The Toyota HiLux range has undergone yet another update for 2024 to remain competitive in the highly saturated ute segment in Australia. The big news this time around is the introduction of the new V-Active technology on select HiLux double-cab 4×4 variants. This is complemented by refreshed exterior styling and additional specification to improve the ute’s value proposition.

Pricing for the new HiLux range starts from $26,475 plus on-road costs for the entry-level 4×2 WorkMate single-cab chassis, while V-Active technology is available starting with the 4×4 SR double-cab chassis from $54,130 plus on-roads.

Available on select 4×4 double-cab SR, SR5 grades as well as the luxurious Rogue, V-Active technology adds a motor generator, 48-volt battery and DC/DC converter to the 2.8-litre turbo-diesel four-cylinder powertrain and six-speed automatic transmission, bringing benefits to fuel economy, powertrain smoothness and off-road ability.

The addition of V-Active technology allows for the fitment of a stop-start system to the turbo-diesel engine which promises a 10 per cent improvement in fuel efficiency compared to 2.8-litre engines without V-Active technology.

The 48-volt system is said to make the stop-start system smoother and more seamless, with a significant reduction in vibrations when restarting the engine compared to an engine not fitted with V-Active technology.

Fitting a 48-volt system also allows the engine to be switched off for longer than a typical internal-combustion engine when stopped in traffic, with owners able to choose from either a ‘Normal’ or ‘Long’ setting which increases the time the engine is switched off while the air conditioning is running. Engine idling speed is reduced in V-Active technology grades, reduced from 720rpm to 600rpm.

Braking energy is recovered by the motor generator when decelerating to charge the battery. When accelerating, the motor generator can contribute power assistance.

HiLux variants equipped with V-Active technology add Multi-Terrain Select, which includes six selectable modes that enhance wheel traction in a range of road surfaces.

When in high range, MTS can be set to Auto, Dirt, Sand, Mud and Deep Snow, while low range offers Auto, Sand, Mud and Rock modes to optimally deploy power and maximise traction.

The motor generator unit has been positioned high in the engine bay to ensure the V-Active technology system retains the excellent off-road ability of the HiLux.

All core HiLux grades with the exception of the WorkMate and SR single-cab and petrol variants gain a new front-end visual refresh which includes new front bumpers and a honeycomb mesh grille.

At the rear, WorkMate, SR, SR5 and GR Sport pick-ups offer a gloss black rear bumper while the Rogue sports a unique dark grey finish.

SR5 grades add dark-finished LED headlamps, gloss black exterior mirrors, door handles, tailgate handle and powder-coated sports bar for pick-up body styles.

Additional convenience is provided for all pick-up grades with the fitment of a tailgate damper with lift assist, which consists of a gas strut and steel cable. SR double-cab pick-ups with automatic transmissions add front and rear parking sensors.

Double-cab automatic SR5 grades gain a wireless charger which is also applied to the Rogue and GR Sport flagship along with two rear USB-C ports for greater charging capability.

2024 Toyota HiLux pricing (excluding on-road costs)

Options

Premium interior (SR5 only): $2,500
Premium paint: $675
Two-tone paint (GR Sport only): $1,000

The post 2024 Toyota HiLux range updated with V-Active technology appeared first on ForceGT.com.

Toyota’s first fully electric SUV, the all-new bZ4X has arrived in Australian showrooms, bringing with it a new BEV (battery electric vehicle)-specific platform utilising the latest motor generator and battery technology.

Jointly developed with Subaru, the bZ4X is based on a new platform that integrates the battery and motor generator into the vehicle’s structure, providing extra rigidity and a low centre of gravity. This approach allows the wheels to be pushed further outward to the front and rear, leaving more room for passengers within the vehicle’s footprint.

The bZ4X is offered in front or all-wheel-drive format. The front-wheel-drive version is equipped with LED headlights, 20-inch alloy wheels, heated side mirrors with auto power folding, power tailgate and privacy glass for rear side, quarter and back windows.

The interior features fabric and synthetic leather trim, eight-way power adjustable driver seat, heated front seats, leather-accented steering wheel, dual-zone climate control, smart entry and start, four cupholders and eight bottle holders.

The latest Toyota multimedia technology is housed within a 12.3-inch touchscreen and is compatible with wireless Apple CarPlay  and wireless Android Auto. Enhanced voice recognition using the “Hey, Toyota” command can control several functions such as “Open all windows”.

The SUV comes with BEV specific connected features such as charge station locators and charge management functionality within the myToyota Connect smartphone app. Over-the-air updates, cloud navigation and live traffic information are included.

The latest Toyota Safety Sense suite integrates a pre-collision safety system that can detect vehicles, motorcycles, cyclists (in daylight only) and pedestrians, including at intersections. Other features include emergency steering assist, lane trace assist, emergency driving stop system, road-sign assist (speed signs only) and parking support brake. The bZ4X is also equipped with active cruise control and seven airbags.

The AWD bZ4X brings a higher level of standard features, including a roof spoiler, fixed panoramic roof, roof rails and a gloss black bonnet accent.

AWD interiors gain a JBL premium sound system, premium synthetic leather seat trim, Qi-compatible 10W wireless charger8, ventilated front seats, heated steering wheel, driver’s seat memory function and a kick sensor for the power tailgate.

Safety enhancements for the AWD include driver monitor, blind-spot monitor, safe exit assist, intelligent parking assist and panoramic view monitor.

The AWD’s 212mm ground clearance and all-wheel drivetrain are leveraged by X-Mode off-road drive modes to enable off-road ability. X-Mode optimises traction for “Snow/Dirt” or “Deep Snow/Mud” conditions and incorporates Crawl Control and Downhill Assist Control.

The FWD model features a front-mounted e-Axle that combines the transaxle, motor, and inverter into an integrated, compact unit that produces outputs of up to 150kW and 266Nm. The AWD model uses front and rear 80kW e-Axles with maximum combined outputs of 160kW and 337Nm.
Providing the electrical energy is a 71.4kWh lithium-ion battery that is rigorously tested for 20 days before being fitted to a car.

FWD driving range is 535km at 128Wh/km, while the more powerful AWD’s drive range is 485km at 141Wh/km.

European versions of the bZ4X which are tested on the WLTP cycle return a range of 436km at 168.9Wh/km for the FWD and 411km at 181.1Wh/km for the AWD.

Six exterior colours are available: Ebony Black, Frosted White, Liquid Metal, Silver Rush, Feverish Red and Dynamic Blue. A two-tone treatment is available for the AWD with gloss black for the roof and A-pillars complementing the body colour.

The FWD bZ4X is priced from $66,000 with the AWD bZ4X available from $74,900.

The bZ4X is covered by Toyota Warranty Advantage, which offers up to five-year unlimited kilometre coverage extending to seven-years on motor and driveline with log-book services.

Toyota also offers capped-price servicing for the first five years/75,000km with each 12-month/15,000km service costing $180.

Toyota bZ4X pricing (excluding on-road costs)

FWD: $66,000

AWD: $74,900

Options:

Premium paint: $575

Two-tone roof (AWD): $1,350

The post Fully Electric Toyota bZ4X lands – price and specification appeared first on ForceGT.com.

Enthusiasts pleaded, Toyota listened. Four years after the initial launch of the GR Supra with an automatic transmission, a manual version is now finally offered. But Supra enthusiasts really have one other car to thank for Toyota’s decision and that’s the Nissan Z. Launched with a manual option in late 2022, the Nissan Z prompted Toyota to rethink their strategy with the GR Supra. And the consensus was to compete.

There’s one problem, however. There wasn’t a manual gearbox that’s compatible with the GR Supra. As we all know, the GR Supra is mechanically a BMW Z4 M40i underneath and that car has ever only been fitted with an automatic transmission. To produce the GR Supra manual, Toyota had to do a bit of tinkering with a ZF-sourced six-speed manual gearbox and spent a considerable amount of time parts swapping, fine tuning and getting everything a hundred percent.

