P O W E R + P E R F O R M A N C E + P A S S I O N

may 2019 $11.95 NZ $12.50 whichcar.com.au/motor

M2CS
*ARTIST’S IMPRESSION
331kW
E X C L U S I V E

BMW SAVES THE BEAST FOR LAST!

KOENIGSEGG JESKO The 1195kW petrol-only hypercar pushing the limits of rear-drive
➜ SEDAN SCUFFLE AMG C63 S v Audi RS5 v BMW M3 v Alfa Giulia Q v Alpina B3 S
BUY A T3 T-SERIES Hot tips for snaring the most underrated fast Ford Falcon

Plus SAMURAI OR SUMO?

Lexus RC F Track Edition
The big V8 picking fights with GT3s!
Timeless machine.
The new 911.
It seemed impossible, to improve an icon for its 8th generation.
Yet the new 911 is more muscular, more powerful, more connected,
an even bigger thrill than its predecessors. Some flirt with perfection.
For others, it’s a lifelong love affair.

porsche.com.au/911
The perfect balance between performance, comfort and safety
 BE ONE WITH IT
Be one with your tyres, and the road will be one with you

Follow us on Facebook
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ECU tuning and performance upgrades
for European vehicles & more
Now available Australia Wide
 Unlock your vehicles
inner potential today
Dealer enquiries welcome
45 Prince William Drive, Seven Hills, NSW 2147 | 1300 292 288
performance@bwaauto.com.au | www.bwaauto.com.au/performance
 PERFORMANCE. PASSION.

08 PERFORMANCE FEATURES

DRIVEN: LEXUS RC F TRACK EDITION

With its 5.0-litre atmo V8, this is an RC F that wants to play with GT3s

8 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 the
TECH
KOENIGSEGG
JESKO

PAST BLAST
Removing the roof aided

ENTER: JESKO
With 842kW/tonne, Koenigsegg’s
access to the glorious
236kW straight six, but at
what cost to the BMW Z3 M
newest offering means business. Roadster’s dynamics?
We take a closer look at the twin-
turbo, 1195kW/1500Nm hypercar

11
features regulars

ED’S LETTER New speed limiter tech will upend the whole narrative
12 PACE NOTES BMW gives the M2 what we’ve always wanted – full M4 power in a CS variant
26 THE VENT Tell us what’s on your mind and we won’t judge. MOTOR is a safe space...
30 FIRST DRIVES Lamborghini Urus, Porsche Cayman T, Bentley Continental GT and more
114 ICON BUYER There’s lots to love about the T-Series – the pinnacle of AU Ford Falcon V8s
116 GARAGE Scotty proves that you don’t need big power to have fun at Phillip Island
118 HOT SOURCE Every worthy performance car on sale in Australia detailed and rated
125 OPINIONS Morley annoys Kimi; Keen talks speed limiters; Jethro dislikes Range Rovers
130 LOST IN TIME Unloved and ahead of its time, the HSV Avalanche is cool... in hindsight

22 ASTON MARTIN’S PLAN OF ATTACK: AM-RB 003 AND VANQUISH UNCOVERED

Gaydon takes aim at the likes of Ferrari, McLaren and Lamborghini with its V6 hybrid warriors

54 FIRST ENCOUNTER: FERRARI F8 TRIBUTO

With its back against the wall, Maranello has come out swinging with a Pista-rivalling supercar

60 MASTER CLASS: AMG C63 S v AUDI RS5 v ALFA GIULIA Q v BMW M3 PURE v ALPINA B3 S
Five differing flavours compete for super-sedan supremacy. Which offers the tastiest recipe?

90 TOY STORY: RALLY, RACE AND DRIFT

We delve into Toyota Australia’s racing roots before taking a spin in its track and rally weapons

102 MARKING 30 YEARS OF MX-5: IN THE WORDS OF BOB HALL

The man who helped create an iconic roadster, the NA Mazda MX-5, sets the record straight

d m o t o r o f f i c i a l f m o t o r_ m a g 9
PEDAL DOWN.
PERFORMANCE UP.

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M FRONT END. ED’S NOTE
TECHNOLOGY CAN SAVE LAZY DRIVERS
FROM THEMSELVES, BUT IT SEEMS
EVERYBODY ELSE CAN GET STUFFED
Dylan Campbell
AUTONOMOUS CARS cannot arrive soon enough. It’s time
to get people who don’t give a damn about driving, and who
can’t drive to save their lives, out of the driver’s seat.
I don’t know if you heard this month the startling news the
European Union plans to introduce speed limiters in all new
cars sold from 2022. Now, this is one of those things where
people read the headline and develop their opinion prior
to reading the article. There are important caveats. Under
the rules, new vehicles would use GPS and sign recognition
cameras to know the posted speed limit, and then it will
‘assist’ drivers to keep under that limit. The driver can override
the limiter by pushing the accelerator presumably through
a detente, a safety feature that already exists in cars with
manually operated speed limiters. A full on/off switch is also
envisaged for the system, at least initially.
New cars would also be fitted with a ‘black box’ recording
your every move – this is the more worrying development
frankly, given the propensity for data to be transmitted to
authorities, whether you’ve been in a crash or not.
Australia is expected to mirror the EU in introducing these
supposedly game-changing, road toll-reducing technologies,
which also include an ‘alcohol interlock’ and distraction
detection. It’s easy to stoke the usual Orwellian fear of a
Big Brother watching our every move, protecting us from
ourselves. But, really, it is a little bit like that, let’s be honest.
And it all has to do with the fact that members of the public,
on the whole, perceive operating a car as a chore and go
out of their way to give as little of their energy to the
task as possible. At which point they are surprised
when they crash and seek immediately to lay blame
05
O UT-TAK E S
THIS MONTH
AT M OTO R
1. MOTOR uniform has
not quite taken off yet.
Give it time...
2. Here’s a test to see
if the OH&S lady reads
the magazine
on another party, to protect a misguided sense of themselves
being an exceptional driver, when in fact they’re anything but.
There are two types of people on the road – those who will tell
you they’re an above-average driver and that everybody else
is garbage; and liars. This is so predictable it’s almost boring.
It’s time to take these people, so disinterested in the genuine
joy, challenge, and journey of self-improvement that is driving,
not off the roads, but out of the driver’s seat. I’m over this
transitional period of technology – active-emergency braking,
lane-change assist (where the car steers you back into the
lane), anything that may apply the brakes or steering on your
behalf. And, now, technologies that force you to agree with
whoever has set the speed limit.
I am starting to dream of public roads where those most
ambivalent towards driving, and who are the biggest danger to
themselves and others – those motivating the development of
all these so-called safety technologies – are put in the back seat
as a computer assumes chauffeur. There, they can mindlessly
refresh their social media feeds at their heart’s content, or
watch entire seasons of Netflix shows – whatever, so long as
they’re not dozing at a red light in front of me or putting a
quarter of their car in my lane.
Of course, there is no regulatory guarantee people like you
and me, who can take the wheel safely, will still one day be
allowed to share the roads with computers, and perhaps I
should be careful what I wish for. But if it can be possible
to have ol’ C-3PO dawdling in the correct lane at a too-
low speed limit, and sees me coming better than its
occupant would, let’s try to hurry this
In the autonomous thing up.
MADHOUSE
3. Shout ‘mouse’ if you
want Louis Cordony to
entertain you
4. Scotty took advice to
become one with nature a
little too literally
5. The higher ups keep
saying we need to branch
out. MOTOR boy band?
d m o t o r o f f i c i a l f m o t o r_ m a g 11
 05 .
M FRONT END. NEWS
PaceNotes
NEWS / REVIEWS / LATEST TECH / MOTORSPORT
IF IT HAPPENED THIS MONTH, IT’S IN HERE
BY • SCOT T N E WMAN + I L L U S T R AT I O N S • B R E N D O N W I S E
BABY
01 SPICE! ULTIMATE M2 331kW CS inbound
BMW IS SET to unleash the full potential
of its M2 coupe with a powered-up,
kitted-out CS model. With the F80 M3
now retired and its F82 M4 sibling soon
to follow, M Division has been given
free rein to fully exploit the mechanicals
installed with the introduction of the
M2 Competition. That car came within
a whisker of knocking off the Porsche
911 GT2 RS in last year’s MOTOR
Performance Car of the Year contest.
As you’d expect, BMW is keeping
quiet on any official confirmation for
now, but well-connected sources have
dished enough dirt for us to build up an
accurate picture of what to expect from
this tyre-shredding twin-turbo two-door.
According to our best information, the
M2 CS will be revealed in late 2019 and
be produced for around 12 months as
a last hurrah for the current-generation
F87 M2 before attention turns to the
new 2 Series Coupe (see breakout),
tentatively scheduled to appear in 2022.
The specification of the M2 CS is
familiar from the Competition, but
the details differ. Under the bonnet
is the S55 3.0-litre twin-turbo six,
but outputs are expected to swell
to an M4-matching 331kW from
5550-6500rpm and 550Nm from
2350-5500rpm. Compared to the M2
Competition, power increases by 29kW
and while maximum torque remains
the same, the peak extends by another
300rpm. The M2 CS will be the final
12 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
home for the S55, as future six-cylinder
M cars, including the recently revealed
X3/X4 M and next-generation M3/M4,
will use the latest S58 engine.
In a coup for hardcore enthusiasts, a
choice of seven-speed dual-clutch or
six-speed manual will be offered, though
whether BMW Australia sees fit to offer
both transmissions remains to be seen.
Expect the CS to shave a couple of
tenths off the Competition’s 0-100km/h
claims of 4.4sec (manual) and 4.2sec
(dual-clutch) while top speed will be
limited to 250km/h, with the potential
for a 280km/h V-max if the M Driver’s
Package is optioned.
No major chassis updates are
required as the Competition scored
most of the M3/M4’s juicy bits, including
a massive carbon fibre engine bay strut
brace, forged aluminium control arms
and wheel carriers, ball joints replacing
rubber bushings and a rigidly mounted
five-link rear axle.
Nonetheless, the addition of adaptive
dampers should both soothe the
Competition’s restless ride while also
allowing for greater body control and ➜
sharper responses with the sportier
drive modes selected. Apportioning
MAIN
the power to the rear wheels will be M2 CS will ratchet up
an electronically controlled limited- the visual aggression
slip differential, capable of adjusting over the Competition,
with body adornments,
between zero and 100 per cent lock-up
new wheels and the
in just 150 milliseconds. possibility of a carbon
Wheels are expected to stay at 19 fibre roof
Scoop!
FIRST
LOOK

331 550 280

KILOWAT TS Nm @ 2350-5500RPM KM/H TOP SPEED

ARTIST’S IMPRESSION

d m o t o r o f f i c i a l f m o t o r_ m a g 13
M FRONT END. PACE NOTES
NEWS / REVIEWS / LATEST TECH / MOTORSPORT

03 2020 M2 CS
GOODIES TO
EXPECT

14 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 BODY BUILDING
Cute rear lip spoiler balances the jutting front splitter and
will help push the rear tyres into the ground at high speed
KEEP ON ROLLING
➜ Wheel and tyre sizes same as M2 Competition, but wheels
will be a lighter CS-style and tyres Michelin Cup 2s
CLEAR TRANSMISSION
A choice of gearboxes will be available: six-speed manual or
seven-speed dual-clutch. Hopefully BMW Oz offers both
by 9.0-inch front and 19 by 10.0-inch
rear wearing rubber measuring 245/35
and 265/35 respectively. Presumably
these are the widest sizes that can be
accommodated by the M2 platform
without serious modification. The tyres
themselves, however, will become sticky
Michelin Pilot Sport Cup 2s, enhancing
every aspect of the CS’s capabilities.
Stopping power in particular will
be improved thanks to the option of
carbon-ceramic brakes for the first
time on an M2. With monster 400mm
rotors and six-piston calipers up front,
supported by 380mm rear rotors and
four-piston calipers, it apes the specs of
the Competition’s impressive optional
M-Sport brakes but adds the heat
resistance of carbon composite and
reduces unsprung weight.
Further weight will possibly be
shed by adopting a carbon-fibre roof.
Prototypes have been spotted with
and without, which suggests it may not
WHERE ‘2’ FROM HERE?
THE BMW 2 Series line-up is about to get quite
complicated. It was all planned: the next-
generation G42 2 Series would share the FAAR
platform with the upcoming F40 (yes, really) 1
Series. For the majority of models, that will indeed
be the case, with the 2 Series Gran Coupe using
three and four-cylinder engines in various states
ARTIST’S IMPRESSION
d m o t o r o f f i c i a l f m o t o r_ m a g
be standard. If it does make the cut
it will save around 6kg (based on M4
figure) and slightly lower the centre of
gravity. As can be seen in our exclusive
computer-generated images, other
exterior enhancements include a jutting
front splitter, mini ducktail rear spoiler
and heavily sculpted bonnet with power
bulge, all of which look extremely similar
to the parts already offered via the M
Performance Parts catalogue. While
subtle, the upgrades give the M2 CS
a bit of much-needed visual clout to
go with its undoubted performance. A
number of different wheel designs have
been spotted on prototypes, but word
is the production car will wear 763 M
forged Y-spokes that have become
something of a CS signature.
Another controversial CS signature
has been the lightweight interior,
consisting of a Spartan ‘lightweight’
centre console, single-zone climate
control and, in the M4 CS, natural fibre
of tune to power either the front or all four wheels.
However, that would leave a sizeable rear-driven
gap where the current 2 Series resides. Our best
information is that a new rear-drive M2 will appear
in late 2022, but whether it will use a new platform
or a version of that used by the Z4 and Supra is
still unclear.
15
M FRONT END. PACE NOTES
NEWS / REVIEWS / LATEST TECH / MOTORSPORT

LEFT door trims that eliminate virtually all
No word on interior storage space. Current information
trim yet but expect suggests that the M2 CS will have
a similar treatment
unique interior trim, but all prototypes
as M3 and M4 CS –
lots of Alcantara, spotted have had standard M2 interiors,
basically so it may be that any differentiation will
be cosmetic in the form of Alcantara
trim panels.
➜
The biggest unknown, of course, is
the price. The M3 and M4 CS carry a
price premium of exactly $50,000 over
their respective Pure variants, putting
the M2 CS at $149,900. This would put
BMW’s baby hottie smack bang in the
middle of the M4 Pure ($139,529) and
M4 Competition ($156,529) variants, so
we’d expect to see the M2 CS occupy
the space left by the departure of the
M3 at around $125,000-$130,000,
though this is pure speculation.
Nevertheless, the M2 Competition has
been a revelation, elevating the already
excellent M2 to the verge of greatness,
offering a mix of performance and pure
fun many thought BMW had forgotten
how to offer. With more power, greater
grip, a more flexible suspension setup
and angrier looks, the M2 CS has the
potential to be one of the most exciting
performance cars of its era.

ARTIST’S IMPRESSION
➜

There’s no official
word yet, but
expect to see
this in your BMW
showroom in 2020

M DIVISION has been extremely busy and will

M8 GRAN
03 02 01

continue to be in the foreseeable future. Its

COUPE
the next release is the recently revealed
X3 and X4 M, which debut the new S58 3.0- 460kW/750Nm
$400,000
HOT litre twin-turbo inline-six. This is the
engine that will power the all-new G80 M3,
LIST but that’s not expected until late 2020.
Before then there will be the M8 Coupe,
Convertible and Gran Coupe and a new X5 M, X3/X4M

03
all of which will use the 4.4-litre twin-turbo COMPETITION
V8 from the M5. Also expected to appear 375kW/600Nm
in 2019 is the new M135i, which despite $140,000
the familiar name will trade six cylinders
and rear-wheel drive for a 225kW/450Nm

M CARS HEADING
2.0-litre turbo four and all-wheel drive,
a powertrain that will find another home
M340i
in the M235i Gran Coupe. Add to this the XDRIVE

OUR WAY
possibility of an X7 M and an upgraded V12 275kW/500Nm
for the M760i and it appears annual leave $100,000
will be in short supply in Munich!

16 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
Pure driving pleasure.

Photo credit:
© Sebastian Staub

The Alpine A110 is a stunning modern incarnation of the famed Berlinette Le Mans winning
coupé. Its featherweight aluminum body is near perfectly balanced and powered by a 1.8L
185kW turbocharged engine capable of 0–100 km/h in 4.5 seconds, lending further credibility
alpinecars.com.au to Alpine’s legendary reputation for handling and power. A perfect combination of agility and
performance, the A110 was voted 2018 Performance Car of the Year by Top Gear UK.
OVERSEAS MODEL SHOWN Enquire at Brighton Alpine – 797 Nepean Hwy, Brighton East, Victoria – (03) 9070 6199
M FRONT END. PACE NOTES
NEWS / REVIEWS / LATEST TECH / MOTORSPORT

GT-R TURNS 50
NEW MODELS to celebrate Godzilla’s golden anniversary
NISSAN CELEBRATED 50 years of
the iconic GT-R nameplate at the
New York Auto Show, revealing an
upgraded Nismo, a 50th Anniversary
edition and a subtly upgraded 2020
version of its halo sports car.
All MY2020 GT-Rs benefit from
new turbos focused on improved
low-rpm response, a titanium
exhaust, revised exhaust manifolds, a
reprogrammed six-speed dual-clutch
gearbox, retuned adaptive dampers
and a new brake booster.
Outputs from the 3.8-litre twin-
turbo V6 remain at 419kW/632Nm.
The 50th Anniversary GT-R revives
the R34’s iconic Bayside Blue hero
colour, complemented by white
stripes. Pearl White with red stripes
and Super Silver with white stripes are
also available, but all 50th Anniversary
GT-Rs score new interior trim in a
special grey colour, claimed to be
reminiscent of the night sky at twilight.
Nissan has paid particular attention
to the flagship Nismo. More extensive
use of carbon fibre shaves 10.5kg, the
bumpers, bonnet, front guards, roof,
side sill covers, boot and rear spoiler ABOVE
made of the lightweight material. Upgraded Nismo
A further 20kg is shed thanks to now lighter with
even more grip
lighter wheels and the adoption of and increased
carbon-ceramic brakes, while the downforce
Dunlop semi-slicks have an 11 per cent
bigger contact patch thanks to a wider ➜
tread and fewer groves. The front
guards now sport GT3 RS-style vents,
which funnel away hot air from the
engine and increase front downforce.
Local pricing is not announced, but
Nissan Australia has confirmed the
2020 GT-Rs will arrive locally this year.

225kW CLA35 GETS SET TO RIP

03
THE MERCEDES-AMG ‘35 family’ now
numbers three, with the swoopy CLA35
four-door coupe joining the A35 sedan
and hatch. This is important, as locally
the CLA45 outsold its hot hatch sibling,
so this slightly more sensible version
should shoot out of showrooms as
quickly as it accelerates.
That’s 0-100km/h in 4.9sec, in case
you were wondering, 0.2sec slower
than the hatch, which suggests it’s a
touch heavier than the five-door. Slight
weight differences aside, the rest of
the mechanical package is the same, a
225kW/400Nm driving all four wheels
through seven-speed dual-clutch.
The A35 is an impressive steer, so
the CLA35 is likely to be equally capable
when it lands locally towards the end of
2019 for an as-yet undisclosed sum.

18 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 LIVE ON
THE EDGE
UNLOCK EXHILARATING
PERFORMANCE
WITH VOLKSWAGEN

CASTROL EDGE WITH FLUID TITANIUM.

STRONGER UNDER PRESSURE.

www.castrol.com.au/edge
M FRONT END. PACE NOTES
NEWS / REVIEWS / LATEST TECH / MOTORSPORT

04
ECOBOOST GROWS HORNS
FOUR-POT PONY scores 246kW/474Nm and V8 chassis bits
FORD HAS turned the wick up on
its unloved (locally, at least) Mustang
EcoBoost for the 2020 model year
with the introduction of the High
Performance Package. Born from a
Focus RS-engined mule, the boosted
four-pot Pony scores more grunt and
A larger turbocharger helps
liberate 246kW/474Nm, increases of
22kW/33Nm over the standard car, but
the changes go further as 90 per cent
of peak torque is available from 2500-
5300rpm and power continues further
towards the 6500rpm redline.
ABOVE electronics are retuned to allow sportier
High Performance driving. A body kit reduces front-end
Package gives the lift and improves cooling to the larger
undernourished
EcoBoost some brakes, lifted from the V8 GT, and
attitude thicker anti-roll bars improve cornering.
If this sounds appealing, you’d best
make your interest known, as Ford Oz
➜

a host of chassis bits from its eight- A shorter 3.55:1 final drive further had no comment as to whether the
cylinder brother. improves acceleration and the model was under consideration locally.

LEGO HOONICORN V2
HOW’S THIS FOR dedication? One avid Ken Block fan
has created a LEGO Hoonicorn V2, complete with
turbos out the bonnet, a functional transmission,
working suspension and even all-wheel drive
thanks to electric motors. While not an official
kit, creator Lachlan Cameron will sell you the
instructions for a very reasonable $40.

LOTUS TEASES NEW HYPERCAR

RS4 POWER FOR AUDI S6/S7
I N EUROPEAN BUYERS of the new Audi S6 or S7 will
Briefs experience a new 3.0-litre turbo-diesel, which
uses a regular turbo and an electric compressor
BITE to produce an impressive 257kW/700Nm. In other
SIZE markets, however, including the US, the Middle East
and Asia – including Australia – where diesel is
increasingly on-the-nose, Ingolstadt’s new luxury
express will use the 331kW/600Nm 2.9-litre twin-
LOTUS IS the latest manufacturer to jump aboard
the electric hypercar bandwagon, confirming its
first new model since the Exige in 2010 will be
a battery-powered exotic to be unveiled later
this year. Dubbed the Type 130, no details are
offered, other than it’ll be “the most dynamically
accomplished Lotus in our history.” A bold claim.
CORVETTE GOES MID-ENGINED

05
turbo V6 from the RS4/RS5. Excellent. Controlling
these outputs will be a highly advanced chassis,
including constantly variable all-wheel drive, all-
wheel steering, adaptive dampers and monster
brakes with carbon-ceramics an option for the first
time. If you’re a fan of understated performance,
you’ll need around $190,000 when it lands in 2020.
WHILE CHEVROLET stopped short of confirming
the new C8 Corvette will be mid-engined, the first
official shots of a heavily camouflaged prototype
of the new car certainly suggest that the
powerplant sits behind the driver. Concrete details
are scarce, but Chevrolet has confirmed a reveal
date of 18 July, 2019, for its radical new sports car.

20 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
2019 HERITAGE EDITION MUSTANG GT
Supercharged / 808 HP / Limited Edition

HPE Official vehicle

builders in Oceania

Adelaide, South Australia

Manukau, Auckland

For vehicle information visit: www.hennesseyperformance.com

uilt worldwide / 4 available in Australia & New Zealand / Secure yours now

1305 South Road, St Marys, SA 5042. (08) 8374 5444. LVD 173
nickmaloney@adrianbrien.com.au www.adrianbrienford.com.au
 FRONT END. PACE NOTES
NEWS / REVIEWS / LATEST TECH / MOTORSPORT
ASTON’S
DEVIL
SPAWN
VANQUISH & RB 003! Two new hybrid V6
Aston Martin models seek to cut Ferrari’s lunch
ASTON MARTIN MEANS BUSINESS –
big business. Not content with being
solely the producer of luxurious and
powerful GT cars, the British marque is
going straight for the jugular with mid-
engined, rear-wheel drive offerings. Built
to rival the likes of Ferrari, McLaren,
Lamborghini and Mercedes-AMG on
differing hypercar and supercar levels is
the AM-RB 003 and all new Vanquish.
Unlike the Valkyrie, which is a rung
above, the AM-RB 003 – or ‘Son of
Valkyrie’ – is a car Aston allows us to
compare to the likes of AMG One. “This
is the bridging project between Valkyrie
and Vanquish; the latter is the ‘cooking
product’ for want of a better term in our
mid-engined line-up,” explains Aston
Martin CEO Andy Palmer.
While clearly inspired by Valkyrie,
the 500 AM-RB 003s will blend that
car’s extensive use of carbon fibre
with elements of Vanquish’s V6 hybrid
powertrain in place of Valkyrie’s boosted
22 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
V12. To an extent, development of the
AM-RB 003 will run in tandem with that
of the Vanquish, though it’s the more
expensive, carbon-tubbed car that will
hit the road first.
“Obviously the point of the V6 is that
it’s a smaller, easier-to-package engine,”
says Palmer. “One of the lessons we’ve
really embraced from the Adrian Newey
collaboration is an obsession with mass,
and wrapping everything as tightly as
we possibly can for reasons of efficiency.
You’ll see that in this car.”
Palmer confirms that Red Bull and
its celebrated aerodynamicist will work
directly on AM-RB 003, whereas their
influence on Vanquish is less direct. That
attention is evident in 003’s moveable
aero surfaces. Aston claims improved
efficiency and reduced noise versus a
conventional aero solution.
Inside, Aston’s designer Miles
Nurnberger talks of a ‘more habitable,
but still focused place’.
 The daunting job of translating the
performance into a road car falls to
Aston’s weapon’s-grade development
team: ex-Lotus man Matt Becker
and hypercar development ace Chris
Goodwin. While the complexity of the
project beggars belief, the prize is a big
one: the chance to prove that Gaydon,
not Maranello or Woking, is the seat
of power when it comes to emerging
hypercar technologies.
However, the push isn’t just from the
top end of the performance spectrum
with the Vanquish set to transform.
According to Palmer, “cars like this
appeal on an emotional level”. Here, then,
is the car you probably thought you’d
never see – a series-production Aston
with the engine in the middle.
For now this is the Vanquish Vision
Concept. Come 2022 it’ll hit the road as
the Vanquish. “A £200k (AUD$315,000),
320km/h Ferrari 488 and Lamborghini
Huracan rival,” says Palmer.
In development and with many RIGHT
aspects of its performance still fluid, The aggressively
the new Vanquish will use a bonded mass- and weight-
optimised package,
structure rich in aluminium and shaped indirectly by
reinforced in key structural areas with the performance-
high-performance composites. The obsessed brain of
powertrain will be all-new: a performance Newey, is cloaked
in bodywork that’s
hybrid marrying electrification with an
elegant like an Aston
in-house turbocharged V6 mounted and aero-efficient like
longitudinally behind the cockpit. Power/ a Red Bull
torque outputs for the Vanquish and
003 are yet to be disclosed.
BELOW RIGHT
Conventional wing
The goal? “A true supercar,” insists mirrors will be
Aston’s chief technology officer Max replaced with door-
Szwaj. “A car with a compact powertrain, mounted cameras
mid-engined agility, impressive aero
performance and light weight, with a fine
➜
balance of usability and performance.
It’s easy to design a track car: it only has
one function. This car will be usable.”
“The new V6, that’s all us,” says Palmer
proudly, adding that it has nothing
whatsoever to do with Aston’s German
allies in Affalterbach, AMG. “Just over
d m o t o r o f f i c i a l f m o t o r_ m a g 23
M FRONT END. PACE NOTES
NEWS / REVIEWS / LATEST TECH / MOTORSPORT
BELOW
The interior will use 3D printed
parts, to minimise the amount of
material required to make each
component, reducing weight
a year ago we recruited Joerg Ross
[ex-Ferrari, ex-Maserati, into the role of
head of powertrains]. He’s a wizard on
the engine side and this new turbo V6
is his baby. It’s a performance hybrid,
not a plug-in. The two technologies
complement each other; they’re at their
best in different spheres.”
Aston’s powertrain will need to target
at least 535kW given the likes of the
530kW McLaren 720S and Ferrari F8
Tributo are benchmarked.
Szwaj is at pains to point out that,
given its less than boundless budget,
nothing Aston Martin does can be a
one-shot. This hybrid is as much about
future-proofing Aston Martin in the long
term as it is building a Ferrari beater
right now. “This technology is maturing.
It’s still expensive, but you don’t need
to spend huge amounts of money, and
we need this technology to meet the
emissions challenge,” explains Szwaj.
“There is a lot of uncertainty. We must
design something that will excite and be
socially responsible at the same time.”
ASTON’S SUPERCAR FAMILY EXPLAINED
VALKYRIE: The big daddy. Aston’s shortcut
to mid-engined credibility – a road-legal, Red Bull-
sculpted hypercar with a 865kW hybrid V12.
VALKYRIE AMR PRO: The big daddy,
but for track work only. AMR Pro is the ultimate
Valkyrie – all the hybrid V12 glory, just without any
road-legal compromises.
AM-RB 003: Not as fast, or wild, or as
24 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
ABOVE These factors will challenge the next
Increased usability Vantage and DB11 just as they must
compared with the shape the Vanquish, a consideration that
Valkyrie means AM-RB serves to illustrate both the enormity
003 will use dihedral
doors in place of of the task Aston’s team is facing (with
Valkyrie’s gullwing no major OEM from which to pilfer
setup parts and thinking, as Porsche can, for
example) and the enormous flexibility
OPPOSITE
this solution will bring to the firm’s
Instead of
conventional flaps, technical arsenal.
a Flexfoil surface on “But you need to think of it as a
the rear wing will allow platform for further development.
the car to tweak its
The base V6 will deliver amazing
aero balance without
shifting a conventional performance but it’s also the base of the
rear wing powertrain in the AM-RB 003, with a
different kind of hybrid system to deliver
the increased power. This is a powertrain
➜ we can scale up or down with a different
number of cylinders. With the electrified
transmission, we also have the possibility
of all-wheel drive. We are looking at this
– we’d be stupid not to.”
Just as Vanquish’s powertrain
demonstrates flexibility, the chassis
structure Szwaj is developing promises
performance with adaptability, too.
expensive, as Valkyrie, but still built around a
carbon-fibre tub. Crucially, atmo V12 is swapped
for a more powerful version of Vanquish’s hybrid-
assisted V6. Just 500 will be built, and it’ll be with
us before Vanquish; late 2021/2022.
VANQUISH: The new mid-engined Ferrari 488
(now F8 Tributo) and Huracan rival. Aluminium tub,
hybrid V6 powertrain. Due on sale in 2022.
Constructed primarily from bonded
aluminium, as Vantage and DB11 are, the
Vanquish should use composites in key
areas to reduce weight.
The design team has faced a
challenge: deliver a car that, while being
based on an engineering package
quite unlike any other Aston Martin,
nevertheless looks like an Aston Martin.
At the same time the project’s ambitious
performance targets also insisted
that form must be tightly tethered
to function, with no indulgent style-
led flourishes that might corrupt the
car’s aerodynamic efficiency. “We’re
looking at a very aggressive layout for
our cooling, and therefore the aero
performance of the car,” confirms Szwaj.
Certainly the Vanquish and AM-RB
003 have striking forms, from low,
almost feline faces, through to graceful
flanks to brutal diffuser tunnels.
However, the overall message, from
your eyes to your beating heart, is
clear: these are two Aston Martins that
promise to drive like no other.
d m o t o r o f f i c i a l f m o t o r_ m a g 25
 05 .
M FRONT END. LETTERS
SEND US A RANT. OR SOMETHING NICE. MOTOR@BAUER-MEDIA.COM.AU

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CK
➜ Letter of the Month winner Ryan will be donning an Aston Martin Red Bull Racing cap, just like Max Verstappen
in the paddock, $200 and a subscription. Next month, our pack includes a $200 cash prizee, 12-month MOTOR
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19 M
A
Y
WINNER
LETTER
of the
MONTH

SLOW DOWN ON SPEED LAWS
I HAVE a few thoughts on the news Australia might stipulate new cars to
be fitted with speed-limiting devices in line with EU legislation.
One, I do my speeding at the track, does this mean I can get a
‘speeding’ licence much like I am able to get a ‘firearms’ licence? I
understand why they are going to do it, but surely this will force all rev
heads to never buy a new car again. Or, maybe the GPS system in the car
could remove the limiter when it detects you’re on a track? Sure, I can live
with that. But sometimes a zero-tolerance approach doesn’t work.
Look at how the ‘law enforcers’ cracked down on modified car scenes.
What’s happened 15 years later after that time is manufacturers
are making cars out of the factory so hot anyone can get their hands on a
300kW family car. Speed limit these? No worries, they will concentrate on
marketing how fast a car can get from zero to the limit. The next minute
we are all driving cars that will knock over 100km/h in three seconds.
Ryan Clarke, via Facebook
The whole idea is fraught with unanswered questions. It seems any GPS
speed limiter will be able to be overridden, but how long will that be
a thing? And if so, how will state governments replace the lost annual
speeding fine revenue of around $1.1 billion? That’s just the tip of it.

MUSTANG MUSCLE
I purchased a 2018 Mustang GT last year
with the 10-speed automatic and the
MagneRide suspension as the only two
options. Its 0-100km/h time is tested
at around 4.5 seconds. I can’t recall
anywhere that figure has been bettered
in a ‘tuned Mustang’.
I mean, if a locally tuned Mustang is
genuinely massaged up to 373kW, for
example, I expect 0-100 times in the
mid-three second range. I ain’t seen it. Quite a bit quicker than if they were
Peter Steele, via email stock, so it is possible...
Yeah, it’s a thing. We have seen tuned
Mustangs go considerably quicker than BARRA THE MAG!
stock ones, though. The supercharged A long time reader of MOTOR here,
CSV, twin-turbo CSV, Mustang love the mag, but it would be great to
Motorsport 727 and supercharged see more content on the locally made
Streetfighter ’Stangs – all cars we’ve Barra engine. Maybe a tribute feature,
independently performance-tested – displayed on the cover too?
have registered 3.78sec, 4.0sec, 4.19sec Aaron Wilkie, via email
and 4.27sec 0-100km/h respectively. We’ve done a fair bit of Barra stuff in

26 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 PROUDLY SPONSORED BY

the last six to 12 months, Aaron, feels

like we’re flogging an old horse. We’ll
investigate whether there’s a new story
to be told.

NOT TYRED YET

Thanks for the March issue’s Tyre Test.
I have been reading them for as long as
you have been doing them and despite
occasional methodological criticisms
over the years, I hope that MOTOR and
its stablemates continue to do them.
Of particular importance is the testing
of ‘regional’ tyre types, which won’t
appear in the European tests. The
RE003 is a perfect example.
One suggestion though – play around
with front/rear relative tyre pressures a
IT’S
bit. My advice is structures vary and lead
to handling profile variations even with
MINE Ed Luck
the same tyre pressures.
So, if replacing a given tyre set with
OWNER’S
Ride 1994 Mitsubishi Legnum VR4 | 2.5-litre V6TT, 285awkW/520Nm
a set of a different type, don’t assume
(modified) | ODO 155,000KM | OWNED FOR 4 YEARS & 8 MONTHS
they will behave the same on, say, the
manufacturer’s placard pressures. When WHAT DO WE HAVE HERE? The famous Mitsubishi Galant VR4, or the Evo zero, this is
the tyre has settled a bit, try varying the effectively a generation of that. That was only a four-door sedan and used the 4G63 four-
front/rear relative pressures to sought cylinder engine. In 1996, they released the 2.5-litre V6 and VR4 again, standing for Viscous
handling behaviour. Realtime 4WD, apparently. They also released a wagon in Japan called Legnum.
In regard to the RE003’s behaviour WHY THIS? I’ve always liked having a vehicle, even with motorbikes, that can do a little bit
on the test’s tighter turns, it would have of everything. I needed a project car, investigated the Legnums, and read: ‘great shopping
been interesting were you to have tried trolley’, ‘turbocharged’, ‘you can make them handle’, and the light bulb went off. I went straight
relatively higher front pressures (raise to the Cars For Sale section on the forums and found a VR4 Type S, the one with the AYC diff
the fronts, or drop the rears) to see if and a facelift, for $6K because it wasn’t roadworthy. It only needed an hour’s work.
you could get more consistent handling
MODS? It has flowed heads, higher lift cams, custom turbos, a forged bottom-end, full exhaust
balance across the range of corners.
system, rebuilt gearbox, new transfer case, Evo 8 MR Super AYC rear diff. An original car is
Peter Davson-Galle, via email
quoted at 206kW at the flywheel and at the wheels on a chassis dyno is about 130kW. This
We start with placard and adjust up and
car now, on E85, is 281kW at all four wheels. That’s more than double the power. But… I want
down as temperatures demand, but our
more. I want 300kW on the wheels on 98 RON, or 350kW with E85.
sense is that only very minor changes to
a road car’s balance will be possible by AND DRIVING IT? The first mountain run was amazing. It lights the front tyres as you come on
experimenting with tyre pressures. boost. I drive it daily, get the shopping in it, go to the beach with the dog in it. The only thing I
don’t do is commute in the city. It’s a manual and heavy traffic is horrible on your left leg. Oh,
KEEP IT UP and on E85 it gets 300km to a tank.
I think your slogan, “POWER, PLANS? Plans are a body respray, fixing all the small dents, bigger turbos with 500
PERFORMANCE, PASSION”, is very horsepower at the wheels. There are people out there with that figure with the work
much demonstrated by the team at completed by the same bloke who worked on my car, Transformance Mechanical Engineering.
MOTOR. The editor’s column is actually
meaningful (thanks, Dylan, for not
shaming motorcycle enthusiasts like that
other magazine). Personally, as a mad
Porsche enthusiast, I have enjoyed the
past few issues (mind you, the Cayman I SPEED AT A TRACK, DOES THIS MEAN
I CAN GET A LICENCE LIKE FIREARMS?
and Boxster are not real Porsches); I
enjoy the thoughtful, intuitive layout of
the magazine and the insightful articles
littered with bits of humour.
Speaking of Porsche, I was surprised engine go? I also think society has gone REACH FOR THE SKY
when MOTOR magazine didn’t cover the too far in blaming cars, not the drivers. I have three goals I’d like to achieve;
GT3 R winning (or ramming the other The car enthusiast is a rare breed own an HSV, an R33 Nissan Skyline
cars without penalty) the Bathurst 12 nowadays. Perhaps one day we will find and travel to America to do everything
Hour. I think many readers would like a ourselves on display in a zoo. However, car related. Pretty achievable for most
little snippet of the latest racing news. until then, let’s drive (and hop on the sim people, but for me a little harder.
Speaking of racing, it seems as our – I’m not of legal age to drive) like there I suffer with social anxiety, depression,
track cars become faster and more is no tomorrow. ADHD inattentive and autism. I have a
capable, manufacturers have turned Antony Luo, via email very difficult time finding a job.
to things like speed limiters; where did Good on you, Antony, keep the passion I finally saved up to an R33 GTS-T
the good old days of blowing out your up, mate. auto with hail damage, but it had LMGT1

d m o t o r o f f i c i a l f m o t o r_ m a g 27
 YOUR MONTH IN SOCIAL MEDIA eventually owing a bucket-listed muscle
car, I have come to the crunch of having
to choose between a Mustang GT and

On The Wires
Tag your pics with #motormag so we can find you
1. hacaosuka_designs on Instagram
The super-lightweight (paper)
Nissan R34 Skyline GT-R Nismo.
2. Kaelen Barlett on Instagram
“Went to see my mum this arvo, she
is in hospital. She bought me this
03 awesome #motormagazine...”
01 04 3. Autofocus.net.au on Facebook
“Tidy Elise.” Hear, hear.
4. Fezz Zi on Facebook
“Today I’ve learnt that it doesn’t
matter what car you drive, it’s the
experience you get. ”
5. Juzza048 on Instagram
“The owner has nailed it with this
one” – We agree.
02 05
GET INVOLVED ON FACEBOOK ON TWITTER ON INSTAGRAM
Pick your channel, @motorofficial @motor_mag @motorofficial
enjoy daily content The tribe: 51,439 The mob: 3324 The voyeurs: 6705
Nismo wheels on it. My plans were to magazine with my all-time favourite
convert it to manual and fix the paint/ cover and article being that of Modern
dents. Unfortunately it has accident Motor with a blue XD Falcon ‘Grand Prix’
damage in the front and I might have to build by Dick Johnson. God I wanted
sell it, which will be heart breaking. that car as a young fellow and I would
I love every car ever made and can hate to think of its value now.
see beauty in all of them, from supercars But I feel we have grown apart. We
to old farm trucks. Cars bring me so just don’t like the same things anymore.
much happiness, I feel like driving is the You keep wearing the same clothes each
only time I have any confidence. month just styled differently and I feel
Anonymous, via Facebook the upcoming years are just going to be
Getting behind the wheel is a medicine nothing but Mustangs and Camaros.
for all of us. Just keep driving. Chris George, via email
Can’t have a subscriber of 31 years
SAME NEW THINGS leaving us – we will try harder.
I realised I have been a loyal reader
and subscriber for 31 years! Bloody CUBES ARE KING?
Hell! During that time I have loved this While entertaining the idea of the
Camaro SS. Now, styling-wise both have
their merits: extra points for the Camaro
being less ‘common’ on the street.
My dilemma is in regard to
capacities and how a 5.0 engine can be
competitive with a 6.2? I’m not the most
technically minded person, but shouldn’t
a bigger engine produce more power?
I know modern engines are now being
designed to extract capacity-defying
results from smaller engines. Is it due to
the Coyote engine having DOHC and
variable timing, as opposed to the older
pushrod tech in the Camaro which also
has variable timing? Which is the better
engine? Should it matter?
I suppose I should be just grateful
that we have access to these beasts
in Australia now. Both look and sound
awesome and I suppose it comes down
to personal preference, or which team
you ‘bat’ for in this scenario. I know the
conversion of the Camaro adds price
and some quirkiness in the process,
whereas the Mustang comes here pre-
made. Feel free to comment…
Nick Basilou, via email
Think about how much air (and
therefore fuel) is going into the engine
each minute. The Mustang’s smaller 5.0-
litre revs a lot higher than the Camaro’s
6.2 so there are just more combustion
events within that minute. However, a
Camaro might have less combustion
cycles per minute but with a bigger
combustion chamber, it can take in
more air, and fuel, and produce a bigger
bang to make an equivalent output.
FAST FALCONS
I wanted to thank you for the excellent
compilation of performance Falcons
that featured in the recent 2000-2016
collectors’ edition. I own two AU III XR8
sedans, one manual, one auto, both are
mint low-km cars. My good mate has
a stable of TE50s and P250 utes, also
in exceptional condition. We are both
based in Sydney if you’re ever chasing
some examples worthy of print!
Cameron O’Brien, via email
Copy that, Cameron!

