In the 1970s, Toyota decided to try and conquer the U.S. market and to do that, it needed daring design that spoke to local shoppers. In 1973, it opened CALTY Design Research, its local studio, which turns 50 this year.
To celebrate the milestone, Toyota is opening up the vault and showing off some of the work that the design team was responsible for. Among the creations are a handful of concepts that have never been shown to the public before.
Although it was involved in the creation of the 1978 Toyota Celica, CALTY’s early mission was simply to observe. Explicitly tasked with researching future design trends, the studio encouraged its employees to explore freely, leading to the creation of studies like an updated FJ40 Land Cruiser and even a camping trailer.
By the ’80s, the studio shifted toward exploring new design languages and techniques. That led some of its designers to look toward the world of motorsports. In 1983, the studio came up with the MX-1, a mid-engine sports car with scissor-style doors.
Just a few years later, the MX-2 was created. Built in-house, it was made of fiberglass reinforced plastic, featured gullwing doors, and had a swing arm steering wheel that could be set up to offer left- or right-hand drive.
The Toyota MX-1 in white and the MX-2 in red
When the ’90s rolled around, it was time to deploy the research that CALTY had been conducting. The studio contributed heavily to a range of production vehicles, like the 1995 Tacoma, the 1997 Prius, and the 2000 Avalon.
Although it did not come up with the final design for the fourth-generation Supra, it did contribute to it significantly. Its vision for the model had a little less GT style, but as you can see below, several ideas that did make it into the production vehicle.
By 2004, Toyota was looking to grow its local manufacturing and expanded CALTY, which opened a new studio in Ann Arbor, Michigan. There, the Tundra, Tacoma, Avalon, and Sienna were all born.
In the 2010s, the studio churned out a number of designs that were intended to help Toyota shake its reputation as a maker of dull cars. It created the 2012 Fun-Vii concept, the 2012 Lexus LF-LC, which would become the 2018 Lexus LC500, and in 2014, it came up with the FT-1 concept that would eventually become the 2020 Supra.
The studio continues to push the limits of what’s possible with recent concepts like the Scion NYC, which asks its occupants to almost stand, rather than sit, and the new Baby Lunar Cruiser, which envisions a future on the moon.
“As we continue our journey from the automotive era into the mobility era, there is one thing I feel I can say for sure,” says Simon Humphries, Toyota Motor Corporation Chief Branding Officer and Head of Design. “CALTY will be there at the forefront.”
The Wells Fargo Autograph℠ Card offers 3 points per dollar in popular spending categories, straightforward points redemptions at a flat rate and several value-added benefits that aren’t common on cards with no annual fee (see rates and fees). Card rating*: ⭐⭐⭐
*Card rating is based on the opinion of TPG’s editors and is not influenced by the card issuer.
The Wells Fargo Autograph card launched in 2022, and it quickly became a popular option for those who want a credit card with no annual fee, travel and shopping protections, and a quality earning structure.
It also works well for those who want to round out their points and miles strategy with a card offering fixed-rate redemptions. Not everything in life can be paid for with transferable points. A card with fixed-rate redemptions can help you “pay with points” for life’s other expenses.
The fact the Autograph Card has no annual fee means there’s no cost for keeping it in your wallet, enjoying benefits like cellphone protection and free access to your credit score, among other perks.
The Wells Fargo Autograph Card recently launched an elevated welcome bonus. You can now earn 30,000 bonus points when you spend $1,500 or more on purchases in the first three months from account opening. You can redeem points with Wells Fargo Rewards at a value of 1 cent each, making this bonus worth $300.
It’s worth noting that most Wells Fargo credit card applications have the following terms:
You may not qualify for an additional Wells Fargo credit card if you have opened a Wells Fargo credit card in the last 6 months. We may also limit the total number of open Wells Fargo credit card accounts you have.
Thus, Wells Fargo will consider whether you opened other cards in the past six months and how many credit cards you have with this bank before deciding whether to approve your application or issue the welcome bonus.
The previous welcome bonus on the Autograph card was 20,000 points, so earning 30,000 bonus points is an excellent opportunity.
Since it’s a Visa Signature card, you’ll enjoy two built-in benefits with the Autograph card.
The Visa Signature Luxury Hotel Collection provides elitelike benefits on hotel bookings made through its program, including room upgrades on arrival (when available), a $25 food and beverage credit at the property, VIP guest status and complimentary breakfast for two each day.
The Visa Signature Concierge Service can help you with travel bookings, restaurant recommendations and reservations or booking tickets to an event.
IRINA DOBROLYUBOVA/GETTY IMAGES
The Autograph Card also offers several protections on purchases made with your card. Benefits include a secondary auto rental collision damage waiver on rentals when you pay for the entire transaction with your card, 24/7 roadside dispatch, travel and emergency services assistance, and free access to your FICO credit score.
You also get up to $600 of cellphone protection against damage or theft when you pay your monthly bill with the Autograph Card. However, there is a $25 deductible per claim and a limit of two claims in a 12-month period.
