Back in the ’50s, the General Motors Motorama wasn’t just a car show, it was a huge cultural event that saw “Dream Cars” (what we would today call concepts) grace the stage along models in the latest haute couture fashion from France. And yet, like a dream, once the events were done, the cars that grabbed the public’s attention were quickly forgotten, and mostly destroyed.
However, even then, a few enthusiasts understood the importance of these cars and worked to preserve them. Extremely rare, and utterly irreplaceable, two such examples are being offered by Broad Arrow Auctions at its Monterey Jet Center Auction later this month.
The Cadillac Eldorado Brougham Town Car
This Cadillac, for instance, was protected by Harry Warholak, the owner of Warhoops Used Auto & Truck Parts in Warren, Michigan. A scrapyard where owners could find parts to keep their old models alive, GM intended for the four cars it sent there in 1958 to be broken down and sold for parts.
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However, Warholak was an enthusiast, and when he saw the Cadillac that had been shown off during the 1956 Motorama, he hoped that it would one day drive his daughter to the church on her wedding day, so he hid it away.
And a finer wedding car one can hardly imagine. Inspired by the Eldorado Brougham show car from 1955, the Town Car variant was intended to keep consumers interested in the concept while a production version was developed.
Drawn by a 19-year-old Robert Cumberford, working under the legendary Harley Earl, it added a crease in the rear roofline to make it look like a convertible (a trick later introduced to production Cadillacs), as well as delicate, electrically operated door handles.
Inside, almost everything was custom-made, with many parts cast in bronze or plated in gold. It also got mouton carpeting, polarized sun visors, air conditioning, an intercom to speak with the driver, gold-plated vanity trays, a (fake) thermos bottle, six tumblers, and a cigar humidor.
Unfortunately, although there was a powertrain, it was mostly used to weigh the car down, and keep the stance correct. It wasn’t until the 1989 that Warholak’s legendary collection of Motorama cars was discovered by outsiders, then it took until the mid ’90s for a restoration to take place. However, now, the car has been returned to its full, 1956 gleaming glory, this time with a powertrain that works. Offered to its next caretaker, estimates suggest that the car will go for $450,000 to $600,000.
The Oldsmobile F-88
The Cadillac’s wasn’t the only path to preservation, though. For instance, in 1954, Oldsmobile unveiled its take on the Corvette, the F-88 Concept. An allegedly fully engineered job, the car featured fiberglass bodywork that would predict the future for many a production car. For instance, the tail fins would be used by Cadillac in 1959, and the front fenders looked forward to the 1955-56 Oldsmobile.
In other respects, it was more like a concept. Inside, it had pigskin upholstery with a pearlescent finish, handmade trim, and a tuned 324 Oldsmobile V8 that made 150 hp (112 kW/152 PS).
Unlike the Cadillac, this car wasn’t simply handed off to a scrapyard. Seeming to understand the aesthetic appeal of the car, two more were produced for Harley Earl and Sherrod Skinner, a GM executive. While these two were later cannibalized to create future concept cars, the actual show car appears to have been carefully disassembled, and sold to none other than E.L. Cord, the namesake of the Cord motor company.
Shipped in boxes to Cord’s estate in California, the car sat in storage for years. Over the decades, it traded hands many times, and it wasn’t until the ’80s that the car was actually taken out of the crates and the packing hay was removed.
According to the restorers, the car was pretty much entirely complete when they finally got their hands on it, though some parts, such as the inner door upholstery and the plexiglass headlight bubbles, had deteriorated.
By 2005, it went to the Gateway Automobile Museum in Colorado, where it became the centerpiece of the collection, until now. In fine condition, the car will now be passed on to another collector, who can choose to let it sit, or could take driving. Either way, getting it will be a challenge, as estimates predict that it will sell for between $2 and $3 million.
You’ve probably watched and read reviews from journalists who wax lyrical about the 2023 Toyota GR Corolla. Many have called it the best hot hatch that money can buy but can you actually live with it? Is it a little too hardcore for the road? Is it too obtuse? Or is it legitimately the best bang-for-your-buck performance car on the market? Let’s find out.
We had our first chance to sample the GR Corolla at its international launch back in September last year. Our own Stephen Rivers described it as the “new king of hot hatches” and that was enough to give me the James May fizz when thinking about the car’s arrival to the Australian market where I’d have my first chance to experience what all the hype is about.
I will preface this review by saying I did not get any track time in the GR Corolla and I have no doubt that’s where it shines the brightest. What I can say with confidence is that on the street and on a day-to-day basis, it absolutely lived up to my expectations – and then some.
The range of Toyota GR Corolla models on sale in Australia is not quite as comprehensive as it is in the U.S. Indeed, there are just two variants on offer, the GR Corolla GTS that we drove, and the flagship Morizo Edition of which just 25 examples are initially heading Down Under. While local shoppers don’t have much choice, the GTS is much more well-equipped than America’s base model. It is available from AU$69,800 ($46,617) including on-road costs.
Standard features are aplenty with the GTS. They include 18-inch Enkei alloy wheels wrapped in 235/40 Yokohama Advan Apex V601 tires at all four corners. Unlike America’s base model, the GR Corolla GTS also comes standard with the must-have front and rear Torsen limited-slip differentials. It also has dual-zone automatic climate control, a wireless phone charger, an 8-speaker JBL audio system, satellite navigation, wired Android Auto, and wireless Apple CarPlay.
Prior to picking up the keys to our test car for the week, I hadn’t actually seen a GR Corolla in the flesh. I have always been fond of the exterior design of the 12th-generation Corolla, particularly in hatchback guise, and always thought it could serve as the perfect base for a hotted-up, performance-focused model. Toyota hasn’t disappointed in the visual stakes.
No regular Corolla– until you step inside
The hot hatch strikes an imposing figure with its flared arches and widened track and with just a quick look at the gaping-wide black grille, it’s obvious that it means business. Other visual highlights include the air vents incorporated into the hood and the particularly phat rear that looks like it’s just received a BBL. Unfortunately, Australia’s GR Corolla does not receive the same fixed rear wing as the Circuit Edition in the U.S. and the rear does look a little tame without it. The trio of tailpipes are a nice touch though.
I have mixed feelings about the interior of the GR Corolla. There are some very nice features found within such as the leather-accented GR sports seats wrapped in Brin Naub suede with silver stitching and accents. These seats are very comfortable, hold you in tightly, but do not adjust as low as I would like. The steering wheel is also lovely as are the metal pedals and the shifter. Curiously, Toyota hasn’t bothered to re-engineer the center console for right-hand drive markets meaning the hydraulic handbrake is on the passenger side of the tunnel, not on the driver’s side like in the U.S. Inclusions such as heated seats and a heated steering wheel are very welcome, as is the configurable 12.3-inch digital instrument cluster.
In general, however, the interior of the GR Corolla feels quite dated. The dashboard is dominated by hard, scratchy black plastic and the HVAC controls look a little unrefined. Worst of all is the 8.0-inch infotainment system. The screen itself is nice enough but the software is years behind rivals including VW, Honda and Hyundai. It is very basic, has few features, and isn’t particularly user-friendly. Thankfully, I didn’t have to use it much as I just plugged in my phone and used Android Auto most of the time.
