raise some eyebrows, it does have the looks and feel to match.

To set it apart from lesser variants, the 210TDI R-Line comes fitted with a sportier front bumper replete with deeper air intakes, along with model-specific 20-inch ‘Nevada’ alloy wheels and less chrome garnishes. It is the best looking model of the range to our eyes.

Compare to its Audi Q7 platform mate priced from $129,400 before on-roads (and any options from the extensive and expensive list), the Touareg R-Line certainly looks (almost!) like a bargain.

Its 3.0-litre turbocharged diesel V6 puts out 210kW at 4,000rpm and 600Nm of torque at 1,750rpm, and is matched with an eight-speed torque converter automatic transmission driving all four wheels via VW’s 4Motion all-wheel drive system – enough to outgun even its upmarket Audi Q7 TDI Quattro cousin by 40kW/100Nm.

In fact, most of its peers such as the Mercedes-Benz GLE 300d and BMW X5 xDrive25D only offer measly four-cylinder engines, which means the Touareg R-Line is in a league of its own.

Just two options are on offer, including the rather reasonable $6,600 Sound & Comfort Package fitted to our tester. It brings four-zone climate control, surround-view camera, Dynaudio Consequence premium sound system, heated rear window seats, and auto park assist with low-speed rear auto emergency braking. A panoramic sunroof costs a further $3,400.

There are five metallic colours to choose from (Grenadilla Black, Silicone Grey, Oyster Silver, Meloe Blue and Malbec Red) with all costing $2,200 while the Meloe Blue metallic carries a slightly higher $2,500 premium. The only standard paint is the solid Pure White.

Standard equipment includes:

• Keyless entry and start
• Air suspension with electronic damping
• Adaptive cruise control
• Eight-speaker sound system
• Head-up display
• 20-inch ‘Nevada’ alloy wheels
• Ambient lighting
• Wired Apple CarPlay and Android Auto
• Wireless smartphone charger
• Digital Cockpit Pro
• DAB+ digital radio
• R-Line Savona leather upholstery
• Heated front seats with memory and massage function
• Powered tailgate
• Built-in sunshades
• Light Matrix LED headlights.

On the safety front, the Touareg 210TDI R-Line doesn’t skimp. Safety features include:

• Autonomous emergency braking (AEB) with pedestrian recognition
• Adaptive cruise control with stop & go
• Front, side and curtain airbags for front and rear passengers
• Blind-spot monitoring
• Lane-keep assist
• Driver fatigue detection
• Front- and Rear-cross traffic alert
• Reverse camera and auto park assist

For full specification, head over to the Touareg’s official page.

While it’s safe to say Volkswagen has covered all bases with this car, a front centre airbag found in many newer models today is missing due to the vehicle’s age (it was launched in 2019).

The latest Touareg is 77mm longer and 44mm wider than its predecessor, and the cabin is vast. Soft-touch materials abound, and fit and finish are solid as you’d expect from Volkswagen and at this price point.

The massive 15.0-inch infotainment touchscreen is very responsive to the touch and comes with modern graphics, while the 12.3-inch digital instrument is crisp, classy, and fully configurable with different information.

The driver’s seat is comfortable with ample adjustability, and there are lots of useful storage options, including a large central bin under the armrest and deep pockets in each door.

However, the controversial haptic controls on the steering wheel used widely in VW’s range toppers are not the most user-friendly and is prone to accidental inputs. Thankfully, VW has promised to bring back the old school steering wheel buttons in future models.

Don’t go looking for a third row of seats, either, as you’ll only find a space-saver spare tyre and an ancillary battery for the R-Line’s active stabiliser bars.

But there is ample head, knee, and toe room front and back. The back seats slide fore and aft by 160mm, and there’s a 60:40 split folding backrest and backrest angle adjustment for superb comfort.

There are also rear climate control and a dedicated 12V plug, plus two USB-C ports at the back.

Poke your head behind the electric tailgate and you’ll find 810L boot space that expands to a cavernous 1,800L by folding down the rear seats via handy pull-tabs in the boot.

The load floor can also be raised or lowered via a couple of boot mounted buttons to aid loading and unloading heavy items, thanks to the smart air suspension.

Hop into the driver’s seat and the Touareg R-Line drives and feels like the luxury SUV that it is. The standard air suspension provides impressive body control and ride quality you’ll feel like you’re driving on a cloud, even though this big boy weighs over 2.2 tonnes!