It’s no easy task and we applaud Toyota for the effort and for keeping at heart the demands of Supra enthusiasts. Fortunately, despite the big dollars spent on engineering the manual gearbox, prices for the GR Supra have remained almost the same. The base GT trim costs $87,380 while the upper spec GTS grade is a $10,000 premium at $97,380. The prices exclude on road costs and are identical for both the automatic and manual variants.

Compared against the competition though, the GR Supra is still an expensive option. The Nissan Z, which only comes in a single specification, is priced at $75,800 – a big chunk off the Supra’s sticker. Even the all-new 2024 Ford Mustang is not dearer, with the manual version costing $77,000 and the automatic asking $80,900. Sharing the same engine as the GR Supra, the BMW M240i xDrive Coupe can also be had for around the same money at $96,000.

That said, considering the GR Supra’s actual donor car is the BMW Z4 M40i which changes hands at a hefty $139,800, perhaps Toyota found some justifications in the Supra’s pricing strategy.

Along with the introduction of the manual gearbox, a host of other updates have also been deployed to the 2024 GR Supra. Those include a more refined steering and retuned suspension with improved stabiliser bushings.

It’s also good to see that the updated GR Supra, in the GTS guise as tested here, now has a more Japanese-looking wheel design rather than the previous European styling, giving the sports car a racier, more authentic JDM (Japanese Domestic Market) appearance, despite its German underpinnings. Wheel size has remained the same at 19-inch, but the revised spoke pattern and the Titanium Dark Silver finish really set the car off. Each wheel is also some 1.2kg lighter than before, improving unsprung weight.

Three new exterior metallic shades accompany the new update, they are Volcanic Ash Grey, Dawn Blue and Avalanche White. The latter is what’s on our tester and it looks sensational, like some sort of frosty, glacier-like finish that accentuates the lines and curves of the Supra free from any distortion or reflection.

Disappointingly, the interior of the GR Supra has been spared from any updates other than the availability of the tan trim option. This means it still runs an older version of BMW’s iDrive infotainment system operated via a smaller-than-usual 8.8-inch centre screen. Functionality wise, it’s still good, there’s even wireless Apple CarPlay but the interface is dated. At this price point, the GR Supra can certainly do with a better system, but the reliance on BMW means being granted access to a newer iDrive system by the German marque is a different story.

The digital driving instrumentation panel also measures 8.8-inch and it’s another area where things could have improved further. There’re very little options for customisation here and compared against rival systems from the Nissan Z and Ford Mustang it just doesn’t look and feel sporty enough.

It doesn’t get better with the steering wheel, either. We’re talking about the design – chunky and uninspiring. For a car shaped as sexily as the GR Supra, it ought to have something better designed for the driver to steer with.

The good news is the bad news on the interior ends here. The rest of the cabin is sweet, with top-notch build quality, neat contrast trim stitching and a single unbroken piece of gloss carbon-fibre framing all the switchgear in the centre stack, including the short shifter for the manual gearbox.

The driving position is spot on, too. You sit low and tight and the sports seats wrap around your back like they should in a sports car. Forward visibility is fine but over the shoulder and rear view is not. You’ll need to heavily rely on the sensors and camera to reverse in tight spaces.

Being a strict two-seater (unlike previous generations of Supra), there’s obviously no space behind the front seats, but the 290-litre boot further back is good enough for a couple of grocery bags or small suitcases. And no there’s now no longer room for a set of track wheels anywhere inside the car. In fact, the car doesn’t even have a spare wheel, instead relying on a tyre repair kit.

Apart from the manual gearbox, the GR Supra manual’s oily bits are identical to the automatic version. There’s the BMW-sourced 3.0-litre twin-scroll turbocharged in-line six-cylinder engine up front that pushes out 285kW from 5800rpm to 6500rpm and 500Nm from 1800rpm to 5000rpm. Drive is sent to the rear axle where a limited slip differential sits and manages traction.

The engine is the highlight of the package, packing enormous punch right from the get-go with very little lag. At almost any rev, the surge of torque is colossal, which allows you to gather speed very quickly when you rev it out. The accompanying soundtrack is solid and satisfying, if not lacking a little attitude – an easy aftermarket fix.

The blitz to 100km/h takes 4.4 seconds in the manual, 0.3 seconds slower than the auto version. It’s not that the manual is slow by any means, it’s only because the GR Supra’s auto is a super quick transmission. What the manual lacks in acceleration time, it makes up for in engagement. It’s amazing how a manual gearbox can transform the driving feel of the GR Supra. That wonderful straight-six already feels great with the auto, but with the manual it feels even better, it feels special. DIY shifting allows you to feel more of the engine’s power, to be more in-tuned with the engine’s performance potential.

Granted, the manual isn’t the most precise box out there, but it’s still a joy to shift and the clutch is relatively easy for a high output rear-wheel drive sports car. With a short travel and low pick-up point, it doesn’t take long to get used to the manual box and once familiarised you’d be rowing through the gears smoothly.

The only complain we have about the manual is that it does take quite some force to slot it into reverse. We’re not sure if this had something to do with the fact that the car we drove had gone through a bit of abuse being a press car, or if this is just the way it is. Nevertheless it’s quite a chore putting it in reverse.

As mentioned, the manual dials up the excitement of the car by quite some margin compared to the auto, and this rings even more true when you’re wringing it out in the back roads. You just feel more connected to the car, being in complete control of the throttle and shifting.

The manual has an auto rev-match feature to help you execute the perfect downshifts, which we use quite a lot as the pedal position isn’t that great for heel-and-toeing. For the absolute purist, the feature can be turned off.

The Supra’s handling is almost faultless. It’s balanced, agile and light-footed, infused with a tinge of playfulness at the rear. Cornering is flat and grippy, with slight adjustability through the throttle. It’s so easy to drive the car at the limit. Because you sit so low and close to the rear axle, you feel a lot of yaw and feedback from from the chassis, you’re right in the middle of where all the action is and that’s a great driving experience.

Not that the pre-update model rode harshly, but the revised suspension tuning has improved ride comfort slightly. Rougher road surfaces are better rounded off for a more refined ride quality, without compromising road feel which is so important for a car like this. Adaptive damping is fitted which means you can cruise around in comfort mode or firm things up for sporty driving.

The manual model’s rated average fuel consumption is 8.9L/100km, some 1.4L/100km thirstier than the auto’s 7.5L/100km figure. The higher fuel use occurs mostly in city driving, where the manual’s rated 12.0L/100km is much worse than the auto’s 9.7L/100km. In the real world, we recorded an average consumption of 9.4L/100km with over 600km travelled, including freeway cruising and quite a bit of heavy-footed driving in the hills. It’s still one of the more efficient sports cars out there, especially when compared to the V8 Mustang and Nissan Z.

In terms of safety, the manual misses out on the auto’s adaptive cruise control (non adaptive only). Otherwise, all other essentials are there including lane departure warning, blind-spot monitoring, autonomous emergency braking, rear cross-traffic alert and reverse view camera.

Verdict

2024 Toyota GR Supra GTS 6MT Pricing and Specification

The post 2024 Toyota GR Supra GTS Manual Review appeared first on ForceGT.com.

There’s no official on-sale date yet, but the Toyota Tundra full-size pick-up isn’t far away from its highly anticipated launch in Australia. In fact, 300 of these right-hand-drive converted Tundras have already found homes Down Under, via the Tundra Insider Program. The pre-launch program sees 300 potential customers getting a taste of the Tundra on a paid Full Service Lease basis, reporting back regularly to Toyota Australia on their experience.

With that, Australian specification for the Tundra has also been confirmed, leaving just the price tag a mystery. The US-built Tundra is converted to right-hand-drive by Melbourne-based Walkinshaw Automotive Group. Modified components include the steering rack, instrument panel, firewall, headlights, cabling, harnesses, front seats, carpet and trim, with many of the new parts sourced from the Toyota LandCruiser 300 Series.

