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07

08. 2021

ASTON MARTIN V12 SPEEDSTER AND DBX

We go all Skyfall in Scotland and mull the past, present and future of Aston Martin

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CRATER THAN THE SUM...

Harnessing gas from volcanoes to power cars of the not-so-distant future

regulars 08 PACE NOTES

Aston Martin’s berserker Valhalla, plus the Ferrari 296 GTB and many, many BMWs

18

THE VENT

Warning: mailbag may contain nuts

22

FIRST DRIVES

Cupra Formentor, Megane RS300 Trophy, GT3 Touring, Aston Martin Vantage F1

Nissan 300ZX

108 SWEET DREAM Toyota’s smoking hot GR C-HR ought to be a thing. It’s not. Life can suck 116 TECH

Find out why Christian von Koenigsegg is huffing on an Icelandic volcano

122 GARAGE

Stinger GT out and something with an even gruntier six-pot wings in

141 OPINIONS

Dan Gardner does not want the stinking vehicle upgrade, thank you very much

146 LOST IN TIME

It had a hard act to follow, but did the BMW Z4 M get dudded first time round?

features

NISSAN 300ZX

38 LOTUS EMIRA: REBIRTH AT HETHEL

Lotus is killing off its entire range for this one. No pressure then...

44 AUDI RS6 VS MERCEDES-AMG E63 S Two 4.0-litre, twin-turbo, all-wheel drive Germans duke it out for line honours

66 BMW M5 CS VS AUDI E-TRON GT Let’s just say we’re focused on some very rapid ends rather than some vastly divergent means

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INSIDER TIPS

THE ROAD SERIES: PORSCHE 911 TURBO - WARATAH BAY TO MOUNT OBERON Hitting mainland Australia’s most southerly road in Porsche’s fierce creature

88 TORQUE VECTORING EXPLAINED

The Z32 may have been overshadowed by the R32, but it’s a MOTOR favourite and gets the Icon Buyer treatment

Or why you can now buy a hot hatch that’ll oversteer on demand. Isn’t life great?

96 THE ODD COUPLE: HYUNDAI SONATA N LINE VS KIA STINGER 200S A hot Hyundai Sonata sounds about as likely as a good Adam Sandler movie, but stranger things have happened. Actually they haven’t, but here’s Sonata versus Stinger. Spoiler alert: it’s a close-run thing

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M FRONT END. ED’S NOTE

WE’VE NEVER HAD IT SO GOOD AND YET WE’VE NEVER RAGED AGAINST THE MACHINE OF PROGRESS QUITE SO VOCIFEROUSLY

Andy Enright WE’RE TO BLAME. Us. And by us I mean you and me: motoring enthusiasts. You may well have looked at the Emira featured in this issue and wondered why the heck Lotus is building a replacement for the Elise that weighs more than 1400kg and can be specified with electric seats, radar cruise and space for golf bags. Let’s not forget that the original Elise weighed 725kg.

Lotus is right now fielding the same criticism Land Rover did with the Defender when it dragged that model into the here and now. Nobody bought the old Defender in its latter years. Or the Elise come to that, of which 16 examples were sold last year in Australia. And while you probably couldn’t envisage a market better suited to selling Land Rover Defenders, in its last full year on sale here, the Defender was roundly trounced in the sales charts by clanging wrong’uns like the Dodge Journey.

You can unearth such cognitive biases everywhere you look. The Alpine A110 is a car of near-deity status, but it shifted seven units here last year, which means it outsold Morgan by one solitary car. A threadbare constituency of middle-aged men who enjoy dressing up as Mr Toad almost one-upped the might of Formula One’s Alpine.

Having considered this issue for a while, I think it’s because our passion means that we can become fixated on the idea of something rather than the reality.

We love the notion of hosing out an old Defender but were we in the position to buy one it would fairly quickly

become a peripheral concern. Likewise we lionise Lotus’ ideals of light weight while parroting Chapman tropes at length, but would an Elise be a better car if a six-footer could fit in it, there was space to charge a phone and the air-con and infotainment system worked? Through a purist lens, possibly not, but reality probably disagrees.

When Mercedes-AMG launches the four-cylinder C63e hybrid, you’ll notice the cycle restart. In the same vein, many will choose to ignore the fact that the all-wheel drive BMW M135i sells better than the old rear-driver.

The first full year of sales for Porsche’s four-cylinder 718 Boxster and Cayman was 19 per cent better than the last full year of the six-pot 981, and that was in a declining market for sports coupes.

Granted, to the likes of us, sales are anything but a perfect indicator of a car’s inherent worth but, to car manufacturers at least, runs on the board count for a lot more than our closeted marketplace of ideas and ephemera. We may be shouting our opinions into a private echo chamber of like-minded individuals but, in the background, development continues apace and it usually results in ever superior cars. We’ve never had it so good and yet we’ve never raged against the machine of progress quite so vociferously. Even now I feel an anxiety over how the Emira is received. I might go and hose out somebody’s car. It sounds wholly therapeutic.

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LEFT With bulging haunches, central exhaust and rear diffuser, the RS300 looks the business without overegging the pudding

RENAULT MEGANE RS300 TROPHY Standing out from the crowd isn’t always a good thing Rating

3.5

ENGINE 1798cc inline-4, DOHC, 16v, turbo POWER 221kW @ 6000rpm TORQUE 420Nm @ 2400rpm 0-100KM/H 5.7sec (claimed) WEIGHT 1450kg PRICE $56,990

LIKE: Huge grip; strong powertrain; musical twinclutch shifts; mature styling DISLIKE: Strange paddleshift placement; poor ride comfort; weird rear-steer feel

BY " CAMERON KIRBY

THE HOT HATCH segment is a crowded one. You have Japanese icons, Korean upstarts, and a brand-new Golf GTI all competing for your attention. If you want to stand out from the crowd you will need quite the party piece – which puts the Renault Megane RS in a tricky situation.

First revealed in 2018, the model has been updated for ’21 and the local Australian range whittled down to just a single variant.

Almost four years since its release, the French hot hatch’s four-wheel steer system remains unique in the segment, but you’d be stretching to call its MY21 tweaks anything more than mild.

New for 2021 is a larger 9.3inch central infotainment screen, 10-inch digital instrument cluster, shark-fin roof antenna, and lowspeed emergency braking. As a result, prices have jumped by just $500. Not a bad deal considering the boost in equipment, but with a near-enough $57K sticker price the self-shifting Megane RS300 will cost you a premium compared to

mainstream rivals like the Hyundai i30 N. Both new screens are clear and responsive, and the increase in size for the central unit is a boost.