There are six on-road driving modes (normal, sport, comfort, eco, off-road and individual) and four off-road modes (offroad auto, snow, gravel and offroad individual) to choose from the centre console dial. In Comfort mode, the R-Line soaks up potholes and rough pavement with ease without feeling like you’re riding a trampoline.

Dynamic mode isn’t too shabby either and is perfectly suited to town driving, providing a still, comfortable ride with just a hint of firmness to keep body movement in check.

In fact, the degree of difference between Comfort and Dynamic mode is so subtle you could just leave it in Dynamic without needing to get on the speed dial to the chiropractor at the earliest opportunity.

On the downside, throttle response could be better as the Touareg can feel a little sluggish when taking off, with not much happening below 1,750rpm before the full whack of 600Nm kicks in. However, once the engine gets on boil, boy, does it fly!

The engine is muted but respond with a deep note when opened up. It’s all rather pleasant and sporty. Cabin refinement is on par with most luxury vehicles with little wind and road noise intrusion. Audiophiles will also happily fill the vast cabin with tunes of their choice from the excellent Dynaudio system.

The Touareg’s standard four-wheel steering not only aids handling but also reduces its turning circle by a meter, making it easier to manoeuvre in tight spaces.

The Touareg’s adaptive cruise control and active driver assist systems work with polish too. The cruise control will bring the car to a halt at lights and then automatically move on when the car in front pulls off, taking the load off the driver in most of our heavily congested capital cities.

Its lane guidance is subtle and doesn’t exhibit any nervousness on the freeway and its rear-cross traffic alert provides an extra set of ‘eyes’ when reversing out of parking spots or the driveway.

Another trick up its sleeve to shrink wrap itself around the driver is the Active Roll Stabilisation. It comprises two electromechanical anti-roll bars that can independently stiffen or slacken to help the Touareg stay flat and minimise body roll.

When taken off-road the system can even decouple entirely to maximise axle articulation to get itself out of trouble.

When it comes to towing capacity, the big German again excel with a muscular 3,500kg of braked towing capacity, matching the likes of the Toyota Landcruiser and work horses like the Hilux. However, it’s tow ball load of only 240kg might prove a challenge for anything over three-tonnes!

VW claims the diesel-powered Touareg sips just 6.8L/100km on the combined cycle. However, we averaged around 9.0L/100km over our weeklong test with seventy percent city driving.

The Touareg 210TDI R-Line comes with VW’s five-year, unlimited kilometre warranty. It requires a service every 12 months or 15,000km with the German brand offering three- or five-year capped price service plans costing $1,750 and $3,000, respectively.

Verdict

The post 2023 Volkswagen Touareg 210TDI V6 R-Line Review appeared first on ForceGT.com.

WRX – three letters synonymous with high performance all-wheel drive motoring, burst out of Subaru’s assault on the world of rallying in the early 90s. An acronym for World Rally Experimental, WRX and the rally vehicles which bore the name stirred up a cult following after consecutive championship victories by Subaru. At the same time, road going, production versions of the WRX and WRX STI also tore up the streets with supercar beating performance.

It’s been over 30 years since the WRX project was launched in Japan in 1992. Today, its iconic status remains and amidst the global push for sustainable mobility, people’s thirst for the boxer rumble belted out by a turbocharged boxer engine seems as high as ever.

The latest fifth-generation WRX may satisfy those cravings but it’s speculated to be the last proper engine-powered WRX to do so before some sort of electrification is introduced.

Purists, this is your last chance.

The line-up

The new Subaru WRX range is the most comprehensive ever. It’s available in sedan and wagon body form, the latter replaces the old Levorg which was essentially a WRX wagon without the name.

The WRX Sedan is available in four variants – WRX, WRX Sport, WRX RS and WRX tS, with price ranging from $44,990 to $56,990.

The WRX Sportswagon comes in three variants – WRX Sportswagon, WRX Sportswagon GT and WRX Sportswagon tS. Fetching a slight premium over the sedan, the wagon is priced from $49,990 to $57,990. All prices exclude on-road costs.

Where’s the WRX STI? Unfortunately, the hardcore STI is not produced for this generation, with the go-fast division shifting its focus to developing the electrified powertrain for the next-gen STI. However, Subaru is expected to release an “STI-equipped” WRX variant in late 2023. This new range-topper will not have boosted performance, but garnished with various STI goodies like STI wheels, body panels and interior trim – some of those are already fitted to the Sportswagon tS on test here.

