Want to blend in with the cops? This is your SUV. Want to outrun the cops? Grab the ST. It follows the formula to the tee. Ford took their 3.0-liter twin-turbo V6, plopped it into the Explorer, and tuned it to produce 35 more horsepower and 35 more lb-ft of torque for a grand total of 400 hp and 415 lb-ft, enough to launch it from 0-100 km/h in around five seconds. The dampers have been stiffened to reduce body roll. It gets a more aggressive body kit. And yes, ST badges are everywhere.

Does it drive any good, though? In a nutshell, the Explorer ST is more deserving of the ST badge than the Edge ST, which we found utterly lacking in both driving dynamics and road appeal. But the spiced up Explorer still remains an underwhelming drive, hits way off the bullseye as a balanced and engaging family hauler, and simply fails to be more than the sum of its parts.

The 2020 Explorer rides on a brand-new rear-wheel-drive platform, allowing for better packaging and better weight distribution. The V6 engine with a duet of turbos has been mounted longitudinally instead of transversely, and though all these aspects should make it handle better on paper, there’s another number on the spec sheet: 2,250 kg. This is not a lightweight. Not even a middleweight. It’s a heavyweight by nature and handles like one. The only way they could instill any sort of sportiness into the ST was by stiffening the dampers. But they’ve stiffened them to excess, resulting in an overly brittle ride that becomes rough and unbearable over bumps and pockmarked roads.

It does little to disguise the car’s mass either. On smooth pavement, it does ride better and demonstrates a more soft-edged side than I expected, even with its beefy 21-inch wheels, but since when are roads ever pristine and perfect? The car overall will feel great on the road no matter what.

SE may trick buyers into thinking it’s some sort of ‘Special Edition’ but ironically enough, ours actually was, a Camry Nightshade Edition to be more specific, commanding a $2,000 premium over the SE’s standard $28,550 price tag. Nightshade is an aesthetics-only package that blacks out every exterior panel, including the window trim, side mirrors, door handles, rear spoiler, badging, and even the 18-inch wheels. If you were planning on buying your Camry this way aftermarket, why not just have it come straight from the factory? One catch is that it’s only available with the Camry SE front-wheel-drive variant. So no AWD here. It’s also only available in two colors, white and black, but in my eyes, black is the only way to have the Camry, because it hides those wonky black strips hanging off the taillights that make it look like it’s crying.

We have always believed that 300 horsepower is all that a mid-size sedan or coupe would ever need – anything more is pure excess. In this case, 200 hp feels just right for the Camry, but Toyota does offer a more potent 301 hp V6 in the more expensive XSE, TRD, and XLE trims. If you want a speedy family hauler that successfully flies under the radar, this is it. Not even the RAV4 can come with this engine. Granted, the entrance fee does reach into the $40,000 mark, but it’s the venerable 3.5-liter V6 that has been around for ages, is also found in Lexus -350 models, and is a bulletproof powerplant rumored to outlast even Twinkies after the apocalypse.

Which brings us to the rivaling Honda Accord, because in the grand picture and especially where driving fun is concerned, the Accord is miles ahead with a peppier turbo engine and a wonderfully balanced chassis. The Camry clearly takes a more leisurely focus towards driving and comfort and in that light, it overwhelmingly shines over the Subaru Legacy, Nissan Altima, and Hyundai Sonata. If quick, spirited, and engaging driving takes any priority on your checklist, I’d recommend the Accord instead. Just stay away from the CVT, and opt for the rarified manual if three pedals are up your alley.

It won’t break the bank either. The base RAV4 starts at $28,090 and comes with front-wheel drive, heated front seats, Toyota’s entire suite of safety features, and blind-spot monitoring. Hike up to the fully-loaded Limited AWD model ( $41,250) as ours was, and you’ll get nifty tech like brake-based torque vectoring, the ability to disconnect the rear axle to save fuel, ventilated front seats, and a 360-degree camera. These are all features that used to be reserved for top-of-the-line premium cars. Now they’re found in your run-of-the-mill RAV4. The fact that you can spend $40 grand and get all that is just staggering. Some say that the golden era of automobiles is ending. I’d say with the RAV4, it’s never shone brighter. But the best deal of the lineup and our preferred trim, is the XLE AWD ($33,790), hammering down the volume with a power moonroof, heated steering wheel, dual-zone auto air conditioning, Apple CarPlay, and keyless start and entry.

