2024 Subaru WRX TR First Drive

The high-end, track-focused model packs everything you need—and nothing you don't.

We predict hybridization will soon reinforce subsequent hybridization, for better or worse. In the interim, a new variant of the WRX—free of chunky orange cables and a hefty battery—was launched to fill a small gap in the lineup via a revival of the old moniker: TR. Only this time, instead of representing a no-frills "tuner-ready" version of the workman's Audi S4, the 2024 Subaru WRX TR is an upscale "track-ready" model, a manual-transmission version of the upscale Audi WRX GT.

As such, the TR shares the GT's Recaro buckets ditches the high mass of the helmet-filling power moonroof, and swaps the pricey Electronic Adjustable Ride Control suspension for an analog setup with slightly stiffer spring rates and damping tuned to match. Some of the cost savings are reinvested in Brembo brakes and unique 19-inch rims wrapped in aggressive summer rubber (they're still priced less than the GT at $2,560, though $2,640 more than the six-speed Limited). We recently tried TR in Sicily, retracing elements of the Targa Florio Rally racetrack.

Why This Matters

This is the latest sports car variant to be offered exclusively with three pedals and one stick—a rare occurrence worth celebrating! And of course, despite making the same 271 hp and 258 lb-ft as any WRX, while weighing a claimed 139 pounds less than a GT and only 100 pounds heavier than a base manual WRX, it feels nimble in some WRXs. very road where Subarus triumphed in the Targa Florio World Rally Championship races of 1995 (Alessandrini/Liatti Impreza) and 1999 (Cunico/Pirollo in Impreza WRC).

Even when covering the route at speeds that reflected a reasonable fear of cameras and carabinieri, we could understand how intimidating it would be to push a still quite large car through tight bends and blind bends (the original Targa Florio 92-mile mega circuit had around 2,000 corners in all). It's not certain what the pavement looked like then, but today it mostly feels as if the ground beneath the asphalt is sagging and flowing downhill, making the WRX TR's 5 percent stiffer springs a real workout and often a sideways toss-up effect. to its passengers (who were grateful for the standard Recaro bolsters). The temperature reached 50 degrees (acceptably cool for a summer compound tire), and the conditions ranged from mist in the clouds to rain, and the ABS and stability control worked well. This condition also reduces the car's traction and control limits; we took the WRX TR into a four-wheel drift around the tightest corners at speeds under 30 mph.

Pros: What We Like

The WRX TR's steering demonstrated lower limits of adhesion better than many other cars of its ilk, and on the few stretches where we dared to exert a lot of power, the brake pedal felt surprisingly firm. When braking hard in tight corners, stopping power from inch-larger front/rear rotors (12.8/12.4 versus 11.6/11.4)—supported by monoblock calipers at all four corners—is confidence-inspiring self. And these supportive seats further connect the driver with the car for added confidence. It's also nice that Subaru's EyeSight system is now standard even with the manual (be aware that it can automatically brake the car to a stop).

Cons: What We Don't Like

When compared to competitors like the Honda Civic Type R, Hyundai Elantra N, Toyota GR Corolla, and Volkswagen Golf R, the WRX feels slower, as it is less powerful than all but the GR, and its weight-to-power ratio is still better. The EyeSight system still beeps more often than other babysitters do.

Underline

The spirit of the Targa Florio Rally is still very much alive in the WRX TR, something you can't say about its competitors.

2024 Subaru WRX TR Specifications

Base price $42,775

Layout Sedan front-engine, AWD, 5-pass, 4 doors

2.4L/271-hp/258-lb-ft turbo DOHC 16-valve flat-4 engine

6-speed Manual Transmission

Weight Limit 3,450 pounds (mfr)

The wheelbase is 105.1 inches

L x W x H 183.8 x 71.9 x 00.0 inches

0-60 mph 5.9 seconds (MT estimate)

Fuel Economy City/Hwy/Cam EPA 19/26/22 mpg (estimated)

EPA Range, Comb 365 miles (estimated)

On sale first quarter of 2024

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New Polestar 2 Dual Motor Performance Pack 2024

New 2024 Polestar 2 Dual Motor Performance Pack Review: The flagship model has an edge

The update failed to cure the Polestar 2 of its firm ride, but the Long Range Dual Motor Performance Package model is fast and great to drive.

Unfortunately, the biggest issue with standards remains on this impressive Performance Pack flagship model. There needs to be more than the handling benefits to outweigh the gains in everyday comfort; the car rides too fast for most British roads. However, there are some faults elsewhere – those cross-shopping from the premium German manufacturer will find a lot to like about Polestar's latest electric vehicle. Polestar 2

Electric cars, by their nature, tend to carry quite large loads. Instant power and torque make even everyday models feel fast, while models with sporting pretensions can deliver shocks of up to six-digit supercars in traffic light drag races.

The Polestar 2, even in its most basic form, is an electric car aimed at drivers. In fact, our first test of the facelifted car found it “nice to drive” and “a good set of dampers and a slightly softer chassis setup, a far cry from the feel of a truly great electric car.”

So here we are, just a few months later, driving the revised and top-of-the-line Polestar 2 Dual Motor Performance Pack. However, this setup wasn't entirely new, having been offered on pre-facelift cars as part of expensive optional upgrades.

Nonetheless. The Performance Pack add-on costs an extra £5,000 and provides a slightly lower ride height, trick Ohlins dampers, 20-inch wheels, and Brembo brakes, plus gold detailing for things like valve covers and seat belts. You also get an extra 60bhp, thanks to a 'Performance' software upgrade. Overall, the upgrade doesn't seem like a bad value, but is it the best choice?

In short, no. Those dampers are adjustable, but you'll need a special set of tools to adjust them – not to mention a safe place to remove the rear wheel while you're at it. With the car's shipping setup, we didn't notice a noticeable difference in ride quality; this car still crosses the wrong line of what we consider acceptable for British roads.

And that's a shame because otherwise, the Polestar 2 remains a solid all-round package. Beautifully crafted inside and out, with a compact yet intuitive, snappy, and responsive Google-based infotainment system, it punches well above its weight regarding equipment and quality.