Inside the cabin of the Megane there are plenty of slick materials, with leather and Alcantara on the steering wheel, as well as on the wonderfully supportive and comfortable bucket seats. But while there are positives, there are also some downsides – the biggest of which is the hard plastics that can still be found in plenty of places around the dash area.

One of the stranger ergonomic quirks are the paddle shifters, which are column-mounted.

Traditionally this wouldn’t be too bad, but Renault seems to have only fitted half a paddle to accommodate the media controls which are hidden behind the wheel.

This means that when applying even small amounts of lock your hands move frustratingly out of reach of one of the two paddles.

Renaults’ engineers have left the performance credentials of the Megane RS unchanged, with

ABOVE It might not be the most attractive engine bay, but with a launch-controlassisted sprint to 100km/m taking just 5.7sec, it’s damn effective MAIN The Megane RS300 range has been cut to just the one model with the choice of manual or EDC transmissions

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Australians left with the more focused variant as the only one available to buy. No longer can Aussies opt for the ‘Sport’ chassis, with the Megane RS300 Trophy and its stiffer ‘Cup’ setup.

That means the only RS offered locally has stiffer springs, dampers and anti-roll bars as standard, more performance-focused rubber at all four corners, and the driver’s seat has been lowered by 20mm.

There is also an active sports exhaust system and new-look alloy wheels, which sit in front of upgraded slotted brake discs that shed 1.8kg of weight from each side of the front axle.

Less choice is never a good thing, and in the ever-developing hot hatch segment, is it enough to stay competitive?

Positively, by leaving the mechanicals the same, it means you get the same hearty 1.8litre turbocharged four-cylinder engine, which in this ‘RS300’ guise produces 221kW and 420Nm. The extra kilowatts are thanks to a ceramic ball-bearing turbo lifted from the more hardcore Trophy-R, while opting for the six-speed dual-clutch automatic transmission means you are afforded 20Nm over the three-pedal set-up.

Those outputs are bang on in terms of what is useable in the real world, particularly with two driven wheels. There’s plenty of power on tap, and there are few instances in the RS300 where you are left wanting for more forward thrust.

You also get a Torsen limitedslip differential on the front axle as standard. By using a pair of proper mechanical gears to shift

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FRONT END. JUST LAUNCHED

O4

ASTON VANTAGE F1 EDITION Faster, firmer and more focused Vantage is a masterclass in chassis tuning Rating

4.5

ENGINE 3982cc V8, dohc, 32v, twin-turbo POWER 393kW @ 6000rpm TORQUE 685Nm @ 2000-5000rpm 0-100KM/H 3.6sec WEIGHT 1570kg • PRICE $350,000 (est.)

LIKE: Depth of engineering; noticeably sharpened dynamics; details DISLIKE: Facelift due soon; expensive; not ‘limited production’

BY • ANGUS MACKENZIE

“A LOT OF people think it’s just wings, stripes and wheels,” says Aston Martin vehicle attribute engineering chief Matt Becker. “It’s more than that.”

Indeed. It’s the stuff you can’t see that makes the Aston Martin Vantage F1 Edition special. This is no quick-and-dirty marketing

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exercise created to celebrate Aston Martin’s return to Formula 1, but a car that’s been carefully tweaked to be quicker, more responsive, more rewarding than the regular Vantage.

It’s also the first Aston Martin developed under the direction of the company’s new boss, former

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ABOVE Splitter, dive planes and fixed rear spoiler all signal F1 Edition’s track intent

AMG chief Tobias Moers.

Moers gave Becker a clear directive for the Vantage F1 Edition: It had to be quicker around the legendary Nürburgring Nordschleife than the regular Vantage, and the improved lap time couldn’t simply be down to fitting a stickier set of tyres.

“I could have just put a set of [Michelin Pilot Sport] Cup 2s and job done,” admits Becker. “But he didn’t want that.”

Nor would Becker be able to rely on powertrain engineers extracting much more horsepower from the AMG-sourced 4.0-litre twinturbo V8 that powers the regular

REBIRTH: LOTUS EMIRA

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RIGHT Styling’s dazzling but aside from cooling equipment up front, there is luggage stowage space under the front clamshell, with more stowage inside and storage for the charging cable

BELOW Designer Marek Reichman was keen to see a traditional Aston grille on the Valhalla to reinforce the brand identity

suspension are standard fits.

The plug-in hybrid powertrain hinges around the mid-mounted 4.0-litre internal combustion engine. This flat-plane engine revs to 7200rpm and exclusively drives the rear axle, exhaling via active butterflies through a pair of top-mounted tail pipes. The support act is a 150kW/400V battery hybrid system that sees an electric motor mounted on each axle. In pure EV mode, only the front wheels are driven, but in other modes, the torque is split between the axles and, in certain circumstances, 100 per cent of drive can be directed rearwards so the Valhalla can be front, all or rear-wheel drive depending on use-case. If that’s not clever enough for you, consider this. The electric motor and the internal-combustion engine are able to run different gears in the DCT at the same time, which enables that heady torque figure of over 1000Nm. Moers claims that the Valhalla will reach a top speed of 330km/h and will complete the sprint from 0-100km/h in 2.5 seconds, which is acceptably brisk. Aston Martin is also

targeting a 6m30s Nürburgring Nordschleife lap time, which isn’t so far away from Stefan Bellof’s record that was once thought likely to live in perpetuity.

Fortunately, form has followed function relatively harmoniously.

The upper body is relatively uncluttered, the largely carbonfibre bodywork sweeping via a roof scoop to a dramatic rear.

Pop open the dihedral doors and the relatively simple cabin features a touchscreen display that mirrors both Apple CarPlay and Android Auto. The highmounted pedals and steering column are both adjustable, but the seat base is fixed, offering a dramatic WEC-style driving position. Both right and lefthand drive versions will be offered ex-factory.

Despite the pared-back feel to the cockpit, the Valhalla’s no stripped out racer. It features a set of LED adaptive matrix headlights with high-beam assist dual-zone air-conditioning and an extensive suite of driver safety functions including Auto Emergency Braking, Forward Collision Warning, Active Cruise Control, Blind Spot Monitoring d

and a rear parking camera with surround view option.

Aston Martin’s Chief Creative Officer Marek Reichman found the company in the position of launching a car inspired by another that was yet to land with buyers. It wasn’t a straightforward proposition.