WHO’S WHO IN THE ZOO THAT IS YOUR FAVOURITE CAR MAGAZINE

EDITOR Dylan Campbell ASSOCIATE EDITOR Scott Newman ART DIRECTOR Damien Pelletier STAFF JOURNALIST Louis Cordony SUB-EDITOR Trent Giunco
DIGITAL JOURNALIST Chris Thompson DESIGN CONSULTANT Glen Smith GUN DRIVERS Warren Luff, David Reynolds, Tony D’Alberto, Rick Kelly
STAFF PHOTOGRAPHERS Ellen Dewar, Nathan Jacobs, Alastair Brook DIGITAL DREAM TEAM Jade Pummeroy, Daniel Wong IMAGING ARTISTS Colin Bokulic, Paul Breen

CONTRIBUTING WRITERS Jethro Bovingdon, James Holm, Tim Keen, Ben Miller, David Morley, Alrik Soderlind, Matt Stone, John-Joe Vollans CONTRIBUTING PHOTOGRAPHERS Sam Chuck, Evan Klein, Adam
Shorrock, John Wycherly EUROPEAN CORRESPONDENTS Georg Kacher, Greg Kable, Michael Taylor

DIRECTOR OF COMMERCIAL CONTENT Matt Rice (02) 9263 9706 BRAND SALES MANAGER – MOTOR Liam Quirk (02) 9282 8348 QUEENSLAND Todd Anderson 0409 630 733
SOUTH AUSTRALIA Nick Lenthall (08) 8212 6256 WEST AUSTRALIA Emily Thompson 0408 516 176 NSW AGENCY SALES Max Kolomiiets (02) 8275 6486
VIC AGENCY SALES Adrian Christian (03) 9567 4178, Adrian Smith (03) 9567 4200 CUSTOMER CARE Regina Fellner 1300 362 355

MARKETING MANAGER Rachel Nixon MARKETING COORDINATOR Emily Mortale PRODUCTION CONTROLLER Di McLarty ADVERTISING PRODUCTION Aden Simpson
CIRCULATION MANAGER Stuart Jones BRAND CONTENT DIRECTOR, MOTORING Simon Telford GROUP GENERAL MANAGER BAUER TRADER MEDIA AU/NZ Terry Williams King
BAUER MEDIA CHIEF EXECUTIVE OFFICER Paul Dykzeul

28 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 Plus!
NEW. FAST. FIRST 08 PERFORMANCE REVIEWS
60 MINUTES 34 PORSCHE CAYMAN T Specced-up base model sports car 40 JAGUAR I-PACE Has the electric car finally arrived?
3 QUICK
SPINS 36 BENTLEY CONTINENTAL GT A more refined way to travel 42 QUICK SPINS Kia Stinger GT; Lexus IS350; BMW X2 M35i
38 PORSCHE 911 CARRERA 4S All-paw 992 a baby Turbo

O1
30 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 BELOW 4.0-litre
twin-turbo V8 familiar
from other VAG
➜
products, but is at its
most powerful and
aggressive in the Urus
LAMBORGHINI
URUS
A raging bull the whole family can enjoy
ENGINE 3996cc V8, DOHC, 32v, twin-turbo
POWER 478kW @ 6000rpm
Rating TORQUE 850Nm @ 2250-4500rpm
4.0 0-100KM/H 3.6sec (claimed)
WEIGHT 2200kg • PRICE $390,000
B Y • S C OT T N E W M A N + P I C S • A L A S TA I R B R O O K
YOU PROBABLY already have an
opinion on the Lamborghini Urus, it’s
not a machine that invites ambivalence
or fence-sitting. Its looks, its engine,
its underpinnings, its very existence
is contentious, but it’s doing what is
required of it: drawing a new type of
buyer into Lamborghini showrooms.
Sant’Agata expects its sales to double,
both globally and locally, off the back
of the Urus which will generate crucial
cash to develop its next-generation of
super sports cars.
Lamborghini has prior off-road form,
but re-imagining the rugged LM002
wasn’t going to cut it. According to
its maker, the Urus is the world’s first
SSUV – Super Sports Utility Vehicle –
thanks to the “best power-to-weight
ratio in the entire SUV segment” and
“best-in-class driving dynamics”. We’ll
get to that, but let’s start with the
styling. Design is purely subjective, but
the Urus certainly makes a statement.
What that statement is will depend on
the observer, but ready yourself for
constant “is that a Lamborghini four-
wheel drive?” enquiries.
To our eyes it’s a very colour
d m o t o r o f f i c i a l f m o t o r_ m a g
LIKE: Aggressive powertrain;
ride quality; interior space;
insane performance for an SUV
DISLIKE: Size tricky for urban
living; interior appointments;
image; electronic overload
sensitive shape; the difference in
desirability and impact between white
with standard 21-inch rims and a bold
colour with the optional 23s such as
our ‘Giallo Auge’ test car is marked.
Yes, 23-inch rims. The reason such
gargantuan wheels are required to
balance the shape is because the Urus
itself is enormous. It’s as long as an
S-Class and as wide as an Aventador
with a wheelbase to rival the dearly
departed Holden Caprice. The upside
of its vast girth is plentiful interior
space; my 180cm frame has ample
head, elbow, leg and knee room in the
rear. Combine this with a massive 616L
boot (a Toyota Kluger offers 529L) and
the Urus has family duties covered.
Especially as it’s a remarkably
comfortable car. Even with wheels
the size of planets and low-profile
rubber (285/35 front; 325/30 rear)
the ride is truly excellent. Whether
soaking up pockmarked suburban
streets or serenely smothering highway
undulations, the combination of
adaptive dampers and active anti-roll
bars make the Urus a very relaxing
way to travel long distances, not an
31
 M
ABOVE Urus styling adjective traditionally associated
is love-or-hate, but in with Lamborghini. With the ‘ANIMA’
banana yellow it draws
drive mode set to ‘Strada’ (street) the
an immense amount of
attention, whether you steering is light, the engine muffled and
want it or not! the Urus drives as easily as an Audi Q8.
Such a case of mistaken identity
would be easy to understand as much
of the Urus’s switchgear is lifted from
its Ingolstadt sibling. Does it matter
that so many bits – steering wheel,
infotainment screens, window switches,
fuel/temperature gauges, indicator/
wiper stalks and more – are shared
with more prosaic models? Perhaps
the more relevant question is: will any
Lamborghini buyer know or care?
Doubtful. It looks good and works
well, end of story. Less successful is
Lamborghini’s addition of the barnacles
CAY
YENNE TURBO
The 4
4.0-litre twin-turbo V8,
A
AWD,
NEMESIS
32 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
installed at the base of the climate
control touchscreen.
The left one cycles through the six
drive modes – Strada, Sport, Corsa
(race), Sabbia (sand), Terra (off road)
and Neve (snow) – the middle section
houses the fighter jet-style start button
and gearbox controls and the right one
allows the adjustment and activation
of ‘Ego’ mode, a saved preference of
steering, drive and damper settings.
It all works well enough but looks
unsightly and takes up an unnecessary
amount of space for simple functions.
Furthermore, there are ergonomic
oversights: you can only cycle through
the drive modes one way (or hold the
lever to return to Strada); if you want
to return to Sport from Corsa you must
BUILT ON the same MLBevo platform
as the Urus but not as quick or as
404kW/770Nm, aggressive. Handles better at the limit
0-100km/h 3.9sec with a nicer interior and also a couple
2175kg, $239,000 of hundred grand cheaper.
cycle through every mode. Likewise,
drive is engaged by the left-hand
paddle rather than a button; not the
end of the world, but it means the one
function you need most isn’t housed
with the other gearbox controls.
Still, if Lamborghini’s interior design
team has struggled, its performance
engineers have more than picked up
the slack. No other car defies physics
like a Urus. To do so it uses a mind-
boggling array of technology, including
a Torsen self-locking centre differential,
torque-vectoring rear diff, rear-wheel
steering and active anti-roll bars. These
systems do not work unobtrusively
because they act to confound your
expectations. A car this size should roll
heavily and push its nose wide mid-
bend yet the Urus steadfastly refuses.
The active anti-roll bars keep the
body level, removing a lot of ‘feel’ in
the cornering process but ensuring
all four tyres share the burden.
Meanwhile, just as the weight threatens

DOES IT MATTER THAT MUCH OF THE URUS
INTERIOR IS LIFTED FROM ITS AUDI SIBLINGS?
to overwhelm the outside front tyre
the torque vectoring yanks the nose
around like a dog that’s had its lead
pulled to rotate the Urus towards
corner exit. In fast, open territory the
speed and composure it displays is
face-melting and its ability to stop is
remarkable thanks to the largest brakes
ever fitted to a production car: carbon-
ceramic rotors measuring 440mm front
and 370mm rear with 10-piston and
single-piston calipers respectively.
In tighter turns it’s less comfortable.
Despite Lamborghini’s claims of “a
greater oversteer character” in Sport
or Corsa there isn’t the throttle-
steerability of a Range Rover Sport
SVR or Mercedes-AMG GLC63; the
electronics start to fight as physics
finally make their presence felt. A
better approach is to slow the Urus and
then use its total traction to unleash
➜
the monster under that chiselled
bonnet. The 4.0-litre twin-turbo V8 is
ABOVE familiar from the Porsche Panamera
Not since the Turbo/Porsche Cayenne Turbo/Bentley
Rambo Lambo has
a production model Bentayga V8 but in the Urus it’s at its
from Sant’Agata had most powerful (478kW/850Nm) and
so much space in the by far its most ferocious. Lamborghini
back – or rear seats... trades on its retention of naturally
aspirated power for its supercars but
the Urus proves a turbocharged Bull is
nothing to fear – the prospect of this
engine in a Huracan is a fearsome one.
Even in Strada mode it snarls and
selecting Corsa seems to delete the
mufflers completely, full-throttle
upshifts becoming as conspicuous
d m o t o r o f f i c i a l f m o t o r_ m a g
LEFT Front brakes
the biggest of any
production car:
440mm carbon-
ceramic discs with
10-piston calipers
as the colour scheme. The sprint to
100km/h is claimed to take 3.6sec,
200km/h is reached in 12.8sec (0.7sec
slower than the new 992 911) and
top speed is a whopping 305km/h.
More important than the numbers,
though, is the sensation; the powertrain
is incredibly aggressive, yet the
suppleness of the chassis allows Sport
to be used as the default mode without
the need to resort to Ego.
The Lamborghini Urus will not be for
everyone. With an as-tested price of
$463,701 that’s stating the obvious, but
even those with the means are likely to
be divided. It’s brash and ostentatious,
an automotive extrovert, but the
subtlety of the suspension, its ability to
comfort occupants rather than pummel
them with ‘sportiness’, makes the Urus
a purchase that can be made with the
head as well as the heart. Or the ego.
Whatever your opinion of it, the next-
generation Aventador and Huracan will
be better machines for its success.
33
M

AT THE END OF THE DAY, THE CAYMAN T

IS ALL ABOUT A PURE, RAW AND
INVOLVING DRIVING EXPERIENCE
O2
34 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
PORSCHE
718 CAYMAN T
Performance with a pared-back ethos
ENGINE 1988cc flat-4, DOHC, 16v, turbo LIKE: Flawless dynamic
POWER 220kW @ 6500rpm ability; punchy 2.0-litre flat four;
Rating TORQUE 380Nm @ 2150rpm involving driving experience
DISLIKE: Might not make it

4.5 0-100KM/H 5.1sec (claimed)

WEIGHT 1350kg • PRICE $120,000 (est)
Down Under; down on power
compared to 2.5; engine sound

BY • GEORG K ACHER

DRIVING PLEASURE in its purest form
– or Touring – is what the T moniker
is supposed to be all about when
attached to a Porsche. So it makes
sense that the Cayman (and Boxster),
the annoyingly competent younger
sibling to the all-conquering 911, gains
a pared back, yet more focused
variant. Although, it seems more a
marketing ploy than anything when
emblazoned on the rump of an iconic
911 – you might as well just spec a
Carrera how you want it. So PR jargon
aside, is the Cayman better with a T?
For a start you get the ‘lesser’ 2.0-
litre flat four turbo, and not the bigger
2.5-litre. Still, although it sits on the
bottom rung of the image ladder,
the water-cooled 1988cc flat four is
actually a decent unit. It’s happier
to rev and with 220kW and 380Nm
pushing around 1350kg, the boosted
four is not slow. A 0-100km/h time of
5.1sec (with the preferred six-speed
manual) and a 275km/h top speed is
the proof in the pudding. Select the
rapid-fire seven-speed PDK and the
0-100km/h claim drops to 4.7sec with
Sport Plus. Thanks to the impressive
real-life performance of the downsized
engine, the 718 Cayman T doesn’t,
unlike the 911 T, feel like an otherwise
complete athlete with a weak heart.
The T pack combines Sport Chrono
that almost require flared wheel arches
and by the adjustable PASM sports
suspension, which lowers the ride
height by 20mm. With the exception
of the tacky full-length stickers that
run along the bottom of the doors,
the blacked-out body detailing and
the available smoked tail-light lenses,
the 718 Cayman T looks every bit as
desirable as a GTS.
Inside there’s sport seats (anything
from the standard pews to the
expensive 918-style lightweight carbon-
fibre buckets), Sport-Tex upholstery
and fabric loops for door handles.
PCM is a no-cost option. However,
you pay extra for air-conditioning,
sat-nav, Power Steering Plus, dynamic
LED headlights, an Alcantara-trimmed
steering wheel and a shortened shifter.
There’s something about Porsche
sports cars that no other manufacturer
can match. It doesn’t really matter
whether you are driving a 718 Cayman
T, a 911 GT3 RS, a Cayman GT4 or a
911 Turbo S – they all handle, respond
and communicate in a totally involving
fashion. Yes, the steering might be
a little quicker in the GT cars, the rain or sub-zero temperatures. Active
suspension softer in others and the transmission mounts cushion abrupt
handling more neutral in the mid- tip-in and tip-out manoeuvres.
engined models. However, there isn’t The four-cylinder engine’s
much variation in your inputs; the ratio soundtrack isn’t quite as throaty and
between cornering grip and entry strong-voiced as the old six, but the
➜

and PSM with an in-between semi-
hooligan-like Sport Plus mode,
boasting PTV torque vectoring and a
mechanical diff lock. The steering rack,
borrowed from the 911 Turbo, is 10 per
cent faster and the sports exhaust is
bimodal. Launch control and the Sport
Response turbo boost button is fitted
with the PDK ’box. Handfuls of extra
money buy carbon-ceramic brakes,
which this Cayman requires about as
urgently as Clive Palmer needs another
‘Make Australia Great’ billboard.
Visually the sexy stance is
emphasised by dark 20-inch alloys
speed, or the lift-off attitude, remain
largely the same. Irrespective of engine
size and position, power and torque,
weight and performance, all two-door
Porsches are spun from the same
dynamic ilk.
When warm, the bigger tyres
(235/35 ZR20 front and 265/35 ZR20
rear) instil more lateral grip as well as
fierce traction, but the price you pay
is a well-below par ride on country
roads. In crosswind conditions and
when following ruts, the directional
stability can be unsettling at times, and
those carbon-ceramic brakes don’t like
reality is that the acoustics aren’t
really an issue, nor is the somewhat
ABOVE underwhelming on-paper performance.
Pricing for the Ultimately the Cayman T sounds
Cayman/Boxster T is
yet to be finalised... meaner and answers more promptly
because both variants to throttle inputs, but it is also harder
are yet to be given the sprung and more firmly damped –
green light for Oz. We even before you dial in Sport. Still,
say bring it, Porsche
the T feels like a somewhat brawnier
OPPOSITE and, subjectively, faster car. The do-it-
The benefits of the yourself manual ties in with the back-
dynamic gearbox to-basics nature over the ruthlessly
mounts (PADM) are
efficient PDK, because at the end of
felt through fast,
sweeping bends and the day, the Cayman T is all about a
changes of load pure, raw and involving experience.

d m o t o r o f f i c i a l f m o t o r_ m a g 35

M
BENTLEY CONTINENTAL GT
Stunning grand tourer doesn’t light our driving fire
ENGINE 5950cc W12, DOHC, 48v, twin-turbo
POWER 467kW @ 6000rpm
Rating TORQUE 900Nm @ 1350-4500rpm
4.0 0-100KM/H 3.7sec (claimed)
WEIGHT 2244kg • PRICE $422,600
BY • DYL AN C AM PB ELL
“THE BILL” must be discussed only in
hushed voices around the water coolers
of the Volkswagen Audi Group. And
no, we don’t mean the popular British
cop show, but something rather more
unsavoury. And it’s paying this “bill”
that is driving a level of homogenisation
and efficiency-seeking within the
VAG we’ve not seen between sister
companies before.
Take the new Bentley Continental GT,
which has just arrived in Australia. A
brand new generation of car replacing
the best-selling previous model, it
36 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
LIKE: Luxo missile a dream
daily driver; looks cool; lush
interior; improved build quality
DISLIKE: W12 sounds snoozy;
handling good but not exactly
‘fun’; feels less special somehow
+ P I C S • A L A S TA I R B R O O K
is, ostensibly, a Porsche Panamera
underneath, built off the same ‘MSB’
platform. Obviously it’s shortened and
made into a coupe. The body-in-white
is even built alongside the Porsche at
its Leipzig plant, before being shipped
to Crewe in England for final assembly.
Fortunately, though, aside from some
obvious Audi and other Porsche bits
inside, that’s where the homogenisation
ends for the big, boldly styled Bentley.
In goes Crewe’s own 467kW/900Nm
6.0-litre twin-turbo W12, an engine
the Brits are exporting back to the
O3
Germans, no less, for service in cars
like the Audi A8 and VW Phaeton.
It’s connected up to an eight-speed
doppelkupplung – sorry, twin-clutch
– automatic and on-demand all-
wheel drive system, ready to shift its
almost unbelievable 2244kg heft to
100km/h in a bitumen-excavating 3.7
seconds. Meanwhile, also attempting to
counteract the laws of physics, there is
air suspension and a 48v active anti-roll
bar system – all items that would share
part numbers, we presume, with certain
turbo Panamera models.
➜
Not that this matters, really. At low
speeds, where the Continental GT is
ABOVE going to spend the bulk of its time, this
Porsche-supplied is a properly sublime car. Well insulated
twin-clutch ’box from road noise and with a wafty ride,
and all-wheel drive
it’s a joy to feel the deep-pile carpets
grants launch control;
0-100km/h in 3.7sec on or expensive, expansive leathers. The
to 333km/h. Not slow interior doesn’t feel as special or as
 THIS IS A CAR
YOU RESPECT, OR
ADMIRE, BUT NOT
LUST TO DRIVE
HARD FOR LONGER
‘tailor made’ as the old Continental GT
– perhaps this is another way of saying
the build quality has improved – but
no customer is going to complain it’s a
chore of a place to sit.
For all its effortless power and
incredible performance hardware,
driving fast and having a bit of a go
feels like something the new Conti GT
can do, but not something you really
desire to do. While providing some
serious acceleration, the W12 could
be a V6 for all you could tell, noise-
wise. Hard cornering is nothing really
enjoyable either, the big Bentley sitting
TOP oddly flat as its active anti-roll bars
Bentley W12 now artificially delete most of the body roll.
mated to an eight- There is the feeling, as well, that you
speed twin-clutch;
are giving the front tyres and huge
very responsive, but
not quite as luxo- front brakes (420mm discs, 10-piston
smooth as a torque calipers) a hell of a time, the balance
converter of the car, with that huge engine, very
much secure and safe understeer. All
ABOVE
Interior is bristling the while, it feels like myriad computer
with new-for-Bentley systems are at work underneath you
tech including Head- trying to cajole 2244kg into feeling
Up Display, Adaptive more like 1800kg, only half successfully.
Cruise and Night
Vision. Colour and trim Be in no doubt, the Conti GT is fast.
customisation options But it also oddly goes to great lengths
hurt your brain to hide exactly how quick you’re going
– until you look down at the speedo
and have a conniption.
➜
This is a car you come away from
respecting, even admiring, rather than
lusting to drive for longer. It does
depend on what kind of driving we’re
talking, of course. If you’ve got a lot
of miles to cover, the Continental GT
is as comfortable, lush and luxurious a
grand tourer as they come. And that’s
what it does excellently – grand tour,
city or country. If that’s the brief, the
d m o t o r o f f i c i a l f m o t o r_ m a g
Continental GT meets it admirably.
Many previous Conti GT customers,
who may live in Los Angeles for
example, will find the new Conti GT
exactly what they’re after – and the
new interior tech especially welcome.
But those who know of the Bentley
Boys, with visions of a Continental GT3
racer for the road – frankly, any MOTOR
reader who likes to poke their car a bit
no matter what it is – is best to wait for
other models, like the twin-turbo 4.0-
litre Continental GT V8. Or if you must
have 12 cylinders, the incoming, as-yet-
announced GT Speed sounds like a
proper dish.
Still a while off for that one, there is
no shortage of competitors after the
patronage of those both impatient and
brand agnostic, be that Aston Martin
with its saucy rear-drive DB11 AMR, or
even Benz with its brutish AMG S65
Coupe. Forgetting, of course, about
the outlay, because unlike Bentley and
its VAG overlords, bills aren’t really
something the average Continental GT
owner loses sleep over.
37
M

PORSCHE 911 CARRERA 4S

Added security of all-wheel drive doesn’t dampen the fun of the new 992
ENGINE 2981cc flat-6, DOHC, 24v, twin-turbo LIKE: Everything. Speed,
POWER 331kW @ 6500rpm noise, steering, dynamics,
Rating TORQUE 530Nm @ 2300-5000rpm involvement, looks, ride
DISLIKE: Pricey, especially

5.0 0-100KM/H 3.4sec (claimed)

WEIGHT 1565kg • PRICE $281,100
with options; Porker getting
porky; AWD necessary

BY • SCOT T N E WMAN

OF ALL THE SPORTS cars on sale
today, the one that least needs all-
wheel drive is the Porsche 911. The
weight of the engine pressing down on
the rear axle ensures incredible traction
in all conditions. Nevertheless, since
1989 the Carrera 4 has been a pivotal
part of the 911 range, particularly in
markets prone to snow and ice, and
even in new 992 guise it provides a
subtly different driving experience to its
more popular rear-drive sibling.
As you’d expect, the Carrera 4S
benefits from the many engineering
changes made for the 992 generation.
The body is longer (20mm) and wider
(by 45mm front; 44mm rear) though
the wheelbase remains the same, while
the bodyshell is lighter yet more rigid
soundtrack that’s like a GT2 RS with the
volume turned down. It adds welcome
character whether you’re driving fast
or slow. In the former scenario, an
extra 46mm of front track gives the
992 unprecedented levels of front-
end grip. The weight distribution still
makes it feel like a 911 and requires a
certain massaging to extract the best
from the car, but if you’re feeling lazy
a conventional driving style won’t be
punished like in earlier 911s.
All manner of chassis tech is
optionally available, including active
anti-roll bars, rear-wheel steering and
carbon-ceramic brakes, but none of it
is necessary to enjoy one of the finest
driving experiences around. Key to the
992’s ability are the latest-generation
➜

thanks to a much greater proportion of Bilstein dampers, which have a much

aluminium and high-strength steel as
well as a huge variety of construction
methods to stick it all together.
The engine remains the 2981cc twin-
turbo flat-six introduced for 991.2, but
extensively revised with larger turbos,
a new intake system, repositioned
intercoolers and piezo injectors for
finer fuel control. Outputs match the
outgoing GTS at 331kW/530Nm, but
the new engine is both more efficient
– though does without the petrol
particulate filters required in Europe –
and has more headroom.
It’s a beast, providing massive
amounts of thrust regardless of the
speed or gear selected. With the Sport
Chrono package installed, 0-100km/h
is claimed to take just 3.4sec with
200km/h arriving nine seconds later.
The linear nature of the power delivery
disguises its potency, the new hybrid-
ready eight-speed PDK whipping
through the gears, but the rate at which
big numbers appear on the speedo is
evidence of the 992’s crazy speed.
Turbo 911s have traditionally had all
the aural appeal of a kitchen blender,
but the new one roars and crackles
and whistles, producing a stirring
wider working range. Stiffen them up
and the car remains locked to the road,
but leave them soft and you don’t have
to be going ballistic to feel the weight
shift around in corners.
It’s a sensational feeling, but
regardless of your approach the
quicker-ratio steering is laser accurate
and feels to transmit a smidge more
information than the 991.2, the brakes
are indefatigable on road (and can take
a fearsome punishing on track) and
outright grip levels are incredible. At
1565kg, the Carrera 4S is not a light car,
but at no point does the weight force
a compromise – its extra width is more
likely to be an issue on tighter roads.
All this is also true of the rear-wheel
drive Carrera S, but the 4S has the
ability to send drive to the front wheels
through a water-cooled diff with
reinforced clutch discs. Paradoxically, it
makes the all-wheel drive model more
playful than the rear driver, though your
experience may differ depending on
driving style. The comfort of all-wheel
drive tempts you to accelerate harder
and earlier, edging the rear end wide
in tight corners before the front axle
seamlessly steadies the ship.
ABOVE
Interior has
been completely
redesigned. Purists
may baulk and some
small touches aren’t
perfect but it brings
the 911 up to date
Nonetheless, as good as it is, the
OPPOSITE TOP driving experience isn’t a quantum
Looks familiar as
always, but body is leap over a 991.2, which remains a
longer and wider and sensational sports car. Inside is where
constructed vastly Porsche has given the 911 a huge lift,
different to 991 bringing its connectivity and active
safety systems up to date while
OPPOSITE
All- or rear-wheel digitising the instruments either side
drive, the new 992 of the trademark central analogue
delivers a benchmark tacho and installing a massive 10.9-inch
sports car experience. smartphone-like touchscreen.
It’s exceedingly
difficult to fault As is typical, Porsche has improved
its icon in every area. The 992 is more
comfortable and refined, yet even
quicker and just as involving – it’s
difficult to comprehend that this is
the regular version, with Turbos and
GT models still to come. On one hand
Porsche has played it safe, waiting to
see how the regulatory environment
plays out in years to come; to tide us
over, it’s created a simply incredible
driving machine.

38 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 04
AS IS TYPICAL, PORSCHE HAS
IMPROVED ITS ICON IN EVERY
AREA – IT’S SIMPLY INCREDIBLE

d m o t o r o f f i c i a l f m o t o r_ m a g 39
M FRONT END. JUST LAUNCHED
JAGUAR I-PACE
The Brits take charge of the electric arms race
ENGINE Twin synchronous permanent magnet
POWER 294kW (combined)
Rating TORQUE 696Nm (combined)
4.0 0-100KM/H 4.8sec (claimed)
WEIGHT 2133kg • PRICE $145,757 (as tested)
ADDICTIONS ARE all consuming
– a sensation that fills you with an
insatiable need to live through an
experience with endless repetition. The
satanic acceleration of a performance-
orientated electric vehicle (EV), like
Jaguar’s I-Pace, gives you that. You
know it’s going to hurt your range, but
the hunger to be thrown back into the
seat needs to be satiated. And with 100
per cent of the 696Nm arriving from
standstill, the urge is too great.
The theory behind something like the
I-Pace (and Tesla) is becoming sound.
But the fact that the first true Elon Musk
fighter, a somewhat ‘normal’ SUV-thing,
has come from the usually conservative
Brits seems anything but commonplace.
However, normal is an adjective often
befitting the I-Pace. The middle-spec SE
is positively upmarket and justifies its
$130,200 price tag. Premium materials
abound and the sound deadening has
been amped up to cancel road noise
given there’s no traditional combustion
engine. There’s a Meridian stereo if your
40 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
LIKE: Addictive surge of power;
keen, car-like handling for a
heavy EV; ‘normalness’
DISLIKE: Range anxiety is real,
kids; lack of infrastructure; not
overtly engaging; exxy options
track isn’t The Sound of Silence.
The thing is, you don’t get addicted
to normal. And with a combined
output of 294kW and 696Nm from the
synchronous permanent magnet electric
motors (one for each axle creating all-
wheel drive), it’s bloody quick. And it’s
not just off the line, with the Jag tackling
80km/h-plus overtaking manoeuvres
with vigour – the rate of progress drops
the closer you get to its 200km/h top
speed. Activate Dynamic mode for
heightened responses and the I-Pace
emits a very ‘cool’ Jetsons-esque tone.
Storing the energy to propel the
I-Pace is the 90kWh lithium-ion
battery stowed in the chassis floor
to create a low centre of gravity and
a perfect 50:50 weight distribution.
Its construction is also 94 per cent
aluminium despite tipping the scales
at 2133kg. That weight is dealt with
amicably, too, with roll impressively
quelled, if not overt body movements.
Rolling on the smaller 20-inch wheels
and with the $2002 optional adaptive
BY TRENT GIUNCO
electronic air suspension, the SE’s ride
quality is cosseting at all speeds.
While there’s no price to pay at a
traditional service station, there is in
terms of liveability. Exercise your right
foot and the range plummets – range
anxiety is real. Take liberties with the
fact the I-Pace can reach 100km/h in
4.8sec and the claimed range of 480km
quickly becomes comical. Put the shoe
on the other foot and you’ll hardly need
the left pedal given the aggressive
regenerative braking. Finding a public,
specialised 100kW charging station is
vital as you’re treated to an 80 per cent
‘refill’ in ‘just’ 40 minutes.
As good as the Jaguar’s I-Pace is in
terms of normalising EVs, it’s hamstrung
in a performance context despite
➜
having reserves of it. You can never
get far enough away from the CBD to
BELOW exploit its inherent dynamic abilities –
JLR’s Touch Pro Duo you’re confined to city limits dragging
infotainment system
features as well as unsuspecting HSVs to get your kicks.
myriad luxe materials Ultimately it’s an addiction without
and Meridian sound enough convenience to fuel it.
05
 We know hot hatches!
Our hot hatch development program is a collaboration with the finest suppliers in the world, including COBB, APR and EcuTek,
along with our decades of tuning experience. The result? A finely-honed, personalised performance package to suit your
budget, your platform and your needs. Talk to Tunehouse today about enhancement packages for popular hatch platforms
from all manufacturers including Volkswagen, Audi, Toyota, Ford, Mazda, Subaru and more!

11 Chalder Street  @tunehouse_sydney

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(02) 9557 4000 www.tunehouse.com.au
 3
M FAST BLAST

Fast Blasts
ALL YOU NEED TO KNOW IN SNACK-SIZE BITES
LU N C H
H O UR

Specials

LEXUS IS350
O1
Old school sports sedan a grower
IF YOU’RE FAMILIAR WITH the traditional premium sedan
set, stepping behind the wheel of the Lexus IS350 F Sport will be a bit of
shock. Press the accelerator and nothing seems to happen, the steering is
disconcertingly vague around the straight ahead and why is the infotainment
seemingly impossible to navigate? Sadly, the latter never improves, the
process of using your left-hand to operate a clunky mouse always feeling
unintuitive. Thankfully, with familiarisation the driving experience grows on
you. The naturally aspirated 3.5-litre V6 might lack the bulging torque of its
turbocharged rivals, but the need to expend a little effort to access some
power enhances the involvement and the reward is a rorty V6 note. Ride
quality is excellent, once off-centre the steering responds well and controls
a nicely balanced rear-drive chassis. It illustrates the depth of this category.
Against the likes of the impressive Jaguar XE 300 Sport, cohesive Audi A4 45
TFSI and polished Mercedes-Benz C300, not to mention the brand-spanking
BMW 330i, the Lexus struggles to trouble the top of the class, but it remains
an enjoyable car. And when was the last time you heard about a Lexus
reliability issue? Exactly. Just fix that damn infotainment! – Scott Newman
SPECS: 3.5 V6; 233kW @ 6400rpm; 378Nm @ 4800rpm; RWD; 1685kg; $72,880

BMW X2 M35i
O2

The go-fast version of BMW’s ‘SAC’

THIS LITTLE SUV or ‘Sports Activity Coupe’, houses the most powerful
four-cylinder engine ever found in a production BMW. It’s the newest part of o
BMW’s fast SUV onslaught for now – and it’s based on a Mini. It’s also priced t
north of where the outgoing BMW M140i sat. A new BMW hot hatch? Not quuite.
Peak torque arrives at 1750rpm, so despite a very occasionally rebellious ‘box
it’s rather quick off the mark. A 0-100km/h sprint takes 4.9sec, but the feeli
of speed could be a placebo induced by the rorty exhaust, producing almo
AMG-like crackles and pops. Through bends and twisty roads, especially if
they’re rough (read: Australian), the M35i’s ‘big hot hatch’ vibe starts to fall
apart. Its size starts to make itself known the more you lean on the brakess
to avoid overcooking a corner. The xDrive AWD system makes firing out of
turns easy, but it’s not an incredibly playful chassis, and tends toward
understeer. Then, feeling planted shouldn’t really be a complaint in an
SUV. Especially if it’s wet. Two damper modes provide a ‘sporting’ and slighhtly
less sporting ride. Don’t rule out long trips, but you’d want to be lenient. A
performance car, it doesn’t live up to the M140i. However, it is fast, practical,
and dare we say fun. And that’s usually enough for most. – Chris Thompson
SPECS: 2.0 I4T; 225kW @ 5000rpm; 450Nm @ 1750rpm; AWD; 1610kg; $68,9000

KIA STINGER GT
O3

Rear-drive halo gains grippy Michelins

AT PCOTY 2018 we learnt a lot about the Stinger. With wounds fresh from
the closure of Aussie manufacturing, the twin-turbo V6 South Korean aimed to be
the perfect Band-Aid. And champion the Stinger we did. However, one bee in our
bonnet, apart from the lack of a true manual mode for the eight-speed auto and an
absence of steering tactility, was a somewhat unhinged rear-end. The Continental
ContiSportContact 5 tyres were good, but they did have a habit of shedding chunks
of rubber under the stress of sending 272kW/510Nm to the rear axle alone. To help
remedy this, Kia has fitted the Stinger GT with Michelin Pilot Sport 4 tyres. Straight
away the 255/35 rear boots (225/40 front) add a bit more grip to the rear. The
1780kg Kia revels in its new rubber, feeling more planted and allowing access to the
grunt earlier with greater assurance it isn’t going to snap or breakaway under heavy
provocation. Yet, on really bumpy roads, the GT still fails to utilise all its grunt. It
scampers atop imperfections with the traction control light buzzing harder than a
raver at Stereosonic. Find a smooth road and you can use the GT’s power, extra grip
and muscular torque. In isolation the big GT is almost as loveable as our now defunct
Aussies. Throwing Michelin rubber at the Stinger has only made it a more appealing
proposition and we continue to hope it gains a second act. – Trent Giunco
SPECS: 3.3 V6TT; 272kW @ 6000rpm; 510Nm @ 1300rpm; RWD; 1780kg; $59,990

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M FIRST FANG. LEXUS RC F TRACK EDITION

PHYSICS
BY DYL AN C AM PB ELL

FIGHTER
LEXUS HAS SLASHED 65KG FROM THE RC F AND
PREPARED IT FOR TRACK DUTY. BUT CAN THIS BIG,
ATMO V8 REALLY PLAY WITH GT3s?

