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2022 Ford Ranger Raptor first drive

2022 Ford Ranger Raptor first drive

Two removable covers in the lower bumper of the second-generation Ford Ranger Raptor give an insight into the tough truck’s capability. Stamped with “remove before flight”, they’re proof the pinnacle of the new Ranger line-up is designed to make you smile – and that it may not always have its wheels on the ground.

I learn this seconds after being asked to brake to 110km/h on a dusty, bumpy dirt track as we bound towards a tabletop rise.

The Raptor heads for the sky before landing with cat-like dexterity, an amazing feat from a 2.4-tonne-plus ute engineered to go fast over just about any terrain.

Our drive is well away from public roads on a private property in the South Australian outback where development mules have been pummeled and punished over tens of thousands of kilometers.

Australia is the global design and engineering hub for the new Ranger and its vast selection of harsh roads makes it the ideal test bed for a truck that will be sold across the globe.

The all-new Raptor builds on a successful formula but its heart has been seriously boosted.

Rather than a fuel-sipping diesel, the new Raptor has a 3.0-liter twin-turbo petrol V6.

Its 292kW and 583Nm outputs are akin to a V8 – and there’s a thirst to match. It slurps a claimed 11.5 liters per 100km but expect real-world use to be higher.

Teamed with a 10-speed automatic, the engine can blast the Raptor to 100km/h in about six seconds – over just about any terrain, courtesy of a permanent four-wheel drive system.

It’s fiery and fast, the engine building enthusiasm as revs rise.

The black twin exhaust tips of these development vehicles have been sandblasted from gravel spewing out from the broad off-road tires, but production versions have a hardier, shiny stainless steel finish.

The Raptor does without the Eco or Tow drive modes in the regular Ranger, replacing them with Sport and Baja settings.

Baja mode keeps the turbo spinning between stabs of the throttle to reduce lag and improve response when darting between corners. It also adds a rortier snarl to the exhaust and preps the suspension for high-speed attacks.

The brakes – discs all around, now with an electronic booster – are primed for gravel, allowing some skidding for added bite on dirt.

The Raptor’s secret sauce is suspension that bears little resemblance to the rugged setup in garden variety Rangers. Left- and right-hand wheels are 60mm further apart, there are bulging wheel arches (the Raptor is 110mm wider than regular Rangers) and there’s a more sophisticated coil-spring system replacing leafs at the back.

The chassis has been strengthened and off-road specialist Fox developed race-inspired shock absorbers with “position-sensitive damping”.

It’s on the landing from a brief airborne excursion that you appreciate the weakness of its control, the dampers almost instantaneously firming towards the end of the suspension travel. They can also tighten to reduce squatting on fast take-offs.

The Raptor points sharply on this challenging terrain and bumps doing little to upset things.

The work going on at ground level means you can cover rough ground ludicrously fast but with control and composure no normal ute comes close to.

It’s an impressive effort for a ute that also tows 2500kg and carries 717 kilograms in a tray that accommodates a pallet.

Rugged BF Goodrich off-road tires claw the loose gravel beautifully, giving the Raptor rally car-like traction. We’ve previously been less impressed with them on wet bitumen, but that’s not the prime remit of the Raptor.

The new Raptor doesn’t come cheap, although against other muscle machines it’s arguably a bargain, starting at about $92,000 drive-away. “Code Orange” highlights – including a rally-like center marker on the steering wheel – and heavily bolstered seats with Raptor badging reinforce the image.

It gets most of the equipment on the Ranger Wildtrak, including ambient lighting, a 360-degree camera, 12-inch touchscreen, over-the-air software updates and a range of active safety systems.

To that it adds a broader 12.4-inch digital instrument cluster and a Premium Pack with 10-speaker Bang & Olufsen audio, overhead auxiliary switches and matrix LED headlights.

But’s it’s the added V6 muscle and impressive dynamic nous that transforms this ute from a workhorse into a roadgoing off-road racer with genuine pace. The original Raptor was proof of concept, the new one has added pace to match its muscles.

VERDICT

The ute equivalent of a GT3 racer covers rough ground ludicrously quickly.

FORD RANGER RAPTOR

PRICE From about $92,000 plus on-roads

WARRANTY/SERVICE 5 yrs/unlimited km, $1316 over four years

SAFETY Nine airbags, autonomous emergency braking, lane-keep assist, speed-sign recognition, 360-degree camera, driver monitor, blind-spot warning

ENGINE 3.0-litre V6 twin-turbocharged, 292kW/583Nm

THIRST 11.5L/100km

SPARE full size

TOWING/PAYLOAD 2500kg and 717kg

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Volkswagen Polo review: drive impressions, prices, specification

Volkswagen Polo review: drive impressions, prices, specification

Hatchbacks used to be the default option for city drivers, but the compact SUV has put a huge dent in the market.

