A radical, turbocharged version of the Toyota Corolla hatch has more than twice the power of the regular model – and bulging bodywork – as the Japanese car giant aims to shed its conservative image.
In a bid to reverse its ‘whitegoods on wheels’ image, the clean-cut Toyota Corolla hatchback has been sent to hoon school.
Japanese car giant Toyota has unveiled its most wild Corolla to date – a turbocharged all-wheel-drive performance car with more than twice the power of the regular hatchback, bulging bodywork, and racing-inspired go-fast parts.
Toyota – which sells more hybrid cars than any other automaker on the planet – has put aside its eco image and today released images that depict a Toyota Corolla performing tyre-smoking burnouts and hoon driving.
It’s a stark contrast from Toyota’s normally conservative values.
The company is trying to shed its dull image and bring some excitement to its range.
This is the second performance hatchback from Toyota in three years, and part of a broader roll-out of other performance models.
The 2023 Toyota GR Corolla (the GR stands for Gazoo Racing, Toyota’s motorsports division) will be sold in Australian showrooms alongside the smaller Toyota GR Yaris which went on sale two years ago.
Both hatchbacks share the same turbocharged three-cylinder engine, though it has been give a power boost in the larger and heavier Corolla.
The new Toyota GR Corolla is due in Australian showrooms later this year.
Price is yet to be announced, but industry insiders expect it to cost in excess of $60,000 – more than twice the price of a standard Toyota Corolla hatch – given the smaller Toyota GR Yaris sibling costs between $50,000 and $55,000 before on-road costs.
As with the Toyota GR Yaris, the Toyota GR Corolla will only be available with a manual transmission – limiting its appeal to hardcore enthusiasts only.
According to overseas reports, there is speculation an automatic version of the Toyota GR Corolla may follow.
Toyota says the GR Corolla is “bred from motorsport”, although the last time the Corolla had success on a race rack in Australia was 1968 when it scored a class win in the Bathurst motor race.
Toyota dealers canvassed by Drive say they are yet to be advised about pricing or more accurate arrival timing.
Drive will report further on this model as more information becomes available.
2023 Toyota GR Corolla: Fast facts
Price: To be advised (In excess of $60,000 say industry analysts) Engine: Turbocharged 1.6-litre three-cylinder petrol Power: 220kW @ 6500rpm, 370Nm @ 3000 to 5550rpm Differentials: Torsen limited-slip, front and rear Weight: 1475kg Brakes: Four-piston front, two piston rear calipers (disc diameter not reported) Wheels: 18-inch diameter, 15-spoke alloy Tyres: 235/40/18 Yokohama Advan Apex V601 (Michelins shown in photos)
The new Nissan Ariya crossover electric vehicle is much more compelling than the humdrum Leaf, but is it set to arrive too late?
What we love
Distinctive design
Spacious and well-finished cabin
Pliant suspension should work in the real world
What we don’t
The Basic FWD version feels slow by segment standards
Laid-back dynamics
Having to wait (and wait) for the Australian introduction
Nissan was a pioneer of electrification, but the world has moved much more quickly than the Japanese brand.
The Leaf was launched in 2010 and, for much of its life, was the world’s best-selling EV with nearly 600,000 of the first two generations having been built since then – even if only a modest number of those made it to Australia. Yet the Leaf’s gawky design and limited performance have been overtaken by newer, sexier rivals.
For proof of where the heart of the market is now, look at the all-conquering Tesla Model 3, which took the Leaf’s title of champion EV within two years of going on sale and is now well past a million units worldwide.
This is where the all-new 2022 Nissan Ariya comes in. Nissan’s new EV crossover is intended to offer dramatic increases in both performance and desirability compared to the Leaf, aiming at buyers looking for more than just utility or the smugness some still associate with EV ownership.
Although final plans for market introduction are still being worked out, we’re promised it will be coming to Australia, and – before then – I’ve had the chance to drive an early European-spec version on the Circuito del Jarama in Spain.
