2022 Nissan Z confirmed for August 17 reveal

Mark your calendars, Nissan’s reborn Z car will make its production debut on August 17. We have a date: the production 2022 Nissan Z sports car will be unveiled in full on 17 August 2021 (US time).

No information was released on Nissan’s social channels alongside the date announcement, the brand did confim the new Z would break cover in New York City – and the reveal’s proximity to the motor show in the same city (which opens to media on August 19) indicates the reborn sports car will make its public debut at the event.

Nissan’s decision to refer to the model simply as ‘Z’ lends weight to rumours that surfaced earlier this year suggesting the new car would simply be called ‘Nissan Z’, rather than the much-rumoured 400Z moniker based around the vehicle’s expected power output.

All but confirmed to be powering the new Z is a 3.0-litre twin-turbocharged V6 shared with the Infiniti Q50 and Q60 Red Sport models, developing 298kW and 475Nm.

It’s set to be sent to the rear wheels through a six-speed manual or, according to new reports, a nine-speed automatic transmission designed by Mercedes-Benz (but built for Nissan vehicles by Jatco).

Leaked images show the new car’s exterior and interior styling will be identical to the Z Proto concept that previewed it – which will just tick over its 11-month anniversary when the production car is unveiled – save for a handful of minor exterior changes.

Recent reports suggest the Nissan Z could be priced as low as US$35,000 in the ‘States, and be available with a choice of three variants offering a split between luxury or sportiness.

The 2022 Nissan Z will be unveiled in full on 17 August 2021, US time. Stay tuned to CarAdvice for all the latest.

2022 Toyota LandCruiser 300 Series: Official off-road specs, interior tech details emerge

A slew of off-road details and interior technology highlights emerge out of one of the LandCruiser’s largest markets: Russia. Official details of the 2022 Toyota LandCruiser 300 Series’ off-road specifications and interior technology details have emerged, around 24 hours after its global unveiling on Thursday.

The new information comes courtesy of a 35-minute walk-around video posted by Toyota’s Russian arm, which details approach and departure angles, ground clearance, and the array of technologies inside the cabin of the new LandCruiser 300 Series.

The video confirms the most off-road-focused variants of the new LandCruiser 300 Series with 18-inch wheels and shorter bumpers – likely the GR Sport (above right), or the entry-level model with a unique front bumper (above left) – claims an approach angle of 32 degrees, and a departure angle of 26.5 degrees.

For comparison, Australian-delivered LandCruiser 200 Series models claim identical 32-degree approach angles, but 24-degree departure angles.

A ground clearance figure of 230mm is claimed in the video – identical to Australian-market 200 Series models – though confusingly, this applies to range-topping versions with taller bumpers (with less clearance below them) and 20-inch wheels, suggesting the GR Sport and/or entry-level model with different bumpers could be capable of clearing taller obstacles.

A breakover angle for the 300 Series has yet to be confirmed, nor has the vehicle’s maximum wading depth. The outgoing 200 Series clams a 21-degree breakover angle and 700mm maximum wading depth.

Photos of base models posted online indicate 300 Series vehicles with 18-inch wheels are wrapped in 265/65 R18 tyres – 20mm narrower than before, translating to 31.6 inches of diameter, and 10.4 inches of width.

Meanwhile, flagship grades’ 20-inch wheels are shod in 265/55 R20 rubber – converting to a 31.5-inch diameter, and 10.4-inch width – manufactured by Dunlop, as shown in the video.

As detailed in our full reveal story, the new Toyota LandCruiser 300 Series debuts an electronic version of Toyota’s Kinetic Dynamic Suspension System (known as e-KDSS), allowing the front and rear anti-roll bars to be “disabled” for increased suspension articulation.

Permanent four-wheel drive with high and low-range modes is standard, with flagship models available with three locking differentials across the front, centre and rear – claimed to be unique to the segment.

Up to five Multi-Terrain Select off-road drive modes are said to be on offer (when low range is engaged), catering to different driving environments: Auto, Dirt, Sand, Mud and Deep Snow.

They join a further six regular drive modes – Eco, Normal, Comfort, Sports, Sports+ and Custom – which vary transmission programming, suspension behaviour, engine response and, according to the walk-around, the behaviour of the climate control system (likely switching it off in Eco mode to save fuel).

An off-road crawl control system – which can be varied between Low, Mid and High settings – allows the 300 Series to cross rough terrain both uphill and downhill at a fixed speed without the driver touching the pedals.

Other off-road features on offer include a new Multi-Terrain Monitor that makes the vehicle ‘invisible’ to show objects normally out of the driver’s view – allowing for easier placement of the front wheels off-road – plus 360-degree cameras and individual tyre pressure monitors.

Along with divulging a number of the new 2022 Toyota LandCruiser’s off-road specifications and features, the Russian walk-around video provides an in-depth look at the four-wheel drive’s cabin.

Up front, the dashboard on flagship grades is dominated by a tablet-style 12.3-inch infotainment touchscreen with Apple CarPlay, Android Auto and satellite navigation – a substantial upgrade over the 200 Series’ 9.0-inch unit, which offered satellite navigation but lacked smartphone mirroring technology.