46 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
d m o t o r o f f i c i a l f m o t o r_ m a g 47

ABOVE
Fixed carbon rear wing
honestly could go in
an art museum (check
out the ‘F’ woven into
the endplate); provides
only token downforce
RIGHT
Track Edition not
a limited edition but
just 100 to be made
globally – initially.
Just 10 coming
to Oz for now
NALLY WHEN you think of a track car, you imagine
g low and squat to the ground, covered in carbon
g on sticky track tyres, with a clear and uninterrupted
ote and rocks audibly tickling the underbody in
und deadening being removed. Fixed-back bucket
antara in excess, perhaps a half-cage and adjustable
n. And, if you’re really lucky, maybe some choice
e springy Lexan windows, a giant fixed rear wing and
jutting front lip.
Lexus has been reading How To Make A Track Car For
. As part of a facelift for its RC Coupe, it has created
RC F Track Edition, channelling a bit of GT3 car here,
er there, to create the quickest Lexus since the fabled
a somewhat brave creation, as the RC F has until now
been a car you itch to take on a racetrack, unless you
the sound of saddling up a rhino and trying to ride it
n equestrian course.
we get to the Track Edition treatment, a refresher on the
Make no bones about it, this is an old car underneath
this facelift, Lexus has popped it in the microwave
er 90 seconds. Parts of the RC platform – which is a
S front and a current IS rear bolted together with the
on of the old IS – date back to 2005. Same is true of
her components including the eight-speed automatic
ion, but one bit we’d be happy to have around for
48 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
➜
BELOW
Forged BBS 19s look
tops and hide serious
380mm carbon discs
(F/R) with mono-block
Brembo calipers, six-
pot front, four-pot rear
another 12 years would be that engine. Yes, the 2UR-GSE 5.0-
litre, all-alloy naturally aspirated V8 might date back to the IS F’s
debut in 2007, but what’s the saying, if it ain’t broke?
Indeed, if natural aspiration wasn’t becoming a ‘unique selling
point’, we’d all rubbish the 2UR-GSE for being a breathless old
nail. The compression ratio has crept up over the years, to now
12.3:1, but power of 351kW and 530Nm is unchanged in this
facelift, and nothing particularly special in the specific power
stakes as Ford will sell you a naturally aspirated 5.0-litre V8
Mustang with almost the same power/displacement as the RC F,
and for a lot less money.
Instead of tipping development dollars into the deep, black
hole that is getting more power from an atmo engine, Lexus
instead did what it needed to do to make the 5.0-litre meet Euro 6
emissions regulations (it does, impressively) and focused instead
on weight. Of which there was plenty to work with.
This is where the Track Edition comes back in. Turning to
its experience with carbon fibre, gained from the LFA, Lexus
has lavished the beautiful glossy black weave all over the Track
Edition – the bonnet, roof and a new, gorgeous, almost artful
fixed rear wing are all CFRP. The wheels are spindly, forged BBS
items hiding huge carbon-ceramic brakes (together reducing
unsprung mass by 25kg), while the exhaust is now made from no
less than titanium (saving 6kg), the tips with the trademark blue-
purple discolouration. Lexus has also ditched the computer-
controlled electronically locking ‘TVD’ rear differential for a
simple Torsen mechanical LSD, saving approximately 35kg alone.
With other small gains like a lighter, manually adjustable steering
column and a newly hollow driveshaft, the RC F Track Edition’s
weight has dropped 65kg to 1715kg – less than, the Japanese
engineers will smirk, rivals like the Mercedes-AMG C63 S Coupe
or Audi RS5 Coupe. The Track Edition treatment improves the
RC F’s power-to-weight from 197kW/tonne to 204kW/tonne,
equivalent to another 12kW from the engine, forgetting all the
other gains made in ride, handling, braking, economy and
consumables likes brakes and tyres. More so, though, the gains
are harder to measure in moving the RC F’s weight distribution
in the right direction – backwards and downwards – with a focus
on crucial unsprung weight.
The torque converter auto now has launch control, too, the
 LEXUS LARGELY LEFT THE V8 ALONE
AND FOCUSED ON WEIGHT. THERE WAS
PLENTY TO WORK WITH

d m o t o r o f f i c i a l f m o t o r_ m a g 49
 IF THE RC F TRACK EDITION WAS
A PERSON, THEY’D BE EASY TO LIKE

50 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
0-100km/h time a claimed 4.3sec, two tenths quicker than the
old RC F. The Track Edition also uses a passive damper set-up in
place of the adaptive units of the more plush ‘base’ RC F.
Together with the new headlights – featuring DRLs that look
like a swish of a samurai’s sword – the weight-saving measures
are highly visible from the outside, creating a busily styled,
but undoubtedly aggressive Japanese sports coupe with clear
LEFT
motorsport DNA – and one with some serious on-road presence. Lexus proves digital
Today, though, we’re only driving it on a track, which does tachometers can be
seem fitting for a Track Edition. Willow Springs, about an hour as cool and as easy to
and a half from Los Angeles, USA (Lexus is ostensibly more read as analogue ones;
a bit of obvious LFA
an American than Japanese company) is one of the oldest DNA, too
racetracks in the States. Its configuration has not changed since
it opened in 1953, four kilometres long and nine turns, a former
test track of CART during its halcyon days of the 1980s and ’90s.
This is a fast track; it’s a bit like combining the speed and long
corners of Phillip Island with the tired, bumpy surface of Calder
Park. And then made to look like a giant version of Wakefield
Park dropped on the side of a bigger hill, in a dry and desert-like
environment. Like Alice Springs.
Sitting in the RC F Track Edition is a bit like going back in time,
the loud red and black treatment reminding us of the days Ford
and Holden used to do the same with its own hotted-up Falcons
and Commodores, many moons ago. There’s a curious blend
of Toyota-derived bland switchgear and fonts combined with
youthful, PlayStation-esque TFT graphics like the tachometer
and instruments. And it’s just as well we’re on a track today
and don’t have to interact, at all, with the notoriously fiddly
infotainment system.
Blasting out of pit-lane, we are liking the RC F Track Edition
almost immediately. Passion and effort is obvious everywhere,
from the interior and exterior styling to the enthusiasm and
noise of that atmo V8. If the RC F Track Edition was a person, it’d
be very easy to like the cut of their jib. makes Cup Car-rivalling downforce, you are not emboldened to
The enthusiasm extends on track. The RC F feels energetic and ‘hold it flat’ through faster corners where your brain is telling you ➜
agile from the off – a poofteenth more than what we remember not to. In the Track Edition it is still wise to listen to that voice.
of the old RC F – accelerating with a deep, loud, V8 intake note Belting around in the Track Edition, a few other things become OPPOSITE
bubbling up as if from within the dash itself. In this age of apparent. First, longevity – on a warm day the RC F never No major changes
turbochargers we forget that intake noise used to be a thing. The gets upset, letting you go lap after lap at full noise, no issues in RC F cabin for the
facelift. Very nice and
RC F sounds great, a highly strung, high-revving bellow making whatsoever. The carbon ceramics hold up well, and no doubt well built, even if some
it in no way surprising the fact the engine was co-developed by the whole shebang is helped by a newly fitted transmission oil of it still feels 10 years
a motorcycle company, Yamaha. This is indeed an engine that cooler. If a so-called Track Edition must be able to spend a whole old. Likely because it is
wants, and needs, to rev. day, no sweat, at a track day, this one ticks that box. BELOW
First big brake application and the carbon ceramics bite hard Another thought is the attitude you must bring to this car. These would make a
with confidence, although there is straight away the impression It has a plush, full leather interior – and it is not a Porsche 911 list of the best car
seats ever – artful,
you need to be sensible about where you’re starting to brake GT3. Nor is it, frankly, a car the experienced track day addict comfortable, original
from. The RC F Track Edition, with its free-revving engine – as if buys to chip away at their PB, as the RC F’s omnipresent weight and yet supportive.
taken from a lighter car – can lull you into a false sense of security leads it to wilt if you are looking to spend most of your time at Best interior feature
about how much it weighs.
It’s the grip of the new, specifically developed Michelin Pilot
Sport 4S tyres that creates this sense of complacency. Lateral grip
levels are through the roof, concealing just how much weight
is moving about and making the RC F feel, mid-corner, about
100kg lighter than it is. Hence the need to remind yourself, as you
barrel down the straight, that banzai braking is not as possible as
the lateral grip of the last corner has led you to believe.
Front end? Does the job. The steering is quick of rack, sharp
and eager, but typically numb and a bit forgettable to use. The
transmission has come a remarkably long way, quick up the
gears and not too bad back down them, but this is no twin-clutch
’box. Fortunately, it is super smooth at regular speeds.
Aero is not a thing on this car as well. The rear wing does create
some downforce, Lexus says, although you’d be hard pressed to
notice anything other than some extra stability at top speed on
a German autobahn. Unlike something like a GT3 RS, which

d m o t o r o f f i c i a l f m o t o r_ m a g 51
 the very ragged edge. No, it pays to keep in mind the philosophy
of this car’s creator, which we are told about between sessions.
Yuuichi Tsurumoto, chief engineer, likes throttle-steer, is big on
playfulness, a classic-feeling mechanical limited slip diff, old-
school passive dampers and in creating a car for someone who is
new to track work. And the RC F Track Edition fits that bill easily.
This is one of those cars that works hard to please you, and you
end up liking it, even though you know it’s not objectively the
best gadget around. It’s fast, but it doesn’t turn the knuckles white
under acceleration like a BMW M4 or AMG C63, nor does it fry
its rear tyres as easily as these cars. In fact, on anything but a flat,
or downhill corner, you will need to work fairly hard to overcome
the grip of those Michelins to get the RC F Track Edition sliding,
where a C63 will do it not even with full throttle. Undoubtedly,
though, it’s a fun car, indeed playful, and it says much that we did
not turn down a single opportunity to get another go in the RC F
Track Edition around Willow Springs.
Another remark worth making is a sacrifice you may have to
The Specs ABOVE
2UR-GSE 5.0-litre
V8 getting on a bit
make in order to access the enhanced circuit ability of the Track
Edition – ride quality. It seems Japanese engineers can still be
Atmo V8 samurai but frankly we aren’t a bit old school in approach, when it comes to increasing the
complaining. Long live
LEXUS RC F TRACK EDITION the Japanese atmo V8!
sportiness of their sports cars, in that they aren’t shy to simply
BODY 2-door, 2-plus-2 seat coupe crank up the spring rates. Until we drive it on the road we can’t
DRIVE rear-wheel
BELOW say for sure, but this seems true of the Track Edition, to the
ENGINE 4969cc V8, DOHC, 32v
Staggered quad pipes point that we almost – guiltily – enjoyed more a base RC F that
BORE/STROKE 94 x 89.5mm
hark back to IS F and
COMPRESSION 12.3:1 Lexus also let us drive on track. Its adaptive dampers worked the
not to everyone’s
POWER 351kW @ 7100rpm
taste, unlike the bumpy Willow Springs surface more confidently, even though
TORQUE 530Nm @ 4800-5600rpm
gorgeous titanium its portliness was more obvious and the stock brakes were
POWER/WEIGHT 204kW/tonne
discolouration
TRANSMISSION 8-speed automatic completely not up to the task. Undoubtedly, the RC F Track
WEIGHT 1715kg Edition would prefer a smoother track like Phillip Island.
SUSPENSION double wishbone, dampers, coil-springs anti-roll bar
Is the RC F just a sumo trying to be a ninja? No. It has proper
➜

(f); multi-link, dampers, coil springs, anti-roll bar (r)

L/W/H 4710/2050/1390mm track credentials, but it bespeaks the car’s actual intended
WHEELBASE 2730mm
STEERING electrically assisted rack-and-pinion
purpose that the suspension is not a bit adjustable – a la other
BRAKES 380mm carbon ceramic discs, 6-piston calipers (f); track-marketed cars – and Lexus does not offer something like a
380mm carbon ceramic discs, 4-piston calipers (r)
WHEELS
Michelin Pilot Sport Cup 2 as an option. Your mates in M4s and
19.0 x 9.0-inch (f); 19.0 x 10.0-inch (r)
TYRE SIZES 255/35 ZR19 (f); 275/35 ZR19 (r) C63s might give you a hard time about buying an RC F Track
TYRE Michelin Pilot Sport 4S Edition, but with less than 10 coming to Australia, the usual
PRICE AS TESTED $165,690 twin-turbo German coupes may as well be invisible parked
PROS Fun; noise; response; durability; cool design details
CONS Still feels heavy and a bit old; turbo rivals are quicker next to the angriest Lexus since the LFA. And for some, that’s
STAR RATING 11113 all that matters.

ABOVE
Incredible attention to
detail obvious when
checking out the new
headlights and tail-
lights as part of the
general facelift

52 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r

A LAP OF WILLOW SPRINGS
4.0km, nine turns, RC F Track
good for 1:37.18 with a pro at
the wheel
THE START:
TURN 1
Braking from 225km/h
in the RC F but not too
much, leaning into the
sticky Michelins and
carrying a lot of speed
O4
into an early apex.
Cracking the throttle
aggressively and early
as it opens up on exit,
letting the car run O3
right out
Apex speed: 119km/h
TURN 2
Fast entry, this one
goes on, and on, and
on. Bumpy, requiring
patience and a steady
throttle, you could
make a cup of tea
in here it’s so long.
Slightly blind exit,
after a few laps you’ll
figure out where you
can pin the throttle
Apex speed: 134km/h
O7
O8
O5 O6 “BIG W IL L O W ”
CIRCUI T
➜
O1
O9
TURN 3 TURN 5 drops away but opens carry a lot of speed
Careful not to brake Careful of RC F’s fat on exit, you’ll be okay and make up time
too late lest the bum under braking, Apex speed: 142km/h Apex speed: 184km/h
heavy RC F’s front end keep the car a bit
ploughs wide. Goes straight on the picks,
up-hill on exit; use this keep ‘in’ and sacrifice TURN 7 TURN 9
to your advantage exit for Turn 6 Distraction as you try Corner that a lot of
Apex speed: 85km/h Apex speed: 93km/h to remember Turn 8 people crash on.
Apex speed: 206km/h Invites you to carry
in a lot of speed but
TURN 4 TURN 6 then tightens. But
Brain says flow the car Right from the outside TURN 8 critical to get it right
to the outside of track aim as straight across Grow some balls. to maximise speed
O2 but actually hug the
inside for the run back
the corner as possible.
Take a deep breath
Bumps upset RC F
Track Edition and rock
for the 800m front
straight; feel like a
down the hill and hold it flat over your confidence but hero when you nail it
Apex speed: 81km/h a bumpy crest; track with bravery you can Apex speed: 135km/h
d m o t o r o f f i c i a l f m o t o r_ m a g 53
M THE NEW RELEASE. FERRARI F8 TRIBUTO

F8
BY BEN MILLER + PICS SAM CHICK

T R I B U T O

IN THE FACE OF STIFF COMPETITION, FERRARI

IS FIGHTING BACK. THE F8 IS EVERYTHING THAT
MADE THE PISTA SPECIAL – AND MUCH MORE

54 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
d m o t o r o f f i c i a l f m o t o r_ m a g 55
 OR FERRARI, THE enemy isn’t so much at the gates as crashing
through them with sheer weight of numbers. It’s quite clear
that fortress Maranello is under siege.
From McLaren, an endless stream of exceptional sports
cars, with two of the best – the outrageously talented 720S and
ferocious 600LT – aimed squarely at Maranello’s mid-engined
V8, until now the 488 GTB. From Lamborghini, an uprated
Huracan with something of the Ferrari’s wondrous balance –
and a naturally aspirated V10. And then there’s Aston Martin’s
new Vanquish, an unapologetically aggressive move before
you consider that it’s being engineered by a couple of brilliant
ex-Ferrari minds...
What’s more, Ferrari has quite a bit on. Mercedes will once
again require keeping honest in Formula One, and on the
road-car side, Ferrari’s new CEO, Louis Camilleri, is furiously
cranking the new product handle like a man possessed.
Chief technical officer Michael Leiters has everything from
a new supercar through to a V6 hybrid powertrain and the
Purosangue SUV on his enormous drawing board.
“Ferrari is having a very important year – we are doing so
many projects,” confirms Leiters with a wry smile. “We have
never done so many, and with so many innovations on those
projects. It’s very exciting. And for Ferrari it was important to
do a big step with this car.”
That car is the new F8 Tributo. It replaces the 488 GTB
as Ferrari’s frontline mid-engined sports car, and has been
created with the sole purpose of re-establishing Ferrari’s
dominance in a space it created. For many, the mid-engined

56 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
V8 is Ferrari; exotic, race-bred, intoxicating. It must remain the
definitive modern two-seat sports car.
To ensure that it does, Leiters and his team have turned to
their secret weapon, the 488 Pista, and drawn from it all the
technical innovations and extreme performance thinking that
make that car special. “THIS IS COST-INTENSIVE
“The F8 is a significant step forward,” says Leiters. “The heart
of the car is the new 530kW engine, the same as the 488 Pista’s. TECH, BUT WE WANTED
This is definitely the most important part of the Tributo.”
He’s not kidding. Let’s ponder for a moment the wonder of a THE BEST FOR THIS CAR”
series-production sports car with a racecar’s heart and conrods
in a metal so light and expensive it normally rules itself out the
second anyone pulls out a calculator. On a special edition, yes,
but on a series-production V8? Too expensive, surely?
“This is definitely cost-intensive technology, but for this
car we wanted the best engine of the last 20 years [an award But numbers don’t do justice to an engine so potent and

➜
bestowed upon the Pista’s twin-turbo V8 by the International charismatic. Pista owners had to fight their way into an elite
Engine of the Year jury],” says Leiters. “That’s why we decided queue and stump up $645,000 before options. In the new F8
to put the economic effort into this engine.” Tributo, it’ll be a good deal less expensive. MAIN
Carbon-fibre wheels
Together with the 38kW/10Nm increases, the Pista-derived To ensure you never forget the very special engine’s right will be offered as a
V8 brings with it an 18kg weight saving (the F8’s overall weight there at your back, a duct will channel its aural splendour into cost option on F8
is down 40kg versus the 488, to 1330kg dry); Inconel exhaust the cockpit. Leiters: “We have a new exhaust system which
LEFT
manifolds cut 9.7kg, the conrods 1.7kg and the lightened negates the impact of new emissions tests, and includes a new
Evocative twin
flywheel and crankshaft 2.7kg. particulate filter. We also have a membrane just after the turbo round lights play
Peak torque is 770Nm at 3250rpm, as befits such a race-bred compressors and a duct to bring the sound directly to the on Maranello’s mid-
engine. The new F8 is 0.1sec quicker from zero to 100km/h cabin – it is even more emotional and involving than it is on engined V8 back
catalogue. Revealed
than the 488 GTB at 2.9sec (2.85sec for the Pista) and 0.5sec the 488 GTB.” It is for its music that most of us prize Ferrari’s in Geneva, the design
quicker 0-200km/h at 7.8sec (7.6sec for the Pista). V8, and worry for its surely inevitable demise. has been polarising

d m o t o r o f f i c i a l f m o t o r_ m a g 57
.3 9
LITRE MONSTER

THE 3902CC, twin-turbo V8

powering the F8 Tributo finds
its roots with the Pista, not
the 488 GTB. The air intakes,
derived from the Challenge
racecar, have been moved to
either side of the blown rear
spoiler, directly connecting to
the intake plenums. There’s
a new cam profile, as well as
specific valves and springs.
The pistons and cylinder
heads have been strengthened
while the DLC-coated piston
pins are derived from F1.
The powertrain is down 18kg
thanks to Inconel exhaust
manifolds, titanium con rods
and a lighter crankshaft/
flywheel. Redline is 8000rpm.
 It’s thought McLaren’s V8 will give way to a hybrid-assisted rim] for a compact feeling and a high degree of control,” says
➜
V6 in the near future, the same solution Aston’s developing Leiters. “We also have a new control system on the car, to help
for its sub-Valkyrie mid-engined supercars. But don’t worry – make it easier to drive on the limit. There are many minor
Ferrari’s V8 is not going anywhere just yet. Trust in Leiters. improvements that add up to improve the handling.”
TOP LEFT
Innovative materials “This is not the end of our V8 line,” he says. “The turbo V8 That control system is version 6.1 of Ferrari’s Side Slip
have shaved weight will remain an important pillar of our engine range. We are Control (SSC), which also bundles in the Dynamic Enhancer
from the cockpit working on a V6, but it won’t replace the V8. Downsizing will be miracle-worker previously reserved for the Pista. Essentially
important, and the V6 – combined with hybrid technology at a highly intelligent, almost predictive accessory to Side Slip
BELOW LEFT
Louvred lexan rear different levels, not always full hybrid – will be important, too. Control, Dynamic Enhancer (available in the Race and CT Off
screen a cute nod to But this will not replace the V8. Technically the V8 is difficult to positions on the manettino) builds on SSC’s manipulation
the F40 (which is also keep alive, but we are working on this, and in the mid-term we of the car’s limited-slip differential to bring in a little driver-
a twin-turbo V8). The
F8 Tributo makes an can maintain... atmo V12, V8 turbo and V6 turbo.” flattering brake tweaking.
impressive 136kW/ The rest of the F8 is broadly familiar from the 488 GTB and The system uses SSC’s algorithms to detect an imminent
litre from its 3.9 Pista, featuring an aluminium-intensive monocoque with slide. If it decides the slide wasn’t deliberately provoked then
MAIN double-wishbone front and multi-link rear suspension. But it works the brakes to counteract a sudden loss of traction and
Ferrari’s chief Ferrari’s engineers have worked through each of its key systems negate the need for hurried armfuls of opposite lock. But if it
technology officer making small, yet significant changes, from suspension set-up thinks you know what you’re doing it’ll merely lend a helping
Michael Leiters with through to the steering wheel itself to the stability control. hand, imperceptibly scrubbing the front and rear brakes to let
the new F8 Tributo. It
falls just 1.0sec short “The suspension set-up is more sophisticated and we have you indulge in spectacular yet safe oversteer.
of the Pista at Fiorano a new steering wheel [smaller in diameter and thinner of “It helps a lot when you go to the limit – and especially when
you go over the limit. The system places a high demand on the
brakes and on the differential so we wanted to have it only in
certain circumstances. We need it only for the driver when they
are driving to the limit in a very sporty way – so it’s available in
Race and CT Off modes.”
“A V6 WON’T REPLACE The very best bits of the Pista have been wrapped in a body
that blends a little of that car’s track-bred menace with some
THE V8. THE TRIBUTO IS heart-melting retro flourishes. Same wind-cheating thinking
(for a 10 per cent increase in aero efficiency), same impossibly
NOT THE END OF THE V8” waisted silhouette, new rear lights – gone are the GTB’s single
round lamps, replaced by two pairs that evoke older Ferrari
V8s like the 308. Cutting-edge technical solutions melded with
a little of the romance of the past – what better way to see off
those impudent rivals?

d m o t o r o f f i c i a l f m o t o r_ m a g 59
M THE TUSSLE. C63 S V M3 PURE V GIULIA Q V B3 S V RS5 SPORTBACK

60 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 B Y LO U I S C O R D O N Y + P I C S A L A S TA I R B R O O K / E L L E N D E WA R

MASTER
CLASS
A GANG OF RIVALS WANTS TO TEACH
THE NEW AMG C63 S A THING OR TWO,
BUT DOES IT NEED THE LESSONS?

d m o t o r o f f i c i a l f m o t o r_ m a g 61
AKE A DEEP BREATH. Concentrate. You control 510 of on equal footing with the C63 S in 2017. It’s back for round two
Affalterbach’s finest horses with your right foot. The new with a gang of refreshed rivals.
ONE Steering
2019 Mercedes-AMG C63 S you’re in should handle them. Its Alfa Romeo has tweaked some things. It’s now a five seater, wheel and paddles
electronic brain has been spliced with a new ESP matrix and for starters. But we assume owners might have enjoyed a are highlights, but
adjustable traction control that lets you switch between tyre 375kW/600Nm 2.9-litre engine, adaptive shocks and an the interior is let
frying lunatic and corner-carving surgeon. electronic locking rear differential too much to ever notice it down by cheap-
looking features like
Twin turbos plumb into a 4.0-litre V8 to produce a colossal was missing an extra seatbelt on the rear bench. the shift lever
700Nm, all aimed at its rear tyres. But then there’s the other Oh, and Alfa Romeo has dropped the ‘Verde’ from the Giulia’s
side of the story. Although the old seven-speed transmission QV suffix to create the Giulia Q. The rear seats are now also TWO You won’t
see the Alpina on
was known for being brusque, a new nine-speed wet clutch heated and drivers sit behind the fancy, and previously optional, the Giulia’s tail for
automatic promises to smooth things out. Alcantara rimmed racing wheel with carbon-fibre inserts. This any other reason
During development Mercedes-AMG also locked some inflates its price by $2000 to $145,900. A reasonable ask for the than photography.
suspension engineers away until they devised a new, best- fastest four-door around the Nurburgring Nordschleife and Trust us
of-both-worlds setup. One that promises comfort, precision much cheaper than the AMG’s $160,900. But if you’re after a THREE Lovely
and traction in equal measure. It also demanded a refreshed cheap performance car then pop into a BMW sales yard. 2891cc V6 shares
interior, the best in class, so a new steering wheel and digital The M3 Pure was devised to send off the sixth-generation same cylinder
displacement with
cluster now appear in front of you. car. It takes a standard Competition variant, ditches the Califoria T’s 3855cc
These changes amount to a comprehensive revamp of the 20-inch wheels, seat heating, leather seat inserts, fancy audio twin-turbo V8
C63 S at its mid-life point. And although they hope to unlock
class-dominating potential, as we burble down the highway
something lurking in our rear-view suggests that won’t be easy.
It’s a swollen-looking sedan. As it closes in, its vented bonnet
and aggressively cooled bumper come into view.
It’s a Cadillac ATS-V. Gulp. General Motors’ anti-C63 weapon. THE GIULIA Q’S $145,900 IS
The ‘LEFT HAND DRIVE’ sticker on its rear window signals it’s
an engineering mule, here for GM development work at the
A REASONABLE ASK FOR
hands of Holden, and since we’re around Melbourne’s South
Eastern suburbs it’s probably destined for Lang Lang.
THE FASTEST-FOUR DOOR
But it serves as a reminder this AMG faces serious AROUND THE ’RING
competition before claiming the throne. After all, with a twin-
turbo V6, four doors and rear-drive, it’s as if the ATS-V was built
in the image of the Alfa Romeo Giulia Q – the Italian we placed
BELOW
Giulia’s fancy active

➜
aero and diffuser
ain’t much use here
in Oz. But looks cool

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01
02
 core measurements from the RS4 Avant. Oh, and it’s technically
a five-door since its boot hinges off the roof.
It still wields fearsome credentials, like its hot-vee twin-
turbo V6 that wrings 331kW/600Nm from 2.9 litres. That’s put
THE RS5 WIELDS through an eight-speed auto and active rear-LSD that can
FEARSOME CREDENTIALS, focus 85 per cent of power on a single rear wheel. The claim is
it can hit 100km/h from rest in 3.9 seconds, so we’re going to
THE CLAIM IS IT CAN HIT test that at a drag strip. First, though, in the Mercedes-AMG.
Pinch the round dial on the AMG’s right steering spoke,
100KM/H IN 3.9 SECONDS twist it until a flag appears on its mini-LCD and you’re now
in Race. The hydraulic engine mounts tense like a weight
lifter’s calves. The stability control loosens its hold on yaw
rates and revised software primes the powertrain with its most
aggressive settings. Deep breath.
ABOVE and adaptive headlights to drive its price down to $129,900. Jam your left foot on the brake, the right one on the throttle.
Hydraulically linked That’s staggering when you consider the performance and it The nose lifts as the revs build and the exhaust booms through
dampers in the RS5
lack travel and are once cost $156,300. the cabin. The digital tacho cluster burns red, ready for your
extremely stiff on Fitted with Competition-spec software, a 331kW/550Nm cue. Release the brake.
rebound in Dynamic twin-turbo six, lowered suspension and 19-inch wheels on The back axle shudders as 700Nm try and rip apart a pair
fatter tyre sidewalls, it’s quoted to dispatch 100km/h from rest of Michelins. Traction control cuts in. The onboard stability
ONE Standard
20-inchers are in 4.0 seconds, equalling the AMG and only one tenth off the software deems first gear useless and upshifts early. Revs
just one of many Alfa Romeo. But we’ll get to that later, because BMW isn’t the drop... then unfurl on to the 375kW power peak. More axle
things we get as only one slashing prices on a 3 Series. shudder. More traction control.
standard over and
above international Alpina, the Buchloe-based company that’s hot rodded Third gear arrives at just under 100km/h. The engine bellows
markets BMWs with Munich’s blessing since the ’60s, has dropped its through third, then fourth, before snicking into fifth just at the
B3 S’s price from $157,651 to $117K drive away. But rather than finish line. As poor as traction is, though, this is its best run.
TWO Speccy cabin
create its own version of an M3, the B3 S approaches the fast, Despite everything you do to improve it.
features Nappa
leather seats and premium, rear-drive sedan in a different way. We try traction control off, on or half-engaged. Ditto the ESP,
optional carbon Yes, its 3.0-litre straight six, based on an N55 that spins and rolling it away from the line. If we knew how to launch the
inlays ($1000) two sequentially arranged turbochargers, squeezes 324kW powertrain in second gear, we would. Back in 2017 at Winton
and 660Nm through its rear wheels. But it sheathes it all with Raceway we achieved 4.27sec and 12.20sec at 195.68km/h with
a silken suit. Instead of the M3’s seven-speed dual-clutch the previous C63 S, but we can’t improve on 4.4sec 0-100km/h
➜
transmission, it has a smoother eight-speed automatic, a and 12.3sec at (194.60km/h) 0-400m times.
cloud-like ride and lacquered inserts throughout the cabin. It’s easy to explain why it’s slower to 100km/h. Max speed in
Yet, there’s another outcast in our midst. Audi’s new RS5 second gear has dropped from 112km/h to 96km/h, forcing an
Sportback drives four wheels, instead of two, and derives its upshift before it reaches triple figures. But the reasons behind

d m o t o r o f f i c i a l f m o t o r_ m a g 65
its lower trap speed are, ultimately, less obvious.
The thing is, while it produces the same power at the
flywheel, the nine-speed’s shorter gear ratios increase the force
put through the rear wheels. Yet, its rear tyres are still the same
width. The result leaves the C63 starving for grip and the Alfa THE M3 GRIPS AND GOES,
Romeo is about to prove that’s nothing to do with today’s drag
strip surface.
STORMING TO ITS LIMITER,
Spin the Giulia’s drive mode selector past Dynamic to Race,
disabling ESP in the process, and stomp the gas. It bucks
AND THE HORIZON, WITH
sideways down the launch pad as it breaks traction, the Pirelli INTIMIDATING EASE
P Zero Corsas clearly no match for the Ferrari-derived engine
even with the widest rear tyres of this lot. You try a cleaner
launch and hold your left foot soft on the brake, the right softly
on the throttle. Build revs to 1800rpm, then lift.
Blending one pedal input into the other from the line is limiter in each gear and at the horizon with intimidating ease. ONE The M3 Pure
key. The short-stroke V6 is extremely energetic and threatens It reaches 100km/h from rest in 4.15 seconds, only a tenth off and Giulia use carbon-
fibre roofs to lower
to break traction high in the revs, so plucking the huge shift its claimed time. It covers the strip’s total distance in 12.14sec their centre of gravity
paddle to snatch second keeps the rear axle gripped up. Watch at 191.39km/h. and have a more
the revs soar past its indicated redline to 7200rpm. It’s quick. It Launch control in the Alpina B3 S is similar to the M3. planted feel
snags 100km/h in 4.21 seconds and covers the strip in 12.11sec Whack its gear lever across into Sport mode, disable stability
TWO
in fifth gear carrying 193.6km/h. control and stall the eight-speed ZF automatic at 2000rpm. Water intercooled S55
Next is the BMW M3 Pure. Gulp. Its heavily boosted six But that’s where the similarities end. Lift the brake and nothing is seriously eager and
cylinder engine is known to fry tyres. Will it matter the Pure’s happens for a second. Then the turbos wake up. All of a sudden works well with the
seven-speed dual-
rear boots are 10mm skinnier? Let’s see. Set the shift program you’re on opposite lock, wrestling the 660Nm that’s arrived. clutch
to Sport, the transmission map to its highest setting, engine Launching on a grippier section helps tame this sudden rush
response to Sport Plus and, with a quivering finger, press and of boost. It squats and rocks about as you roar away, shifting at THREE
The interior has
hold the DSC button until it’s switched off. 6300rpm as the stability systems delicately balances between everything you need,
Revs rise on the brake with a hard-edged buzz. Then, release, grip and slip. Persistence pays off, though. however, it lacks the
and nothing. No evil wheelspin, axle tramp or power cut. It Times tumble as heat builds in the B3 S’s tyres and tech and functionality
just digs in. You can feel the fatter, softer Continental sidewalls turbochargers. Without changing anything, its 400m time falls of the AMG’s new cabin
pressing into the ground, helping it explode from the line like from 12.7sec on the first run to 12.6 in the second, then 12.5
Ian Thorpe launched off the blocks. More revs? Sure. for the third, then eventually to 12.44sec. Each 0-100km/h time ➜
At 3500rpm it still grips and goes. Storming to the 7500rpm drops as well, ending with 4.37sec, or a tenth off the claimed

66 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
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 time. But it’s the Audi that’s about to prove quoted figures can
OTHER be beaten. Smashed, in fact.
POINTS Rolling to the start line with almost more than double the
driven footprint than anything else here is a decent advantage.
OF VIEW But it doesn’t prepare you for the RS5’s savageness. When you
set its systems to attack, then drop the stalled revs at 3150rpm,
it lunges forward so fast you have to brace your head against
DAMIEN PELLETIER, the seat to avoid whiplash.
MOTOR ART DIRECTOR From rest, triple figures arrive in 3.7sec and 400m passes
My pick: C63 S. All of these in 11.9sec. However, with the lowest power-to-weight ratio, it
muscle-bound Europeans can also is the slowest across the finish line at 185.46km/h. And
annihilate a given set of corners while its ferocious grip and speed define it in a straight line, it’s
with poise and comfort, but if memorable on snaking roads for other reasons.
I were faced with the unlikely Through long, constant radius corners its nose responds
predicament of which to
slowly and is horribly indirect. We’ve criticised Dynamic
choose, three stand out. The M3’s flared haunches
Steering in the past, perhaps explaining why it’s optional, but
exude menace and it carves apexes with laser
it can lock the steering ratio in Dynamic mode (at 13.5:1 versus
accuracy. The Giulia steers and rides beautifully
15.9:1). This added accuracy would improve the connection
and those Italian curves are oh-so enticing. But I’d
pinch the keys to the C63 S every day of the week
with its front-end dramatically, rather than feel like you’re just
for one reason – that twin-turbo V8 beast lurking holding on. Because that’s what you will need to do.
under the hood. The ride can still be a touch busy Charge at a tight bend, stomp on the brakes, lean into
and you feel the extra heft after the BMW, but the wall of grip and get on the power. Hard. It claws into the
the way it snorts and bellows whilst delivering a surface with its huge paws, growling with an enjoyable but
700Nm kick to the spine never, ever gets old. slightly artificial tone, then leaps at the next corner. Watch
others in the rear-view shrink.
It’s so grippy it’s hard to imagine it ever letting go. But it
DANIEL WONG, MOTOR will. Trail some brake, throw it at an apex and it’ll wriggle into
DIGITAL PRODUCER oversteer. This happens with a slight delay, so there’s time to
My pick: Giulia Q. It isn’t as get back on the power and overspeed the outside rear wheel
perfect as the Mercedes-AMG
C63 S, cohesive as the BMW
M3 Pure, or capable as the
Audi RS5 Sportback, and I
doubt I would get over its
numb brake pedal and interior bits that might
not outlast the warranty. However, then again,
I don’t think I could resist its charms either. It
strikes the heartstrings with steering and a chassis
that has a lithe and effervescent quality that you
won’t find amongst this company. It snubs the
cold objectivity of the “ownership experience”
and eggs us on to savour each moment and live
a little, come what may. For that I applaud its
bravado and pocket its keys.

SCOTT NEWMAN, MOTOR

ASSOCIATE EDITOR
My pick: M3 Pure. Objectively,
it’s the C63. It’s expensive, but
the ride has been transformed,
the tech is cutting-edge and
the thunderous engine makes
you forgive the gearbox’s low-
speed jerks and thumps. Subjectively, each car
makes a strong case. The RS5 Sportback has the
fast family thing sown up (though we’d prefer an
RS4 Avant), the Giulia rides beautifully, loves to
play and goes like a rocket and at its sharp run-
out price the Alpina is an intriguing, road-focused
halfway house between M3 and 340i for those
who value exclusivity. Remarkably, though, I’d take
the M3. I wish its steering wasn’t so numb and
that the engine sounded better, but as a cohesive
driving machine it’s the best here and at $129,000
it’s the bargain of the century.