On the outside

The absence of an STI variant aside, the other major talking point about the new WRX is the styling. There’s no hiding the fact this new WRX looks a little confusing. We’re referring to the WRX sedan’s black cladding over those boxed wheel arches. Is the WRX trying to look like some sort of sedan-SUV crossover? Much of the answer can be found in the Viziv Performance concept on which the WRX design is based. Most of the styling elements, including the cladded wheel arches, have morphed onto the production WRX. However, the concept’s low slung, widened proportion did not make it across.

The new WRX styling is certainly not everyone’s cup of tea, but by the same token it’s undeniably unique and outgoing. Like all generations of WRXs before it, the new car looks tough. We reckon if the cladding and side skirts were colour-coded the thing would look even tougher. Perhaps Subaru is saving that for the STI-badged model?

The more angular design still has all the WRX hallmarks, namely the bonnet air scoop, pumped up wheel fenders and quad exhaust tips. All exterior lighting is LED and the alloy wheels measure 18-inch.

The WRX Sportswagon has a more restraint styling, with standard non-cladded wheel arches and toned down front and rear bumpers. There’re dual exhaust tips instead of the sedan’s quad tips.

On the inside

To us, the biggest step up – other than performance – in the new WRX is the interior. Immediately noticeable stepping into the new cabin is the much more premium vibe radiated by the totally redesigned dashboard and improved materials.

The highlight is the vertically orientated 11.6-inch centre touchscreen that is standard across the range. It allows intuitive touch, swipe and pinch operations similar to a smartphone or tablet. Apple CarPlay and Android Auto are supported, and satellite navigation is built-in.

The touchscreen is one of the best in the business, with a well thought out menu structure and quick load times. It’s flanked on either side by columns of buttons and knobs for important functions such as radio and volume control as well as ambient temperature adjustment.

The driving instrumentation cluster has not gone all digital yet, but expect this to come soon enough as hinted by the fully digital dash of the Japanese market WRX Sportswagon (still called Levorg over there).

Subaru makes some of the best seats in the industry and the ones in the WRX are no exception. The front sport bucket seats are both comfortable yet supportive. With red contrast stitching and WRX embroidery on the headrests, they look apart too.

The driving position isn’t the sportiest, as you sit rather high up, this is a sedan after all. That said, forward visibility is excellent, the flat bottom steering wheel is lovely to hold and the manual shifter feels slick and sporty.

As a sports compact, the WRX offers decent space for all occupants. Even the rear passengers get to have plenty of head and leg room. The middle rear passenger will have to put up with quite a large driveshaft hump, though, and there still aren’t any rear air-con vents.

Boot space for the sedan is listed as 414 litres – not the most spacious but slightly larger than most hot hatches. The wagon boasts a much larger 492 litres, expandable to 1,430 litres with the rear seats folded. If you need more practicality, the wagon is definitely the go.

Under the skin

The WRX boasts a newly-developed 2.4-litre turbocharged, horizontally-opposed Boxer engine delivering 202kW and 350Nm. The engine, which is shared with the turbo Outback, is currently the most powerful in the FA family of engines. In non-turbo form it also powers the BRZ.

WRX enthusiasts might be quick to point out that the new mill, despite being substantially larger in capacity over the old 2.0-litre unit, has not gained much in power – just 5kW over the previous 197kW, with torque figure staying the same.

But output figures don’t paint the full picture here, as Subaru claims that improved drivability and power delivery was the main focus. True that, as the new mill feels much stronger down low, thanks to maximum torque arriving at just 2,000rpm, 400 revs sooner than before, and hanging on until 5,200rpm.

There’s still that trademark shove-in-the-back acceleration, except that it’s punchier, harder and longer this time. The six-speed manual version accomplishes the 0-100km/h sprint in 6 seconds flat, three tenths of a second quicker than before, while the automatic stops the clock in 6.1 seconds.

Speaking of automatic, the WRX continues the use a continuously variable transmission (CVT) for its auto variants. Called the Subaru Performance Transmission, the new unit mimics a conventional 8-speed auto with “stepped” ratio and a manual mode. It can also blip the throttle on downshift. While it certainly breathes a new level of engagement for this type of transmission, there’s still no comparing with a dual clutch gearbox or fast-shifting torque converter auto.

