Lotus Cars Australia took 160 of its closest friends to one of the world’s most famous – and Australia’s most revered – racetrack, Mount Panorama. We were there to soak it all in.
One of the things that excites me about the idea of owning a Lotus is taking it to a track. It’s exciting because, hey, you’ve got a very serviceable road car that can also go nuts around a track. Without bankrupting you because unless you’re on super-serious rubber, you can drive home on the same tyres.
Doesn’t matter whether it’s an Evora, Exige or Elise, you’ve got yourself a genuine track weapon.
The first weekend in February is now Bathurst 12 Hour weekend. One of four total closure of the track in a year – by agreement with residents and the local council – nobody really said how long the closures should be. So after each event, the track is available for bookings. This year Lotus Cars Australia went all out and booked Mount Panorama for the Wednesday after a thrilling Bathurst 12 Hour race.
As you may have already noticed, Lotus were so keen there’s even an Australia-only Elise Bathurst Edition.
I had the extreme fortune to be invited along to see what you can expect if you buy a Lotus – new or used. And a peek into what’s coming from Lotus as the Geely money starts to flow.
The Event
Dinner in pitlane. / Bit of star power – Grant Denyer
It’s not just run-what-you-brung, either. Sixty cars turned up on Tuesday, with owners, partners and friends, not just for the Wednesday thrash but for a unique event – dinner in pitlane.
As the sun set on day that, for once this summer, wasn’t 78 degrees celsius, the Bathurst pits filled with guests and the sound of live music. Lotus fan and racer, Grant Denyer, regaled the audience with his racing exploits, to plenty of good-natured heckling.
It’s a fascinating way to spend an evening, talking to owners of the cars who just love their Lotus and can tell you every single detail.
A wander through the garages was fascinating. There wasn’t much, if anything, pre-Elise. I was expecting one or two brave souls to bring a Europa or an Elan (first or second). Not even an errant Esprit. I suppose they’re worth too much now or, just as likely, have returned to their homeland or Japan.
The huge variety of Elises and Exiges was genuinely breathtaking. While there were a few Evoras (Evorae?) scattered through the assembled throng, the standouts were plucky Series 1 Elises. That a car this old can take the hammering of any track day, let alone the demands of Bathurst is amazing.
Track Support
One of the best things about the day was that not only could you talk to other owners (I say other – I don’t own a Lotus) but the Simply Sports Cars team come fully armed and prepped with tools, parts and machinery to keep you rolling.
More to the point, they turn up with a bunch of people who adore what they do. I’ve been on a number of track experiences now and taken out a few Lotus cars to review. No other car company, not one, has ever had a detailed discussion with me about tyre pressures before sending me on my way.
And when I brought them back, they wanted detailed feedback, good or bad, about the experience. They’ve got Hethel in their blood.
Put these guys at a race track and they’re in their element. They run around with tyre pressure gauges, big grins and things to plug in to your car if things aren’t quite right.
This is what the SSC crew do all year, year in, year out, at all sorts of customer events. The Bathurst Track Day is one of fifty events across the country. If you own a Lotus, you’re going to be as busy as you like spending time with like-minded folks.
The team also came with an army of driver coaches. Targa Tasmania winner (in a Lotus), Paul Stokell was along, with a team of fourteen drivers, most of whom Australian motorsport fans would recognise. Some were backing up from the Bathurst 12 Hour itself, so they knew the track quite well.
Why are you telling me all this?
Because I had the spectacular fortune to be asked along to an event that is absolutely not free and only open to those with access to a Lotus. I also met with Lotus’ Asia-Pacific Executive Director David McIntyre to ask him about what’s next for Lotus.
And I got to drive not one, but two cars around this incredible track.
The Toyota Hilux finished 2019 at the top of the sales charts – again. That means folks who don’t really need a dual-cab ute are buying one anyway. Why?
That’s not a rhetorical question. If you’re like me, you’re so deep into your late-thirties that you’re actually in your mid-forties. Utes used to be noisy, smelly and hard to get on with – that’s the image from my childhood.
Obviously, that’s all changed and Toyota very kindly indulged me to allow me to answer this question. Kind because they know of my good-humoured disdain for this kind of car and my uncharitable jokes about the Sutherland Shire-based owners.
Look and feel
The Toyota Hilux is many things, but the SR5 is a dual-cab ute with some spangly suburban sass to appeal to cashed-up tradies and mid-life crisis professionals.
As you can see, Toyota has gone the mucho-chromo route, slapping it on the grille, mirror caps and rear bumper. And the big hog-spotting roll bar in the tray. It’s actually not nearly as bad as it could be. Perhaps Toyota designers caught sight of a RAM and thought, “Hmm, that’s a bit much.
There isn’t much to say about the Hilux, really. It’s no show-pony, but that’s okay. Perhaps the only genuinely garish bit is the silver foil TOYOTA lettering on the tailgate.
It’s even less show pony in the cabin. Lots of big switches, hard plastics and the usual afterthought of a hastily fitted touchscreen. The gear shifter looks like an aftermarket unit and feels like it but all of it – all of it – will outlast humanity. Except maybe the touchscreen. I can imagine an over-excited kelpie wiping out, which won’t be a great loss because it’s still running Toyota’s Alibaba-sourced software.
I’m 180cm tall but I still needed the grab handles to haul myself into the Hilux. It’s a long way up and I’ve had to talk a number of young families out of this kind of car because it’s way too tall to be slinging baby capsules in and out of.
The rear seat is not bad if you’re my height and there’s a ton of room behind where I drive and you even get rear vents for the air-conditioning. Plenty of passenger cars don’t give you that.
You get four cupholders and bottle holders in the doors and the centre console has a decent-sized bin for throwing bits and pieces. You can sling your phone under the climate controls.
The 60/40 split fold rear seats seem a bit mad, but there are couple of handy bins underneath.
Cargo Space
Obviously, the load space is massive. The SR5 doesn’t come with the Colorado’s lined tray, so you might want to tick a few boxes at the dealer. And bear in mind that the tailgate is undamped, so watch out for kid’s heads.
In this version, the Hilux will take a payload of 955kg and a towing capacity of 750kg (unbraked) or 3200kg (braked). Of course, you have to take into account the legal 5650kg legal load limit, so if you’re dragging 3200kg, the people and stuff payload drops to 405kg. I mean, that’s still a lot, but make sure you break out the calculator if you’re shifting a lot of gear.
Also, 3200kg is 50 percent more than the weight of the car itself. Are you people mad?
Shut the gate and the load floor measures 1550mm long, 1520mm wide and 1110mm between the wheelarches.
That last figure means it won’t take a standard pallet as I found out the hard way and forgot to photograph. It’s not alone, though, hardly any ute does.
The sports bar gets in the way if you’re using it to carry stuff, too, so crack out the spanners if you want to get rid of it.
How much is a Toyota Hilux SR5 and what do I get?
Toyota HiLux SR5 4×4 auto – $57,240(plus on-roads)
Your Hilux SR5 arrives with 18-inch alloys, six-speaker stereo, climate control, reversing camera, keyless entry and start, active cruise control, cooled glove box, LED headlights and daytime running lights, sat nav, leather wheel and shifter, power windows and mirrors and a full-size steel spare.