Under the hood of every RAV4 except the Hybrid, is a stout 2.5-liter naturally aspirated four-cylinder that produces 203 horsepower and 184 lb-ft of torque, but the biggest advantage the RAV4 has over its competitors like the Honda CR-V and Subaru Forester is that it uses a traditional 8-speed automatic transmission, not that pesky, droning CVT that buzzes up the revs until kingdom come. As such, the build-up of power comes naturally, predictably, and is less intrusive to the ears. No, the four-pot is not as spritely as the V6 that came years before it, and it can get noisy when you ask it for full beans, but it’s competent enough to give you sufficient forward propulsion when you need it, and stay behind the curtains when you don’t.

The RAV4 is far from being a graceful dancing partner but I’m sure the majority of its owners will appreciate the soft ride and agreeable handling. I’d say it will feel more planted and solid than a Subaru Forester, especially when being in tighter turns. There’s substance to the drive and inspires confidence in both low and high speeds. The RAV4 is very fuel-efficient as well. With an equal mix of city and highway driving, you can average an impressive 7.8 L/100km, and while it’s not enough to trump the 5.8 L/100 km average you’ll have with the RAV4 Hybrid, it beats many other small economy cars that on the market.

In that light, the Hybrid is actually our preferred variant of the RAV4. If you can get over the slight bump in price and that annoying CVT transmission, you won’t ever look back. Yes, the Hybrid is even slower than the gasoline model, but the gains in fuel economy fit the SUVs mojo enough that I couldn’t find any other valid reason to choose otherwise. It outsells the Prius for a reason.

Digital interior rear-view mirrors are already found in a number of new vehicles and have been available in aftermarket circles for years, but the first camera-based system to replace the traditional wing or side mirror has just arrived Down Under.

And the technology is expected to migrate rapidly through a world where oversized old-school wing mirrors are the enemy of airflow.

Cameras on small stalks on the sides of cars will cut wind noise and improve visibility at junctions, but the big advantage is in reducing drag, thereby improving aerodynamic and fuel efficiency.

The all-electric Audi E-Tron will be the first car sold in Australia with digital side ‘mirrors’, but the first vehicle with a system is the heavyweight new Mercedes-Benz Actros prime-mover launched this week.

The Actros is fitted with a system called MirrorCam, which won the 2020 Truck sales Innovation Award for a range of new technologies including its rear-view package.

Apart from cameras mounted on small stalks at the top of the cab on both sides, the system in the big Benz has a pair of large display screens that sit just below the base of the A-pillar to replicate the view of old-fashioned mirrors.

Away from the Actros, the MirrorCam system has been fitted to a number of Mercedes-Benz concept cars over recent years to highlight the efficiency but also the styling advantages.

MirrorCam is fitted to the Mercedes-Benz EQS that was driven by car sales when it visited Melbourne for the aborted Australian F1 Grand Prix in March, although the system was not operational for our brief preview drive.

Audi says its system is fully developed for passenger cars and is part of the package on the E-Tron SUV and E-Tron Sportback that will land in a few months.

“It will be available on the E-Tron, which launches in September. It’s also on the [e-tron] Sportback, which is coming at the same time,” confirms Audi Australia spokesman, Shaun Cleary.

Like the Actros, the e-tron still comes with minimalist stalks to house the cameras and there are small screens at the base of the A-pillars to package the picture, and there is still a conventional mirror in the centre of the cabin.

Clearly says the camera system is superior to a glass mirror in dust and low-light conditions, where it reduces flaring and enhances the image.

Mercedes-Benz Australia cannot confirm any future plans for MirrorCam, and it is not visible on spy pictures of the upcoming S-Class limousine that is otherwise a hotbed for future technologies including a new dashboard design and layout.

“I cannot confirm if they will be on one of our production cars,” says Jerry Stamoulis, spokesman for Mercedes.

Even so, and given its history with technical innovations – including giving free access to patents for safety technologies over more than 40 years – it’s only a matter of time before MirrorCam is fitted to the C-Class and the rest of the Benz family.

Depending on who you ask, that’s not exactly a bad thing. Personally, I find the ILX refreshingly analog, and it offers an incredibly characterful driving experience that you won’t find in modern-day vehicles.