Subaru’s symmetrical all-wheel drive again manages power sent to all four wheels, although things are slightly different this time. Manual WRX’s continue to utilise a conventional viscous limited-slip diff in the middle that evenly splits torque 50:50 front to rear. CVT models use a Variable Torque Distribution (VTD) unit that provides a 45:55 front to rear torque split. Both units can vary torque distribution to the front and rear tires in real-time to suit driving conditions.

On the road

With an upsized engine and an always active all-wheel drive system, the new WRX remains absolutely bulletproof around corners and in wet conditions. It’s one of those cars where you can confidently put the power down and extract all that the brilliant chassis has to offer.

The grip is tenacious, the response is sharp and the balance is exemplary. In manual guise, the WRX can be a lot of fun on a nice stretch of winding roads. The auto is far less engaging than the manual but there’s still good fun to be had if you had it in manual mode and changed “gear” using the steering wheel-mounted paddle shifters.

The WRX sedan’s prowess is known, but the Sportswagon’s handling really caught us by surprise. Heavier and longer than the sedan, the wagon’s dynamics are right up there with the sedan. Body control is excellent, with a superbly agile feel that totally befits its WRX badge.

Perhaps, where we were constantly crying out for more was in the aural department. There’s just a lack of that vicious, grumbling note that had been a WRX trademark from both the boxer engine and exhaust. That’s not to say that it doesn’t make a sound, it does but it’s far more toned down, far less raw.

We said the last generation WRX had grown up, this new one is now fully matured. Might as well, as Subaru says the customer base for WRX is maturing.

And it’s evident in the way the WRX rides as well. Subaru has dialled up the refinement and the new WRX provides a level of comfort not seen in previous models. The ride is less brittle and more quiet than before. A great effort from Subaru given the car sacrifices none of its handling performance.

The range-topping WRX tS variants are fitted with adaptive dampers and they ride even smoother in the softest setting. Even in the firmest Sport+ mode, the ride is compliant enough for the daily use.

The WRX Sportswagon tS we tested is genuinely a high performance wagon that is as practical as it is comfortable. It’s a refined cruiser that is good for soaking up the kilometres.

In the long run

The WRX Sedan manual we drove is thirstier than the Sportswagon automatic, recording an average of 10.3L/100km in our real world test against the rated 9.9L/100km. The CVT-equipped Sportswagon returned an average of 9.1L/100km against the official 8.5L/100km figure. Both drvietrains are less economical compared to key rivals, owing to its larger capacity engine.

The WRX is covered by Subaru’s standard five-year warranty with no limit on kilometre, while servicing intervals are scheduled for 12 months or 15,000km, whichever comes first. A complimentary one year roadside assistance is included.

Verdict

2023 Subaru WRX pricing and specifications

The post 2023 Subaru WRX Sedan and Sportswagon Review appeared first on ForceGT.com.

Peugeot has given their second-generation 3008 five-seat SUV a facelift and it’s off to a flying start. The podgy predecessor has been left in the dust with the new frameless grille and aggressive lights both front and rear dialling up the styling stakes.

And if you are a fan of the two-tone colour scheme, it has been dropped. But don’t fret, the range still comes in seven different hues, including the Celebes Blue with a ‘Diamond Black’ contrasting roof on our top-spec GT Sport model tested here.

In Australia, you’ll be pleased to know the GT Sport comes standard with the Black Pack (optional in overseas market) that darkens all the badges, spoilers, and wheels for that properly menacing look. It’s an interesting choice on a family SUV, but we think it looks best with the ‘Ultimate Red’ paint finish.

Step inside and you’ll find the cabin a nice place to be without being overly eccentric as French cars can be sometimes. The interior is spacious and airy, and the 12.3-inch i-Cockpit digital instrument panel is customisable to suit your mood via a simple scroll wheel on the steering wheel. No need to go prodding around frustratingly in submenus!

The infotainment touchscreen has been enlarged to 10.0-inches with a row of convenient toggle switches underneath for quick access to regularly used functions like music, navigation (yes, it has built-in sat-nav), phone, and air conditioning. However, the toggle switches are finished in a metal-look trim which can be quite glary under the strong Australian summer sun.

Most climate control functions are managed through the touchscreen, but pressing the climate control shortcut buttons on the screen only adjust the temperature and fan speed. For full functionality, you’ll need to use the switch on the centre stack to call up the full menu. We also found the air conditioning can be a bit weak in the summer, so make sure to pack plenty of ice-cold drinks.