The cabin feels pretty much the same as a standard Corolla, just amped up a little. Of course, the GR Corolla isn’t alone in this regard as pretty much all other hot hatches have cabins virtually indistinguishable from the base models they are based around albeit for a few unique trimmings and features here and there. Compared to the car’s smaller sibling, the GR Yaris, it feels significantly more spacious and given that it has four doors, is also much, much more practical.
A performance superstar
Driving the GR Corolla is where it really begins to make sense. Sure, the interior is a little lackluster and it could look a little more extreme but the way it covers ground over any kind of road surface is truly mesmerizing.
Like the GR Yaris, it features a 1.6-liter turbocharged three-cylinder but this engine has been tweaked to now produce 221 kW (296 hp) at 6,500 rpm and 370 Nm (273 lb-ft) of torque between 3,000 and 5,500 rpm. However, these figures only tell part of the story. In fact, the GR Corolla feels quicker than those numbers would have you believe. This became immediately apparent when I first pulled away from a set of lights in it.
The engagement point of the clutch pedal is quite low meaning that with just a little bit of pressure on the throttle, you can easily drop the clutch, pin the throttle, and this thing will rocket off the line in a way that no other hot hatch with a six-speed manual transmission can match. In an instant, you’ll be at the top of first gear going a touch over 60 km/h (37 mph) and after changing into 2nd and then 3rd, 100 km/h (62 mph) appears on the dash much quicker than expected. Toyota says the car needs a touch over 5 seconds to hit 100 km/h but it feels even quicker than that as you’ll have to shift into 3rd at around 98 km/h (61 mph) or else you’ll slam into the rev limiter. Equally as impressive as the sheer speed off the line is just how easy it is to repeat over and over again without the car feeling like it is getting stressed.
Straight-line acceleration is just one of the GR Corolla’s many areas of expertise. The combination of a trick all-wheel drive system, twin LSDs, and sticky Yokohama tires provide it with remarkable levels of grip in the twisties, so much so that finding the limits of it is virtually impossible on public roads.
Turn-in is exceptional and the front tires immediately hook up as soon as you turn into a bend. If you miss an apex in this most potent of hot hatches, it’s your fault, not the car’s. The mid-corner grip is also incredibly strong, although we can’t help but think it could be even stronger were the car mounted with Michelin or Pirelli rubber. Like the GR Yaris, the car has an adjustable all-wheel-drive system where you can either a 60:40 front/rear power split, a 50:50 power split, or a 30:70 power split.
Those with experience driving front-wheel drive hot hatches will be most at home with the 60:40 split but for some added driving thrills, the 50:50 and 70:30 splits are preferable. Interestingly, even in the 50:50 mode, the rear end rotates very easily, making it feel as though there is more power at the rear than there actually is. In 30:70 mode, this feeling is even more pronounced and with the traction control system disabled, allows you to perform smoky drifts. Speaking of drifts, Toyota has also fitted the GR Corolla with a hydraulic handbrake that quickly rotates the car and disconnects power to the rear wheels, allowing you to easily perform 360-degree donuts on a dime. It’s hardly a useful feature on the road nor one that will benefit lap times on a track, but it is loads of fun.
The soundtrack of the GR Corolla also impressed us. Whereas the GR Yaris has always been a little muted, the GR Corolla offers a much more thunderous soundtrack with plenty of base, so much so that we were left wondering if the JBL subwoofer hasn’t been tuned to add some base to the exhaust note. There are no cracks and pops like VW and Hyundai hot hatches which is a little bit of a shame.
The shifting action of the gearbox is good but cannot rival that of the Honda Civic Type R. Then there’s the ride. The GR Corolla is quite stiff and unlike some rivals, it does not have adjustable dampers. That’s a shame given its sky-high starting price and does mean living with it on a daily basis can be a little more challenging than some alternatives.
Is this the new hot hatch benchmark?
It’s impossible to deny that the Toyota GR Corolla is a very, very good hot hatch. While it may perform best on a racetrack, it is perfectly suited to public roads whether you want to drive it calmly or try to exploit some of the performance. Is it the best bang-for-your-buck performance car on the market? We’re not so sure. The Hyundai i30 Sedan N (Elantra N), while not technically a hot hatch, offers just as many driving thrills, better technology, and more comfort, all while starting at AU$55,000 ($36,733) before on-road costs, a saving of almost AU$14,000 ($9,350).
Lexus has a new GX for 2024, and that’s significant because it’s only the third all-new GX in the model’s 20-year run and replaces an SUV that first went on sale in 2010.
But what’s really interesting about this new Lexus three-row SUV is that it’s one of two such vehicles the brand is introducing for 2024. The other is the Lexus TX. Confused? Think about how Land Rover offers both the Discovery and Defender. One majors on space, luxury and refinement, while the other places an emphasis on outright off-road capability and cool, modern utilitarian design.
So getting back to Lexus, the TX is aimed at the Discovery, BMW X5 and Genesis GV80. It also has a unibody design based on the TNGA-K platform found on the Toyota Grand Highlander that should make it smooth on the highway. The GX, on the other hand is a tough, traditional body-on-frame truck built around a version of the TNGA-F chassis found under the Lexus LX 600 and the full-size Toyota Land Cruiser sold overseas. While it might also steal some sales from city-dwelling SUVs like the X5 and GV80, or even the TX, the GX’s more natural rivals are the Defender and Jeep Grand Cherokee.
So how does the GX stack up against those two rivals? Let’s dig into the specs and take a look.
GX? Is that really you? Talk about a radical redesign. The bloated, chintzy dad-bod look of the old GX has been replaced by something infinitely more self-assured and modern. The familiar Lexus ‘spindle’ grille is still there, but there’s something almost retro about the design that sets it apart from every other one of the brand’s vehicles. Whatever the Lexus design team is smoking, someone roll them another one.
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The new GX looks like it can’t wait to jump off the asphalt and hit some trails, and as with every previous GX, that’s not an empty promise. The GX’s body-on-frame construction makes it unique in the midsize luxury SUV class, and means it will make a great tow vehicle (up to 8,000 lbs / 3,630 kg) and prove handy on really tough trails, unlike most posh SUVs.
Every model gets full-time all-wheel drive and a lockable Torsen limited-slip center differential, while off-road focused Overtrail models add a locking rear differential as well as an aluminum skid plates, 33-inch tires, a crawl-control feature and an adaptive suspension system that can disconnect the sway bars for more articulation.
This is still a Lexus though, so the interior is all about luxury. The old analog gauge cluster makes way for a 12.3-inch digital one, the 10.3-inch infotainment system is upgraded to 14 inches and the aniline leather seats can be configured as three pairs or with a bench in the second row for seven-person transport. An entry-level Premium-trim GX should come in at just over $60,000 when sales start in early 2024, but you can expect to pay around $70k for a mid-spec Luxury grade model and maybe $80k for a top-spec Overtrail+.