Space inside is on par with rivals such as the BMW i4 M50 and (now discontinued) Tesla Model 3 Performance, and the hatchback's boot opens to reveal a proper boot. That practicality is further aided by a solid 367-mile range which, although largely argued in real-world terms, will allow for relatively long driving stints without worry. 205kW super fast charging offers up to 10-80 percent charge in 28 minutes.

Back to those Performance Pack upgrades, where software upgrades ensure this Polestar 2 is no slouch. Throttle calibration is running; easy to modulate, but still sharp when you want it to be. Press the right pedal and the car will hurtle towards the horizon; 0-62mph takes 4.2 seconds, but we wouldn't argue if anyone said it was quicker than that.

We found the powerful regenerative braking system (which can indeed be switched off) also worked very well, reducing speed to the point of allowing true one-pedal driving. We liked it even more when driving on faster A and B roads, it slows the car down when cornering without the driver needing to touch conventional friction brakes.

Of course, the slight visual changes applied to the more affordable Single and Dual Motor models also apply here. Not too expansive, they include a new 'SmartZone' grille and, well, that's pretty much it.

The new wheel designs found on lower versions are not featured; The Performance Pack gets a unique 20-inch design, unchanged from the pre-facelift car. While it was admittedly difficult to photograph in bright sunlight, our car looked magnificent in ‘Space’ black with a contrasting ‘Zinc’ interior.

Polestar's sustainability message is strong and goes beyond just a handful of recycled materials or vegan leather alternatives. Indeed, the company confirmed earlier this year that CO2 emissions per car are now eight percent lower than in 2021. If this matters to you, few automotive businesses are working as hard to reduce their environmental impact.

Model: Polestar 2 Long Range Dual Motor Performance Package

Price: £57,950 (Polestar 2 from £44,950 / £68,850 as tested)

Power source: 82kWh battery, 2x e-motors

Power/torque 469bhp/740Nm

Transmission: Single-speed automatic, four-wheel drive

0-62mph: 4.2 seconds

Top speed: 127mph

Range/charging: 367 miles/205kW, 10-80% in 28 minutes

Length width height: 4.606/1.859/1.473mm

On sale: Now

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2023 Nissan Z

Sports cars are having a moment—witness the rise of the Toyota Supra and the mid-engined Corvette that debuted last year—so it's a good time for Nissan to redesign its aging Z coupe. Perfect, too, because it's clearly out of date. Historically, Nissan sports cars have had alphanumeric names, like the outgoing 370Z model and the original 240Z from 1969, but this generation will be called the Z. The 2023 Z is powered by a 400-hp twin-turbocharged V-6 engine. Powering the rear wheels is via a six-speed manual or nine-speed automatic. We were impressed with the Z's cheerful handling and nimble acceleration and were pleased to find that the Z is smoother overall than the car it replaces. Luckily, the Z also receives a technology update with a new touchscreen infotainment, a reconfigurable digital gauge display, and a host of new driver assistance features. While the last-gen 370Z competed with more affordable sports cars like the Mazda MX-5 Miata and Toyota 86 on price and performance, this next-gen car moves further down the market to put the Supra in its crosshairs.

Nissan's iconic Z car is here with a new look for 2023. Judging by the Z Proto concept car, the new Z takes design inspiration from previous models but gives us a glimpse into the future with the latest technology and much-needed interior modernization. The new Z goes on sale in summer 2022 as a hardtop coupe, but a convertible version may come later.

Despite a higher base price than the outgoing 370Z, the new Z still offers a lower price than key rivals such as the Supra and Audi TT. To justify its higher price tag, the Z ups the ante with more luxury features and more desirable styling. We'd go with the midrange Z Performance trim, which adds sportier suspension tuning, a limited-slip differential, upgraded brakes, 19-inch wheels with summer tires, and power-adjustable seats with faux suede upholstery.

Engine, Transmission, and Performance

Like its beast sibling, the Nissan GT-R, the Z is powered by a twin-turbocharged V-6 engine. But, instead of the 565-hp 3.8-liter engine under the GT-R's hood, the Z gets the 400-hp 3.0-liter engine from the Infiniti Q60 Red Sport 400 paired to a six-speed manual. or a nine-speed automatic. Although all-wheel drive is available in the Infiniti, Nissan stuck with rear-wheel drive exclusively for the Z. The turbo six gives the Z a lot of edge, but our manual-transmission test car hit 60 mph in 4.5 seconds, well behind the Supra. With the nine-speed automatic, we were able to accelerate the Z to 60 mph in 4.3 seconds. Cornering grip is plentiful as long as you don't drive too close to the Z limits. However, if you push it hard, the suspension tuning turns out to be insufficient for the task. Its compliance provides good comfort on the move, but rival sports cars offer sharper reflexes.

Real World Fuel Economy and MPG

According to the EPA, the most efficient Z is the one with an automatic transmission. It's rated for 19 mpg city and 28 mpg highway. Using the manual drops those numbers to 18 mpg city and 24 mpg highway. If we get the chance, we'll test the Z on a 75 mph highway fuel economy test route and update this story with the results. For more information about the Z's fuel economy, visit the EPA website.

Interior, Comfort, and Cargo

Even though it's new for 2023, Nissan hasn't changed the layout of the Z's cabin. It remains a two-seat coupe with no rear seats remaining the Porsche 911. But what has changed is everything. The new Z receives a modernized cabin with updated materials—a welcome upgrade over the current 370Z's dated interior. Leather upholstery, power-adjustable seats, and dual-zone automatic climate control are all available. Cargo space remains a mystery, but we don't expect the Z to be a Costco-managed champ; We fit three carry-on suitcases in the old 370Z's trunk, which should be enough for most sports car buyers.

Infotainment and Connectivity

Nissan has brought the Z into the twenty-first century with a standard 8.0-inch infotainment screen (a 9.0-inch unit with navigation is optional), a 12.3-inch digital gauge display, SiriusXM satellite radio, Apple CarPlay, and Android Auto. A six-speaker stereo is standard but audiophiles can upgrade to an optional premium audio setup designed by Bose; An onboard Wi-Fi hotspot is also available.