Drivers are greeted with a 7.0-inch digital display between two analog dials, along with a colour head-up display, with both sitting behind a leather-wrapped steering wheel with tilt and telescopic adjustment.

There’s also a fingerprint reader built into the start-stop button, intended to reduce thefts by storing up to 10 different fingerprints, each able to be linked to a driver’s climate control preferences, seating position and favourite radio station.

Below the screen sits a panel of metallic switches for the climate control system – which offers four zones, matching the outgoing ‘Cruiser – and off-road controls, including a large Mode Select dial which can be switched between the six on-road drive modes and the five off-road Multi-Terrain Select profiles.

Second-row passengers benefit from two of the four climate control zones on offer, along with dual 11.6-inch entertainment screens mounted to the front seatbacks.

Other available features inside and out include a 14-speaker JBL premium sound system, six USB ports (two up front, four in the rear), wireless smartphone charging, a cabin air ioniser, electric front seats, power-operated single-piece tailgate, and a household power outlet in the boot.

There’s also a set of adaptive LED headlights capable of altering sections of their beam to prevent blinding oncoming drivers.

As reported, an array of active safety systems are offered with the 300 Series, including autonomous emergency braking with pedestrian and cyclist detection and support for intersections, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, traffic-sign recognition, and low-speed rear autonomous emergency braking for car parks.

The 2022 Toyota LandCruiser 300 Series will go on sale in Australia in the fourth quarter of 2021 (October to December inclusive).

Models at launch will be powered by an all-new 3.3-litre twin-turbo diesel V6, sending 227kW and 700Nm through a 10-speed automatic transmission – replacing the outgoing 200kW/650Nm 4.5-litre twin-turbo V8 diesel. A twin-turbo petrol V6 will be offered in international markets, while a hybrid model is due to arrive by 2025.

For everything you need to know about the new Toyota LandCruiser 300 Series, click the links below.

Sony WF-1000XM4 Reviews

Sony previously delivered its WF-1000XM3 earbuds almost two years prior, and however they offered probably the best clamor scratch-off and sound quality you could figure out around then, a great deal has changed since. Confronting more up to date contenders like Apple’s AirPods Professional and Bose’s QuietComfort Earbuds at the top of the line, and endless bounty great options beneath, Sony has gotten back with the new $278 WF-1000XM4 earbuds.

They give significantly more remarkable clamor dropping; so great that it presently approaches over-ear earphones. The sound quality has been additionally refined, and Sony added key highlights it frustratingly overlooked last time — like IPX4 water and sweat obstruction. The 1000XM4s likewise increase present expectations for remote sound and battery life in commotion dropping earbuds. Does that mean they’re worth nearly $300?

On the off chance that you need the most flawlessly awesome dynamic commotion undoing in genuinely remote earbuds, the appropriate response is an earnest yes. Sony has assembled another chip it considers the V1 into the 1000XM4s that brings their commotion abrogation abilities to noteworthy new statures. These earbuds make a preferred showing over the AirPods Master and even marginally beat Bose’s QuietComfort Earbuds at quieting close by commotion. It’s presently arrived at a point where the NC on these feels almost as powerful as Sony’s superior earphones. Amazing stuff.

They basically make the encompassing sounds in my nearby coffeehouse go poof, and keeping in mind that meeting family upstate over Commemoration Day, I tried them in a jam-packed bar and found that I could pay attention to my music at around 60% volume without hearing any of the enthusiastic gab encompassing me. Becca took them on a plane and they passed decisively, and they had the option to chop down the clamor of tram vehicles better than all earbud contenders. I credit these outcomes somewhat to new adaptable padding tips that I’ll cover later, yet it’s exceptionally obvious that the V1 is removing more commotion at all frequencies — actually like Sony claims.

Furthermore, with regards to sound quality, the 1000XM4s are significantly all the more a sure thing than their archetypes. Sony revealed to me that when it tunes earbuds, it intently takes a gander at current music patterns. So in the event that you contrast these straightforwardly with the 1000XM3s, you may see somewhat more extravagant bass to deal with your Dua Lipa fix. There could be no more excellent existing apart from everything else collection than Olivia Rodrigo’s Acrid, and Sony’s earbuds just improve at dealing with profound bass and low-mid frequencies than the AirPods Star. However, Sony’s sound ability stretches out through all frequencies. Her voice, the acoustic guitars, and foundation vocals on “trickster” all come through with amazing uniqueness.

It’s not difficult to close your eyes and get totally lost ready of Billie Eilish’s “Act of futility,” where even murmured vocals come through with absolute clearness in the blend. John Mayer’s new Toto-impacted single “Last Train Home” and its breezy energy are comfortable on the 1000XM4s, too. Bounce through types and it’s difficult to come by whatever these earbuds can’t make sparkle. Electric guitars have the perfect coarseness on ’70s rock. Switch over to some spirit and Sam Cooke’s voice has the glow you’d anticipate. That additional bass loans added kick to hip-bounce and dance tracks, however the low-end never gets swollen or overpowering.