Oh, and a tow bar.
Safety – 5 Star ANCAP (July 2019)
The Hilux does very nicely on the safety front, which is about time. You get seven airbags, ABS, stability and traction controls, reversing camera, forward collision warning, low-speed forward AEB with pedestrian detection, trailer sway control, lane departure warning, lane keep assist and speed sign recognition.
Warranty and Servicing
Five years/unlimited kilometre warranty Capped-price servicing – 6 months/10,000km
Toyota joined the five year club a bit late, but got there anyway. If you listen to Toyota owners, especially Hilux owners, it’s probably a moot point. Toyotas are pretty good on the reliability/not much to break front.
The service regime is a bit annoying. You have to go in for a 5000km service and then every six months/10,000km. If you’re actually using the Hilux as a work vehicle, that’s a fair bit of faffing around, especially in the first year. You’ll probably be fine, but you’ve been warned.
On the bright side, your services are fairly reasonably-priced at $250 a pop until the fourth service. Which is a thousand bucks for two years servicing. That keeps pace with, say, a Colorado LTZ or Ford Ranger Sport. An Isuzu D-Max is slightly cheaper. Those three cars cost more per service, but you don’t have to go as often.
Drivetrain
Under that high flat bonnet is Toyota’s 1GD-FTV 2.8-litre turbodiesel, grumbling up 130kW at 3400rpm and a meaty 450Nm from 1600-2400rpm. Revvy it isn’t. Nor is it especially advanced, but again, Toyota is big on simplicity.
The power heads out through a six-speed automatic too all four wheels with a rear differential lock when you get out into the rough stuff, along with a low-range transfer case.
The diesel particulate filter (DPF) drama is supposedly a thing of the past with Toyota now fitting a manual burn-off switch.
Fuel Economy
The sticker on the windscreen says the Hilux will drink 8.5L/100km of diesel on the combined cycle. I wasn’t especially sympathetic with the throttle pedal in a smoky Sydney week and still managed 9.7L/100km.
Not bad and with a massive 80-litre tank you can cover a lot of ground in this 2172kg monster.
Chassis
Being a ute, this is kind of important. The front end is held up by the usual struts while the rear is comprised of ultra-tough leaf springs. The Hilux is pretty famous for its load-carrying capability but if you’re thinking of using this as a family car, this is a key consideration.
Leaf springs work best under a crap ton of load. They’re not great for taking the kids to school over bumpy tarmac.
It’s also worth noting that the Hilux is built on a ladder chassis, not a car-style monocoque chassis. Lots of cred, yes. Plush ride quality, er, no.
The SR5 rides on 18-inch alloys that will get scratched to buggery if you go properly bush-bashing. Tyres are 265/60s all round, meaning big balloony tyres that are, yes, not bad off-road. Thank Toyota for the high-profiles, though – if they were any lower you’d be bounced out of the window just backing up your driveway.
Driving
Let’s get the bad stuff out of the way. If there’s nothing in your tray or you don’t have a bunch of hefty lads or lasses on board, the Hilux’s ride is as rugged as its dependability. The thing bounces around all over the shop in a way the Ranger Wildtrak or Nissan Navara (or Mercedes X-Class) does not.
There are reasons those other cars ride better and reasons for the way the Hilux rides. I’m just telling you what I know, it’s not about the relative merits between these different utes.
I hear a lot of people asking which dual-cab ute they should get for their family and I say, “None of them. Why?” and then I get thrown out of the cafe. But I say the same thing about seven-seat SUVs, so I’m not taking aim at utes.
Anyway.
For longer trips when empty, the Hilux would be tiring. Bouncy suspension and slow steering means you’re doing a lot of work hanging on and steering. The engine is super-solid, though, hauling you around in two or wheel drive with a lot less fuss than, say, a D-Max or Colorado.
The six-speed auto is on the job all the time but can occasionally be caught out with a throttle lift. Nothing dramatic.
Having said all of this, there is something about the Hilux other utes don’t have. I couldn’t put my finger on it, but on reflection, it’s the feeling of solidity. I’m not one of those, “Put me high in the sky so I may survey my kingdom” types, so it’s not that. It’s knowing that the car underneath you can do pretty much anything and keep doing it forever.
That’s the Toyota promise and the Hilux delivers.
Redline Recommendation
You’re not going to listen to me about thinking twice before you buy a dual-cab ute for family duties. But if you must, the Hilux is quite compelling. You might want to strap a water tank in the bank to calm down the ride, but in all other respects, the Hilux is great. Tough, well-built and with that towering reputation, it does make sense as to why it’s number one.
Why people buy dual-cab utes to bash around the suburbs when they’re not for work is a different story for another day.
The BMW M2 CS is the swansong for M’s tiniest – and finest – tearaway. It’s coming to Australia and it’ll be here sooner than we first thought.
The BMW M2 is a firm favourite with me and with Redline readers – the video we did on it is just about to rack up 100,000 views (thank you). The M2 Competition article did well, too – you can read it here.
With the demise of the rear-wheel drive 1 Series and the related 2 Series, this is likely the last of the line forever. M knows this and is sending the M2 out with a 331kW bang in the form of the limited production M2 CS.
Look and Feel
BMW M2 CS / BMW M2 CS / BMW M2 CS
The M2 isn’t exactly a sporty sex-god, the proportions just aren’t there. To make it less like a tarted-up M240i, M went to town with carbon fibre and a bigger dose of aggro.
Carbon fibre abounds, with a carbon fibre reinforced plastic (CFRP) roof, bonnet, front and rear splitter and a carbon Gurney flap on the bootlid. And carbon mirror caps.
The front bumper is a lot angrier. The blacked out grille sits well with all the carbon and the huge ducts. Annoyingly, the standard 19-inch wheels aren’t pictured, but they’re black. One imagines the red calipers are standard and the gold-finish wheels optional.
M4 CS front seats / Alcantara wheel / Puke will just wipe off.
The cabin is filled with the excellent M4 CS seats along with plenty more carbon and Alcantara. As it’s on the old platform, you won’t see Live Cockpit (boo!), head up display or the touchscreen.
Don’t worry. If the Competition is anything to go by, you’ll be having way too much fun to care.
How much is a BMW M2 CS and what do I get?
BMW M2 CS
2020 BMW M2 CS – $139,900 (7-speed DCT and 6-speed manual)
It’s not cheap at a tick under $140,000. But I was banking on paying at least ten grand more, so that’s a solid win in my books.
The M2 CS ships with adaptive M Suspension active M differential, M exhaust, carbon fibre centre-console and door pull handles finished in carbon fibre, Alcantara and leather trim, 19″ M alloy wheels with Michelin Pilot Sport Cup 2 tyres, M Sport brakes with red calipers, adaptive LED headlights and sat nav.
The BMW iDrive media system comes with Apple CarPlay, which is very welcome indeed.