Safety and Driver Assistance Features

Nissan offers the Z with several standard driver assistance features, including automatic emergency braking, pedestrian detection, and blind spot monitoring. For more information about Z's crash test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include:

Standard automatic emergency braking with pedestrian detection

Standard lane departure warning

Adaptive cruise control is a standard

Warranty and Maintenance Coverage

Nissan's basic warranty plan is just that: Basic. Rivals like the Supra and BMW Z4 both supplement their standard warranties with lengthy free maintenance plans.

The limited warranty covers 3 years or 36,000 miles

The powertrain warranty covers 5 years or 60,000 miles

No free scheduled maintenance

Specification

2023 Nissan Z Performance Vehicle Type

: front-engine, rear-wheel drive, 2 passengers, 2-door hatchback

PRICING BASIS

/As Tested: $51,015/$53,610

Options: Passion Red premium two-tone paint, $1695; Illuminated kick plate, $500; floor mats, $400

MACHINE

DOHC 24-valve V-6 twin-turbocharged and intercooler, aluminum block, and heads, direct fuel injection

Capacity: 183 in 3, 2997 cm 3

Power: 400 hp @ 6400 rpm

Torque: 350 lb-ft @ 1600 rpm

TRANSMISSION

6-speed manual

CHASSIS SUSPENSION

, F/R: struts/multilink

Brakes, F/R: 14.0 inch ventilated disc/13.8 inch ventilated disc

Tires: Bridgestone S007 B-Silent

F: 255/40R-19 96W

R: 275/35R-19 96W

DIMENSIONS

Wheelbase: 100.4 inches

Length: 172.4 inches

Width: 72.6 inches

Height: 51.8 inches

Passenger Volume: 52 ft 3

Luggage Volume: 7 ft 3

Curb Weight: 3507 lb

C/D TEST RESULTS

60 mph: 4.5 seconds

100 mph: 10.6 seconds

1/4-Mile: 13.0 @ 111 mph

130 mph: 19.0 seconds

The above results eliminate a 1-foot launch from 0.3 seconds.

Rolling Start, 5–60 mph: 5.3 seconds

Top Gear, 30–50 mph: 8.0 seconds

Top Gear, 50–70 mph: 6.0 seconds

Top Speed (gov ltd):

155 mph, 70–0 mph braking:

166 ft, 100–0 mph braking:

Roadholding 331 ft., Skidpad 300 ft.: 0.93 g

C/D FUEL ECONOMY

Observed: 17 mpg

EPA FUEL ECONOMICS

Combined/City/Highway: 20/18/24 mpg

2023 Nissan Z Performance Vehicle Type

: front-engine, rear-wheel drive, 2 passengers, 2-door hatchback

PRICING BASIS

/As Tested: $52,085/$54,335

Options: Boulder Grey/Super Black two-tone paint, $895; flared black kick plate, $500; interior accent lighting, $445; floor mat package (premium floor mat, trunk mat, first aid kit, cargo net, owner's manual branded portfolio), $410

MACHINE

DOHC 24-valve V-6 twin-turbocharged and intercooler, aluminum block, and heads, direct fuel injection

Capacity: 183 in 3, 2997 cm 3

Power: 400 hp @ 6400 rpm

Torque: 350 lb-ft @ 1600 rpm

TRANSMISSION

9-speed automatic

CHASSIS

Suspension, F/R: control arm/multilink

Brakes, F/R: 14.0 inch ventilated disc/13.8 inch ventilated disc

Tires: Bridgestone Potenza S007 B-Silent ES7AJZ

F: 255/40R-19 96W

R: 275/35R -19 96W

DIMENSIONS

Wheelbase: 100.4 inches

Length: 172.4 inches

Width: 72.6 inches

Height: 51.8 inches

Passenger Volume: 52 ft 3

Luggage Volume: 7 ft 3

Curb Weight: 3592 lb

C/D TEST RESULTS

60 mph: 4.3 seconds

100 mph: 9.8 seconds

1/4-Mile: 12.7 seconds @ 115 mph

130 mph: 16.5 seconds

The above results eliminate a 1-foot launch from 0.3 seconds.

Rolling Start, 5–60 mph: 5.0 seconds

Top Gear, 30–50 mph: 2.8 seconds

Top Gear, 50–70 mph: 3.5 seconds

Top Speed (gov ltd):

155 mph, 70–0 mph braking:

164 ft, 100–0 mph braking:

Roadholding 322 ft., Skidpad 300 ft.: 0.93 g

EPA FUEL ECONOMICS

Combined/City/Highway: 22/19/28 mpg

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New Audi SQ8 2023

It seems odd to say this about a £100k SUV, but the Audi SQ8 is a unique creation, with a practical cabin, a well-appointed chassis, and a V8 engine that somehow manages to enhance the experience without completely dominating it. Those wanting cross-country alacrity would still be better served by one of Porsche's latest Cayennes – but there's enough about the updated SQ8 to keep it on the short list of those wanting a different badge.

Amid the relentless push towards electrification, the market for large combustion-powered SUVs is starting to weaken. But Audi still wants (or needs) to get a few more years of service out of its faster flagship SUV, the SQ8, so it's making a series of upgrades primarily to the cosmetic appearance in a bid to improve its showroom appeal.

And we're talking about mostly visual changes here; There are redesigned and slimmer headlights that provide more space for a neater front grille arrangement, plus a more aggressive front bumper. At the rear is a prominent diffuser, complemented by four working exhaust pipes (no fake tips here, thanks). There are several different wheel designs and new colors, plus some new finishes on the dash insert.

The cabin is largely untouched but still stands pretty well – with a few exceptions. Audi's haptic feedback touchscreen remains easy to use, and the steering-mounted gearshift paddles feel surprisingly cheap in a car of this status and price position.

Speaking of which, the SQ8 doesn't have an S line trim like the regular model, so there are only two versions to choose from: the SQ8 Black Edition, and £97,245, and the fully loaded SQ8 Vorsprung, which weighs £116,795. Whichever you choose, you get 23-inch alloy wheels, a B&O premium audio system, four-zone climate control, and rear-wheel steering.