The 1000XM4s look not at all like their archetypes. Sony has moved away from the pill shape to a more inconspicuous, all-matte style. Also, the earbuds are discernibly more modest. Sony revealed to me it’s simply a 10 percent scaling down, yet it seems like more because of the sleeker generally plan. There’s a major round region for contact controls, and the flashiest thing about these earbuds is the little, complemented roundabout mouthpiece delta. Sony’s logo is currently on the buds, where not many could at any point spot it when you’re wearing them.

Sony has contracted down the conveying case much more; it’s 40% more modest than the cumbersome case that accompanied the 1000XM3s. Presently it’s comparable to cases from Jabra and different contenders. It’s more limited than the AirPods Genius case, yet a bit more extensive and perceptibly thicker. The case has a USB-C port and supports remote charging, and the earbuds attractively lock into the case firmly and should remain situated except if you bobble the entire thing to the ground. In case I’m being fastidious, the cover has somewhat more play than I’d like for $280 earbuds, yet it stays shut fine.

However, I’d contend the best thing about this update isn’t the real earbud equipment: it’s the new ear tips Sony is remembering for the case. Last time around, Sony delivered six sets of tips with the 1000XM3 buds — three silicone sizes and three froth like tips. Yet, with the 1000XM4s, Sony is betting everything on the adaptable padding approach with new “commotion detachment ear tips.” They’re very not the same as Sony’s past froth tips, presently with a thicker plan that is less adjusted and with a tackier vibe that assists them with remaining planted in your ears. I’d depict it as right around a crossover among silicone and adaptable padding.

You don’t get any plain silicone sets whatsoever, and Sony just incorporates the standard little, medium, and huge sizes; XS and XL would’ve been decent at this value point, however the huge tips were an ideal match for my situation. The seal is solid to the point that you’ll now and again notice them turn in with a squeaking sound. In contrast to the 1000XM3s, the 1000XM4s have a legitimate IPX4 rating for water and sweat opposition, so you can unhesitatingly utilize them for exercises or in the downpour without gauging their chances of endurance.

When you power them on, the 1000XM4 earbuds will outlive the entirety of their principle commotion dropping contenders on a solitary charge. They’ll run for eight hours of constant playback with NC empowered, an amazing leap from the five hours that the AirPods Professional, Cosmic system Buds Genius, QuietComfort Earbuds, and Jabra Tip top 85t all float around. Turn commotion dropping off, and the new earbuds can keep running for as long as 12 hours. The charging case can juice the buds multiple times, so you’re taking a gander at an all out playing season of around 24 hours (NC on) or 36 hours on the off chance that you can manage without it any place you are.

Sony is likewise beating Apple at bringing higher piece rate remote sound to earbuds. The 1000XM4 buds completely support Sony’s own exclusive LDAC codec, which can send music tracks at up to 990kbps. This is presently the highest quality level for Bluetooth sound, and however I’m certain it’ll provoke the standard thing “nobody can differentiate” discusses, I’m happy to see LDAC appear in more compact structure. 2021 is turning into the time of lossless music streaming, with Apple and Spotify both joining Amazon Music HD and Flowing.

In any case, LDAC has its own difficulties. Playback can get somewhat problematic and rough in the event that you set it to max quality in an Android gadget’s designer settings, so for the most part I stay with the center “execution” alternative where the top piece rate tumbles to 660kbps. At that quality, can you truly see any improvement contrasted with AAC? Possibly I’m becoming tied up with fake relief, however to me it seems like certain tracks do have that slight additional piece of profundity and lucidity when spilling with LDAC. In any case, remember this is an element that just applies to Android gadgets, and the 1000XM4s sound very heavenly when matched with an iPhone, where LDAC isn’t so much as a thing. It’s an update that everything in the chain — from how music was dominated and encoded to the earbud equipment itself — matters similarly however much sheer piece rate.

LDAC negatively affects that generally extraordinary battery life, as well. On the off chance that you have clamor retraction dynamic and are streaming LDAC, it drops to the average five hours of consistent playback. That is not terrible when you consider how hard the buds are functioning under those conditions, yet it’s an abatement no different either way and eliminates one of the benefits the Sony buds have over the opposition.

Up until now, this audit has been generally acclaim, however the WF-1000XM4 earbuds do accompany one squashing frustration: they don’t uphold two concurrent Bluetooth associations, an element known as multipoint. It’s become a business as usual component for some top of the line earphones (counting from Sony) and permits you to have your earphones associated with both your telephone and your PC and flawlessly switch between them. In any case, out of the blue, Jabra keeps on being the solitary organization that is offering the comfort of multipoint in earbuds. The present circumstance is getting disappointing — particularly for items in this value section — and I trust the entire item classification of genuine remote earbuds can gain ground on multipoint very soon. After ongoing breaks, I saw remarks from individuals who said they wouldn’t buy these earbuds in the event that they needed multipoint. Also, shockingly, that is the place where we’re at.

Each shrewd gadget presently expects you to consent to a progression of terms and conditions before you can utilize it — gets that nobody really peruses. It’s incomprehensible for us to peruse and break down each and every one of these arrangements.

New Toyota Land Cruiser Debuts with 409-HP 3.5L Twin-Turbo V-6

New Toyota Land Cruiser Presentations with 409-HP 3.5L Twin-Super V-6 . The new 300-arrangement SUV is tempting yet will not be advancing toward the U.S. market in this structure. We may get a rendition as the following Lexus LX.