“When we created the Valhalla concept we were keen to emphasise the design legacy of the Aston Martin Valkyrie and that intent remains unchanged, but the execution has evolved considerably in order to reach production of this all-new car,” he said. “Though the legacy of Valkyrie is clear, Valhalla is now a more mature, fully resolved piece of design.”

With vehicle attribute development headed up by the esteemed Matt Becker, the Valhalla will also benefit from dynamic input from F1 jockeys Sebastian Vettel, Lance Stroll and Nico Hulkenberg.

There’s still a lot of work to be done in finessing the Valhalla before first deliveries to owners are scheduled in 2023, but first impressions are, well, quite stunning indeed.

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M FRONT END. PACE NOTES NEWS / REVIEWS / LATEST TECH / MOTORSPORT

02 FERRARI HITS IT FOR SIX Maranello debuts ballistic 296 GTB with hybrid V6 and 610kW

BY AN DY EN RIG HT

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WE KNEW THIS was coming.

Back in 2019, Ferrari set itself a target, aiming for 60 per cent of its product portfolio to be hybridised by 2021. An entrylevel Dino model was long rumoured, but when Ferrari unveiled its electrified V6 coupe it was immediately apparent that this was no dumbed-down taste of Maranello.

The 296 GTB combines a 488kW twin-turbo V6 with a 122kW electric motor for a total of 610kW and 740Nm. It’s not a baby F8 Tributo – it’s a junior SF90 Stradale and one of the very fastest cars to lap the company’s Fiorano test track, recording 1m21s, some 1.5 seconds quicker than either an 812 Superfast or the outgoing F8 Tributo.

With more power than a LaFerrari, the Dino badge would have been incongruous.

As marketing boss Enrico Galliera put it, “Dino is one of the most iconic concepts in Ferrari’s history… but it didn’t carry a Ferrari badge,” he told journalists at the 296’s launch.

“The 296 GTB doesn’t share this positioning,” he noted. “It isn’t an entry model. It would have been a nice marketing tool... but we decided to give this model some dignity.”

Maranello claims that the internal combustion engine, which drives via an eight-speed DCT is completely new and designed by Ferrari specifically for this application, pouring cold water on links between this and the Nettuno V6 found in the Maserati MC20, both units sharing a common 88 x 82mm bore and stroke.

Chief Technical Officer Michael Leiters underscored the fact that the two V6s are totally unrelated: “Ferrari doesn’t copy anybody or take over anything from others. This stroke has been typical for Ferrari for years, and we didn’t have the necessity to collaborate on something like that.”

The 296 GTB’s engine, codenamed F163 is fundamentally different to that of the Nettuno. Aside from its hybrid assistance, the 296’s banks of cylinders are angled

ABOVE Interior features a more minimalist design theme debuted on SF90 and developed via the Roma

at a McLaren Artura-style 120-degree V-configurations rather than the 90-degree V of the MC20. This allows for a lower centre of gravity, more direct exhaust plumbing and space for the monoscroll turbochargers inside the V. Revving to 8500rpm, the

WHY FERRARI’S GOING SMALL DEROGATION - IT’S AN obscure word that few of us have cause to encounter, but it’s the reason why supercar manufacturers have been able to sell us V8 and V12 monsters in the past few years. Put simply, it’s an exemption. If these car makers sell less than 10,000 units per year, they don’t get fined by the EU for emissions excesses. The problem for the likes of Ferrari,

McLaren and Lamborghini is that the clock’s ticking down to 2030 when that exemption barrier drops from 10,000 cars per year to a mere 1000. Then they’ll have to adhere to the same 55 per cent CO2 cut by 2030 and 100 per cent by 2035 as everyone else. No wonder downsizing and electrification is the only game in town in Maranello, Woking and even Sant’Agata.

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internal combustion engine is married to a piccolo 7.45kWh battery pack and a dualrotor axial-flux e-motor which together can catapult the 296 to 100km/h in 2.9 seconds. Driven on electric power alone, the 296GTB can cover up to 25km or, if you’re not so concerned about range on the battery, at speeds of up to 135km/h. Kerb weight is quoted at 1470kg, and weight distribution is a nominal 59.5 per cent rear-biased.

Ferrari is also offering an optional Assetto Fiorano package, which features adjustable Multimatic shocks for track driving, carbon fibre aero structures at the front end, a lightweight Lexan rear window, and carbon fibre door panels.

Prices here have yet to be finalised, though the Fiorano version will cost 302,000 Euro to buyers in Italy, while the regular version is 269,000 Euro.

Given that directly equates to A$475,700 or A$423,600 respectively, it’s likely the 296 will retail at around $500k here.

First deliveries are scheduled for 2022 in left-hand drive regions, with right-hook markets to follow thereafter.

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M FRONT END. PACE NOTES NEWS / REVIEWS / LATEST TECH / MOTORSPORT

03 BMW LIGHTS UP THE BURNERS IT CAN BE hard to keep pace with BMW’s product plans. With orders now being fulfilled at pace for Competition variants of the G80 M3 and G82 M4 models, BMW Australia has announced pricing for the allwheel drive versions. The xDrive models are slated to appear in Q4, and will accelerate to 100km/h in 3.5 seconds, shaving 0.4s off the time of their rear-drive counterparts.

Torque split for these xDrive variants is nominally 100 per cent rear with drive being directed forwards on demand. There is a dedicated rear-drive mode which disables ESC and sends all 650Nm to the rear wheels, best utilised on a circuit. The M3 Competition xDrive is set to retail at $160,900 plus on roads, with the M4 Coupe version priced at $165,900 and an M4 Convertible topping the line up at

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$176,900. This features a fabric roof rather than a folding hard top, which yields a 40 per cent weight saving.

If that’s a bit rich for your tastes, details continue to appear on the 2022 BMW M240i and they sound tantalising. The all-new underpinnings will be offered in both rear- and all-wheel drive, powered by a 285kW 3.0-litre inline-six mated to an eight-speed auto and an electronically controlled rear differential. Spy shots of the nextgen M2 have also surfaced being tested in full camouflage, so BMW isn’t giving up on this popular purist formula just yet.

In other news, the manual versions of the Z4 have been deleted due to lack of customer interest. “As only two examples of the BMW Z4 sDrive20i fitted with the manual transmission have been sold since

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launch in 2019, BMW Australia has made the decision to remove this variant from the line-up from the July 2021 production month.