As you might recall, the M2 Competition heralded the arrival of the S55 and a good chunk more power due to emissions regs killing the N55. BMW tuned the S55 down to 302kW and torque to 550Nm, both still healthy figures.
In the M2 CS, the chains are off – 331kW, just like the M4, and 550Nm. Given BMW’s recent history of under-quoting, I wonder if the figures aren’t at least 10 percent more, but I’ll leave that to the dyno crowd.
It’s rear-wheel drive, obviously, with an active limited-slip M differential. You can choose between a seven-speed twin-clutch transmission (for a 4-second 0-100km/h time) or a six-speed manual. The manual is lighter by 25kg but slower to the benchmark ton, coming in at a still healthy 4.2 seconds.
When?
Ah, yes, the important bit for the impatient folks in the M2 fan club. If you want to buy one, you can do it now. Owners will start getting their cars at the beginning of the second quarter of 2020. So not long now…
BMW’s new 2 Series Gran Coupe is coming to Australia in 2020. We’ve got pricing, specification and when you might be able to get one.
The new sedan, a car to finally match Audi’s pretty A3 sedan and Merc’s CLA will arrive in the first quarter. This isn’t the old 2 Series from China, but it is based on the UKL2 platform along with the new 1er and the X1/X2 pairing. And the Mini, of course.
Look and Feel
The 2 Series Gran Coupe is that rarest of creatures – a four-door sedan. BMW has gone for some design flourishes, such as frameless doors, chunky grille and big LED headlights with signature daytime running lights. I like it, it’s better proportioned than the 1-series hatch, but it’s not what you’d call gorgeous. Then again, that’s not what BMW does, so mission accomplished, I guess,.
The interior is a lot like the 1er and 3er, with a lot of common parts seen in more expensive BMWs, so that makes the cabin feel good. The big touchscreen and similarly-sized dash screen are lovely to look at and use. From a quick look at an M235i, the materials are very nice indeed.
You get the usual set of four cupholders and bottle holders in the doors. Rear seat passengers aren’t in for a treat but nor is it tiny. The switch to front-wheel drive has liberated a lot of space, but there’s still a decent hump in the floor to house a prop shaft for the rear wheels.
How much is a 2020 2 Series Grand Coupe and what do I get?
We get two different specifications, the entry-level 218i and the poppity-bangey M235i. As you’re about to find out, there’s a biiiig gap between them.
BMW Operating System 7.0
BMW Australia has gone to town and specified Live Cockpit Professional and a 10.25-inch touchscreen running BMW Operation System 7.0. It’s a nifty system and looks brilliant, especially with the very readable map detail in between the digital dials. I’m a big fan of it.
OS 7.0 is really what they used to call iDrive and here includes wireless Apple CarPlay, but no Android Auto. Which is something I’ve never got to the bottom of, but there you are.
Safety
As you might expect, you start with the usual six airbags, ABS, stability and traction controls and all the usual stuff.
Driving Assistant includes lane departure warning, lane change warning, approach control Warning with city-braking intervention (or forward AEB), rear cross-traffic alert, rear collision prevention (sigh – reversing AEB) and traffic sign recognition.
218i Gran Coupe – $47,990 (plus on-roads)
2020 218i Gran Coupe / 2020 218i Gran Coupe / 2020 218i Gran Coupe
The 218i opens the range at under $50,000, but it’s not a bargain basement, plastic steering-wheeled bait and switcher. Better not be, anyway.
You get 18-inch M alloys, cloth trim, six-speaker stereo, dual-zone climate control, auto parking, front and rear parking sensors, reversing camera, Live Cockpit digital dashboard, keyless entry and start, head up display, wireless charging pad and LED headlights.
You also get the largely cosmetic M Sport pack, including the lovely M steering wheel in leather.
M235i Gran Coupe xDrive – $69,990
The huge jump to nearly $70,000 for the M235i adds M Sport steering, brakes and spoiler, 19-inch alloy wheels, keyless entry and start with BMW Digital Key, M Sport front seats with electric adjustment, leather trim, adaptive LED headlights and a 16-speaker harmon kardon stereo.
Warranty and Servicing
BMW still only offers a three-year/unlimited kilometre warranty, which is a bit dull, but every other German is doing it.
Servicing is via the usual pre-paid option – expect to pay $1550 for three years of servicing with 12 months/20,000km-type intervals.
Drivetrains
M218i 1.5-litre turbo / M235i 2.0-litre turbo / M235i Gran Coupe
The M218i ships with BMW’s modular 1.5-litre three-cylinder turbo. Driving the front wheels through a seven-speed twin-clutch. This is probably all very familiar to Mini fans out there. It should be, it’s the same engine. It’s also in the 1 Series.
Up in the M235i is the rip-snorting 225kW/450Nm twin-scroll turbo screamer. That bad boy runs through an Aisin eight-speed automatic driving all four wheels, with up to 50 percent to the rear. The front wheels score a Torsen limited slip-diff. Launch control makes available all of the torque in first and second gear for reasonably vivid acceleration.
Redline Recommendation
Well, obviously the M235i is the one to have. If the X2 M35i is anything to go by, it will be hilarious. Obviously, I haven’t driven either of them, so when I do, you’ll hear about it.
This generation Audi S3 Sportback must be coming to the end of the line. A new Golf on the way signals the start of the VW Group small car dominos falling.
Perhaps this car came to me in black because its end is near. In truth, this black car signals the S3’s return to the Australian market after a brief hiatus enforced by petrol particulate filter (PPF) issues that are too tedious to recount.
It’s also a marker of Audi’s recovery strategy. The Australian arm didn’t have a good 2018 or 2019 so the local arm loosened the parent company’s purse strings. More gear, better value, same fun.
How much is a 2020 Audi S3 and what do I get?
Pricing valid January 2020.
Audi S3 Sportback $64,200 Audi S3 Sedan $65,800 Audi S3 Cabriolet $73,400
The Audi S3 is, of course, kid brother to the awesome Audi RS3, which I tested in sedan form. It’s still the same car, so give that a watch.
For 2020, Audi says they’ve slung an extra $9000 of value into the S3 for no extra cost. You can see what’s new, I’ve put the bits in italics.
Your S3 comes with 19-inch Audi Sport alloys, 14-speaker B&O surround system, dual-zone climate control, reversing camera, front and rear parking sensors, adaptive cruise control with stop and go, Audi Virtual Cockpit, sat nav, auto high beam, auto LED headlights, metallic paint, red brake calipers, auto wipers, auto parking with steering, Nappa leather interior, auto folding mirrors, wireless phone charging and dynamic damping.
The B&O system is run from the retracting 8.0-inch screen and controlled by the rotary dial MMI controller on the centre console. Pleasingly, you get Apple CarPlay and Android Auto, and they’re free. Sadly, they’re not wireless, you’ll have to wait for the next one for that, I think.
Warranty and Servicing:
Three years/unlimited kilometres Service plan available: $1850 (3 years), $2380 (5 years). Roadside Assist: 3 years.