68 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
Small numbers, big speed
ALFA ROMEO GIULIA Q ALPINA B3 S AUDI RS5 SPORTBACK BMW M3 PURE MERCEDES-AMG C63 S
0-10km/h 0.32 0-10km/h 0.34 0-10km/h 0.17 0-10km/h 0.33 0-10km/h 0.40
0-20km/h 0.75 0-20km/h 0.82 0-20km/h 0.41 0-20km/h 0.67 0-20km/h 0.86
0-30km/h 1.17 0-30km/h 1.33 0-30km/h 0.66 0-30km/h 1.03 0-30km/h 1.27
0-40km/h 1.53 0-40km/h 1.73 0-40km/h 0.96 0-40km/h 1.44 0-40km/h 1.67
0-50km/h 1.94 0-50km/h 2.10 0-50km/h 1.32 0-50km/h 1.83 0-50km/h 2.08
0-60km/h 2.32 0-60km/h 2.52 0-60km/h 1.72 0-60km/h 2.25 0-60km/h 2.53
0-70km/h 2.74 0-70km/h 2.94 0-70km/h 2.12 0-70km/h 2.67 0-70km/h 3.00
0-80km/h 3.18 0-80km/h 3.37 0-80km/h 2.64 0-80km/h 3.14 0-80km/h 3.43
0-90km/h 3.69 0-90km/h 3.88 0-90km/h 3.09 0-90km/h 3.63 0-90km/h 3.90
0-100km/h 4.21 0-100km/h 4.37 0-100km/h 3.70 0-100km/h 4.15 0-100km/h 4.44
0-110km/h 4.77 0-110km/h 4.98 0-110km/h 4.36 0-110km/h 4.77 0-110km/h 4.98
0-120km/h 5.37 0-120km/h 5.62 0-120km/h 5.06 0-120km/h 5.4 0-120km/h 5.6
0-130km/h 6.04 0-130km/h 6.33 0-130km/h 5.82 0-130km/h 6.1 0-130km/h 6.27
0-140km/h 6.75 0-140km/h 7.19 0-140km/h 6.67 0-140km/h 6.84 0-140km/h 7.01
0-150km/h 7.52 0-150km/h 8.04 0-150km/h 7.60 0-150km/h 7.67 0-150km/h 7.80
0-160km/h 8.35 0-160km/h 9.00 0-160km/h 8.74 0-160km/h 8.58 0-160km/h 8.63
0-170km/h 9.36 0-170km/h 10.06 0-170km/h 9.89 0-170km/h 9.62 0-170km/h 9.56
0-180km/h 10.46 0-180km/h 11.43 0-180km/h 11.16 0-180km/h 10.72 0-180km/h 10.56
0-190km/h 11.63 0-190km/h 12.78 0-190km/h – 0-190km/h 11.94 0-190km/h 11.71
0-400m 12.11sec @ 193.6km/h 0-400m 12.44sec @ 187.64km/h 0-400m 11.90sec @ 185.46km/h 0-400m 12.14sec @ 191.39km/h 0-400m 12.30sec @ 194.6km/h
80-120km/h (drive) 80-120km/h (drive) 80-120km/h (drive) 80-120km/h (drive) 80-120km/h (drive)
2.15sec 2.25sec 2.40sec 2.26sec 2.19sec
100-0km/h 35.05m 100-0km/h 36.87m 100-0km/h 36.96m 100-0km/h 32.9m 100-0km/h 35.1m
SPEED IN GEARS SPEED IN GEARS SPEED IN GEARS SPEED IN GEARS SPEED IN GEARS
1st 57km/h @ 7200rpm 1st 66km/h @ 7000rpm 1st 51km/h @ 6500rpm 1st 57km/h @ 7500rpm 1st 58km/h @ 7000rpm
2nd 90km/h @ 7200rpm 2nd 100km/h @ 7000rpm 2nd 80km/h @ 6500rpm 2nd 106km/h @ 7500rpm 2nd 96km/h @ 7000rpm
3rd 134km/h @ 7200rpm 3rd 148km/h @ 7000rpm 3rd 120km/h @ 6500rpm 3rd 162km/h @ 7500rpm 3rd 138km/h @ 7000rpm
4th 167km/h @ 7200rpm 4th 188km/h @ 7000rpm 4th 150km/h @ 6500rpm 4th 216km/h @ 7500rpm 4th 191km/h @ 7000rpm
5th 218km/h @ 7200rpm 5th 243km/h @ 7000rpm 5th 196km/h @ 6500rpm 5th 250km/h @ 6800rpm* 5th 256km/h @ 7000rpm
6th 287km/h @ 7200rpm* 6th 306km/h @ 6580rpm* 6th 250km/h @ 6325rpm* 6th 250km/h @ 5750rpm* 6th 290km/h @ 6500rpm*
7th 307km/h @ 6325rpm* 7th 306km/h @ 5750rpm* 7th 250km/h @ 5200rpm* 7th 250km/h @ 4560rpm* 7th 290km/h @ 5650rpm*
8th 307km/h @ 4925rpm* 8th 306km/h @ 4580rpm* 8th 250km/h @ 4040rpm* N/A 8th 290km/h @ 4675rpm*
N/A N/A N/A N/A 9th 290km/h @ 3690rpm*
Heathcote Raceway, 20˚C, dry. Driver: Louis Cordony *Manufacturer’s claim. Official timing Partner www.vboxaustralia.com.au

d m o t o r o f f i c i a l f m o t o r_ m a g 69
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 into a smidge of oversteer. It’s a fast, but blunt, instrument. suck hard as it pushes down on its rear axle. Surging forward
Meanwhile, on the other end of the grip spectrum is the B3 between corners it breathes with road surfaces, using the
S. As much as it looks like a tarted-up 3 Series, it has unique compliance to unleash its fearsome power. Oh, and upshifts
caster and toe alignments, and a ride that feels like it’s air relieve a wicked crack from the exhaust.
ONE M177 V8 is suspended – even on 20-inch wheels. And, ultimately, there’s At least the steering is clear about what it’s doing. It’s front-
closely related with
the AMG GT’s M178, nothing wrong with its setup since it’s bred for touring long end is devastatingly sharp and will always keeps your intended
but relies on a regular stretches of smooth, German highways. line. It’s lovely on long bends as you progressively load its front
oiling system as But on gnarled Australian mountain roads hard acceleration tyres. On tighter corners, though, it lacks weight and can feel
opposed to a dry-
exposes boat-ish body control. Coupled with some front- a little too darty. That’s not just the steering either, the brakes
sump setup
end push into a corner, the experience reminds you of an suffer as well.
TWO Optional FG Falcon. We would tick the box for an optional limited slip They’re its Achilles’ heel. Like a set of carbon ceramics that
carbon ceramics might differential to give the stability control light a break, and a never reach temperature, they’re so dull you can’t fine tune
be costly ($7200) but
slash about10kg from set of slotted discs would give its brakes some needed bite. weight transfer. And that’s the rub with the Giulia. Some days
the front-end and However, there’s at least a charming honesty to the way it it’s a fluid, back-road devouring beast. Other days it feels much
have a natural feel handles that is lost on our next contender. less than cohesive.
THREE AMG There’s no doubting the Giulia is a ground-bound jet. There’s nowhere to hide among this company. The AMG is
Performance seats But punching out of corners leaves you wondering if it verging on dynamic greatness, if only for a few things. Some
are brilliant, even if really has the grip, or did the ESP secretly cut power and float creeped into its suspension tune when engineers tried to
some might find them guide you out? Either way, you won’t care for an answer since it unlock more compliance. An extra 25kg around its hips only
firm, but have been
made a $3700 option blends handling and ride so well. makes things worse. Stab the brakes, point the steering at a
for the 2019 C63 S Its turbochargers, tucked low under a 90-degree block, corner and its mass needs a moment to settle.
Luckily, while the new wheel might be a little fat in your
hands, the steering is excellent. It’s sharp off centre, points
true, and weights up with a genuine sense of feedback. It’s a
handy tool when the Michelin Pilot Super Sports are cold. But
the flashing ESP light in Race Mode, that you need to disable
THE AMG SHAKES PASSING if you want to adjust the nine-stage traction control, means
TREES WITH ITS GROWL you’ll need to be confident before trying to tame this beast on
your own. After all, its powertrain is relentless.
AND FIRES AN ARTILLERY- It’ll shake passing trees with its thunderous growl, and fire
an artillery-like crack on overrun at those trailing behind. That
LIKE CRACK ON OVERRUN nine-speed automatic also handles the V8’s road-devouring
grunt with ease, snicking through gears with a smooth
mechanical action. This powertrain delivers instant smiles,
even if the chassis lacks that extreme level of feedback a

BELOW
The C63 S can’t
convert its superior
➜

power-to-weight ratio
into an advantage over
the M3 at the strip, or
on a winding road

d m o t o r o f f i c i a l f m o t o r_ m a g 71
 racecar driver might crave. engine, howling through an Akrapovic exhaust, is rortier than
They’d be satisfied in the M3 Pure, though. Things just the M3’s coarse sounding S55. And its new drive-away price,
happen so much faster. The brakes, if you haven’t cooked at $117K, is outrageously cheap considering it’s attached to
➜ them, bite hard with feel. That front-end, despite a lifeless and something that can reel off 12.4sec quarter miles. No wonder
vague steering rack, rotates the chassis so quickly, you’ll lock there’s a crankshaft on the brand’s emblem, these people can
on a corner’s exit before the AMG or Giulia have released their build an engine.
ONE The N55 brakes. It’s potent. But the B3 S’s interior is literally a generation old. And it
engine lives! Alpina Confidence builds through the next corners. And while you was never going to look the part for its original $157K price
continued to use may have used to dread squeezing the throttle in an M3, the without the M3’s aggressive, swollen sheet metal. Those wheels
the block after BMW Pure hooks up like never before. Tighten the steering, sink the are gorgeous, and its sticker kit nods to the firm’s history,
upgraded to the B58
in the 40i models throttle, and wait for the engine’s vicious mid-range to unglue but it feels more like a heavily tuned 340i than something
the rear. And rather than bless the MDM mode’s safety net, re-engineered to a higher level.
TWO The B3 S was you start to curse it, because you’re ready with a good dab of However, if comfort sits high on your priority list then the
the only car on test
missing an LSD, a opposite lock when it lets go. Audi and Alfa Romeo are both equally good options as each
fairly big oversight Its Continental boots are to thank for this welcome other. The Audi differentiates itself from a frenetic Giulia Q or
with 660Nm progressiveness. Their softer sidewalls, that are also taller brash C63 S as a grand tourer on steroids. Climbing into it is
THREE Brand
than the optional 20-inch Michelin’s, cushion the Pure’s firm, like entering a leather-lined Zen den. It also rides wonderfully
founder Burkard lowered suspension. We’d bet they’d do better in the rain, as on its hydraulically linked dampers in Comfort, even if it needs
Bovensiepen chose well. But, at the end of the day, is this the one car we’d stow in more travel, and always has enough grip for explosive straight-
to build fast BMWs our garage? Well, it’s not our last pick. That is the Alpina. line acceleration.
over a legacy in his
family’s successful Sure, the B3 S is impressive. It’s found an absorbent ride It’s problem, though, is a philosophical one. While it’s
typewriter business with a long-travel feel on 20-inch wheels. Also that N55-based ferociously fast in the right environment, part of us thinks
something with an RS badge, that stands for RennSport
(‘motor racing’ in German), should deliver more handling
precision, chassis responsiveness and an aggro noise. And if
we had to define this car on its character, it feels closer to what
THE B3 S IS an S5 Sportback Performance would be rather than a racetrack
mauler in a leather suit.
OUTRAGEOUSLY CHEAP The Giulia Q, meanwhile, finds the precision that’s missing
in the Audi. In fact, its ride and handling mix is world-class.
CONSIDERING IT CAN REEL That engine, too, is effortless and the force behind the car’s
staggering speed. But it’s all tarnished by a weird feeling brake
OFF 12.4SEC QUARTERS system and an addictive exhaust note hidden away in Race
mode that disables ESP.
Then there’s its interior. The Alcantara steering wheel and
long paddles are striking, and wonderfully tactile, while the

72 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
01

02

03
interior is beautifully designed, but it’s all compromised by MAIN paddles, while they work with a crisp click, are undersized and
some questionable fit-and-finish. The gearshift lever’s dim All five cars use look nasty. You never really fall in love with its engine, either.
twin-turbocharged
back-lighting is unacceptable at this price point. engines and,
On balance it comes close, but falls short of a cigar.
This leaves the M3 Pure and C63 S. If both cars fit your except the AMG, Mercedes-AMG obviously slaved away at the C63 S and it’s
budget, despite the yawning $31,900 price gap (before the just six cylinders paid off. It brings the luxury of the Audi, the smoothness of
AMG’s options), then the M3 would be mighty tempting. Its the Alpina, the front-end accuracy of the Alfa Romeo and then
performance has only been enhanced by age. Munich worked mixes it all with the pedigree of the M3. But it’s also a V8 lunatic

➜
hard to fix its spikey power delivery and spooky rear-end
over its life cycle and the Pure distils that learning into a very
attractive deal.
But as the faster car it’s also the firmer one. It bobs a touch
more over humps and drones a bit more inside over the coarse
chip stuff. Its pedals are also crude looking and the shift
with enough power to overthrow a government.
Ride comfort is good. Meanwhile, the interior’s taken strides
forward in technology, as have the car’s stability systems,
and while it’d be easy to pick any of the others for your own
reasons, anyone would be very happy to take its keys at the end
of the day. Now, where’s that pesky Cadillac ATS-V?

The Specs
Five ways to skin a cat
BMW M3 PURE MERC-AMG C63 S ALFA GIULIA Q ALPINA B3 S RS5 SPORTBACK
BODY 4-door, 5-seat sedan 4-door, 5-seat sedan 4-door, 5-seat sedan 4-door, 5-seat sedan 5-door, 5-seat sedan
DRIVE rear-wheel rear-wheel rear-wheel rear-wheel all-wheel
ENGINE 2979cc inline-6cyl, DOHC, 3982cc V8, DOHC, 32v, 2891cc V6, DOHC, 24v, 2979cc inline-6cyl, DOHC, 2894cc V6, DOHC, 24v,
24v, twin-turbo twin-turbo twin-turbo 24v, twin-turbo twin-turbo
BORE X STROKE 84.0 x 89.6mm 83.0 x 92.0mm 86.5 x 82.0mm 84.0 x 89.6mm 84.5 x 86mm
COMPRESSION 10.2:1 10.5:1 9.3:1 10.2:1 10.0:1
POWER 331kW @ 7000rpm 375kW @ 5500-6250rpm 375kW @ 6500rpm 324kW @ 5500-6250rpm 331kW @ 5700rpm
TORQUE 550Nm @ 1850-5500rpm 700Nm @ 1750-4500rpm 600Nm @ 2500-5000rpm 660Nm @ 3000-4500rpm 600Nm @ 1900-5000rpm
POWER/WEIGHT 212kW/tonne 223kW/tonne 237kW/tonne (tare) 199kW/tonne 192kW/tonne
TRANSMISSION 7-speed dual-clutch 9-speed wet-clutch auto 8-speed automatic 8-speed automatic 8-speed automatic
WEIGHT 1560kg (est) 1680kg 1585kg (tare) 1630kg 1720kg
SUSPENSION struts, coil springs, adaptive A-arms, coil springs, adaptive double A-arms, coil springs, struts, coil springs, adaptive multi-links, adaptive
dampers, anti-roll bar (f); dampers, anti-roll bar (f); adaptive dampers, anti-roll dampers, anti-roll bar (f); cross-linked dampers, coils,
multi-links, coil springs, multi-links, coil springs, bar (f); multi-links, coil multi-links, coil springs, anti-roll bar (f/r)
adaptive dampers, anti-roll adaptive dampers, anti-roll springs, adaptive dampers, adaptive dampers, anti-roll
bar (r) bar (r) anti-roll bar (r) bar (r)
L/W/H 4671/1877/1431mm 4756/1839/1426mm 4639/1873/1426mm 4632/1811/1431mm 4783/1866/1399mm
WHEELBASE 2812mm 2840mm 2820mm 2810mm 2826mm
TRACKS 1579/1603mm 1609/1546mm 1555/1607mm 1539/1556mm 1598/1588mm
STEERING electrically assisted electrically assisted electrically assisted electrically assisted electrically assisted
rack-and-pinion rack-and-pinion rack-and-pinion rack-and-pinion rack-and-pinion
BRAKES 380mm ventilated/drilled 402mm ventilated/drilled 360mm ventilated/drilled 370mm ventilated/drilled 375mm ventilated/drilled
discs, 4-piston calipers (f); carbon-ceramic discs, discs, 6-piston calipers (f); discs, 4-piston calipers (f); discs, 6-piston calipers (f);
370mm ventilated/drilled 6-piston calipers (f); 360mm 340mm ventilated/drilled 345mm ventilated/drilled 330mm ventilated/drilled
discs, 2-piston calipers (r) ventilated/drilled discs, discs, 4-piston calipers (r) discs, 2-piston calipers (r) discs, single-piston calipers
single-piston calipers (r) (r)
WHEELS 19.0 x 9.0-inch (f); 19.0 x 19.0 x 8.5-inch (f); 19.0 x 19.0 x 8.5-inch (f); 19.0 x 20.0 x 8.0-inch (f); 20.0 x 20.0 x 9.0-inch (f/r)
10.0-inch (r) 9.5-inch (r) 10.0-inch (r) 9.0-inch (r)
TYRES 255/35 ZR19 92Y (f); 275/35 245/35 ZR19 93Y (f); 265/35 245/35 ZR19 99Y (f); 285/30 245/30 ZR20 90Y XL (f); 275/30 ZR20 97Y XL (f/r)
R19 100Y (r) Continental ZR19 98Y (r) Michelin Pilot ZR19 98Y (r) Pirelli P Zero 265/30 ZR20 94Y XL (r) Continental SportContact 6
ContiSportContact 5P Super Sport Corsa Michelin Pilot Sport 4 S
PRICE $129,000 $160,900 ($172,900 as $145,900 ($159,860 as $116,990 (driveaway) $157,700 ($167,050 as tested)
tested) tested)
PROS That price, extreme pace, still Excellent powertrain, steering, Striking looks, effortless pace, Rorty engine note, huge pace Gecko-like grip, suave interior,
pretty after all these years classy interior, engaging tech ride and handling mix for little bucks comfy ride, insane
acceleration
CONS Doughy steering, coarse Feels a bit tubby, traction Unnatural brakes, mysterious Dated cabin, traction woes, Numb steering feel, weight,
engine note, low speed tip-in woes ESP and cabin quality imprecise handling slow responses
STAR RATING 11112 11112 11113 11123 11113
Designed for reliable performance.
No matter what the season, no matter what the road brings,
Laufenn will Fit your everyday driving needs.

Premium Ultra High Performance Summer Tyre

Touring Performance Summer Tyre

www.laufenn.com

jaxtyres.com.au
M EXCLUSIVE. MEETING THE KOENIGSEGG JESKO

76 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
BY JAMES HOLM & ALRIK SODERLIND

B O R N T O
B E W I L D
KOENIGSEGG PUSHES THE LIMIT OF ENGINEERING WITH THE
NEW 1195KW JESKO – REAR-DRIVE AND PURE PETROL POWER

d m o t o r o f f i c i a l f m o t o r_ m a g 77
 “WE ARE GOING TO BUILD THE WORLD’S FASTEST

78 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 STREET- LEGAL CAR IN ALL MARKETS”– CHRISTIAN VON KOENIGSEGG
E JESKO says a lot about Koenigsegg, its philosophy,
heart and its history. No, it’s not called Ragnarok
have believed and Christian von Koenigsegg has a
planation. “To name a car for Ragnarok (an old Norse
n of the end of the world) would perhaps be a bit
in that case it would be the downfall of all other super
ars. It wasn’t me who suggested that the car be called
t it feels very natural and good.”
sko was unveiled at the 2019 Geneva motor show and
s there – Christian’s father, Jesko von Koenigsegg that
about to turn 80. Without the involvement of dad
d mother Brita, there wouldn’t be a Swedish supercar
y at all.
➜ ave always supported and encouraged Christian and
k the risk of selling the family’s house to help with
when it was tough. After he sold his own business
OPPOSITE
The nine-speed
as the company’s first chairman and worked with
gearbox allows, egg for five years.
for example, gsegg is still a family business and it feels small and
shifting from even though it now employs more than 200 people in
seventh gear
straight down turing and development. MOTOR visited Angelholm
to fourth k before the Geneva show and everything around the
car is hush-hush, especially the name. Von Koenigsegg senior
has been asked to read the press release, but at this stage the
name remains Ragnarok...
The car is due to be sent to Switzerland, but mere days
ahead of the show it is far from ready. The team doing the
final assembly will probably work all hours before everything
is ready, and Christian keeps track of everything in his very
humble manner. He doesn’t intend to be awake all day and
night this time. It’s the 18th consecutive year Koenigsegg will
exhibit at the Geneva Lounge. “I have been on a daily basis
too many times. For the first time, we built the stand ourselves
and I puttied plasterboard at night with an old credit card that
no longer worked. But it is not so good to stand there in the
morning completely black under the eyes.”
Before we can look at the car, we have to put on special
overalls in order not to scratch anything. It also says a
lot about Koenigsegg: love for details. The obsession with
perfection permeates everything.
“We have a holistic view of cars, on everything. It is not
possible to take parts from another model and use them on
Jesko. When a parameter changes, all other details must also
be adapted to it.”
d m o t o r o f f i c i a l f m o t o r_ m a g 79
 The chain reaction almost never ends, but it is also the ONE to use the engine brake and change over through the ’box.
philosophy of Koenigsegg. If you sell cars for around £2.5m The interior was far “We are going to build the world’s fastest street-legal car in
from finished when we
(AUD$4m) each, everything must be perfect. visited, but the centre all markets,” Christian says happily.
“The engineers construct the whole car together. It is not console features The car must then be able to be registered in any country
good, for example, for those who develop the suspension a new design with and be able to run in normal traffic. It receives all modern
touch-screen tech
to just do their bit. Everything must work optimally with luxury equipment that you may need for everyday driving,
other parts, which in turn affect other parts. In this way, we TWO while it must also meet all safety requirements and exhaust
constantly find new solutions.” At just 12.5kg, the regulations – just like a ‘normal’ car.
Christian gives us a tour and explains all the details, like the Jesko’s 180-degree But it is on racetracks that it should show. What visually
flat-plane crankshaft
new gearbox with seven couplings and nine gears. It is lighter, is the world’s lightest distinguishes the Jesko is the huge front splitter and the
smaller and faster than any other “double-clutch ’box”. It and allows the 5.0-litre boomerang-shaped double rear wing. The aerodynamics have
should also be cheaper to build than normal gearboxes. V8 to rev to 8500rpm been optimised to suit the design.
You can switch from any gear to any other in milliseconds, THREE The designer, Joachim Nordwall, has been able to adapt
it is a so-called “Light Speed Transmission”. Press hard on Koenigsegg’s Triplex to the aerodynamics, creating little resistance. Of course, the
the gear selector lever and the car’s computer will find the suspension (from the legal requirements have also been affected – nothing must
optimum gear that is lightly placed in position and maximum Agera) is used with stand out too much. However, it is very much Koenigsegg over
a third, horizontal
power delivered. It’s a bit like an electric motor, which always damper being added the forms, with the special front window and the proportions
gives everything directly. The fact that the gearbox is compact near the rear window remaining an integral part. It looks a bit like a slightly beaten
means that the aerodynamics can be improved and the weight to combat squat Koenigsegg, with racing ambitions.
distribution gets better. It weighs only 90kg against the 140kg BELOW The rear wing has been optimised to reduce turbulence
a conventional double-coupling ’box can weigh. Jesko is 30mm taller over the body. The front splitter has two small “aircraft wing
When I ask if they tested the gearbox and why no-one has and 40mm longer than brakes” underneath which can be folded out to reduce ground
the Agera, allowing for
used it before, Christian replies, “I don’t understand why no pressure if you want a higher top speed. In theory one could
a bigger cabin
one has done this before, there are only benefits. We have run control the flaps individually.
it in a simulator lots of times, but I would be disappointed if The aim of aerodynamics has been to maximise downforce
we didn’t burn some clutches when we start driving!” and cooling while at the same time the air resistance should be
➜

You should also be able to “switch over” with the paddles, by low. Even the rear-view mirrors contribute 20kg of downforce
pushing past a resistor. The feature is best for getting super- to the rear of the car.
acceleration in a straight line. When braking, you often want At 250km/h, the downforce is 800kg and at 275km/h it is

AT TOP SPEED, DOWNFORCE IS 1600KG – OR

MORE THAN WHAT THE JESKO WEIGHS

80 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 01
02

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d m o t o r o f f i c i a l f m o t o r_ m a g 81
1000kg. Compared to the Koenigsegg One:1, this is an increase
of 30 per cent, and 40 per cent compared to the Agera RS. At
top speed, downforce is 1600kg – that is more than what the
car weighs.
For the car not to bottom out, Koenigsegg has fitted the
same type of horizontally lying suspension that the Agera
used for the rear axle in 2010. The adaptive suspension gives
the car optimal ground clearance at high speeds, while at
the same time the road holding is good even under low
pressure at lower speeds. The usual dampers are otherwise
fully electronically adjustable Ohlins.
The rear wheels can also swivel up to three degrees, in the
opposite direction to the fronts at low speed for increased
agility, or in the same direction at higher speeds for more
stability. This provides better grip in high-speed corners. The
engine mounts are active, which can give higher comfort
when cruising and more direct behaviour when pressing on.
The new carbon-fibre rims are extremely lightweight, 7.4kg
rears and 5.9kg fronts, each. They are smaller than the rear
wheels on the Agera RS. Newly developed are the Michelin
Pilot Sport Cup 2 R boots – the stickiest road tyre Michelin
has ever developed, the one used by Porsche for its latest
Nurburgring record laps. It’s a new pattern that will give 10 per
cent more road contact and, according to Michelin, will lower
lap times as much as if the effect was increased by 10-30 per
cent – compared to the brand’s usual Cup 2 tyres.
The engine has, of course, also been modified, why settle
for Koenigsegg One: 1 and its 1360 horses with E85? The
world’s lightest camshaft in a V8 is a good start. And it has a
180 degree angle, which can provide more power, but also a
more powerful sound and more vibration – which can thus
counteract the active motor mounts.
The connecting rods are newly designed and extremely
lightweight. The pistons are also extremely light. The system
that injects highly compressed air into the turbochargers, like
Volvo’s Power Pulse, will reduce turbo lag and make it possible
to use two large turbochargers instead of four smaller ones.
The system should also provide faster start-up of the catalysts.
The engine is also the first series production engine with
three injectors per cylinder. The third injector is centrally
located and should provide cooling to the cylinders, cleaner
combustion and less stress on the engine at high revolutions.
Each cylinder also has a built-in pressure sensor (first in the in 2021, and there are already orders for 80 (including a TOP
world as well, of course) which should give more flexibility rumoured four orders from Australia). The factory is fully Creator and the
created. Koenigsegg
and better control. With E85 in the tank, this means 1195kW working and Christian is planning for the future with the new says two large
and 1500Nm – which is not only the brand’s strongest engine, slightly cheaper Koenigsegg cars which will be partly built in turbochargers
Koenigsegg also believes that it is the most potent combustion Trollhattan, together with NEVS. are assisted by
engine in series production. “They become real Koenigsegg cars, but different. Designed compressed air for
rapid response
And what does all this mean in reality? We asked Niklas Lilja to be easier to build, but they will not compete with the cars
who has the high speed record with an Agera RS of 477km/h. we build today.” OPPOSITE
“I think that Koenigsegg’s cars are a little undervalued as road Finally, I cannot help asking Christian why the Jesko does The boomerang-
shaped double back
cars and I think we could beat many records with the Agera not have any kind of electric motor. “Batteries are still heavy wing is active and
RS. But this will be even sharper. Lower weight and lots of and an electric car does not sound as good. We wanted designed to provide
downforce on the front wheels.” to celebrate by building the roughest and fastest internal maximum downforce
What records do you want to beat? “There are many tracks combustion engine we could. And if you drive it on E85 you
that it would be fun to test the Jesko on. But the Nurburgring are fine when it comes to emissions and carbon dioxide – ➜
should be possible in 6 minutes 30 seconds. But there are maybe even better than an electric car if you include the
many fast competitors.” battery production.”
Dream lap time? “Six minutes...” Is there no new Koenigsegg after this, without any form of
At the same time, the team worked on the show car, which electrification? “No” is the answer from the man who waits
was also unveiled at Geneva before embarking on an around- impatiently for his new Tesla Model 3.
the-world tour to show it off. Niklas dreams of the first real test So it is full speed ahead like never before. But at the
car, which he will aim to set records with. Construction of this same time, the Jesko is a car reminiscent of its origin. The
car will start in the next few months. Production of customer passion and the belief that one can succeed with what one is
Jeskos will, however, only start next year with deliveries passionate about. And that is not always easy.

82 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 The Specs
Power-to-weight not a typo
KOENIGSEGG JESKO
BODY 2-door, 2-seat coupe
DRIVE rear-wheel
ENGINE 5.0-litre V8, DOHC, 32v, twin-turbo
BORE X STROKE 86.5 x 83.0mm
COMPRESSION 8.6:1
POWER 1195kW @ 7800rpm (E85)
TORQUE 1500Nm @ 5100rpm
POWER/WEIGHT 842kW/tonne
TRANSMISSION 9-speed multi-clutch automatic
WEIGHT 1420kg
SUSPENSION double A-arms, pushrod operated electronically
adjustable gas-hydraulic shock absorbers, Triplex
dampers (f/r)
L/W/H 4610/2030/1210mm
WHEELBASE 2700mm
STEERING electronically assisted rack-and-pinion
BRAKES 397mm carbon-ceramic discs, 6-piston calipers
(f); 380mm carbon-ceramic discs, 4-piston
calipers (r)
WHEELS 20.0 x 9.5-inch (f); 21 x 12.0-inch (r)
TYRES 265/35 R20 (f); 325/30 R21 (r)
Michelin Pilot Sport Cup 2 R
PRICE AUD$4m (estimate)

JESKO IS A CAR REMINISCENT OF ITS ORIGIN –

A PASSION AND BELIEF THAT ONE CAN SUCCEED

d m o t o r o f f i c i a l f m o t o r_ m a g 83
M THE BLAST FROM THE PAST. BMW Z3 M ROADSTER

T H R I L L
S E E K E R
M-POWER GRUNT AND OPEN-AIR ACCESS TO ONE OF THE
BEST SOUNDTRACKS IN THE BUSINESS. THE BMW Z3 M
HAS ITS VICES, BUT IT OFFERS MYRIAD TOPLESS THRILLS

BY JOHN-JOE VOLL ANS + PICS ADAM SHORROCK

84 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
d m o t o r o f f i c i a l f m o t o r_ m a g 85
 02
03
01
NK OF BMW’s model history and you’ll no doubt be picturing
e of the Munich firm’s many excellent sedans. With good
ason, too: those four-doors have been among the most
gaging and enjoyable driving machines ever produced.
Cast your glance a bit wider, though. In 90 years, BMW has
ade microcars and supercars and just about everything else
between. The M3s and M5s might have forged the firm’s
orting image in the modern era, but BMW never forgot its
en-top roots. Right from the early days, it made convertibles
d sportscars, a fact we were reminded of with the arrival of the
prototype in 1985.
The Z3 followed in 1995, and the Z8 in 2000. The Z3 was such a
ccess that it ensured a follow up in the form of the Z4 in 2002.
ese two models proved how important the sports car market
s to BMW, especially in the USA, where they were built. Chuck
some M-Power magic and these cars get very interesting. The
M arrived as both Coupe and Roadster in 1998.
Originally, the retro-inspired design craze of the 1990s was
hered in by the MX-5. Suddenly, cheeky little sports cars that
ked like discarded design sketches from four decades earlier
re being greenlit for production. After the hedonism and
mbast of the previous decade, the 1990s felt like the hangover.
86 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
Inspiration for a new cultural identity came from the past, in
this instance, the 1950s and 1960s.
Styled by Japanese-born designer Joji Nagashima (who also
penned the E39 5 Series), the Z3 was a brilliant blend of
fresh and familiar. Sporting a long one-piece bulging bonnet
that tapered towards the trademark kidney grille, there was a
traditional 1960s roadster vibe to it, further reinforced by the
507-aping ‘gills’ that adorned the back ends of the bonnet.
It was certainly a striking and bold design that won many
admirers. What wasn’t so well received was the lack of
performance. Conceived as a direct rival to the MX-5, the Z3
sold best in the frugal but underwhelming four-cylinder format.
Thankfully, that long snout meant there was plenty of room for
a few more cylinders.
After the Z3’s first appearance in the James Bond film
Goldeneye the previous year, attendees of the 1996 Geneva
motor show were treated to the unveiling of a very special Z3.
BMW’s M Power division had been tasked with tweaking the Z3
into the M Roadster. Visual aggression was upped with a new
boot lid, deeper front and rear splitters, and revised bonnet
gills and door mirrors. The M Roadster was also given staggered
17-inch Style 40 alloy wheels – the Z3’s image was transformed.
 ➜

MAIN
Quad exhaust pipes
are an M-car tradition,
adding visual muscle
to go along with the
wide rear wheels

ONE You were unlikely to see this roadster at your local hairdresser.
A five-speed manual
was the only gearbox
The production version of the car arrived in 1998 largely
unchanged. Running gear was assembled at M Power HQ in
IT’S GOT HUGE
offered, resulting in
a 0-100km/h time of
5.4 seconds before
Garching, with the new Spartanburg factory in South Carolina RESERVES OF
carrying out final assembly. Power initially came courtesy of the
going on to a limited
250km/h top speed
E36 M3 Evo’s S50 engine, a 3.2-litre making 236kW at 7500rpm. PERFORMANCE AND
From the end of 2000 onwards the E46 M3’s S54 was used. This
TWO
If the pumped-up
more modern 24-valve, 3246cc six-cylinder engine made slightly ONE OF THE BEST
more power at 239kW, but it delivered that peak power at a
exterior isn’t enough
of a clue that this Z3 much more attainable 4900rpm. This meant you didn’t need to SOUNDTRACKS
has been given the M wring out every last rev. Less entertaining? Maybe, but factoring
treatment, the logos in its rarity explains the model’s desirability today. The prices might be miles apart, but what about the driving
within the interior are
The suspension designed for the M Coupe found its way experience? Let’s get the obvious stuff out of the way first. The M
THREE into the M Roadster. These stiffer springs, together with revised Roadster chassis isn’t as stiff as the Coupe – shocker. However,
With the amount of damping, improved handling over the stock Z3 roadster. With the M Coupe chassis was BMW’s stiffest design to date, so it’s
g-forces generated, the introduction of the S54 engine came traction control as hardly a fair comparison. As with almost any convertible, when
you’ll be thankful for
the copious lateral standard. Z3 production ended in 2002 when the Z4 took over. you lose the roof you get some scuttle shake. It actually seems
support on offer from Values for good Z3 M Roadsters, if you can find one in more pronounced in this M model, probably because the ride is
the front seats Australia, are fluctuating. Examples with high odo readings can harsher than the standard Z3’s.
be had for cheap, but examples in good condition go for around That’s the bad news, and to be honest, if ultimate torsional
$30,000. At the top end of the price spectrum, you can get into rigidity is your bag, then it’s best to look elsewhere. However, if
an S54-engined example. Good Coupes are harder to find. you’re after a weekend car that’s got huge reserves of performance

d m o t o r o f f i c i a l f m o t o r_ m a g 87
 and one of the best soundtracks out there, read on...
The softer chassis actually means very little in the real world.
You can sense some flex over the worst road surfaces, but when
you’re pressing on along a good road, or better still on an alpine
pass, this Roadster is impressive. Grip levels are right in the
Goldilocks zone. Push hard and there’s very little understeer,
with oversteer only coming into play when you provoke it.
There’s a compliant nature that’s surprising considering the
parts-bin nature of this car’s underpinnings, but then it’s quite
a parts bin being pillaged. The M Power engineers extracted the
very best from the setup available.
Braking performance is progressive and strong, allowing
for heavy leaning on the stoppers. The steering is exceptional.
There’s a wonderfully analogue feel to this old-school hydraulic 01
rack-and-pinion setup. It was great in the M3, a perfect example
02
➜ of ‘if it ain’t broke, don’t fix it.’ Turn in and the M Roadster
responds with an immediacy that’s rarely equalled in any soft-
top this side of a Lotus Elise. The weighting is perfect, too.
Gearchanges are a bit on the hefty side but the throw is nice
OPPOSITE
It’s faster and better and short. Clutch operation is also a bit heavy. Not that you need
dynamically than to worry, as the real joy from this car comes by delaying each
MX-5s of this era, but change and letting that party-piece engine do its thing.
it is also prone to rust,
especially around the The S50 engine in this early car feeds on revs, making its
jacking points peak 236kW at 7500rpm, a zone most will be very happy to
explore. Once it’s up to temperature,
and with a suitable section of traffic-

THE M POWER free country road ahead, give the right

pedal a heavy press and hang on.
ENGINEERS Pulling out of a well-sighted junction
at near full revs in first causes the
EXTRACTED THE rear to break traction. Short-shifting
to second pacifies it, the rear tyres
VERY BEST FROM chirping in protest as the M Roadster
stops slithering and straightens up.
THE SETUP Extending second gear to the redline
brings up the national speed limit.
AVAILABLE There’s just time to catch your breath. 03
When those huge rear tyres find some
grip, the M Roadster charges toward
ONE the horizon like it’s come out of a slingshot, accompanied by
Analogue centre the full audible majesty of one of Garching’s greatest six-cylinder
console dials are a
popular upgrade with engines. It’s so visceral it seems as if you can hear every valve
non-M Z3 and E36 opening and closing with each rotation of the camshafts. You
3 Series owners – we don’t get that in the Coupe.
don’t mind them either After an all-to- brief time behind the wheel, we’re sold. Those
TWO bulging arches and quad exhausts promised that this Z3 would
Named after the have a mean streak, and it’s a pleasure to say that it’s every bit
famous former the animal we’d hoped for.
Formula One racetrack
in Portugal, Estoril I know convertibles have a slightly wimpy image. I’m as guilty
Blue is one of the most as the next person of often overlooking them. They’re not the
popular BMW shades heroic choice for the true driving enthusiast.
However, this M Roadster is the exception to
THREE
Water pumps can the rule. Its thuggish looks are backed up by a soundtrack that’ll
fail due to worn or scare the neighbours on a Sunday morning. Put simply, the M
broken impeller blades Roadster is a muscle car that happens to lack a roof. If you can’t
that can crumble
and partially block square the soft-top image in your head, you can always buy a
the cooling system, removable hard-top. You’ll certainly be able to afford one if you
leading to overheating choose an M Roadster over a Coupe.
As M Power machines lose cylinders with each new
generation, there will come a time in the not-too-distant future
when the vast appeal of an old-school, naturally aspirated
BMW six-cylinder engine will become much clearer to a wider
audience. With the price hikes that will inevitably follow, you’ll
wish you’d bought a good M Roadster when you had the chance.
That time is now.

88 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 The Specs
Inline-six appeal
BMW Z3 M
BODY 2-door, 2-seat roadster
DRIVE rear-wheel
ENGINE 3201cc inline-6, DOHC, 24v
BORE/STROKE 86.4 x 91.0mm
COMPRESSION 11.3:1
POWER 236kW @ 7500rpm
TORQUE 350Nm @ 3250rpm
POWER/WEIGHT 175kW/tonne
TRANSMISSION 5-speed manual
WEIGHT 1350kg
SUSPENSION MacPherson struts, coil springs anti-roll bar (f);
multi-links, coil springs, anti-roll bar (r)
L/W/H 4025/1740/1265mm
WHEELBASE 2459mm
STEERING hydraulically assisted rack-and-pinion
BRAKES 315mm ventilated discs (f); 312mm ventilated discs (r)
WHEELS 17.0 x 7.5-inch (f); 17.0 x 9.0-inch (r)
TYRE SIZES 225/45 ZR17 (f); 245/40 ZR17 (r)
TYRE Michelin Pilot Road
PRICE (NEW) $137,000
PROS Strong inline-6 grunt; soundtrack; topless driving
CONS Chassis flex/scuttle shake; not many to choose from
STAR RATING 11123

d m o t o r o f f i c i a l f m o t o r_ m a g 89
 FEATURE. TOYOTA'S RACE WEAPONS

HAVE YOU EVER WONDERED WHAT IT'S LIKE TO DRIVE

A COMPETITIVE RACE, RALLY OR DRIFT CAR? WE DID
TOO, SO WE MADE A FEW CALLS TO FIND OUT

B Y S C OT T N E W M A N & DY L A N C A M P B E L L + P I C S E L L E N D E WA R & N AT H A N J A C O B S

90 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
RAC V RALL V DR FT

d m o t o r o f f i c i a l f m o t o r_ m a g 91
 HIS FEATURE seemed destined not to happen. The
idea of celebrating Toyota Australia’s support of local
motorsport by driving the machines it backs was
ambitious to begin with; no-one was more surprised
than us when Toyota agreed to the concept. Weeks of planning
to line up a date amongst car rebuilds and deadlines appeared
in vain when, at the eleventh hour, the intended venue declined
our hire request due to noise concerns and every other venue
in NSW was unavailable.
Winton Raceway came to the rescue and thanks to the
amazing generosity of the people involved a trio of racing
cars, covering the disciplines of circuit, rally and drifting, sit in
pitlane idling impatiently. Not as impatiently, it must be said, as
editor DC and myself, both of whom are giddy with excitement,
yet incredibly nervous at being trusted with driving unfamiliar
and very expensive machinery hard enough to put you, the
reader, in the driver’s seat. Yeah, I know, cue the violins.
Few car companies boast a more impressive sporting resume
than Toyota: the diminutive Sports 800; the gorgeous 2000GT;
the long-lived Celica, which morphed from rear-drive coupe
to all-wheel drive rally weapon to front-drive screamer during
its lifespan; the Supra, Chaser and Soarer, JZ-powered darlings
of the Japanese tuning industry; the MR2, an affordable exotic;
the AE86, Japan’s answer to the Mk II Escort, the list goes on.
Then there are its motorsport efforts. Twenty-five years in
world rally, including two world titles, a decade in F1, a dozen
Le Mans campaigns, British Touring Cars, IndyCar, off-road
racing and NASCAR all appear on the CV. This incredible CV
only made Toyota’s hermit crab-like post-GFC withdrawal from
anything remotely exciting even more disappointing.
Toyota President Akio Toyoda provided the spark needed
to reignite the flame. Promoted to head of the company in
2009, he greenlit the 86 sports car program and vowed “no
more boring cars” at the 2014 Detroit Auto Show, where Toyota
BELOW The toys arrive. And ABOVE Having briefed the
unveiled the FT-1 Concept which would (eventually) morph what toys. You might notice boys on what we needed for a
into the new Supra. Since then, the Camry and Corolla have one very special car that isn't nice, clear tracking shot, they
➜

➜
become interesting to look at and decent to drive, the Yaris featured on these pages, but proceeded to go utterly berserk,
you'll have to wait for a future Beau's 86 screaming mere
spawned a (sadly Euro-only) hot hatch and Toyota re-entered issue of MOTOR to read about it centimetres from Ellen's lens
global motorsport, finally securing Dakar and Le Mans victories
and creating its front-running Yaris World Rally Car.
Closer to home, enthusiasm at Toyota Australia was clearly
hibernating, not dead, for in recent years it has been a strong
supporter of local motorsport. It launched the successful
one-make 86 Racing Series, providing an entry into tin-top
competition for budding young racers. Now in its fourth year, it
regularly attracts fields of 40 cars or more.
The Toyota 86 racer was developed by Neal Bates Motorsport,
a name with a long and successful association with Toyota.
Having won four Australian Rally Championships as a driver,
Neal Bates is now team principal of Gazoo Racing Australia as
Toyota embarks on its first factory rally effort in a decade, with
a pair of Yaris AP4s to be driven by Neal’s sons, Harry and Lewis.
But if anyone has more Toyota passion running through their
veins than the Bates family, it’s Beau Yates. If you examined his
blood under a microscope, his cells would be little Toyota logos.
In 2006, Yates became Toyota Australia’s first drift ambassador
driving his iconic AE86 Sprinter. Following a huge accident in
2013 he switched to the new 86, which has morphed over the
years into a screaming circa-600kW beast that eats semi-slicks
like the Cookie Monster downs Oreos. To simply experience
these cars would be a huge privilege, to be allowed behind the
wheel an incredible honour. Let’s go for a drive.