Yep, it seems to be SUV-on-racetrack season in Europe – this taking place barely a week after I had a turn in the Aston Martin DBX 707 at Silverstone. You’ll be unsurprised to hear that the Nissan was less exciting than the ludicrously fast V8-powered Aston. But also that, unlikely environment aside, there are some good reasons to be looking forward to the chance to take the finished Ariya onto real roads.
The Ariya sits on the same CMF-EV platform that underpins the Renault Megane E-Tech – the fruit of the joint development power of Nissan, Renault and Mitsubishi’s not always happy Alliance partnership. It is bigger, sleeker, and faster than the Leaf, with power coming from very advanced externally excited synchronous eight-pole motors.
The two-wheel-drive version uses a single 160kW unit up front, while the considerably more exciting all-paw adds another at the rear, the pair capable of delivering up to 290kW combined.
2022 Nissan Ariya 2WD
Seats
Five
Boot volume
466L
Length
4595mm
Width
1850mm
Height
1655mm
Wheelbase
2775mm
The AWD version also gets Nissan’s clever software-based e-4ORCE system that gives both the ability to fully vary the torque delivery between both axles, but also to tweak power delivery, and regen to counter-dive under braking and squat under acceleration. There will be two battery sizes – with 63kWh and 87kWh of usable capacity, with the front-driven car with the larger battery targeting 500km of range under the European WLTP testing protocol.
While we don’t know which combinations of driveline and battery packs are likely to reach Australia, my drive was conducted in the range’s entry point – a 63kWh front-driver.
You won’t be surprised to hear that the combination of a 1950kg electric SUV and a racetrack never felt like a particularly relevant one. Nissan had tried to create a simulation of various real-world challenges by laying out various cone-marked gates and slaloms at Jarama, these policed by a variety of made-up speed limits: the lowest a measly 10km/h. Fortunately, the combination of excess enthusiasm and outright ineptitude from some of the journos attending meant that many of these artificial barriers were quickly demolished.
The front-drive Ariya is no rocketship. On Nissan’s figures, it takes 7.5 seconds for the 0–100km/h run, which is pretty leisurely by modern EV standards. On a wide, open racetrack it felt predictably slower than that, and although initial acceleration is keen, this tails off noticeably as speeds build.
On Jarama’s longer straights, the Ariya felt to be running out of puff well before the official 160km/h speed limiter got the chance to call time. Trying to get power down onto the circuit’s tighter corners also got the traction-control algorithm working overtime.
Its suspension felt soft on-track – Nissan’s engineers say adaptive dampers won’t be offered on any versions – with noticeable roll under harder loadings and a soundtrack that, in lieu of engine noise, featured a fair amount of tyre squealing.
Yet beyond confirmation the production Ariya is unlikely to find itself starring at many track days, the first drive did give some grounds for optimism. The steering is good, with nice (if light) weighting and proportional front-end responses when manoeuvring around the cone-strewn course.
The Ariya also blended its regenerative and friction braking impressively cleanly. Although the selectable e-pedal function doesn’t give true one-pedal operation, requiring brake input for a final stop, it had what felt like a much more real-world appropriate level of lift-off retardation than the overly aggressive systems of many rivals.
The Ariya has got much more visual presence than the Leaf too. In terms of size, its 4595mm overall length is just 5mm greater than the Toyota RAV4, but seems much bigger in the metal thanks to both the height of its front end and its cab-forward proportions. The base of the windscreen is practically in line with the front axle.
Muscular contours and some nice detailing feature, with plenty boasting Nissan’s new trademark ‘kumiko’ pattern inspired by Japanese woodworking. The huge black ‘not-grille’ was a bit XL for my tastes, but from most other angles it’s a fine-looking crossover.
The cabin was more impressive, well-finished, and roomy thanks to the extra space liberated by the lack of a combustion engine up front, with a good range of adjustment up front and adult viable room in the rear. Its interior design feels elegantly minimalist; there are twin digital displays for instruments and infotainment, with physical switchgear limited to the audio and cruise controls grouped on the face of the steering wheel.
Heating and ventilation are managed by touch-sensitive areas on the wood-effect dashboard, with these having a satisfying amount of haptic resistance when operated. There’s also an electrically powered storage compartment that motors out from the dashboard. A gimmick, but an amusing one.