Toyota doesn’t update the Land Cruiser again and again, so the appearance of this new 300-arrangement model is nothing to joke about. Contrasted and the active 200-arrangement cycle, this new Land Cruiser is lighter, all the more remarkable, and has an undeniably more present day inside. It’ll go at a bargain in worldwide business sectors however likely will not arrive at the U.S.— at any rate not in this structure. After the Land Cruiser’s new end, the predominant talk is that America will just get the Lexus adaptation of this new model, as the cutting edge LX.

While we hold on to perceive how Toyota manages this new model on our shores, we can jump into the specs. It gauges a guaranteed 440 pounds not as much as its archetype and utilizations two new motors: a fuel twin-super 3.5-liter V-6 with 409 strength and 479 pound-feet of force or a turbodiesel twin-super 3.3-liter V-6 with 304 hp and 516 pound-feet of force. A ten-speed programmed transmission and—normally—four-wheel drive are standard no matter how you look at it.

The new plan doesn’t appear to be fundamentally unique from the current model, however the front end has a more noticeable grille and a snazzier lighting arrangement, while the back has new taillights and a reshaped rear end. Inside, the lodge profits by a critical overhaul with a huge tablet-style infotainment screen and a cleaner dashboard design. Three columns of seats will be accessible, and the third line seems to overlay into the floor—a change from the ebb and flow model, which expects you to flip and crease the wayback situates up towards the windows for more payload limit.

We ought to hear more about Toyota’s tentative arrangements for the Land Cruiser soon, and we’re interested to perceive what occurs—regardless—with the nameplate in the U.S.

2021 Volkswagen Golf review

The Volkswagen Golf 8 is the latest in a long line of quality small hatches from the German brand. Is it still a class benchmark?

It seems like an age ago that Greg Kable drove the 2021 Volkswagen Golf – or Golf 8 as it’s colloquially known – for us at the international launch in Germany. Now, finally, the time has come to get behind the wheel in Australia, first with the Life specification grade, and then next week, the Golf GTI.

It’s easy to forget that the brand that created the concept of the people’s car set the task for the original Golf to effectively take hold of that mantle and carry it forward. The Beetle was pretty successful globally, too, don’t forget. And I do write that with tongue in cheek knowing full well that you’re aware of the Beetle’s enduring success. More than 45 years later, you’d have to agree the now legendary Volkswagen Golf has done exactly what was required. And how.

It’s for that reason, and we’ve written this many times before of course, Volkswagen takes an ‘evolution’ rather than ‘revolution’ approach with each new iteration of the Golf. There’s a serious amount of engineering skill and thought that goes into updating a modern classic, improving the formula, tweaking the elements that need to improve, without detracting from the inherent qualities of the outgoing model.

Under the skin, then, there’s Volkswagen’s now familiar MQB platform, common with the previous Golf of course, but tweaked and updated to deliver increased structural rigidity to a platform that wasn’t seemingly lacking it in the first place. There are no sweeping changes to the platform that sits beneath the Golf 8 beyond that, and the geometry of key components like suspension and steering remain the same. In theory that means the driving experience should be as close to identical as is possible.

That’s why there’s always a sense of anticipation ahead of the launch of every new Golf. What’s true for us as road testers and scribes is also true for existing Golf owners. We speak to plenty who upgrade from whatever Golf they currently have to the new one, whenever the time comes to trade up. Such is the reality that the Golf ticks the boxes buyers want it to tick.

At launch, we’re testing the Golf Life auto, which is one step up from the entry-level model grade (simply called ‘Golf’). Our pricing and specification guide breaks it all down, with the cost of this model starting from $34,250 before on-road costs and with the automatic transmission factored in. Pricing is still sharp, then, despite the climb in entry to the model.

2021 Volkswagen Golf 8 Life
Engine 1.4-litre four-cylinder turbocharged petrol
Power and torque 110kW at 5000rpm, 250Nm at 1500–4000rpm
Transmission Eight-speed automatic
Drive type Front-wheel drive
Weight (tare) 1304kg
Fuel claim, combined 5.8L/100km
Fuel use on test 6.4L/100km
Boot volume 374L
Turning circle 10.9m
ANCAP safety rating Five stars (tested 2019)
Warranty Five years, unlimited kilometres
Main competitors Toyota Corolla, Hyundai i30, Mazda 3
Price (MSRP) $34,250 before on-road costs

Highlights for the new Golf include a traditional automatic for the three-model range, more standard technology and the IQ.Drive safety suite now standard across the range. You do, of course, still get all the intangibles that make the Golf as popular as it has always been. In theory, anyway, and that’s what we’re about to find out.

Standard equipment is extensive, in line with the upwardly revised pricing, but it’s hard to argue that the value isn’t there. For instance, the Life we’re testing features a 10.0-inch infotainment screen, wireless smartphone mirroring, satellite navigation, 17-inch alloy wheels, an upgraded digital instrument cluster with customisable displays, emergency assist (which can bring the car to a safe stop if the driver is incapacitated), exit assist, comfort cloth trim, keyless entry and start, 10-colour ambient lighting, power folding exterior mirrors and wireless smartphone charging.