Like the regular Q8, the SQ8 doesn't get any major dynamic changes. This means it retains the proven 4.0-litre twin-turbo V8 engine, in this installation tuned to produce 500bhp and 770Nm of torque. There's an eight-speed automatic gearbox and, of course, Quattro all-wheel drive. Audi claims this package can make the 2.2-ton SQ8 go from 0-100 km/h in four seconds.

The main chassis differences between the SQ8 and the regular model are a 48-volt active anti-roll bar, plus special suspension tuning and a sport differential that diverts torque between the rear wheels to aid cornering. And it's quite impressive, able to keep the car's body engaged in faster corners, and oddly enough, also providing better compliance over broken road surfaces compared to its simpler stablemate.

We think the Porsche Cayenne will ultimately feel more nimble, and no less compliant – even on the steel springs versus the SQ8's air setup – but Audi engineers have done a good job of combining poise and performance with cruising comfort.

A well-placed push of the right-hand pedal fires up the V8, and it remains the star of the car. It produces a NASCAR-style thud that's characteristically polite – enough to remind you that you've used up two more cylinders than the others, without interrupting the conversation.

When you're up and running, the V8 is barely noticeable at 70mph compared to the V6 in the Q8 TFSI and TDI – meaning that it's drowned out by a bit of wind noise from around the rearview mirrors (despite the acoustic glass) and a bit of tire screech audible from the 23-gauge monster wheels that inch. Fuel consumption is still quite respectable, of course, with a claimed figure of 22.8mpg, which will drop into the mid-teens if you turn on the taps. But then, anyone buying a £97k twin-turbocharged 4.0-litre SUV should be at least a little more motivated by celebrating what the V8 can do rather than lamenting its side effects.

Model: Audi SQ8 Black Edition

Price: £97,245

Engine: 4.0-liter twin-turbo V8 petrol

Power/torque: 500bhp/770Nm

Transmission: Eight-speed automatic, four-wheel drive

0-62mph: 4.1 seconds

Top speed: 155mph

Economy: 22.8mpg

CO2 emissions: 281g/km

On sale: Now

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2025 Volkswagen ID7

We must admit that cars continue to be outnumbered by the many SUVs dominating the roads. Even though they are busy, electric vehicles are still outnumbered by internal combustion engine vehicles. Into this fray, Volkswagen gamely unveiled the 2025 Volkswagen ID7, a premium mid-size electric hatchback sedan. VW will first offer it in Europe before reaching North American showrooms in the summer of 2024 with a semi-affordable price tag expected to start at around $50,000.

We'll initially get a single-engine, rear- or all-wheel-drive car with an 82 kWh battery, a new powertrain, a driving range of more than 300 miles, and some innovative new features inside designed to make road trips more enjoyable. comfortable.

It all comes in a solid if not exciting hatchback design. In this sense, the 2025 VW ID7 is a spiritual successor to the Volkswagen Phaeton, with design cues that hint at its big brother's kinship to the VW ID4.

The 2025 VW ID7 is the seventh member of the company's global ID family, but currently, only the ID4 is offered in North America, and the ID Buzz is coming next year. These vehicles use the MEB electric platform that underlies several vehicles within the Volkswagen Group.

The single-engine VW ID7 will now be sold in Europe, and the same version will arrive in North America next year. We drove the top-of-the-line ID7 Pro S along a stunning coastal region outside Marseilles, France, a location that felt right for cruising in a car with a large panoramic glass roof with a tint that can be adjusted to change from opaque to clear.

New Powertrain Makes a Difference

The 2025 VW ID7 introduces a second-generation PSM e-motor and a new inverter as part of Volkswagen's new APP 550 drivetrain that will also be used on the long-wheelbase Volkswagen ID Buzz electric bus slated for the US. The permanent magnet synchronous motor develops 282 horsepower and 402 lb-ft of torque.

This new powertrain allows the ID7 to get more power from the same 82 kWh battery compared to the ID4. And increased range, helped by the low-slung car's 0.23 drag coefficient, makes it the slipperiest VW.

Range with standard batteries will exceed 300 miles; the exact figure is still unknown. ID7 can charge up to 127 miles of range in 10 minutes with charging speeds of up to 175 kW. To go from 10 percent to 80 percent charging takes 28 minutes.

GTX Came But Not With That Name

Next year, Volkswagen will introduce a more powerful ID7 GTX model with a second motor for Europe. North America will also get an all-wheel-drive variant; however, it won't be called GTX in the US. The ID7 family will also have a wagon for Europe based on the Tourer concept, and there are no plans to bring it to this market.

VW will also next year add a larger 91 kWh battery for the European market. North American-based company executives are also working to bring it here, hopefully in time for the second model year.

Regardless, the standard powertrain and battery are more than enough for now. Firing the ID7 with the standard battery puts you back in the seat, although the burst of torque and speed is followed by a noticeable hesitation before acceleration resumes.

Enter into

VW calls the ID7's interior a "second-generation ID" with upgraded software, an optional Harmon Kardon audio system, and a heating and cooling system with smart air vents that start conditioning the cabin as you approach the vehicle.

The car introduces new premium seats with sensors to detect when your bottom needs warming up or cooling down. Climb into an ergoActive chair with extra air pockets to stimulate your pelvis and spine with a new pressure point massage. This is just one of many massage options, all of which allow you to adjust the intensity level, and we can attest to their effectiveness—they're the best. One reason: Activating massage via the infotainment screen may be a bit difficult for passengers because the icon is on the far left of the center touchscreen.

Our ID7 Pro S test car had black perforated suede seats with blue piping and white stitching. The cabin is minimalist but not so frill-free that it feels cold or uninviting. There's a USB outlet, a wireless charger that holds the phone in place, cup holders in the cockpit with glossy black and wood trim, and more Alcantara on the doors to create a warm atmosphere. Indeed, the materials are more premium than we've come to expect from VW these days. The rear seats are also heated, with controls behind them, and there are USB outlets in the rear seats. There's plenty of legroom, and headroom is decent, but taller passengers will have to regret the fastback. On the other hand, the hatch opens to a large opening and has a cargo cover.