92 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
TOYOTA PRESIDENT AKIO TOYODA PROVIDED
THE SPARK NEEDED TO REIGNITE THE FLAME
... HE VOWED "NO MORE BORING CARS"
86 DRIFT CAR
Unleashing a machine designed for one brutal purpose
WITH NO ABS, no traction control, about a billion horsepower
and my own feeble, bordering on non-existant drifting skills,
my imagination assured me I was definitely going to crash this
one-off, purpose-built Toyota 86 drift car. And matters were
not helped by the thought that it not only belongs to Australian
drift royalty and three-time champ Beau Yates, but that so
much of the build itself was done with his very own hands.
One look at this heavily modified racecar is enough to further
trigger one’s fight-or-flight response. Widebody guards front
and rear barely conceal bulging, heavily cambered wheels and
tyres, the 86’s expanded footprint giving it a predatory stance.
The occasional, scarred bodywork reminds that this vehicle
does battle, within millimetres, of other drift cars in proper
competition. Yet look closer and this car is also an engineering
marvel with delightful, almost artful details all over, from the
beautiful welds, to the way it looks – a lot of thought, and care,
has gone into the build of this car, and it shows.
Under the vented bonnet, the stock boxer-four is a memory,
replaced with a 3.0-litre straight-six (the legendary and
battle-proven 2JZ) and fed with an enormous single Garrett
turbocharger. A frankly silly amount of power reaches the rear
wheels (537rwkW/1000rwNm) via a sequential ’box.
Time to strap into the passenger seat. Inside the stripped-
out, caged interior the engine is buzzy and loud at idle.
Yates plucks first gear, making a sound like a sword hitting
a rock, and jolting the car, his previously calm and relaxed
demeanour immediately replaced with focus. He spits on his
gloves and what feels like moments after leaving pit lane, the
clutch is in and he’s ripping up the handbrake into Winton’s
sweeper at about 150km/h, before dancing the car in one
huge, connected drift through turns six, seven, eight and nine,
working the brake and handbrake just as much as the steering
and throttle in a frenzy of non-stop small inputs. The engine
94 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
rages with one of the angriest noises I’ve ever heard, bouncing MAIN If Toyota
off its 8750rpm hard-cut almost the whole time. It’s impressive ever wanted to do
to watch; you could easily imagine Yates drifting the whole a GT2 RS-style 86,
it could save itself
track, multiple laps in a row, if the car could do it. (On a warm a lot of time and call
day, it needs a cool down every five minutes; a new pair of rear Beau Yates
tyres are lucky to last much longer than that.)
BOTTOM Stock
It’s my turn to show everyone how it’s not done. I’m relieved FA20 is long gone;
to find the controls immediately easy to use; clutch forgiving, Yates employs
accelerator precise, giving you a god-like feeling of control the bulletproof
Toyota 2JZ 3.0-litre
over all that power, and whether rear tyres live or die. There is straight-six. Huge
something unbelievably cool about a sequential ’box, plucking Garrett GTX3584RS
gears with a tug of the solid mechanical lever, and hearing the turbo (note screamer
whine. I drive a few ginger laps of the track to get a feel. With no pipe) runs 24psi,
killing rear tyres via a
provocation, the car wants to oversteer into every corner. But six-speed Samsonas
it’s friendly; not at all scary. Even more unexpected, however, sequential 'box
is seeing Yates on the pit wall, making wild arm gestures egging
me on. But I am not yet brave enough to incite wheelspin in ➜
anything other than a straight line. And I’ve never felt a car as
eager to completely bonfire its rear tyres as this one.
We hit the skidpan and Yates lays out a witches’ hat course a
bit bigger than I’m honestly comfortable with. Almost straight
away, however, I’m able to connect the whole course in one
big, slightly wobbly, but smoky drift – which is a credit to the
car. To drive, it is, dare I say, easy – benign, fluid and not snappy
at all. Getting sideways requires no special skill, such is the
tyre-turning power and torque available; and there is so much
steering lock, if you cock it up you just steer further into what
would otherwise be a spin. It’s the ultimate flattery.
Red flashes up on the MoTeC dash indicating it’s time to cool
the car down (the radiator is in the boot). It’s only built, after
all, to do battle for minutes at a time. In my case, minutes that
will remain vivid and clear forever: Yates’s born-to-drift 86 is
easily the most exciting car I have ever driven. – DC
GETTING SIDEWAYS REQUIRES NO SPECIAL SKILL,
SUCH IS THE TYRE-TURNING POWER AVAILABLE
86 RACING SERIES
Wee comedown after the tyre-hating drift version of the same car
GETTING OUT of a drift-ready 86 and into the Toyota 86
Racing Series car must be what it feels like for a fighter pilot to
get into their road car after a long day in the skies.
That’s not to say this is an unexciting car. Having drunk in
the race livery of this otherwise stock-looking ’first-gen’ 86, the
heart rate increases as you poke your head through the driver’s
window to find an interior so black, light almost can’t escape
it, a matrix of proper, full roll cage (no ditzy bolt-in half-cage
here), race seat, race steering wheel, stereo replaced with a
crudely installed kill switch and a MoTeC dash. This, ladies and
gentlemen, is an office. And personally I’m simple enough to
have low standards when it comes to work space.
But first, a refresher on what the Toyota 86 Racing Series
is exactly. Kicking off in 2016 and now in its fourth season in
Australia, the series supports Supercars at tracks all around
the country. Last year there were six races with fields of up to
40 cars, the idea being keep the cars and racing cheap so as
to offer a stepping stone for hotshot karting kids to move into
96 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
cars, mixing with amateurs and seasoned pros alike. The 86
Racing Series website calls to action “find out how you can get
involved!” And it's not entirely unrealistic to think you could.
Brand new, a car costs about $75K ready to race, the package
including upgraded AP Racing brakes, MCA coilovers, exhaust
and a MoTec ECU. There’s a TRD oil cooler and custom baffled
oil sump pan; a full roll-cage must be fitted and a compliant
race seat as well. Power increases to approximately 169kW,
while the minimum weight including driver is 1285kg (a stock
86 GTS road car is 1258kg sans driver). Feasibly, you can bring
your own 86 to Neal Bates – the exclusive builder of Racing
Series cars – and have a race package fitted for $25K (budgeting
an extra $13K or so for the cage and seat) and people have,
building cars using statutory written-off 86s for as cheaply as
$43K. Once you have the car, each round has a very agreeable
$1500 entry fee (meaning there are, of course, still costs to run
the car and transport it and yourself to the track) but there is
a $150K prize pool on offer. If you dare bet on your skills, you
RACE
➜

RIGHT In 2019 the 86 Racing Series

has five rounds including the big
draw-card, supporting the Bathurst
1000 in October. Top speed down
Conrod? About 230km/h

IT INVITES
YOU TO
BE A BIT
ROUGH,
POUNDING
OVER KERBS

MAIN There is just could enjoy a season of very subsidised racing indeed.
enough adjustability Today, we are just enjoying a very subsided few laps of
in the MCA coilover Winton Raceway. And what do we say? It drives like an 86
suspension that young
racers can learn a bit that’s louder (and sounds quite good, actually, like it has
about setting up a car carburettors), the noise clear and unfiltered thanks to the
lack of carpet and sound deadening. There’s a lot more grip,
ABOVE Dunlop
Direzza DZIII86 the too, meaning you can man-handle the 86 on the brakes and
control tyre, fitted into corners, basically flattening the throttle mid-corner the
to bigger, again moment you can start opening the steering. In almost all areas
controlled, 18-inch OZ
Racing rims
it feels about 15 per cent better than a stocker, but also invites
you to be a bit rough, pounding over kerbs and – as is common
in the series, although we didn’t try – flat-shifting with cruel,
➜

mechanically unsympathetic abandon. (Rule-makers were

forced to stipulate a lightened clutch and flywheel as with the
heavier stock items, flat-shifters kept lunching gearboxes.)
It doesn’t feel a great deal faster than the stock car on sticky
rubber, not unsurprisingly. At Winton in 2016, Cameron Hill
took pole in the 86 Racing Series with a 1:37.9. Last year, Warren
Luff, for MOTOR, set a 1:42.8 in a stock 86 GTS Performance
Pack on Michelin Primacys. Of course, most of the difference
is down to the tyres. But that’s the idea of the 86 Racing Series:
make all the cars the same, so that any time difference is down
to what lies between the drivers’ ears. – DC

d m o t o r o f f i c i a l f m o t o r_ m a g 97
 RALLY
THE YARIS IS SO EASY TO DRIVE, MAKING IT
SECOND NATURE TO INDULGE IN HUGE SLIDES

98 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
YARIS AP4
Gravel-eating hot hatch ain't your Grandma's shopping car
WHAT EXACTLY is a Toyota Yaris AP4? I’m glad you asked. With
no more Lancer Evolution, rallyists were left with a choice of
a Subaru WRX STI or nothing, so the AP4 regulations were
conceived to allow essentially any basic shopping car to be
transformed into a turbocharged, all-wheel drive forest flyer.
The concept is very similar to the R5 machines that compete
in the WRC, but without the need for FIA homologation and at
a lower cost than the roughly $400,000 needed to land a new R5
car in Australia. Neal Bates admits that if Toyota made a Yaris
R5 they'd probably be using it, but since it doesn’t his team
began the tricky process of creating a rally car from scratch.
As Neal says: “It’s been an incredibly tough project.” With no
template to work from, his team has spent 18 months using
30 years of rallying experience to develop the Yaris to the
point where it can now hold its own against the latest factory
machinery from Europe. And now I get to drive it.
Thankfully, Harry is on hand to teach me the ropes but,
cleverly, he’s brought Lewis’s car for me to learn them in. I’ve
dabbled in rallying before but a modified Daihatsu Charade
isn’t exactly a natural stepping stone to a 300bhp ARC front-
runner. International driving experience means left-hand drive
is okay – the Yaris is left-hook to prepare Harry for any future
overseas outings – but I’ve never used a sequential ’box before.
It’s not difficult, as it turns out. The clutch is only required
from rest; after that, simply pull or push the lever as required,
but upshifts in particular require quite a bit of muscle. A full
weekend's rallying – including hundreds of kilometres of
transport stages – would require a lot of stamina.
AP4 regulations require a 1.6-litre engine so Toyota’s 2ZZ 1.8-
litre four was destroked and a turbo added, breathing through
a 34mm inlet restrictor. Measure that with your fingers, it’s not
very wide. Nevertheless, the Yaris produces 224kW and 420Nm
and weighs just 1230kg so with extremely short gearing – top
speed is less than 200km/h – it’s a reasonably rapid machine. OPPOSITE TOP
The steering is very light, so light that I wonder how Harry, Destroked 2ZZ from
who likes to drive in the modern Sebastien Loeb/Ogier style of Celica produces
224kW/420Nm and
leaning on the front tyres, manages to find the required level of revs to 7000rpm
communication. Talent, I suppose. Luckily, I’m a similar height
to the Bates boys so the driving position is about right, albeit ABOVE How to
build an AP4: attach
quite high. With its gravel-spec setup, the Yaris sits equally high standard Yaris shell to
and its softness leads to big-time body roll. a jig and modify floor
This softness allows lots of weight transfer, key to getting the to accept propshaft
and rear diff. Move fuel
Yaris to turn as it runs no centre diff, just a fixed 50:50 torque tank to middle, tweak
split. “These new breed of cars are set up quite soft,” explains suspension towers
Harry. “I’ll usually run quite a bit of front bias because I’m for extra travel,
turbocharge engine
looking to be really aggressive under brakes, because if it’s on and install all-wheel
its nose I can get the turn that I want.” drive system. Easy
As such, the Yaris loves to slide. A dab of brakes and a flick of
steering sets it up and it’s then child’s play to use the pedals to
➜
endlessly adjust its attitude. Swapping tarmac for gravel only
makes the process easier, the aim being to swing the rear out
wide on corner entry so all four wheels are pointing straight
towards the exit for maximum traction.
Clearly satisfied I’m not a complete liability, Harry tweaks a
small knob on the centre console and engages the Yaris’s anti-
lag system, keeping the turbo spinning constantly for instant
power. What’s remarkable is how easy the Yaris is to drive. The
light steering, progressive chassis and responsive, torquey
engine make it second nature to indulge in huge slides under
power or brakes.
But it’s not Harry and Lewis’s job to have fun. They need
to win and the Yaris AP4 is so friendly I wonder if it would be
easy to let time slip away without realising it. What’s certain
is I need a Yaris AP4; no road car can deliver this amount of
entertainment. Neal is more than happy to oblige, but wants
$250,000 in return. For sale: one kidney, slightly used. – SN
d m o t o r o f f i c i a l f m o t o r_ m a g 99
 The Specs
Three different cars with one aim: to win
TOYOTA 86 DRIFT CAR TOYOTA 86 RACING SERIES TOYOTA YARIS AP4
BODY 2 door, 2 seat coupe 2 door, 2 seat coupe 3 door, 2 seat hatch
DRIVE rear wheel rear wheel all wheel
ENGINE 2997cc inline 6, DOHC, 24v, turbo 1998cc boxer 4, DOHC, 16v 1613cc inline 4cyl, DOHC, 16v, turbo
POWER 537rwkW @ 8200rpm 169kW @ 7000rpm (approx) 224kW
TORQUE 1000rwNm @ 3200rpm 236Nm @ 6400 6800rpm (estimate) 420Nm
POWER/WEIGHT 471rwkW/tonne 132kW/tonne 182kW/tonne
TRANSMISSION 6 speed sequential manual 6 speed manual 6 speed sequential manual
WEIGHT 1140kg 1285kg (including driver) 1230kg (dry)
SUSPENSION coilover strut (f); A arms, coilover strut (r); coilover strut, anti roll bar (f); A arms, coilover struts, coil springs, anti roll bar (f/r)
note: no anti roll bars strut, anti roll bar (r)
STEERING hydraulically assisted rack and pinion electrically assisted rack and pinion hydraulically assisted rack and pinion
BRAKES 355mm ventilated disc, 6 piston caliper (f); 330mm ventilated discs, 4 piston calipers (f); 300mm ventilated/slotted discs, 4 piston
345mm ventilated disc, 4 piston caliper (r) 316mm ventilated discs, 2 piston calipers (r) calipers (f/r)
WHEELS 18.0 x 9.0 inch (f); 18.0 x 11.0 inch (r) 18.0 x 8.0 inch (f/r) 15.0 x 7.0 inch (f/r)
TYRES 235/40 R18 (f); 265/35 R18 (r); Achilles 123S 225/40 R18 (f/r); Dunlop Direzza DZIII86 205/65 R15 (f/r); MRF rally tyres
PRICE $180,000 plus $45,000 (used, approx); $75,000 (new) $250,000 (approx)

MANUFACTURERS STILL SEE VALUE IN

MOTORSPORT IF THE RIGHT OPPORTUNITIES EXIST

THE SMILES you see in these photos aren’t put on, they’re
genuine emotion; Dylan’s being banging on about wanting to
try a proper drift car since I’ve met him and I’ve had rallying
in my blood since I learned how to spell WRC. But what have
we gleaned from this exercise, other than having a hell of a lot
of fun? Firstly, no production car can deliver the excitement of
a purpose-built competition car. Even the likes of the 911 GT3
RS or GT-R Nismo can’t match the sense of connection offered
ABOVE philosophy: the Bates family and Beau Yates are at the top of
No matter your their game in their respective sports; conversely, the Toyota 86
taste in motorsport Racing Series has a stronger focus on grassroots racing.”
disciplines, one of
these trio should have Toyota should be congratulated for its support of a variety of
you covered – can we categories. It spends mega bucks reaching everyday motorists
have all three? as the major sponsor of the AFL, but clearly recognises that
if it’s going to be taken seriously by enthusiasts, it has to
engage with them. It’s part of the reason we wanted to do this
➜

by a machine that’s sole purpose is to help its operator reach
the top step of the podium.
Secondly, manufacturers still see value in motorsport if the
right opportunities exist. According to Toyota Australia’s Senior
Public Affairs Specialist, James Wang: “Toyota’s motorsport
philosophy is, ‘We race, we learn, you win’. At a global level
this is reflected through our WEC and WRC participation; we
take what we learn on the racetrack and ultimately apply this
to our production cars. In Australia we have much the same
story; if manufacturers receive publicity for their motorsport
programs, more are likely to appear. Factory-backed teams
bring their own complications, but there’s no doubt most
series are healthier when car makers are involved.
Let us hope this renewed commitment to competition
transfers to the showroom. The 86 was a great start, a new Supra
an excellent follow-up, but it's been a long time since Toyota
offered a true performance variant of a regular production
model. If Toyoda has the will, Toyota will find a way.

100 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 IN THEIR WORDS. BOB HALL

‘FRONT-
DRIVE MX-5?
THAT IDEA
DIDN’T GET
UP. LUCKILY’
A S T O L D T O M AT T S TO N E + P I C S E VA N K L E I N

30 YEARS ON, THE MAN

WHO HELPED SIRE MAZDA’S
ICONIC SPORTS CAR SETS
THE RECORD STRAIGHT

102 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r

➜ Mazda MX-5 Miata: Twenty Five Years, Hall begins with
OPPOSITE
Naturally, Hall has an NA
of his own – a mint example
in a special, non-production
paint code
N MAY, 1989, a compact, lightweight, affordable sports car
hit the road, one the world had not seen before. It was called
the Mazda MX-5 and as you read this, it will have been on
continuous sale for almost exactly 30 years.
To mark this momentous occasion, we sat down with Bob
Hall, the man credited with dreaming up the original MX-5
concept – although he is quick to clarify that conceptualising
the car is not the same task as that of turning it into a reality.
As Hall himself is a former motoring journalist, at none other
than Wheels Magazine, there’s no better person to tell the
fascinating story of the MX-5’s conception.
I JOINED MAZDA North America on October 21, 1981. But it
all began a few years earlier, rooted in a conversation I had
with Kenichi Yamamoto, then Mazda’s chief engineer. Of
course, it was all made easier by the fact I spoke Japanese.
I just assumed I was going to be in Public Relations,
because when you’re a journalist and you go to work for a big
carmaker, you go into PR. But they put me in design. I doubled
the non-managerial staff count of the design department
in California – meaning it went from one to two. When they
expanded product development they put me in there, which
has chased me around my whole career. I really rankle at the
‘father of the Miata’ title I’m too often given, because today
there really are no single fathers of any car; it takes a team and
104 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
a village to develop a vehicle from scratch.
[In the foreword for Thomas L. Bryant’s excellent book,
Toshihiko Hirai.] Remember that name. When something is
successful everyone wants to find the creator. I guess that’s
just part of the fixation people have with stuff. And now that
the Mazda MX-5 has had its [30th] birthday, and [more than]
one million have been built, lots of well-meaning individuals
are either calling it Tom Matano’s car or are praising me as the
father of it. It is not Tom Matano’s car, nor
am I the father of the MX-5. The father of
the car is the aforementioned gentleman,
Toshihiko Hirai. It is his car if ownership
must be attributed to a single individual.
Think of a film; there is a director,
and there are producers, plus countless
designers, writers, cinematographers,
editors, sound and lighting techs, and
others, not to mention the cast. All too
often, history gets rewritten, and the guys
who put in the hours and years and really
crack their arses hard, giving up anything
like a normal life, get left out or forgotten.
I’ll take full credit for coming up with
the concept, or at least the idea that the
concept of the classic British roadster still
had some legs. My dad had this endless
run of British open sports cars. I remember
us driving together in his Austin-Healey
to the Vista Del Mar concours in Los
Angeles, and we were driving down
Olympic Boulevard in LA and the car just
stopped dead in tracks due to a failed SU
fuel pump. Once I got my driver’s licence,
I drove my mother’s Volvo, my dad’s later
Healey, then Datsun 510s and all kinds
of things, and I remember thinking how
solid and reliable and neat the Japanese
cars were, but why didn’t they have cool,
fun sports roadsters like my dad’s Healey?
That stuck with me forever and, a few
years later, a day figured prominently regarding my first
meeting with Yamamoto and Mazda’s PR chief Bunzo Suzuki.
I always felt that there was something left in that idea. I
continued to run into Mr Yamamoto once or twice a year, and
we’d meet and talk cars, baseball, whatever. We met shortly
after the launch of the first Mazda RX-7 and he asked me what
Mazda should do next after that car.
So I did this horrible chalkboard scribble, suggesting that
Mazda should build an affordable, open, rear-drive sports
car. He asked “why?” and I replied “because there aren’t any
more left.” Austin-Healey was gone, as was the MGB. The Alfa
Spyder was something a little different.
He seemed to understand, but I didn’t think anything would
come of it. He excused himself for a moment, and I was about
to erase the chalkboard before Suzuki said “let’s take a photo
of that” which he did and then I erased it. Something like two
years later, I got a call from Kishimoto-san, Mazda’s main PR
guy in North America, asking me to come down for a meeting,
which turned into the design job offer.
One day I was in the studio working on the B2000 pickup
truck and felt a tap on my shoulder. It was Yamamoto, who
asked what I was doing. I told him “I’m working on the pickup
truck” and he said, “not important right now, you should
be working on your lightweight, two-seat sports car”. I’d
“MAZDA HAD NO NOTION OF SLIPPING SOMETHING
SO ENTIRELY NEW INTO THE PRODUCT PLAN”

LEFT
Hall tours a very special basement full of
Mazda’s concept cars and racers, with Derek
Jenkins, designer of the ND

d m o t o r o f f i c i a l f m o t o r_ m a g 105
 “IT WAS LUCKY WE WENT WITH
A FRONT-ENGINE, REAR-DRIVE SPORTS
CAR INSTEAD OF A MID-ENGINE DESIGN”

completely forgotten about it, but he had not. He said he’d talk
to my boss, also Mr Yamamoto, but no relation. They agreed
that I should pursue the idea of the lightweight two-seat
roadster sports car. However, because the pickup truck is so
important to the American market, it must continue.
“You can work on the sports car as much as you like prior
to 8:30am in the morning, between 12:00pm and 1:00pm, and
after 5:30pm in the evening.” So I began starting my day at
6:00am, having lunch at my desk, and then usually working on
the sports car for a little extra time before going home.
I had heard that this is how Yamamoto tested people, to see
how much they really believed in their ideas that they would
work on them in the beginning on their own time. I guess I
passed the test! I spent more time trying to get the idea floated
and approved than it took to actually develop the car.
This was about 1982. A lot of people just felt it didn’t make
any sense. Mazda had no notion of slipping something so
entirely new into the product plan, as Mazda was somewhat
reactive to the marketplace at the time. For example the first
kernel of the original RX-7 was originally a redevelopment
of the RX-3. Ready for this – if you bought an RX-7 in Japan
it had rear seats! The RX-7 made the product mix because it
was replacing something that already existed in the market.
Bringing something entirely new and previously undeveloped

106 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 into the product plan was difficult.
➜
They set up a group called the Technical Research Division,
and it was designed to look at things that were out there;
TOP RIGHT technologies, studies of human factors, not necessarily
Iconic pop-up to design a specific product, but to study tech solutions,
headlights only lasted powertrains, and other things that might apply to one or many
one generation before
of the things in the product pipeline. Concurrently the studios
being cut for the NB
in Japan had an idea to come up with a sports car, and we in
ABOVE RIGHT California had our little sports roadster.
The MX-5’s philosophy Several ideas got knocked around. A mid-engine car; a
has always been about front-engine, front-wheel drive car; and our car, which was
light weight and keen
dynamics – not power always front-engine, rear-wheel drive and never deviated
from that. Then someone had the idea to have a competition
among these ideas, and that’s when our project became a bit
more real and legit; we had no certainty that our car would
ultimately make it into the model mix. But at least we could
formally present it to top management as a possibly official
product development program.
Three full-sized clay models were built; we had some
challenges with our car because we didn’t have any official
engineering support to help with hard points and so forth.
Our car ended up being modelled around an RX-7 rear axle.
That gave us one dimension – track width – and knowing
the various relationships needed for a sports car, we could
extrapolate from that and come up with a wheelbase, then
other dimensions, so we had some numbers and dimensions
to fool with.
Mark Jordan, who was hired in late 1982 and another
designer, did this “Gen zero” car, which actually looked a fair
amount like what became the first-gen MX-5. Except, since its
dimensions were extrapolated around a too-wide rear axle, it
was way too big for what we envisioned. The original idea for
the car was that it would be done primarily out of the parts bin
with hand-me-down items; obviously the less stuff that had
to be scratch-designed and developed just for the sports car
program, the cheaper it would be to produce the car, and we
thought an easier business case to sell.
There was a time during the “competition” between the
two Japanese studios and us in California after initial sketch
presentations, that we would build clay models. Then there
would be a cut down to two and then finally to one, which
would get built.
Mark came back from presentations and we were going
to build a clay model for management review, but there
were some inside political machinations going on and it
was possible they weren’t even going to consider our car. We
made our model of clay up to the belt line with a see-through
fibreglass removable roof that could be taken off to show what
d m o t o r o f f i c i a l f m o t o r_ m a g 1 07
“DID WE LEAVE ANYTHING ON THE TABLE? NO ... IT WAS
THE CAR WE ALL WANTED, AND IT PROVED RIGHT IN
THE MARKET”

30 YEARS & FOUR GENERATIONS OF MAZDA MX-5

NA - 1989 The one that started it all. NB - 1998 Power upped to 106kW and NC - 2005 Bigger, heavier (1129kg) ND - 2015 With the introduction of the
Pop-up headlights, lightweight 980kg it ‘races’ to 100km/h in 8.6sec. It’s the and with a 118kW 2.0-litre four-cylinder 1.5-litre option, the fourth-gen MX-5 is
body and a revvy 1.6-litre atmo four. It only MX-5 to come with a factory turbo engine. It’s also the first generation to the second lightest. Latest 135kW/205Nm
really did revolutionise the market. variant (and Oz-made SP). offer a retractable hard top. 2.0-litre option is the pick for many.

108 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r

the car looked like topless. What they thought looked only
pretty good in sketch form now looked really good in full scale
model form. Ours was the last of the three concepts shown to
management. The cut lines where the top met the body were
concealed with tape, and after all the presentations were done
we removed the tape and pulled the top off, and Sato stood up
and said “build that one!”
It is interesting that one of the Japan studio’s concepts was
for a mid-engine car, and shortly after the whole management
review process was over, everyone attended the Tokyo auto
show where Toyota revealed the mid-engine MR2. Everyone
at Mazda couldn’t help but think how lucky it was that we
had decided to go with a front-engine, rear-drive sports car
instead of a mid-engine design. The overhangs and some
proportions of our mid-engine proposal were different, but
the overall concept would have been much the same.
As our car was scheduled to come out a few years later (late
1989 vs 1985 for the MR2) it would have looked like we copied
them. This was all great for me, as my idea now had front-row
visibility with Mazda’s board of management.
Luckily there was a bit of a race to see which of three
internal development projects would come in line first. The
roadster, an MPV mini-van, or a tiny little 550cc mid-rear
engine domestic market city car that was designed, and also a
brilliant example of vehicle packaging. This car never made it
to market, and thank goodness the MPV got the nod ahead of
our sports car, which delayed us a bit.
Ultimately this helped as an airbag was developed for
the MPV, which we then had time to package into the MX-5
instead of motormouse belts or some of the other passive
restraint concepts circulating at the time. It costs a lot of
money, and takes an enormous amount of time to engineer
airbags into a car that wasn’t originally designed to have
them; so thank goodness our project came a half step behind
the MPV, so our car could be engineered from the ground up
with airbag systems in mind. One car that got caught up in
this mess was the Australian-built Mercury Capri. It wasn’t an
identical competitor to our car, but it would have come out
before us if not for the snafu on passive restraints. By the time
the Capri was re-engineered for airbags, it came out after us.
The launch of the car was dubbed “Miatamania,” since
the production car was revealed in the States at the Chicago
Auto show in the spring of 1989, and there were some in the
company who wanted to hold the sale date for July 4. Even
though ours wasn’t an American car, the first hues you could
get were red, white and blue. Luckily the marketing director,
Duane, said “no, put ’em out there as soon as the dealers get
them.” So we didn’t have to deal with excuses of scandal by
trying to over manage the supply and demand. Demand was
far more than many in the company hoped for. Dealers were
getting $5K-$6K over sticker for them at the very beginning.
I get a lot of questions about what the car was and wasn’t.
Did we leave anything on the table? No, not really, it was the
car we all wanted, and it proved right in the market.
Did we ever intend to build it with anything other than
an inline-four for power? No. Like the Nissan 1600 and 2000
roadster, the Lotus, the MGB, and so many other of the British
roadsters, they all were most right and most successful as a
sports car with a four-cylinder engine. Did we plan to race
it? Not specifically, we always felt that was best left to the
customers and racing teams. We did, however, discuss that
you only really get great racecars from great sports cars, but
we didn’t set out to build a racecar.
I fought really tough and dirty to make sure that the
convertible top was super light and simple. That’s why it’s not
buried beneath a hard tonneau cover. I wanted it to be easy to
➜
unlatch at a stop light when you wanted to go topless, all you
had to do was “throw it over your shoulder” to put it down. It
ABOVE also had to be just as easy to fold up at a stoplight if it began
The NA is a refreshing to rain. You didn’t have to get out of the car, you didn’t have to
example of back-to- mess with a folding hard cover, and you just grabbed it and
basics driving, the
uncluttered wheel pulled it up and latched it down. Simple, easy and light.
being a centrepiece What about the ND? I like it. I like the styling, the quality
built into it, and the idea of keeping the weight down as much
MAIN LEFT
Sun out, roof down as possible; building in the lightness, in other words.
and a twisty road - the Working on the MX-5 has, in a way, become an albatross
perfect example of around my neck which, for better and worse, continues to
what the MX-5 was
designed for impact my career today. When I joined Geely, we had to
stipulate that I would not develop, in any way, a front engine,
rear drive roadster sports car for them – no matter how badly
they wanted it or wanted me to do it.
I still have some ideas left in my head, and even though the
industry has matured, I believe the car business will change
more in the next 50 years than it did in its first hundred, so
there’s lots of change and innovation, and new products and
product types yet to come.
But with MX-5 did we imagine a more than [30] year model
run with more than a million built to date? It really wouldn’t
have been smart to think that way, but we did believe with
some solid updating along the way, and a successful second
generation car, we didn’t see any reason it couldn’t live 10
years in the marketplace. Which it has now done so – three
times in a row.
d m o t o r o f f i c i a l f m o t o r_ m a g 109
 In association with

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 Valued at up to
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M BUYING A MODERN CLASSIC
WORSHIPPING THE DEPRECIATION GODS

F O R D F A L C O N

BUILT T ND TO THE
UNLOVED AU AND CREATED BLUE OVAL PERFORMANCE GOLD

112 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 BY DAV I D M O R L E Y + P I C S M OTO R A R C H I V E S

’99
’03
TO

FTE
TS50
choice of good
ones from $20K
HOLDEN AND HSV were giving Ford
TS50
➜ some terrible stick back at the end
of last century. Not only was the AU
VITAL Falcon a seriously homely son-of-a-
CHECKS bitch, the GM jokers had the mighty
5.7-litre Gen 3 at their disposal. And
they weren’t afraid to use it. Clearly,
something had to be done. The Ford Tickford Experience
(FTE) was that thing.
Even though it sounded like a post-folk blues band, the FTE
deal was Ford’s counter-punch to the all-conquering HSV. But
right from the off, you kind of suspected Ford was deliberately
aiming low. Where, for instance, was the wild body kit? Where
was the sky-high power output? Where, in hell’s name, was the
sexier XR Falcon front clip with its four headlights in place of
the dowdy Fairmont nose?
All good questions at the time, but the reality was that the
TE50 and TS50 (and the long-wheelbase TL50) were much
more subtle cars than the HSV hot-rods. And these days, when
a bleedin’ Hyundai hatchback has 202kW, the fact that the FTE
cars couldn’t stay with a Clubsport in a straight-line just doesn’t
seem to matter so much any more.
And let’s not forget that it was the FTE cars that introduced
us to a local version of paddle-shifters (they were actually
buttons and fairly useless, but anyway…) as well as a hand-
made, alloy-headed version of the lovely old Windsor V8. And
what about the locally developed 5.6-litre stroker that was as
tough as anything else local doing the rounds in the first years
of the new century?
Meanwhile, with their bigger brakes, firmer suspension and
restrained presentation, these cars have emerged to represent
the best of the pushrod Ford V8s. That they were based on the
maligned AU didn’t do them much good back then, but now, as
the AU is being remembered as the best steering Falcon ever,
that grown-up demeanour is really working for them.
BODY AND PAINTWORK Lots of FTE’s cars were painted in
(restrained) metallic colours at a point in history when Ford
hadn’t really cracked paint tech. As a result, the paint fell off a
lot of these things, so don’t be surprised to find that many of
them are sporting a fresh coat of colour. If not, make sure you

d m o t o r o f f i c i a l f m o t o r_ m a g 113
M BUYING A MODERN CLASSIC

REASONS
TO BUY A
T-SERIES IN SPECS: FTE T3 TS50
BODY 4-door, 5-seat sedan
1. UNCOMMON ENGINE 5605cc V8, OHV, 16v
It’s rarer than an HSV. POWER 250kW @ 5250rpm
You won’t be passing TORQUE 500Nm @ 4250rpm
your own car every TRANSMISSION 5-speed manual/4-speed auto
day in traffic. USED RANGE $20,000 to $45,000
2. GRUNT
Two-fifty kilowatt
tune of the stroker
was surely the old
Windsor’s finest hour.
Utterly glorious.
3. GOOD STEER
Hi-fidelity steering of
AU platform means
these are some of the
best driving Aussie
Fords. Ever.

03
OTHER
OPTIONS
YOU MAY
HSV SENATOR
While Clubsport was a bit lairy, the Senator body
kit from this era was rather more restrained. Lots
of leather, auto trans and plenty of cred make it a
bit of a trophy car these days. HSV also slotted in
CHRYSLER 300C SRT-8
The 6.1-litre SRT-8 didn’t arrive until 2006,
but when it did, it gave us a real option to the
established V8 luxos. Gangsta looks have actually
aged gracefully and the performance speaks for
FORD AU SERIES 3 XR8
This was essentially a TE50 without the FTE
badges. Body kit was better integrated than ever
and the XR8 got the 220kW tune for the Windsor.
Supple, balanced and utterly under-rated, would
CONSIDER the 300kW Gen III from the GTS for fast luxury. itself. That’s if you can live with the interior... make a great second-hand buy.

114 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 01 02
03 04

THESE TICKFORD FALCONS HAVE EMERGED TO

REPRESENT THE BEST OF THE PUSHROD FORD V8s
check the horizontal surfaces (roof, bonnet and bootlid) for from Park promptly and that there’s banging or thumping
➜

early signs of the clear-coat becoming milky or opaque. That’s on upshifts. A car with 170,000 or so on the clock could be
a sure sign that the paint is breaking down.
ready for a new four-speed auto as this seems to be about the
Ford’s build quality wasn’t great either, so make sure the ONE
Leather was standard; standard lifespan.
panels line up, the crease-lines flow into each other and that
options to look for The bigger brakes fitted to the FTE stuff (before the Series
the doors haven’t sagged. The slightly domed roof of the donor include the costly, 2 when the entry-level TE50 reverted to Falcon XR8-spec
AU also seems susceptible to denting, so check it carefully. bigger Brembo brakes
stoppers) need specific pads and rotors, so make sure there’s
MECHANICAL Plenty of XR8s from this era enjoyed a drop of
TWO some meat left in them. If not, you’re looking at a decent bill
oil between services, but an FTE car shouldn’t. That’s because
The 5.6-litre stroker to replace them (although aftermarket replacements are one
the stockpile of Windsor V8s Ford was sitting on had been
was a local brew with solution). Reconditioning the calipers is definitely cheaper than
there for years and random engines developed a bit of rust in a one-off crankshaft,
the bores that meant they were worn before they’d even been cam and intake. It replacing them.
started the first time. FTE’s solution was to strip the engines made 250kW/500Nm. INTERIOR The big watch-out here is the electrical gear. Not
down, hone the bores and put it all back together as good as Sub 6.0sec 0-100km/h necessarily the stereo (although we’d still check it) but more
and a low-14.0sec intrinsic stuff like the digital readouts for the trip-computer,
new. (The tighter-budget XR8 didn’t get the same love.) But quarter’s the pay-off
you know what? A compression test would still be on our list odometer and climate-control gear. There’s more of that
of things to do before any money changed hands. THREE sort of gear going on in the up-spec TS and TL50s with their
Don’t be put off if the later TS50 you’re looking at doesn’t A total of 841 T-Series high-line dashboard, but it all needs to be checked for correct
were produced operation as missing digits and readouts that intermittently
have the alloy heads that bumped output up to 220kW. between 1999 and
2003, T3 by far the fritz out will spoil the magic.
These heads were basically a stop-gap measure until a locally
most popular While you’re there, have a look at the leather trim. Back
modified cast-iron head became available, and they were
in 1999 the coloured leather inserts might have looked great
phased out as the local items came on line. FOUR (although I don’t remember that being the case) but a couple
Speaking of local rarities, the 5.6-litre stroker needs a close In T3 guise, TS50
of decades of ground-in filth might have them looking pretty
going over by a specialist, as stuff like the crankshaft was a got the Fairmont
interior while TE50 sad. Car seats are usually black or dark grey for a good reason.
specific unit made only in small numbers for this very car. You
was full taxi spec. If you want a piece of Ford Australia's V8 history, we reckon
won’t be tripping over them at Repco. You bought it for the now’s the time to pounce.
Make sure the automatic transmission picks up gears engine, though

d m o t o r o f f i c i a l f m o t o r_ m a g 115
M LONG TERMERS

05 . 2019 01 CAR ON FLEET WE TRY BEFORE YOU BUY

RELATIONSHIP GRAPH
LOVE

O3
MONTH
1998cc inline- WHAT? TRACK DAY
4cyl, RWD, WHERE? PHILLIP ISLAND
152kW/212Nm, COST $285
1255kg, $39,894 FUN FACTOR 5/5 LOATHE
SUBARU BRZ tS 1 2 3 4 5 6 MONTH

ISLAND TIME
A visit to Australia’s finest racetrack with surprise results
TRACK DAYS are one of the most
popular club-level motorsport
activities. If you want to let your car off
its leash and find out what it can do,
the most obvious place to do so is a
racetrack. There are many options and
a quick Google search should result in
a number of tracks to choose from.
I tagged along to an Evolve Driver
Training event at Phillip Island, which
is usually one of the more expensive
options due to the track hire fees, but
Evolve’s ‘car club practice’ option was
a very reasonable $285 and offered
15min of track time every hour. More
than enough. Prices and track time can
vary considerably depending on the
circuit and the organiser, so give them
a ring if you’re unsure.
Phillip Island was chosen very
BELOW
First job for any track
day, stake out your
patch. Renault and
BRZ closely matched,
black Evo spat flames
deliberately. I know from previous
experience that the Subaru BRZ is a
blast at Winton, however, would it
feel underdone and a bit, well, dull on
PI’s fast, flowing layout? No, as it
turns out, not even slightly. In fact, the
day spent at Phillip Island was one of
the best motoring experiences
I’ve ever had, both in terms of
enjoyment and education.
The Subaru BRZ is the perfect
example of why outright speed
and driving fun aren’t necessarily
correlated. I’ve been lucky enough to
drive at Phillip Island in everything

116 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r

from a Porsche Cayman GT4 to a
BMW M5 to a Ford Focus RS and the
little 151kW/212Nm Subie was as good
as any of them (okay, maybe not
the Cayman…). Yes, it was slow in a
straight line, hitting just over 200km/h
down the long straight, but 165km/h
through turn one, flat through Hayshed
at 155km/h and 145km/h through the
probably-flat-but-I’m-too-scared last
corner is plenty fast enough for me,
thank you very much.
A best time of 1:57.3 was the result
and to provide some context, I dug up
some lap times from previous MOTOR
tests at Phillip Island. With Sir W. Luff
driving, a Mitsubishi Lancer Evo X
clocked 1:55.1 at PCOTY 2008, while
in 2011 a VW Golf R managed 1:55.3,
a Renault Megane RS250 1:54.4 and a
Ford Focus RS 1:54.3.
Go back even further to Bang For
Your Bucks 1996 and not a single car
could best two minutes, the Mercedes-
Benz C36 AMG coming closest at
2:00.19, which itself was quickest by
more than two seconds. Viewed thus,
the little BRZ does alright.
The Michelin Pilot Sport 4 tyres that
are part of the tS package provide
support lacking in the standard
eco-spec Primacys without robbing
the car of its adjustability. Through
Phillip Island’s long, long corners the
01 02
03 04
THE SUBARU BRZ TS IS THE PERFECT
➜
01 The BRZ isn’t as
slow as most think EXAMPLE OF WHY OUTRIGHT SPEED
AND FUN AREN’T CORRELATED
but the torque bump
between 2000-
3500rpm only makes
the hole that follows
feel even deeper
challenge was to keep it balanced due to the old pads not fitting snugly
02 Turn left to go right on the edge of grip, attempting with brand new rotors).
right. Entry oversteer
to correct understeer or oversteer The size of the hardware and the
into Turn One at
165km/h certainly before they reared their heads weight of the car makes this a bit
grabs your attention! and robbed the car of precious disappointing, but it also serves as a
The BRZ loves to slide momentum. If you’re just starting out, valuable (if expensive) lesson. If you
this process is made easier by the plan on using your BRZ on track in
03 One of the best
things about attending BRZ’s well-judged ‘Track’ ESP setting. standard form, be sure to limit the
track days is seeing Warm weather and high speeds number of laps as wear is clearly
the array of drool- meant the Michelins worked hard, occurring even if all feels well. If we
worthy machinery that though a side-to-side swap at had to offer a hypothesis, we’d suggest
is getting exercised
lunchtime at least kept the wear even. the rotors are the weak link in the
04 Brembo stoppers Phillip Island isn’t particularly hard on chain, given the lack of any signs of
one of the more brakes (at least not in a BRZ) so the brake stress from behind the wheel
obvious tS upgrades Brembos proved their worth, with (usually a soft or hard pedal).
and work brilliantly,
though it appears no fade or groans all day. Or so it If you want to track your BRZ
rotors are the weak seemed. According to Subaru the BRZ regularly – and you should, because it’s
link in the chain needs new rotors and pads (partly fun – it’s clear a rotor upgrade (for tS
models) or complete brake overhaul
(for standard models) is in order. If
that all sounds a bit too serious, next
PROS 03 TRACK DAY
03 TRACK DAY
month we’re investigating a relatively
and
WINS SINS
little-known motorsport that’s cheap,
1. No speed limit. 1. Component wear.
CONS 2. Driving lessons. 2. Fuel use. loads of fun and results in virtually zero
3. Friendly folk. 3. Highly addictive. wear to any component. – SN
d m o t o r o f f i c i a l f m o t o r_ m a g 117
 M BACK SECTION. FAST CAR GUIDE POWERED BY

05 . 20 9
Rated
400
CARS
Hot Source 1 AVOID
THE FAST GUIDE TO QUICK CARS

CRACKING THE CODE

• All performance figures are manufacturer claims, those in italics are as-tested by MOTOR.
11 ACQUAINT • Figures for an automatic variant have an asterisk.
111 BEFRIEND • Prices listed are manufacturer RRP, exclusive of on-roads. “DA” denotes driveaway price.
• Italicised fuel consumption figures are those collected on test.
1111 SEDUCE • Engines are listed by configuration, capacity and means of induction. For example, I4/1.6T= turbocharged 1.6-litre
11111 MARRY inline four. Torque figures made by an engine’s over-boost function are contained in parentheses.
• Red denotes a new addition. Green denotes a model update.