As with BMW and Mercedes (and in the interest of balance), the length of the warranty is not up to scratch. Three years/unlimited kilometres is not really long enough. I’m sure the warranty itself is fine, but it should be five years minimum. These aren’t cheap cars and I know from what people tell me, they’re not cheap to fix.
You can buy an extended warranty for as long as another four years on top.
A three-year service plan costs $1850 and five years $2380. You’ll need to return to the dealer every 12 months or 15,000km which is pretty standard. The five-year plan seems like good value, working out at $476 per year. There’s a very big service at 48 months/60,000km covered under that plan.
While you get three years roadside assist when you purchase the S3, as long as you keep servicing with Audi, you get another 12 months.
Safety – 5 stars (ANCAP, December 2015)
The S3 comes with a solid safety package that includes seven airbags, ABS, stability and traction controls, blind-spot monitoring, brake assist, forward AEB (low speed) with pedestrian detection, lane departure warning and tyre pressure sensors.
As part of the MY20 package, you also get active lane assist, auto high beams and adaptive cruise.
The A3 range scored its five-star ANCAP rating in 2015. The rules have changed a lot since then.
Look and Feel
The Audi A3 on which the S3 is based has been with us for, like, ever. It still has a nice look to it, though and I’d forgotten how much I liked the interior. It has been a few years since I’ve been in one.
The exterior is your basic Audi – crisp, beautifully detailed and from before the time of the light curvaceousness of the new A5 (which we’ve reviewed in RS5 form). I still really like it, though I wish the taillights were a bit more grrr. The quad exhausts help, though…
Added to the A3 is a set of 19-inch two-tone alloys, a body kit front and rear and a roof spoiler. Now-standard, the red calipers peek out from behind the wheels. I like the LED daytime running lights, too, something of an Audi signature, as is the strong line running from the corner of the lights to taillights.
It’s lower, too, so is a bit more menacing.
Astonishingly, out of the ten colours – Brilliant Black, Mythos Black, Ara Blue, Navarra Blue, Daytona Grey Pearl, Nano Grey, Tango Red, Florett Silver, Glacier White and Ibis White – only the Ara Blue is an extra cost. Even then, it’s an entirely reasonable – by Audi standards, anyway – $560. That’s almost as cheap as a Mazda and very, very welcome.
If you’ve more money to spend, let me recommend the Matrix LED headlights (a stout $1300). The $520 Assistance Package adds traffic jam assist, hill hold assist and emergency assist (which dials up help if you run into grief or a wall).
The interior is a fine example of how to get a small car’s cabin to look good. I love the way it’s fairly restrained. However I am convinced men like it because the two central air vents look like a pair of breasts on the dash. I shared this theory with my wife years ago and she didn’t fix with me with one of those looks, so I’m not too far off.
The back seat isn’t what you’d call spacious, but will do the job for short trips if the occupants are over 170cm. Cargo space is not bad for a small hatchback, but it’s not amazing at 380 litres. If you put the split-fold seats down, you have a handy 1180 litres.
Cupholders are arranged in pairs, two in front and two in the centre armrest and four bottle holders will help you keep hydrated.
Drivetrain
Audi’s always-impressive 2.0-litre TFSI sends its power to all four-wheels via a seven-speed twin-clutch transmission. This is the newer gearbox which is much, much better than earlier cars had, so there’s less to worry about.
The engine fires up with 213kW and a proper 380Nm of torque, which is not bad for a car and engine of this size. Audi suggest you can hit 100km/h in under five seconds.
Fuel Economy – 6.6L/100km (claimed)
The official figures of 6.6L/100km on the combined cycle are, naturally, some way off the mark. If you drive it carefully you can manage around 8.0L/100km but if driven as intended you’ll be rather closer to 10L/100km, like I was.
Obviously it wants premium unleaded for its 55-litre fuel tank.
Chassis
The S3’s 19-inch wheels wear some reasonable Pirelli P-Zero rubber, with 235/35s all around. You can’t get away from the fact that these aren’t going to ride in a super-smooth fashion but they’re undeniably sticky.
Dynamic damping is along for the ride to stiffen things up in the corners when you go into Dynamic via the drive select.
Apart from that, there isn’t anything to tricky – no limited slip diffs, just a standard VW Group electronically locking front diff.
Driving
Despite its advancing years, the S3 is plenty of fun. The punch from the 2.0-litre is still impressive and lag reasonably limited. I’ve always loved the way you can find the speed in this car. It does understeer a little bit, but that’s to be expected. Even the RS3 understeers.
The engine pulls hard without ever feeling overworked or highly-strung. That means you don’t mind giving it an absolute hammering, burping up through the gears.
It’s worth noting, however, the ride is pretty firm. Verging on harsh, if I’m honest. oddly, I think the RS3 rides better, even without dynamic damping fitted (I’ll be surprised if that isn’t standard upon its return to our shores).
The ride is worth it, though, for the fun. You can get into a really good flow with the S3. As long as you’re patient, you can pile into a corner on the brakes, turn it in and punch out the other side as you start to wind off lock. Don’t get cocky or you’ll power understeer and don’t go in too fast because. Well. You’ll understeer.
It’s not so much that it’s unbearable, but where the S3 really is a weapon is in daily driving. No gap is too small, no launch into traffic too hard. It’s ready to carry you through the trials and tribulations of suburban bother.
That seems like a weird reason to praise a car, but that’s where we drive them – the city. It would be an very decent country car (well, not too country), but the city is where it’s at.
Redline Recommendation
The S3 is still fun after all these years, but it is feeling its age. If you’re not after the latest razor-sharp machine, though, it’s comfortable and now with all the extra gear, pretty good value. It’s probably going to be around for another year or so before the new A3 appears and then there will be a gap. It might be a long gap, too.
If it was my money, I’d try and stretch to the sedan. I don’t know what it is about the four-door, I just like it. But if you’re a hatch person, the S3 will do just nicely.
The 2020 Mazda CX-30 has landed here in Australia. We’ve got all the details on pricing, specification as well as plenty of photos.
Mazda seems to be filling SUV niches faster than even Audi these days, with the marque’s fifth high-riding model going on sale this week. In truth, there are actually six Mazda SUVs, but we don’t get the CX-4 because it’s for the Chinese market.
As is their wont, the company is offering a dizzying 13 versions of the CX-30, but if you knock out the fact five of the variants are really just an option package, it’s a still-impressive eight. Either way, it’s a lot to get through, so I’ll try and break it down into reasonable chunks.
Look and Feel
The new CX-30 fits in between the titchy CX-3 with a tiny boot and not much rear legroom and the bigger CX-5 with an okay boot and not-bad rear legroom. The CX-30 is lower than the CX-5 and shorter, making a bit more sense around town.
It’s a fine-looking thing, but I don’t think there’s a duffer in the Mazda range at the moment. An evolution of Mazda’s Kodo design language, it sits very nicely in this size, which is about the same as the excellent Kia Seltos.
Having spent some time with the cloth interior, it’s just fine, so don’t feel you have to push the boat out for leather. The plastic wheel in the G20 is probably the nastiest thing in the range, so if that’s an issue, squeeze the extra dollars for the Evolve.