However, the Z4 sDrive20i is still available with the eight-speed Steptronic Sport transmission,” BMW said in a statement. The manual gearbox was offered solely on the entry-level sDrive20i trim.

➜

Munich’s product development rollout comes on cam

BELOW Spy photographers have been kept busy snapping not only the new M2, as seen here, but also the next-gen 5 Series

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WHAT’S THE BIG IDEA?

of the

MONTH

IT OCCURRED TO me the other day that here in Australia we have a penchant for building big things. There’s the Big Prawn in Ballina, the Big Stubbie in Tewantin, the big Rocking Horse in Gumeracha and the Big Banana in Coffs Harbour. Buffaloes, cassowaries, chooks, crocs, galahs and guitars, you name it, Aussies have built a strangely distorted giant representation of it.

Problem is, we haven’t ever built a Big Barra. No, I’m not talking about the fish, I’m talking the finest engine ever built on these shores. There could be no better cultural tribute to the fine men and

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women of Geelong than driving into town past a 20-metre tall Barra 325T which, in correct conditions could make 370kW on overboost.

So how about it? Let’s put Geelong on the map for something other than Barry Crocker and Gary bloody Ablett.

Shane Wilson, Waurn Ponds This is simultaneously the dumbest and yet most magnificent idea that has ever been floated across my desk here at MOTOR. Now you’ve just got to hope the good folk of Fishermans Bend don’t beat you to the punch with a 30-metre Big Alloytec. – Ed

ONE TRACK MIND On the subject of Kirby’s column on overrated race tracks, I’ve been waiting to be posed this question for ages. Historic or new, some tracks just don’t stand out as overly good.

Watching races at these tracks isn’t always boring, but most of my opinion will be from driving them on sims. The one that immediately comes to mind is Silverstone. While standing out to many, I just can’t get engaged. Having been to Bathurst on non-race weekends and driving around in a commuter car, I find elevation change on race tracks fascinating. This doesn’t work in Monaco and I agree with Kirby, that Monaco is god awful for racing, But I feel there is another tight street circuit that is coincidentally scheduled directly after Monaco.

The Azerbaijan grand prix circuit is what Monaco wishes it could be. The straights and tight turns are balanced perfectly for actually engaging racing full of overtakes. The same can be said of the Highlands race circuit in New Zealand. I find the bridge and long, tree surrounded right hander fascinating, especially when going 250 km/h! I’m interested to see other peoples response to this question.

Maybe top 10 favourite race tracks in the future? I’d read it!

Samuel Sporry, via Email Top 10 race tracks? I reckon that’d start a fight in this office – Ed

SMARTS TO SPARE I have just received my new GLA 250 4Matic and as I live in Darwin and do trips to Adelaide and back I need a full-size spare. This is my fifth Mercedes Benz, and each time I purchase a wheel that fits (not original) and have a cover made. I was lucky as my previous Merc was a GLA 250 4Matic and the wheel fitted my new car, I only had to change the tyre profile. The wheel can be secured by running a strap through the D shackle in the rear corner and through the baby seat fixing point on the rear of the back seats. The only car that I needed to buy and original wheel for was my C43 Estate.

Ian Harlow, via Email Kirbs is now older and wiser, Ian, Many thanks for the tips - Ed

CLASSIC FIX? I sympathise with Gordon Batt (Ripped off, Front End June 2021) as a fellow BMW E46 M3 owner which covers sub 3000 kms per year.

The “classic-car registration”,

YOUR MONTH IN SOCIAL MEDIA

On The Wires

Use #motormag so we can find your dodgy pics

1. jamessand964 on ig – Out and about on a beautiful winter’s day #porsche

03

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2. _drkrm_ on ig – This shoot just worked out perfectly @not.ur.n8

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3. Adrianfallace_photography on ig – Low enough? @gishan_e28 4. P.hurn_photography on ig – One for the Brocky fans!

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5. Gtr_fan on ig – Oil change day! #love this #car

05 GET INVOLVED Pick your channel, enjoy daily content

ON FACEBOOK @motorofficial The tribe: 59,057

ON TWITTER @motor_mag The mob: 3318

THE AZERBAIJAN GP IS WHAT MONACO WISHES IT COULD BE better known as historic or club permit registration under various names in different State and Territories, was devised to help keep our motoring heritage on the roads, legally. The basic deal is a greatly reduced annual fee for limited use (45 days per year, only on club sanctioned events or some similar restriction), the lower use poses a reduced third party insurance risk compounded, usually, by a higher desire to look after the car.

As with the federal relaxation on import safety rules (which is set at 25 years) there is a risk that some will flout the rules and use the car pretty well as a daily driver. The theory is that the older the car the less likely this will happen. Hence the 25 or 30 year limit. The internationally agreed

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ON INSTAGRAM @motorofficial The voyeurs: 10.5k

“classic car” age is 30 years.

So, there is little chance of getting the age reduced. Quite the contrary, in fact. There are talks to push to 35 years or maybe even older.

There is, however, another option to cater for the multiple car owner called single transferable plate.

One special registration plate is issued for use on up to 10 nominated cars all owned by the same person.

One full registration fee is paid for the first car plus a modest admin fee for each of others.

With a special holding frame (with a index number which forms a part of the completed registration number) attached to each vehicle the special plate could be moved from vehicle to vehicle but only used on one at a time. It does away with age limits and all that and allows modern classics (even brand new ones) to be used economically without over-recovering the third party insurance costs.

Sounds doable but there is very little interest in such a scheme.

Unless we all make a fuss!

Lawrence Glynn, via email

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IT ENDS UP IN A PARADOXICAL REALM WHERE hot hatches (plus one very special Japanese guest) at Thruxton Circuit’s skidpan. We want to explore how the tail-happy drivelines work and see whether the effects are as convincing as the fevered marketing bumf makes out. Time on both dry roads and slick-wet track ought to clear things up.

As for why hot hatch vendors are pursuing torque vectoring, the more you think about it, the more sense it makes. The super-sedan power wars were fierce, but they were mere skirmishes compared with what has unfolded in the hot hatch playpen. Consider this: in 2002, the 158kW Mk1 Ford Focus RS was deemed borderline unhinged, but the Mercedes-AMG A45 S we have here produces 310kW. That’s more than the Porsche 911 Turbo touted back when the Ford was new.

With kilowatt counts becoming so high as to seem academic and emissions rules making it harder to claw redundant performance from downsized four-pot turbo engines, the industry’s solution has been to move the emphasis away from speed and towards handling. It looks like an intelligent solution, too. Nobody needs a sub-4.0sec sprint time from their hatchback, but some rear-led flair in the handling department? Sign us up.