Configuration possibilities are rather less numerous when it comes to powertrains, however. The only model available at launch is the GX 550 that comes equipped with a 3.4-liter twin-turbo V6 and 10-speed automatic transmission. It makes 349 hp (354 PS) and 479 lb-ft (650 Nm), which compares well with the old GX 460’s 301 hp (305 PS) and 329 lb-ft (446 Nm), but economy is disappointing at 17 mpg, versus 16 mpg for the outgoing V8.
One thing worth bearing in mind is that Toyota is about to unveil a new Land Cruiser in the U.S. (Land Cruiser Prado in other markets) based on the GX component set, and while it won’t have the GX’s luxury badge or interior, it will do much the same thing for less money.
Jeep Grand Cherokee L
Price
$42,030-71,435
On sale
Now
Engine
3.6 V6 turbo or 5.7 V8
Drive
RWD or AWD
Wheelbase
121.7-in (3,091 mm)
Jeep is pumping our some seriously competent and desirable SUVs these days, and the Grand Cherokee is one of them. The five-seat Grand and its three-row Grand Cherokee L brother were only launched a couple of years back, so they’re still fairly fresh, and it’s the bigger of the pair that GX buyers are going to find most interesting.
Like the GX, the Grand Cherokee L favors blocky straight lines, rather than curves, but the Jeep looks slightly softer, less like an escapee from a covert military hardware compound and more like what we’ve come to expect from a luxury SUV.
There’s also plenty of what you expect from a luxury SUV on the inside, at least if you go for the fancy Summit and Overland grades that can feature luxuries like quilted leather, open-pore wood trim, massage seats and a third screen for the front passenger above the glovebox. Things look slightly more ‘rental’ at the other end of the lineup, the entry-level Altitude making do with cloth seats and a puny 8.4-inch center touchscreen. But then the Jeep’s $42k starting price is almost $20k below the GX’s, so you can afford to move up the range if you’re considering a Grand instead of the Lexus.
And the good news is that even the budget versions get three rows as standard. The L gains an additional 5-in of (127 mm) of wheelbase over the five-seat car and the extra row it allows comes as two individual seats as standard, with a three-person bench available as an option.
We’re still waiting for Jeep to make a 4xe hybrid powertrain available to the extended Grand Cherokee, so for now the engine choice comes down to a 3.6-liter V6 with 293 hp (297 PS) or a 5.7-liter Hemi V8 pushing out 357 hp (362 PS). You can have either of those with either rear- or all-wheel drive but whichever you pick it’ll be fed via an eight-speed automatic.
We’d go for the V8 for its extra 130 lb-ft (176 Nm) of torque. It makes a nicer noise, won’t be around for long, will make easier work of hills and hauling, and speaking of towing, going the V8 route ups the rating from 6,200-7,200 lbs (2,810-3,266 kg).
Land Rover Defender 110 /130
Price
$60,600-116,600
On sale
Now
Engines
2.0 turbo I4, 3.0 turbo I6 or 5.0 V8
Drive
AWD
Wheelbase
119-in (3,023 mm)
You only need take one look at the new GX and know that Lexus’ design team has been closely studying the Land Rover Defender. We’ll leave you to decide who does boxy best, but there’s no arguing that the Landie looks great, or that it’s a ton more interesting than a Land Rover Discovery, even if it isn’t quite as roomy or luxurious inside.
The Defender comes in three lengths named 90, 110 and 130, but potential Lexus buyers will want to skip the first, a stumpy two-door, and focus on the remaining pair. The 110 and 130 ride on the same 119-in (3,023 mm) wheelbase, but the big guy gets an extra 13.4-in (340 mm) of rear bodywork that improves both passenger and cargo room.
Trust us, if you’re planning on ticking the third row option and using it regularly, the Defender 130 is definitely the way to go, because in 110 guise the rearmost passengers have a whopping 10-in (254 mm) less legroom than those in the back of Grand Cherokee L, and trunk space behind the 110’s seats is almost nonexistent. Shame the 110 looks so much better.
Like the GX, and unlike the Jeep, the Defender comes with all-wheel drive as standard. But where it differs from both is that the base engine in the 110 is a turbo four, rather than a V6. The P300 2.0 Ingenium motor’s 296 hp (300 PS) more than matches the Grand Cherokee’s 293 hp (297 PS), and out-torques it to the tune of 35 lb-ft (47 lb-ft), too.
Likewise, the optional P400 3.0-liter, mild-hybrid inline six beats both the GX’s 3.4 V6 and the Jeep’s available V8 with its 395 hp (400 PS) and 406 lb-ft (550 Nm), and for buyers with deep pockets and plenty time to kill at gas stations, there’s the $111,500, 518 hp (525 hp) P525 V8 Defender 110. Go for the Defender 130 and you’re no longer able to order the front jump seat and the V8 option is downgraded to 493 hp (500 PS), but you do get air suspension and a milder (296 hp / 300 PS) version of the I6 as standard in place of the 110’s I4.
Yeah, we know we spent our opening 200 words explaining why the Lexus TX and GX were totally different, but you have to imagine that someone dropping in on their local Lexus dealer to take a look at the GX might at least spend a minute nosing around the TX.
And though we think it looks seriously unexciting in comparison, there are a few reasons why they might be persuaded that the TX is the better buy. For one, it has almost 4 inches (100 mm) of additional wheelbase, a third row of seats better suited to regular, and not just occasional use, plus far more luggage space. And though it doesn’t have a hope of keeping up with a GX on rough ground, that unibody chassis means its on-road dynamics are going to miles better.
The TX also has two engines at launch to the GX’s one, a front-wheel drive option for buyers sure they’ll never venture off the ball stuff, and which will consume far less gas. The base engine is a 2.4-liter turbo four with 275 hp (279 PS) and 317 lb-ft (430 Nm) of torque, while the TX 500 h adds hybrid assistance to lift output to 366 hp (371 PS) and 409 lb-ft (555 Nm).
A 406 hp (412 PS) PHEV comes later with a 33-mile (53 km) claimed electric range, but if you’re more interested in hauling boats to the ocean than the rising temperature of the ocean itself, the TX’s inferior towing capacity means you’ll be better off with the gas-hungry, non-hybrid GX.
Which trail-ready luxury SUV would get your cash? Drop a comment below and let us know your choice.
The second generation of the BMW M2 Coupe (G87) debuted in October 2022 receiving a lukewarm response from the press and automotive enthusiasts, not because of its specs which were quite impressive, but due to the controversial styling. After checking it out in person last week I concluded that the M2 is probably the best M-branded sportscar on sale overall, but only if you can overcome the fact it is uglier than its predecessor.
In order to support my point, here are five arguments in favor of the M2 being the highlight of BMW M’s range for those who are not into the performance SUV craze.