Key details
2022 Nissan Ariya 2WD
Engine
Single externally excited electric motor
Power
160kW
Torque
300Nm
Drive type
Front-wheel drive
Transmission
Single-speed automatic
Power to weight ratio
84.2kW/t
Weight
1950kg
Despite the limitations of this first drive, the basic Ariya seems like a decent car, even on the alien environment of a racetrack. But excitement, if it comes at all, will be with the brawnier versions.
There’s also the unanswered question of how long Australian buyers will have to wait for it and how much it will cost when it gets here. It’s fair to say the country’s limited appetite for EVs and the lack of Federal government support have put us low on Nissan’s priority list.
Given the availability of strong alternatives like the Tesla Model Y, Hyundai Ioniq 5 and Polestar 2, Nissan would be well-advised not to wait too long.
The new Nissan Ariya crossover electric vehicle is much more compelling than the humdrum Leaf, but is it set to arrive too late?
What we love
Distinctive design
Spacious and well-finished cabin
Pliant suspension should work in the real world
What we don’t
The Basic FWD version feels slow by segment standards
Laid-back dynamics
Having to wait (and wait) for the Australian introduction
Nissan was a pioneer of electrification, but the world has moved much more quickly than the Japanese brand.
The Leaf was launched in 2010 and, for much of its life, was the world’s best-selling EV with nearly 600,000 of the first two generations having been built since then – even if only a modest number of those made it to Australia. Yet the Leaf’s gawky design and limited performance have been overtaken by newer, sexier rivals.
For proof of where the heart of the market is now, look at the all-conquering Tesla Model 3, which took the Leaf’s title of champion EV within two years of going on sale and is now well past a million units worldwide.
This is where the all-new 2022 Nissan Ariya comes in. Nissan’s new EV crossover is intended to offer dramatic increases in both performance and desirability compared to the Leaf, aiming at buyers looking for more than just utility or the smugness some still associate with EV ownership.
Although final plans for market introduction are still being worked out, we’re promised it will be coming to Australia, and – before then – I’ve had the chance to drive an early European-spec version on the Circuito del Jarama in Spain.
Yep, it seems to be SUV-on-racetrack season in Europe – this taking place barely a week after I had a turn in the Aston Martin DBX 707 at Silverstone. You’ll be unsurprised to hear that the Nissan was less exciting than the ludicrously fast V8-powered Aston. But also that, unlikely environment aside, there are some good reasons to be looking forward to the chance to take the finished Ariya onto real roads.
The Ariya sits on the same CMF-EV platform that underpins the Renault Megane E-Tech – the fruit of the joint development power of Nissan, Renault and Mitsubishi’s not always happy Alliance partnership. It is bigger, sleeker, and faster than the Leaf, with power coming from very advanced externally excited synchronous eight-pole motors.
The two-wheel-drive version uses a single 160kW unit up front, while the considerably more exciting all-paw adds another at the rear, the pair capable of delivering up to 290kW combined.
2022 Nissan Ariya 2WD
Seats
Five
Boot volume
466L
Length
4595mm
Width
1850mm
Height
1655mm
Wheelbase
2775mm
The AWD version also gets Nissan’s clever software-based e-4ORCE system that gives both the ability to fully vary the torque delivery between both axles, but also to tweak power delivery, and regen to counter-dive under braking and squat under acceleration. There will be two battery sizes – with 63kWh and 87kWh of usable capacity, with the front-driven car with the larger battery targeting 500km of range under the European WLTP testing protocol.
While we don’t know which combinations of driveline and battery packs are likely to reach Australia, my drive was conducted in the range’s entry point – a 63kWh front-driver.
You won’t be surprised to hear that the combination of a 1950kg electric SUV and a racetrack never felt like a particularly relevant one. Nissan had tried to create a simulation of various real-world challenges by laying out various cone-marked gates and slaloms at Jarama, these policed by a variety of made-up speed limits: the lowest a measly 10km/h. Fortunately, the combination of excess enthusiasm and outright ineptitude from some of the journos attending meant that many of these artificial barriers were quickly demolished.