0-100 KM/H

RATING
FUEL CONS
KW/TONNE
KW/RPM

NM/RPM

KERB KG

0-400M
TESTED
MODEL

ENGINE

DRIVE
PRICE

Abarth www.fiat.com.au/abarth
595 $26,990 (5m) $28,990 (5s) I4/1.4T 107/5500 206/2000 front 1035 103 7.8 – 5.8 2.5 Abarth entry point now cheaper with a rorty engine, but barely qualifies as a performance car
595C $29,990 (5m) $31,990 (5s) I4/1.4T 107/5500 206/2000 front 1075 100 8.0 – 6.0 2.0 Stylish and torquey urban runabout struggles for fast car cred
595 Competizione May 18 $31,990 (5m) $33,990 (5s) I4/1.4T 132/5500 250/3000 front 1045 126 6.7 – 5.8 3.0 Recent power hike and price cut welcome, though serious ride/handling issues remain
595C Competizione $35,990 (5m) $37,990 (5s) I4/1.4T 132/5500 250/3000 front 1085 122 6.9 – 6.0 2.5 Monza exhaust is fantastic with the roof down, just avoid the MTA gearbox like the plague
124 Spider Aug 17 $41,990 (6m) $43,990 (6a) I4/1.4T 125/5500 250/2500 rear 1060 118 7.31 15.24 – 4.0 Sounds great, looks cool and feels faster than an MX-5, but actually isn’t

Alfa Romeo www.alfaromeo.com.au

Giulietta Veloce $42,000 (6dc) I4/1.7T 177/5750* 340/2000 front 1299 133 6.02* 14.29* 6.8 3.5 Involving handling and impressive pace blighted by poor ride, intrusive ESP and flawed driving position
4C May 15 $89,000 (6dc) I4/1.7T 177/6000 350/2200 rear 1025 173 4.5 – 6.8 4.0 Clever construction and a proper driving event, but we’re suspicious about its ride on Aussie roads
4C Spider $99,000 (6dc) I4/1.7T 177/6000 350/2200 rear 1035 171 4.5 – – 4.0 Carbon monocoque means there’s almost no dynamic penalty, or room to put the roof
Giulia Veloce Sep 17 $72,900 (8a) I4/2.0T 206/6000 400/2200 rear 1429 144 5.71 13.92 6.1 3.5 Impressive road car, but QV looks and fine handling undermined by light steering and unkillable ESP
Giulia Quadrifoglio May 19 $145,900 (8a) V6/2.9TT 375/6500 600/2500 rear 1585 246 4.31 12.20 8.2 4.5 Alfa returns to form in style with great engine, brilliant chassis, just lacks that final few per cent
Stelvio Quadrifoglio $148,900 (8a) V6/2.9TT 375/6500 600/2500 all 1830 205 3.8 – 10.2 4.0 Like a Giulia SUV, with extra 250kg and all-wheel drive, though we’re promised a rear-drive feel

Alpina www.alpinaautomobiles.com.au
(▼$25,910) B3 Biturbo S May 19 $116,990 (8a) I6/3.0TT 324/6250 660/3000 rear 1705 190 4.3 – 7.9 4.0 If you want a fast BMW 3 Series but find the M3 too full on, this could be the car for you
B3 Biturbo S Touring $149,900 (8a) I6/3.0TT 324/6250 660/3000 rear 1780 182 4.3 – 7.9 4.0 Too soft to truly be an M3 Touring, but given its intended role that’s not a bad thing
(▼$25,910) B4 Biturbo S Nov 18 $123,990 (8a) I6/3.0TT 324/6250 660/3000 rear 1690 192 4.2 – 7.9 4.0 Superb road manners and stylish looks, but you’ll have to continually explain why you didn’t buy an M4
B4 Biturbo S Convertible $159,900 (8a) I6/3.0TT 324/6250 660/3000 rear 1915 169 4.3 – 8.3 3.5 Arguably a more sensible choice than an M4 Cabriolet, but very heavy and expensive with options
B5 Biturbo $210,000 (8a) V8/4.4TT 447/6250 800/3000 all 2015 222 3.5 – 10.5 4.0 Beat new M5 to market with epic torque and acceleration, but it remains an unknown quantity
B7 Biturbo Feb 18 $369,720 (8a) V8/4.4TT 447/6250 800/3000 rear 2035 219 4.5 – 10.4 4.0 If you value exclusivity and care not for resale, this V8 limo is worth a look

Alpine www.alpinecars.com.au
Pure $97,000 (7dc) I4/1.8T 185/6000 320/2000 rear 1103 168 4.5 12.7 6.2 4.5 Stripped back, driver-focused version to go up against the S55-powered BMW M2 Competition
Legende $103,500 (7dc) I4/1.8T 185/6000 320/2000 rear 1103 168 4.5 12.7 6.2 4.5 Pays homage to the 1960s-era A110 Berlinette 1600S with two-tone wheels and adds more luxury
Premiere Edition Feb 19 $106,500 (7dc) I4/1.8T 185/6000 320/2000 rear 1103 168 4.79 12.9 6.2 4.5 Superbly light and fun coupe sits above 4C, but below Cayman – though is it too close to the latter on price?

Aston Martin www.astonmartin.com

Vantage V8 Sep 18 $299,950 (8a) V8/4.0TT 375/6000 685/2000 rear 1530 245 3.6 – 10.5 4.5 Looks fantastic and pairs beastly AMG V8 with a playful rear-drive chassis
DB11 V8 $374,995 (8a) V8/4.0TT 375/6000 675/2000 rear 1760 213 4.0 – 9.9 4.0 Sportiest DB11 benefits from AMG twin-turbo V8 and revised suspension for a sharper drive
DB11 V8 Volante $398,495 (8a) V8/4.0TT 375/6000 675/2000 rear 1870 201 4.1 – 10.0 4.0 V8-only for now, with the ability to whip the soft-top off in 14 seconds via remote
DB11 Apr 18 $395,000 (8a) V12/5.2TT 447/6500 700/1500 rear 1770 253 3.9 – 11.3 4.5 Exactly what a luxury GT should be; magnificent engine, chassis finely judged
DB11 AMR Jul 18 $428,000 (8a) V12/5.2TT 470/6500 700/1500 rear – – 3.7 – 11.4 4.5 AM-Racing version replaces Launch Edition with more power, faster performance, same price
DBS Superleggera Sep 18 $517,000 (8a) V12/5.2TT 533/6500 900/1800 rear 1693 315 3.5 – – 4.0 Drop-dead gorgeous; stunning acceleration; very comfortable; it’s no 812 Superfast in the corners
Vanquish S $489,950 (8a) V12/5.9 444/7000 630/5500 rear 1739 255 3.5 – 13.1 4.0 Vanquish is now better than ever in its twilight years, though the ride isn’t very GT-like
Vanquish S Volante $526,950 (8a) V12/5.9 444/7000 630/5500 rear 1844 241 3.5 – 13.1 3.5 Very heavy, a little wobbly, but you’d forgive it for those looks and that engine note
Vanquish S Ultimate $518,995 (8a) V12/5.9 444/7000 630/5500 rear 1739 249 3.5 – 13.1 4.0 175-unit farewell edition gets no extra power, but plenty of extra toys
Vanquish S Ultimate Volante $555,995 (8a) V12/5.9 444/7000 630/5500 rear 1849 234 3.5 13.1 3.5 At this price, we’d (much) rather a DBS Superleggera, thanks
Rapide S $382,500 (8a) V12/5.9 411/6650 630/5500 rear 1990 207 4.9 – – 3.0 When you want to be James Bond but need to take the kids to school, as only kids will fit in the rear
Rapide AMR $459,950 (8a) V12/5.9 433/7000 630/5500 rear 1990 218 4.4 – – 3.0 A more rapid Rapide grand finale looks as hot as ever, but feeling its age against newer rivals

118 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 Research your next new car at whichcar.com.au
ABARTH – BMW

0-100 KM/H

RATING
FUEL CONS
KW/TONNE
KW/RPM

NM/RPM

KERB KG

0-400M
TESTED
MODEL

ENGINE

DRIVE
PRICE
Audi www.audi.com.au
A1 1.8 TFSI Sport Aug 15 $40,400 (7dc) I4/1.8T 141/5400 250/1250 front 1205 117 6.9 – 5.9 3.5 There’s fun to be found, but looks increasingly expensive next to the latest baby hot hatches
S1 Sportback May 16 $49,900 (6m) I4/2.0T 170/6000 370/1600 all 1340 127 5.68 13.89 7.1 4.0 Punchy engine, involving dynamics, cool looks and a price (with options) that makes no sense
A3 40 TFSI quattro $49,500 (7dc) I4/2.0T 140/6200 320/1250 all 1380 96 6.8 – 6.6 3.0 Quicker than you’d expect, but quattro unnecessary at this power level
S3 Sportback Apr 17 $64,200 (7dc) I4/2.0T 213/6500 380/1800 all 1530 139 4.8 – 6.6 4.0 Under-rated and really quite fun, but give us the Euro-spec 221kW!
S3 Sedan Jan 17 $65,800 (7dc) I4/2.0T 213/6500 380/1800 all 1530 139 4.8 – 6.5 4.0 Sleek looks, compact size, pokey performance and good value, but we’d opt for the hatch
S3 Cabriolet $73,400 (7dc) I4/2.0T 213/6200 380/1800 all 1670 128 5.2 – 6.8 3.5 Finally, a good-looking small convertible, but can’t escape the inherent compromises
RS3 Sportback Jul 18 $80,240 (7dc) I5/2.5T 294/7000 480/1700 all 1510 195 4.01 12.18 8.4 4.0 New, lighter alloy five-pot only enhances the appeal of an excellent package
RS3 Sedan May 17 $84,240 (7dc) I5/2.5T 294/7000 480/1700 all 1515 194 4.1 – 8.4 4.0 The perfect car if you need pace more than space
A4 2.0 TFSI quattro Sport May 16 $69,900 (7dc) I4/2.0T 185/6000 370/1600 all 1510 122 5.8 – 6.3 3.5 Beautiful inside and surprisingly capable, but not a car to raise the heart rate
A4 Avant 2.0TFSI quattro Aug 16 $72,900 (7dc) I4/2.0T 185/6000 370/1600 all 1540 120 6.0 – 6.6 3.5 Possibly the most sensible car in this whole section, but who wants to be sensible?
S4 Sep 17 $99,240 (8a) V6/3.0T 260/6400 500/1370 all 1630 159 4.95 13.12 11.02 4.0 A surprise package – subtle looks, cracking engine and (with the sports diff) engaging handling
S4 Avant Apr 17 $102,240 (8a) V6/3.0T 260/6400 500/1370 all 1675 155 4.9 – 7.8 4.0 Arguably even more appealing than the sedan and makes a mockery of the fast SUV craze
RS4 Avant Feb 19 $152,529 (8a) V6/2.9TT 331/6700 600/1700 all 1790 185 3.87 12.02 8.9 4.0 Buff yet practical body, sledgehammer pace with a ride subtlety missing from the C63 S Estate
A5 2.0 TFSI Coupe $81,500 (7dc) I4/2.0T 185/6000 370/1600 all 1500 123 5.8 – 6.5 3.5 Crisp looks and deceptively quick, but expensive when the A4 does the same thing (with less style)
A5 2.0 TFSI Sportback $81,700 (7dc) I4/2.0T 185/6000 370/1600 all 1535 121 6.0 – 6.5 3.5 More versatile and better looking than A4 sedan – more expensive and cramped than A4 Avant
A5 2.0 TFSI Cabriolet $95,000 (7dc) I4/2.0T 185/6000 370/1600 all 1710 108 6.3 – 6.7 3.5 Big price and weight hike over Coupe but cures most of the previous car’s ills
S5 Coupe May 17 $104,400 (8a) V6/3.0T 260/6400 500/1370 all 1615 161 4.7 – 7.5 4.0 Creamy new turbo V6 blends luxury and dynamics; optional Sport diff a must-have
S5 Sportback July 17 $104,400 (8a) V6/3.0T 260/6400 500/1370 all 1660 157 4.7 – 7.5 4.0 Coupe with back doors and space for three in the rear... or you could just buy a roomier S4 Avant
S5 Cabriolet Dec 17 $118,740 (8a) V6/3.0T 260/6400 500/1370 all 1840 141 5.1 – 7.9 3.5 Stronger, swifter than old S5 Cabriolet with not much to moan about apart from weight increase
RS5 Oct 18 $157,700 (8a) V6/2.9TT 331/6700 600/1700 all 1730 191 3.96 12.04 8.8 4.0 If you can get over the lack of atmo V8 (which is tough to do...) you’ll find a more rounded, capable car
RS5 Sportback May 19 $157,700 (8a) V6/2.9TT 331/6700 600/1700 all 1840 180 3.9 – – 4.0 Same cost as coupe, but with extra (pillarless) doors. We’d still have an RS4 Avant, though
A7 Sportback 55 TFSI $131,900 (7dc) V6/3.0T 250/6400 500/1370 all 1890 132 5.2 – 7.1 4.0 Superb new engine and technology both poached from new-gen A8 ... for $64K less
A8 55 TFSI Apr 19 $195,000 (8a) V6/3.0T 250/6400 500/1370 all 1995 125 5.6 – 8.2 4.0 Faster and almost as efficient as old-gen diesel V8. New chassis sparkles, only slightly remote
A8 L 55 TFSI $210,000 (8a) V6/3.0T 250/6400 500/1370 all 2315 108 5.7 – 8.2 4.0 An A8 with even more legroom and (optional) rear-seat foot massage. We’re serious...
TT 2.0 TFSI Sport May 15 $74,700 (6m) $78,155 (6dc) I4/2.0T 169/6200 370/1600 front 1230 137 6.0 – 5.9 4.0 Don’t discount the front-driver as it’s light with a super-sweet chassis and manual option!
TT 2.0 TFSI Sport Quattro Nov 15 $81,155 (6dc) I4/2.0T 169/6200 370/1600 all 1335 127 5.32 13.64 6.4 4.0 Extra 100kg can dampen chassis enthusiasm and ride is much better than the TT S
TT 2.0 TFSI Roadster Sep 15 $84,655 (6dc) I4/2.0T 169/6200 370/1600 all 1410 120 5.6 – 6.4 3.5 Loses its roof, but retains that crucial sportscar feel. It’s less potent than rivals and quattro only
TT S Sep 16 $101,855 (6dc) I4/2.0T 210/6200 380/1800 all 1385 152 4.67 12.95 6.8 3.5 Extremely quick, great interior and involving handling ruined by spine-crushing ride
TT S Roadster Jan 16 $105,001 (6dc) I4/2.0T 210/6200 380/1800 all 1470 143 5.0 – 6.9 3.5 Same ride issues as Coupe in a heavier package and it’s base Boxster money
TT RS Feb 18 $137,240 (7dc) I5/2.5T 294/5850 480/1700 all 1440 204 3.59 11.75 8.4 4.0 Difficult to go quicker for less; supercar-slaying acceleration and on-road pace
TT RS Roadster $141,240 (7dc) I5/2.5T 294/5850 480/1700 all 1530 192 3.9 – 8.6 4.0 Hardly slow with good body rigidity. It takes a step back for purists, but maybe that’s not the point?
R8 V10 RWS Feb 19 $299,129 (7dc) V10/5.2 397/7800 540/6500 rear 1590 250 3.57 11.36 12.4 4.5 Fast Audis have always had quattro, until now. Hooray! Rarer and $90K cheaper than Huracan LP580-2
R8 V10 RWS Spyder $320,629 (7dc) V10/5.2 397/7800 540/6500 rear 1680 236 3.8 – 12.6 4.0 As above, with slightly less pace but much more wind in your hair
R8 V10 Oct 15 $366,340 (7dc) V10/5.2 397/8250 540/6500 all 1670 238 3.5 – 11.4 4.5 One of the cheapest tickets to supercar town and better road car than the Plus
R8 V10 Spyder Apr 18 $387,840 (7dc) V10/5.2 397/8250 540/6500 all 1720 231 3.6 – 11.7 4.5 Heavier, slower and it doesn’t matter as noise is epic and handling brilliantly adjustable
R8 V10 Plus Feb 17 $402,340 (7dc) V10/5.2 449/8250 560/6500 all 1630 275 3.18 10.93 12.3 4.0 Insane speed, eye-catching looks and outrageous grip spoiled by silly seats and brutal ride
RS Q3 Performance $84,850 (7dc) I5/2.5T 270/6700 465/1625 all 1655 151 4.8 – 8.6 3.5 A surprising amount of fun but struggles with the power; SQ5 the much smarter buy
SQ5 TFSI Sep 17 $99,500 (8a) V6/3.0T 260/6400 500/1370 all 1870 139 5.4 – 8.7 4.0 Polished family hauler that’s surprisingly adept though lacks the old diesel’s character
Q8 55 TFSI $128,900 (8a) V6/3.0T 250/5500 500/2900 all 2265 111 5.9 – 9.2 4.0 Not as quick as SQ7, but petrol-turbo V6 is sweeter; five-seat cabin is as slick as exterior design
SQ7 TDI Feb 17 $155,140 (8a) V8/4.0TTD 320/5000 900/1000 all 2270 141 4.8 – 7.6 4.0 High-tech seven-seater every bit as good as the Bentayga for half the price

Bentley www.bentleymotors.com
Continental GT Feb 18 $422,600 (8dc) W12/6.0TT 467/6000 900/1350 all 2244 208 3.7 – 12.2 4.0 After 15 years it’s finally an all-new coupe, now with proper pace and physics-defying dynamics
Flying Spur V8 $378,197 (8a) V8/4.0TT 373/6000 660/2000 all 2342 159 5.2 – 10.9 3.5 British alternative to an S63 AMG feeling its age and not long for this world
Flying Spur W12 Dec 13 $423,160 (8a) W12/6.0TT 460/6000 800/2000 all 2400 192 4.6 – 14.7 3.5 Huge pace and comfortable ride, although it can’t hide from its heft or heavy low-speed steering
Mulsanne $662,858 (8a) V8/6.75TT 377/4200 1020/1750 rear 2610 150 5.3 – 16.9 3.0 Opulent old-school Bentley is surprisingly dynamic, yet it is fearsomely expensive and thirsty
Mulsanne Speed $733,387 (8a) V8/6.75TT 395/4200 1100/1750 rear 2610 151 4.8 – 14.6 3.0 The torquiest car on sale in Oz; for those to whom money is no object
Bentayga V8 $334,700 (8a) V8/4.0TT 404/6000 770/1960 all 2395 169 4.5 – 11.4 4.0 Sweet V8 soundtrack makes the ‘entry-level’ Bentayga arguably the most appealing
Bentayga V8 Diesel $335,000 (8a) V8/4.0TTD 320/5000 900/1000 all 2499 128 4.8 – 8.0 4.0 Bentley buyers don’t shop in Audi showrooms, but the SQ7 is the better choice
Bentayga W12 Nov 16 $423,600 (8a) W12/6.0TT 447/6000 900/1350 all 2440 183 4.1 – 13.1 4.0 For those who have to have the ultimate there’s no other SUV choice

BMW www.bmw.com.au
125i Nov 17 $49,990 (6m/8a) I4/2.0T 165/5000 310/1350 rear 1345 123 6.1 – 5.9 3.0 Specs promises a rear-drive Golf GTI, but doesn’t quite hit the mark – adaptive dampers help
M140i Sep 17 $59,990 (6m/8a) I6/3.0T 250/5500 500/1520 rear 1445 162 4.65* 12.76* 7.1 4.0 With the optional LSD fitted an all-time hot hatch great for $65K
230i $65,500 (6m/8a) I4/2.0T 185/6500 350/1250 rear 1385 134 5.6 – 5.9 3.5 Proof that BMW still knows how to do a super-sweet rear-drive sports coupe
230i Convertible $75,800 (6m/8a) I4/2.0T 185/6000 350/1250 rear 1555 119 5.9 – 6.2 3.5 Removable roof doesn’t improve the experience as much as the $10K premium suggests it should
M240i Ann 16 $79,100 (6m/8a) I6/3.0T 250/6000 500/1300 rear 1455 172 4.6 – 7.1 4.0 Great car but you’ll have to really want that coupe bodyshell to pay $17K more than a M140i
M240i Convertible $88,500 (6m/8a) I6/3.0T 250/6000 500/1300 rear 1620 154 4.7 – 7.4 3.5 Engine makes light work of the extra heft for a not inconsiderable sum
M2 Competition Pure $99,900 (6m/7dc) I6/3.0TT 302/7000 550/2350 rear 1550 195 4.2 – – 4.5 M3 power in raw and compact sub-$100K M2 package is an equation we like. A lot
M2 Competition Feb 19 $104,900 (6m/7dc) I6/3.0TT 302/7000 550/2350 rear 1550 195 4.5* 12.52* – 4.5 Even with more kit, M2 Competition is still nearly $27K cheaper than an M3 Pure...
330i $69,900 (6m/8a) I4/2.0T 190/5200 400/1450 rear 1470 126 5.9 – 5.7 4.0 If you had to recommend a car to suit absolutely everyone this would be high on the list
330i Touring $73,900 (6m/8a) I4/2.0T 185/5200 350/1450 rear 1540 120 6.0 – 6.1 4.0 The above with added practicality and style (and weight)
M3 Pure May 19 $129,529 (6m/7dc) I6/3.0TT 331/7300 550/1800 rear 1520 218 4.2 – 8.8 4.5 An incredible amount of car for the money; keep the 19s and Continental tyres for the best experience
M3 Competition Sep 17 $146,529 (6m/7dc) I6/3.0TT 331/7300 550/1800 rear 1520 218 4.16 12.15 8.8 4.5 Incredible performance but standard brakes weak, 20s hurt the ride and can be a handful
(▼$371) M3 CS Ann 18 $179,529 (7dc) I6/3.0TT 338/6250 600/4000 rear 1585 213 3.9 – 8.5 4.5 Could be the M3/M4 sweet spot thanks to superb CS revisions, tough looks
430i $81,000 (6m/8a) I4/2.0T 185/6500 350/1250 rear 1470 126 5.9 – 5.8 3.5 Frugal, nicely balanced fun that struggles to set your pulse alight

d m o t o r o f f i c i a l f m o t o r_ m a g 119
 M POWERED BY

0-100 KM/H

RATING
FUEL CONS
KW/TONNE
KW/RPM

NM/RPM

KERB KG

0-400M
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MODEL

ENGINE

DRIVE
PRICE
430i Cabrio $99,300 (6m/8a) I4/2.0T 185/6500 350/1250 rear 1680 110 6.4 – 6.3 3.5 Capable and enjoyable drop-top likely to find favour with real estate agents
440i Jan 18 $103,200 (6m/8a) I6/3.0T 240/6000 450/1200 rear 1525 157 5.14* 13.27* 10.4* 4.0 Incredibly accomplished coupe but has become a little bit characterless – needs more engine note
440i Gran Coupe Sep 16 $103,200 (6m/8a) I6/3.0T 240/6000 450/1200 rear 1585 151 5.1* – 6.8 4.0 The ultimate niche filler turns out to be the best of both worlds. A fine car
440i Convertible $121,200 (6m/8a) I6/3.0T 240/6000 450/1200 rear 1740 138 5.4* – 7.2 3.5 Arguably more fit for purpose than M4 drop-top. No roof upsets balance between power/handling
M4 Pure $139,529 (6m/7dc) I6/3.0TT 331/7300 550/1800 rear 1497 221 4.2 – 8.8 4.5 Good value compared to C63 Coupe and much more potent than RC F
M4 Competition Ann 16 $156,529 (6m/7dc) I6/3.0TT 331/7300 550/1800 rear 1497 221 4.2 – 8.8 4.5 Doesn’t have the visual menace of the M3 but surprisingly practical as well as insanely fast
M4 Convertible Competition $168,200 (6m/7dc) I6/3.0TT 331/7300 550/1800 rear 1753 189 – – 9.1 3.5 Outrageous twin-turbo torque helps take your mind off the body flex
M4 CS Oct 18 $189,529 (7dc) I6/3.0TT 338/6250 600/4000 rear 1580 214 4.05 12.01 8.4 4.5 Price cut for the most talented M4 yet makes the base model interior easier to forgive
540i May 17 $142,300 (8a) I6/3.0T 250/6500 450/1380 rear 1595 157 5.1 – 6.7 3.5 Extremely capable but feels to be trying to keep the driver at an arm’s length. Big price hike
M5 Competition Feb 19 $229,900 (8a) V8/4.4TT 460/6000 750/1800 all 1865 247 3.78 11.53 10.8 4.5 Less weight would have been preferable to more power, but 3.3sec 0-100km/h is silly fast
640i GT xDrive $151,400 (8a) I6/3.0T 250/6500 450/1380 all 1835 136 5.3 – 8.5 3.5 Much better looking than 5 Series GT and loaded with kit. Does it need xDrive over 540i?
640i Gran Coupe $192,529 (8a) I6/3.0T 235/6000 450/1300 rear 1750 134 5.4 – 6.2 3.5 Looks so much classier than a 5 Series – a design you’ll pay a $50K premium for
640i Convertible Aug 11 $201,529 (8a) I6/3.0T 235/6000 450/1300 rear 1840 128 5.5 – 7.9 3.5 Stylish land yacht with a smooth drivetrain. Engine struggles with weight; compromised ride on 20s
650i Gran Coupe Feb 13 $247,529 (8a) V8/4.4TT 330/5500 650/2000 rear 1865 177 4.6 – 8.9 3.5 At $40K more than an M5 this makes zero sense – wait for the 8 Series Gran Coupe
650i Convertible $251,839 (8a) V8/4.4TT 330/5500 650/2000 rear 1940 170 4.6 – 10.7 3.5 Looks great top up or down. Still, it doesn’t handle like a 911 and it isn’t as sexy as an Aston
M6 Gran Coupe Jan 14 $309,529 (7dc) V8/4.4TT 412/7000 680/1500 rear 1875 200 4.71 12.52 17.1 3.0 Stunning styling (in the right colour) but built for autobahns not backroads
M6 Convertible $312,639 (7dc) V8/4.4TT 412/7000 680/1500 rear 1980 208 4.3 – 10.3 2.5 Too heavy, too remote and too wobbly albeit with toupee-tearing acceleration
740i May 16 $198,900 (8a) I6/3.0T 240/5500 450/1380 rear 1725 139 5.5 – 7.0 4.0 Has all the bells and whistles yet somehow lacks the luxury vibe of the S-Class
750i $269,900 (8a) V8/4.4TT 330/5500 650/1800 rear 1820 181 4.7 – 7.9 4.0 High-tech and usefully lighter than predecessor with a mega engine
750Li $294,900 (8a) V8/4.4TT 330/5500 650/1800 rear 1865 177 4.7 – 8.0 4.0 With plenty of room in the back, it’s a limo for those who want to be driven, not drive
M760Li xDrive Nov 17 $374,900 (8a) V12/6.6TT 441/5500 800/1500 all 2180 202 3.9 – 12.6 3.5 Top-dog limousine heroically fast and surprisingly dynamic, but what’s the point?
i8 Feb 16 $318,900 (6a) I3/1.5T(E) 275/5800 570/3700 all 1535 179 4.4 – 2.2 4.0 The best-driving BMW is only a more inspiring petrol engine away from being entirely brilliant
i8 Roadster $348,900 (6a) I3/1.5T(E) 275/5800 570/3700 all 1595 172 4.6 – 2.4 4.0 Carbon-fibre chassis gives i8 Roadster the strength to drive just like the i8 Coupe
Z4 sDrive 30i M Sport $104,900 (8a) I4/2.0T 190/6500 400/1550 rear 1415 134 5.4 – 6.1 4.0 High output turbo four and a light-rear drive chassis is good on paper, but the six is much faster in reality
Z4 M40i $124,900 (8a) I6/3.0T 250/6500 500/1600 rear 1535 163 4.5 – 6.3 4.5 BMW’s roadster has grown up (now with Toyota links) and can genuinely fight the Porsche Boxster
X2 M35i $68,900 (8a) I4/2.0T 225/6250 450/1750 all 1610 140 4.9 – 7.4 3.5 Brave new world for compact BMWs as Mini-based all-paw small SUV gets ‘M’ treatment
X3 M40i $99,529 (8a) I6/3.0T 265/6500 500/1520 all 1810 146 4.8 – 8.9 4.0 Superb performance takes it right to Mercedes-AMG GLC43 (if not GLC63)
X4 M40i Jan 19 $109,900 (8a) I6/3.0T 265/6500 500/1550 all 1825 145 4.8 – 9.0 4.0 Hefty $10K premium for an X3 M40i with a slanted roof. Wouldn’t you prefer an Audi S4 Avant?
X5 M50d $149,900 (8a) I6/3.0QTD 294/4400 760/2000 all 2275 129 5.2 – 7.5 3.5 Now a quad-turbo diesel with startling economy, but that kerb weight affects performance
X6 xDrive50i May 15 $153,619 (8a) V8/4.4TT 330/6000 (700)/2000 all 2170 152 4.8 – 9.7 3.0 Less practical, more expensive and no quicker than an X5, though it does sound mega
X6 M50d $162,200 (8a) I6/3.0 TTTD 280/4400 740/2000 all 2185 128 5.2 – 6.6 3.0 We’re at a loss to explain why the X6 is so popular, but the triple-turbo diesel is a monster
X6 M Aug 15 $197,629 (8a) V8/4.4TT 423/6500 750/2200 all 2265 186 4.2 – 11.1 4.0 Frighteningly fast and capable of defying the laws of physics... for a while, anyway
X7 M50d $169,900 (8a) I6/3.0QTD 294/4400 760/2000 all 2460 120 5.4 – 7.4 3.5 Behind the huge kidney grille is the quad-turbo diesel inline six, but it tips the scales at almost two tonne

Caterham www.caterhamcars.com.au
Seven 275 Sep 17 $64,000 (5m) I4/1.6 100/6100 160/4100 rear 590 170 6.53 14.8 6.2 3.0 Entry-level Caterham is great fun to steer. It’s an emotional purchase for the cash – there’s quicker
Seven 275 S $69,900 (5m) I4/1.6 100/6100 160/4100 rear 590 170 - – - 3.0 Just like the 275, but with leather, painted body and more grip. Still no standard limited-slip diff
Seven 355 $76,600 (5m) I4/2.0 127/7300 177/6000 rear 560 227 5.0 – - 3.0 The Caterham for those who want more grunt, but it’s lacking a lot of equipment
Seven 355 R $94,800 (5m) I4/2.0 127/7300 177/6000 rear 560 227 5.0 – - 3.0 This on a track – driving doesn’t come much better. Although you’ll probably want to tow it there
Seven 485 S $103,700 (6m) I4/2.0 177/8500 206/6300 rear 675 262 3.9 – - 3.5 The proper, full-fruit, no-electronics Caterham experience. Just be prepared to pay for it
Seven 485 R $114,900 (6m) I4/2.0 177/8500 206/6300 rear 675 262 3.9 – - 4.0 A truly special driving experience, but it’s 718 Boxster money for a car without a proper roof...

Chevrolet www.chevrolet.com.au
Camaro 2SS Feb 19 $85,990 (8a) V8/6.2 339/6000 617/4400 rear 1710 198 4.68 12.72 11.6 4.0 A proper rear-drive V8 with an LSD for under $100K. Feels solidly built. Needs adaptive damping next

Chrysler www.chrysler.com.au
300 SRT Core Sep 16 $65,950 (8a) V8/6.4 350/6150 637/4250 rear 1946 180 4.68 12.76 13.0 4.0 Incredible pace for the money. It could use adaptive dampers and the interior feels a little cheap
300 SRT Apr 19 $74,950 (8a) V8/6.4 350/6150 637/4250 rear 1965 178 4.87 12.97 – 4.0 Great value, rides well and sounds mint... just remember it’s no ballerina in the bends and it’s thirsty

Ferrari www.ferrari.com.au
Portofino Apr 19 $398,888 (7dc) V8/3.9TT 441/7500 760/3000 rear 1664 265 3.5 – – 3.5 Fitter and faster than California T without capturing the magic of Ferrari’s more established models
488 GTB Feb 17 $469,988 (7dc) V8/3.9TT 492/8000 760/3000 rear 1475 334 3.3 11.0 11.4 5.0 A stunning achievement with performance to burn and truly involving dynamics
488 Spider Dec 16 $526,888 (7dc) V8/3.9TT 492/8000 760/3000 rear 1525 323 3.0 – 11.4 5.0 All the driving experience with even more involvement... it’s just not as stiff as the coupe
488 Pista Dec 18 $645,000DA (7dc) V8/3.9TT 530/8000 770/3000 rear 1385 383 2.85 – – 5.0 Mind-altering performance with an even sharper focus, though it comes at an almighty price
GTC4 Lusso T May 17 $503,888 (7dc) V8/3.9TT 449/7500 760/3000 rear 1840 244 3.5 – 11.6 4.5 Rear-drive family Ferrari adds fun factor at the expense of V12 soundtrack
GTC4 Lusso Oct 16 $578,888 (7dc) V12/6.3 507/8000 697/6000 all 1920 264 3.4 – 15.4 4.5 Prettier and more powerful than FF predecessor, which comes with a scary price tag and fuel use
812 Superfast Oct 18 $610,000 (7dc) V12/6.5 588/8500 718/7000 rear 1630 357 2.9 – 14.9 5.0 F12 successor wraps possibly world’s greatest engine in a prettier body for less money

Ford www.ford.com.au
Focus ST-Line $28,990 (8a) I3/1.5T 134/6000 240/1600 front 1369 98 8.3 – 5.5 3.5 Focus makes an attempt at reclaiming warm-hatch royalty ... but with three pots and no manual
Focus RS Limited Edition Jul 18 $56,990 (6m) I4/2.3T 257/6000 (470)/2000 all 1575 163 5.0 13.34 8.1 4.5 Hot hatch royalty. Get in quick before the final 500 LEs sell out
Mustang EcoBoost Apr 19 $49,990 (6m) $52,990 (10a) I4/2.3T 224/5700 441/3000 rear 1705 131 – – 8.5 3.5 Don’t sneer, the four-pot Mustang is a great steer, but a Mustang without a V8 just isn’t quite right
Mustang EcoBoost Convertible Apr 19 $59,490 (10a) I4/2.3T 224/5700 441/3000 rear 1765 127 – – 9.5 3.5 Great value for a head-turning convertible, just don’t call it a muscle car
Mustang GT Feb 19 $63,290 (6m) $66,290 (10a) V8/5.0 339/7000 556/4600 rear 1732 196 4.53* 12.49* 13.0 4.0 With hugely improved steering/suspension, it’s what ‘Stang should have been from the start
Mustang GT Convertible $74,728 (10a) V8/5.0 339/7000 556/4600 rear 1802 188 – – 12.7 3.5 Cops the power and torque hike, but even more of a price rise. Go the GT coupe...
Mustang Bullitt Apr 19 $73,688 (6m) V8/5.0 345/7000 556/4600 rear 1770 195 5.34 13.24 12.5 4.0 McQueen of the Mustang crop ups power and looks good, but it asks a pretty penny...