The sole engine choice is a free-revving 2.4-liter inline-four unit that carries a great deal of personality. It rewards fast driving and the ability to trigger its 6,800 rpm redline. Sure, the 8-speed dual-clutch gearbox is a slow-shifting clutz, and most of the power lives on the right half of the tachometer, but that means you actually have to work for your acceleration, a refreshing change from the laziness of a torque-filled turbocharged engine. It reminds me of Honda engines of yore, sweet-sounding reactors that only got better the higher you revved it. The same goes for the ILX, and though it may not be the most efficient example on the modern market, we’ve been pining to get behind an S2000 for quite some time. The ILX gives us a bit of that sensation.

The ILX gives off a modestly premium vibe from the choice of materials but the interior packaging is poor and minuscule compared to the roomier tenth-generation Honda Civic. I stand six feet tall and in my standard driving position, my hips are squeezed and my head is nudged up against the headliner due to the sunroof’s elevated ridges that exacerbate the confinement. I have to carefully adjust the seats and recline more than I’m used to getting into a mildly comfortable position. The seats are mounted too high up on the platform as well without any downward adjustment available. The rear seats are even more cramped.

Argumentatively, if you take the engine out of the equation, the ILX doesn’t exactly give us a compelling reason why we should choose it over like-minded 30.000 USD vehicles like the Honda Civic Si, Volkswagen Golf GTI, or a Subaru WRX. They all cost roughly the same amount of money, carry sporting potential, and are more refined, more comfortable, and better packaged than the ILX. Now, the Acura may not boast modern amenities that are almost expected in this day and age, the gearbox is plagued with inconsistencies, it’s not smooth, and it’s not polished, but you can’t deny that it’s got presence and personality. For that, we praise it.

Upfront is the V-Motion grille, a hallmark of Nissan’s contemporary design, as well as boomerang-shaped, LED daytime running lights. Its silhouette also draws prompts from its siblings, including a waistline that kicks up high at the C-pillar and a floating roof effect. Certainly from a looks perspective, the Kicks comes out ahead of the Juke, whose bulbous fenders and rounded rear hatch looked more like a squatting frog than an actual automobile.

Owners can express their personalities through the many exterior colors (and their names) including two-tone options like Fresh Powder with Deep Blue Pearl. My test vehicle was the top-trim SR model draped in two-tone Cayenne Red with Super Black. Inside ruins some of the vibe with charcoal being the only color available. SR models also receive orange contrast stitching, contoured prima-tex seating, and a pleather dash to break up the monotony of the black surfaces.

Fit and finish stand on par with a vehicle of this caliber, and I like the presence of different textures found throughout. While the leather-wrapped steering wheel felt particularly thin, the combination of orange contrast stitching and the D-shaped wheel provides a sporting flair. Trunk space is a standout feature, managing a cavernous 716 liters with the seats up and over 1,500 liters with them down, and almost best-in-class showing just behind the Honda HR-V. One unexpected annoyance, however, is the lack of fold-flat rear seats, and the trunk floor dips lower than the seat cushions, which can make loading large objects cumbersome.

By and large, Nissan has done a great job with the Kicks and among its immediate competitors, demonstrates good value. At an as-tested price of 24.903 USD, our loaded SR model comes just a thousand dollars less than the mid-range Mazda CX-3, and well under the 26.000 USD starting price of the Honda HR-V. Yes, the Mazda comes with more gruff from its larger engine, and the HR-V bests the Kicks’ storage capacity (only just), but the Kicks straddles a fine line between price and street performance, offering what most young audiences will want in a small urban SUV. Either way, you slice it, the Kicks kicks ass.

Though the V8 is shared with the GTS, we should mention that this Trofeo powerplant is unique as it starts its life with Ferrari architecture and is finished off and assembled by Ferrari themselves in Maranello. The V8 even shares the same internal code name, F154, but that’s just about where the similarities end. Maserati’s V8 uses a cross-plane crankshaft with wet-sump lubrication, while Ferraris use a flat-plane crank with dry-sump lubrication, hence the difference in RPM limits and the stallion’s more exotic exhaust note.

 The Quattroporte Trofeo comes equipped with a new Corsa button that spices up the car’s dynamics with faster shift times and quicker engine response. There is no air suspension like on the Levante, but Launch Control does come standard, allowing the Quattroporte Trofeo to accelerate from 0-100 km/h in 4.5 seconds, two-tenths slower than the Ghibli Trofeo. Of note, that acceleration figure is considerably slower than the BMW M5 and Audi RS7, likely due to the Maserati’s heavier curb weight and lack of all-wheel drive punching it off the line, but we have no doubt that the Italian will reach the finish line with more flair and character.