The rear seats are not exactly a sprawling estate and three across is going to be hard with the big transmission tunnel robbing the centre occupant of foot room. Again, the Pure misses out on rear vents, so the Evolve will be a better bet for occupants.
The boot is a fairly marginal 317 litres. When you take into account the under-floor storage, you get a considerable jump to 422 or 430 litres depending on spec. Drop the 60/40 split-fold seats, you get a decent flat floor, but Mazda hasn’t supplied a figure.
How much does the 2020 Mazda CX-30 cost and what do I get?
The 2020 Mazda CX-30 comes with two engines, one automatic transmission and the option of a larger-engined all-wheel drive. Cars with the 2.0-litre, front-wheel drive combo are dubbed G20 while the 2.5-litre all-wheel drive is known as G25.
Mazda reckons the vast majority of buyers will plump for the front-wheel drive (FWD) versus the AWD and three-quarters will stick with the 2.0-litre. Three-quarters of sales will probably be spread between 2.0-litre Pure, Evolve and Touring. That seems about right to me.
Across the range
Despite the zillion versions available, there are common features across the entire range. This is kind of a Mazda thing and they come in two important areas – media and communications and the big one, safety.
MZD Connect
Reversing camera view / Android Auto / Apple CarPlay / Spotify
All 2020 Mazda CX-30s score Mazda’s heavily-updated and excellent MZD Connect. The big screen is controlled from the rotary dial on the console – also much bigger than before – and is familiar from the Mazda3.
It features all the usual Bluetooth streaming capability, a pretty decent GPS system, AM/FM and DAB+ tuners and rather excellently, Apple CarPlay and Android Auto.
Safety – ANCAP 5 Stars
Like its stablemates, the CX-30 is packed with safety gear from the bottom-up.
All 2020 Mazda CX-30s have seven airbags including driver’s knee airbag, ABS, stability and traction controls, driver attention detection, forward obstruction warning, auto high beam, lane departure warning, lane keep assist, reverse cross-traffic alert, reversing camera, forward AEB, rear AEB, rear crossing AEB, tyre pressure monitoring and traffic sign recognition.
That’s a crap ton of safety and explains the high-ish entry point to the range.
Mazda also offers Vision Technology on the Pure, Evolve and Touring as a $1500 option and $1300 on Touring. The pack is standard on the G20 Astina and both the FWD and AWD G25 Astinas.
This package adds front cross-traffic alert, around-view cameras, driver monitoring and cruising and traffic support. Pure and Evolve trim levels pick up front parking sensors.
Cruising and traffic support takes over the brake and accelerator in slow traffic and will nudge the steering wheel as long as you’re holding on. You still have to pay attention but it does help reduce fatigue in cruddy traffic.
The CX-30 set a record for the adult pedestrian protection measurement, scoring 99 percent.
G20 Pure – $29,990 ($31,490 with Vision Technology)
Opening the range – and squeaking under the $30,000 mark – is the G20 Pure. Unlike the old CX-3 Neo, it’s not a bait-and-switch model with steel wheels and an interior akin to a coal mine. It’s got LED headlights, something some cars don’t have until you’re punching forty grand.
You get 16-inch alloys, 8.8-inch media screen (not a touchscreen), keyless start, air-conditioning, eight-speaker stereo, auto high beam, radar cruise control, power windows and mirrors, reversing camera, auto LED headlights, rear parking sensors, sat nav, cloth trim and a space-saver spare.
G20 Evolve – $31,490 ($32,990 with Vision Technology)
The Evolve builds on the Pure spec with 18-inch alloys with a silver metallic finish, dual-zone climate control with rear vents, leather wheel and shifter, paddle shifters and an overhead storage box.
With the new wheels comes a rather better set of Dunlop Sport Maxx tyres, replacing the low-rolling resistance rubber on the Pure.
G20 Touring FWD – $34,990 ($36,390 with Vision Technology)
The Touring picks up keyless entry, front parking sensors, black leather trim (probably fake leather, but who cares), illuminated vanity mirrors and powered driver’s seat with 10-way adjustment and two-position memory.
It’s all about the rear vision mirrors which pick up auto dimming, position memory (to go with the seat memory) and reverse tilt-down function (I am a massive fan of this).
G25 Touring AWD – $36,490 ($37,790 with Vision Technology)
Stepping up to the 2.5-litre Touring nets you all-wheel drive and nothing else for the extra $1500. But the bigger engine and all-wheel drive is well worth it.
G20 Astina – $38,990
Along with the Vision Technology Package, you get different 18-inch alloys with bright finish, adaptive LED headlights, 12 Bose-branded speakers and black leather or optional Pure white leather.
G25 Astina FWD – $41,490 G25 Astina AWD – $43,490
A curious spec level, the G25 Astina FWD is the quicker of the two, by nearly half a second in the 0-100km/h sprint. Not that 8.7 seconds is a scorching time compared to 9.1. I can’t see why anyone will buy it, but there you are.
The G25 Astina gains a tilt and slide sunroof on top of the G20.
2020 Mazda CX-30 Colours
Get / The / Soul Red.
Mazda has lovely paint and is offering eight colours on the CX-30 – Snowflake White Pearl Mica, Sonic Silver Metallic, Titanium Flash Mica, Deep Crystal Blue Mica, Jet Black Mica are all freebies.
Machine Grey Metallic, Soul Red Crystal Metallic and Polymetal Grey Metallic are optional and priced at $495.
Warranty and Servicing
Mazda offers a five year/unlimited kilometre warranty, which is pretty standard for a non-premium maker these days. But generous. You don’t get that long on a $250,000 BMW or Merc or Audi.
Service intervals are a bit short – the time is fine at 12 months, but every 10,000km kind of grabs you if you’re doing average or above average miles. Fixed price servicing means you at least know what you’re up for, with $327 for G20s and $332.60 for the G25s. The service caps last for the first five services and there are little extras at various services such as brake fluid and cabin filters.
Drivetrains
There are two engines available, the 2.0-litre and 2.5-litre SkyActive four-cylinders. Both are naturally-aspirated.
The 2.0-litre spins up 114kW at 6000rpm and 200Nm at 4000rpm. It’s in heaps of other Mazdas, including the 3 and it’s adequate. The CX-30’s kerb weight us under 1400kg, so it’s not a chunker. Having said that, 200Nm hardly makes the CX-3 sprightly, so the heavier 30 is going to be a slower proposition.
The 2.5-litre offers 139kW at 6000rpm and a much more satisfactory 252Nm at 4000rpm, but really, I’d love to see the turbo 2.5 in the CX-30. I bet you would, too.
Mazda’s six-speed automatic is in all of them and you can get all-wheel drive in the G25 Touring and Astina versions.
Fuel Economy
The G20 FWDs delivered 6.5L/100km on the combined cycle while the FWD 2.5 went to 6.6L/100km. Adding all-wheel drive pushed the figure to 6.8.
The reality is, obviously, going to be higher. A big upside is that the engines drink standard unleaded. The fuel tank is 51 litres in the 2WD cars and 48 litres in the 4WD.