120 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 Research your next new car at whichcar.com.au
BMW – JAGUAR

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Holden www.holden.com.au
Astra RS Aug 17 $26,240 (6m) $27,240 (6a) I4/1.6T 147/5500 (300)/1650 front 1325 111 7.37 15.29 5.8 3.5 Muscular performance and capable dynamics for the price. Not super sporty, despite the RS badge
Commodore RS $40,790 (9a) V6/3.6 235/6800 381/5200 all 1672 141 – – – 4.0 Base V6 Commodore is the lightest and therefore quickest. It makes a fine SV6 replacement
Commodore RS-V $46,990 (9a) V6/3.6 235/6800 381/5200 all 1672 141 – – – 4.0 Extra kit makes RS-V the sweet spot of the ZB Commodore range
Commodore RS-V Sportwagon $49,190 (9a) V6/3.6 235/6800 381/5200 all 1737 135 – – – 4.0 Stylish family hauler is an impressive package despite the high $49K entry point
Calais-V $51,990 (9a) V6/3.6 235/6800 381/5200 all – – – – – 3.5 Cheaper and better equipped than a Stinger GT, but then it’s nowhere near as quick
Commodore VXR Mar 18 $55,990 (9a) V6/3.6 235/6800 381/5200 all 1737 138 – – – 3.5 Has everything it needs except a proper engine. More performance expected at this price point

Honda www.honda.com.au
Civic Type R Oct 18 $51,990 (6m) I4/2.0T 228/6500 400/2500 front 1380 165 5.68 13.66 7.7 4.5 Get past the challenging looks and you’ll experience possibly the best front-driver there’s ever been
NSX Sep 18 $420,000 (9dc) V6/3.5TT 427/6500 646/2000 all 1698 251 – – 9.7 4.5 Amazing speed and technology but fighting in a fiercely competitive supercar segment

Hyundai www.hyundai.com.au
i30 N Line $26,490 (6m) $29,490 (7dc) I4/1.6T 150/6000 265/1500 front 1315 114 – – 7.5 3.5 Manual SR is now N Line, but is still a terrific warm hatch with a punchy engine, good dynamics
i30 SR Premium $34,490 (7dc) I4/1.6T 150/6000 265/1500 front 1344 112 7.7 – 7.5 3.5 Leather-trimmed range-topper loses its value equation and lacks a manual option
(▲$500) i30 N Feb 19 $40,490 (6m) I4/2.0T 202/6000 378/1750 front 1429 141 6.24 14.26 8.0 4.5 Finessed, flavoursome, but not wickedly fast. A sweet blend of virtues for the price
i30 Fastback N Apr 19 $41,990 (6m) I4/2.0T 202/6000 378/1750 front 1441 141 6.1 – 8.0 4.0 Broadens the i30 N tasting, which is great, but adds weight to a hot hatch that needs to lose some
Elantra Sport $28,990 (6m) $31,490 (7dc) I4/1.6T 150/6000 265/1500 front 1360 110 7.7 – – 3.5 Polished chassis, useable grunt and decent value, however it’s not a true performance car

Infiniti www.inifiticars.com.au
Q50 Pure $58,900 (7a) V6/3.0TT 224/6400 400/5200 rear 1784 126 – – 9.2 3.0 400Nm twin-turbo V6 is a clear de-tune of a great engine, but it’s now priced like Stinger GT
Q50 Sport $64,900 (7a) V6/3.0TT 224/6400 400/5200 rear 1784 126 – – 9.2 3.0 Now loaded with all the gear, but Q50 should get the Red Sport tune at this price point
Q50 Red Sport $74,900 (7a) V6/3.0TT 298/6400 475/5200 rear 1784 167 4.89 13.0 9.3 3.0 Price cut only highlights the level of mumbo for the money, but it needs a chassis to harness it
Q60 Red Sport Jul 17 $84,900 (7a) V6/3.0TT 298/6400 475/5200 rear 1784 167 – – 8.9 3.5 Sexier than the sedan with fun dynamics in certain conditions, but it’s costly and cramped
Q70 GT $68,900 (7a) V6/3.7 235/7000 360/5200 rear 1702 138 6.2 – 10.2 2.5 A value proposition with unique styling tied to a chassis that feels old and dynamically unresolved
Q70 Hybrid Premium Aug 12 $82,900 (7a) V6/3.5E 268/6800 520/5000 rear 1785 150 5.5 – 6.9 2.5 Strong petrol-electric performance and economy let down by steering that feels artificial
QX70 S Premium $104,400 (7a) V8/5.0 297/6500 500/4400 all 1992 149 5.8 – 13.1 3.0 Cracking V8 means this SUV shifts, but it likes a drink and the styling is love or hate

Jaguar www.jaguar.com.au
XE 30t R-Sport $73,970 (8a) I4/2.0T 221/5500 400/1500 rear 1565 141 5.7 – 7.5 3.5 Scores 221kW four-pot with lovely steering and ride quality, but it’s not as fast as the figures suggest
XF 35t S Apr 16 $129,065 (8a) V6/3.0S 280/6500 450/4500 rear 1710 164 5.3 – 8.3 3.5 F-Type S engine tune and sharper styling. Look to the smaller, lighter XE for a more sporting steer

CHART ATTACK LAST MONTH IN PERFORMANCE CAR SALES

CAR MARKET COOLS

Careful buying takes its toll on 2019’s sales

-61
MARCH HAS PROVIDED Australia with its best month of sales so far this
year, almost reaching six-figures over 31 days. But the market is still behind
where it was last year, thanks to what the FCAI calls a ‘cautious consumer
approach’. The sports car market, unsurprisingly, mimics the market’s slow
start to the year, but there are a few cars exceeding where others fail.
For a start, the entire category of ‘sports cars between $80K and $200K’
has managed to remain close to its year-to-date (YTD) figure from last year,
but is down 5.6 per cent. The under $80K segment copped a 35 per cent PIPING HOT TOO COOL
drop, while sales north of $200K finds a mid-point with a 15.3 per cent drop. MERCEDES C-CLASS
The updated C-Class two-
PER CENT AUDI A5 COUPE
Where the Audi A5 coupe slumps,
The best seller in the ‘$80K-$200K’ market is the one that’s also seen door saw a strong increase in the Audi A5 Sportback rises. The

+80
a large uptick in sales, the Mercedes C-Class Coupe and Cabriolet. While March’s figures, but its more four-door, mid-sized sibling to the
Bimmer’s 4 Series is down 8 per cent for its YDT total, and the Audi A5 coupe popular four-door plateaued two-door model seems to have
saw a massive 61 per cent dip in sales (why? See ‘Too Cool’ breakout to your with only a 3.9 per cent pinched a few sales, finishing with
increase month-on-month. 101 sold and a near inverse sales
right), the two-door C-Class sold 610 units across its range in 2019 so far, Still, it sold 634 units, twice increase of 50.7 per cent.
marking a 79.5 per cent uptick. that of the two-door versions.
Interestingly, after only two sales in Feb, the Infiniti Q60 coupe sold 26
units in March. This makes it the fifth-most popular model in its category,
just ahead of Jaguar’s F-Type and the Lexus RC.
In the sub-$80K category, the Ford Mustang remains a dominant force for
sports cars affordable to mere mortals, even after a 38.4 per cent drop in PER CENT
sales from February’s strong 705 units, down to 434 ‘Stangs in March.
In a broader context, it’s not surprising that SUVs actually did most of the
heavy lifting for March’s increase in sales over February. In total an extra
8368 SUVs were sold month-on-month versus an increase of just 1848
passenger cars. – Chris Thompson
 M HOT SOURCE. FAST CAR GUIDE POWERED BY

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RATING
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NM/RPM

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XF 30d S Apr 16 $120,700 (8a) V6/3.0TD 221/4000 700/2000 rear 1750 126 6.2 – 5.5 3.5 Massive torque makes it brisk in the real world but prefers life at a more relaxed pace
XF 30d S Sportbrake $123,450 (8a) V6/3.0TD 221/4000 700/2000 rear 1855 119 6.6 – 5.9 3.5 Drive one of these before you buy that premium SUV – stunning looks
XJ Autobiography LWB $307,483 (8a) V8/5.0S 375/6500 625/2500 rear 1880 199 4.9 – 11.6 3.5 The barge from Blighty astounds with its ability. Well, anywhere that’s not a car park. Ride is firm
XJR 575 Ann 18 $310,103 (8a) V8/5.0S 423/6250 700/3500 rear 1875 226 4.4 – 11.1 4.0 Ageing star that nevertheless is utterly charming thanks to ballistic blown V8
(▲$7188) F-Type 2.0 Coupe $114,200 (8a) I4/2.0T 221/5500 400/1500 rear 1525 145 5.7 – 7.2 3.5 New four-pot sheds weight and sounds a lot better than you’d expect, but the options list is a minefield
(▲$7188) F-Type V6 Coupe $128,400 (6m) $133,400 (8a) V6/3.0S 250/6500 450/3500 rear 1577 159 5.3 – 8.4 3.5 A sweet package if you’re not keen on really hard driving – avoid the manual
(▲$7188) F-Type V6 R Coupe $155,900 (6m) $160,900 (8a) V6/3.0S 280/6500 460/3500 rear 1594 176 4.9 – 8.6 3.5 Extra grunt and LSD makes it a sharper package but more noise than actual pace
(▲$7188) F-Type V6 AWD Coupe $184,500 (8a) V6/3.0S 280/6500 460/3500 all 1674 167 5.1 – 8.9 3.5 With these power outputs AWD really just makes the car slower and thirstier
(▲$7188) F-Type V8 R Coupe Feb 16 $253,200 (8a) V8/5.0S 404/6500 680/2500 all 1730 234 3.75 11.80 11.3 4.0 Brutally quick and a great drive with stunning looks and soundtrack to match. We miss the rear-driver
(▲$7088) F-Type V8 SVR Coupe Jun 17 $297,600 (8a) V8/5.0S 423/6500 700/3500 all 1705 248 3.7 – 11.3 4.0 Lighter and even quicker than V8 R but not subtle in any way, shape or form
(▲$7188) F-Type 2.0 $132,900 (8a) I4/2.0T 221/5500 400/1500 rear 1545 143 5.7 – 7.2 3.5 Takes the fight to the new Boxster flat-four, but is four cylinders enough for this cool cat?
(▲$7188) F-Type V6 $147,100 (6m) $152,100 (8a) V6/3.0S 250/6500 450/3500 rear 1597 157 5.3 – 8.4 3.5 Throaty V6 snarl perfect for four-pot snobs. Extra weight means it is only marginally faster
(▲$7188) F-Type V6 S $174,600 (6m) $179,600 (8a) V6/3.0S 280/6500 460/3500 rear 1614 173 4.9 – 8.6 3.5 The 0-100km/h time slides under 5.0sec and the eight-speed auto remains the pick over manual
(▲$7188) F-Type V6 S AWD $195,400 (8a) V6/3.0S 280/6500 460/3500 all 1694 165 5.1 – 8.9 4.0 All-weather F-Type doesn’t overstress the chassis, but it’s only six-tenths faster than the turbo four
(▲$7188) F-Type V8 R AWD Sep 15 $271,900 (8a) V8/5.0S 404/6500 680/2500 all 1730 232 4.1 – 11.3 4.0 So much cooler than a Porsche Carrera cabriolet, but $265K is a huge amount of cash
(▲$7088) F-Type V8 SVR Sep 16 $316,300 (8a) V8/5.0S 423/6500 700/3500 all 1720 246 3.7 – 11.3 4.0 First-row seats to the meanest-sounding V8 on sale – hold onto your toupees!
F-Pace 35t S Jul 16 $107,823 (8a) V6/3.0S 280/6500 450/4500 all 1861 151 5.5 – 8.9 4.0 Drives well and looks good so it’s a shame the F-Type snarl has been muted
F-Pace SVR $139,648 (8a) V8/5.0S 404/6500 680/2500 all 2070 195 4.3 – 11.9 4.0 Superb V8 for not a lot more than XF Sportbrake, it’s no wonder people buy SUVs
I-Pace May 19 $119,900 (1a) Dual EM 294 696 all 2133 138 4.8 – – 4.0 Sexier than a Tesla Model X, with price and performance to match an Audi S4 Avant

Jeep www.jeep.com.au
Grand Cherokee SRT $91,450 (8a) V8/6.4 344/6250 624/4100 all 2289 150 4.9 – 14.0 3.5 Stonking engine is finally mated to an eight-speed auto; not the bargain it once was, though
Grand Cherokee Trackhawk Aug 18 $134,950 (8a) V8/6.2S 522/6000 868/4800 all 2399 218 3.70 11.80 16.8 4.0 Cheapest way to the 500kW club, though you’ll spend the rest on fuel bills

Kia www.kia.com.au
Stinger 200 S $46,990 (8a) I4/2.0T 182/6200 353/1400 rear 1693 108 6.0 – 8.8 3.0 Alluring entry price for Korean Falcon EcoBoost, but why wouldn’t you extend to the twin-turbo V6?
Stinger 200 Si $52,990 (8a) I4/2.0T 182/6200 353/1400 rear 1693 108 6.0 – 8.8 3.0 Four-cylinder still a brisk performer with great front-end agility, albeit with a jittery ride
Stinger GT-Line $55,990 (8a) I4/2.0T 182/6200 353/1400 rear 1693 108 6.0 – 8.8 3.5 Four-pot pick thanks to adaptive suspension and premo cabin. Misses out on an LSD and Brembos
Stinger 330 S Jul 18 $49,990 (8a) V6/3.3TT 272/6000 510/1300 rear 1780 153 5.07 13.26 10.2 3.5 Every V6 scores Brembos and LSD. The steering needs work and it isn’t as polished as a VFII
Stinger 330 Si Nov 17 $55,990 (8a) V6/3.3TT 272/6000 510/1300 rear 1780 153 4.9 – 10.3 3.5 Fantastic twin-turbo punch, but tail-happy chassis can make it a wild ride
Stinger GT Feb 18 $59,990 (8a) V6/3.3TT 272/6000 510/1300 rear 1780 153 4.82 13.01 10.4 4.0 Adaptive suspension adds much-needed support to the chassis – pick of the Stinger bunch

KTM www.simplysportscars.com
X-Bow R May 16 $169,990 (6m) I4/2.0T 220/6400 420/3200 rear 790 279 3.9 – 8.7 4.5 Literally face-peeling performance in a package that’s not exactly a pragmatic choice
X-Bow GT $189,990 (6m) I4/2.0T 220/6400 420/3200 rear 847 260 4.1 – 8.7 4.5 It adds a windscreen, but is still about as ‘GT’ as a turbocharged skateboard

PIPELINE HOT STUFF COMING SOON

H1 2019 Mercedes-AMG A35 Lexus RC F Track Edition 2020

Alpina XD3 Mercedes-AMG GT 4-Door Maserati Levante GTS Alpina B7
Audi A1 Porsche Macan S Mazda MX-5 30th Anniversary Audi RS Q3
Audi SQ2 Porsche 911 Carrera S (992) Three decades, four generations. BMW M8
Audi TT facelift Porsche Panamera GTS Mercedes-AMG A45 BMW 2 Series
BMW 3 Series Range Rover Evoque Hot hatch nabs a Drift Mode. Ferrari Purosangue
BMW Z4 Volkswagen Golf GTI TCR Mercedes-AMG GT facelift Ford Focus ST
BMW X3/X4 M H2 2019 Porsche 718 Boxster Spyder Ford Mustang Shelby GT500
Ford Fiesta ST Audi E-Tron Porsche 718 Cayman GT4 McLaren BP23
Honda NSX facelift Audi Q6 Porsche 911 Carrera (992) Mini Cooper JCW GP
Two seconds quicker at Suzuka. Audi RS Q8 Porsche 911 Speedster (991.2) Porsche Taycan
Genesis G70 Audi R8 facelift Rolls-Royce Cullinan Porsche 718 Boxster/Cayman T
Lamborghini Aventador SVJ Audi S6 Tesla Model 3 Porsche 911 Turbo (992)
Mazda3 G25 GT Bentley Conti GT Convertible Toyota Supra Subaru BRZ/Toyota 86
McLaren 720S Spider BMW 8 Series Still awaiting all-important pricing. Subaru WRX
 Research your next new car at whichcar.com.au
JAGUAR – MCLAREN

0-100 KM/H

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Lamborghini www.lamborghini.com
Urus Apr 19 $390,000 (8a) V8/4.0TT 478/6000 850/2250 all 2200 217 3.6 12.8 12.7 4.0 Modern-day LM002 guaranteed to frighten the other parents on the school fun
Huracan LP580-2 Jan 17 $390,000 (7dc) V10/5.2 427/8000 540/6500 rear 1389 307 3.55 11.25 14.3 4.5 More involving and playful than the LP610-4, but it still feels like it needs to be let off the leash
Huracan LP580-2 Spyder $429,000 (7dc) V10/5.2 427/8000 540/6500 rear 1509 283 3.6 – 14.5 4.5 The cheapest way to let that soaring V10 soundtrack into the cabin
Huracan LP610-4 Spyder Sep 16 $471,000 (7dc) V10/5.2 449/8250 560/6500 all 1542 291 3.4 – 14.6 4.5 Ultimate extrovert’s car with a fab noise. Ultimately it isn’t the purist’s choice given its heft
Huracan Evo Mar 19 $459,000 (7dc) V10/5.2 470/8000 600/6500 all 1422 331 2.9 – 13.9 4.5 More power, more aero and better handling... has the ‘Baby Lambo’ just become the Raging Bull of choice?
Huracan Performante $483,866 (7dc) V10/5.2 470/8000 600/6500 all 1382 340 2.9 – 13.7 4.5 Hardcore Huracan matches Aventador’s performance, but at this price you could have a 488 GTB
Huracan Performante Spyder Apr 19 $532,635 (7dc) V10/5.2 470/8000 600/6500 all 1507 312 3.1 – 13.7 4.5 Performante says ‘hardcore’ but heavier Spyder barely quicker than Huracan LP610-4
Aventador S May 17 $788,914 (7s) V12/6.5 544/8400 690/5500 all 1575 346 2.9 – 16.9 4.0 S brings worthwhile upgrades to agility, brakes and ride, but gearbox remains a bugbear
Aventador S Roadster $825,530 (7s) V12/6.5 544/8400 690/5500 all 1625 335 3.0 – 16.9 4.0 Will make you feel a million bucks, which is just as well as that’s basically what it costs
Aventador SVJ $949,640 (7s) V12/6.5 566/8500 720/6750 all 1525 371 2.8 – – 4.5 Hard to tame, but epic potency and amazing soundtrack worth the challenge (and then some)

Lexus www.lexus.com.au
IS350 F Sport Dec 14 $73,251 (8a) V6/3.5 233/6400 378/4800 rear 1685 138 6.10 14.10 9.7 3.5 Great value, enjoyable dynamics and a responsive V6 is tied to an intrusive ESP and old engine tech
GS350 F Sport $95,311 (6a) V6/3.5 232/6400 380/4800 rear 1745 133 6.0 – 9.3 3.0 Surprisingly capable chassis takes the Euros on. Hyper-responsive steering misses the mark
GS F Feb 17 $152,980 (8a) V8/5.0 351/7100 530/4800 rear 1825 192 4.99 13.09 11.3 4.0 Has few direct rivals and unique character makes it easy to excuse its handful of flaws
LS500 F Sport Aug 18 $190,129 (10a) V6/3.5TT 310/6000 600/1600 rear 2240 138 5.0 – 9.5 3.5 New turbo-torque king also drinks much less than LC’s V8, but when will LC get it?
LS500h F Sport Aug 18 $190,500 (4a) V6/3.5E 264/6600 350/5100 rear 2280 116 5.4 – 6.6 3.5 Prime efficiency, but a dreary power-to-weight ratio that barely matches a base RC
RC300 F Sport Feb 16 $74,529 (8a) I4/2.0T 180/5000 350/1650 rear 1620 111 7.0 – 7.5 3.0 Turbo four-pot is frugal and more flexible than V6 despite lacking pace and the V6’s chassis upgrades
RC350 F Sport Jan 18 $77,529 (8a) V6/3.5 233/6000 378/4800 rear 1680 139 6.42 14.41 12.15 3.5 Good value and entertaining rear-drive coupe; added LSD adds much needed traction and agility
RC F Mar 16 $137,729 (8a) V8/5.0 351/7100 530/4800 rear 1860 189 5.11 13.25 10.9 3.5 Far from perfect but a solid ownership proposition that’s extremely good on track
LC500 Feb 18 $189,926 (10a) V8/5.0 351/7100 540/4800 rear 1935 182 5.18 13.23 11.6 4.0 Concept-car looks, atmo V8 and lovely steering is let down by the chassis, ESC, weight and firm ride
LC500h Oct 17 $190,000 (4a) V6/3.5E 264/6600 348/4900 rear 1985 134 5.0 – 6.7 3.0 Near-half the V8’s fuel usage, but it feels slower than it is and it’s missing the NASCAR-like soundtrack

Lotus www.lotuscars.com.au
Elise Sport 220 $87,990 (6m) I4/1.8S 162/6800 250/4600 rear 904 179 4.6 – 7.5 3.5 A terrific drive made even better by supercharging. A car that’s hard to get out of – literally
Elise Sprint 220 Dec 18 $97,990 (6m) I4/1.8S 162/6800 250/4600 rear 878 185 4.5 – 7.5 3.5 Strips a bit more weight off the Sport, for a sizeable extra charge
Elise Cup 250 $107,990 (6m) I4/1.8S 181/7200 250/3500 rear 917 197 4.3 – 7.5 3.5 Now faster and more affordable. More hardcore than a Cayman for similar coin
Exige Sport 350 Coupe $139,500 (6m) V6/3.5S 258/7000 400/4500 rear 1125 229 3.9 – 10.1 4.0 Cheapest ticket to supercar power-to-weight ratios. Just don’t expect it to be a daily driver
Exige Sport 350 Roadster $139,500 (6m) V6/3.5S 258/7000 400/4500 rear 1115 231 3.9 – 10.1 4.0 Pop-top barely compromises the Exige’s ferocity, meaning it remains a hardcore proposition
Exige Sport 380 Coupe $154,500 (6m) V6/3.5S 280/6700 410/5000 rear 1110 252 3.7 – 10.4 4.0 Powers up the venerable 3.5-litre to create C63 S-beating straight-line speed
Exige Sport 380 Roadster $154,500 (6m) V6/3.5S 280/6700 410/5000 rear 1110 252 3.7 – 10.4 4.0 Same-price roadster mixes open-top driving with coupe-rigid dynamic thrills
Exige Cup 430 $199,990 (6m) V6/3.5S 320/7000 440/2600 rear 1093 293 3.3 – – 4.0 Huge price for a basic and small coupe, but an incredible turn of speed for the price
Evora 400 Sep 16 $189,990 (6m) $199,990 (6a) V6/3.5S 298/7000 410/3500 rear 1395 214 4.2 – 9.7 3.5 Massively improved over its lifespan but struggles to justify its price tag
Evora GT410 Sport $209,990 (6m) $219,990 (6a) V6/3.5S 306/7000 410/3500 rear 1325 231 4.2 – 9.7 3.5 A lot of extra coin for only a bit less weight and tad extra power
Evora GT430 Sport Nov 18 $239,990 (6m) V6/3.5S 320/7000 440/4500 rear 1289 248 3.8 – 10.1 3.5 Wedges powered-up Elise engine into larger, but stripped-out Lotus GT
Evora GT430 Aug 18 $259,990 (6m) V6/3.5S 320/7000 440/4500 rear 1299 246 3.7 – 10.1 3.5 20-way adjustable suspension and carbon-fibre buckets top off priciest Lotus

Maserati www.maserati.com.au
Ghibli $139,990 (8a) V6/3.0TT 257/5500 500/4500 rear 1810 142 5.6 – 9.6 3.0 Great looks and alluring engine note but we still haven’t driven it locally
Ghibli S $175,990 (8a) V6/3.0TT 321/5500 580/2250 rear 1810 166 4.9 – 9.6 3.5 High-tune twin-turbo V6 gives the Ghibli real punch and sits in an unusual spot in the market
Levante S $164,990 (8a) V6/3.0TT 321/5750 580/1750 all 2109 152 5.2 – 10.9 3.5 Maserati relents and offers Aussie buyers the petrol power its SUV deserves
Quattroporte Diesel $209,990 (8a) V6/3.0TD 202/4000 600/2000 rear 1945 104 6.4 – 6.2 3.5 Grunty and frugal with plenty of presence, but unlikely to stir the soul
Quattroporte $214,990 (8a) V6/3.0TT 257/5500 500/1750 rear 1900 128 5.5 – 9.1 3.5 A quick, classy and cheaper alternative to a Porsche Panamera that deserves more power
Quattroporte S $239,000 (8a) V6/3.0TT 321/5500 580/2250 rear 1860 173 5.0 – 9.3 3.5 New twin-turbo V6 matches old V8 for grunt, but it feels its size and the V8 is more appealing
Quattroporte GTS GranSport $299,990 (8a) V8/3.8TT 395/6800 650(710)/ rear 1951 200 4.7 – 10.7 3.0 New turbo V8 has mega mumbo and a classy interior... And so it should for the price.
GranTurismo MC Sportline $345,000 (6s) V8/4.7 338/7000 520/4750 rear 1880 187 4.7 – 15.5 3.5 Drop-dead gorgeous coupe finally gets extra grunt. More of a grand tourer than proper sportscar
GranCabrio Sport $335,000 (6a) V8/4.7 338/7000 520/4750 rear 1980 171 5.0 – 14.5 3.5 Quicker shifting ’box and an extra 10Nm ups the aggression. Made for a coastal road, not a racetrack
GranCabrio Sport MC $355,000 (6s) V8/4.7 338/7000 520/4750 rear 1973 171 4.9 – 14.9 3.0‘MC’ shifts the trans rearward and cuts shift times. Will any Cabrio drivers feel the difference?

Mazda www.mazda.com.au
3 G25 GT $33,490 (6m) $34,490 (6a) I4/2.5 139/6000 252/4000 front 1339 104 – – 6.2 3.5 Next generation Mazda3 is a crucial car for the Oz market – we’re keen to drive the sportiest version
(▲$700) MX-5 $34,890 (6m) $36,890 (6a) I4/1.5 97/7000 152/4500 rear 1021 95 – – 6.2 4.0 Superb dynamics matched with lightness and a keen engine – but larger folk will struggle
(▲$860) MX-5 GT Oct 18 $42,820 (6m) $41,960 (6a) I4/2.0 135/7000 205/4000 rear 1035 130 6.37 14.54 6.8 4.0 Powered- and revved-up 2.0-litre distances itself from 1.5-litre, but it now starts with pricey GT
(▲$800) MX-5 RF Oct 18 $40,200 (6m) $42,200 (6a) I4/2.0 135/7000 205/4000 rear 1087 124 6.55 14.65 6.9 4.0 Hardtop adds class and coupe looks... along with a bit more weight
(▲$940) MX-5 RF GT $46,900 (6m) $48,900 (6a) I4/2.0 135/7000 205/4000 rear 1112 121 – – 6.9 4.0 GT hardtop stacks up as the most premium pick, hence it comes with a significant sticker price

McLaren www.cars.mclaren.com
540C Nov 17 $325,000 (7dc) V8/3.8TT 397/7500 540/3500 rear 1311 303 3.5 – 11.1 4.0 Supercar price leader that hits 200km/h in 10.5sec, yet it still lacks a little soul and interior options
570S Jul 17 $379,000 (7dc) V8/3.8TT 419/7500 600/5000 rear 1344 312 3.2 – 10.7 4.5 Insane performance and involving dynamics. It’s a shame it doesn’t ride as well as the 720S
570S Spider Oct 17 $435,750 (7dc) V8/3.8TT 419/7500 600/5000 rear 1359 280 3.2 – 10.7 4.5 Structural rigidity claimed to be unchanged from coupe. Hefty premium to be able to remove the roof
570GT $406,800 (7dc) V8/3.8TT 419/7500 600/5000 rear 1381 303 3.4 – 10.7 4.5 Best looking Sport Series with extra luggage space and slightly softer responses than 570S
600LT Apr 19 $455,000 (7dc) V8/3.8TT 441/7500 620/5500 rear 1356 325 2.9 – – 4.5 720S pace for $35K less, but are they too close? McLaren claims it corners harder than old 675LT
720S Mar 18 $489,900 (7dc) V8/4.0TT 530/7500 770/5500 rear 1419 374 2.9 – 12.2 4.5 Otherworldly speed matched to outstanding dynamics – if only it sounded better
720S Spider $556,000 (7dc) V8/4.0TT 530/7500 770/5500 rear 1468 361 2.9 – 12.2 4.5 Weight increase is marginal over the coupe and the chassis remains just as rigid with the carbon tub

d m o t o r o f f i c i a l f m o t o r_ m a g 123
 M HOT SOURCE. FAST CAR GUIDE MCLAREN – MORGAN

0-100 KM/H

RATING
FUEL CONS
KW/TONNE
KW/RPM

NM/RPM

KERB KG

0-400M
TESTED
MODEL

ENGINE

DRIVE
PRICE
Mercedes-Benz www.mercedes-benz.com.au
A250 $48,800 (7dc) I4/2.0T 165/5800 350/1800 front 1455 113 6.2 – – 4.0 Cheaper than ever and front-drive is as fast as AWD, but torsion beam rear replaces multi-link
A250 4Matic Feb 19 $54,800 (7dc) I4/2.0T 165/5800 350/1800 all 1505 110 6.2 – 6.2 3.5 A smartphone on wheels, but kerb weight is up and power below average for this price
CLA250 Sport Sep 14 $68,700 (7dc) I4/2.0T 155/5500 350/1200 all 1465 106 6.6 – 6.6 3.5 Big price jump over the new-generation A250, and rivals at this price point are much faster
CLA250 Sport S/brake $69,700 (7dc) I4/2.0T 155/5500 350/1200 all 1490 104 6.8 – 6.9 3.5 Looks, practicality and spritely performance rolled into one. It’s just not as agile as its hatch twin
CLA45 AMG $93,430 (7dc) I4/2.0T 280/6000 475/2250 all 1510 176 4.2 – 7.4 4.0 Boot adds appeal and it rides a little softer; sadly the responses are also dulled somewhat
CLA45 AMG S/brake $93,430 (7dc) I4/2.0T 280/6000 475/2250 all 1540 172 4.3 – 7.4 4.0 Hardcore performance wrapped in a practical body, which makes it the heaviest MFA-based AMG
C43 AMG Jun 17 $107,900 (9a) V6/3.0TT 287/6100 520/2500 all 1630 176 4.7 – 9.1 4.0 A quick, comfortable and entertaining drive that’s more subdued than most AMGs – now with more grunt
C43 AMG Estate $110,400 (9a) V6/3.0TT 287/6100 520/2500 all 1685 170 4.8 – 9.3 4.0 Engaging chassis wrapped in a wagon package. Looks quite subtle, but then that could be a plus
C63 S AMG May 19 $156,840 (7a) V8/4.0TT 375/6250 700/1750 rear 1680 223 4.0 – 10.4 4.5 Amazing engine and brilliant chassis offset the terse ride and occasional gearbox stumble
C63 S AMG Estate Jan 16 $159,340 (7a) V8/4.0TT 375/6250 700/1750 rear 1725 217 4.0 – 8.7 4.5 The ultimate do-everything car, though it’s quite small in the back
C300 Coupe $83,400(7a) I4/2.0T 180/5500 370/1300 rear 1490 121 6.0 – 6.6 3.5 A quality product and a decent steer – less convinced about that rear styling
C43 AMG Coupe $111,900 (9a) V6/3.0TT 287/6100 520/2500 all 1675 171 4.7 – 9.2 4.0 The car you buy if the C63 feels a bit too full-on, and it would be the quicker car in the wet
C43 AMG Cabriolet $124,900 (9a) V6/3.0TT 287/6100 520/2500 all 1810 159 4.8 – 9.5 3.5 Solid mix of class and performance; hefty price tag though
C63 S AMG Coupe Feb 17 $163,240(7a) V8/4.0TT 375/6250 700/1750 rear 1725 217 4.56 12.48 8.7 4.5 Thunderous power and engaging handling but pricier than rivals and a heavy so-and-so
C63 S AMG Cabriolet Apr 17 $181,240 (7a) V8/4.0TT 375/6250 700/1750 rear 1850 202 4.1 – 9.3 4.5 Front-row seats to hear AMG’s thumping 4.0-litre eight. Not the keenest handler of the C63 bunch
E53 AMG $168,200 (9a) I6/3.0TT(E) 320/6100 520/1800 all – – 4.4 – 8.7 4.0 Plenty of pace and stunning interior, but it doesn’t feel very ‘AMG’
E63 AMG Feb 18 $211,400 (9a) V8/4.0TT 420/5750 750/2250 all 1950 216 3.5 – 9.3 4.5 If you’re not interested in Drift Mode the base E63 could be all the super sedan you need
E63 S AMG Feb 18 $240,900 (9a) V8/4.0TT 450/5750 850/2500 all 1955 230 3.40 11.28 9.3 4.5 The prototypical super sedan lacks only a smidge of refinement
E53 AMG Coupe Dec 18 $173,900 (9a) I6/3.0TT(E) 320/6100 520/1800 all 1895 169 4.53 12.68 8.7 4.0 New inline six as smooth as the styling, plus it’s among the first AMGs to get an electric kick
E53 AMG Cabriolet $181,329 (9a) I6/3.0TT(E) 320/6100 520/1800 all 1980 162 4.5 – 8.7 3.5 Introduction of ‘53’ cab and coupe make for the quickest two-door E-Class AMGs
CLS450 Sep 18 $155,529 (9a) I6/3.0TT 270/6100 500/1600 all 1940 165 4.8 – 7.8 3.5 Great car, gorgeous interior, swift acceleration, but handling tuned for the mass market, not the enthusiast
CLS53 AMG Apr 18 $179,529 (9a) I6/3.0TT(E) 336/6100 520/1800 all 1980 162 4.5 – 8.7 4.0 Beautiful interior and eye-catching looks backed by high-tech new inline six
S450 L $227,500 (9a) I6/3.0TT 270/6000 520/2000 rear 1940 134 5.1 – 6.9 4.5 Incredible fuel economy from new mild hybrid inline six
S560 $269,630 (9a) V8/4.0TT 345/5250 700/2000 rear 1970 169 4.7 – 8.2 4.5 The world’s best limousine with incredible tech and interior. You might enjoy it more in the back seat
S560 L Jul 18 $294,630 (9a) V8/4.0TT 345/5250 700/2000 rear 1995 167 4.7 – 8.2 4.5 More rear-seat room for ultimate passenger comfort. Sadly, a chauffeur doesn’t come standard
S63 AMG L Nov 18 $374,630 (7a) V8/4.0TT 450/6000 900/2750 rear 2070 217 4.18 12.04 – 4.0 Autobahn-crusher now cheaper with epic torque from 4.0-litre V8. Shame there’s no AWD option
S650 Maybach $424,630 (7a) V12/6.0TT 463/5000 1000/2300 rear 2285 196 4.7 – 12.7 4.0 Revisions bring the full-fat S65-spec engine but two-tone paintwork in questionable taste
($2000) S560 Coupe $316,900 (9a) V8/4.0TT 345/5500 700/2000 rear 2000 160 4.6 – 8.5 4.5 The ultimate grand tourer – first-class ground-based travel
($2000) S560 Cabriolet $338,900 (9a) V8/4.0TT 345/5500 700/2000 rear 2075 159 4.6 – 9.9 4.5 Vitamin-D exposure in opulent style, though it’s very showy
($2400) S63 AMG Coupe $372,900 (9a) V8/4.0TT 450/6000 900/2750 rear 1995 220 – – 9.0 4.5 Brutal acceleration and polished dynamics matched by stunning interior and ride comfort
($2600) S63 AMG Cabriolet $402,500 (9a) V8/4.0TT 450/6000 900/2750 rear 2110 209 – – 10.2 4.0 Hell-raising acceleration and gorgeous looks, but don’t get too enthusiastic in the bends
GT53 AMG $249,900 (9a) I6/3.0TT(E) 320/6100 770/1800 all 1970 162 4.5 – 9.1 3.5 Cheapest ticket to AMG 4-Door town, but you’ll forever be answering why you didn’t buy the V8
GT63 AMG $349,900 (7a) V8/4.0TT 463/6500 800/2300 all 2025 229 3.4 – 11.1 4.5 AMG has bolted wheels to a Tomahawk cruise missile; this car will still be spoken about in 50 years
SLC43 AMG Dec 16 $135,530 (9a) V6/3.0TT 270/6000 520/2000 rear 1520 178 4.7 – 7.8 3.0 Brilliant drivetrain and strong brakes tied to unforgiving ride quality and wooden steering
SL500 $283,700 (9a) V8/4.7TT 335/5250 700/1800 rear 1720 187 4.3 – 9.1 3.0 Fantastic engine and sleeker looks undermined by previous-gen interior and body wobbles
SL63 AMG $370,530 (7a) V8/5.5TT 430/5500 900/2250 rear 1770 243 4.1 – 10.1 4.0 Perfect combination of performance and luxury despite some creaks from the bodyshell
AMG GT Feb 16 $261,130 (7dc) V8/4.0TT 350/6000 630/1700 rear 1540 227 4.0 – 9.3 4.0 A temptingly aggressive alternative to a Porsche 911, but tick that adaptive damper option box
AMG GT S Ann 17 $301,130 (7dc) V8/4.0TT 384/6250 670/1800 rear 1570 255 3.8 – 9.4 4.5 Chassis revisions and extra power finally fulfill the GT S’s potential
AMG GT C Feb 19 $316,130 (7dc) V8/4.0TT 410/6750 680/1900 rear 1625 252 3.66 11.55 11.4 4.5 Monster performance for those who find the GT R a bit ostentatious
AMG GT R Jun 18 $351,130 (7dc) V8/4.0TT 430/6250 700/1900 rear 1555 277 3.6 – 11.4 4.5 AMG GT in its ultimate form, yet ride also improved. This or a 911 GT3?
AMG GT Roadster Ann 17 $286,130 (7dc) V8/4.0TT 350/6000 630/1700 rear 1595 219 4.0 – 9.4 3.5 Incredible road presence and engine note to die for but needs options to give its best dynamically
AMG GT C Roadster Jun 17 $341,130 (7dc) V8/4.0TT 410/6750 680/1900 rear 1660 247 3.7 – 11.4 4.5 Steals choice bits from the GT R to create one hell of a drop-top experience
GLA45 AMG Jan 15 $89,530 (7dc) I4/2.0T 280/6000 475/2250 all 1510 175 4.4 – 7.5 4.0 Roomier and more comfortable than the lumpy A45, but it isn’t particularly attractive
GLC43 AMG $103,130 (9a) V6/3.0TT 270/6000 520/2000 all 1855 146 4.9 – 8.8 3.5 We’d buy a C43, but most people will probably buy this. Strong engine
GLC43 AMG Coupe $110,630 (9a) V6/3.0TT 270/6000 520/2000 all 1855 146 4.9 – 8.8 3.5 $7500 premium over GLC43 in the pursuit of questionable style... we’d choose a C43 Estate?
GLC63 S AMG $164,530 (9a) V8/4.0TT 375/5500 700/1750 all 1935 194 3.8 – 10.7 4.0 Sprog-hauling and supercar-chasing talents, but the dynamics aren’t a patch on a Macan
GLC63 S AMG Coupe Jul 18 $171,530 (9a) V8/4.0TT 375/5500 700/1750 all 1945 192 3.92 12.05 10.9 4.0 Engaging wagon on stilts is easier on the eye, however tall rear passengers won’t be so impressed
GLE63 S AMG Jan 16 $192,840 (7a) V8/5.5TT 430/5750 760/1750 all 2270 189 4.2 – 18.6 3.5 Not cut out for corners, but engine note and vicious acceleration cures all ills
GLE63 S AMG Coupe $201,540 (7a) V8/5.5TT 430/5500 760/1750 all 2275 189 4.2 – 11.9 3.5 A car that you really don’t want to like, until you drive it and experience its pace
GLS63 AMG $219,290 (7a) V8/5.5TT 430/5500 760/1750 all 2370 181 4.6 – 12.3 3.0 This is a ridiculous machine, yet it’s also a wonderful machine. Very likeable and massive space
G63 AMG Apr 19 $247,330 (9a) V8/4.0TT 430/6000 850/2500 all 2485 173 4.5 – 13.1 3.0 New chassis and 850Nm 4.0-litre, old looks and side pipes, $15K pricier than before