Torque vectoring in road cars can be traced back 90

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The Tiebreaker You send in the cars you’re stuck on, we pick the one you should get

I HAVE AN ADMISSION TO MAKE. I REALLY DON’T LIKE MODERN CARS ALL THAT MUCH. I’M NOT INTO HYBRIDS, I DON’T NEED TURBOS OR AWD AND I CERTAINLY DON’T WANT AN EV. IN FACT I WANT A NISSAN 370Z NISMO. OR I THOUGHT I DID. I’M NOW WONDERING IF A MUSTANG GT IS A BETTER IDEA? DAVE R

FORD MUSTANG GT

NISMO 370Z

4998cc V8, DOHC, 32v

ENGINE

3696cc V6, DOHC, 24v

339kW @ 7000rpm

POWER

253kW @ 7000rpm

556Nm @ 4600rpm 1732kg

TORQUE WEIGHT

4.53sec (tested) $63,690

0-100KM/H PRICE

CRIKEY. THERE ARE old cars and then there’s the Nissan 370Z, a vehicle that was first shown at the 2008 LA Auto Show. That said, it’s an oldie but a goodie and we can never quite wipe the grins off our faces when we get a pedal in Nissan’s feisty reardriver. It’s not completely devoid of tech either, being the first manual production car to offer rev blipping on downshifts. Switch SynchroRev Match off and the 370Z will still let you heel and toe with the best of ’em. While 253kW doesn’t seem a whole hill of beans by today’s performance car standard, accessing it is real fun. You’ve got a viscous rear diff, hydraulic steering and a kerb weight of 1467kg, which is reasonably light by modern standards.

363Nm @ 3000-4000rpm 1467kg 5.87sec (tested) $61,990

That’s a massive 265kg less than the Mustang to accelerate, brake and steer. That counts for a lot on a twisty road. It also means that despite the Mustang’s 339kW power figure, the power-to-weight ratios are closer than you’d expect; 172kW/tonne for the 370Z and 196kW/tonne for the GT. In other words, it’d take a well driven Mustang GT to shake the Nissan on track.

The Mustang’s a great new car choice insofar as Ford has done a great job of incorporating new tech but retaining an authenticfeeling muscle car vibe. Were we handing over money for new, we’d choose the Ford. With the new Nissan Z incoming, however, a used or runout 370Z Nismo could prove a real bargain. - AE

THE CAST AND CREW BEHIND YOUR AUGUST EDITION OF MOTOR EDITOR Andy Enright ART DIRECTOR Damien Pelletier DEPUTY EDITOR Cameron Kirby JOURNALIST TEAM Alex Affat, Trent Giunco, Dan Gardner, Louis Cordony, David Bonnici GROUP ROAD TEST EDITOR Scott Newman STAFF PHOTOGRAPHERS Ellen Dewar, Alastair Brook DIGITAL RETOUCHER Paul Breen CONTRIBUTING WRITERS Alex Goy, Matt Saunders, James Taylor, Matt Prior, Angus McKenzie, Kyle Fortune, Phil McNamara CONTRIBUTING PHOTOGRAPHERS Mark Riccioni, Alex Tapley, Olgun Kordal DIGITAL RENDERING ARTIST: Theophilus Chin QUEENSLAND SALES Todd Anderson 0409 630 733 WEST AUSTRALIA SALES Emily Thompson 0408 516 176 NSW AGENCY SALES Max Kolomiiets (02) 8275 6486 VIC AGENCY SALES Adrian Christian (03) 9567 4178 CUSTOMER CARE Regina Fellner 1300 362 355 PRINTED BY Ovato Warwick Farm, 8 Priddle Street, Warwick Farm, NSW 2170 PRODUCTION CONTROLLER Di McLarty ADVERTISING PRODUCTION Kali Cooke CIRCULATION MANAGER Stuart Jones CHIEF EXECUTIVE OFFICER, AUTOMOTIVE Andrew Beecher ARE MEDIA CHIEF EXECUTIVE OFFICER Jane Huxley Published by Are Media Pty Ltd, ABN 18 053 273 546, 54-58 Park Street, Sydney, NSW 2000. © 2020. All rights reserved.

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08 . 2021 22 CUPRA FORMENTOR Spanish crossover ups the ante 26 MEGANE RS300 TROPHY RS And then there was one

O1 22

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04 30 PORSCHE 911 GT3 TOURING No wing, no problem 34 ASTON MARTIN VANTAGE F1 Just look. You’ll see why

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A BARITONE DRILLING EASES INTO A TENOR AS YOU CHANGE FROM SECOND TO THIRD GEAR Twin digital screens – 10-inch customisable instrument binnacle, 12-inch touchscreen – are both standard. The latter runs the standard navigation (with connected features including live updates to traffic, parking and fuel station prices), wireless Apple CarPlay and digital radio.

Cupra is being positioned as a sporty, premium brand, an Alfa Romeo of Spain if you will. And the Formentor walks the walk, with a taut suspension that keeps the body well lashed down in corners.

Ride quality is firm but not harsh, and this pays back with decent dynamics and handling.

The steering feels light but lithe, responding nicely to inputs.

And the MacPherson strut front end generates loads of grip, and there’s an innate sense of stability: line up a sweeping corner, and you can jiggle the steering with adjustments as you get back hard

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on the power, and the Formentor hauls you through. It’s sprightly and enjoyable, not tottering and rolypoly like some higher SUVs. This flagship petrol 2.0-litre turbo Formentor has five drive modes (or profiles, in Cupra-speak): Comfort, Sport, Cupra, Individual and OffRoad. You can toggle through them using the circular button on the bottom left of the sporty steering wheel, which irritatingly only cycles in one direction.

We start in Comfort mode. The steering is light and direct, and pleasingly pointy at low speeds making the Formentor easy to manoeuvre. You may have a turbocharged 2.0-litre petrol engine at your disposal, mustering 228kW and capable of a 4.9sec 0-100km/h sprint, but in Comfort it can feel docile. The suspension conveys an underlying tautness, but generally the adaptive dampers (fitted from the mid-level VZ1

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trim up) ensure an acceptable ride, though that’s a matter of personal taste. The Bridgestone Turanza tyres can grumble on rough bitumen at 50km/h, but that’s accentuated by this mode’s generally quiet demeanour.