Volkswagen’s Polo is one of few remaining choices for buyers.

VALUE

The days of the sub-$20,000 hatchback are long gone.

The price of admission into Volkswagen’s new Polo is about $29,400 for the manual 70 TSI Life variant, while our 85 TSI Style test car will set buyers back more than $35,000. That’s a fair chunk of change and is more than many hatchbacks and SUVs a full size bigger.

Our test car has flash 16-inch alloy wheels, LED head and tail lights and an in-vogue LED illuminated grille strip.

It’s aimed at younger drivers, so connectivity is front and center.

An eight-inch touchscreen and a fully digital instrument display with crisp readouts and hi-res satnav is standard, as are Apple CarPlay/Android Auto, several USB-C charging points and a wireless device charger. A $1900 Sound and Tech pack adds a Beats stereo and wireless smartphone connectivity among other items.

VW backs its cars with an industry standard five year/unlimited km warranty and capped price servicing will cost $2200 over five years.

COMFORT

Despite its small size the Polo has plenty of room for long-limbed drivers.

Manually adjustable cloth wrapped seats are firm but supportive and a movable steering wheel makes it easy to find the right driving position.

The cabin is a mix of hard wearing plastic surfaces and premium glossy inserts. There are easy to use climate controls in the center dash and essential functions can be managed via steering wheel-mounted buttons.

Rear-seat legroom is above average for its class and there are two USB-C charging points. Disappointingly at this price point, there are no rear airconditioning vents.

The Polo has firm suspension that can crash over larger bumps but it does a decent job of managing pockmarked city streets. It’s quiet, too, keeping most of the outside noise at bay.

SAFETY

The Style grade comes with seven airbags including a center airbag to prevent head clashes during an accident.

The Polo will automatically brake if it detects a potential collision with a car, pedestrian or cyclist.

An array of sensors will warn you if a car is in your blind spot and sound an alarm if a car is approaching from the side as you reverse.

Radar cruise control and lane-keep assist make highway cruising a cinch.

DRIVING

The 1.0-liter three-cylinder engine proves that good things come in small packages.

It makes just 85kW of power but ample torque delivered early in the rev range means plenty of oomph off the mark.

VW has persisted with a seven-speed dual-clutch auto that can feel a little jerky at lower speeds and can hesitate on takeoff.

Once up to speed, it’s a hoot to drive thanks to quick, accurate steering and excellent body control through corners.

It feels agile in traffic and stable on the open road. Its compact size means it’s adept at tackling tight car parks and inner city streets.

VW claims it’ll drink 5.4L/100km of more expensive premium unleaded petrol, and it’ll do close to that figure in the real world.

ALTERNATIVES

Skoda Fabia Monte Carlo, priced at $37,990 drive-away

A hatch that shares its underpinnings with the Polo, but with a bigger engine and price tag.

Toyota Yaris ZR Hybrid, from about $36,000 drive-away

Smaller inside, but benefits from amazing fuel economy and low-cost servicing.

Mazda2 GT, priced from about $30,100 drive-away

Once a class leader that now feels too small inside and underpowered. Packed with safety kit, though and much cheaper.

VERDICT

three and a half stars

Price will scare buyers away, but it’s a classy little hatchback that boasts some impressive tech features and crisp drive experience.

VITALS

PRICE About $35,500 drive away

ENGINE 1.0-litre three-cylinder turbo petrol, 85kW and 200Nm

WARRANTY/SERVICING Five years/unlimited km, $2200 over five years

SAFETY Seven airbags, auto emergency braking with pedestrian and cyclist detection, lane-keep assist, blind-spot detection, rear cross-traffic alert, radar cruise control and driver fatigue detection.

THIRST 5.4L/100km

SPARE Temporary

LUGGAGE 351 liters

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2022 Mazda CX-5 GT SP new car review

2022 Mazda CX-5 GT SP new car review

The Mazda CX-5 is an Aussie favorite – even if it isn’t the newest kid on the block. We tested the mildly updated model to see how it stacks up.

VALUE

The Mazda CX-5 range kicks off at about $36,000 drive-away and rises to close to $60,000.

Buyers can choose between front-wheel drive or all-wheel drive and there are three engines available: two petrol – one turbocharged and one not – and a diesel unit.

We are testing the GT SP grade, the second rung from the top of the CX-5 ladder, with a 2.5-liter turbocharged engine and all-wheel drive priced at about $56,000 drive-away.

It’s an expensive ride, costing about the same as a top-shelf Toyota RAV4 Hybrid but cheaper than a turbo petrol Volkswagen Tiguan.