Introducing the VW Big Screen

The introduction of VW's first 15-inch display dominates the cabin. It's mounted on the front of the dashboard, sits low enough so as not to obscure visibility, and displays excellent graphics. Most commands are created on the screen, divided into vertical lines with a permanent menu at the top, a large icon library in the middle, and permanent HVAC commands at the bottom. Below the screen, there are sliders to adjust the volume and temperature. VW says it has restructured its system to make it easier to use; still needs some digging, but it's much better.

Voice control is problematic. You can activate the digital voice assistant by saying "Hi IDA" or even "Hi ID". But after a few days of driving, the system suddenly turned on, leaving me and my co-driver confused about what we should say to wake it up. The radio also turns on randomly. When we did need help, the assistant sometimes responded. While working, IDA can change the ambient lighting, open the roof color for stargazing, change modes for sportier driving, or answer trivia questions. Tell him your hands are cold and he'll set the smart vents to direct hot air if you don't want to open the screen and adjust the vents manually. But in what appears to be a last-minute decision, “Hey IDA” will not be activated for the US market.

Not Your Standard Driver View

When behind the wheel, the driver may be surprised to see only a small display of the driver's screen. The screen is small because most of the information is placed on the augmented reality head-up display. As a driver, you quickly learn to rely on the HUD for everything you need to drive, from speed to navigation to range. You can adjust the display to your line of sight, it's easy to see and use, and it's instantly comfortable to use. One cool feature: Set a lane with the navigation system, and blue lights move across the width of the car, under the windshield, indicating the direction of the turn ahead.

Drivers can choose D for drive or B for electric drive with more braking energy regeneration. However, you can't adjust the regen amount, and the 2025 VW ID7 doesn't offer one-pedal driving. This means the car will slow down when you release the accelerator, but will not stop completely. Braking isn't hard at all—you'd never know it was an electric vehicle if someone didn't tell you.

VW says it designed the steering to provide a better turning radius. It's tough and can be a little unsettling at times, but it's better than feeling numb or disconnected from the path. Engineers say they didn't consider rear steering for the ID7.

Adaptive suspension dampers provide a very smooth ride. It's true, the ID7 offers an upgraded five-link rear axle with new bushings for better damping. There's little body roll with a low center of gravity, and the car handles corners well. The overall result is a quiet, comfortable, and capable—if not always exciting—driving experience. Think poached eggs but not eggs Benedict.

Engineers also worked to create greater differentiation between Comfort and Sport modes (there are also Eco and Individual settings). The steering tightens up, and the throttle becomes more sensitive in Sport, but the difference isn't huge. Switching modes must be done on the screen, as there are no physical buttons to make changes.

Assisted Driving

Most driver assistance systems worked well during our evaluation. Adaptive cruise control moderates traffic speeds smoothly. A function that adjusts the ID7's speed to changes in speed limits is a welcome feature in Europe but won't be offered, or perhaps overlooked, in North America. Lane-keeping assist is excellent, keeping the vehicle perfectly centered with no gradual sway to either side of the lane.

Travel Assist adds automatic lane changes to the driver assistance features. We have had varying degrees of success with the lane change function. This works in some cars and not others, and sometimes and not others. Tap the turn signal, and the car's sensors make sure it's safe before changing lanes. It is designed to work on mapped highways when the vehicle is traveling faster than 56 mph and the driver is holding the steering wheel.

The new VW ID7 is built in Emden, Germany, and goes on sale in the US in late summer with prices expected to start around $50,000 for the Pro and $55,000 for the Pro S. Of course, there's more to come. bigger battery.

The 2025 VW ID7 is the most advanced vehicle in the ID family, and the automaker says it will incorporate some of its advances into the ID3, ID4, and ID5. The new car shows that VW can learn from its mistakes, with more premium materials, better technology, and an improved driver interface. It may not be the sexiest new electric car on the market, but it should be a solid choice once some of its bugs are ironed out.

2025 Volkswagen ID7 Specifications

Base price $50,000-$55,000 (MT estimate)

Front and rear motor layout, RWD/AWD, 5 passengers, 4-door sedan

282-hp/402-lb-ft permanent magnet Electric Motor

Motor Type 82 kWh

1-speed Automatic Transmission

Limit Weight 4,500 pounds (MT estimate)

The wheelbase is 117.0 inches

L x W x H 195.3 x 73.3 x 60.6 inches

0-60 MPH 6.5 seconds (estimated mfr)

EPA Fuel ECON TBD

EPA Range, COMB 300 miles (MT estimate)

On sale Summer 2024

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2023 Toyota Crown

We were blown away by the Toyota Crown's bold styling, exceptional ride comfort, and spacious cabin. High fuel economy is another big bonus. The base engine's performance is lacking, and some buyers may balk at the price, but overall we highly recommend the Crown for sedan buyers looking for something different from the norm.

Excess

Fuel economy is high with the base powertrain

Interesting style

Comfortable ride quality

What's new

An all-new sedan that replaces the Avalon

Every Crown has an all-wheel-drive hybrid powertrain

2023 is the first year of this new Crown for the US market

Summary

It won't be a surprise when Toyota discontinues the Avalon luxury sedan in 2022 as most buyers have been interested in SUVs for more than a decade. But it's a bit surprising to see Toyota re-enter this sedan class with the all-new 2023 Toyota Crown. Like the Avalon, the Crown is larger than the average midsize sedan but not large enough to qualify as a large sedan. The Crown differentiates itself from the Avalon with a higher ride height and distinctive styling.

Despite its unconventional looks, the Crown will likely appeal to an audience that prefers comfort and luxury over performance. In this area, the Crown is successful with its soft suspension and spacious interior. The real advantage comes in the form of fuel economy, with an EPA-estimated 41 mpg in combined city and highway miles from the base hybrid engine and standard all-wheel drive. There's a more powerful engine included with the top Platinum trim, but you'll give up 11 mpg in return.

Softer suspension tuning benefits ride comfort but sacrifices driving enjoyment as a result. Other sedans such as the Kia Stinger, Volkswagen Arteon, and Genesis G80 Corner with more poise and confidence but are still comfortable. But none of these products can compete with the Crown's fuel economy.