Golf Life is powered by a 1.4-litre, four-cylinder petrol engine, which generates 110kW at 5000rpm and 250Nm between 1500rpm and 4000rpm, backed by an Aisin-sourced, torque converter, eight-speed automatic transmission. That’s a notable change from the 7.5’s seven-speed dual-clutch auto. Given one of the only bugbears we had with previous Golf was some low-speed DCT hesitancy, the new Golf 8 should benefit from the switch.

The combined ADR fuel claim for the auto is an impressive 5.8L/100km. Interestingly, we saw very low fives on a prolonged highway run, and mid sixes around town in traffic, so the 1.4-litre is efficient in the real world. The engine does, however, require 95RON as a minimum.

The exterior styling is best described as enhanced, without being unnecessarily messed with. It would be easy to go too far with a wild styling change and take away from the Golf’s strong points, despite the fact that it’s often criticised for being a little too conservative. Designers by their very nature are hardly conservative people, so the temptation to change just for the sake of it must be strong.

I’d argue, though, that Golf buyers know exactly what they want, and that Volkswagen gives them exactly what they expect in a styling sense. That said, the sharp, edgy front end revisions, LED DRLs, and lower nose profile mean everyone will know this is the new Golf when they see it. The bonnet and side profile style lines also sharpen up the overall look, without going too far. The rear lights are also LED, modernising the view from the back to match the sharpened-up nose.

Inside the cabin, there’s a heavy emphasis on tech via large, clear screens, and revised switchgear and controls, that really do change the way the Golf looks and feels from the driver’s seat. Those inclusions are very much in line with the changing expectations of the buyer too. Traditional gauge clusters don’t seem to cut it anymore. The comfort seats are also excellent. We knocked over two easy two-hour stints behind the wheel on our first day with the Golf, and the cabin is an easy and enjoyable place to be whether you’re a driver or passenger.

Visibility is excellent, as is the seat adjustment and positioning of all the major controls. The screens are also a genuine improvement to the cabin that make a real difference to the way you interact with the car as a driver. Whether you’re using the smartphone interface through the centre screen, or customising the driver’s display to suit your preferences, the Golf’s screen array is as good as anything in this segment or pricepoint, if not better.

The cabin is a known quantity in terms of space, storage and the way it’s laid out, with useful second-row accommodation and a boot that works well for the average buyer also. Weighing in at 1304kg, the Golf feels solid from behind the wheel too. The doors, light when you swing them open, thud closed reassuringly, and the Golf 8 rides beautifully on the road, feeling like a much heavier, more substantial car than it really is.

The luggage space is useful, too, at 374L with the second row in use, moving out to 1230L with the second row folded to accommodate larger items. From front to rear, practicality is the word that most frequently comes to mind when you assess the Golf 8.

On the road, the 1.4-litre engine is efficient and smooth with more than enough power to undertake daily driving duties easily. The move to a conventional automatic has brought a level of refinement – especially at low speed – the DCT could never match. While DCTs have their place at the racetrack or underneath performance cars, we’re yet to be convinced that they deal with the cut and thrust of the daily grind with the same level of competence as a regular automatic. As such, the Golf 8’s low-speed drive is markedly smoother.

The ride quality is also a feature. That solid, insulated sensation you get when you close the door continues to the way the Golf responds to road surfaces. No matter how nasty they might be, the chassis and suspension deal with it with ease. The Golf is firm over really sharp speed humps, for example, but when you’re on the move, it’s unruffled and comfortable.

The trademark connected way in which a Golf feels behind the wheel continues with this new variant. The steering and brakes, and sharp response to every input, make it the perfect lane-carving city car. It’s rewarding and efficient in equal measure.

The Golf is covered by a five-year/unlimited-kilometre warranty, with a Care Plan servicing package also available. The recommended retail price for the two available options is $1100 for three years or $1900 for five years.

Golf 8 is an exceptional vehicle, which, in so many ways, is exactly what we expected. It feels high quality, solid, well put together, and comfortable. It’s also easy to interact with, practical, and engaging to use for longer, regional drives. There’s little doubt that the Golf has always punched above its weight out in the cut and thrust of the real world. The new Golf 8 carries on that tradition with class despite the understated nature of its execution. We can’t wait to test the new GTI.

2021 Kia Cerato launch review

Kia’s best-selling car in Australia gets a facelift. Where have improvements been made?

We’re fans of the Kia Cerato range here at CarAdvice. It also appears that the Australian market shares the same sentiment given that it was one of the top 10 best-selling cars of 2020.

For 2021, the brand has given its small car a midlife update, which we had the pleasure of sampling on a quick drive through the Southern Highlands and South Coast districts of New South Wales.

The range remains the same with hatch and sedan body types coming in four core variants: S, Sport, Sport+ and GT.

Each features a carryover engine as per the 2020 range, meaning the three entry versions use the same 2.0-litre naturally aspirated engine with torque converter automatic, and GT the same 1.6-litre turbocharged motor with seven-speed dual-clutch automatic.

What’s not the same is the price. Firstly, the manual transmission option has been deleted, which makes the entry point more expensive. The cheapest Cerato in the range now costs $25,990 drive-away, or $2500 more than an outgoing $23,490 Cerato S with a clutch pedal.