Redline Recommendation
The Touring looks like the pick of the range to me, with the little extras like front parking sensors making life a little bit easier. The small jump to the G25 is only really justifiable if you want or need all-wheel drive or have a problem (like I do) with a 10 second-plus 0-100km/h time.
I’ve had a quick drive already of the CX-30 already in G20 Evolve form, and I like what I’ve seen. I’ll review it as soon as I can get my hands on one.
The 2020 Mazda CX-30 is going to be a hit, I can feel it in my bones…
The Lotus Evora GT seeks to widen the veteran mid-engine sports car’s appeal. With a more luxurious interior and a grand tourer vibe, it might come to Australia.
One of the first videos on The Redline is also one of my favourites, the Lotus Evora. I called it the forgotten supercar because poor old Lotus just doesn’t get the love. Which is bollocks because the Evora is good. Really good.
It might be A Bit Much for some folks, though. While it’s hardly the high-silled hard-to-get-into Elise (or Exige…), there are things that keep people away.
How much is a Lotus Evora GT and what do I get?
How much? Well, in the UK the GT is a handy £3000 cheaper at £82,900. It’s still not a bargain, but three grand is three grand.
The GT has Sparco front seats, reversing camera, a new stereo with Apple CarPlay and DAB and it also has air-conditioning as standard. Australian Evoras (Evorae?) all have air-con already, just so you know.
GTs also ship with a bit more cabin insulation to reduce road noise and dampen down the engine. New door cards also feature integrated armrests (this is a Lotus, folks) and storage bins.
New seats! / New door cards!
Its dampers are also “revised (read softer) for a more comfortable ride – there wasn’t a lot wrong with in the first place, just quietly. And Michelin Pilot Sport 4Ses will make the car more useful year-round in the UK but that’s less of a drama here.
The excellent supercharged Toyota-sourced V6 continues in 410 spec, which is the same as the harder and sharper Sport 410. It’s a terrific engine. You’ll also be able to spot the GT by its new tailgate with more glass for better rearward visibility.
What about Australia?
The car is not yet confirmed for Australia. According to the local spokesperson, Lotus Cars Australia is working with the UK arm “to ensure a strong mix of equipment and market positioning for the AU market.”
That sort of means there’s the routine dust-up over price and spec. Australian Lotus buyers are a particular bunch and the folks at the local operation absolutely love what they do, so they’ll work pretty hard.
As soon as we have a price, we’ll let you know. The Sport 410’s Australian price is $179,990 for the manual and $181,990 for the auto.
M Pure cars are more affordable performance cars from Munich, with hefty price cuts and slimmer feature list. But still fast and fun.
Before today, the Pure line-up included such fun as the M2, M5 and, when required M3 and M4 (may they rest in peace). Normally Australians love a fully-loaded beastie, but these are trying times for posh fast cars.
Now you can buy several M Performance models in Pure spec.
BMW X2 M35i Pure – $64,400 + ORC
Kicking off with the X2 M35i – a blast if ever there was one – you can save $5000, the Pure weighing in at $64,400. That price includes 20-inch M light alloy wheels , Cerium Grey with run-flat tyres, M Sport brake, M Sport diff with front LSD, M suspension setup (not adaptive – can’t have it with 20-inch wheels on the UKL2 platform), powered tailgate, head-up display and M Sport seats.
The $69,900 X2 M35i remains and adds a fancy harmon kardon stereo, powered and heated front seats and Comfort Access. So you’re not missing much.
BMW says you’re getting $6000 of stuff for $1000 less.
BMW M340i xDrive Pure – $94,900 + ORC
BMW M340i xDrive (standard model show)
Next up is the powerhouse M340i xDrive Pure, coming in at $94,900, a ten grand saving over the standard car.
That nets you the same B58 straight-six turbo with 285kW and 500Nm, 19-inch alloys, M Sport brakes and diff, comfort access, adaptive LED headlights, auto parking with steering assist), driving assistant professional, wireless phone charging, head-up display and sports seats.
The standard car has gone up $5000 to $104,900 and has the awesome laser headlights, glass roof, harmon kardon surround sound, heated front seats, electrically-operated boot and ambient lighting. That seems like a lot of extra gear but again, apart from maybe the headlights, you’re not missing anything of huge importance.
BMW says the $10,000 difference is worth $12,400.
BMW X5 M50i Pure – $136,900 + ORC
BMW X5 M50i (standard model shown)
Stepping up to the big boys, the X5 M50i Pure packs a twin-turbo 4.4-litre V8, 22-inch alloys, M brakes, diff, exhaust, steering and adaptive suspension, comfort access, heated seats, adaptive LEDs, Live Cockpit (digital dash) panorama sunroof and wireless phone charging.
For another $15,000 ($151,900) the M50i adds M Suspension Professional with active roll stabilisation and rear wheel steering, laser headlights, soft close doors, harmon kardon surround system, four-zone climate control and heated/cooled cupholders.
Having driven an X6 M50i with all this gear on it, that might be $15,000 well-spent for the keen driver – the suspension and all-wheel steer are brilliant.
BMW X6 M50i Pure – $140,900 + ORC
BMW X6 M50i (standard model shown)
That most polarising of cars, the X6 also scores the Pure treatment. You still get 22-inch alloys, M brakes, diff, exhaust, steering and adaptive suspension, comfort access, heated front seats, adaptive LEDs, Live Cockpit and whatever else the X5 M50i Pure had.
Stepping up to the X6 M50i you get the same Adaptive M Suspension Professional, laser headlights etc.
BMW reckons you’re getting $19,000 worth of extra value for $15,000, so a four grand saving is good, I guess?
Redline Recommendation
These are all good cars (although I’m yet to drive the M340i). Both the X2 and 340i Pures look absolutely fine on paper as most of the differences are cosmetic.
It’s only when you get to the X5 and X6 when you see any mechanical differences. Plenty of folks who buy the bigger SUVs won’t mind having fewer driver-focussed additions, and that’s okay. But if you’re a keen driver, you’ll want them.
The 2020 Mazda CX-9 is the result of a mid-flight update to simplify the range and throw a few more goodies at the Japanese company’s big seven-seater SUV.
I don’t mind telling you that the Mazda CX-9 is one of my favourite large SUVs. Strikingly pretty without sacrificing interior space and comfort, it’s also quite nice to drive when fitted with decent tyres.
It’s no techno tour-de-force, but the usual Mazda methodology of honing details means a large SUV with a poised chassis, quiet interior and plenty of goodies for the price.
2020 Mazda CX-9 Pricing
Lovely, if dark, interior / Centre console
The first thing you’ll notice about the 2020 Mazda CX-9 pricing – well, if you’re keen – is the disappearance of the top-spec Azami LE. So the second thing you’ll notice is hefty jump in the Azami prices to cover the LE’s absence.
The entry-level Sports are both a handy $500 cheaper, while the rest of the range cop single-digit percentage price rises.