One thing you’ll notice is the scandalously small steering wheel, but fear not, you’ll get used to it. The materials and build quality are generally good, with soft rubbery plastic for the dashboard, front door tops, and sides of the center console.

3008 GT Sport features highlights:

• Eight-way power driver’s seat with massage function
• Heated front seats
• Nappa leather upholstery
• Black-finish exterior trim and grille
• Lime wood dashboard and door trim finish
• Panoramic glass sunroof
• 19-inch ‘Washington’ alloy wheels

For the full specification, head over to the Peugeot 3008’s official website.

Storage is excellent with front door pockets that fit a 1L bottle and rear doors that can accommodate 600ml bottles. Cupholders are decently sized, and the illuminated centre console is cavernous.

There’s plenty of legroom in the rear although the centre tunnel does eat into the centre passenger’s legroom a little. There are rear air vents, map pockets, two USB-A ports, three top-tether points, and two ISOFIX anchor points for child seats.

The 591L boot space with rear seats in place expands to a generous 1,670L with seats folded (albeit with a space saver spare), and there’s a handy lever in the cargo bay to drop the second row back rests.

All models are powered by a 1.6-litre turbocharged four-cylinder petrol engine in various states of tune but produces 133kW at 5,500rpm and 250Nm of torque at 1,650rpm in the GT Sport.

And while it’s considerably less powerful than some of its rivals including the Volkswagen Tiguan, Toyota RAV4, and Mazda CX-5; all of which produce in excess of 160kW in top-spec all-wheel-drive variants, the Peugeot 3008 weighs just 1,429kg or 270kg lighter than the Tiguan, for example.

The eight-speed torque converter automatic works well with the punchy petrol engine, and there’s plenty of pick-up off the line. It won’t win a traffic light drag race, but it’s more than enough for daily driving without feeling underpowered.

And when you’re on winding roads, the 3008 feels secure and planted. The electric steering is well-weighted, making it a breeze to manoeuvre around the city or take on the highway. The ride quality is impressive, smoothing out even the most corrugated roads thrown at it without feeling floaty. All this from a less sophisticated torsion-beam rear suspension.

The 2023 Peugeot 3008 GT Sport does have its ride and handling down pad and is one of the more enjoyable vehicles in its class to drive.

One downside to the 3008 GT Sport’s driving experience is the exaggerated fake engine note that’s activated in sports mode. It’s a little gimmicky and can be a bit annoying, especially if you’re looking for a more authentic driving experience. But if you’re in the mood for a little fun, go ahead and give it a try. Be warned though as the transmission has a tendency to hang on to lower gears in sports mode, too.

The car’s adaptive cruise control with stop and go is worth noting, however. Operated via a stalk behind the steering wheel, it works well and makes both highway and urban driving a breeze. But one thing that blights the Peugeot is the lack of auto hold for the brakes. The car can sometimes roll back when you take your foot off the brakes to get moving again. It’s not a dealbreaker, but it can be a little disconcerting especially for new or inexperience drivers.

The start button also requires a firm press before the engine kicks into action. During the course of the test, we’ve noticed you tend to have to tap it twice before anything happens.

Don’t go looking for any physical buttons for the active safety and driver assist features, either, as all are controlled via the touchscreen except for the lane-assist system which is crowned with its own button.

Other standard safety equipment includes:

• AEB with pedestrian and cyclist detection
• Blind-spot monitoring
• Lane departure warning
• Lane-keep assist
• Lane Positioning Assist (lane centring)
• Driver attention monitoring
• Traffic sign recognition
• Automatic high-beam
• Front and rear parking sensors
• Reversing camera with surround view

The Peugeot 3008 GT Sport has a claimed combined fuel economy of 5.6L/100km. But in our test, we averaged 8.6L/100km over a mix of inner-city, suburban, and highway driving. While it’s not the most fuel-efficient car in its class, it’s still a respectable figure.

The 3008 comes with a five-year, unlimited kilometre warranty along with 5-years roadside assist. It needs a visit to the dealer every 12 months or 20,000km, and is offered with Peugeot’s five year capped-price servicing at $2,639 for the first five years.