Spec’ed in a single Limited grade for now, the Tundra features seating for five with a 60/40-split rear seat back. All seats are trimmed in synthetic leather with 8-way power adjustment and heating and ventilation for the front pair. The same upholstery is also applied to the transmission shifter and steering wheel.

The cockpit boasts a 12.3-inch digital instrument cluster with user-selectable information displays. However, head-up display (HUD) isn’t fitted.

A huge 14.0-inch centre touchscreen complements the digital instrument cluster. It supports Bluetooth, wireless Apple CarPlay and wired Android Auto connectivity, and AM/FM radio with sound from a 12-speaker JBL speaker system.

In terms of safety, the Tundra is equipped with an autonomous emergency braking pre-collision system with day and night pedestrian and daytime cyclist detection, lane departure alert, lane trace assist, emergency steering assist and automatic high beam.

Powering the massive ute is a 3.5-litre twin-turbo V6 petrol engine with 290kW at 5200rpm and peak torque of 650Nm between 2400rpm and 3600rpm. The engine is paired with a 36kW/250Nm electric motor and 6.5Ahr nickel metal hydride battery (Ni-MH) for a total system output of 326kW and 790Nm. This essentially means the Tundra is Toyota’s largest hybrid model ever.

The engine drives through a 10-speed automatic transmission and a part-time all-wheel drive system with a two-speed transfer case and automatic limited slip differential. The Tundra matches the Ford F-150 and Chevrolet Silverado, its two main rivals, with a maximum braked towing capacity of 4500kg.

2024 Toyota Tundra Australian Specification (Right Hand Drive)

Mechanical

• 326kW, 790Nm 3.5-litre twin-turbocharged V6 powertrain
• Ten-speed automatic transmission with Eco, Normal and Sport modes
• Dual-range 4WD system with limited slip differential
• Front double wishbone and rear multi-link suspension
• Ventilated 354mm front and 335mm rear disc brakes
• 122-litre fuel tank

Exterior

• 20” Sports Alloy wheels with 265/60R20 tyres
• Heated, power folding exterior mirrors with reverse tilt-down
• Active front spoiler
• Tub management system with side and back rails and moveable tie-down points
• Towbar, 3500kg towball and tongue
• 12-pin trailer wiring harness
• Nine colour options with solid, crystal pearl, and metallic paint finishes

Interior

• Black synthetic leather seats
• Heated and ventilated front seats with 8-way power adjustment
• Leather-accented steering wheel with controls for multimedia and driver assist systems
• 12.3-inch digital instrument cluster with multi information display
• 60/40-split rear seat back
• Front and rear carpet floor mats

Safety

• Toyota Safety Sense
  • Pre-collision system with day and night pedestrian and daytime cyclist detection
  • Active cruise control
  • Lane departure alert with steering assist
  • Lane trace assist
  • Automatic high beam
• Blind spot monitor
• Rear cross traffic alert
• Panoramic view monitor
• Four front and four rear parking sensors
• ABS, vehicle stability and traction control
• Trailer brake controller
• Trailer reversing guide
• Eight airbags
• Two rear ISOFIX points

Comfort and convenience

• Dual zone climate control with rear vents
• Smart entry and start
• Automatic lights
• 5 x USB ports and 1 x 12V accessory socket
• Wireless phone charger
• Power windows and back glass
• Door pockets with bottle holders

Infotainment / Multimedia

• 14.0-inch touchscreen
• 12-speaker JBL audio system
• AM/FM radio
• Bluetooth compatibility
• Wireless Apple CarPlay / wired Android Auto compatibility

The post Toyota Tundra Australian Specification Detailed appeared first on ForceGT.com.

For decades, enthusiasts have been relying on cars like the Subaru WRX and Honda Civic Type R for a relatively affordable way to fix their cravings for driving thrills. Now these buyers have new options to choose from. Late comers Toyota GR Corolla and Hyundai i30 N join the party with bucket loads of fun to offer.

Never before since the early 2000s has there been so much going on in the compact performance car segment. But this frenzy isn’t going to last for long. As the automotive landscape transitions toward sustainable, electrified motoring, we’re just humbly glad that through fun cars like the WRX, Civic Type R, GR Corolla and i30 N driving enthusiasts have not been forgotten – not yet.

And so, we’ve lined them up here for a shootout to find out which of these cars is the most satisfying to the die-hard petrol head, and the one which will leave a legacy as we dawn on a new era of mobility.

Subaru WRX

Is there a more familiar three-letter acronym to the enthusiast than the WRX? Okay, maybe the EVO… but the WRX was the car that started it all. Born out of Subaru’s “World Rally eXperimental” (hence the WRX name) project of the early 90s, the WRX has since become a global performance icon with a cult following.

The latest generation WRX was launched in 2022, available in both sedan and wagon body style with the option of a six-speed manual gearbox or a Sport Lineartronic (CVT) automatic. On test is the best-spec’ed manual version available, the WRX RS Manual priced at $50,490 plus on-road costs.

Honda Civic Type R

The Civic Type R also has an illustrious history that dates back to the late 90s. It’s well known for its high revving engine and nimble handling.

The current sixth-generation model was introduced in 2022 and remains faithful to its roots by being strictly front-wheel drive and exclusively available with a six-speed manual transmission. It’s the most expensive model here with a drive-away price of $72,600.

Toyota GR Corolla

For many car nuts, the name Corolla has never come to mind when talking about their next upgrade – until now. Yes, Toyota has finally succumbed to temptation and built a go-fast Corolla. And it’s hot!

Tuned by Toyota’s in-house racing outfit Gazoo Racing, the synonymously named GR Corolla has a sticker price of $64,190 plus on-road costs and is only offered with a six-speed manual gearbox.

Hyundai i30 N

Hyundai’s first attempt at a sports car is a much celebrated one. Since its launch in 2017, the i30 N has proven to be one of the best hot hatches on the market. Facelifted in 2020, the i30 N brings sharpened looks and a range of chassis tweaks for improved handling.

Drivers keen on something a bit more special can opt for the i30 N Drive-N Limited Edition model which is what we have on test. Just 180 examples of the special edition model are brought into Australia out of the 800 units available globally, with each costing $53,200 plus on-road costs – a price premium of $2500 over the i30 N Premium on which it is based.

Let the shootout begin…

On the outside

The WRX is the only car here that’s not based on a cooking model, being built from the ground up as a WRX. It’s also the only sedan in this company. While its styling has certainly matured a lot compared to previous generations of WRX, it’s still a WRX from top to bottom no matter from which angle you view it. The trademark bonnet scoop, wide fenders and quad tailpipes are all still there.

But this new design is a controversial one, for it’s got a bit too much black plastic cladding going on all around the car. It’s a confusing look, almost like a cross between a sedan and an SUV. Having some of those cladding colour coded will make the car look much better, we reckon.

The Civic Type R, GR Corolla and i30 N are all based on their respective regular hatchback models. But at least both the Honda and Toyota are hotted up with wide bodykits complete with flared fenders, deep side skirts and bulging bonnets. There’re functional vents that extract heat from the engine bay, with the Civic Type R also getting side vents behind the front wheel arches to relief air from within to aid aerodynamic.

The i30 N is the most restraint looking of the lot with most body panels carried over from the regular i30 hatch. But that doesn’t mean it looks pedestrian. Far from it. N specific details like the beefed up front and rear bumpers, black grille, side skirts and roof spoiler all look pretty hot. Our Drive-N Limited Edition model has added sizzles courtesy of red accent application around the car and bronze vinyl on the sides. The matching bronze wheels look the business, too, so are those bright red brake callipers tuck behind them.