What you get is one of the best looking family SUVs on the road with LED head and tail lights, a rear spoiler and a sunroof.

A 10.25-inch digital screen is controlled via a rotary dial and is compatible with Apple CarPlay and Android Auto. A Bose stereo, wireless device charging pad, Bluetooth connectivity and in-built sat-nav enhance the experience.

Mazda covers its vehicles with an industry standard five-year/unlimited km warranty and its capped price servicing program is reasonable at $1875 over five years.

COMFORT

The CX-5 Akera’s interior is a lush space with supple leather upholstery and soft touch surfaces throughout.

Heated supportive seats are electronically adjustable providing stellar forward vision, plus an adjustable steering wheel means there is a comfortable set-up for all shapes and sizes.

There are easy to use aircon controls in the center dash and other vital infotainment and safety features have steering wheel mounted buttons.

The rotary dial controls for the infotainment screen allows you to keep your eyes focused on the road compared to a touchscreen but it’s more time consuming and fiddly to use.

The dash is a mix of analog dials and a small low-res digital information screen, which feels subpar compared to full digital instrument displays found in rivals.

There’s a lack of usb points, only two in the front and none in the second row, but a wireless device charging pad wins back some points.

The boot is small compared to rivals, but more than enough to fit the weekly shop or several overnight bags. A hands-free powered tailgate makes for easy access.

Well sorted suspension irons out road imperfections and it’s extremely quiet on the road compared to Mazdas of the past.

SAFETY

Mazda doesn’t skimp on safety.

The CX-5 will automatically brake if it detects a potential collision with a car.

An array of sensors will let you know if a car is in your blind spot and sound the alarm if a vehicle approaches from the side as you reverse.

Multiple safety systems work in unison to make sure you stay centered in your lane, even automatically tugging the steering wheel to direct you back into place if it catches you wandering.

DRIVING

The turbo petrol engine is a cracker.

It delivers smooth acceleration with ample grunt for effortless overtaking and bounding up steep hills.

This is matched to a six-speed automatic transmission and all-wheel drive grip that provides confidence in the wet and gets the power to ground with no wheel slip.

Soft suspension makes for a comfortable ride, but the trade-off is a little bit of lean through corners.

The CX-5 is a great highway cruiser, providing a comfortable oasis on longer drives.

Fuel use is a concern.

Mazda quotes 8.2L/100km but you’ll most likely see a number north of 10 if you spend most of your time around town. Luckily the CX-5 only requires cheaper unleaded petrol.

ALTERNATIVES

Volkswagen Tiguan 162TSI Elegance, from $60,500 drive-away

Cracking engine with plenty of tech features, but expensive.

Toyota RAV4 Edge Hybrid, about $57,500 drive away

Not as sporty but hybrid power brings super low fuel use. Cheaper, too.

Kia Sportage GT-Line petrol, about $54,000 drive-away

Well equipped and cheaper than rivals, dual clutch auto would be tough to live with.

VERDICT

Good looking, great driving SUV with a premium feel that shows why it’s been a top seller for years, but thirsty and needs a tech infusion.

four stars

MAZDA CX-5 GT SP AWD VITALS

PRICE About $56,000 drive away

ENGINE 2.5-litre turbocharged petrol, 170kW/420Nm

WARRANTY/SERVICING five year/unlimited km, $1875 over five yearsrs

SAFETY 6 airbags, auto emergency braking, lane keep assist, blind spot monitoring, rear cross traffic alert, driver attention warning

THIRST 8.2L/100km

SPARE space saver

LUGGAGE 438L

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2022 Skoda Kodiaq Sportline review

2022 Skoda Kodiaq Sportline review

Skoda’s flagship seven-seater Kodiaq straddles the medium and large SUV segments and boasts clever use of space and strong driving dynamics.

Our family of four sampled the mid-grade Sportline, but does the brand and model still represent value and smarts?

FIRST IMPRESSIONS

Jules: I’ve a serious soft spot for Skoda’s Kodiaq.

Iain: why?

Jules: It’s hard to pinpoint the rules of attraction. It’s imposing but not too big, stylish without trying hard and lives up to its “Simply Clever” ad slogan.

Iain: Well, quite clever. It just about seats seven and offers reasonable performance. Skoda’s still a fringe brand, so you feel less sheep-like than you would in a Toyota or Kia.

Jules: Our Kodiaq’s the bad boy. Being the Sportline it’s black on black on black.

Iain: Like a middle management Mafioso not yet able to get a black Mercedes AMG for school drop off.

Jules: If you like.

Iain: Goodies include Matrix LED headlights, animated rear indicators, 20-inch alloys and black grille, roof rails, mirrors and badging.