On the freeway at 110km/h, the 19-inch wheels only occasionally thump through craters, there’s an underlying hum of rubber on road and the engine cruises quietly at 2100rpm. A coast function lets it slumber briefly, if you lift off.

Jam down the accelerator pedal and things change dramatically.

The Formentor squirts forward like toothpaste being expelled by the force of an elephantine stomp, accompanied by a baritone drilling that eases into tenor as you change from second to third gear. It’s ferociously, incessantly fast, on demand. The brakes bite hard to wipe it off too.

The blown 2.0-litre has

The

NEMESIS XC40 T5 2.0-litre I4 turbo, AWD, 185kW/350Nm, 0-100km/h 6.4sec, 1710kg, $56,99 $56,990

Can’t hope to match the 228kW Formentor for outright pace or composure on a challenging road, but compensates with impressive interior treatment, crisp handling and strong brand equity

08.2021

M PRODUCTS

GEAR YOU NEED, NOW

Cool Kit

BY ALEX AFFAT

1

The ‘Grande’-nosed 240Z 1 launched as a JDM-only model in 1971, specifically for metrohobbies.com.au Group 4 homologation. Build your own with this sweet kit floyd.one Travel may not be on the cards for any of us 2 anytime soon, but if you’re after a new case in anticipation, check out this sleek ‘70s surf-n-skate inspired unit au.puma.com Automotive brands are increasingly 3 appearing in the lifestyle sector. Puma taps M Division for an entire collection and these shoes are a standout f1essentials.com F1 fans should get a kick out of these neat P Zero keychains.

4 You can even pick your favourite colour of compound, and we’re told they don’t explode like in Baku...

TAMIYA 1/24 NISSAN FAIRLADY 240ZG $75

FLOYD ‘CHECK-IN’ 61-LITRE SUITCASE $767 BMW M X PUMA RS-2K SNEAKERS $180 F1 TYRE KEYCHAIN $16

THINGS WE WANT

4

3

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THERE ARE FEW INSTANCES WHERE YOU ARE LEFT WANTING FOR MORE FORWARD THRUST

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LEFT With bulging haunches, central exhaust and rear diffuser, the RS300 looks the business without overegging the pudding

RENAULT MEGANE RS300 TROPHY Standing out from the crowd isn’t always a good thing Rating

3.5

ENGINE 1798cc inline-4, DOHC, 16v, turbo POWER 221kW @ 6000rpm TORQUE 420Nm @ 2400rpm 0-100KM/H 5.7sec (claimed) WEIGHT 1450kg PRICE $56,990

LIKE: Huge grip; strong powertrain; musical twinclutch shifts; mature styling DISLIKE: Strange paddleshift placement; poor ride comfort; weird rear-steer feel

BY " CAMERON KIRBY

THE HOT HATCH segment is a crowded one. You have Japanese icons, Korean upstarts, and a brand-new Golf GTI all competing for your attention. If you want to stand out from the crowd you will need quite the party piece – which puts the Renault Megane RS in a tricky situation.

First revealed in 2018, the model has been updated for ’21 and the local Australian range whittled down to just a single variant.

Almost four years since its release, the French hot hatch’s four-wheel steer system remains unique in the segment, but you’d be stretching to call its MY21 tweaks anything more than mild.

New for 2021 is a larger 9.3inch central infotainment screen, 10-inch digital instrument cluster, shark-fin roof antenna, and lowspeed emergency braking. As a result, prices have jumped by just $500. Not a bad deal considering the boost in equipment, but with a near-enough $57K sticker price the self-shifting Megane RS300 will cost you a premium compared to

mainstream rivals like the Hyundai i30 N. Both new screens are clear and responsive, and the increase in size for the central unit is a boost.

Inside the cabin of the Megane there are plenty of slick materials, with leather and Alcantara on the steering wheel, as well as on the wonderfully supportive and comfortable bucket seats. But while there are positives, there are also some downsides – the biggest of which is the hard plastics that can still be found in plenty of places around the dash area.

One of the stranger ergonomic quirks are the paddle shifters, which are column-mounted.

Traditionally this wouldn’t be too bad, but Renault seems to have only fitted half a paddle to accommodate the media controls which are hidden behind the wheel.

This means that when applying even small amounts of lock your hands move frustratingly out of reach of one of the two paddles.

Renaults’ engineers have left the performance credentials of the Megane RS unchanged, with

ABOVE It might not be the most attractive engine bay, but with a launch-controlassisted sprint to 100km/m taking just 5.7sec, it’s damn effective MAIN The Megane RS300 range has been cut to just the one model with the choice of manual or EDC transmissions

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Australians left with the more focused variant as the only one available to buy. No longer can Aussies opt for the ‘Sport’ chassis, with the Megane RS300 Trophy and its stiffer ‘Cup’ setup.

That means the only RS offered locally has stiffer springs, dampers and anti-roll bars as standard, more performance-focused rubber at all four corners, and the driver’s seat has been lowered by 20mm.

There is also an active sports exhaust system and new-look alloy wheels, which sit in front of upgraded slotted brake discs that shed 1.8kg of weight from each side of the front axle.

Less choice is never a good thing, and in the ever-developing hot hatch segment, is it enough to stay competitive?

Positively, by leaving the mechanicals the same, it means you get the same hearty 1.8litre turbocharged four-cylinder engine, which in this ‘RS300’ guise produces 221kW and 420Nm. The extra kilowatts are thanks to a ceramic ball-bearing turbo lifted from the more hardcore Trophy-R, while opting for the six-speed dual-clutch automatic transmission means you are afforded 20Nm over the three-pedal set-up.

Those outputs are bang on in terms of what is useable in the real world, particularly with two driven wheels. There’s plenty of power on tap, and there are few instances in the RS300 where you are left wanting for more forward thrust.

You also get a Torsen limitedslip differential on the front axle as standard. By using a pair of proper mechanical gears to shift

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FRONT END. JUST LAUNCHED torque between the front wheels instead of relying on electronics, the Megane RS generally deploys power cleanly on corner exit.

This is aided by the dual axis front hubs, which separate the steering and suspension systems within the front knuckle design to reduce torque steer. A torsion beam rear suspension system remains for the rear axle.

As a result of dual-axis hubs, you get plenty of confidence from the front-end of the Megane as you apply power at corner exit.

That’s not to say torque steer is completely eliminated. If you’re particularly hard on the tools or the surface is damp, you’ll still encounter it, much like you would in any other car but it’s been largely vanquished from the everyday driving experience.