All four cars stand out in traffic, but we’re most drawn to the looks of the Civic Type R. It’s the widest and lowest car here. And unlike the tacky-looking previous generation model, the new car looks so clean yet so aggressive and hunkered down. Many body panels are bespoke and it’s ten out of ten for that black aero-shaped rear spoiler and those matte black 19-inch wheels.

Here’s how they rank on looks (best on top):

1. Honda Civic Type R
2. Subaru WRX
3. Toyota GR Corolla
4. Hyundai i30 N Drive-N Limited Edition

On the inside

There’s a good progression from comfort to sport with the interior of these four contenders. The WRX has hands down the most comfortable and complete interior. The vertically orientated 11.6-inch centre touchscreen is the largest here and not only does it look good nested neatly within the layered dashboard, it’s also intuitive to use with large on-screen buttons and a straight forward menu structure.

The rest of the WRX interior is just as well sorted, with seats that are as comfortable as they are supportive. There’s good space throughout, too, with it being the most spacious in this company. It’s also the only car here with rear air vents.

What’s practical may not necessarily be the sportiest. And that’s the case with the WRX. The driving position is quite high and apart from the red contrast stitching and WRX embroidery on the front headrests, there’s really not much else that shouts sports car on the inside.

Save for the sport bucket seats and GR steering wheel, the interior of the GR Corolla is mostly carried over from the top-spec Corolla ZR donor car. In other words, it isn’t very sporty, nor is it that comfortable. The driving position is high, the steering wheel doesn’t feel that particularly special and there just isn’t enough sporty detailing throughout to justify its GR badge.

Rear seat space in the GR Corolla is tight, so is the boot – the smallest here. That said, with the rear seats down the space should still be good for a set of track wheels and tyres.

Like the GR Corolla, the i30 N interior is based on a much cheaper donor car. Hence, there’s the inevitable budget feel in certain areas of the cabin. But unlike the Toyota, the Hyundai gets a much higher dose of sporty touches. The Alcantara-wrapped steering wheel looks and feels fabulous. The pair of red N configurator buttons on the spokes are racy. You instantly know you’re in something special the moment you grip the wheel.

There’s more. The front buckets have red stitchings and a very cool illuminated N emblem under each headrest. The red seatbelts are nuts. And for the collectors, there’s a limited edition-specific build plate in the centre console.

The driving position is as high as that in the GR Corolla, but there’s more space for rear passengers and the boot is larger as well.

Regardless of how special the i30 N feels on the inside, it can’t come close to that of the Civic Type R. In fact, no car in this segment can touch the Honda when it comes to interior expression. Those red seats and carpets are hallmarks of Type R and the moment you sink into the driver seat of the Civic Type R you get into one mood and one mood only – the driving mood.

These low sitting buckets are some of the best driving seats in the world – superbly comfortable yet super snug and supportive. The Alcantara-wrapped steering wheel falls into hand with such a nice grip and the aluminium gear shift knob – another Type R trademark – not only looks exquisite but also a joy to use.

The quality of cabin materials is the highest in the Civic Type R, so is the tactile feel of all knobs and switches. It’s the only car here with interior mood lighting strip. Like the i30 N there’s a build plate on the passenger side of the dashboard to convey its exclusivity.

But if you want a five-seater, write the Honda off because its rear seats can only seat two. The middle bit has fixed cup holders and there isn’t a middle seat belt.

Here’s how they rank on interior (best on top):

1. Honda Civic Type R
2. Hyundai i30 N Drive-N Limited Edition
3. Subaru WRX
4. Toyota GR Corolla

Under the skin

We’re certainly at the peak of the internal combustion engine. How Toyota managed to squeeze a whopping 221kW out of a turbocharged 1.6-litre three-cylinder engine is beyond our imagination. That’s 138kW per litre of engine capacity, putting the GR Corolla on par with the Bugatti Chiron in terms of kW output per litre. The engine is not gruff like certain other three-pots, either, in fact it’s quite refined.

There’s 370Nm of torque peaking from 3000-5550rpm. Again, strong for such a small engine, and enough to propel the 1485kg hot hatch from 0 to 100km/h in just 5.3 seconds.

There’s all-wheel drive at play here and it’s not just any front-drive biased part time AWD. There’s some serious mechanics going on underneath, including Torsen limited slip differentials at both axles and the ability to channel up to 70 percent of the engine’s power to the rear wheels.

The six-speed manual gearbox is slick, sporty and precise, exactly what you need in a hot hatch. It features auto rev matching on downshift which can be turned off, but you’d want to leave it on as the pedal positioning is not that ideal for heel and toe shifting.

The raw, angry and always-on persona of the GR engine reminds us of the WRXs of yesteryears. Yup, the latest WRX has lost a lot of character in the process of maturing up. There’s a lack of theatric from the turbocharged four-cylinder boxer engine, which has also not made much progress in terms of output. At 202kW and 350Nm, it’s the weakest mill here. Granted, peak torque is spread over a wide rev range of 2000-5200rpm, making the WRX the easiest car here to roll off the line and get up to speeds. But it’s 0-100km/h time of 6 seconds is 0.1s slower than the front-drive i30 N. As the biggest and heaviest car here (1516kg), that’s not a surprise, despite the WRX being AWD.

The WRX’ six-speed manual doesn’t feel quite as sporty and precise as the other cars here, but the pedal placement is the best for heel and toe shifting. It’s no wonder Subaru couldn’t be bothered with auto rev matching – the only car here without it.

When we first drove the i30 N, we thought what a complete hoot it was. It still is. There’s just constant entertainment from the turbocharged 2.0-litre four-cylinder engine which punches out a healthy 206kW and 392Nm, the latter available from 2100-4700rpm. In N drive mode, this thing burps and pops on overrun.

With all of that power going only to the front axle, don’t expect a clean launch from standstill. The i30 N will spin the front wheels frantically coming off the line, but after the initial struggle the engine will then punch through to the limiter hard. It’s got the thickest low to midrange torque of all cars here, making it the most effortless to poke around once on the move.

The six-speed manual is a joy to use. Auto rev matching is available if you fancy, though heel and toe shifting is quite easily executable.

The Civic Type R is the most powerful car here. It’s turbocharged 2.0-litre four-cylinder engine serves up 235kW and 420Nm, the latter on tap from 2600-4000rpm. It may not be the angriest sounding mill here – the GR Corolla and i30 N share this space – but let’s just say it’s different. The Honda engine feels like it’s been honed to perfection with no rough edges. And it sounds that way – racy and sporty not just for the sake but in a very purposeful and refined way.

Being front-wheel driven like the i30 N, front wheel spin and a little torque steer are part of every hard launch. But once that’s dealt with (quite effortlessly) strap in and hold tight because this thing goes like the clappers. From about 2800rpm right through to the limiter, there’s absolutely no stopping it. It nudges 100km/h in 5.4 seconds in second gear and continues to pull hard even in third.

No doubt, the Civic Type R is the hardest revving car here with the most savage rolling acceleration. It’s six-speed manual gearbox, shifter and pedal spacing are all perfect. Rev matching is available but in a car as precise as the Civic Type R, you’d get more joy DIY’ing.

Here’s how they rank on performance (best on top):

1. Toyota GR Corolla
2. Honda Civic Type R
3. Hyundai i30 N Drive-N Limited Edition
4. Subaru WRX

On the road

There really isn’t much that separates these four sports cars when it comes to handling. These are some of the most capable cars you could buy today, not just in this segment but overall.

The WRX is a no fuss sharpshooter. Decades of rally-bred AWD prowess endow the WRX with unrivalled traction dry or wet, on sweeping bends or tight switchbacks. The planted, secured handling of the WRX makes it feel almost too easy to drive fast. Full throttle mid-corner, no dramas.

Turn-in is aided by the sharpest steering in this company, though there isn’t much feedback. The ride from the fixed dampers is firm but settles considerably at high speeds. To get adaptive suspension you’d need to go the range-topping tS model.