To distinguish the Trofeo model from the S Q4 and GTS, the Quattroporte receives black piano finishes on the front grill and its twin vertical bars, red details on the side fender air vents, and Trident badge on the C-pillars, as well as restyled taillights and unique 21-inch wheels. There is also a ‘Trofeo’ script embedded onto the side fenders, so people know that you spent the extra coin. The Quattroporte Trofeo should have a scintillating exhaust note to match its wondrous and exotic sheet metal, as proven by the Levante we tested a few months prior.

Pricing for the 2021 Maserati Quattroporte Trofeo has yet to be announced, but seeing how the Levante Trofeo carries a 19.000 USD premium over the GTS, we estimate this performance sedan to run around 136.500 USD. Stay tuned for our full review when we get behind the wheel later this year.

The first-generation LEAF, which initially began deliveries in 2010, broadened its appeal to buyers by maintaining an accessible price point and maximizing functionality. It utilized a five-door hatchback body and smart battery placement incorporated into its chassis design, which was kept out of the trunk and relocated to under the rear seats, retaining trunk space and keeping a low center of gravity. Despite its laughable range of 117 kilometers on a full charge, the LEAF’s positive sales were a strong indicator that the market was indeed still hungry for a people’s EV.

The second-generation LEAF is now facing fierce competition, mostly from Tesla and also from other mainstream brands. While the hatch is now capable of tripling the paltry range of its predecessor, the majority of that increase comes from bolstered battery capacity. For 2020, Nissan has continued to add further refinements aimed at bringing back its mainstream EV appeal.

To start, four models are now available. In order of hierarchy, they are the 40 kWh S, 62 kWh S Plus, SV Plus, and SL Plus. Nissan adopts a practice that is standard across many gas-powered vehicles, offering different powertrains to suit the needs of consumers. The 40 kWh S comes with a 110 kW motor, giving the compact up to 240 km of range. Moving up into any of the Plus trims (S, SV, or SL) swaps the 110 kW power plant for an uprated 160 kW motor and 62 kWh battery, the latter supplying an additional 123 km of range, for a total of 363 km.

The LEAF has been the number one selling EV for nearly a decade, and the second-generation model brings onboard a much-needed increase in range that will alleviate even the most anxious range-anxious buyers. Had it been released in 2015, it would’ve further extended the LEAF’s position, but the arena is now hotter than ever. It’s truly difficult to ignore Tesla’s overwhelming EV presence, one perfunctory glance at their respective MSRPs and you would see why. At an as-tested price of $53,198, that’s $512 less than an equally spec’d Model 3, which from the factory comes with an additional 39 km of range, a perkier 0-100 km/h time, and the brand cache that Tesla has developed over the last decade. There’s still a lot to like about the LEAF, and we still see much potential for the lower and more affordable trims but hike up the price ladder and it dangerously begins to encroach into a weight class way above its paygrade.

And the competition isn’t exactly lacking either. With a starting price of $190,400, the GT R squares off against some heavyweights like the Porsche 911 GT3, Aston Martin Vantage, and Audi R8. It’s a good thing then that the 2020 model year brings some minor changes to the table, including new exterior bits and a refreshed interior.

What hasn’t changed is the powertrain, carrying over a hand-built, 4.0-litre twin-turbo V8 pushing out 577 hp and 516 lb-ft of torque through a 7-speed dual-clutch transmission and carbon fibre driveshaft. 0-100 km/h is dispatched in 3.6 seconds, which isn’t mind-blowingly quick when you compare it to the competition. It’s slower than the Nissan GT-R (roughly 3.0s), BMW M5 Competition (3.3s), and only on par with the Porsche 992 Carrera 4S (3.6s), not the GTS or Turbo models. Even the S 63 AMG Sedan is one-tenths of a second faster. So what gives? Well as any pro racing driver will tell you, straight line speed isn’t everything when it comes to performance.

Like we mentioned before, whatever interior space the GT R lacks, it more than makes up for with its massive rear trunk. It can swallow up twice as much volume as the Porsche 911, and with a hatchback-like liftgate and a deep, wide recess, we were able to stow all of our fishing and camping gear for the weekend. In went the foldable chair, collapsable tent, and our fishing rods. Even then, there was still more space to fill it up with duffle bags and suitcases. All it takes is some smart packaging and a few rounds of Tetris.