Secondly, what also doesn’t help is that prices are up $500 to $1000 across the board depending on the version. We’ve included a handy table below that outlines the nitty-gritty.

2021 Kia Cerato S 2021 Kia Cerato Sport 2021 Kia Cerato Sport+ 2021 Kia Cerato GT
Engine 2.0-litre four-cylinder naturally aspirated petrol 2.0-litre four-cylinder naturally aspirated petrol 2.0-litre four-cylinder naturally aspirated petrol 1.6-litre four-cylinder turbo petrol
Power and torque 112kW at 6200rpm, 192Nm at 4000rpm 112kW at 6200rpm, 192Nm at 4000rpm 112kW at 6200rpm, 192Nm at 4000rpm 150kW at 6000rpm, 265Nm at 1500–4500rpm
Transmission Six-speed torque converter automatic Six-speed torque converter automatic Six-speed torque converter automatic Seven-speed dual-clutch automatic
Drive type Front-wheel drive Front-wheel drive Front-wheel drive Front-wheel drive
Tare weight 1320–1345kg 1320–1345kg 1320–1345kg 1370–1395kg
Fuel claim combined (ADR) 7.4L/100km 7.4L/100km 7.4L/100km 6.9L/100km
Boot volume (hatch/sedan) 428L/502L 428L/502L 428L/502L 428L/502L
ANCAP rating Four stars (2019) Four stars (2019) Five stars (2019) Five stars (2019)
Warranty Seven years/unlimited km Seven years/unlimited km Seven years/unlimited km Seven years/unlimited km
Main competitors Toyota Corolla, Mazda 3, Hyundai i30 Toyota Corolla, Mazda 3, Hyundai i30 Toyota Corolla, Mazda 3, Hyundai i30 Toyota Corolla, Mazda 3, Hyundai i30
Price as tested (drive-away) $25,990 (+$500) From $27,990 (+$500) $31,690 (+$500) $36,990 (+$1000)

It’s not all take, however, as Kia has boosted safety equipment and standard features across the range. A few nice callouts include all variants now receiving rear air vents as standard, as well as new active safety tech including lane-following assist, advanced driver-attention alert and auto high-beam headlights.

Also included, depending on the model, is one of two new infotainment systems. The entry-level Cerato S version receives an 8.0-inch screen with wireless Apple CarPlay and Android Auto connectivity, whereas all other versions feature a larger 10.25-inch system with wireless Android Auto but wired Apple CarPlay.

Most of the cabin experience remains the same, except for GT models now receiving an opening glass sunroof for the asking price. Being the same is not a negative at all, as the Kia Cerato had no previous issues in terms of interior quality, design or presentation.

The inclusion of a digital instrument cluster in higher-grade models would’ve been nice, but it appears this technology has been reserved for the brand’s domestic market only. We managed to sample both the top-spec GT and entry-level S variants during our drive, so we’ll focus on those two in this review.

We begin with the entry Cerato S. The most noticeable change at grade is its new front fascia, introducing a pair of revised headlights, a new grille and new branding. The new Kia logo looks sharp and modern, as does the overall updated look, but it’s a shame to see that halogen bulbs are still used.

Given there are new exterior hard parts, it’s a missed opportunity that LED headlights did not make the cut. Some respite comes from the Cerato S now flicking between dipped and full-beam automatically, but this system is still not as good as a pair of dipped LED beams.

Lighting aside, it’s an enjoyable car to drive. Kia Australia’s ride and handling guru Graeme Gambold mentioned that the COVID-19 pandemic has made local tuning efforts more difficult than before.

When the local Australian division adjusts a vehicle for the Australian market, it does more than change suspension and chassis hard parts. The vehicle’s steering system is also recalibrated with each revision – work that can only be carried out by an engineer from the motherland. With the borders closed, the team must work with theory and order parts, as opposed to flying said engineer out to make live changes on the fly.

Due to the time constraints around re-tuning a car that was already still meeting expectations, the Australian suspension tune remains untouched on S, Sport and Sport+ variants. As was the case before, it still sits on the more firm and sportier end of the spectrum.

Our drive route took us along a stretch of highway first, which the Cerato S remained comfortable on. The biggest downfall at speed is the level of tyre noise that finds its way into the cabin, especially when the road becomes coarse chip or striped with repairs.

Visibility in all directions is excellent, as are a pair of larger side mirrors that assist quick lane changes. Through the twister sections of the drive loop, the Cerato’s inherent qualities again impressed. Despite being the cheapest version in the range – complete with 16-inch steel wheels and a torsion beam (joined) rear suspension layout – it felt well mannered, and most importantly safe.

Mid-corner bumps are handled excellently at speed, and not causing the car to ‘skip’ sideward across the road. It’ll also manage mass well under heavy braking, meaning the car is easy to handle in an emergency-stop situation.

Halfway through the drive we stepped into the GT model, which has had its unique suspension tune fettled for its 2021 update.