The steering remains pin-sharp and the off-centre accuracy is sublime. Combined with the firm damping the Megane is ultra-responsive and when the Bridgestone rubber heats up you have plenty of grip to take full advantage of.

It’s not just the Megane’s frontend doing all the heavy lifting, with the four-wheel steering system assisting from the rear – though at times without a net benefit.

For the uninitiated, the rear wheels turn in the opposite direction to the front through slow bends, helping increase agility.

When you go faster the system then switches so it turns the rear wheels in the same direction as the fronts to boost stability. There is a distinct swap over point where the real wheels transition between the two settings, ranging between 60km/h and 100km/h depending on the driving mode.

However, the four-wheel steering, while a unique factor, gets in the way of the fun somewhat.

We know what it’s meant to do, and we can feel it working, but the transition between boosting agility and stability is hard to predict unless you have a third eye focused on the speedo. It becomes a bit of a guessing game on corner entry, where you need to apply a very small initial input, understand which rear steering setting you have, and then apply the rest of your lock accordingly.

Despite its good intentions, the rear-steer system spoils any chance of finding a true, meaningful

28

THE RS300’S TURBO 1.8-LITRE ENGINE FEELS RACY, AND THE SPORTS EXHAUST MAKES ALL THE RIGHT NOISES connection with the Megane. When the rear wheels steer the opposite way to the front, the back end is eager to help rotate the car and if you aren’t prepared it could catch you buy surprise. The Trophy can either suddenly turn in too fast, or delay its rotation, requiring you to either slow or hurry steering inputs to compensate.

The Cup chassis remains firm.

Its ride is brittle, with the Megane skipping over bumps in the road – a daily driver this is not. However, the primary body control is welcomed in the bends, with the taut chassis cornering flat when hustled hard.

Renault has fitted the Megane RS with hydraulic bump stops, which it says are like dampers within dampers. The system is meant to slow down fast compressions but, from our experience they aren’t a like-for-like replacement for adaptive dampers, which are disappointingly lacking from the spec sheet. Their omission means the RS300 Trophy has a one-sizefits-all suspension tune with a narrow window of operation.

In terms of exterior design, Renault has found and maintained a sweet spot with the Megane RS. You get pumped arches and slightly aggro rear diffuser, but without the flashy large addenda and wings of some competitors.

Choose a more sober colour and this is a hot hatch you can drive to a business meeting without being entirely embarrassed.

It’s no exaggeration to say Australians are spoiled for choice when it comes to hot hatches.

While the Honda Civic Type R still reigns supreme, there are several convincing models depending on your preferences. In its attempt to stand out from the crowd, Renault has introduced a dynamic variable that makes its first impression a

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touch harder to gel with – and that could be all it takes to see a customer choose a rival.

If you want to add a hot hatch to your garage, while we wouldn’t rank the Megane RS as best-inclass, it is worth your time to consider. The engine feels racy, and the sports exhaust makes all the right noises, while the front-end is an excellent example of what is possible with modern differentials and suspension design. However, the Cup chassis is seriously firm,

ABOVE The 19-inch Jerez wheels are wrapped in Bridgestone Potenza S001 tyres (245/35 R19).

ABOVE Well bolstered and body-hugging Recaro seats also offer heating for added comfort and while that might be great on a smooth circuit, in the real world it can be a tad tiring. Additionally, the four-wheel steering makes a better case for itself in the showroom than it does in the real world.

We are glad the Renault Megane RS exists, even in this form. In many ways it is a compelling example of modern front-drive performance, and its mature styling makes it a refined visual alternative to more youthful rivals.

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HONDA THOUGHT IT WOULD NEED TO REBUILD THE CHASSIS AND ALMOST DOUBLE THE 662KW OF THE V10 TO REACH 400KM/H

Cameron Kirby NEITHER THE FASTEST V8 Supercar or F1 driver in history have ever started a race in their respective categories. It’s a bewildering fact that sounds like a straight-up lie.

Ever heard of the name Jamie Sargeant? No? Well, no one is faster in a V8 Supercar. In 2005 privateer V8 Supercar team owner Robert Smith was so annoyed with the people in charge of the category that he fobbed off the first round of the championship to go racing at Lake Gairdner. With Sargeant in the hot seat, and a parachute strapped to the back, the standard V8 Supercar clocked 313km/h: a high-water mark for home-grown touring cars that remains unbeaten, making a rally driver Australia’s fastest V8 Supercar driver – technically, at least.

While Sargeant is a largely unknown name outside specialist circles, there are a decent portion of F1 fans who would recognise Alan van der Merwe as the driver of the medical car at each grand prix. However, the South African is also the undisputed top speed king of the Formula 1 paddock. This is the story of how one team used an illegal car to break a record no one else had attempted, making a man with zero grand prix starts the fastest in F1 history.

It all starts with the controversial British America Racing (BAR) F1 squad. BAR joined F1 in 1999, and by 2004 it was the secondbest constructor on the grid behind the unstoppable force that was Ferrari that year. But its 2005 season was a fall from grace that smashed several branches on the way back to earth. The car for ’05 was BAR 007, a simple evolution of the 006 that was competitive the year prior – don’t fix what’s not broken, right?

Thing is, BAR’s car wasn’t just a ‘simple evolution’ as first thought. For the new design the engineers installed a second, secret, fuel tank capable of holding an extra 11kg of fuel. This was discovered following the San Marino race, and despite the team’s protests that the additional tank was necessary because the V10 wouldn’t run without the extra fuel, both cars were disqualified and the team banned from two races.

BAR would quit the sport at the end of the year, with engine supplier Honda taking over the team, renaming the 007 chassis’

to a RA106 designation. In a show of goodwill with Formula 1, Honda used the car for Project 400 – a campaign to be the first FIA-sanctioned F1 car to crack 400km/h.

Initially, Honda thought it would need to completely rebuild the chassis and almost double the 662kW output of the atmo 3.0-litre V10 engine to reach 400km/h. But with the rear wing removed, much of the aerodynamics stripped back, front-wing trimmed out, and test driver van der Merwe in the hot seat, things started to get faster. You might think driving an F1 car in a straight line would be simple enough, but not so. “At first we couldn’t get the thing out of first gear. The ECU couldn’t handle that much wheelspin,” van der Merwe recalled in an interview with F1.com.

With eight kilometres of run-up, van der Merwe set a two-way average of 397km/h at Bonneville, while Project 400’s fastest speed came during testing on the Mojave Desert at 413km/h.