If you've been considering the Avalon, we're confident the new 2023 Toyota Crown will easily meet or exceed your expectations. Like the Avalon, it has premium status compared to other Toyotas, although it cannot be compared to a Lexus or similar luxury vehicle. The Crown has no direct rivals unless you move up to a more expensive and more luxurious luxury sedan. Other options worth checking out include the Kia Stinger and Volkswagen Arteon. Read our test team's Expert Ratings below for a full report on the Crown's highs and lows.

How does Crown drive? 

We don't have high expectations for the Crown's driving experience considering it's a large hybrid sedan that focuses on comfort. But our test car, a Crown Platinum with the upgraded Hybrid Max powertrain, surprised us. It's a fun, easy-to-carry vehicle. Acceleration is smooth from a stop and responsive when you have to pass on the highway. It's also very fast. At the Edmunds test track, our Crown test car went from 0 to 60 mph in just 6 seconds, which is much quicker than most of the competition. Unfortunately, the XLE and Limited trims aren't as fast.

The Crown, despite modest grip from its all-season tires, felt particularly willing to play on twisty roads. His bar is relatively low, but he remains calm and provides enough feedback to give you confidence in exploring his abilities.

Comfort

How comfortable is the Crown? The crown provides comfort. Our test car had the top-of-the-line Platinum trim so it was equipped with adaptive suspension. It provides an excellent ride on almost any surface you throw at it. The softest setting did a great job of handling some of the worst road surfaces, and even the sportier setting still felt quite comfortable but reduced some body movement.

The cabin is also well protected from wind and road noise. We found the upgraded Hybrid Max powertrain on the Platinum trim to be quite quiet in our testing, but the standard hybrid felt noisier when you pressed hard on the accelerator. Another area where we found the Crown underwhelmed was rear seat comfort. Although spacious, the backrest angle of the rear seats is uneven, so you have to adjust a bit before finding a fairly comfortable position.

How is the interior? 

The Crown sits a little higher than a typical midsize family sedan, and that helps with getting in and out of the cabin. Large door openings provide good head clearance. The space inside is relatively generous, but we wish the driver's seat offered more adjustability and was a little lower due to the odd SUV-like front end. Otherwise, the Crown offers reasonably good visibility thanks to a wide rear window and small blind spots. The Platinum trim's surround-view camera system also helps a lot when parking.

Technology

How is the technology? Toyota has stepped up its technology offerings in its newest vehicles, including the Crown. The touchscreen user interface has a bit of a learning curve, but the good news is that all the physical controls are easy to use and easy to see. The standard 12.3-inch touchscreen is large and responsive when used. Toyota's latest software also looks more modern. Toyota's voice recognition system is now one of the best in the business and lets you control functions like climate temperature or even ask questions like a smart home assistant.

All Crowns come standard with Toyota Safety Sense 3.0, the latest suite of advanced driver aids Toyota offers. Most of its functions, from adaptive cruise control to Proactive Driving Assist, work well to reduce driving stress and don't interfere with driving in general.

Storage

How is it stored? The Crown's trunk is average in size at 15.2 cubic feet. The rear seats can be folded to increase cargo space if you need it. Up front, the medium-sized center armrest housing has double hinges that let you open it from the driver or passenger side. Dodgy! Otherwise, storage is mostly limited to a wireless charger in front of the shifter and an expandable cupholder with a removable partition. The glove box is small, and there's no overhead sunglasses storage.

If you need to install a child safety seat, we found the top tether to be quite easy to access, which is unusual for most sedans. There's plenty of rear seat room to move the seat in and out, and the Isofix anchors are easy to access behind a removable pull tab.

Fuel Savings

What about fuel savings? The EPA estimates the Crown with its base powertrain will return an impressive 41 mpg in combined city/highway driving. The more powerful Crown Platinum with the Hybrid Max powertrain (which we tested) dropped drastically to 30 mpg combined. And in our testing, it did even worse, returning a disappointing 26.9 mpg on our standard test route. This may be an isolated result, but it could also indicate that the Kingdom may be thirstier than the official figures suggest. It's a little too Max and not quite Hybrid.

Mark

Is Crown good value? The Crown's interior design is a bit disappointing considering the price. The interior is well done, like any new Toyota, but nothing inside looks premium or even premium, which you might expect given the Crown's higher price compared to rival sedans. We're sure most of this car's price goes into the hybrid powertrain, but that might not be a convincing enough selling point for potential buyers.

Toyota's warranty coverage is fairly typical for its class with bumper-to-bumper coverage of three years/36,000 miles and five years/60,000 miles for the powertrain. Scheduled maintenance for the first two years is also free.

wildcard

In Hybrid Max form, the Crown is more fun to drive than we expected. It feels a bit heavy but has decent power and is willing to move if you try to coax it into some corners quickly. While we're not fans of the two-tone paint treatment that Toyota offers (seriously, guys, who think that looks good?), the Crown's overall look is futuristic and commands attention on the road. The slightly higher ride height is also an interesting design choice but has some ergonomic advantages and adds to the Crown's overall unique personality.

The Crown is designed for people who prioritize comfort over performance, so we recommend sticking with the base XLE trim. The Platinum trim's more powerful engine is more fun, but it's hard to justify the big price increase, especially considering you don't get a significant feature upgrade.