While the WRX’ AWD hardware still feels a little more resolved than that of the GR Corolla, the latter is better in almost everything else. It feels lighter, more agile and better balanced. The brakes are stronger, too. But the best comes from that cracking little engine, which packs so much performance allowing you to slingshot the hot hatch from one corner to another. It’s a thoroughly engaging drive, every time.

As mentioned earlier, the GR Corolla does not switch off. It’s loud and the fixed dampers give a firm ride – all the time. It’s very much track honed. But oddly it doesn’t feel all that racy on the inside. The upshift indicator is too subtle, there’s a lack of performance gauges, and the digital instrument cluster isn’t all that sporty in Sport mode.

The i30 N driving impression is a straightforward one. It’s an all-rounder. The variable dampers are most effective – smooth and compliant in normal setting, firm and taut in N mode. Grip is plenty around the corners, and despite being front-wheel drive the nose is beautifully locked down. In this car, you choose when to cruise, when to attack and when to be a complete hooligan. It’s so versatile.

The customisable N mode – offering the most customisation amongst its competitors here – makes this all possible. You can mix and match settings, and program each of the two red buttons on the steering for specific function. Have everything in Sport+ and the dampers in Normal are ideal for less smooth back roads, or you can set everything to Normal leaving the exhaust in N to cruise around without losing the soundtrack.

Driving into the first few corners in the Civic Type R, it becomes immediately obvious this is a very different car to the other three. It’s an out-and-out driving machine. From the responsiveness of the throttle to the progressiveness of the brakes, from the weight of the steering wheel to the travel of the shifter, everything is tuned to perfection. Think of it as a Porsche 911 GT3 RS in hot hatch form.

Then comes the rest of the package. The tyres – the widest here – afford virtually unbreakable traction. It may be FWD, but its cornering speeds are higher than the WRX and right up there with the GR Corolla. It’s fantastically well balanced as well. The GR Corolla may have the best engine here, but the Civic Type R definitely has the best handling.

The adaptive dampers are brilliant. In the softest setting the ride is compliant enough for the daily drive, yet road feel is maintained. R+ stiffens up considerably for track use. Speaking of which, the car comes with a lap timer operated through the touchscreen. You can even select which track you’re at and the timer takes care of the rest. Also through the touchscreen is a full handbook on track driving principles for you to self-coach. How cool is that?

Here’s how they rank on driving impression (best on top, but not much in between):

1. Honda Civic Type R
2. Toyota GR Corolla
3. Hyundai i30 N Drive-N Limited Edition
4. Subaru WRX

Verdict

It’s been one hell of a close shootout, with all four cars proving to be solid performers designed for sporty driving. But if we must rank, here’s how they fare.

Fourth Place:
The WRX has bucket loads of performance to offer. However, it feels as though the potential is hidden under that plush layer of refinement, comfort and maturity. The Rex needs to stop growing up and be a Rex again. And for that it came in last in this shootout.

Third Place:
The i30 N is a hot hatch for the masses. Fast, capable and engaging yet so easy to live with. But the i30 N on test was the Drive-N Limited Edition and it ought to feel a bit more special, even a slight power or chassis upgrade would be good to justify the extra premium in price.

Runner Up:
Cheers for Toyota. The GR Corolla still gives us goosebumps. That engine is small in size but massive in performance. Coupled with that brilliant AWD and non-stop fireworks, the GR Corolla will keep you grinning for the whole drive.

Winner:
The most expensive car here is also the most impressive. The Civic Type R feels like a different league of car. It drives like a racing special yet so approachable and livable. As far as driving is concerned, it gives the purest experience. No doubt, it’s a collectible. We believe this latest generation model will be the last of its kind before it goes EV, which makes it even more special.

Price and Specification

The post 2023 Subaru WRX v Toyota GR Corolla v Honda Civic Type R v Hyundai i30 N Review appeared first on ForceGT.com.

Like it or not, the Toyota HiLux is heading electric. Previewed by the HiLux Revo BEV Concept, the first ever all-electric HiLux enters prototyping phase and the unique landscape in Australia has been selected as the testbed for the HiLux EV.

Originally unveiled in Thailand late last year, the HiLux Revo BEV Concept is a two-wheel drive pick-up designed for short-range use, featuring a wealth of proprietary technologies under the skin. The 2WD format makes it urban-focused, but we can expect a 4WD concept to join the prototyping given the majorirty of current HiLux sales is for the 4×4 variant.

The HiLux Revo BEV Concept is currently undergoing testing and evaluation on various Australian roads to help further the development of alternative powertrain technologies, not just for the HiLux but also other Toyota models.

While the HiLux BEV remains a concept, customers will soon be able to purchase Toyota’s first production BEV when the new bZ4X arrives in Australia in early 2024.

The bZ4X will be the first of three Toyota production battery-electric vehicles due in Australia over the next three years further expanding Toyota’s electrified lineup.

The post Toyota HiLux Revo BEV Concept hints at ute’s electric future appeared first on ForceGT.com.

Off-road vehicles are no longer just off-road vehicles these days. Market demands have dictated that they must do a lot more than just bush-bashing. They’re big and spacious comfortable daily drivers packed with creature comforts and the latest tech. Their rugged 4×4 mechanisms, while still as capable as ever, are mostly hidden away for more a refined driving experience. And they now look miles better than their earlier forebears. Today, they’re better known as lifestyle vehicles.

Two of the biggest nameplates in this segment are the Toyota LandCruiser and Land Rover Defender. Both started life as military vehicles, they have since morphed into civilian transports, each with a rich heritage spanning over seven decades. Direct rivals from inception, here they are in their respective latest generation model, facing off against each other once again.

The Toyota LandCruiser Series 300 sees a new addition to the line-up in the form of the GR Sport, and that’s what we have on test here. The GR Sport slots below the flagship Sahara in the range, priced from $142,100 plus on-road costs. It’s competitor on test, the Land Rover Defender 110 D300 X-Dynamic HSE comes in at $120,310 but is loaded with options to be slightly better spec’ed than the LandCruiser. The final sticker for the Defender is $134,609 plus on-road costs.

On the outside

The LandCruiser is the first completely new model in about a decade and from the outset it looks the business. This is a huge vehicle but the proportions are spot on and there’re some nice design elements around the vehicle such as those bonnet bulges and boxed wheel fenders.

The GR Sport grade brings about some sporty and off-road focused touches, too, including a blacked out grille with Toyota block letters replacing the Toyota logo, black side mirrors and black window surrounds. These are matched with GR Sport specific front and rear bumpers with silver front bash plate, black wheel guards and matte grey 18-inch wheels. A sprinkle of GR badges around the car completes the sporty look.

The latest generation Defender represents the biggest transformation in the history of this nameplate. The previous utilitarian design has been completely modernised and the result is a stunning expression of contemporary style and go-anywhere toughness. The new styling is unapologetically boxy, a preservation of its roots, yet alluringly cool.

Like the GR Sport, the X-Dynamic variant on test boasts an off-road ready look with some nice sporty upgrades. There’s a generous application of gloss black detailing around those lower exterior trims, matched with a black roof and black spare wheel cover. The rest of the car is finished in white, creating a striking contrast against the black accented body detailing and those optional 20-inch satin grey wheels.

While the new LandCruiser looks as prominent as ever on the road, it just can’t match the latest Defender in utter coolness. The latter is a head-turner, especially when perfectly spec’ed like our test car, exterior wise.

On the inside

The interior of the LandCruiser ticks most boxes in terms of presentation, comfort and practicality. The layered dashboard design allows buttons and knobs to be positioned where they should be, offering excellent ergonomics. While the 9.0-inch centre touchscreen is larger than before, it’s glad to see Toyota hasn’t moved all controls onto the screen. Essential functions like climate control, media and four-wheel drive settings are all still operated by physical controls. This is important for a vehicle like the LandCruiser, as you don’t want to be fiddling through the touchscreen to change settings while driving off-road – especially when you have your gloves on.