Finally, as a Wells Fargo cardholder, you’ll have access to My Wells Fargo Deals for cash-back offers from various merchants. You also can get an emergency cash advance or emergency card replacement (within 24 hours or up to three days, depending on where you are) if the need arises.
Earning rewards with the Wells Fargo Autograph card
With the Autograph Card, you’ll earn 3 points per dollar on restaurant purchases, takeout, catering, food delivery services, travel, gas, transit, eligible streaming services and phone plans. You’ll earn 1 point per dollar on other purchases.
This represents a solid 3% return on a wide variety of spending, given that points are redeemed at a value of 1 cent each.
Redeeming rewards with the Wells Fargo Autograph card
You have several options for redeeming your points at wellsfargo.com/rewards. You can redeem them at a value of 1 cent apiece as a statement credit, for gift cards (in $25 increments), or to book travel, such as flights, rental cars or hotel stays.
You also can redeem points as a credit to a qualifying Wells Fargo credit card, checking account or mortgage, plus you can pay with points at participating merchants, including PayPal.
FILADENDRON/GETTY IMAGES
There are positives and negatives to this redemption scheme. On the plus side, you never have to guess what your points will be worth when you use them. Redeeming rewards is simpler when you don’t need to decipher a complex loyalty program or worry about misusing your points. The negative side is that you won’t ever achieve a higher redemption value than 1 cent, which you can do with transferable points.
It’s also worth noting that you can get a value of 1.5 cents per point when redeeming points for airfare if you have a Wells Fargo Visa Signature® Credit Card (no longer available to new applicants).
The information for the Wells Fargo Visa Signature has been collected independently by The Points Guy. The card details on this page have not been reviewed or provided by the card issuer.
Which cards compete with the Wells Fargo Autograph card?
When considering similar cards, two types immediately come to mind: cards that earn fixed-value rewards and credit cards with similar earning structures.
If you want Wells Fargo rewards with a simpler earning structure: The Wells Fargo Active Cash® Card earns cash back in the form of Wells Fargo Rewards points, meaning you have access to the same points as the Autograph card but without needing to pay attention to bonus categories. Instead, you’ll earn an unlimited 2% cash rewards on purchases and still enjoy up to $600 of cellphone protection against damage or theft (subject to a $25 deductible) and credit score access. It too has no annual fee (see rates and fees). If you want fixed-value points with more benefits: The Capital One Venture Rewards Credit Card earns a minimum of 2 miles per dollar on each purchase, and you can redeem Capital One miles for travel, as a statement credit against travel purchases or by transferring to more than 15 travel partners. The card has a $95 annual fee (see rates and fees), and you can get reimbursement for your application fee to Global Entry or TSA PreCheck. If you want a similar earning structure with more valuable points: The Citi Premier® Card (see rates and fees) has a $95 annual fee and earns 3 points per dollar in the following categories: air travel, hotels, gas stations, supermarkets and restaurants (including takeout). Along with cashing out your points, you also can use ThankYou Rewards points with nearly 20 airline and hotel partners, plus you’ll still enjoy cellphone protection with this card.
This card is a great choice for those wanting no annual fee but also quality earning potential and travel and shopping protections. Earn unlimited 3 points per dollar across multiple categories. Rewards are easy to redeem with fixed-rate redemptions. However, points and miles enthusiasts might be better off with a travel rewards credit card.
Bottom line
We rarely see a card without an annual fee that offers multiple protections and strong earning categories. Plus, the Wells Fargo Autograph Card has an elevated welcome bonus offering 10,000 more bonus miles than previous offers.
Those looking for a card with no annual fee and a simple approach to redeeming points may consider this card a long-term keeper. However, those who love extracting maximum value from their credit card rewards may not enjoy the fixed-rate redemptions available with the Autograph card.
Kia America has opened the floodgates as they’ve revealed virtually everything about the 2024 EV9, ahead of its launch in the fourth quarter.
While the company has already announced an assortment of details, the automaker confirmed plans to offer four different trims known as Light, Wind, Land, and GT-Line.
The EV9 Light sits at the bottom of the lineup and features LED lighting units as well as 19-inch alloy wheels. They’re joined by rain-sensing wipers and acoustic front glass.
Moving inside, there’s a 12.3-inch digital instrument cluster, a 12.3-inch infotainment system, and a 5-inch display for climate controls. The seven-seat crossover also has a faux leather steering wheel, LED lighting, and a tri-zone automatic climate control system.
Other highlights include eight-way power front seats with heating and ventilation as well as SynTex upholstery. They’re joined by a wireless smartphone charger, an eight-speaker audio system, and a fingerprint reader.
On the safety front, the EV9 Light comes with an alphabet soup of driver assistance systems including Blind-Spot Collision Avoidance Assist, Forward Collision-Avoidance Assist, Forward Collision Warning, and Highway Driving Assist 2. They’re joined by High Beam Assist, Lane Departure Warning, Lane Keeping Assist, and Rear Cross-Traffic Collision-Avoidance Assist. Buyers will also find Front/Rear Parking Distance Warning, Rear Occupant Alert, and Safe Exit Assist – among other things.