The front-drive Ariya is no rocketship. On Nissan’s figures, it takes 7.5 seconds for the 0–100km/h run, which is pretty leisurely by modern EV standards. On a wide, open racetrack it felt predictably slower than that, and although initial acceleration is keen, this tails off noticeably as speeds build.
On Jarama’s longer straights, the Ariya felt to be running out of puff well before the official 160km/h speed limiter got the chance to call time. Trying to get power down onto the circuit’s tighter corners also got the traction-control algorithm working overtime.
Its suspension felt soft on-track – Nissan’s engineers say adaptive dampers won’t be offered on any versions – with noticeable roll under harder loadings and a soundtrack that, in lieu of engine noise, featured a fair amount of tyre squealing.
Yet beyond confirmation the production Ariya is unlikely to find itself starring at many track days, the first drive did give some grounds for optimism. The steering is good, with nice (if light) weighting and proportional front-end responses when manoeuvring around the cone-strewn course.
The Ariya also blended its regenerative and friction braking impressively cleanly. Although the selectable e-pedal function doesn’t give true one-pedal operation, requiring brake input for a final stop, it had what felt like a much more real-world appropriate level of lift-off retardation than the overly aggressive systems of many rivals.
The Ariya has got much more visual presence than the Leaf too. In terms of size, its 4595mm overall length is just 5mm greater than the Toyota RAV4, but seems much bigger in the metal thanks to both the height of its front end and its cab-forward proportions. The base of the windscreen is practically in line with the front axle.
Muscular contours and some nice detailing feature, with plenty boasting Nissan’s new trademark ‘kumiko’ pattern inspired by Japanese woodworking. The huge black ‘not-grille’ was a bit XL for my tastes, but from most other angles it’s a fine-looking crossover.
The cabin was more impressive, well-finished, and roomy thanks to the extra space liberated by the lack of a combustion engine up front, with a good range of adjustment up front and adult viable room in the rear. Its interior design feels elegantly minimalist; there are twin digital displays for instruments and infotainment, with physical switchgear limited to the audio and cruise controls grouped on the face of the steering wheel.
Heating and ventilation are managed by touch-sensitive areas on the wood-effect dashboard, with these having a satisfying amount of haptic resistance when operated. There’s also an electrically powered storage compartment that motors out from the dashboard. A gimmick, but an amusing one.
Key details
2022 Nissan Ariya 2WD
Engine
Single externally excited electric motor
Power
160kW
Torque
300Nm
Drive type
Front-wheel drive
Transmission
Single-speed automatic
Power to weight ratio
84.2kW/t
Weight
1950kg
Despite the limitations of this first drive, the basic Ariya seems like a decent car, even on the alien environment of a racetrack. But excitement, if it comes at all, will be with the brawnier versions.
There’s also the unanswered question of how long Australian buyers will have to wait for it and how much it will cost when it gets here. It’s fair to say the country’s limited appetite for EVs and the lack of Federal government support have put us low on Nissan’s priority list.
Given the availability of strong alternatives like the Tesla Model Y, Hyundai Ioniq 5 and Polestar 2, Nissan would be well-advised not to wait too long.
Selling that ludicrously over-valued Commodore might not be the windfall you think it is…
As a follow-up to this week’s 2022 Federal Budget, the Government has today announced the application of a capital gains tax on second-hand car sales.
The ‘LandCruiser Levy’ will apply to all vehicles sold at a price above their agreed value, based on conditions of the market prior to 1 April 2020. This removes any inflated pricing the second-hand car market has endured over the past 24-months.
Automotive assets sold for a profit will be subject to the same business rate calculation of tax on the gain as cryptocurrency and share assets. For example, this would see a 19 per cent capital gain tax imposed on a car sold for between $18,200 and $45,000 above its agreed pre-period value.
Motor vehicles have been previously exempt from capital gains tax but Tony Gouger from the Fringe Offset Opportunity Liasion department of the Federal Treasury noted “the responsibility of the Government is to identify every opportunity where Australians are able to turn a profit and clip the ticket on the way through.”
An example scenario noted a 2007 Toyota LandCruiser 79 Series ute (new price of $56,490) which has a pre-1 April 2020 price estimation of $27,400 being sold in the current market for $186,450.