Finally, lets address the elephant in the room. The 3008 GT Sport carries a price tag of $63,431 before on-road costs. That’s a bitter pill to swallow given the newer and larger Lexus NX250 2WD undercuts the Peugeot at $61,900 before on road costs.

It makes the 3008’s value proposition relatively poor, particularly when you consider Peugeot is not a luxury brand. It’s also an eye watering $10,000 more than the 3008 GT petrol.

Verdict

The post 2023 Peugeot 3008 GT Sport Review appeared first on ForceGT.com.

There was a time when coupe-inspired SUVs were accessible only to those with deep pockets. Think of cars like the Mercedes-Benz GLC Coupe, BMW X4, Audi Q5 Sportback and Porsche Macan, all of which cost nearly a hundred grand.

But now, for half of the price you could get into an equally stylish SUV-coupe with the same if not better equipment level. The Haval H6 GT is the latest model from the fast-establishing Chinese SUV manufacturer to disrupt the market. Available in two variants, the H6 GT Lux is priced at $40,990 while the upper-spec H6 GT Ultra asks $46,490. No, they are not manufacturer’s list price, they are drive-away pricing. It’s tempting, we know.

On test was the H6 GT Ultra with the only option available – metallic paint, bringing the final drive-away sticker to $46,985.

Being the only SUV-coupe in the mainstream segment, you could argue that the H6 GT has no real competitors. Nevertheless, it plays in the medium SUV category, going up against the likes of Toyota RAV4, Kia Sportage, Mazda CX-5 and even its own sibling the Haval H6, which is in fact what the H6 GT is based on.

The drawcard of the H6 GT is obviously the coupe-inspired design. Amongst the segment’s more conventionally styled SUVs, the Haval oozes sportiness and sleekness with its tapered roofline, liftback profile and roof spoiler. Elements of muscularity are retained with those aggressively styled front and rear bumpers as well as thick wheel arch mouldings, inside which sit 19-inch alloy wheels.

While the overall design is attractive and well proportioned, a few areas in the rear of the car look tacky, like those fake exhaust tips, faux carbon-fibre look garnish and the boot lid spoiler that doesn’t extend all the way to the edge of the tailgate panel. Below the rear number plate are also two mounting points designed for squarer plates which really shouldn’t be there.

The interior is where things are the most impressive. A quick fact check: this thing is under fifty grand drive-away, but the interior looks premium. Cover the badge and it’s quite likely most people would put the price tag of this car at around the $60-70k mark.

The clean, contemporary dashboard design is pleasing to the eye, while the leather (synthetic) seats with suede upper seat back and GT embroidery look plush. There’s certainly an aura of sophistication in the cabin.

While the vibe is good, some cabin trim materials are still a little less refined, for instance the plastic trim inserts around the aircon vents and on the steering wheel spoke are a bit rough on the edges. Most upper surfaces are soft touch, though.

Despite its coupe-ish roofline, the H6 GT still boasts generous cabin space for five adults thanks to an underpinning that is derived from the stupendously spacious H6. Headroom and legroom is plenty for both front and rear occupants. A drive shalf hump usually present in the rear cabin floor of all-wheel drive cars is almost non-existent in the H6 GT, adding to the comfort of the middle rear passenger.

Cabin storage is also excellent, with a large open storage under the centre console for a small handbag, plus additional storage in the centre compartment and glovebox. A pair of cupholders can be found in the front centre console and on the back of the rear dropdown armrest. Well-sized bottle holders are also featured in the door bins.

Perhaps, the only compromise for its coupe styling is in the boot. At 392 litres, the boot capacity is about that of a hatchback. Drop the rear seats and the space expands to 1390 litres. In comparison, the regular H6 offers 600 litres and up to a maximum of 1485 litres.

The tech on offer is generally up to date, if not a little low on usability. A large 12.3-inch infotainment touchscreen supporting wired Apple Carplay and Android Auto serves as the main interface for most of the car’s functions including climate control. It’s always risky to ditch physical buttons and incorporate climate settings into a touchscreen, with very few manufacturers getting it right. Haval, unfortunately is not one of them. The climate controls are nestled within menu and pages, certainly not the easiest to get to when on the move. The on-screen buttons, as well as some texts, are also too small.

The infotainment system has AM/FM radio and Bluetooth but not DAB digital radio, which is a big miss given most of its rivals have it as standard. It’s also lacking built-in satellite navigation, forcing you to rely on phone mirroring and reliable phone coverage.