Power is provided by a 76.1 kWh battery pack, which feeds a rear-mounted motor developing 215 hp (160 kW / 218 PS) and 258 lb-ft (349 Nm) of torque. It enables the model to accelerate from 0-60 mph (0-96 km/h) in 7.7 seconds, before hitting a top speed of 118 mph (190 km/h).
More importantly, the 5,093 pound (2,910 kg) crossover can travel approximately 223 miles (359 km) on a single charge. When the battery is depleted, it can be fully recharged in approximately 6 hours and 45 minutes with a 240V outlet and an 11 kW charger. If that’s too long, a DC fast charger can take the battery from a 10-80% charge in less than 25 minutes.
EV9 Light Long Range
Since the entry-level model is short on range, Kia will offer a more capable Light Long Range. Equipment is largely identical, but buyers will find a six-seat interior as well as HomeLink connectivity. The Long Range variant also offers options not available on the base model including a sunroof, a heated steering wheel, and a heat pump.
The big news is the larger 99.8 kWh battery pack, which powers an electric motor developing 201 hp (150 kW / 204 PS) and 258 lb-ft (349 Nm) of torque. The battery increases the range to approximately 300 miles (483 km), but the extra weight and weaker motor conspire to raise the 0-60 mph (0-96 km/h) time to 8.8 seconds. The bigger battery also takes approximately two hours longer to charge.
EV9 Wind
Moving up the trim ladder is the EV9 Wind, which has a lightly revised exterior with a dual pane panoramic glass roof and “silver slim flush-type roof rails.” The model also has a seven-seat interior with a heated steering wheel as well as the aforementioned equipment.
Bigger changes occur beneath the skin as the EV9 Wind combines the 99.8 kWh battery pack with a dual motor all-wheel drive system. It produces a combined output of 379 hp (283 kW / 384 PS) and up to 516 lb-ft (699 Nm) of torque. This enables the 5,688 pound (2,580 kg) crossover to accelerate from 0-60 mph (0-96 km/h) in as little as five seconds and hit a top speed of 124 mph (200 km/h).
The mid-level model comes standard with a heat pump and is slated to have a range of 270 miles (435 km). However, the optional 20-inch wheels will slash that distance to 253 miles (407 km).
EV9 Land
Buyers looking for more luxury can opt for the EV9 Land, which is distinguished by “Small Cube” LED headlights, an illuminated grille, and larger 20-inch alloy wheels. Other highlights include auto-dimming side mirrors, gloss black accents, acoustic rear side glass, and a Vehicle-to-Load exterior outlet.
The six-seat interior has fancier front seats as well as heated and ventilated rear seats. They’re joined by a power tilt/telescoping steering column, a digital rearview mirror, and a heated steering wheel with an illuminated Kia logo. Buyers will also find a “drawer-type” glove box, rear sunshades, ambient mood lighting, stainless steel scuff plates, and a 14-speaker premium audio system.
They’re joined by additional driver assistance systems including a Surround View Monitor, a Blind-Spot View Monitor, and Reverse Parking Collision Avoidance Assist. Customers can also get optional Remote Smart Parking Assist.
The powertrain carries over but, thanks to the 20-inch wheels, the range falls to 253 miles (407 km). However, owners can downgrade to 19-inch wheels to bring the range back up to 270 miles (435 km).
EV9 GT-Line
The EV9 GT-Line sits at the top of the lineup and features a self-leveling rear suspension as well as 21-inch wheels with a two-tone finish. They’re joined by unique front and rear fascias, gunmetal painted accents, and gloss black roof rails.
The six-seat interior has exclusive “trim and garnish” as well as stainless steel pedals and sportier seats with special badging. Buyers will also find suede cloth upholstery on the headliner, pillars, and sun visors.
Other highlights include Remote Smart Parking Assist and Parking Collision Avoidance Assist Front and Side. The model also comes with a head-up display as well as an optional Advanced Highway Driving Assist system with LiDAR.
While the EV9 GT-Line sounds pretty impressive, it only offers 243 miles (391 km) of range. That, of course, is only 20 miles (32 km) more than the entry-level variant.
Reservations Open Soon
While that’s the Kia EV9 in a nutshell, pricing remains a mystery. However, we can expect to learn full details shortly as the company announced plans for an “advance reservation program tailored to customers who are eager” to own the “first mainstream three-row EV SUV.”
We’ll learn more in the coming weeks and Kia noted the EV9 will be built in West Point, Georgia starting next year.
The accident was caught on video by a security camera although the cause is not clear
A Tesla Model Y ended its crazy course on a South California residence last Saturday, injuring a trio of passengers and causing damage to the home’s garage door and another vehicle that was parked on the driveway.
The incident took place in West Hills, Los Angeles at around 7 pm last Saturday. Footage from the home’s security camera made public by KTLA sheds light on the circumstances. The Tesla driver can be seen attempting something like a U-turn on the street, before losing control of the vehicle.