This represents a $159,050 capital gain, which is taxed at a rate of 37 per cent. The seller would need to then pay $58,848.50 in tax, but still pocket the remaining $100,000 profit for themselves.
The new tax is expected to yield some $4.2 billion extra taxation revenue and will be implemented effective from 1 April.
A press conference is expected to be held at midday today, with further details.
According to outlets including Automotive News Europe, it failed to meet a payment deadline earlier this week and has now officially withdrawn its purchase offer of 304.8 billion South Korean won ($AU355 million).
The well-sourced outlet reports SsangYong is now looking for a new buyer, however did not reveal if it has yet received interest from other parties.
It’s unclear if the marque – which is currently part-owned by Indian conglomerate Mahindra & Mahindra – will be forced into liquidation if a new source of revenue is not found soon.
Drive has contacted SsangYong and Edison Motors for comment, and this story will be updated if more information becomes available. Stay tuned to Drive for all the latest.
Thought the BMW i3 badge was dead? Not so fast; it will continue on only in China on the electric version of the long-wheelbase 3 Series sedan – and it’s a preview of the Australia-bound 3 Series facelift, due this year.
The BMW i3 electric car nameplate will live on – but the new vehicle it’s affixed to is a vast departure from the funky city car known to local buyers.
While the nameplate is currently applied to a quirky (but ageing) city hatchback with rear-hinged doors and a bespoke carbon-fibre chassis, the new BMW i3 is an electric version of the popular 3 Series sedan, built exclusively in long-wheelbase guise for the Chinese market.
As a result, the new i3 (codenamed G28) isn’t bound for Australian showrooms, with BMW’s local arm to instead focus on the i4 liftback – twinned with the new i3, but more closely linked with the petrol-powered 4 Series Gran Coupe – which went on sale last month.
Revealed overnight, the new i3 mirrors other BMW i models in only differing slightly from its standard 3 Series counterpart, with tweaks limited to closed-off grille inserts, aerodynamic alloy wheels, blue accents and, based on images published in China last year, a new rear bumper.
BMW i3 leaked photo from China.
While the headlight graphics, front bumper and shape of the ‘kidney grilles’ are also unique, these will carry across to the broader petrol-powered 3 Series range for its mid-life facelift (or ‘LCI’), due for reveal within months, ahead of the first cars rolling off the production line this July.
No images of the interior have been released, though BMW says it incorporates brand’s iDrive 8 infotainment system, likely pairing a 12.3-inch instrument display with a 14.9-inch central touchscreen, per the i4. This system is expected to appear in the facelifted 3 Series later this year.
Other tech highlights include “cutting-edge digital features and services”, including a digital key controlled via the owner’s phone. There’s 410 litres of boot space behind the rear seats, down from 480 litres in the petrol-powered model.
Leaked details suggest available features in China will include a 360-degree camera, front and rear parking sensors, a choice of 18-inch or 19-inch alloy wheels, and air suspension on the rear axle.
BMW i3 leaked photo from China.
Only one powertrain option has been detailed for the new i3, the eDrive35L, powered by a 210kW/400Nm electric motor driving the rear axle, connected to a 66.1kWh (net, or 70.3kWh gross) lithium-ion battery positioned under the floor.
BMW quotes a 6.2-second dash from zero to 100km/h. Claimed driving range according to lenient CLTC test procedures is rated at 526km – 99km less than an i4 eDrive40 using the same procedures, a vehicle which quotes 493-590km according to Europe’s more stringent WLTP standards.
DC fast charging is available in the i3, albeit at only up to 95kW – down from the i4’s 205kW peak – good for a 10 to 80 per cent fast charge in 35 minutes, or 97km of additional CLTC range after 10 minutes of charging. 11kW AC home charging is also standard.
Chinese buyers seeking more power and range may soon be able to order a pricier i3 eDrive40L variant, according to insider sources, with the same 250kW electric motor and 80kWh battery as the i4 eDrive40.
BMW i4 interior.
While extensive prototype testing has been conducted in Europe over the last year, BMW says “fine tuning of the BMW i3 eDrive35L’s suspension systems to Chinese road conditions has been carried out by the BMW Brilliance Automotive Ltd [the company’s Chinese joint-venture partner]”.