1. It’s the most compact BMW M in the current range
With a length of 180.3 inches (4,580 mm), a width of 74.3 inches (1,887 mm), and a height of 55.2 inches (1,402 mm), the G87 M2 is not a small car. In fact, it has a very similar footprint to the E92 M3 from 2007 but it is 214 mm (8.4 inches) shorter in length than the G82 M4. In other words, the M2 is the smallest new BMW M, with all of the benefits this might bring to how nimble it is. Speaking of size, the rear seats predictably feel cramped, although I am 6.04 ft and I found it bearable at least for small trips. Also, the 13.8 cubic feet (390 lt) boot is practical enough for the traveling needs of most couples – I don’t think that a family would ever consider the smallest two-door BMW M.
There is however one drawback and this is the weight. The M2 tips the scales at 3,814 lbs (1,730 kg) when fitted with a manual gearbox and 3,867 lbs (1,754 kg) with the automatic. This means it is more than half a ton heavier than the original E30 M3. It is also heavier than the 3,583 lbs (1,625 kg) of the M4 CSL and the limited production 3.0 CSL which are currently the lightest M cars.
2. It has all the power you’ll ever need for the road
Remember when the original E30 M3 produced 192 hp (143 kW / 195 PS) back in 1986? Those days are long gone as the entry-level BMW M in 2023 is good for 453 hp (338 kW / 459 PS) and 406 lb-ft (550 Nm) of torque thanks to the mighty twin-turbo 3.0-liter six-cylinder engine. More importantly, power is still transmitted to the rear axle through either the standard six-speed manual or the optional eight-speed automatic.
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It is true that the Bavarian automaker couldn’t settle for anything less in a world where “hyper hatches” including the Audi RS3 and the Mercedes-AMG A45 have gone past the 400-hp mark. However, the bottom line is that an ICE-powered sportscar that can accelerate from 0-60 mph (0-96 km/h) in 4.1 seconds (or 3.9 seconds with the automatic) and has a top speed of up to 177 mph (283 km/h) with the optional M Driver’s Package would never feel slow. Furthermore, its handling capabilities are well above the skills of the average driver and probably more than what you can take advantage of on public roads. As for experienced drivers, those will certainly have plenty of fun behind the wheel of a manual RWD and well-balanced sportscar.
3. It will likely be the last BMW M with a manual gearbox
The days of manual gearboxes are numbered, with most automakers abandoning them as they move into the electric era. Dirk Hacker, development boss at BMW M, recently confirmed that the six-speed manual gearbox will remain available on the M2 throughout its lifecycle. However, when it ends close to 2030, there is a high chance that manual BMWs will become extinct. Hacker said that this decision also has to do with the potential lack of manual gearbox suppliers by that date.
4. It has sexy proportions despite the ugly bits
I have to admit that while I am not a fan of the G87 M2’s styling, it looks a lot better and cleaner in person compared to the press photos – which is the case with most modern BMWs. This is mostly attributed to the proportions and the road presence of the model which seems to be just about the right shape and size for a driver’s car.
When I first laid eyes on the pictured Zandvoort Blue M2 at an official BMW event in Athens, Greece, it was parked next to a white M3 Competition. While the M3 looks more refined – and I didn’t expect to say that when I first saw the huge grille – it was the M2 that caught my attention. The wide rear fenders are probably the sexiest part of the vehicle, alongside the three-box coupe proportions, the carbon-fiber roof, the black-finished 19-inch alloy wheels, and the frameless doors.
I am still not fond of the grille and the square bumper intakes of the front which looks like a punch, but the headlights are an improvement over the standard 2-Series Coupe thanks to their simplified shape. I also used to dislike the complex taillights and the boxy rear bumper but things looked nicer from up close. The optional M Performance parts make it harder to digest but thankfully the exhibited vehicle was left stock.
5. It is the most affordable full-blown M model
With a starting price of $62,200 in the U.S. market, the M2 is not considered affordable by any means, but it is the cheapest BMW M. For a good measure, it undercuts its big sister, the M4, by $15,900. It also represents savings of $96,800 compared to the flagship XM – but this is another story.
The situation is similar in Germany, where the M2 Coupe costs €75,400 ($82,287), which is a full €29,000 ($31,646) cheaper than the M4 Coupe.
Are those reasons enough to make you love the G87 M2 or do you find the pricier and slightly larger G82 M4 a better option overall?
This story contains independent illustrations that have not been endorsed by VW. We have revised the original article to incorporate Volkswagen’s recent teasers and official information regarding the upcoming Tiguan. (Updated 6/19)
The third generation of the Volkswagen Tiguan is set to make its official world premiere in Europe in September 2023, marking the final internal combustion engine (ICE)-powered compact SUV from the German brand. Based on the latest revealing teasers, we have compiled all the relevant information about the new model, which is expected to feature modern styling, larger touchscreen displays, more efficient plug-in hybrid (PHEV) powertrains, and an as well as an improved ride.
The current-generation Tiguan was initially introduced in 2014 and underwent a facelift in 2020. However, compared to its newer rivals in the highly competitive compact SUV segment, it has started to feel outdated. Volkswagen aims to address this with an all-new generation, which introduces a departure from the angular surfacing seen in its predecessor, opting instead for a slightly curvier and more sculpted body.
Illustrations Jean Francois Hubert/SB-Medien for CarScoops
Last week, VW released official photos of lightly camouflaged, pre-production models, revealing that the new Tiguan incorporates styling elements from the brand’s fully electric ID range. Our artists have digitally removed the wraps to present a visual representation of what the final production model may look like.
The redesigned front end has more refined appearance combining evolutionary design cues with references to previous generations. A notable feature is the optional advanced IQ Light HD Matrix technology available for the headlights, accompanied by a full-width LED bar that accentuates the solid grille.
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As part of the new design language for ICE-powered VW models, a notable feature is the front bumper with a prominent central intake and vertically-mounted air ducts This design trait will also be adopted by the upcoming facelifted Golf and next-generation Passat. The greenhouse design draws inspiration from the larger Touareg, although the smaller-diameter wheels on the base Tiguan trims do not fully highlight the muscular front and rear fenders. While the plastic cladding around the bodywork remains subtle, it’s worth noting that there are no plastic skid plates as the model was not specifically intended for adventure-focused purposes.
Swoopier design
The rear design of the new Tiguan can be considered more of an evolution rather than a revolution. The LED taillights are now integrated into a single trim piece, and the rear glass maintains its traditional form, avoiding the coupe-SUV trend. The rear bumper retains the distinctive full-width reflector from the outgoing Tiguan. As for the faux-tailpipe trim, it remains uncertain whether it will be retained or removed in the final production model.
In terms of dimensions, the new Tiguan has a length of 4,551 mm (179.2 inches), a width of 1,939 mm (76.3 inches), and a height of 1,640 mm (64.6 inches). It rides on a wheelbase of 2,681 mm (105.5 inches). Compared to the outgoing model, the new Tiguan is 32 mm (1.3 inches) longer and 5 mm (0.2 inches) taller, while maintaining the same width and distance between the axles.