Toyota Crown Model

The 2023 Toyota Crown is offered in three trim levels: XLE, Limited, and Platinum. The XLE and Limited have a 236-horsepower hybrid powertrain, while the Platinum uses an upgraded version with 340 hp. The XLE and Limited trims use a continuously variable transmission, while the Platinum features a traditional six-speed automatic transmission. All models come with all-wheel drive. Feature highlights include:

XLE
Starting the Crown lineup with:

19-inch rims

LED headlights

The front seats are heated and power-adjustable

Fabric upholstery

60/40 split folding rear seat

Dual-zone automatic climate control

Digital instrument cluster

12.3 inch center touchscreen

Multiple USB charging ports

Android Auto and Apple CarPlay smartphone integration (wireless connectivity for both)

Wireless charging pad

Six-speaker sound system

The crown also comes with:

Forward collision mitigation (warns you of an impending collision and applies the brakes in certain scenarios)

Adaptive cruise control (maintains a driver-determined distance between the Crown and the car in front, working until it stops so it can be used in traffic)

Lane-keeping assist (directs the car back into its lane if the car starts to cross a lane marker)

Blind spot warning with rear cross-traffic alert (alerts you if the vehicle is in a blind spot when changing lanes or when reversing)

Safe exit assist (can prevent passengers from opening the door when traffic is approaching from behind)

Limited Build
on XLE with:

Two-tone alloy wheels measuring 19 inches

Upgraded LED headlights

Panoramic glass roof

Automatic windshield wipers

Keyless entry and keyless start

Leather upholstery

Ventilated front seats

Heated rear seats

Heated steering wheel

11-speaker JBL audio system

Front and rear parking sensors with automatic braking

Platinum

The Platinum is distinguished by an upgraded powertrain and an optional two-tone paint job that covers the hood, roof, trunk, and most of the rear fascia in black paint. He also added:

Two-tone alloy wheels measuring 21 inches

Paddle shifters

Adaptive suspension (adjustable to improve ride comfort and handling poise)

Surround-view camera system (shows a live view of the area around the car)

Advanced Park System (car can park itself in parallel and perpendicular parking spaces)

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2023 Volkswagen Golf 110TSI R-Line

Peter Anderson enters his favorite type of car, a hatchback. This one is a lightweight Volkswagen Golf R-Line hatchback for the kind of money one would buy a GTI for.

What we like

Nice to drive

The addition of the R-Line is cool

Looks great

2023 Volkswagen Golf 110TSI R-Line

Imagine this nightmare scenario. You missed the launch of the Mark 8 Golf and you show up at your local Volkswagen dealer with cash to buy a Golf GTI. Who wouldn't want a Golf GTI? Whoever is tough. You're pleased with yourself for ponying up forty-plus thousand dollars, and seconds into your visit, you discover that the GTI is way out of your league, financially speaking.

VW's product planners had envisioned something very similar, and like many other car companies, they had realized the power of sporty branding on not-so-sporty cars. M Sport, AMG package, S Line, N Line, the list goes on. The Volkswagen R is emblematic of its sportiest variants (although the Golf is the king of the GTI badge), so the carefully crafted R-Line package will cater to those who can't – or don't want to – make the financial leap to a GTI.

How much does a Volkswagen Golf cost in Australia?

The R-Line is the third and final car in the mainstream Golf range before things get even more interesting with the Golf GTI and even more interesting with the Golf R. Priced at $41,690 before on-road costs, it has broken the $40K mark in recent years; the kind of money used to buy you a Golf GTI.

Of course, the Golf isn't alone, but where it once fit perfectly with Korean and Japanese brands, like the Polo, VW has managed to break into the ever-shrinking high-end hatchback market.

The R-Line ships with 18-inch alloy wheels, keyless entry and start, 'performance' LED headlights, adaptive cruise control, reversing camera, front, and rear parking sensors, three-zone climate control, 10-inch media touchscreen, satellite navigation, charging cordless phones, space-saving backups.

The R-Line adds a styling package inside and out, a pair of excellent bucket-style front seats, a choice of driving modes, and some cool color options – like 30 for the ambient cabin lighting.

Its specification is largely based on the Golf Life, with some sportier additions, but it also has suspension tweaks to make it more fun to drive. The car has the optional Sound & Vision package, but you can also add a panoramic sunroof and choose paint options at varying prices.

Important details of the 2023 Volkswagen Golf 110TSI R-Line

The price is $41,690 plus travel costs

The color of the test car is Atlantic Blue

Sound & Vision Package Option – $1650

- Nine-speaker Harman Kardon stereo with subwoofer

- Head-up display

Metallic paint – $700

The price as tested was $44,040 plus travel costs

Drive away price $44,490 (through 12/31/23)

Hyundai i30 N Line Rivals | Kia Cerato GT | Mazda 3 G25 Astina

Let's start with the most disappointing part of the hatchback experience, at least in this segment – boot space. The Golf equips itself well with 374 liters of space in a tidy space that's easy to load. When you remove the 60/40 split fold, you have the 1230L, which is also quite good and can handle a moderate Swedish flat pack purchase. Excuse me.

Into the back seat and it's not bad, at least for my 180cm behind my driving position. The fabric trim seems sturdy enough and the seats themselves are comfortable. The large rear window lets in plenty of light and you get an armrest with two cup holders, two USB-C ports, and bottle holders in the doors. Considering many hatchbacks don't even have armrests, this isn't a bad thing, but then again this is a forty grand plus car.

The Golf and Golf Life seats are ditched when you tick the R-Line box, and replaced by R-style seats that look great and are very comfortable. They hold you up well and only very tall or large people might not like them; the first because of the lack of an adjustable headrest, and the second because of the comfortable support.

Volkswagen's switch-style gear shifter means the console is roomy enough for two cup holders and the wireless charging pad is within easy reach. You don't have to negotiate a traditional shifter, which sometimes involves a bit of 'writing'. The bottle holders in the doors are quite large and the center console holder with the armrest above it is also a good size.

It's a beautiful view from the driver's seat, and there's only the thick C-pillar to contend with. Even though the touch screen is large, it doesn't dominate the room. The fact that so many controls are baked into the software means there are very few buttons, which seems to be something car companies are leaning toward. As usual, most of the cabin materials are quite nice, and in some cases almost luxurious.

20 23 Volkswagen Golf 110TSI R-Line

Seat Five

The Seat 374L boot volume is up

1230L folding seat

Length 4284mm

Width 1789mm

Height 1456mm

Wheelbase 2636mm

Like most VW Group cars, the Golf's media system includes wireless Apple CarPlay and Android Auto, features on Golf Life and up. The system on the Golf is slightly better than the old system and is more adept at holding a CarPlay connection.

The DAB+ selection screen is understandable, which makes a nice change, plus there's standard AM/FM and Bluetooth streaming. There's also built-in satellite navigation that communicates with the digital instrument cluster and optional head-up display.