The first customer examples of the new 2022 BMW i3 sedan are due to enter Chinese showrooms this May, with production already believed to be underway at the BMW Brilliance Automotive factory in Shenyang, China – alongside the Australia-bound iX3 medium SUV.
That means both the new i3 sedan and old i3 hatchback will be sold concurrently – albeit on different sides of the world – until production of the latter ceases in July.
This is likely to be a first for the German car maker, which has long shied away from reusing old model names on unrelated vehicles – most notably with the 1970s M1 supercar, and the M-badged 1 Series coupe of 2011, which was forced to adopt the 1 Series M Coupe name (rather than M1).
Here’s our guide to navigating the variants and options on offer with the 2022 Drive Car of the Year Best Electric Vehicle over $100,000
Porsche’s renowned engineering excellence comes to the forefront in the all-electric Taycan.
It’s a car that embodies the emotional sense of what a Porsche should be, combined with the fututre-forward approach for what an electric car can be.
Available in two body-styles and and a selection of drive, power, battery and styling configurations, there’s sure to be a Taycan for every taste, providing you have a budget to match.
Buying a Porsche is a personal experience, and option prices typically add another 25 per cent to the base price, but in doing this you can make the car ‘yours’ to the most specific detail. And for a brand which trades as much in technical prowess as it does in brand cache, that’s what it is all about.
While it would be easy to suggest that the range-topping Taycan Turbo S, with its 560kW/1050Nm all-wheel-drive output is the ‘best’, we feel that $340k price tag, before options, distracts from what is an exceptional car even at its range entry point.
To that end, we feel the best Porsche Taycan is surprisingly ‘realistic’ in its range positioning.
OUR PICK
Our pick: Porsche Taycan (RWD, single motor, 79kWh battery, from $156,300 before options and on-road costs)
Yes, we think the best Taycan you can buy is the newly launched ‘non-S’ entry level model.
All the key elements are here. The impressive 79kWh battery pack and 800-volt charging system (11kW AC / 225kW DC) that offer 300kW output and 369km range.
There are plenty of creature comforts including power, memory front seats, Porsche Connect telemetry connectivity, adaptive cruise control and a choice of interior trim colours for no additional cost.
Porsche even bundle in a ChargeFox public charging account and a home-based wall charger into thr driveaway price.
Being a Porsche though, don’t expect not to tick any option boxes.
We’ve defined a specification that we feel gives you all the ‘premium’ features you expect from a car like the Taycan, all while keeping the price below the starting point for the next model in the lineup, the Taycan 4S.
Starting with styling, we’ve chosen Dolomite Silver Metallic paint ($2300) and the 19-inch Taycan S Aero wheels ($2400) to give the car a much sharper look. Those basic wheels don’t do it any favours.
For a smarter-looking interior, we’ve chosen the Black and Chalk Beige two-tone trim for no extra cost, and only added front seat heaters ($910). To enhance the car’s appeal as a Porsche, we’ve included Sport Chrono (you have to) for $2340 and the $4540 PASM adaptive air suspension package.
This adds up to $16,090 (just 10 per cent extra, surely a record!) , for $172,390 plus on-road costs. A Taycan 4S starts from $189,800.
However, if it was me on the end of the chequebook, I’d be hard pressed to ignore the Taycan 4 Cross Turismo wagon which starts from $176,600, an 11 per cent (or $20k) premium over the Taycan ‘non-S’ but with the addition of all-wheel drive and the super-cool wagon styling.
Here, sadly, the options are a little more tempting to tick and the lovely Gentian Blue paint ($2300), 20-inch Turbo Aero wheels ($5270), roof rails ($1220) which must be aligned to the panoramic roof ($3370), and requisite interior comforts (heated seats $910, ambient lighting $890) start to push that average of ‘additional 25 per cent in options’ well into the ‘True’ state.
I’ve added the cool passenger LCD display ($2150) and BOSE sound system ($2840) as well, for a total of $24,890 (15 per cent extra), and a before options price of just over $200k. Lucky it’s not real money.