High-tech interior that brings back buttons
Volkswagen says it has placed significant emphasis on the interior of the new Tiguan, which was fully unveiled in pre-production form without any camouflage. The standout feature is the large 15-inch touchscreen infotainment system, sourced from the ID.7, which protrudes from the dashboard in a somewhat prominent manner. Hopefully, the 12.9-inch unit that will be installed in the lower trims, will be more seamlessly integrated into the interior design. Additionally, a smaller digital instrument cluster and a head-up display contribute to the overall digital cockpit experience.
According to the automaker, the designers dedicated significant effort to enhance the intuitiveness of the interface based on customer feedback. Although the climate controls remain integrated within the touchscreen, the addition of illuminated sliders and shortcuts promise to simplify the user experience. Furthermore, the new rotary control on the center console, which includes its own integrated display, adds a physical element to the overall interaction. In response to customer concerns, the steering wheel has been redesigned to eliminate the touch-sensitive controls that were criticized, as previously promised by VW.
The new VW Tiguan will provide a more spacious interior compared to its predecessor. Rear passengers will enjoy an additional 10 mm (0.4 inches) of headroom, while boot capacity has also been increased to 648 liters (22.9 cubic feet), which is 33 liters (1.2 cubic feet) larger than before. For added luxury and comfort, optional ergoActive seats are available for the driver and front passenger, featuring heating, ventilation, four-way lumbar support adjustment, and a 10-chamber massage function, akin to the creature comforts found in premium segments. Volkswagen says it also emphasized the use of high-quality materials throughout the interior, along with practical storage solutions integrated into the center console.
Gasoline, Diesel, Mild-Hybrid, And Plug-In Hybrid Options
The new Tiguan will be based on the upgraded MQB Evo architecture, which is an enhanced version of the platform used by previous ICE-powered models from Volkswagen As a result, the automaker is not planning an EV variant of the Tiguan, since there won’t be much breathing space between the upcoming ID.3-sized electric SUV and the ID.4.
It may not get a pure electric version but the Tiguan will benefit from an enhanced range of electrified options, which will play a more significant role in the lineup. A notable highlight is the introduction of new Plug-In Hybrid (PHEV) powertrains that utilize the updated 1.5 TSI Evo2 engine paired with an undisclosed number of electric motors. These PHEVs, identified by the eHybrid designation, will offer two power outputs: a combined 201 hp (150 kW / 204 PS) and 268 hp (200 kW / 272 PS), with the latter configuration providing all-wheel-drive capabilities. Of particular importance, the larger 18.5 kWh lithium-ion battery now supports DC charging and delivers an extended zero-emission driving range of approximately 100 km (62 miles).
It has been confirmed that the new Tiguan will also be available with petrol (TSI), mild-hybrid petrol (eTSI), and turbodiesel (TDI) powertrains, although VW didn’t go into specifics. Petrol (gasoline) options will most likely include the mildly electrified 1.5-liter eTSI and the 2.0 TSI. As for the trusted 2.0 TDI diesel, this will certainly keep its position in the lineup – at least for a few more years. All powertrains will be exclusively mated to a DSG automatic gearbox which means there will be no manual option for the new Tiguan.
Notably, the performance-focused Tiguan R with the 2.0 TSI producing 315 hp (320 PS / 235 kW) in the outgoing generation wasn’t mentioned in the press release, so we don’t know if it will get a direct successor. The R sub-brand has pledged to go EV-only by 2030, so VW could skip the Tiguan this time and focus on spicing up its ID range instead.
One thing VW highlighted is the optional DCC Pro adaptive suspension which makes its debut in the compact segment. The sophisticated system features two-valve shock absorbers and offers 15 different levels of adjustment covering the entire spectrum between the Comfort and Sport settings.
European Market Launch In Early 2024
The new VW Tiguan will be officially unveiled in September 2023 with European sales expected to begin in the first quarter of 2024. According to the latest reports, the longer Tiguan Allspace which was the only variant offered in the US, will be discontinued.
The Tiguan has ample opportunity to shine until Volkswagen transitions into an EV-only brand in Europe by 2033. Nevertheless, this compact SUV faces formidable competition from strong rivals such as the Renault Austral, Nissan Qashqai, Kia Sportage, Hyundai Tucson, Ford Kuga, and the mechanically-related Skoda Kodiaq, which is also set to introduce a new generation in 2024. It’s worth noting that we did not include the Peugeot 3008, as the Stellantis model is expected to adopt a coupe-SUV stance and go EV-only in the near future.
The U.S. May Get China’s Tayron And Tayron Coupe Instead
China’s current generation VW Tayron
There have been reports claiming that the second generation of China’s VW Tayron, expected to debut by 2025, could serve as the successor to the current Tiguan Allspace in North America. It is speculated that the Tayron will be a global model sharing its underpinnings and PHEV powertrains with the EU-spec Tiguan. Interestingly, there is also speculation that the Tayron may be renamed as the US-spec Tiguan, although no official confirmation has been made yet.
Imagine driving a Citroen Berlingo van and being overtaken by the monstrous Hyundai i20 N Rally1
Stumbling upon a rally car during your daily commute is not something common, but it actually happens to people from countries with WRC events. Drivers in Croatia experience this bizarre car spotting every year as proven by a number of videos that found their way on the internet.
Following the WRC Croatia Rally that was held between April 20 and 23 this year, the local YouTube channel Autospot uploaded a video with the best rally car sightings on and off the highway. The compilation actually includes footage from the WRC events in Croatia in 2021, 2022, and 2023, allowing for greater variety. The video was uploaded over a month ago and has gathered more than 600,000 views to date with the algorithm bringing it to our attention.
The reason you see WRC cars on public roads in the first place is that the drivers need to commute between the different stages of the event in order to compete. Most of them take it easy, cruising at low speeds with the deep sound of the exhaust keeping them company while sitting in their buckets. However, there are cases where they take advantage of the blistering-fast acceleration and sharp driving dynamics of their vehicles for brief periods of time.
The most dangerous part of the video is likely the maneuver of the Hyundai i20 N Rally1 that is overtaking a Citroen Berlingo van right at the last minute before taking the exit on the highway. At another point we can see a Toyota GR Yaris Rally1 Hybrid casually overtaking a Renault Captur, showing the notable difference in width between the wide-bodied rally cars and a mainstream B-SUV. Other appearances in the video include the Ford Puma Rally1 Hybrid, as well as rally cars of different categories like several examples of the Skoda Fabia and a rare Alpine A110 Rally.
Unfortunately, this year’s Rally Croatia will be remembered for the wrong reasons, as Irishman Craig Breen crashed his Hyundai during testing, leading to his tragic death.
The Renault Rafale made its world premiere today as a new halo car for the French brand. Inspired by the world of aviation, as evident in its name borrowed from a 1930s racing airplane and its debut at the Paris Air Show, the Rafale embodies the automaker’s latest design language and technology. The coupe-style SUV is mechanically related to the Austral and will only be offered with E-Tech hybrid powertrains.