The EV accelerated hard towards the sidewalk, hitting the curve and going airborne for a brief moment. The Tesla landed on a parked Chrysler Pacifica minivan causing damage to its mirror and front door, and narrowly missed a parked Ford Edge SUV before it crashed into the garage door.
As reported by Daily Mail, inside the Tesla were a 90-year-old man, an 82-year-old woman, and another woman of unspecified age. The three occupants, who were dressed in Hawaiian outfits, were reportedly injured and their current condition is unknown. Thankfully there were no other injuries as there was no traffic at all.
The cause of the accident hasn’t been specified, so it is not clear if this was a case of human error or if something went wrong with the vehicle’s electronics. We hope that the Tesla occupants have fully recovered from their injuries and that the owners of the house and the damaged vehicles get compensated by the insurance company.
It seems that cars are crashing into houses happens more often these days. Last week, a Toyota Corolla crashed into the second floor of a Pennsylvania house, after accelerating through a neighbor field and launching from a culvert.
Maserati was supposed to be selling 100,000 cars a year by 2022. That’s the target it set back in 2018. The real 2022 figure – admittedly not helped by the global supply crisis – turned out to be just 23,400.
But things really could be about to change. I know it feels like we’ve heard that, oh, 100,000 times, like when the Ghibli sedan was announced, and then the Levante, and neither really delivered on their promise. But this time the omens are good. The arrival of the mid-engined MC20 has given the brand some extra credibility with younger (ie. sub-70) buyers, and Maserati has now entered one of the hottest market sectors in the world with the Grecale compact SUV.
What is the Grecale?
In concept it’s most easily explained as a Porsche Macan rival. In execution it’s a slightly bigger Alfa Romeo Stelvio with some useful technical and luxury improvements, including mild-hybrid tech and an electric turbocharger working alongside a regular one. Sounds interesting on paper but does it live up to that promise? We grabbed the keys to find out.
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Like the Macan, the Grecale is available in multiple flavors, though all-wheel drive and combustion power is a common thread – a Folgore EV variant goes on sale soon to battle the Macan EV. Most of the coverage at the international launch last year was devoted to the 523 hp (530 PS) V6 Trofeo, but that’s a £99,700 ($105,500 in U.S.) machine. Most buyers will be rocking rather fewer horses.
Both of the other models are powered by a mild-hybrid 2.0-liter four-cylinder engine making either 296 hp (300 PS) in the entry-level £61,570 ($65,300) GT, or 326 hp (330 PS) in the £67,810 ($74,900) Modena, which also gets adaptive dampers, an upgrade to 20-inch wheels, black chrome trim and a limited slip differential. Our tester was the entry-level GT with optional 20s.
Outside and in: first impressions?
For a new car, the Grecale looks kind of chintzy and dated in the metal, though that could be partially down to our car’s spec, in particular its blend of Bianco Astro paint and bright chrome. The Modena and Trofeo versions look much cooler, or at least in pictures. It’s also a little chunky around the rear end, not taut and lean like a Porsche Macan, but it’s hard not to like the GranTurismo-style grille and the classic triple Maser vents on the front fenders.
As we mentioned earlier, the Grecale rides on the same platform as the Alfa Romeo Stelvio, but it feels superior in a couple of ways. The first is the general look and feel of the interior. The triple-screen setup (gauges, infotainment and HVAC) reminds you that it’s much more modern than the Alfa, and the materials are mostly better too.
It’s not perfect, though. While the infotainment system looks slick and is pleasingly responsive, I think Maserati has gone too far with the touchscreen factor, throwing the controls for the lights into the climate display, for instance, and the switches on the steering wheel’s upper spokes are disappointingly cheap. I’d also like to be able to drop the seat much lower for a sportier driving position, like you can in a Porsche Macan, and the gearshift selector is seriously dull. Pushing a bunch of buttons located between the two console screens to switch from drive to reverse feels really unsporty, though the sexy aluminum shift paddles do their best to make amends.
But then we get to the other advantage over the Stelvio (and the Macan): space. Jump in the back seat or open the rear hatch and you’ll really see and feel the difference Maserati’s engineers have made by stretching the wheelbase of the Stelvio’s Giorgio platform 3.3-in (83 mm) to 114.2 in (2,901 mm). That stretched wheelbase is bigger than a Porsche Cayenne’s, never mind a Macan’s, so it’s no wonder that by class standards the Grecale is a genuinely roomy car. The question is, can it put space between itself and its rivals on the road?
Fire her up, then!
Fire her up? Okay, just as long as you temper your expectations. We’re driving the four-cylinder version, remember. And to be honest, even with that thought in mind, the first impressions aren’t great. The direct injection engine chunters away sounding more like a hyper-refined diesel than something worthy of the Maserati badge, and a blip of the throttle reveals a pronounced flywheel effect.