Jules: What’s this all costing me?

Iain: A reasonable $57,990 drive-away, but Skoda value ain’t what it used to be. Option packs quickly add to the bill, too.

THE LIVING SPACE

Jules: It’s seriously luxurious inside.

Iain: Because of the aforementioned options. It’s $1900 to upgrade from Alcantara sports seats to leather with ventilation; the panoramic sunroof’s $1900 and a $3700 Luxury Pack brings heated front and rear seats, an electric passenger seat and advanced driver aids. Without the latter, safety kit is really wanting.

Jules: So what’s the final bill?

Iain: Wait. There’s more. Paint is $700 and a $2900 Tech Pack adds adaptive chassis control, Canton audio, hands-free tailgate and parking assist. Try $69,160 to drive away.

Jules: Is that Kodiaq RS money?

Iain: It’s $74,990 with those options included, plus you get an extra 48kW from its 180kW 2.0-liter engine.

Jules: That’s me sold. The Sportline’s still lovely though. Great to have a digital dashboard, wireless CarPlay and Android Auto, wireless charging and a 9.2-inch touchscreen.

Iain: It feels sporty. The steering wheel’s chunky, there’s faux carbon dash trim and racy red lighting in the driver display, doors and footwells.

Jules: There’s an umbrella in the door, as well as handy luggage nets and massive storage compartments.

Iain: Not so clever are central cup holders too small for my coffee cup or sports bottle. On the plus side, there’s good storage in the doors, which also house a small waste bin.

THE COMMUTE

Jules: I’m waiting for the Sport in Sportline.

Iain: Keep waiting. There’s only 132kW from the four-cylinder turbo petrol, and it’s got 1750kg to shift.

Jules: It’s an impressive cruiser. Quiet, comfy and the radar cruise control works with the banging sound system to keep me happy.

Iain: I found the seats overly firm, but driver aids are subtly non-invasive. Its dual-clutch gearbox is super slick when up to speed but jerky around town. It’s also sluggish off the line, which caught me out at junctions more than once.

Jules: No chance of a quick three-point-turn, something we mums need at school drop off. There’s a big delay getting between Drive and Reverse.

THE SHOPPING

Iain: They’re cost options, but the hands-free tailgate and birds-eye view camera are brilliant for the supermarket.

Jules: The normal reversing camera is surprisingly poor quality. The massive boot compensates and you can even fit a few shopping bags with all seven seats up.

SUNDAY RUN

Iain: It has impressive cornering skills. The optional adaptive drive mode adjusts things such as damping and steering in Sport mode.

Jules: I love those drive modes. Ambient lighting turns green in Eco, blue in Comfort and red in Sport. There’s even a snow mode and it all turns cool blue. That tickles me.

Iain: It’s good fun to throw into corners and the gearbox is at its best at speed. Steering wheel paddles are a welcome bonus. Grip from the Pirelli tires is good, but they’re quite skinny so you feel harsher bumps through them.

Jules: It is fun on back roads but ours is so closely priced to a Kodiaq RS I’d pay the extra for more power and theatre.

THE FAMILY

Iain: I worry our kids are being brought up in a heated leathery seat bubble.

Jules: They’re spoiled in the middle seats, which recline, slide back and forth and have mini foot rests. The sunblinds are handy, while the huge sunroof bathes the cabin with light.

Iain: Their own climate control is good, but do you know what’s simply not clever? Do not rear USB ports. For a family SUV? That just doesn’t make sense.

Jules: It’s also a bit of a mission accessing the two rear seats.

Yoain: They’re best for kids. I’m six foot and my head’s on the ceiling and knees are jammed in.

Jules: We averaged 8L/100km on the highway and 9.1L/100km overall. Not great as it needs 95 fuel, but at least a $1800 five-year service pack is decent value.

Iain: As for adventuring there’s scope for mild off-roading. It tows 2000kg but the downball weight’s a paltry 80kg.

THE VERDICT

Jules: The Kodiaq is striking to look at and beautiful inside, but those options make it feel expensive compared to Kia, Hyundai and Mazda rivals.

Iain: It’s superb to drive and behold but is missing some standard safety gear, there are no rear USB ports and it’s quite thirsty. It’s not the smart, value pick it once was.

SKODA KODIAQ SPORTLINE VITALS

PRICE From $57,990 drive away

WARRANTY AND SERVICE 5 years/unl’td km warranty, $1800 for 5 years

ENGINE 2.0-litre 4-cyl turbo-petrol, 132kW and 320Nm

SAFETY Nine airbags, auto emergency braking, radar cruise control

THIRST 8.2L/100km

SPARE space saver

BOOT 270-765 liters

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