Even though the Rafale shares the CMF-CD underpinnings with its counterparts, the Austral and Espace, it boasts a distinctive appearance with unique body panels. The model is positioned in the D-SUV segment (midsize) measuring 4.71 m (185.4 inches) long, 1.86 m (73.2 inches) wide, and 1.61 m (63.4 inches) tall with a wheelbase of 2.74 m (107.9 inches). This makes it only 12 mm (0.5 inches) shorter than the seven-seater Espace which has an identical wheelbase.
While the Scenic Vision concept and the facelifted Clio came before it, the Rafale marks Renault’s first production vehicle to fully embody their new visual language, overseen by Gilles Vidal, former design boss at Peugeot. The front end of the Rafale boasts arrow-shaped LED DRLs and Peugeot-style LED headlights. Positioned below the sleek nose, the grille incorporates an aerodynamically optimized pattern that echoes Renault’s diamond emblem, while efficiently directing airflow and concentrating cooling at the lower bumper intake.
The profile is less adventurous in comparison yet stylish, with toned-up fenders, sleek gloss black cladding, and sharp lines along the lower part of the door. The standout feature is undoubtedly the sloping roofline, which gives the coupe-SUV silhouette its distinctive look. The rear glass is precisely inclined at 17 degrees, a design choice that not only optimizes efficiency but also eliminates the need for rear wipers, epitomizing both form and function.
At the rear, the high-mounted Y-shaped LED taillights could belong to a Mitsubishi model (ideal for potential re-badging opportunities). There’s also an integrated spoiler on the tailgate alongside a prominent roof spoiler, and a sleek rear bumper that cleverly conceals the exhaust pipes, resulting in a clean and sophisticated appearance. The SUV rides on stylish 20-inch alloy wheels, adding to its overall presence. In terms of color options, the Rafale offers a range of choices, including the new White Pearl and Alpine Blue shades, along with the classic Flame Red, Diamond Black, and gloss Ceramic Grey.
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A familiar interior with plenty of screens
Inside, the dashboard and OpenR digital cockpit are carried over from the Rafale’s closely related Austral and Espace siblings. This means that the coupe-SUV features a 12.3-inch digital instrument cluster alongside a 12-inch touchscreen for the infotainment and an available 9.3-inch head-up display. The sport seats of the Espirit Alpine trim are upholstered in Alcantara with tri-color stitching and feature illuminated Alpine emblems on the seatbacks. Renault also used dyed cork and slate for the dashboard inserts and clever ambient lighting which can automatically adapt to the time of day.
A very cool feature is the new Solarbay panoramic glass roof which offers the ability to darken or lighten up according to passenger preferences. Renault assures that despite the curved roofline, there is ample headroom for rear passengers, along with generous knee room facilitated by the long wheelbase. Regarding storage capacity, the Renault Rafale’s boot boasts a large volume of 647 liters (22.8 cubic feet), comparable to that of the five-seater version of the Espace.
Lastly, the Rafale is equipped with a comprehensive suite of Advanced Driver Assistance Systems (ADAS), which expands its Level 2 autonomy across various types of roads.
Hybrid and Plug-in Hybrid Powertrain Options
The Rafale is a hybrid-only affair, but as a proper flagship, it gets the automaker’s most efficient and powerful E-Tech powertrains. The entry-level model available at launch shares its self-charging hybrid system with the Austral and Espace. It combines a 129hp turbocharged 1.2-liter three-cylinder petrol engine with an electric motor, a high-voltage starter-generator, and a 2 kWh lithium-ion battery. The combined system output is 197 hp (147 kW / 200 PS) and 205 Nm (151.2 lb-ft) of torque, exclusively transmitted to the front axle through a smart “multimode automatic dog box”.
Later on, Renault will expand the range with a “high-performance E-Tech 4×4” plug-in hybrid model boasting a combined output of 296 hp (221 kW / 300 PS). The increase in power is achieved through an additional electric motor on the rear axle, enabling all-wheel drive and improving performance. While detailed specifications of the PHEV system were not been provided, Renault promises an ample range in zero-emission mode.
Renault says that the CMF-CD architecture has been tuned for driving pleasure, combining a multi-link rear axle with the upgraded “4Control Advanced” four-wheel steering system and a special calibration for the steering. Furthermore, the more powerful PHEV flagship will get additional chassis upgrades compared to the self-charging hybrid model.
When will it go on sale?
The Renault Rafale is scheduled to be available for sale across Europe and other select markets starting in spring 2024, featuring the self-charging hybrid E-Tech powertrain. Production will take place at the upgraded Palencia plant in Spain. Beyond mainstream rivals such as the Peugeot 408 and Citroen C5X fastbacks, the Rafale will also attempt to steal some buyers away from premium automakers, including the Mercedes-Benz GLC Coupe, BMW X4, and Audi Q5 Sportback.
Well, it’s official. The first race the new, fifth-generation Acura Integra will ever compete in is the 2023 Pikes Peak International Hill Climb. There, the new sedan will be joined by a TLX Type S, and an experimental NSX developed by a new skunkworks division of Honda.
Acura NSX Type S Active Aero Study
The most eye-catching model here is undoubtedly a special NSX Type S built for maximum aero performance. The racecar was built by “Crazy New”, a skunkworks team established by the Honda of America Racing Team (HART) to serve as a creative playground for its engineers.
The team was previously behind the IndyCar with the skin of a CR-V, affectionally named the “Beast.” For the NSX project, the team spent countless hours inside the Honda Automotive Laboratories of Ohio (HALO) facility, which it claims has the most advanced wind tunnel on earth.
The resulting design looks aerodynamically impressive (as Pikes Peak racecars so often do), and has been created to put active aerodynamics to the test. The relatively small decklid spoiler can be rotated to reduce drag in high-speed sections and to function as an air brake in the corners.
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In addition, it will have carbon fiber bodywork, that integrates an enormous front splitter and a massive rear diffusor, which will help generate downforce.
Like the CR-V, Crazy New has given the NSX Type S a nickname. It will be called Yamakibo, named after a mythological mountain god or spirit from Japanese folklore. It will be driven by James Robinson, a Pikes Peak veteran who holds the current Hybrid fuel class record (10:01.913) from 2020 at the wheel of another NSX.
HPD Integra Type S
Honda Performance Development (HPD) will be fielding one example of the Integra Type S in the “Exhibition” division, and it will get a custom hood, a front splitter, a swan-neck carbon fiber rear wing, Borla exhaust, 19-inch Titan 7 wheels, and Yokohama Advan A005 tires.
It will be covered in a special wrap that is inspired by the second season of Acura‘s own anime series, “Type S: Chiaki’s Journey.” The largely red livery has a white Type S motif running along the side, along with black lines suggesting the pen strokes of an animator.
The car will be driven by Loni Unser. If the racer’s name is familiar to you, that may be because she raced to a second-place finish in her class last year at her first Pikes Peak attempt. It may also be because the members of her family have a combined nine wins at the Indy 500, and first competed at the Pikes Peak Hill Climb in 1926.