Fortunately, things get better on the move. That’ll be down to the solid 332 lb-ft (450 Nm) of torque that’s available from 2,000-4,000 rpm and helps even this entry-level Grecale feel usefully muscular in the mid range. It’s fairly strong from a dead-stop, too, considering there’s 4,123 lbs (1,870 kg) of metal to get moving. Maserati claims zero to 62 mph (100 km/h) in 5.6 seconds for the GT (5.3 seconds for the Modena), but in a bit of unscientific research on a country road I logged 5.1 seconds on the Grecale’s on-board performance meter, plus 13.3 seconds to 100 mph (161 km/h).
There’s still some turbo lag, despite the best efforts of the mild-hybrid system and electric turbo to fill in the off-boost lethargy, and the 48-volt starter generator won’t let the Grecale drive meaningful distances on electric power alone. As for economy, well it’s no miracle worker there, either. The best we saw was 28.3 mpg UK (23.6 U.S.) on a motorway cruise, which is probably better than you’d get out of a 2.0 Macan in similar circumstances, but not by much.
But one other benefit of the mild-hybrid system is that the battery and DC converter are both located near the rear axle. Why does that matters? Because although it eats into the load space (the non-hybrid Trofeo’s luggage bay is bigger) it helps with the weight distribution. Combine that with an engine that’s located almost entirely behind the front axle line and you’ve got the recipe for an SUV with a refreshing eagerness to change direction.
We’ve no doubt that the posher Grecales with their adaptive dampers extra power and limited slip rear diffs are more fun, but even this basic car has a nice natural balance that lets you tuck the nose into an apex and then lean on the outside rear tire on the way out. It’s decent fun, but it could be better. We’d like a bit more steering weight and the brakes feel too soft and spongy, not firm like a Porsche’s.
But the ride comfort is definitely worth some praise. Even on the standard passive dampers and equipped with a wheel upgrade from 19s to 20s (normally a disastrous move for most passive-damper cars) our GT felt nice and supple – and infinitely less harsh than my Mazda CX-60, which has a similar setup.
What’s it up against?
I drove the Grecale in the UK where the range kicks off at £61,570. For context, the same money buys a 375 hp (380 PS) V6 Macan S, or a Macan base or T with a ton of options. Sure, the Porsche is smaller, but it’s difficult to argue against that kind of deal, and most people won’t. We probably wouldn’t either.
But in the U.S. it’s a slightly different story. The $65,300 (excluding shipping) Grecale GT is priced between the base Macan and Macan T, neither of which has much drivetrain charisma, and the Macan S is $7k more. Suddenly the Maserati looks like a more appealing proposition, although there are still plenty of desirable alternatives. A 382 hp (388 PS) BMW X3 M40i that flies from zero to 60 mph in 4.4 seconds for $61,900 is tempting, even if it doesn’t have the Maserati’s glamorous badge.
Which £65k/$65k SUV would get your cash? Drop a comment below and let us know.
The Hyundai Ioniq 5 was a revelation when it hit the market a couple of years ago, perfectly combining a retro yet futuristic design with clever packaging, neat technologies, and plenty of performance.
Fast forward to 2023 and it now has a sibling in the form of the Ioniq 6 and we recently lived with one for a week to see if it’s as good as the SUV and just where it places in the current EV hierarchy.
The design
Much has been said about the Ioniq 6 since it was first unveiled and just like the Ioniq 5, most of this talk has been about the exterior design. Hyundai itself refers to the vehicle as a ‘streamliner’ and this is obvious in its sleek design that aims to minimize its coefficient of drag which sits at just 0.21, making it one of the most aerodynamically efficient vehicles on sale today.
Photos of the Ioniq 6 don’t really do the design justice. Like the Ioniq 5, it is quite an eyeful when you first see it but as you look closer, you’ll begin to notice and appreciate the flowing lines. It’s surprisingly big in person, measuring 4,855 mm (191 inches) long, making it quite a bit longer than the Ioniq 5 which is 4,635 mm (182.4 inches) and the Tesla Model 3 that is 4,694 mm (184 inches). It looks even longer in person than those figures suggest, perhaps because of the low shoulder line that stretches from the headlights, below the curved side windows, and ends at the corner of the tailgate.
Speaking of the tailgate, there’s no doubt that the most striking element of the Ioniq 6’s design is the rear fascia. Immediately catching the eye is the full-width LED light bar consisting of dozens of square LEDs that continue Hyundai’s ‘Pixel’ theme first introduced with the Ioniq 5. There is then a second light bar incorporated within the spoiler stretching out from the rear window, although this one is only triggered when you hit the brakes.
Different strokes for different folks
In Australia, three versions of the Ioniq 6 are available: the entry-level Dynamiq, the mid-range Techniq, and the flagship Epiq, which we drove. All three are powered by the same liquid-cooled 77.4 kWh lithium-ion battery pack but the Dynamiq makes do with a single electric motor driving the rear axles with 168 kW (225 hp) and 350 Nm (258 lb-ft) of torque. By comparison, the Techniq and Epiq both have the same motor at the rear axle but also a 74 kW (99 hp) and 255 Nm (188 lb-ft) motor at the front axle, making for a combined 239 kW (320 hp) and 605 Nm (446 lb-ft).