The infotainment system supports Apple Carplay and Android Auto, delivering good quality audio through a JBL 9-speaker system. Much of the touchscreen interface is recycled from the previous Lexus (Toyota’s luxury offshoot) system. It’s fit for purpose but there’s still much to improve on the voice command recognition and satellite navigation. A wireless phone charger is also included.

A couple of GR badges are littered around the cabin, which along with the dark headliner, distinguish the GR Sport grade interior from the rest of the line-up. It does feel suitably sporty inside, and from the driver’s seat, with the elevated sitting position and large steering, it feels pretty commanding as well.

Both from and rear seats are very comfortable, and as you’d expect from a large wagon there’s heaps of space for everyone onboard. While you can have an additional third row of seating in other LandCruiser variants, the GR Sport is strictly a 5-seater without a third row. So, if you haven’t overbred the GR Sport is the ideal model for a customised cargo area. With 1131 litres of boot space to play with, there’s plenty of room for anything from storage drawers to a slide-out kitchenette. Fold the second row seats, the space expands to 2052 litres.

While the LandCruiser’s interior is pretty conventional, that of the Defender is anything but. It’s a pretty good modern interpretation of earlier Defender models. It’s cool yet functional. It’s contemporary yet soulful. The adventurous design of the dashboard and door cards is done so tastefully and with so much respect of its roots that you’ll not mistaken it for the cabin of another car. It’s a pretty special place to be in.

The tech is more advanced than that of the LandCruiser. As part of the Defender’s mid-life update, the infotainment touchscreen has been up sized to 11.4-inch. It’s accompanied by a fully digital driver instrumentation display. Both screens are ultra crisp, with the digital driver display offering good customisability including the ability to display a full map view. What the Defender lacks is a head-up display (HUD) which is a standard fitment on the LandCruiser.

The Defender matches the LandCruiser in its support for smartphone mirroring and wireless charging, though it goes a step further with online connectivity via an in-built SIM. The latter allows over-the-air updates and access to live weather and parking information. Remote vehicle management including lock/unlock and status checks via a smartphone app is also possible.

Most frequent-use functions are operated via physical controls but unlike the LandCrusier some features are nestled within the touchscreen, including some 4×4 differential settings. Granted, the screen is large and very responsive to the touch, but getting to the functions still requires some navigating.

The seats in the Defender aren’t as contoured as those in the LandCruiser but they’re still comfortable. Our tester has the $4796 Family Pack option which throws in a third row of seats, amongst other things. The third row is tight in both leg and knee room, hence is only good for kids. Getting into the rear is manageable for those little fellas, as there’s adequate space liberated by tilting and sliding the second row seat forward.

Boot space is generous. There’s 231 litres of space available with all seats up, expanding to 1075 litres with the third row folded and further to 2380 litres with the second row also stowed.

The Defender not only has a larger sunroof than the LandCruiser, but also a roof window on either side of the rear seats letting in much more natural light into the cabin. It’s a pretty cool design.

Under the skin

One of the biggest talking points of the new LandCruiser when it was first unveiled was the engine. The dismissal of the V8 in Toyota’s biggest off-roader has cause unease amongst some LandCruiser fans. Well, with ever tightening emission standards the old Toyota V8, like many others from rival makes, have had to go. Yes, it’s unfortunate, but do we miss it? Not really.

The new 3.3-litre twin-turbo diesel V6 is mighty impressive. Outputting 227kW and 700Nm, the latter available in full from just 1600rpm, the V6 delivers effortless and tractable performance on and off the road. At any revs, the V6 pulls harder than before. It’s also more refined and responsive. It’s one of the quietest V6 diesel engines around as well.

The new 10-speed automatic transmission may sound like a gear or two too many, but the way it works with the V6 feels like they’re inseparable. The gearbox is smooth and works discretely in the background without bringing much attention to itself. It’s never fussy in gear selection, steady with a ratio when appropriate, changing only when needed. As a whole, this new powertrain is pretty well sorted.

Slightly smaller in capacity, the 3.0-litre twin-turbo diesel in-line 6 powers the Defender D300 with 220kW and 650Nm. The output is down marginally compared to the LandCruiser, but the Defender is some 200kg lighter, resulting in similar level of performance. Its peak torque arrives even lower at 1500rpm, offering loads of pull with minimal lag from the get go which is great for daily drivability.

The Defender V6 is even more muted than that of the LandCruiser. Its idle stop/start system is nearly imperceptible, much more so than the LandCruiser system. The V6 is paired to an 8-speed auto which is smooth and operates with minimal fuss.

On and off the road

Despite the size of both of these vehicles and the ruggedised drivetrain through which they operate, their road manners are commendable and they’re as easy to drive and handle as any urban SUVs. Even with a full load, there’s never a moment of struggle with either of these two in going places, with heaps more grunt to spare for towing if needed.

While both vehicles’ cabins are generally quiet on the move, it’s the Defender that exhibits a premium level of cabin refinement with really low NVH (noise, vibration and harshness) levels for a proper 4WD vehicle. In fact, it drives like a Range Rover Velar any day when it’s not kicking dirt.

The LandCruiser rides admirably across varying road surfaces, though high frequency bumps can at times unsettle the cabin at low speeds. Meanwhile, the Defender delivers a smooth on-road ride nearly all the time. Our tester has been optioned up with the $1309 Adjustable Air Suspension Pack, which makes the plush ride even more unexpected as suspension of this type can tend to perform quite unpredictably in the ride department. It’s the complete opposite in the Defender as road imperfections are rounded up with aplomb.

Both vehicles were taken off-road on test and there’s not much in it between these two. Featuring a full-time, dual range 4×4 set up, this pair is some of the best off-road machines on the market today. The LandCruiser has greater ground clearance (245mm against 218mm) and break-over angle (25 against 22.6) but the Defender has better departure angle (37.8 against 25). Regardless, both the LandCruiser and Defender will take you deep, very deep into the jungle, and out again – safely.

It’s worth noting that the GR Sport is the most capable LandCruiser variant on offer, as it’s the only model in the range fitted with E-KDSS (Electronic Kinetic Dynamic Suspension System). It’s a system that automatically disconnects the front and rear sway bars when driving off road to allow for greater axle articulation – the ability of a wheel to travel up and down relative to the wheel on the opposite of the axle. The more articulation the better the wheel can maintain contact with the ground and thus resulting in better traction.

The GR Sport does maintain very good traction off road. There’s a locking centre differential if things get tricky. What’s more, the GR Sport is also the only variant to get front and rear locking diffs. Along with Crawl Control (like a low speed cruise control) and Multi-Terrain System, the GR Sport is capable of some hardcore off-roading.

The Defender also boasts some serious off-roading kit, including locking centre and rear diffs (but not front diff) and a height adjustable suspension ($1309 Air Suspension Pack option) capable of an impressive 900mm wading depth. It’s also got All Terrain Progress Control (part of the $4044 Towing Pack option) which is similar to the LandCruiser’s Crawl Control function, and configurable Terrain Response.

The 4WD system has more electronic gizmos, which endow it with greater response to varying road surfaces by effectively balancing torque between all four tyres. The diffs lock and unlock automatically as well depending on traction (manual operation also available) and the workings of the 4×4 system is shown on the centre screen in real time as you traverse along rough terrain.

Ultimately, the LandCruiser’s mechanised system feels more durable and dependable when the goings get tough.

In the long run

Both the LandCruiser and Defender come with 5-year unlimited kilometre factory warranty which is pretty standard in the industry these days.

The service interval is where things are quite different. While the LandCruiser is up for service every 10,000km or 6 months, the Defender is only due for one every 2 years or 34,000km.

Both cars are offered with capped price servicing, with the LandCruiser costing $375 per service for the first 5 years or 100,000km, totalling $3750, and the Defender capped at $2650 for the same period.