A 10.25-inch fully digital instrumentation cluster combines with a colour head-up display to give a modern cockpit. However, like the centre touchscreen some texts are hardly legible and the screen size is rather small.

The Lux variant packs a 6-speaker audio system while the Ultra model has 8 speakers. Also included in the top-spec model is a wireless phone charging pad.

From the driver’s perspective, the A pillars are thick which can hinder the front quarter vision. Elsewhere, the rotary gear selector in the centre console looks lovely, but since its rotation is not limited, it’s far too easy to over rotate and select Manual when you actually wanted to select Drive.

Granted, there’s a bunch of passive and active safety features included as standard in the Ultra in case the fiddly controls and poor forward vision play against you. Amongst them are autonomous emergency braking with cyclist and pedestrian detection, lane-keeping assist, lane-departure warning, blind-spot monitoring, adaptive cruise control, rear cross-traffic alert with braking, front and rear parking sensors, a 360-degree surround view camera, tyre pressure monitoring and seven airbags.

Most of those safety techs are fine, but a few need to be used with caution. For instance, the lane-keeping assist steering correction doesn’t disable when you indicate to change lane. The indicator clicker also oddly turns off whenever the drive assist system is sounding a warning.

Under the bonnet of the H6 GT is a turbocharged 2.0-litre four-cylinder petrol engine developing 150kW and 320Nm. It’s paired with a seven-speed dual clutch automatic transmission sending drive to the front wheels (Lux) or all four wheels (Ultra).

Accelerating away from a standstill, immediately noticeable is the overly eager throttle response. It ought to be finessed a little. Once you’ve gotten used to it you’ll appreciate the smooth, muted and gutsy power delivery that is more than adequate for the daily grind.

The dual clutch auto works discretely in the background, most of the time operating in the right gear to get things moving along swiftly. However, it’s quite slow to re-engage on idle stop start. When it does eventually slot into gear you’ll feel a slight lunge. Not the most refined of idle stop start systems.

The car comes with several selectable drive modes, including Normal, Eco and Off-Road. Strangely, switching to Sport or Race modes will momentarily activate the hazard lights. We aren’t sure if it was due to a bug in the software or a deliberate feature. Either way, it’s not smart to bring on the hazard lights on drive mode change, as it can cause confusion to other drivers.

The suspension is setup for comfort and thus feels compliant across all but the roughest of surfaces. The trade-off, however, is in body control where it can feel a little unsettling under quick direction changes. That said, there’s good traction from the all-wheel drive system and good stability on the freeway at high speeds.

Over our week-long test with the H6 GT driving on a variety of roads and traffic, fuel use recorded was 9.2L/100km. This is against the rated average of 8.4L/100km. It runs on 91RON fuel.

Adding to its value-for-money proposition, the car comes with a 7-year unlimited kilometre factory-backed warranty and 5-year 100,000km complimentary roadside assistance.

Verdict

2023 Haval H6 GT Ultra AWD pricing and specification

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Let’s face it, the Skoda Kodiaq RS is a fringe player when it comes to performance SUV, paling against its newer stablemate, the Volkswagen Tiguan R. But don’t let that stop you from putting it on your shopping list, because the 2023 Skoda Kodiaq RS is a car that oozes class and sophistication.

Sitting at the top of the Kodiaq range and priced at $74,990 drive away, the Kodiaq RS isn’t what you’d call affordable but it’s loaded with so many features it’s like a buffet of automotive technology. It’s got everything from retractable sunshades to a plastic scuff protector that deploys automatically on the doors – genius! Oh, and don’t forget the branded umbrella tucked away inside the door, just like in a Rolls-Royce.

For comparison, the related VW Tiguan R carries a price tag of $70,490 plus on-road costs but it does boasts a more powerful engine.

Nevertheless, lets dive in and have a closer look.

On the styling front, the Kodiaq RS is unlikely to set your pulse racing but it’s not without its charm. We think the Race Blue metallic paint in particular looks great on the car. But if that’s not your cup of tea, there’s also Magic Black pearlescent paint, along with Graphite Grey metallic and Steel Grey (solid). All costs $700 bar the solid paint.

The go-fast bits unique to the car also enhances its otherwise boxy exterior, while the chiselled lines give it a muscular and athletic appearance. However, the plastic aero covers on the wheels could be slightly divisive, with some people loving them and others feeling a bit ambivalent. But hey, you can’t please everyone, right?