Those seeking an electric Hyundai with the best possible range would be wise to opt for the Ioniq 6 Dynamiq as it can travel a claimed 614 km (381 miles) on a single charge whereas both the Techniq and Epiq are rated at 519 km (322 miles). It takes just 18 minutes to charge from 10-80% at a DC charger that supports rates of up to 350 kW.
A handful of key elements distinguish the Ioniq 6 Epiq from the dual-motor Techniq. For example, it comes standard with a battery conditioning system to heat the battery in cold conditions for improved DC charging and performance. It also has a heat pump and perhaps the most significant change of them all, digital side mirrors in place of traditional mirrors. Local pricing starts at AU$74,000 ($48,323) for the Dynamiq and increases to AU$83,500 ($54,527) for the Techniq and AU$88,000 ($57,465) for the Epiq, all before on-road fees.
It’s worth noting that shoppers won’t need to splurge on the flagship model if they want all of Hyundai’s latest driving assistance systems, security features, interior technologies, nor the thumping 8-speaker Bose audio system. Indeed, the Dynamiq is almost identically equipped to the Epiq with Hyundai’s complete SmartSense system with blind-sport collision-avoidance assist, a blind-spot view monitor, driver attention warning, forward collision-avoidance assist, lane following assist, rear cross-traffic collision-avoidance assist, rear occupant alert, smart cruise control, and more.
A luxurious cacoon
The cabin of the Ioniq 6 is equally as striking as the exterior. Hyundai refers to the interior as “cocoon-like” and it’s easy to see why with the impressively-low seating position and the pronounced center spine running through the front half of the cabin. The car manufacturer made a bold design statement with the sliding center console and flat floor up front of the Ioniq 5 and while we would have liked the Ioniq 6 to have a similar design, it remains a lovely place to spend time.
Located directly in front of the minimalist steering wheel is a 12.3-inch digital instrument cluster while next to it is a 12.3-inch infotainment display. We must applaud Hyundai for finding the perfect mix of physical buttons and switches with touch displays in the Ioniq 6. On the steering wheel, for example, there are physical buttons and there are also prominent buttons on the dashboard that serve as infotainment and HVAC shortcuts. Fine adjustments to the temperature are then operated through a capacitive touchscreen. The central spine also houses the window switches.
As our test car was the Ioniq 6 Epiq, it also had digital mirrors, meaning there are an additional two screens in the cabin. As we found on the Genesis GV60 late last year, these digital mirrors require a small learning curve but are easy and intuitive to use once you get the hang of it. However, we wish Hyundai sold them as an option and not as standard equipment on the Ioniq 6 as we still prefer traditional mirrors.
The door panels of the Ioniq 6 are particularly intriguing and made from corrugated plastic, unlike any car we’ve seen before. There are also plenty of recycled materials found within, including carpets made from recycled fishing nets and seats made from recycled eco-leather. Interior space is excellent, hardly a surprise given that the Ioniq 6 is based on the Hyundai Motor Group’s superb E-GMP platform and has a 2,950 mm (116-inch) wheelbase. This is especially evident in the second row where there is an abundance of knee room. Unfortunately, the sleek shape and low roof mean that headroom is limited. If you’re tall and sitting in the rear, your head will touch the ceiling, but the Tesla Model 3 with its glass roof is no different. A powerful, 250-volt power outlet is found under the second row.
Poise for days
We loved the Ioniq 5 when we first drove it back in late 2021 and the Ioniq 6 feels noticeably more polished and better suited to Australian roads. This is most evident with the suspension.
No doubt helped by the fact that it sits slightly lower but also due to far superior suspension tuning, the Ioniq 6 Epiq feels much more hunkered down to the road. Wheel and body control are far improved, making the Ioniq 6 much more enjoyable to drive at any speed. In the Ioniq 5, it had a very floaty feeling but there’s none of that in its sedan sibling. Hyundai Australia has updated the Ioniq 5’s suspension tune for the 2023 model year but we’ve yet to experience it for ourselves.
The next most impressive thing about the Ioniq 6 is its energy efficiency. Hyundai has given the car an energy consumption figure of 16.9 kWh/100 km over the combined cycle and that’s right on the mark. Drive it conservatively and it’s possible to dip into the 15s during urban driving, a very solid figure for what is the high-performance version.
Like other Hyundai, Kia, and Genesis EVs, steering wheel-mounted paddle shifters are used to control the regenerative brakes. The system works seamlessly and we rarely had to use the mechanical brakes at all during our time with the car, instead choosing to drive it almost exclusively in ‘i-Pedal’ mode. All of the controls are nicely weighted and should you want to start pushing the car a little bit, it rarely feels out of sorts, delivering smooth and predictable handling and excellent traction from the 245/40 Pirelli P Zero tires.
The duality of the Ioniq 6 Epiq is also noteworthy. Not only does it feel poised when pushed but it is supremely comfortable on long journeys. The seats provide excellent support and as with some other Hyundai models, the driving position is great.