HART Integra 1.5T
The second Integra competing at this year’s hill climb is being run by HART. It will also compete in the “Exhibition” division and gets Bilstein dampers, Eibach springs, an HPD TCA suspension kit, and a Cusco Racing limited-slip differential.
The model will also benefit from lightweight 18-inch HRE forged wheels that are wrapped in Yokohama Advan A005 tires, as well as HPD billet engine mounts, a Borla exhaust, aero undercover, and an OMP racing seat and safety harness. It will be driven by Acura engineer Paul Hubers.
From the factory, the Integra equipped with the 1.5-liter engine makes 200 hp (149 kW / 203 PS) and 192 lb-ft (260 Nm) of torque. On the other hand, the 2.0-liter-equipped Type S makes 320 hp (239 kW / 324 PS) and 310 lb-ft (420 Nm) of torque.
HART TLX Type S
Finally, fellow Acura engineer and Pikes Peak veteran Jordan Guitar will take a specially modified TLX Type S up the mountain. It will be equipped with a larger turbocharger, better engine cooling, and a retuned engine, though the automaker has not revealed how much power it will make.
In addition, Guitar will benefit from a one-inch lower suspension, race-compound brake pads, lightweight 19-inch HRE forged wheels wrapped in Yokohama Advan A005 tires, a carbon fiber hood, and a composite front splitter, a rear wing, and dive planes. In all, the race-prepped TLX will weigh 600 lbs (272 kg) less thanks to a crash diet.
Pikes Peak 2023
All four cars will compete in the 101st edition of America’s longest-running motorsports event, the Pikes Peak Hill Climb. In addition, IndyCar driver David Malukas will drive a 2023 TLX Type S PMC Edition, which will act as the legendary event’s Official Pace Car. The event will take place on Sunday, June 25.
From this year onward, June 2 will be celebrated as “International Volkswagen Bus Day,” and kicking off the new tradition is America’s first-ever version of the ID. Buzz. Making its debut at Huntington Beach, California, it’s not a moment too soon as the North American-spec 2025MY ID. Buzz will arrive a whole two years after its European reveal.
Was the wait worth it? Well, with a larger battery, longer wheelbase, up to 330 hp, and with more seats, Volkswagen hopes this Mircobus call-back has been tailored to the demands of NA customers. There’s no beating around the bus(h) here – Volkswagen expects the ID. Buzz to add some significant brand equity stateside as the spiritual reincarnation of the Microbus. At the very least, it could go some way in making their EV lineup look uber cool.
Quick Facts
› MSRP:
TBA
› Output:
282 HP (RWD) – 330 HP (AWD)
› Top Speed:
Up to 99 MPH (160 km/h)
› Battery:
91 kWh
› Length:
192.4 in. (4887 mm)
› Width:
77.9 inches (1,979 mm)
› Height:
74.6 inches (1,895 mm)
› Wheelbase:
127.5 inches (3,239 mm)
› On Sale:
2024
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The North American-spec 2025 VW ID. Buzz is 6.9 inches (175 mm) longer than the two-row version, with a total length of 192.4 inches (4,887 mm). The basic design stays the same, with identical overhangs front and rear. Instead, that extra girth comes from the stretched wheelbase, which is now 127.5 inches (3,239 mm) vs. the 117.6 inches (2,985 mm) for the European model. Width comes in at 77.9 inches (1,979 mm) wide with a height of 74.6 inches (1,895 mm).
You’ll be able to seat as many as seven in the passenger compartment in the standard 2-3-2 layout. The second-row seats can slide fore and aft by up to 7.9 inches (200 mm) and feature 60:40 split folding. The second and third rows fold flat, and the rearmost seats can be removed entirely.
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If you want a completely flat floor with the rear seats folded, you can utilize an optional flexboard with fabric bins hiding underneath — and seeing as there’s no cargo version on the cards for the States, it’s nice to see there’s some flexibility in terms of load-lugging. Alternatively, if you want a bit more room for occupants, you can spec the ID. Buzz with six individual captains chairs in a 2-2-2 layout.
Heated seats are standard, while the second and third-row windows get tinted glass. On the subject of glass, the ID. Buzz features the largest sunroof of any Volkswagen Group offering. Measuring 67.4 inches (1712 mm) long and 40.8 inches (1036 mm) wide, the optional panoramic roof can change from opaque to transparent thanks to electro-chromatic tech.
A Bigger Battery And More Power
The North American ID. Buzz features a number of drivetrain similarities with the VW ID. 7. It uses the same 91 kWh (gross) battery pack as the ID.7 Pro S and which is larger than the 82 kWh battery found on the short wheel-base ID. Buzz. Both the ID.7 and the ID. Buzz ride on the MEB platform, with the batteries mounted underfloor in a skateboard-like configuration. At the time of writing, Volkswagen hasn’t released a range estimation for any of the North American ID. Buzz EVs on offer.
Meanwhile, the ID.7’s APP550 electric motor is on duty at the back of the three-row ID. Buzz. In rear-wheel drive guise, it has 282 hp (286 PS / 210 kW) and 406 lb-ft (550 Nm) of torque – a significant jump from the two-row model’s 201 hp (204 PS / 150 kW) and 229 lb-ft (310 Nm).
In addition to the rear-wheel drive model, a dual-motor all-wheel drive option will also be available from launch. This adds roughly 48 hp (49 PS / 36 kW) to the front axel, for a total output of “about” 330 hp (335 PS / 246 kW).
No acceleration figures have been mentioned; however, the top speed of the N.A. ID.Buzz rises by 9 mph (14 km/h) over the European model, with an electronically-limited top end of 99 mph (158 km/h) — evidently, no land speed records will be broken just yet.
New Colors And Lots Of Standard Kit
The 2024 North American-spec VW ID. Buzz will launch with many of the same colors found on the European model, plus some NA exclusives. Newly introduced for the American model are Cabana Blue, Metro Silver, and Indium Grey.
The cabin features three different color and trim options, all sporting vegan-friendly leatherette. Standard equipment includes heated and power-adjustable seats, a heated steering wheel, power sliding windows, power folding and heated rear-view mirrors, ambient lighting, and a power tailgate. There are eight USB-C charging ports dotted throughout the cabin, a 110-volt outlet up front, and a 12-volt traditional power outlet in the cargo area.
The ID. Buzz’s infotainment system has been upgraded to what’s found on the ID.7. It still features the dreaded capacitive touch buttons and sliders, but VW says that climate functions have now been integrated into the bottom of the display for immediate access.
Available Next Year
Sales of the Volkswagen ID. Buzz will begin in 2024 as a 2025MY. There are still a number of details that potential owners will be keen to know, such as range and price, but we’ll have to wait closer to the launch for those figures to be revealed.
For now, the ID. Buzz really does appear to be a mildly up-sized version of the original, with usable space, improved seating options, and added power. But is it worth the two-year wait that North American customers will have to endure by the time the first units roll out of showrooms in 2024? Let us know in the comments below.