Grade
Manufacturer’s List price (before on-roads)
Price difference
Mazda CX-9 Sport FWD
$45,920
-$500
Mazda CX-9 Sport AWD
$49,920
-$500
Mazda CX-9 Touring FWD
$53,310
+$620
Mazda CX-9 Touring AWD
$57,310
+$350
Mazda CX-9 GT FWD
$61,720
+$600
Mazda CX-9 GT AWD
$65,720
+600
Mazda CX-9 Azami FWD
$64,893
+$2133
Mazda CX-9 Azami AWD
$69,303
+$2543
What’s new for 2020?
Wholesale change.
Ha, no, obviously. First up, the engine stays the same, the excellent 2.5-litre turbo SkyActiv four-cylinder driving through a six-speed automatic. Power is a very useful 170kW and 420Nm.
You can choose between front-wheel drive and all-wheel drive across all models, which is mighty generous. Up until now, I have recommended skipping the front-wheel drive, but there’s some new tech which might change that.
Mazda’s new G-Vectoring Control Plus adds brake-based torque vectoring. Basically, if you’re understeering, it will grab the inside brakes to bring the nose back into line. It’s a common trick used by several makers, including Audi.
If you’re heading off-road in your AWD CX-9, Off-Road Traction Assist will provide a bit more security with a bit less tyre slip.
All models now have an auto-hold function on the electric parking brake which stops the car creeping at lights if you release the brake.
The press release isn’t clear if all models get the gesture function to the hands-free tailgate. You can wave or kick your foot at the rear of the car and the boot opens, which is handy but you do look like a lunatic. For 2019 models, the power tailgate doesn’t arrive until you reach the GT model.
Interior
New 9.0-inch screen / Not sure about the wood, nope. / Multi-zone climate control is standard! / New key fob is nice. / Walnut leather.
Inside you now get a 9.0-inch screen but not the lovely one from the Mazda3. Still pretty good, though, and it comes with Apple CarPlay and Android Auto, which is as it should be.
Third-row passengers can now trigger the middle-row seat mechanism so they can get out without drama. One imagines customers reporting siblings trapping precious Bonathan or Grandma in the third-row. Both Bonathan and Grandma score a USB port each in the third row.
With the demise of the Azami LE, the Nappa leather in the Azami has been upgraded and you can choose Walnut Brown or Pure White. The latter sounds terrible but looks great if you can keep it clean.
And the funny little key job is gone, replaced by the larger one from the 3. Keyless start is standard across the range and you get keyless entry as you go up the range.
Exterior
Get / The / Soul Red
Not much new to look at here. There are new 20-inch darks wheels and bright 18-inchers as well. I will never not recommend one of the premium colours, the Soul Red in the CX-9 is magnificent.
Top-spec models get Adaptive LED headlights.
Oh, font folks will notice the change in the badging.
Safety – 5 stars (ANCAP, July 2016)
You get a ton of safety gear in just about every Mazda. Along with the usual airbags, ABS and traction and stability controls, you get forward and reverse AEB, reverse cross-traffic alert and blind-spot monitoring.
The forward AEB now has pedestrian detection in low lighting conditions.
And of course, you get three top-tether anchor points in the middle row and two in the third row. There two ISOFIX points in each of the second and third rows.
Redline Recommendation
I reckon the Touring AWD is the pick of the bunch at $57,310. Yep, that’s a lot of cash, but you get all-wheel drive grip (the FWD I last drove didn’t mind spinning up the fronts under mild provocation), lots of safety gear and a good spec. The GT is close, but most of the extra cash goes to niceties rather than must-haves.
As soon as we get our hands on one, we’ll let you know how it drives.
The 2020 Toyota RAV4 is one of those rarest of beasts – a Toyota SUV that I not only like, but will actually recommend.
Toyota’s new-from-the-ground-up RAV4 surprised me when I first drove it six months ago. The fourth-generation RAV was an absolute duffer. Not actually a bad car – Toyota doesn’t do genuinely bad cars – but it had terrible steering, an awful transmission and was right at the back of the pack when it came to tech and safety.
Still sold like mad. Which is mildly infuriating because while I appreciate Toyota’s reliability and longevity, it can and should offer more. The fifth-generation Toyota RAV4 rides on the all-new TNGA platform which has delivered results in every car it’s in.
As you can see, the GXL starts at $35,640 for the front-wheel drive petrol auto. You can’t have a manual gearbox unless you stick with the entry-level GX petrol.
Like the GX below and Cruiser above, you can have the GXL in standard petrol and hybrid versions as well as a choice of front-wheel drive or all-wheel drive (hybrid only). All up, you have a choice of 16 Toyota RAV4 versions. Curiously, there isn’t a hybrid version of the top-of-the-range Edge.
The GXL auto 2WD comes with 18-inch alloys, a six-speaker stereo with DAB+, dual-zone climate control, reversing camera, keyless entry and start, front and rear parking sensors, active cruise control, fog lamps, sat nav, wireless phone charging, auto LED headlights with auto high beam, auto wipers and a space-saver spare.
Toyota’s entertainment system comes up on a big, 8.0-inch central touchscreen which is sadly framed by very cheap buttons. The basic Toyota software is as awful as ever but conservative Toyota has finally added Apple CarPlay and Android Auto to the RAV. Any fifth-generation RAV4 made before November 1 can be retro-fitted – free of charge – with the smartphone software. Awesome.
You have no choice of free colour – only Glacier White. The rest are $600 and take in Eclipse Black, Eclectic Blue, Satin Blue, Graphite (gunmetal grey), Atomic Rush (picture, deep maroon), Silver Sky and Crystal Pearl. The cost is a touch over the odds but given you’re already paying good money for a RAV4, it’s a bit cheeky.
Safety: 5 Stars (ANCAP, May 2019)
The RAV4 has a stack of safety features as standard on the GXL. Known as Safety Sense, you get lane departure warning, lane keep assist, forward AEB with pedestrian and daytime cyclist detection, road sign recognition, auto high beam and active cruise control.
You also get seven airbags, ABS, stability and traction controls, trailer sway control, blind-spot monitor and reverse cross-traffic alert.
For baby seat fitting, there are two ISOFIX points and three top-tether anchors.
Warranty and Servicing
Warranty: 5 years/unlimited km
Toyota’s warranty went from three to five years in early 2019, a very welcome change indeed. While buying a Toyota was hardly a risk, it was a bit of a no-brainer from a brand with such a stellar reputation.
If you keep the car serviced, Toyota will cover the engine and transmission for up to seven years/unlimited kilometres. That’s a good deal.
You also get seven years of roadside assist. It’s a belter of a package.
Toyota wants to see you once a year or every 15,000km. The first four services cost just $210 each. That’s not me trying to sell you a car, that’s a dead-set bargain. If you’ve got 90 minutes, Toyota reckons they can get the whole thing done and dusted in that time while you hang out in the lounge. You can book in a service using the myToyota app.
Look and Feel
Now, I’m not going to pretend that I am in love with the RAV4’s styling. Compared to, say, the C-HR, it’s a bit sooky but I don’t mind it. I like the slimmer headlights compared to the fourth-gen but I’m not at all sure about the rear. It’s a big angular for my liking and I think this colour – Atomic Rush – doesn’t really help. Also, in the flesh, the wheels look weird because the finish is odd – it looks like a painted hubcap.