We are a big fan of the matrix LED headlights which selectively dim individual LEDs to avoid blinding on-coming traffic and the vehicle in front by illuminating around them.

Kodiaq RS highlights:

• 20-inch Aero wheels
• Red brake calipers
• RS styling package
• Panoramic sunroof with electric sunblind
• Adaptive chassis control
• Off-road mode
• Power tailgate
• Electric front seats with memory
• RS Sports seats
• Carbon-look interior trim
• 360-degree camera
• Three-zone climate control
• 12-speakers Canton Sound System

Inside, the Kodiaq RS is pleasant place to spend time in. The cabin is spacious and well-appointed, with good quality materials used throughout. The front bucket seats are deeply bolstered and upholstered in quilted leather with red contrast stitching, making them look sporty and comfortable at the same time.

And did I mention the front seats are heated and ventilated? It’s like having a personal climate control system for your bum! They’re perfect for Melbourne’s fickle weather.

The back seats are just as impressive, with climate control and heating for the outboard seats. Plus, there are retractable sunshades built into the rear doors, ensuring that you and your passengers stay cool and comfortable even on the hottest of days. However, the lack of rear USB ports is an oversight, especially in a family wagon.

Headroom is excellent even with a panoramic sunroof fitted to our tester, while legroom is almost as good as the first class lounge.

The third-row of seats, like most of its ilk, aren’t meant for long term accomodation as it isn’t that specious for a normal sized adult. Access is tight but with the second-row of seats folded forward, small children should have no trouble scampering through for short trips.

But perhaps the most impressive feature of the Kodiaq RS is its boot. With a massive 765L of space, you can fit everything you need for your next adventure. And even with the third-row seats up, you still get a respectable 270L of storage space. Fold both rows down (and they go completely flat), and you get a humongous 2,005L of space to play with, enough to fit a small elephant!

Other thoughtful touches abound, such as the dual gloveboxes, door bins that are big enough to fit a 1.5L water bottle, parking ticket holder on the windscreen, and a storage area for the rear cargo blind. It’s a very well packaged vehicle!

The infotainment system is top-notch, with a 9.2-inch touchscreen, wireless Apple CarPlay and Android Auto and wireless smartphone charging. And the 12-speaker Canton sound system is hard to fault, delivering crisp and clear audio that will have you grooving to your favourite tunes.

For the full specification, head to Skoda Kodiaq RS official site here.

Under the bonnet, the Kodiaq RS is powered by the familiar ‘EA888’ engine from the Volkswagen Group empire that’s found in the Volkswagen Golf GTI and R, as well as Audi S3. With 180kW and 370Nm of torque, this car is a real powerhouse, propelling the 7-seat SUV towards the horizon in just 6.6 seconds. And with a lightning-fast seven-speed dual-clutch automatic and all-wheel drive as standard, it’s as smooth and responsive as you could ever want.

The twin exhaust pipes sound good, too, with a nice subtle burble when you’re standing behind the car. Inside, we don’t mind the artificially enhanced exhaust note via the speakers, but the move could rub some purists up the wrong way.

The Kodiaq RS handles well for a family SUV tipping the scales at 1.8 tonnes, thanks in part to its adaptive dampers that endow it with an agile feel especially in sport mode. There’s plenty of traction from the all-wheel drive system, and while the steering could be more communicative, it’s still direct and responsive, making it a joy to drive. It’s also light enough to make parking manoeuvre a breeze in tight city carparks or around tight little city laneways.

If you intend to take the car on a road trip like we did, the Kodiaq RS is a true cruiser. It glides along with little road and wind intrusion, and the seats are so comfortable that you’ll forget you’re even in a car. And with an average fuel consumption of 8.7L/100km over a mix of freeway and country roads driving, you’ll be able to go the distance without breaking the bank.

The Skoda’s driver assistance systems, which includes adaptive cruise control, traffic jam assist, blind-spot monitoring, lane guidance and automatic emergency braking, all work well and with polish. Should you find yourself in a spot of trouble, there’s the reassurance of front, front side, rear side, driver’s knee and curtain airbags.

The Kodiaq RS comes with an impressive 7-year unlimited kilometre warranty, a first from a European manufacturer. And Skoda offers 5- or 7-year service packs priced at $2,200 and $3,200, respectively, making it even more attractive for those who want peace of mind and value for their money.

Verdict

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