The Defender will also yield more savings at the bowser, with it averaging 10.0L/100km at the end of our week-long test, against the rated 7.9L/100km. The LandCruiser reported an average of 11.3L/100km in the real world against the rated 8.9L/100km.

Verdict

The Toyota LandCruiser GR Sport and Land Rover Defender D300 X-Dynamic are at the top of their game when it comes to exploration and lifestyle vehicles. The LandCruiser comes with lots of kit as standard and is just a tad better off-road.

The Defender needs a few essential options added to match the LandCruiser in equipment. However, it’s such a cool looking thing – inside and out – and it drives better on the road. It’s also more fuel economical and its interior tech is more advanced. Plus, the availability of a 7-seat option may suit larger families.

The LandCruiser is a great car, but the Defender matches that with added charm, sophistication and desirability. And for that, the latter takes it home this time around.

Let us help you get the best deal on your next new car. Contact us.

Pricing and Specification

The post 2023 Toyota LandCruiser GR Sport vs Land Rover Defender D300 Review appeared first on ForceGT.com.

Aren’t there enough SUVs on the market already? Not if you ask Toyota. It appears to be on a quest to fill every niche in a segment it kicked started with its own RAV4 in 1998.

Designed to sit between the pint size Yaris Cross and highly popular RAV4, and alongside its name’s sake, the Corolla, the Corolla Cross has the small SUV segment in its cross hair.

Based on the TNGA-C planform which also underpins the Corolla, the Corolla Cross looks nothing like the sporty Corolla hatch but brings familiar interior theme with a sought after higher riding position.

While the range starts from $33,980 with the Corolla Cross GX front-wheel drive petrol, Toyota has given us the top-spec Atmos eFour Hybrid in ‘Jungle Khaki‘ pearl finish with all the bells and whistles for this test.

It starts from $50,030, which means it’s in fact, more expensive than the RAV4 Cruiser AWD Hybrid at $48,750 and just undercuts the top-tier RAV4 Edge AWD Hybrid at $52,700. All prices are before on-road costs.

What’s the Toyota Corolla Cross Atmos like on the inside?

The overall interior vibe is not dissimilar to the Corolla hatch, with a largely similar dashboard and steering wheel, albeit mounted taller to suit its SUV brief.

However, it’s 12.3-inch fully digital instrument cluster is positively more hi-tech than the partially digital one in the Corolla. It’s also highly configurable with no fewer than seven different layouts – a first for the Japanese brand until now – to suit individual tastes along with crisp graphics.

Sitting atop the front air-vents is a 10.5-inch touchscreen infotainment system with the latest software that is years ahead of the old-gen system found in Toyota’s wider range. The graphics are fresh and more user friendly than ever before.

There’s wireless Apple Carplay and Android Auto which is lovely although it’s not without some flaws, as it took several attempts including having to turn off the engine and start again before a successful connection to CarPlay.

And while the interior is overall very well made and pleasing with most of the dash made of squidgy soft-touch materials, the visually similar texture dashboard trim to the right of the steering wheel is oddly cheaper hard plastic.

The lack of a head-up display and lack of USB-C ports upfront at this price point also left us scratching our heads.

On a positive note, the 9-speaker JBL sound system with subwoofer is doof-doof worthy and we also enjoy the inclusion of heated seats and steering wheel, as well as a wireless smartphone charger.

Ergonomics are also top rated with all controls falling easily to hand and plenty of adjustment to the power driver’s seat and reach and rake steering wheel.

The front seats are comfortable even for long distance while there is sufficient room in the back to seat three adults in relative comfort. Rear seat passengers will also delight in the USB-C ports for their devices along with rear air vents, while parents will take comfort in the two ISOFIX and three top-tether points.

Due to the all-wheel drive hybrid hardware, the Atmos gets just 380L of boot space with the rear seats in place, as opposed to 415L for the front-wheel drive and 425L for the FWD variants without the JBL’s subwoofer.

What’s underneath the bonnet?

The Atmos eFour comes with a 2.0-litre four-cylinder Atkinson cycle petrol engine producing 112kW and 190Nm that is connected to an e-CVT. It is combined with a pair of electric motors making 83kW and 206Nm at the front, and 30kW at the rear axle for a total system output of 146kW.

In typical Toyota fashion however, no combined torque output has been quoted.

All Corolla Cross hybrids feature a 4.06Ah lithium-ion battery pack which is said to be 14 per cent lighter and more powerful than before.

Combined fuel economy is rated at 4.4L/100km and it only requires the wallet friendly 91 RON regular unleaded. On test and with a round trip from Melbourne to Daylesford, we managed 6.0L/100km on a mix of freeway (sixty percent) and city driving.

How does the Toyota Corolla Cross Atmos hybrid drive?

It’s a comfortable and quiet car to drive. The hybrid is one of the best money that can buy; as you’d expect from a pioneer of the technology. It’s smooth in its handover between the engine and the electric motors and the e-CVT is generally inoffensive.

There’s still the hallmark CVT engine flare if you pin the throttle, but in most situations, you won’t even know it’s a CVT. That’s how far these things have come.

The hybrid is now more willing to lean on the electric motors than ever before. Where the engine used be eager to jump in on anything other than a light tap on the throttle, you can now prod deeper into the throttle travel and the car will remain in EV mode for a sustained period at around 30km/h. The all-wheel drive system provides reassuring grip and traction in the wet and through corners.

The Atmos’ latest generation hybrid also delivers on acceleration with instant step-off response from the electric motors. Toyota claims a nippy 7.6 seconds dash to 100km/h and it feels on the money.

Like the hatch on which it is based, the Corolla Cross is comfortable around town with supple suspension that soaks up road imperfections dutifully. Together with great all-round visibility and a light steering, it makes for an ideal city car. On long country drives, the Corolla Cross is quiet and relaxing.

Its driver assist technology also works well in keeping you on the straights without being intrusive. The adaptive cruise control is adept at keeping a consistent distance with the car in front, while the lane centring is gentle in steering the car back between the lines.

Toyota’s latest generation regenerative braking is likely one of the best in the business. Brake pedal feel is almost entirely normal with no artificial numbness to it at all.

Is the Toyota Corolla Cross well equipped?

Standard features on all variants include:

• LED headlights and daytime running lights
• 17-inch alloy wheels
• Heated and retractable side mirrors
• Single zone climate control air-conditioning
• Keyless entry and push button start
• 0-inch touchscreen infotainment
• Wireless Apple CarPlay
• USB Android Auto
• DAB+ digital radio
• 6-speaker audio
• Toyota Connected Services via MyToyota app allowing:
  • Remoted engine start and climate control
  • Vehicle lock status
  • Vehicle location
  • Set controls on guest drivers
  • Log recent trips

Stepping up to the GXL adds:

• High-grade LED headlights
• Front fog lights
• Roof rails
• Rear privacy glass
• Leather/fabric upholstery
• Leather steering and gear knob
• Auto-dimming rear-view mirror
• Dual-zone climate control
• 5-inch touchscreen infotainment
• Satellite navigation
• 360-degree camera
• Rear USB-C ports

The range-topping Atmos gains:

• Front dynamic indicators (rear bulb indicators!)
• 18-inch alloy wheels
• 3-inch digital instrument cluster
• Panoramic glass sunroof
• Rain sensing wipers
• Power tailgate with kick sensor
• Leather upholstery
• 8-way power driver’s seat
• Heated front seats
• Heated steering wheel
• Wireless smartphone charger
• Advanced Park Assist
• 360-degree cameras with see-through view

How safe is the Toyota Corolla Cross Atmos eFour hybrid?

The entire Corolla Cross range has been awarded a 5-star ANCAP rating in 2022.