MINI www.mini.com.au
Cooper S Jun 18 $39,900 (6m) $42,700 (7dc) I4/2.0T 141/6000 (300)/1250 front 1195 118 6.8 – 6.3 3.5 Solves all the old model’s problems, but creates a new one... it’s not as engaging. Needs better tyres
Cooper S 5-door $41,150 (6m) $43,950 (7dc) I4/2.0T 141/6000 (300)/1250 front 1255 112 6.9 – 6.4 3.5 A smaller alternative to a VW Golf GTI. However, the extra size and weight means it isn’t ‘mini’ at all
Cooper S Convertible $47,900 (6m/7dc) I4/2.0T 141/6000 (300)/1250 front 1295 109 7.2 – 6.5 3.5 More practical and a better drive than the old Cabrio. But that’s not saying an awful lot...
Cooper S Clubman Feb 16 $44,900 (6m/8a) I4/2.0T 141/6000 (300)/1250 front 1360 104 7.1 – 6.0 3.5 Smart interior and supple chassis. Extra heft burdens the poor 2.0-litre... then there’s the weird looks
Cooper S Countryman $46,500 (8a) I4/2.0T 141/6000 (300)/1250 front 1505 94 7.4 – 6.5 3.5 Surprisingly cohesive looks with extra practicality. It’s not very mini, or overly fast, and it is heavy
Cooper JCW Aug 16 $49,900 (6m) $52,850 (8a) I4/2.0T 170/6000 320/1250 front 1220 139 6.3 – 6.9 3.0 More power and playful handling, but the steering’s iffy, the ride is firm and it is expensive
Cooper JCW Convertible $57,900 (6m/8a) I4/2.0T 170/6000 320/1250 front 1320 129 6.6 – 7.0 3.5 Drop-top suits the Mini vibe and it’s combined with strong performance – sadly, handling is diluted
Cooper JCW Clubman Nov 17 $54,900 (8a) I4/2.0T 170/6000 350/1250 all 1490 114 7.13 14.91 7.2 3.5 Clubman chassis scores the power it deserves... not sure it’s enough for the weighty beast
Cooper JCW Countryman $56,900 (8a) I4/2.0T 170/6000 350/1250 all 1555 109 6.5 – 7.4 3.5 Mini with the lot gains a maxi price tag... Clubman is much cooler, cheaper and lighter

Morgan www.morgancars.com.au
4/4 $89,900 (5m) I4/1.6 82/6000 132/5800 rear 795 103 8.0 – 6.4 3.0 Ye olde charm and definitely a unique drive experience. You’re essentially buying a brand-new antique
3 Wheeler Apr 16 $93,900 (5m) V2/2.0 60/5250 140/3250 rear 550 220 6.0 – 9.3 3.5 An utterly unique car to be behind the wheel of. You’re either going to love it or hate it

124 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 “KIMI WAS FORCED TO STAND BY A LAKE
AND LOOK BORED, WHILE I GOT A MOTOR
COLUMN OUT OF THE WHOLE DREADFUL MESS”
David Morley
I SCORED A THREE-MINUTE INTERVIEW slot with Kimi Raikkonen
the other day. Christ, what a train-wreck.
Now, I know that The Iceman (along with Meg Ryan and Lou
Reed, among others) is notoriously tricky to interrogate; given to
monosyllabic answers and a shrug of the shoulders when a civil,
considered verbal response might have been more enlightening for
anybody unfortunate enough to be watching. So I was expecting the
worst. I was anything but disappointed.
Held on the edge of Albert Park Lake in the run-up to the Melbourne
Grand Prix, I figured I’d do Kimi a favour and steer away from
questions about tyres and how his new Sauber/Alfa Romeo was going
to fare in the 2019 season opener. As in, questions he’d probably been
thrown a thousand times already that week. So, I went for a broader-
brush approach, bearing in mind the audience I was dealing with were
not your F1 hard-heads by any stretch.
Which led me to ask Kimi a hypothetical: What single F1 rule change
he would like to make to improve the sport. Big mistake.
He looked at me like he’d just stepped in a microphone-shaped turd
and then replied: “I cannot make rule changes. We should not even
waste time talking about it”.
Oh sweet Jesus, this is going well. And it wasn’t that he simply didn’t
want to answer the question, it was the inference that it was the dopiest
question he’d ever heard. But I disagree. I was genuinely interested in
what a bloke with almost two decades’ experience in the sport reckons
could be changed to make it more spectacular, more exciting, more fun
and, ironically coming from KR, less robotic.
So I blundered on: Was Formula 1 more fun in the old days, or do you
enjoy it more now?
“It is what I love to do, so I do it. I don’t enjoy it any more or less”.
And again: Who has been your favourite driver to race against?
“I have to race every driver. There is no favourite.”
By now I can’t even help myself: Do you like Formula E?
“I have only seen it on TV, so I cannot say.”
Time to play my wildcard: Do you miss Bernie in Formula 1?
“I have seen him from time to time. He was always very kind to me.”
Thanks Kimi, and good luck on Sunday.
The PR girl shot me a tortured smile, Kimi shrugged and I played my
part by resisting the urge to push him into Albert Park Lake.
Okay, so that’s Kimi’s schtick, and I get it. But, mate, seriously, if you
don’t want to be interviewed, don’t do them. He’s probably not a bad
guy, but trying to make every interviewer (and I know I’m not special
enough to be the only one) look like an idiot is just being an arsehat.
Actually, there was one funny thing that did happen. As the camera
crew were mic-ing Kimi up, the zipper on his Team Alfa jacket broke
and unravelled from the bottom.
“Quality,” Kimi muttered.
Brilliant. He should stick with comedy and give The Iceman act the
flick. And who’s laughing now anyway? He was forced to stand by a
lake and look bored, while I got a MOTOR column out of the whole
dreadful mess.
And will this column guarantee that I’ll never be invited to interview
him again? Lord I hope so.
d m o t o r o f f i c i a l f m o t o r_ m a g 125
 M HOT SOURCE. FAST CAR GUIDE MORGAN – RENAULT

0-100 KM/H

RATING
FUEL CONS
KW/TONNE
KW/RPM

NM/RPM

KERB KG

0-400M
TESTED
MODEL

ENGINE

DRIVE
PRICE
Plus 4 $99,800 (5m) I4/2.0 115/6000 201/4500 rear 877 117 7.3 – 7.0 3.0 It’s all about living in the past while being in the future, something that can be an acquired taste
Roadster $139,500 (6m) V6/3.7 209/6000 370/4700 rear 950 220 5.5 – 9.8 3.0 Power-to-weight rivals a 911 Carrera S. However, you’d really have to love it to live with it
Aero 8 $290,000 (6m/6a) V8/4.8 270/6300 490/3400 rear 1175 230 4.5 – 12.1 3.5 Morgan’s ultimate roadster looks good and sounds better with no roof. Cabin is very cramped

Nissan www.nissan.com.au
Juke Nismo RS Dec 18 $37,790 (6m) $41,490 (cvt) I4/1.6T 160/6000 280/3600 front 1281 125 – – 7.2 2.5 Late to the party and priced way too high. Can’t compete with hot hatches for dynamics either
370Z Apr 19 $49,990 (6m) $52,490 (7a) V6/3.7 245/7000 363/5200 rear 1468 162 5.85 14.04 10.4 3.5 Now old, but latest in a long line of Z-cars. Still has an agricultural engine and snappy handling
370Z Roadster Jun 18 $60,990 (6m) $63,490 (7a) V6/3.7 245/7000 363/5200 rear 1478 168 5.8 – 10.9* 3.0 Suffers little in the conversion to drop-top, but $10K for a creaky roof is too much
370Z Nismo Jul 18 $61,490 (6m) $63,990 (7a) V6/3.7 253/7000 371/5200 rear 1480 171 5.87 14.07 10.6 3.5 A visual and aural refresh courtesy of Nismo. Performance suspension lacks sophistication
GT-R Feb 17 $189,000 (6dc) V6/3.8TT 419/6800 632/3300 all 1765 237 3.20 11.21 11.7 4.0 Improved ride and a worthwhile interior upgrade. It’s a big price increase for an ageing model
GT-R Track Edition Nov 16 $227,000 (6dc) V6/3.8TT 419/6800 632/3300 all 1760 238 2.7 – 11.7 4.0 In a track environment, it’s simply awesome. Question marks remain over road suitability
GT-R Nismo Feb 18 $299,000 (6dc) V6/3.8TT 441/6800 652/3600 all 1739 253 3.28 11.19 11.7 4.0 There’s the Track Edition, and then there’s this. If you live at a circuit it’s awesome

Peugeot www.peugeot.com.au
208 GTi Edition Definitive Nov 18 $33,990 d/a (6m) I4/1.6T 153/6000 300/3000 front – – 6.5 – – 3.5 Final 20 units of production mix LSD with wide front track for Polo GTI DSG pricing
308 GTi 270 Oct 18 $45,990 (6m) I4/1.6T 200/6000 330/1900 front 1205 166 5.99 14.04 6.0 4.0 Oft-overlooked hot hatch offers impressive performance at a now-reduced price

Porsche www.porsche.com.au
718 Cayman Ann 16 $114,900 (6m) $117,132 (7dc) F4/2.0T 220/6500 380/1950 rear 1335 165 5.1 – 7.4 4.5 Porsche’s entry sportscar sets the bar high... but it’s hardly a cheap deal in anyone’s language
718 Cayman S Feb 18 $145,100 (6m) $150,090 (7dc) F4/2.5T 257/6500 420/1900 rear 1355 190 3.95 12.02 8.1 4.5 An almost flawless sports car that only struggles to stir the emotions
718 Cayman GTS $172,700 (6m) $178,680 (7dc) F4/2.5T 269/6500 420/1900 rear 1375 191 4.6 – 9.0 4.5 Optional PDK and Sport Chrono equals 4.1sec 0-100km/h. A lot of coin for an average-sounding four
718 Boxster Jun 16 $117,700 (6m) $119,960 (7dc) F4/2.0T 220/6500 380/1950 rear 1335 165 4.7* – 6.9* 4.5 Turbo grunt means base Boxster will offer more than enough performance for most
718 Boxster S Jun 16 $147,900 (6m) $152,890 (7dc) F4/2.5T 257/6500 420/1900 rear 1355 190 4.2* – 7.3* 4.5 Approaching supercar speed with beautiful chassis balance. Now much more expensive than it was
718 Boxster GTS $175,500 (6m) $181,480 (7dc) F4/2.5T 269/6500 420/1900 rear 1375 191 4.6 – 9.0 4.5 Looks the biz with black exterior and Alcantara interior trim. Enters the realm of ‘serious’ money
911 Carrera S Mar 19 $265,000 (8dc) F6/3.0TT 331/6500 530/2300 rear 1515 218 3.5 – – 4.5 All-new 992 delivers increased comfort, handling and speed, though no manual (yet!)
911 Carrera 4S $281,100 (8dc) F6/3.0TT 331/6500 530/2300 all 1565 212 3.4 – – 4.5 All-wheel drive emphasises weight gain; we say grab the rear-drive one
911 Carrera S Cabriolet $286,500 (8dc) F6/3.0TT 331/6500 530/2300 rear 1585 209 3.7 – – 4.5 Even new Cabriolet can’t dent epic performance previously the domain of Porsche GT models
911 Carrera S 4S Cabriolet $302,600 (8dc) F6/3.0TT 331/6500 530/2300 all 1635 202 3.6 – – 4.5 Tips the $300K mark, and we’d rather a GT3 Touring for this coin (for the resale, too)
911 GT3 Touring Mar 18 $326,400 (6m) F6/4.0 368/8250 460/6000 rear 1413 260 3.9 – 12.7 5.0 Wing-less manual-only GT3 keeps the 911 R dream alive
911 GT3 Jul 18 $326,400 (6m/7dc) F6/4.0 368/8250 460/6000 rear 1413 260 3.4 – 12.7 5.0 One of the finest driver’s cars ever built, hampered only by lack of availability
911 GT3 RS Apr 19 $416,100 (7dc) F6/4.0 383/8250 470/6000 rear 1430 249 3.2 – 12.8 5.0 New engine and Weissach Package makes the ultimate track 911 even more hardcore
911 GT2 RS Feb 19 $645,000 (7dc) F6/3.8TT 515/7000 750/2500 rear 1470 350 3.13 10.63 11.8 5.0 Probably the fastest thing on these pages... nuff said. Lacks the GT3’s scintillating soundtrack
Panamera 4S Apr 17 $310,100 (8dc) V6/2.9TT 324/6600 550/1750 all 1870 173 4.4 – 8.2 4.0 Stuttgart’s fresh limo doesn’t hang around. All-wheel drive is of questionable relevance in Oz
Panamera 4S Sport Turismo Oct 17 $317,400 (8dc) V6/2.9TT 324/6600 550/1750 all 1915 169 4.4 – 8.3 4.0 Finally a good-looking Panamera, and it can seat five. Might need to ditch the rugrats to buy one
Panamera 4S Diesel $318,600 (8dc) V8/4.0TTD 310/5000 850/1000 all 2050 151 4.5 – 6.8 4.0 Slick PDK handles big-grunt diesel beautifully. A car you buy more for economy than performance
Panamera 4S Diesel Sport Oct 17 $325,900 (8dc) V8/4.0TTD 310/5000 850/1000 all 2095 148 4.5 – 6.8 4.0 Probably all the performance a loaded family could want. Torquey diesel’s not as inspiring as petrols
Panamera GTS $364,100 (8dc) V8/4.0TT 338/6000 620/1800 all 1995 169 4.1 10.3 4.0 No more high-rev natural aspiration here, but two-tonne Pana likely all the better for it
Panamera GTS Sport Turismo $371,400 (8dc) V8/4.0TT 338/6000 620/1800 all 2035 166 4.1 10.6 4.0 A mix of prettiness, practicality and performance only challenged by an RS6. Or Pana Turbo...
Panamera Turbo Apr 17 $384,100 (8dc) V8/4.0TT 404/5750 770/1960 all 1995 191 3.8 – 9.4 4.0 Crushing on-paper performance and cosseting luxury. Yes, it’s lighter, but still a big bertha
Panamera Turbo Sport Turismo Nov 18 $390,300 (8dc) V8/4.0TT 404/5750 770/1960 all 2035 188 3.38 11.49 9.5 4.0 For the family who wants to dominate the carpark. An RS6, with the same engine, costs $150K less
Panamera Turbo E-Hybrid Oct 17 $463,200 (8dc) V8/4.0TT 500/6000 850/1400 all 2310 216 3.4 – 2.2 4.0 Scarcely believable performance/economy. All that hybrid gear adds 315kg over a Panamera Turbo
Panamera Turbo S E-H Sport $469,500 (8dc) V8/4.0TT 500/6000 850/1400 all 2325 215 3.4 – 3.0 4.0 Hyper-wagon with green credentials – $500K is a lot for a 2325kg family car
Macan GTS Jan 17 $113,300 (7dc) V6/3.0TT 265/6000 500/1650 all 1895 140 5.0* – 8.8 4.0 Looks quite cool as SUVs go and it’s a bit cheaper than the Turbo. Coincidentally, it is also not as fast
Macan Turbo Aug 14 $133,100 (7dc) V6/3.6TT 294/6000 550/1350 all 1925 153 4.8 – 9.2 4.0 Drives better than it has any right to despite low-down lag. Lacking a meaty engine note
Cayenne S $154,700 (8a) V6/2.9TT 324/5700 550/1800 all 2020 160 5.2 – 9.2 4.0 New 2.9-litre twin-turbo V6 as fast as old Cayenne GTS, and now lighter and slightly cheaper
Cayenne Turbo Ann 18 $239,000 (8a) V8/4.0TT 404/5750 770/1960 all 2175 186 4.1 – 11.7 4.0 Continues to redefine physics to power oversteer the kids to school
Cayenne Turbo Coupe $254,000 (8a) V8/4.0TT 404/5750 770/1960 all 2275 178 3.9 – 11.4 4.0 See above, just with a swoopy coupe-like design. Will be popular in suburbs like Toorak and Vaucluse

Range Rover www.landrover.com.au

Evoque HSE Dynamic Si4 May 14 $82,781 (9a) I4/2.0T 177/5500 340/1750 all 1640 107 – – 13.6 3.0 Concept-car looks with a classy interior and it drives well. Options list is terrifying
Velar D300 $92,850 (8a) V6/3.0TD 221/4000 700/1500 all 1959 113 6.5 – 6.4 3.0 Rock-star styling crushes Macan with diesel torque and efficiency. Needs lots of options ticked
Velar P380 Feb 19 $93,462 (8a) V6/3.0S 280/6500 450/3500 all 1884 149 5.7 – 9.4 3.0 F-Type blown V6 is a goer and the interior is gorgeous. Price ascends as quickly as fuel descends
Sport HSE Dynamic $173,000 (8a) V8/5.0S 386/6500 625/2500 all 2323 166 – – 12.8 4.0 Great handling, wonderful engine and good looks. Some will see it as the poor man’s Range Rover
Sport Autobio. Dynamic $204,300 (8a) V8/5.0S 386/6500 625/2500 all 2323 166 – – 12.8 4.0 Drives like an enormous hot hatch. However, it’s thirsty and the off-road ability is wasted on most
Sport SVR $238,200 (8a) V8/5.0S 423/6500 700/2500 all 2310 183 4.5 – 12.8 3.5 Ludicrous acceleration with an anti-social exhaust noise. This performance-4x4 thing is a bit silly
SDV8 Autobiography Dec 18 $256,000 (8a) V8/4.4TTD 250/3500 740/1750 all 2504 100 6.9 – 8.4 4.0 Diesel V8 perfect fit for the Rangie’s calming character... still incredibly big and heavy
5.0 SC Autobiography $268,900 (8a) V8/5.0S 386/6500 625/2500 all 2383 162 5.4 – 12.8 4.0 Like an off-road S-Class with its incredible ride and feel-good factor. Fuel tank has a hole in it...
SV Autobio. Dynamic Apr 19 $341,400 (8a) V8/5.0S 416/6500 700/3500 all 2497 167 – – 12.8 3.5 Snarling F-type engine adds plenty of theatre, but add a confused personality and little speed

Renault www.renault.com.au
Clio RS 200 Sport $30,990 (6dc) I4/1.6T 147/6050 260/2000 front 1204 122 6.7 – 5.9 4.0 Facelifted favourite gets chequered-flag DRLs and an extra 20Nm, but still no manual option
Clio RS 200 Cup $32,490 (6dc) I4/1.6T 147/6050 260/2000 front 1204 122 6.7 – 5.9 4.0 Likes to wag its tail and uses a zesty drivetrain. Sound is lacking and the shift paddles are poor
Megane GT Ann 16 $38,990 (7dc) I4/1.6T 151/6000 280/2400 front 1392 108 7.1 – 6.0 3.5 Sharpened Frenchie promises to be an RS-lite. Unkillable ESP means it fails to deliver on promise
Megane GT Wagon $39,990 (7dc) I4/1.6T 151/6000 280/2400 front 1393 106 7.4 – 6.0 3.5 Sporty-ish wagon a French forte... Octavia RS wagon far more focused, if a little noisier
Megane RS 280 Mar 19 $44,990 (6m) $47,490 (6dc) I4/1.8T 205/6000 390/2400 front 1407 146 5.8* – 7.5* 4.0 Class-defining Meg RS is back, with five doors and a tough new look, ready to throttle i30 N
Megane RS 280 Cup Feb 19 $46,480 (6m) I4/1.8T 205/6000 390/2400 front 1407 146 5.98 14.07 7.4 4.0 Drivers will want the Cup for its Brembos, LSD and 19s, and tellingly it’s manual only

126 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 “IF YOU REALLY CAN’T HANDLE DOING AT
LEAST 70KM/H IN AN 80KM/H ZONE, I HAVVE
BAD NEWS FOR YOU: YOU CAN’T DRIVE”
Tim Keen
THERE’S A LOT OF HAND-WRINGING over the possibility of
introducing speed-limiters in cars. I’m not worried for two reasons.
One is that if people just couldn’t speed, then police couldn’t hand
out speeding tickets, and a major source of state government revenue
would collapse – something in the ballpark of a billion dollars a year
in Australia. That damp rustling sound, like sweaty hands nervously
shuffling paper? It’s the sound of government and police bean-counters
“opening reviews” to “look into” speed limiters in Australia – studies
which will be ready to change the current way of doing business at
roughly the same time the sun finally supernovas and swallows the
planet whole.
But the other reason is that I’m all for it. Yes, I for one welcome our
speed-limiter overlords.
Just not for limiting top speeds.
I’m against speed-limiting cars, in the same way I’m against
temperature-limiting my kettle to save me from burning myself. I’ll
assume the responsibility of burn-prevention myself, rather than drink
lukewarm tea in safety. The price of hot tea is eternal vigilance.
It’s not because I don’t care about road safety. I wonder, has anyone
done a study of what percentage of speeders don’t crash? Apparently 40
per cent of drivers who crash were speeding, the statisticians tell us.
But that can’t be the whole story, because a whole lot more than 40 per
cent of drivers speed – that’s where the billion dollars comes from. It’s a
bit like saying 90 per cent of men who get cancer wear pants. It doesn’t
mean pants cause cancer. If it turns out pants do cause cancer, I’ll be
glad I’ve invested all my superannuation in kilt futures.
No, there’s better uses for speed-limiting technology.
I’m all for limiting people who can only find their accelerator when
they reach the overtaking lane. You know the ones – they can only
manage 70km/h in an 80km/h zone as long as there’s only one lane
each way, but as soon as there’s an overtaking lane, they suddenly floor
it. You can’t catch them as long as there’s an overtaking lane, but as
soon as it’s back down to one lane, they lose all their moxie and it’s back
down to 70km/h. I’m all for limiting that lot to whatever speed they
were doing before, and let the rest of us finally get past when we can.
And I’m all for limiting minimum speeds. As well as maximum
limits, some roads in the US have minimum speed limits: now there’s a
speed limit I can get behind. (Actually I can get in front of it – you have
to.) I would love to see drivers limited to no slower than 10 kays under
the limit. If you really can’t handle doing at least 70km/h in an 80km/h
zone, I have bad news for you: you can’t drive.
Similarly, I would love to see speed-limiters force people to maintain
their speed when they reach an uphill stretch. I call it Flintstoning –
when people doing 80km/h on the flat, suddenly start doing 75km/h,
then 65km/h uphill, as though they have to push their cars along with
their feet like Fred Flintstone. It’s not that hard to push the pedal down
another half a centimetre. Maybe speed-limiting tech can help.
If the powers that be really want to introduce limits to stop us from
speeding, they should take a leaf from Volvo’s book. Volvo is famously
safety-minded, so it must be okay with the hand-wringers: all future
Volvos will be speed-limited to... 180km/h. 180! That’s way faster than
any Volvo driver has ever driven, including in Supercars, where Scott
McLaughlin drove at 55km/h the entire time because he was trying to
stop two toddlers fighting in the back seat over who got the Frozen sippy
cup. If being ‘limited’ to 180km/h is safe, then I say raise all the speed
limits to that and let us all stay under the limit on our own. Job done.
d m o t o r o f f i c i a l f m o t o r_ m a g 127
 M HOT SOURCE. FAST CAR GUIDE ROLLS-ROYCE – VOLVO

0-100 KM/H

RATING
FUEL CONS
KW/TONNE
KW/RPM

NM/RPM

KERB KG

0-400M
TESTED
MODEL

ENGINE

DRIVE
PRICE
Rolls-Royce www.rolls-roycemotorcars.com
Ghost Series II Feb 15 $595,000 DA (8a) V12/6.6TT 420/5250 780/1500 rear 2360 17 8 4.9 – 14.0 4.5 Quicker and sportier, but no less opulent. What’s the point of a sportier, faster Rolls Royce, though?
Ghost EWB Series II $675,000 DA (8a) V12/6.6TT 420/5250 780/1500 rear 2450 171 5.0 – 14.1 4.5 Even more luxurious with rear-seat space. For those who prefer someone else to do the driving
Phantom Nov 17 $855,000 DA (8a) V12/6.75TT 420/6000 900/1700 rear 2560 164 5.3 – 13.9 4.5 Now with twin turbos and 130kg in sound deadening. Even this small Phantom is still massive
Phantom EWB $990,000 DA (8a) V12/6.75TT 420/6000 900/1700 rear 2610 161 5.4 – 13.9 4.5 Small-apartment-sized legroom and 900Nm has great appeal. Some cabin details are OTT
Wraith Dec 14 $645,000 DA (8a) V12/6.6TT 465/5600 800/1500 rear 2360 197 4.6 – 14.0 4.5 Incredible comfort and luxury with traffic-stopping styling... Definitely no drivers’ car, though
Dawn Jun 16 $749,000 DA (8a) V12/6.6TT 420/5250 780/1500 rear 2560 164 4.9 – 14.2 4.5 Jaw-dropping looks and a ‘you’ve-made-it’ driving experience that’s best suited to wafting
Cullinan $685,000 DA (8a) V12/6.75TT 420/5000 850/1600 all 2660 158 – – 15.0 4.0 More is more is more (is less?) SUV can be ordered now, but local deliveries start early 2019

Skoda www.skoda.com.au
Octavia RS 180TSI $39,990 (7dc) I4/2.0T 180/6700 370/1600 front 1445 125 6.6 – 6.6 4.0 LSD and 180kW for sub-$40K is a brilliant move by Skoda. Shame about the DSG-only status
Octavia RS 180TSI Wagon $41,490 (7dc) I4/2.0T 180/6700 370/1600 front 1467 123 7 6.7 – 6.7 4.0 The Octavia pulls its ace card, with a superb mix of performance and practicality, now for less
Octavia RS245 Ann 18 $45,490 (7dc) I4/2.0T 180/6700 370/1600 front 1445 125 6.6 – 6.6 4.0 Now that the base model has an LSD and 180kW, the RS245 becomes a luxe-pack model grade
Octavia RS245 Wagon Jan 18 $46,990 (7dc) I4/2.0T 180/6700 370/1600 front 1467 123 6.7 – 6.7 4.0 So much better than a Subaru Levorg. Frumpy new styling only heightens design appeal of Golf
Superb 206TSI Sportline $53,490 (6dc) I4/2.0T 206/6500 350/1700 all 1537 134 5.8 – 7.3 3.5 Golf R speed in a practical package. Trade off is that it’s not as agile and needs adaptive suspension
Superb 206TSI Sportline $58,490 (6dc) I4/2.0T 206/6500 350/1700 all 1600 129 5.8 – 7.3 3.5 Great combo of looks, speed, and smart packaging. A bit more low-down urge would be nice

Subaru www.subaru.com.au
WRX Nov 14 $39,340 (6m) $42,340 (cvt) F4/2.0T 197/5600 350/2400 all 1476 138 6.08 14.15 9.2 3.5 Gains a harder edge with entertaining handling, but the lumpy power curve and firm ride remain
WRX Premium May 14 $45,740 (6m) $48,940 (cvt) F4/2.0T 197/5600 350/2400 all 1514 138 6.24 14.27 9.2 3.5 Extra kit makes it a more habitable place... which isn’t what the WRX has traditionally been about
WRX STi Jul 18 $50,990 (6m) F4/2.5T 221/6000 407/4000 all 1548 146 5.29 13.51 12.1 3.5 Looks tough, with handling prowess and affordable price. Interior can’t match class benchmarks
WRX STi Premium Apr 16 $55,740 (6m) F4/2.5T 221/6000 407/4000 all 1572 146 5.49 13.62 10.4 3.5 You can delete the wing, however, it isn’t actually any faster than the last STi and the steering’s iffy
WRX STi Spec.R Ann 17 $57,790 (6m) F4/2.5T 221/6000 407/4000 all 1572 146 – – 10.4 3.5 Luxo seats and upgraded brakes for the top STI. We’re not sure why it gets the hallowed ‘R’ badge
Liberty 3.6R $43,140 (cvt) F6/3.6 191/5600 350/4400 all 1605 119 7.2 – 10.3 3.0 Now cheaper and with segment-crushing power (on paper)... but it doesn’t translate in reality
Levorg GT-S $49,240 (cvt) F4/2.0T 197/5600 350/2400 all 1591 124 6.6 – 8.7 3.0 Fast wagons are cool. Changes to awful suspension promised a lot, but didn’t deliver
Levorg STI Jan 18 $52,090 (cvt) F4/2.0T 197/5600 350/2400 all 1591 124 6.6 – 8.7 3.0 Looks tougher than the GT-S... but drives no better
BRZ Aug 17 $34,280 (6m) F4/2.0 152/7000 212/6400 rear 1242 122 7.12 15.08 8.4 4.5 Looks better than the 86, with loads of handling balance. Engine really needs to be spanked for pace
BRZ $36,280 (6a) F4/2.0 147/7000 205/6400 rear 1264 124 – – 7.1 4.0 Loses power, but not poise, over the manual. Auto can hide engine’s flat spot well, actually
BRZ tS Jul 18 $40,194 (6m) F4/2.0 152/7000 212/6400 rear 1255 121 7.48 15.37 8.6 4.5 JDM special scores Brembos, Sachs dampers, STI springs... which weakens the value equation
BRZ tS $42,194 (6a) F4/2.0 147/7000 205/6400 rear 1277 115 – – 7.8 4.0 Doesn’t make a lot of sense to mix hardcore chassis with a slushbox, but still a good steer

Suzuki www.suzuki.com.au
Swift Sport Jul 18 $25,490 (6m) $27,490 (6a) I4/1.4T 103/5500 230/2500 front 970 106 7.86 15.72 6.1 4.0 Perky engine, light chassis and loads of kit makes this back-to-basics hot hatch a winner

Tesla www.teslamotors.com
Model S P100D $232,402 (1a) Dual EM 568 967 all 2241 253 2.7 – – 4.0 Dual electric motors provide epic acceleration, but Oz infrastructure limits it to urban duties

Toyota www.toyota.com.au
86 GT Aug 17 $31,440 (6m) F4/2.0 152/7000 212/6400 rear 1239 123 7.63 15.36 8.4 4.0 About as much fun as you can have in a car, regardless of price. Performance Pack option a must
86 GT $33,740 (6a) F4/2.0 147/7000 205/6400 rear 1261 117 – – 7.1 4.0 As above but with less power. Road noise and ride can get irritating
86 GTS Jul 18 $36,640 (6m) F4/2.0 152/7000 212/6400 rear 1258 121 7.25 15.19 8.4 4.5 Revised 86 scores more power and chassis tweaks, while the BRZ offers better value equation
86 GTS $38,940 (6a) F4/2.0 147/7000 205/6400 rear 1278 115 – – 7.1 4.0 Starting to get up there in price, yet with Performance Pack still optional

Volkswagen www.volkswagen.com.au
Polo GTI $31,990 (7dc) I4/2.0T 147/6000 320/1500 front 1355 108 6.7 – 5.9 4.0 Larger, more polished hot hatch, but heavier, no faster and drops manual (for now)
Golf GTI Mar19 $46,190 (7dc) I4/2.0T 180/6200 370/1600 front – – – – – 4.5 Full-phat 180kW and LSD now in five-door guise to challenge i30 N, but tragically DSG only...
Golf R Mar 18 $57,190 (7dc) I4/2.0T 213/6200 380/1800 all 1450 – 4.8 – 7.2 4.5 Faster than before with a beefy engine note. Sadly, we don’t get the 228kW/400Nm overseas tune
Golf R Wagon $57,490 (7dc) I4/2.0T 213/6200 380/1800 all – – – – – 4.5 This wagon trumps any premium medium SUV, but price is getting into S3 Sportback territory
Golf R Special Edition $61,990 (7dc) I4/2.0T 213/6200 380/1800 all 1450 – 4.8 – 7.2 4.5 Bigger brakes and Akropovic exhaust put the hardcore in R, but DSG only and price is steep...
Passat 206TSI wagon $52,290 (6dc) I4/2.0T 206/6500 350/1700 all 1639 127 5.7 – 7.4 3.0 Extended hatch lends practical appeal... but the light-footed Golf R wagon is far more tantalising
Arteon 206TSI $67,490 (7dc) I4/2.0T 206/6500 350/1800 all 1658 124 5.6 – 7.5 3.5 Stretched liftback looks good, remains quick. Although it’s a hefty premium for a tizzed-up Passat

Volvo www.volvocars.com.au
V40 T5 R-Design Jul 15 $50,990 (6a) I4/2.0T 180/5400 360/1800 front 1468 127 6.91 15.02 8.1 3.0 Punchy four-pot, pleasing dynamics and stylish design. However, it’s heavy and the ride is firm
S60 Polestar Jun 17 $89,702 (8a) I4/2.0TS 270/6000 470/3100 all 1750 127 4.7 – 7.8 3.5 Twin-charged four gains a price cut. It needs more involving handling and we miss the six’s sound
XC60 T8 R-Design $92,990 (8a) I4/2.0TS (E) 300/5700 510/3100 all 2105 147 5.3 – 2.1 3.5 Highest power-to-weight ratio company wide, but the fuel-economy claims are unrealistic
V60 Polestar $92,702 (8a) I4/2.0TS 270/6000 470/3100 all 1770 127 4.7 – 7.8 3.5 Looks good and has that fast Volvo wagon cool factor – which you pay for

128 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
 “I CAN’T HELP FEELING THAT THIS ‘SELL
NOW, APOLOGISE LATER’ REASONING WILL
BE THE UNDOING OF THE CAR INDUSTRY”
Jethro Bovingdon
CAN A CAR BE EVIL? I don’t mean in the ‘evil handling’ sense. In
fact, cars that invite you to walk on a knife-edge aren’t really evil at all.
Scary? At times. But hugely satisfying when you find the sweet spot.
That’s why cars like the Lancia Stratos, Porsche 911 GT2 and even some
Maseratis are revered as much as they’re feared. No, by ‘evil’ I guess I
mean... awful, the embodiment of something disturbing and tragic.
How about the Range Rover Sport? Not the latest one. Oh, sure,
it’s tasteless and vulgar, but somehow it’s not as offensive as the
first one that was launched in Vesuvius Orange for max impact/
offence. Adopted by the stupid, angry and vain, it became The Most
Aggressively Driven Vehicle the world over. Usually fitted with that
awful body kit and square exhaust pipe finishers, it was a hateful car
that wasn’t even any good to drive, despite some reports.
The root of the Sport’s evil is it contributed so strongly to a disease
that has crept through the whole car industry. It was a car of the
moment. Seduced by the promise of sporty dynamics and the ability
to convey just how rich and wonderful an owner must be, people
clamoured to own one. Cars like the Sport and the BMW X6 are the
vacuous, look-at-my-fabulous-life Instagram selfies of the car world.
Who cares? Well, we all should. Not only are the Sport and cars like it
motoring’s equivalent of big Vesuvius Orange Louis Vuitton handbags,
they also speak volumes about a car industry sticking its head in the
sand while hastening the demise of the internal-combustion engine –
and maybe even the car as we know it.
In a world concerned with sustainability and climate change, SUVs
– especially the biggest, most horribly modified – might as well have
had hi-vis targets painted onto their body-kitted flanks. The industry
didn’t care and was doing nothing to change things.
The reality is that they do care and have been cleaning up their act
with spectacular results, but while engine tech has become cleaner
and cleverer in leaps and bounds, the obsession with owning big, boxy
SUVs to look wealthy or important has caused an upward spiral in size
and weight. Cars like the Sport sell brilliantly and are big profit drivers,
so it’s been the easy option. But I can’t help feeling that this ‘sell now,
apologise later’ reasoning will be the undoing of the car industry.
Already there are calls in the UK for the government to bring forward
the ban of petrol and diesel car sales to 2032. That’s 13 years from
now. Remember that Eric Prydz song, Call on Me ? The one with that
video. Seems like only yesterday that it was playing on the radio every
five minutes. It was number two in 2004. Fifteen years isn’t very long.
And if petrol and diesel cars are banned from sale so soon, then what
happens to classics? Maybe there will be a special dispensation for
‘vintage’ cars. Let’s say those built up until 1975, maybe 1980. Perhaps
the most efficient and modern cars – those built after 2025 – will have a
few years of grace, too. But our definition of modern classics?
Deemed not historically important enough to warrant special
treatment or clean enough to mingle with autonomous boxes, they
could be outlawed, wiped from our roads and doomed to sit in garages.
It would be wrong to blame this entirely on the Range Rover Sport,
not least because I have to reserve some hatred for the Nissan Qashqai,
surely the most evil of all cars. But god I hate Rangey Sports and X6s,
the Urus and Bentayga, and the f***ing Qashqai.
d m o t o r o f f i c i a l f m o t o r_ m a g 129
 05 . 2
M THE HEROES. LOST IN TIME B Y M O T O R S TA F F

AVALANCHE ENGINE 5.7-litre V8, OHV, 16v

2004
POWER 270kW @ 5700rpm
TORQUE 475Nm @ 4000rpm
0-100KM/H 7.11sec (tested)
PRICE (NEW) $73,990

HSV Avalanche
An oddball Aussie V8 way ahead of its time
THERE’S NO sugar coating this, the 2004 HSV Avalanche preferred to understeer at the limit. This was even though
was a poor performance car and ended as being one of torque was split 62 per cent towards the rear.
➜

Clayton’s more forgettable creations. But in theory, an all-
wheel drive system in a station wagon driven by a big V8
was actually a great idea.
Besides the, erm, busy styling there were a few things that
muddied its pedigree. Its all-wheel drive system, taken from
and concealed uprated
the Holden Adventra, choked the V8’s headers packaging
space, docking the Gen III LS1’s outputs by 15kW and 35Nm,
for a total of 270kW and 475Nm.
Then there’s the fact it had just over two tonnes to haul
around. Driving through a four-speed automatic, back in the
day we got the Avalanche up to 100km/h in 7.11 seconds and
across 400m in 15.09sec. Your regular Clubsport could do
mid-5s and mid-13s for about $10K less.
Bridgestone developed some special tyres for it, but those
four 245mm tyre patches didn’t exactly dance, either, and
That said, in typical HSV fashion, Clayton didn’t cut corners
building the thing. It got nice big brakes, could tow 2100kg
ABOVE braked and was kitted out with leather upholstery inside that
Wheels measured felt a cut above what you found in a Clubsport.
18 inches in diameter But to compare it against V8 sedans from its day is an
brakes, 336mm discs injustice, because it really was more of an SUV-alternative. In
up front and 315mm fact, the spin-off XUV dual-cab ute was way ahead of its time
out back and, in our opinion, way cooler than a Colorado.
Ground clearance was decent and to get anywhere near
its straight line performance with an SUV back then would
have cost you $203K for a Porsche Cayenne Turbo. Even
Mercedes-Benz’s bad-mutha ML55 AMG was three tenths off
in the 0-100km/h and 0-400m stakes. Its ride on Australia’s
cruddy roads was also in a class of its own. So, ultimately it
was a flawed exercise, but not pointless in hindsight.

MOTOR ENDURO

06/19
NEXT
12 HOURS OF AMG GT R!
ISSUE Track and road, country and
city in Merc’s street racer
➜ PLUS: 20 Years of 911 GT3; Fiesta ST vs the Cortina d’Ampezzo; Ferrari F40 GT in-depth; 2019 Tyre Test
ON SALE MAY 30
130 m ay 2 0 1 9 w h i c h c a r. c o m . a u /m o t o r
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