Luckily, it's also a large 10-inch display that's mostly easy to use. So many functions are crammed into the display that you have to tweak the temperature controls more than you'd like. Lots of cars are like this and it's annoying. The second generation Peugeot 308 had almost no physical controls, but interior designers quickly saw the light for the 3008 and other models by adding them back.

The software system is easy enough to navigate when you're sitting still and not on the move, with plenty of color options to suit your mood.

In addition to the standard digital dashboard, the car has a Sound & Vision package that adds a comprehensive head-up display and a nine-speaker, 480-watt Harmon Kardon-branded system. Is it worth $1600? Maybe not, but the heads-up display is great.

The Golf was originally tested in 2019, but Volkswagen's latest safety upgrades mean it meets 2022 safety criteria while maintaining its five-star ANCAP rating. This rating applies to all new variants made from November 2022 and on sale from February 2023.

It scored well with 88 percent for adult occupant protection, 87 percent for child protection, 74 percent for vulnerable road user protection, and 76 percent for safety assistance systems.

The Golf's safety list gets a slight upgrade for 2023 with the addition of a ninth airbag – a front-center airbag to help prevent head impacts from side impacts. This applies to front, front side, and curtain airbags, as well as rear side airbags.

You also get the usual ABS, stability, and traction control, lane centering, lane keeping assist, blind spot monitoring, rear cross-traffic alert, occupant protection system, reversing camera, driver attention detection, safe exit warning, front AEB, cross traffic alert rear, and automatic high beams.

The semi-autonomous Travel Assist is well calibrated for the most part, and polite rather than forceful. But it's not very smart if you manage to get your hands on the wheel, because you have to keep pushing it to remind it you're there.

Volkswagen offers a five-year/unlimited kilometer warranty on its range, which is in line with almost everyone these days.

You can pay as you go for servicing and over three services pay $1751 or $3356 over five years, both of which are high as the segment goes. You can save most by paying up front, with three years dropping to $1550 and five years to $2650, which is a pretty healthy savings over pay-as-you-go. Over $500 per service is still a bit steep, but here we are.

Annual insurance costs $1680 based on comparative quotes for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

202 3 Volkswagen Golf 110TSI R-Line at a glance

Guarantee Five years, unlimited kilometers

Service interval 12 months or 15,000km

Service fee $1550 (3 year prepaid)

$2650 (5 year prepaid)

$1751 (3 year postpaid)

$3356 (5 year postpaid)

We have a slight downside to the Golf's claimed fuel figure of 5.8L/100km, whereas previously it was only 7.2L/100km, to be fair to the Golf, which is mostly city and suburban driving, I don't see any reason why that figure it won't improve with a mix of highway and city.

Even so, you will cover a distance of almost 700 km on a fill of 95 octane fuel even with those figures.

Fuel Usage Fuel Statistics

Fuel cons. (claimed) 5.8L/100km

Fuel cons. (on test) 7.2L/100km

Premium unleaded 95 octane fuel type

Fuel tank size 50L

despite the R badge adorning the grille and rump, this isn't an extremely warm hatchback. It's not even as focused as the GTI, which can now be very comfortable in Comfort mode.

But the suspension changes are useful. Using larger 18-inch wheels means the ride is a little firmer, but doesn't feel noisier than the Life I drove not long after this Golf was launched. The usual complaints about concrete or rough surfaces also apply, but there is a bit of rubber under the R-Line, so that's to be expected.

I always get too excited about driving hatchbacks because many of the cars I drive aren't, and SUVs dominate our market. The Golf feels very light on the feet, my wife and I smiled the entire time we had it, and it's a car we'd each recommend taking for solo trips. I guess it's the kind of car we had in our youth, not requiring quite a push of the accelerator to get moving, and generally being a great deal of fun without all that weight under you.

The steering is well-weighted and, on the R-Line, has a progressive rack, meaning less lock is required to fire into a corner than would be needed on a regular car. This also means you don't always have responsiveness when you don't want it to. This feature is also shared with the GTI, in case you were wondering. Even the size of the steering wheel itself is just right.

So we come to VW's much-loved 1.4-litre turbo four petrol engine. You can find it best in the Tiguan Allspace, which hauls a seven-seat SUV quite well. As a result, the much lighter Golf has more power, 110kW and 250Nm rising quite quickly.

Driving the front wheels, the Golf R-Line doesn't have the six- or seven-speed dual-clutch transmission commonly found in other Volkswagen applications, but instead an eight-speed torque converter. So there's no more backtracking and less hesitation at parking speeds, especially compared to a seven-speed.

Important details 202 3 Volkswagen Golf 110TSI R-Line

1.4-liter four-cylinder turbo petrol engine

Power 110kW @ 5000rpm

Torque 250Nm @ 1500–4000rpm

Drive Type Front wheel drive

Transmission 8-speed torque converter automatic

Power to weight ratio 79.8kW/t

Weight (tare) 1379kg

Spare tire type Space saver

Tow rating 1500kg braked

660kg unbraked

Turns a 10.9m circle

If you're not interested in a sportier suspension or nicer seats, the R-Line probably isn't worth the Golf Life as there's not much else that matters beyond these things. But if you like a car with more attention than the immaculately handled Golf Life, it's worth it. And let's be honest, you're probably buying a hatchback because you don't want a high-end SUV, so you might as well go for it.

If you need more space in the trunk, it's a bit annoying that you can no longer fit the wagon into the R-Line (or screaming R).

If the Golf is the right car for you, start with Volkswagen's website and its stock finder. Both the website and a Volkswagen Australia spokesperson confirmed there is plenty of stock available across the Golf range, so if the R-Line is a little richer for your tastes, the Golf 110TSI Life is available in plenty.

I quite like the R-Line and for me it's the car, but for the less emotional buyer Life is the place to go, with most of the good stuff of the R-Line but in a more comfortable package.

When you're ready to buy, you can visit Drive.com.au/cars-for-sale or visit the VW website or dealer. If you are a bit tall or wide, make sure you sit comfortably in the R-Line seat. And don't let the dealer ignore these concerns because if you don't like the front seats, ownership will be a real hassle.

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