The Hyundai Ioniq 6 was recently named World Car of the Year, World Electric Vehicle, and World Car Design of the Year and it’s not hard to see why. It is perhaps the most well-rounded electric sedan currently on sale and feels noticeably more premium than the Tesla Model 3. However, we remain unconvinced that all that many Aussies will be willing to splurge a minimum of AU$74,000 ($48,323) on the Ioniq 6 when the entry-level Model 3 starts at AU$59,200 ($38,893).
The Cadillac Escalade needs no introduction as the model defines the brand and their take on American luxury.
Despite humble beginnings, the SUV has become an icon and the company has sold over one million units since it was introduced in 1998. While the Escalade has improved significantly over the years, it’s undergoing the most radical transformation to date as Cadillac is going electric-only by 2030. This means an electric Escalade was inevitable and now it has arrived as the 2025 Escalade IQ.
A Bold Look To Showcase The Brand’s Electric Future
When Cadillac pulled the wraps off the model at a preview event last week, we were immediately taken by the new design which combines elements from the Lyriq and Escalade. The resulting design is striking and far sportier than we’ve been accustomed to.
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The sleek styling is for more than just looks as aerodynamics play an important role when it comes to range and efficiency. As a result, designers worked tirelessly to lower the coefficient of drag by approximately 15%. That’s a sizable reduction and it was made possible by giving the Escalade IQ a smooth underbody, an active lower intake, and aerodynamically optimized 24-inch wheels. Buyers will also find flush side glass, angular lines, and a fixed glass roof with a UV filtering film that promises to keep the cabin comfortable.
There’s plenty of Lyriq DNA and this is most noticeable up front as the model wears a black crystal shield grille. It’s fully enclosed and features choreographed lighting sequences that are bound to draw attention.
Speaking of lights, they’ve come to play an important role in Cadillac design. The vertical headlights have small crests on the side, while the taillights are slim and far more adventurous than what’s found on the ICE-powered model. They’re joined by illuminated door handles and a glowing Cadillac crest on the dashboard, which is visible from outside the vehicle.
While the Lyriq eschews a frunk, the Escalade IQ has an “eTrunk” that opens to reveal a carpeted compartment with 12.2 cubic feet (345 liters) of storage space. The compartment also has a power port as well as a Cadillac crest on the bottom of the hood.
Customers looking to make a statement can get a power open-and-close entry system, which enables all four doors to be operated at the touch of a button. The system can even automatically open the driver’s door when the owner approaches the vehicle.
Speaking of power doors, there’s a motorized charging port that automatically opens with a touch. That’s a nice feature, but the port is located near the rear of the vehicle and sticks out like a sore thumb.
The rest of the design is far more pleasing and Cadillac officials told us they’ll offer Luxury and Sport trims. The former has brushed aluminum accents, while the latter adopts dark metal finishes and black flourishes.
Customers can also opt for a two-tone design thanks to a contrasting black roof. It looks rather fetching in person, especially when paired with a silver exterior and the Sport trim.
On the topic of color, Cadillac showed two silver shades and a classic black. The company also displayed a light blue and a dark, cherry-like red.
In terms of size, the model measures 224.3 inches (5,697 mm) long, 94.1 inches (2,389 mm) wide, and 76.1 inches (1,934 mm) tall with a wheelbase that spans 136.2 inches (3,460 mm). To put those numbers into perspective, the model is 2.7 inches (69 mm) shorter than the Escalade ESV despite having a 2.1 inch (53 mm) longer wheelbase.
A No Holds Barred Interior
Cadillac interiors have often left a lot to be desired as they were good for a GM product, but far from competitive. That’s been changing over the years and the Lyriq took a big step forward by waving the GM parts bin goodbye.
While the Lyriq showed Cadillac was learning to walk, they’re now hitting the ground running with the Escalade IQ. Material quality and design finally seem on par with BMW and Mercedes, which makes the six-figure price tag much easier to swallow. While there are a few hints of cheapness, they’re largely limited to the cargo area where they’re easy to overlook.
The cabin is heavily inspired by the ultra-luxury Celestiq and features a 55-inch curved display with speakers that function as end caps. Roughly 35 inches are dedicated to the driver and this includes a central infotainment system with Google built-in. This provides access to Google Maps, Google Assistant, and the Google Play store where owners can download their favorite apps.
Further below, there’s an 11-inch front command center that appears to be focused on climate controls and vehicle settings. It’s joined by an elegant controller and a wireless smartphone charger.
Owners who get chauffeured around will want to opt for the Executive Second-Row Seating package, which features a center console as well as individual seats with heating, ventilation, and massage functions. Other highlights include two 12.6-inch displays, a rear command center, and stowable tray tables. The package also includes a dual wireless smartphone charger as well as USB-C and HDMI ports.
Elsewhere, there’s a new two-spoke steering wheel and laser-etched wood trim with available illumination. A 19-speaker AKG Studio audio system comes standard, while ‘Level 2’ trims come with a 36-speaker AKG Studio Reference system. The aforementioned Executive Second-Row Seating package boosts the speaker count to 40 thanks to speakers mounted in the rear headrests.