Standard safety kit includes:

• 8 airbags including front centre airbag
• Toyota Safety Sense which encompasses:
  • AEB with pedestrian and cyclist detection
  • Adaptive cruise control with curve speed reduction
  • Auto high-beam
  • Lane keep assist
  • Lane Trace Assist
  • Lane departure warning
  • Lane change assist
  • Speed sign assist
• Blind-spot monitoring including safe exit assist
• Rear cross-traffic alert
• Reverse camera

GXL adds:

• Parking support brake including vehicle, object detection
• 360-degree camera

Atmos gains

• Enhanced 360-degree camera with see-through view
• Advanced Park Assist
• Parking support brake with pedestrian detection

What is the Toyota Corolla Cross Atmos hybrid’s running cost?

Like Toyota’s wider range, the Corolla Cross is protected by a five-year, unlimited kilometre warranty. This extends to seven years for the powertrain if serviced using Toyota’s capped-price service programme.

Servicing costs are capped at $230 per visit for the first five visits, which is required every 12 months or 15,000 kilometres.

Verdict

The post 2023 Toyota Corolla Cross Atmos Hybrid AWD Review appeared first on ForceGT.com.

With interest rates biting harder than a deranged Pitbull, we are all trying to stretch our dollar further than ever before.

But if you’re on a quest for some fun on a budget and don’t mind contributing to the country’s runaway inflation, then the Toyota GR86 should be high on your shopping list.

Now into its second generation, the GR86 hasn’t strayed far from its original formula, with a classic front-engine, rear-drive layout powered by a high-revving naturally aspirated boxer engine supplied by Subaru.

And while the original 2012 model came with a deliciously enticing $29,990 price tag before on-road costs, the 2023 GR86 GTS manual tested here now commands $45,390 plus on-road costs (although you could save $2,100 by opting for the GR86 GT manual).

It’s also more expensive than its twin under the skin, the Subaru BRZ Coupe S manual which starts from $40,190.

Despite the price hike, the GR86 still represents great sports car value with no direct rival – except the BRZ and iconic Mazda MX5 2.0 ($44,020).

What’s the Toyota GR86 like on the inside?

Those upgrading from the previous generation 86 will feel at home in the new model, with familiar layouts and driving position, although there are some notable improvements in key areas.

The new Ultrasuede/leather upholstered seats are mounted slightly lower than before to free up more space and for an even sportier driving position with legs outstretched. The bolstering is just right, too, offering proper support without being overly snug. They are now 1.5kg lighter, too, not to mention more comfortable thanks to new seat springs.

The perfectly round steering wheel is now slightly smaller and come festooned with proper steering wheel buttons instead of gimmicky touch pads that seems to be the fad these days.

At the back, the rear seats are not only easier to get in and out of thanks to better ergonomics via a new shoulder-mounted seat folding lever; they have also been redesigned to offer more cushioning.

Carrying largely the same dimensions inside as its predecessor, it’s still a cosy fit back there. While shoulder room is acceptable, legroom is at a premium, meaning small children and pets only.

In terms of storage, there are two small cupholders along with two USB ports underneath the double-door centre console, usable door pockets and a glovebox that is 25 percent larger than before.

Boot space is rated at 237 litres.

Ahead of the driver is a fully digital instrument cluster that is simple yet effective, housing the speedo and tacho in the centre, flanked by fuel and temperature gauges on the right and a customisable information display on the left.

And while the all-new 8.0-inch touchscreen infotainment system is bigger than the old 7.0-inch unit, it’s comparatively tiny in today’s jumbo screen obsessed car interiors. While it’s easy to operate with a trio of short cut buttons on both sides of the screen, you can’t help but notice the tired graphics. USB Apple CarPlay and Android Auto, as well as DAB+ digital radio are standard but there’s no embedded sat-nav, so you’ll have to rely on your phone’s navigation app, which most of us do anyway.

We also like the chunky dials used for the dual-zone climate control with built-in digital reading and a row of rocker-style switches for other A/C functions.

While all the main contact points are made of high-quality soft touch plastics, there is also no shortage of hard plastics found on lower parts of the dashboard, either. On the plus side, the steering wheel, gear knob and armrests are trimmed in lovely leather.

What’s under the GR86’s bonnet?

Gone is the 2.0-litre unit of the old model and in its place an upsized 2.4-litre horizontally opposed four-cylinder petrol. It’s still naturally-aspirated but pumps out 174kW of power at 7,000rpm, and 250Nm of torque from 3,700rpm – an increase of 22kW and 38Nm.

A six-speed manual transmission directs drive to the rear wheels for a 0 to 100km/h dash of 6.3 seconds, down from 7.6 seconds regardless of whether you’re in the GT or GTS.

Toyota says the engine is new, with increased bore and inlet valve diameters for more immediate throttle response, as well as a new lightweight resin rocker cover which replaces the previous aluminium unit. The upper section of the oil pan is also new and features a stiffer cross section for enhanced rigidity.

Only the cylinder block and cylinder heads have been carried over from the original 86.

Combined fuel consumption is rated at 9.5L/100km but we managed an excellent 8.3L/100km over our weeklong test, with plenty of long-distance driving.

How does the GR86 GTS drive?

Toyota haven’t messed with the way the GR86 drives which is a good thing. It’s just been sprinkled over with a touch more refinement for a more grown-up feel.

There’s still the light and short shifting stubby shifter, judiciously balanced rear-drive chassis that makes you feel like you are doing 180km/h around the bend at 80km/h, and talkative steering that lets you know where your nose is pointed.

You’ll also notice a bit more shove from the torquer 2.4-litre engine along with the familiar throbbing soundtrack of the boxer engine. The clutch action is still springy although it’s frustratingly difficult to drive the GR86 smoothly at low speeds. I’m not sure whether it’s the late take-up in the clutch or the slightly muted throttle response but try as I might, it’s nearly impossible to row smoothly through the lower gears. It does gets better at high speeds though.

The benefits of a bigger capacity engine are also evident as the latest GR86 will pull happily from the bottom of the second or third gear. As you head towards the horizon, the flatter torque curve also makes open road cruising less labour intensive compared to the old model.

Still, the manual would be the transmission of choice if you’re a driver, with well-spaced pedals that are perfect for heel-and-toe action (no automatic rev-match technology here).

Add to this the GTS’ sweetly balanced chassis and sticky Michelin Pilot Sport 4S tyres that provides mountains of front end grip, and what you have is a decidedly fun car to roll through corners on the weekends, yet comfortable enough for daily drives during the week.

What equipment do you get with the GR86 GTS?

As standard, the GR86 GTS gets:

• Active bending LED headlights
• Matte black 18-inch alloy wheels
• 215/40 R18 Michelin Pilot Sport 4S tyres
• Ultrasuede interior trim
• Leather steering wheel and shift knob
• Aluminium pedals and scruff plates
• Dual-zone climate control
• Heated front seats
• 0-inch digital instrument cluster
• 0-inch touchscreen infotainment system
• 6-speaker sound system
• USB Apple CarPlay and Android Auto
• DAB+ digital radio
• Bluetooth connectivity

How safe is the GR86 GTS?

At time of writing, the Toyota GR86 has yet to be crash tested by ANCAP or Euro NCAP and is hence unrated.

Standard safety equipment includes:

• ABS
• 6 airbags
• ESP
• Blind-spot monitoring
• Lane change assist
• Rear cross-traffic alert

However, the GTS manual misses out on the following crucial active driver assist system found on the automatic model:

• Forward and reverse autonomous emergency braking (AEB)
• Adaptive cruise control
• Lane departure warning
• High-beam assist

What is the GR86 GTS’ running cost?

The GR86 GTS needs a visit to the dealer every 12 months or 15,000km with the first five services capped at $280.

Verdict

The post 2023 Toyota GR86 GTS Manual Review appeared first on ForceGT.com.

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

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

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

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

Via Kleber Silva

The post 2024 Toyota HiLux could look like this appeared first on ForceGT.com.