The front end is probably the best view, with the funny double-decker grille. The RAV4 is never going to be a style-leader, it’s all about not offending anyone. I am, however, mildly offended by that little strip of black that comes out of the rear quarter window, seemingly attaching to the rear spoiler. I just reckon it looks like it was put in the wrong spot.
Front cupholders / Front seats / Centre console / Dash with 8.0-inch screen
What is the interior space like?
While I’m not a big fan of the exterior, I’m properly on board (sorry) with the interior. While it’s not stunning to look at, it’s impeccably executed. The cloth trim on the GXL is absolutely fine and I love the consistent star-shaped embossing in the cloth inserts and rubber linings. Toyota has moved on from those massive switches that used to be in everything and it now looks thoroughly modern.
In the GXL you have a lovely big wireless charging pad under the climate controls as well as a little tray that would take the key if you didn’t have a key ring. The bin under the armrest is a good size and would take a one-litre carton of milk (don’t, it’s not cooled). Also in there are two USB ports. In front of the bin and behind the shifter you’ll find two generous cupholders. And there’s a Kluger-style shelf in the dash in front of the passenger. Clever.
Rear vents and USB ports
Out back you have two more cupholders, air-con vents (unusual in this class), two more USB ports and a centre armrest. The rear legroom is excellent, as is headroom, but not a match for the king of rear space, the Volkswagen Tiguan.
The boot is huge, with between 542 litres and 580 depending on where you have the two-level floor set. Either way, it’s big and covered by a cargo blind. Toyota never tells us how big the cargo space is with all the seats down, so at best guess, I’d say somewhere between 1100 and 1500 litres. I told you it was a guess.
You get a space-saver spare, but you can go full-size alloy for $300 but you lose the dual-position floor (and 38 litres).
Drivetrain
2.0-litre naturally-aspirated four-cylinder petrol
The engine and transmission are perhaps the most uninspiring part of a RAV4 petrol.
You get a 2.0-litre naturally-aspirated M20A-FKS (Toyota people love an engine code) with 127kW and just 203Nm of torque. The power figure is okay, the torque barely matches most cars from a class down.
A continuously variable transmission (CVT) transfers the power from the engine to the front wheels. The lack of torque does play into the CVT’s hands, though, as they’re quite good when the twist is at a premium.
For a few more grand, you can have the hybrid version which is more powerful, has more torque and uses a lot less fuel.
Fuel figures
Fuel figures: 6.5L/100km (claimed, ADR) Real world: 9.2L/100km
Don’t panic too much about the gap between the official figure and the real world. For the week I had the car, it spent most of its time bashing around the suburbs as we were hemmed in by fires. It’s not bad but it’s not amazing either.
Driving
You don’t buy a RAV4 expecting fireworks and in that respect, it delivers. It is, however, vastly better than the car it replaced. I really didn’t like the fourth-generation RAV4 – slow, terrible ride and handling (compared to its competition), awful steering and a recalcitrant CVT. Yuk.
All change, please. The steering is good – it has a bit of feel, it’s not too light and you know that when you turn it, the front will go with you. The engine is totally uninvolving and moves you from A to B. The CVT – a type of transmission I generally despise – mostly pretends it’s a ten-speed automatic so isn’t a droning horror. In fact, you get along alright despite the torque deficiency, so it turns out it’s nothing to worry about. It would be a bit of a slug with four on board, though.
Where I was impressed – and I’m sure you will be too – was the ride. This thing can take whatever you throw at it. On my way to the gym, there is a road with a particularly irritating speed bump. I’ve taken easily a hundred different cars over that speed bump. The RAV4 just glides over it. I’ve had big German SUVs with air suspension that made much heavier weather of that monstrosity. That means the RAV4 is a very comfortable car for everyone.
The brakes feel good, it’s quiet both around town and in the cruise and it won’t ever throw any surprises at you.
Competition
It’s a war-zone in the mid-size SUV market. Let’s weed out a couple first. The Hyundai Tucson/Kia Sportage twins-under-the-skin are cheaper and both look better. They’re also pretty old and the Tucson is about to get a whole new model. The Sportage won’t be far behind. If you don’t mind that, they’ve got stacks of gear and at this price point, the Tucson has a turbo 1.6-litre.
The Mazda CX-5 is a terrific car and again, at this price point, you’re getting into the 2.5-litre Maxx Sport AWD spec. That’s an excellent package. Great to drive, lovely interior (although not as good as the new Mazda3) and a decent after-sales package, too. The boot is small, though and the back seat isn’t as comfortable for taller people. Looks terrific, though.
Honda’s CR-V is approaching mid-life in this generation and holds the distinction of being available with seven seats. And, sadly, a 1.5-litre turbo with a CVT. But it’s a Honda, which means an exceptionally spacious interior, some lovely interior design touches and way too much going on outside. It did very well in a big comparison test over at CarsGuide.
And then there’s the Subaru Forester. I haven’t driven the new Forester, but hopefully it’s better than the old one which I didn’t like very much at all. It does have the 2.5-litre boxer engine and the EyeSight safety tech is supposedly less frantic these days. People love them, though, and they have a good warranty and reputation.
And then, finally, there’s the Volkswagen Tiguan. It’s a terrific car, but really getting on now. I last drove one a few years back, the same week I was black-banned by VW’s Australian PR manager for making a joke about Dieselgate. Despite all that, I loved it. It is more expensive and you won’t get a lot of Tig for the same price as a RAV4. After-sales is pretty dire, with expensive servicing and a dealer network I have great trouble with between my VW up! and my mum’s Polo.
Redline Recommendation
The RAV4’s reputation was built on that cutesy first one. People still ask if it has the tyre on the tailgate.
This is the first RAV4 I can heartily recommend to people. I could before, but it was only for people who didn’t care about driving or fuel economy or just wanted a Toyota. Or they lived in the country.
It’s not the best to drive – heck, the GXL isn’t even the best RAV4 – but it is packed with stuff. I didn’t feel it was missing anything (well, it didn’t have CarPlay, but it could have if I took it to the dealer), it was comfortable and drove well. It will be a solid companion and is cheap to own.
But I reckon a hybrid would be worth the extra money. We’ll find out in a couple of weeks.
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Functional
Always active
The technical storage or access is strictly necessary for the legitimate purpose of enabling the use of a specific service explicitly requested by the subscriber or user, or for the sole purpose of carrying out the transmission of a communication over an electronic communications network.
Preferences
The technical storage or access is necessary for the legitimate purpose of storing preferences that are not requested by the subscriber or user.
Statistics
The technical storage or access that is used exclusively for statistical purposes.The technical storage or access that is used exclusively for anonymous statistical purposes. Without a subpoena, voluntary compliance on the part of your Internet Service Provider, or additional records from a third party, information stored or retrieved for this purpose alone cannot usually be used to identify you.
Marketing
The technical storage or access is required to create user profiles to send advertising, or to track the user on a website or across several websites for similar marketing purposes.