We’ll learn full equipment details closer to launch, but the power-folding third row only offers 30.1 inches (765 mm) of legroom and it looked like a tight fit. That’s disappointing as the standard Escalade has 34.9 inches (886 mm) of room, while the Escalade ESV boasts 36.6 inches (930 mm) of third-row legroom.
Cargo volume also trails the ICE-powered models as there are 23.7 cubic feet (670 liters) of storage space behind the third row and 69.1 cubic feet (1,958 liters) behind the second row. With the second and third rows folded, there are 119.2 cubic feet (3,374 liters) of luggage room.
Super Cruise Comes Standard
Cadillac and Super Cruise go hand-in-hand, so it’s not surprising to learn the Escalade IQ will come standard with the hands-free semi-autonomous driving system that works on more than 400,000 miles (643,738 km) of compatible roadway in the United States and Canada.
The crossover will also come with a host of other driver assistance systems including Blind Zone Steering Assist, Intersection Automatic Emergency Braking, Front Pedestrian and Bicyclist Braking, and an HD Surround Vision camera system. Buyers will also find an Enhanced Automatic Parking Assist system, which can “automatically steer, brake and shift gears to park the vehicle into a dedicated parallel or perpendicular parking space.”
A Dual-Motor AWD System With 750 HP And 450 Miles Of Range
The Escalade IQ has a 24-module battery pack with a capacity of 200 kWh, which will enable the model to have a range of approximately 450 miles (724 km). That’s 165 miles more than the Mercedes EQS SUV 580 4MATIC and 162 miles more than the BMW iX M60.
The impressive numbers don’t end there as the dual-motor all-wheel-drive system produces a combined output of 680 hp (507 kW / 689 PS) and 615 lb-ft (834 Nm) of torque. That climbs to 750 hp (559 kW / 760 PS) and 785 lb-ft (1,063 Nm) in Velocity Max mode.
While that’s less than the 830 hp (619 kW / 842 PS) GMC Hummer EV SUV, the Escalade IQ can rocket from 0-60 mph (0-96 km/h) in less than five seconds. The model can also tow up to 8,000 pounds (3,629 kg), which means it shouldn’t have a problem hauling boats or campers.
Cadillac officials didn’t go into many other specifics but confirmed the model has an 800-volt architecture and will be able to receive up to 100 miles (161 km) of range in as little as 10 minutes using a DC fast charger. At home, a 19.2 kW charger can deliver approximately 37 miles (59.5 km) of range for every hour of charging. That drops to 14.8 miles (23.8 km) with the 7.7 kW dual-level charge cord.
Speaking of power, the Escalade IQ has a Vehicle-to-Load (V2L) capability as well as bidirectional charging. The latter enables the vehicle to be used as a battery to power your home in an emergency such as a power outage. We’ll learn more details closer to launch, but Cadillac said the capability will be “enabled via an over-the-air software update” and will require residences to be outfitted with Ultium Home products.
Cadillac Gets Crabby With New Arrival Mode
The Escalade IQ rides on the Ultium platform and features Magnetic Ride Control 4.0 as well as an adaptive air ride suspension. The latter enables the vehicle to be raised 1 inch (25 mm) or lowered up to 2 inches (50 mm). Speaking of which, there’s a Low Ride Mode that enables the SUV to be driven at low speeds with the suspension fully lowered.
Four-Wheel Steer comes standard and is far more practical as it enables the rear wheels to turn in the same or opposite direction as the front wheels. This significantly improves low-speed maneuverability and Cadillac said the Escalade IQ has a turning circle of 39.4 feet (12 meters). That’s 6.5 feet (2 meters) shorter than without the technology and it’s barely more than the XT6.
Four-Wheel Steer impressed us when we drove the GMC Hummer EV last year, but that isn’t the only feature Cadillac decided to borrow. Far from it as the Escalade IQ will be offered with an “Arrival Mode,” which is the brand’s take on Crab Mode. It enables the model to be driven diagonally, “making it easier when pulling into or out of tight spaces.”
Customers will also find a one-pedal driving mode as well as Variable Regen on Demand. The latter function will presumably be operated by a pressure-sensitive paddle on the back of the steering wheel like in the Lyriq.
Arrives Next Summer For Around $130,000
The 2025 Cadillac Escalade IQ will be built at Factory Zero and pricing will start around $130,000. While the final numbers will be announced closer to launch, it’s a significant hike over the 2023 Escalade that begins at $80,795. However, the EV offers performance on par with the Escalade V-Series and that model costs more than $150,000.
Besides being a relative bargain, the Escalade IQ is more luxurious than its ICE-powered counterpart and feels like an Escalade evolved. While everyone might not be sold on electrification, it’s a significant step for Cadillac and one that should help to introduce new people to the brand. The model is also far more exciting than the Mercedes EQS SUV and that alone is something worth thinking about.
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.