The GT model benefits from a more sophisticated independent rear suspension layout. Upgrades to its handling tune for 2021 see overall suspension firmness dialled back to make the car more palatable day-to-day. The resulting feel is better suited, as the Cerato GT now feels plusher during humdrum commuting – likely where it’ll spend 90 per cent of its time.

It comes across as a more mature package, and not one that’s continuously squabbling with the road to let you know its intent. That’s something better discovered on a good road, where you notice none of its previous ability has been sacrificed because of becoming less firm. In fact, I’d argue that the Cerato now feels more trustworthy than before, feeling more malleable and in turn inviting to drive at speed.

It’s a warm hatch that’s ironically become warmer now it’s softer. If you value a cheeky punt down a good road on the weekends, but can’t afford the stretch to a $40,000+ hot hatch, or don’t see the value in commuting in something of that ilk, then consider a Cerato GT.

The range is more expensive than before, but it does come with added safety gear and equipment to warrant the ask. One clear omission from the model offering is a hybrid version, when the rival Corolla does so well with its hybrid range, but there’s nothing planned for this generation, although it is looking likely in the distant future.

Overall, first impressions see the facelifted 2021 Kia Cerato still hitting the mark. It’s a small car that manages the inner city and rural environments equally well, feeling easy and comfortable to drive over varied surfaces and speeds.

Most important of all, however, is the confidence it gives in higher-speed environments, which makes it great for people who cover higher than average kilometres yet still prefer a small car.

We look forward to testing the wider range more thoroughly as individual versions make their way through the Sydney and Melbourne CarAdvice garages.

MORE: Cerato news and reviews
MORE: Everything Kia

How To Find a Locksmith Near Me

Crises that require the expertise of a locksmith can occur at any hour of the day. There are a lot of assets for discovering help, yet it is imperative to realize how to discover a locksmith you can trust. Consider a couple of components prior to putting yourself or your own property in danger by employing some unacceptable individual for the work.

Get An Individual Reference

Whenever you move to another space, one of most significant activities is make a few inquiries for a dependable locksmith, however it regularly goes ignored. The best method to discover any kind of expert is through a verbal suggestion. In any case, in the center of the evening, this may not be a choice. It never damages to present a message via online media for the possibility that somebody may see it rapidly.

Pose Inquiries During The Primary Call

There are indexes in the telephone directory and online for discovering the entirety of the locksmiths in a space. In the event that you have an advanced cell, do a fast hunt with the expression “locksmith close to me”. Connect a few experts to discover their costs and area to look at. When in doubt, it is most economical to pick somebody that doesn’t need to go far.

Weight The Choices

Cost is the principle factor for the vast majority looking at the administrations of any expert. The least expensive may not be the awesome generally reasonable for doing the work accurately. Remember that the most costly isn’t really the most gifted or experienced. Judge your choice on a sensible value, time in the business, and a generally brief distance away.

Continuously Consent to An Arrangement

Each expert locksmith is set up to consent to an arrangement with the client enumerating the charges and everything being finished. This is a wellbeing insurance for the two players with the goal that you are overhauled appropriately and they are ensured installment. On the off chance that something turns out badly and the issue isn’t fixed, you have a duplicate of their permit number alongside a mark. Never slice corners with regards to your assets and paying someone else an expense for their master administrations.

Exercise Precautionary measure

Absolutely never leave a locksmith chipping away at your vehicle or home lock. There are deceitful individuals that have the ability to land a situation inside a legitimate organization. Letting an outsider be with your own effects is an open greeting to get surprisingly sucker punched by burglary.

It is genuinely easy to figure out how to discover a locksmith in any city that administrations clients nonstop. Make a few inquiries before there is an issue to have a reliable locksmith on speed dial. The web is the best asset to discover somebody when it is a crisis that needs prompt consideration by just looking “locksmith close to me”.[]


검증차트 토토조아의 확실하고 정확한 먹튀검증. 먹튀검증 전문업체 검증차트 토토조아 먹튀커뮤니티는 먹튀사이트 최다 자료보유와 함께 먹튀검증을 이루어내고 있는 먹튀검증 부문 1세대 커뮤니티입니다. 온라인 스포츠 토토 먹튀사이트들로부터 검증차트 토토조아 회원 및 모든 토토 유저분들에게 사건사고 및 피해를 방지하기 위해 먹튀 검증업체로 항상 노력하고 있습니다.

왜? 다른 먹튀검증 커뮤니티가 아닌 검증차트 토토조아 이곳에서 먹튀검증 요청 및 제보를 하는 이유는 바로 확실하고 정확한 검증차트 토토조아만의 먹튀검증 노하우가 있기 때문입니다. 저희 검증차트 안전놀이터 운영진들은 먹튀검증 분야의 최고 전문가들로 구성되어있습니다. 해당 사이트로부터 검증 및 제보를 요청시 저희 운영진들은 요청자와 충분한 대화 이후 몇차례의 걸친 검증을 하게됩니다. 먹튀검증 결과는 본 홈페이지 카테고리의 먹튀사이트와 신규사이트에 등록이 되며, 먹튀사이트로 판정시 최초 제보자에게는 해당 먹튀사이트의 정보를 제공해주신 제보자에게 해당 먹튀사이트로부터 온라인 유저들이 더 이상의 피해를 예방할 수 있는 먹튀검증 정보를 제공해주신 감사의 의미로 저희 검증차트 토토조아 검증업체 운영진들이 소정의 위로금을 지원해드리고있습니다. 먹튀검증

검증차트 안전놀이터는 온라인 토토 유저분들의 안전한 배팅을 위해 지속적인 먹튀검증 정보제공과 먹튀 제보문의 및 사건해결에 충실 할 것을 약속드립니다.