We can’t begin to imagine the pressure Nissan must have been under when it decided to launch a new Z sports car. Not only would the new model have to be good enough to live up to its predecessors and carry on the famed Z badge but it would also have to be more compelling than its rivals and feel modern enough to compete with cars that are becoming increasingly digitized and electrified.
So, has the Japanese automaker ticked all the boxes with the 2023 Z and created a must-have sports car? Let’s find out.
A few weeks back, we had the opportunity to drive the 2023 Nissan Z in Australia. We lived with it for 7 days and had big expectations. And we’re happy to report that it lived up to them.
Quick Facts
› Model:
2023 Nissan Z
› Starting Price:
AU$80,116 ($53,191) Including On-Road Costs
› Dimensions:
172.4 in. (4,380 mm) L x 72.6 in. (1,845 mm) W x 51.8 in. (1,315 mm) H
The Z line-up in Australia is very simple. Sitting at the base of the range is the Z Coupe, priced from AU$80,116 ($53,191) including all applicable on-road costs while sitting above it is the Z Proto with an AU$87,886 ($58,349) sticker price. However, all examples of the Z Proto bound for the Australian market were sold before the car’s local launch so it’s now only the Coupe that is available.
Local shoppers can order the Z with either a six-speed manual transmission or a nine-speed automatic, both at the same price. Regardless of which transmission a customer chooses, power comes from the same 3.0-liter twin-turbocharged V6 with 298 kW (400 hp) and 475 Nm (350 lb-ft) of torque, all of which is sent through the rear wheels courtesy of a limited-slip differential.
Prices and technical specifications of the 2023 Nissan Z are very competitive when compared to the 2023 Toyota GR Supra. In fact, the entry-level Supra GT with its 3.0-liter turbo six-cylinder pushing out 285 kW (382 hp) and 500 Nm (369 lb-ft) starts at AU$95,078 ($63,124) driveaway with either the six-speed manual or eight-speed automatic. The flagship Supra GTS is then priced from AU$105,598 ($70,109). A good start for the Nissan, then.
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Retro is cool
We think Nissan’s designers have absolutely nailed the look of the new Z. Unlike the A90 Supra which shares virtually nothing in common with its predecessors, the Z takes obvious design inspiration from classics like the 240Z, 260Z, 280Z, and 300ZX while ignoring some of the questionable design decisions made with the 350Z and 370Z.
The side and rear profiles of the car are perhaps our favorite. We’re really fond of the stretched hood, the sharp character line stretching from the front quarter panel to the flush door handles, and the angular shape of the greenhouse. Some pundits remain unconvinced by the shape of the front grille but we found it to look less offensive in person than it does in photos.
What about the interior?
The cabin is a bit of a mixed bag. Nissan has done its best to try and differentiate the cockpit from that of the 370Z on which the new car is based but there are a host of parts that have been carried over with little or no changes, like the door handles and side air vents.
We loved some aspects of the interior. The 12.3-inch digital instrument cluster looks absolutely gorgeous and provides clear and detailed information but we did find the lack of customization a bit of a shame. A perfectly-sized steering wheel has also been fitted to the new Z, as have metal pedals, and three gauges on the center of the dashboard displaying battery voltage, turbo speed, and boost pressure.
The driving position is good but not great. Much like the Supra, the interior of the Z feels small and cramped and even with the driver’s seat positioned as low as it can go and as far back as possible, I would still brush my hair on the headliner, forcing me to slump into the seat just a tad. Anyone 6’2” and above will likely experience the same issues. Nissan’s decision to equip the seats with electronic slide and tilt functions but manual controls for other adjustments is also a little weird.
Then there’s the 8.0-inch infotainment screen. While the screen offers great clarity, it is rocking Nissan’s old software while feels extremely outdated compared to the system of the Supra and other new Nissan models like the X-Trail and Pathfinder. Australian-delivered examples also lack satellite navigation, meaning owners will be forced to rely on the wired Apple CarPlay and Android Auto. The rear-view camera is also very poor and is comparable to watching a 144p video on YouTube.
Our tester was equipped with the six-speed manual and it includes a lovely spherical shift knob wrapped in leather that feels excellent in the hand. However, shoppers should know that the two cupholders in the center console are completely useless in cars with the stick shift as your arm will hit them. There’s also very little luggage space in the rear, just 241 liters (8.5 cubic-feet) to be exact, and sitting in the place of a spare wheel is a subwoofer for the Bose audio system.
Of course, very few of those individuals in the market for the Z will buy it because of its cabin. Instead, they will buy it for the thrills that it provides while behind the wheel. And boy does it deliver on this front.
Sporty yet comfortable
Headline figures of 298 kW (400 hp) at 6,400 rpm and 475 Nm (350 lb-ft) of torque are very impressive but making the Z feel particularly ferocious in a straight line is the fact that peak torque is found between 1,600 rpm and 5,600 rpm. This means that at almost any speed and in any gear, the car pulls strongly and throws your head back against the seat.
It’s hard to complain about the engine, originally used in Infiniti’s Red Sport models. Not only is it powerful, it can also be quite efficient, as long as you don’t drive like an absolute idiot. While cruising along motorways, our test car was sipping as little as 8.1 l/km (29 U.S. mpg), although over our week with the car this rose to an average of 12.9 l/km (18.2 U.S. mpg).
One critique we do have about the engine is the sound. There just isn’t much of it. It doesn’t matter how high your rev out the engine, it remains relatively muted and there’s almost no audible sound coming from the exhaust that can be heard from in the cabin. The sound is particularly mediocre when compared to the cracks and pops from the exhaust of the Supra.
Nissan’s decision to sell the Z with both a six-speed manual and a nine-speed automatic was a great idea and the stick shift pairs brilliantly with the engine. It is a short and heavy throw and also includes an excellent rev-matching system. No, it isn’t one of the best manual transmissions on the market but that’s okay.
We also found the new Nissan Z to be much more tail happy than the Supra we drove a couple of years ago. If it’s damp, it’ll spin up the rear wheels at 40% throttle in third gear even with the traction control enabled but this does add a level of excitement to the car that we found was missing on the Toyota. It is also much more lively on the exit of corners and can be quite a handful if you’re not paying attention.
Models sold in Australia come standard with 19-inch wheels wrapped in Bridgestone Potenza S001 tires. These tires offer unnerving levels of grip in dry conditions, encouraging you to push the Z harder and harder into corners without any signs of losing traction. There is a little bit more body roll than we expected but that’s not a bad thing as the trade-off is a sports car that is extremely comfortable over testing surfaces.
In fact, the ride quality of the Z perhaps impressed us the most. Even though it doesn’t have adjustable dampers, it simply doesn’t need them. We found it to have a more plush and refined ride over speed bumps than many sedans and SUVs we’ve tested over the past 12 months. It is also more compliant than the Supra.
A well-rounded package
Is the Nissan Z a car without fault? No, it’s not. However, small issues such as those related to the old infotainment system, the carry-over parts from the 370Z, and the muted engine fade into insignificance when you start to drive it. The Supra may be more polished, but the Z is more fun. Plus, it’s also AU$15,000 (~$10,000) cheaper.