검증업체 및 신규 사이트 검증
검증차트 먹튀커뮤니티 검증업체 카테고리에 등록되어 있는 토토사이트들은 확실한 노하우와 정확한 운영 및 유지, 안전한 자본 및 자금력을 바탕으로 친절하며 예의 바른 운영진등 회원분들 하나만을 생각하는 곳으로, 저희 검증차트 토토조아만의 정확한 지표와 자료를 바탕으로하는 까다로운 먹튀검증 절차를 통과한 토토사이트만을 등록하여 진행하고있습니다.

검증차트 안전놀이터만의 검증업체들은 여러 토토사이트 중에서도 급이 다른 자금력을 가진 안전 토토사이트로 금액은 5억 이상의 시재를 보유 중인 검증된 메이저사이트만을 업데이트해드리고 있습니다.

또한 먹튀를 일삼는 비양심적인 토토사이트 들에게 피해를 보지 않고 문제없는 안전한 스포츠 게임을 즐기고 싶으신 많은 회원님의 바램인 메이저 토토사이트의 다양성을 위해 검증차트 토토조아 검증업체 목록만이 아닌 기존 및 신규 검증업체들 모두 공정성 있는 내용으로 확인할 수 있으며 신규 검증업체 경우 저희 검증차트 토토조아에서 먼저 먹튀검증업체 카테고리에 업데이트해드리고 있습니다.

신뢰와 믿음을 우선시하는 검증차트 토토조아 운영진들은 확실한 검증업체 정보를 여러분에게 전해드립니다.

먹튀사이트 업데이트 및 해결
저희 검증차트 안전놀이터는 먹튀사이트 먹튀커뮤니티 로서 8000건 이상의 먹튀사이트를 적발 하였으며, 3000건 이상의 먹튀사이트의 먹튀 사건을 해결한 커뮤니티 업체입니다. 실시간으로 먹튀검증 문의를 받아 내용 및 자료 업체 확인을 하며 하루 평균 70건 이상의 먹튀사이트 문의를 받으며, 먹튀사이트로 확인된 토토사이트는 즉각적으로 업데이트를 진행함으로써, 추가로 발생할 2차, 3차 피해 등을 방지하고있습니다.

검증차트 안전놀이터 운영진들은 먹튀검증 문제를 해결을 하기 위해 차별 없는 상담과 더블어 제보양식 및 증거자료를 요구하여 이전에 제보된 내용이 있는지 없는지 빠른 확인 및 즉각적인 먹튀 토토사이트와 접촉 등 모든 먹튀사이트 관련 모든 것을 검증차트 토토조아에서 처리해드리고 있습니다. 5~10만원 상당의 위로금을 차등 지급 해드리고 있으며, 또한 검증차트 토토조아는 먹튀사이트 유저분들에게 조금이나마 피해 보신 마음에 치유가 될 수 있게 먹튀제보 위로금을 지급해 드리고 있습니다. 검증차트 토토조아만의 먹튀제보 위로금 지급 기준은 정확하며 신뢰도 있는 자료 및 내용 사실 등을 제보해 주시면 운영진 확인 후 지급되십니다. 제보된 해당 먹튀 토토사이트는 즉각적으로 저희 검증차트 토토조아에 먹튀사이트로 업데이트가 되어 간단한 먹튀사이트 검색을 통하여 피해 내용, 증거 자료 확인이 가능하시니 참고 부탁드립니다.

사칭 및 먹튀검증사이트 실태 안내
검증차트 토토조아와 같은 먹튀검증사이트 먹튀커뮤니티들이 신규사이트와 먹튀사이트를 업데이트 하는 부분에서 저희 검증차트 토토조아의 자료를 무분별하게 도용하고 있으며, 지금 현재까지도 무분별한 자료 도용 및 유사한 검증업체 홈페이지 개설이 이루어지고 있습니다.

또한 저희 검증차트 토토조아 먹튀커뮤니티 사이트명을 그대로 이용하여 홈페이지를 개설한 검증차트 토토조아 사칭 홈페이지들이 다수 운영중에 있습니다. 저희 검증차트 토토조아의 인지도와 신뢰를 이용하여 정확하지 않은 먹튀사이트 정보, 안전하지 못한 검증업체 광고 등 온라인 유저들에게 혼란과 피해를 발생시키고 있습니다.

검증차트 토토조아는 먹튀검증사이트 중에서도 수년간 유저분을의 믿음과 신뢰를 바탕으로 자리를 지켜왔으며, 항상 초심의 마음으로 최선을 다하고 있습니다. 안내를 해드린 사칭사이트 및 유사 먹튀커뮤니티 업체들의 실태를 정확하게 알고 있어야 추가 피해를 예방할 수 있으니 꼭 참고를 해주시기 바라며, 해당 피해에