While impressive in its own right, the F1 and V8 Supercar’s salt lake speeds pale in comparison to a specialist.

To give you a frame of reference, the world’s fastest pistonpowered car (well, streamliner) is known as Speed Demon, and it uses a 9.0-litre V8 with a pair of turbos the size of your head to achieve a two-way average speed of 756km/h. Streamliners are the F1 cars of the salt lake racer world, and have their own microcosm of fascinating engineering. Pushing a car to nearly 500mph without the aid of jet engines or rockets is a witchcraft of its own. Before every pass Speed Demon’s hybrid air/water intercooler is packed with 75 litres of water and ice, of which 36kg is melted after just 8km of running. That’s because the engine produces a peak power figure in the region of 2353kW, with a max torque output of 2734Nm. Such is the power and potential of the engine that its builder had to artificially soften the low-end torque lest the car never get traction on the salt.

That said, if Speed Demon were to retrace the F1 and V8 Supercar’s steps, and attempt to set a hot time at a circuit, my best estimate on a completed lap would be ‘eventually’.

Let this be a lesson in staying in your lane, kids.

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PORSCHE 911 GT3 TOURING ‘GT3 with Touring package’ to be exact Rating

5.0

ENGINE 3996cc flat-6cyl, DOHC, 24v POWER 375kW @ 8400rpm TORQUE 470Nm @ 6100rpm 0-100KM/H 3.4sec (PDK) WEIGHT 1435kg(PDK) • PRICE $369,600

LIKE: Relative subtlety; gearbox choice; soundtrack; most other things DISLIKE: Firm ride; hard to get hold of; options pricing; divisive frontal styling

BY • KYLE FORTUNE

THE 992 GT3’S availability with the Touring package was never in question after the success of its predecessor. What is new with it, and what GT boss, Andreas Preuninger admitted to back on our prototype ride-along last year, is that the GT3 Touring is now offered with the manual as previously, as well as the PDK. That gives those wanting the less overt style of a de-winged GT3, with the ease, and additional ratio, that the PDK paddle-shift brings, as well as the more sophisticated electronically controlled, rather than mechanically of the manual, locking differential.

The Dolomite Silver PDK Touring (pictured), and the Jet Black Metallic manual are a paragon of dignified moderation. Both feature optional, worthwhile, fixed back full bucket seats and PCCB (Porsche Ceramic Composite Brakes), with the key difference between them being how you select the gears.

What’s undeniably appealing is

that to the uninitiated these two GT3 Tourings could pass cursory glances as mere Carreras. That’s a sizeable part of their appeal, and arguably a greater performance enhancer on the road than a ‘look at me’ big wing sitting out back, restricting your view backwards.

Both feature optional full bucket seats, the simplicity of these removing adjustment ambiguity and cosseting, clutching and connecting in a manner that finds the other seat choices wanting.

There’s no Clubsport option with the Touring, so if you’re after a bolt-in steel cage to hang some six-point racing harnesses off, then you’ll need a regular GT3. The Touring retains everything else its winged relation has, though. It really is a case of wing on, or off.

It’s academic that the manual GT3 Touring raises the 0-100km/h time by 0.5 of a second, because 3.9 seconds is plenty quick enough, while getting to double that, in its German homeland, or on a

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LEFT Porsche refuses to compromise on tyres or suspension settings just because you’ve opted for a Touring BELOW That jutting underbite is a little more pronounced when painted in body colour

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BE IT THROTTLE RESPONSE OR THE SPEED OF GEAR SELECTION, THE PDK IS JUST QUICKER. IT’S DEMONSTRABLY FASTER EVERYWHERE

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LEFT “You never say hello to you, unless you get it on the redline overload” said Kenny Loggins. No, us neither.

ABOVE The beautiful CFRP seats are an $11,250 option and don’t get us started on the contrast stitching LEFT GT3 Touring in silver is about low-key as the car comes, yellow calipers notwithstanding

track, naturally, in just 11.9 seconds isn’t exactly lacking, either. It’s a question of useability; the GT3’s trick has always been the visceral engagement it brings, everywhere, and the manual transmission, then, should add to that.

Spotting a gap in traffic the manual GT3 Touring tears around its rev-counter ferociously. A prudent quick shift to second at around 6000rpm is the order of the moment, because the instruments aren’t reading that the engine’s fully up to temperature and to wring it out to its 9000rpm maximum would be detrimental to the motorsport engine hung out back, however great the temptation to do so might be.

Even short shifting here, the GT3 Touring is wickedly quick, the 375kW engine exhibiting a low and mid-range muscularity that’s hugely impressive given its natural aspiration and its massive enthusiasm for revs. The peak 470Nm torque figure is equally remarkable here, but modest among turbocharged alternatives.

A standard, entry-level Carrera’s 3.0-litre turbocharged flat-six manages 450Nm between 19505000rpm. The GT3’s 470Nm peak has an element of delayed gratification, coming at a headier 6100rpm and it’s nowhere near as abundant in its spread.

At no point does it feel like it’s short of go, though. It’s a very quick car when you’re merely touring, and outrageously fast when you’re exploring the rev counter’s sweep between 60009000rpm. The fact the engine needs to be driven is a huge part of its appeal, it a multi-faceted experience, requiring skill, planning and patience to allow it to exhibit its very best.

The richness in the experience is that singularity, its undeniable focus and the rewards that exploiting it brings. The GT3 is no less visceral and engaging in its latest 992 form, and even more so when sampled with a third pedal and a tactile gear shift that’s a joy to guide through the six ratios.

The suspension, a cause of consternation among some at the GT3’s launch is unchanged over the winged car, the Touring receiving no concessions to comfort, the set-up identical, and feeling so on the road. That’s genuinely not a complaint, here, as I never took

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issue with the taut suspension of the winged car. If you do find it too busy, perhaps one of the other nineteen 911s Porsche offers might suit you better? The brake pedal provides a perfect platform from which to roll your foot off to blip the throttle for downshifts, the Touring happy to do this for you with its autoblip, but, likewise, allowing you to switch it off via the configurable drive modes. Do so.

That it’s so easy is demonstrative of its development by drivers, for drivers, the 911 always a car that exhibits excellent weighting and precise feedback and response across every facet of its controls, but the GT3 adds more. The key GT3 differentiator being the double-wishbone suspension on the front axle, it adding an immediacy and accuracy to the nose that only increases its appeal behind the wheel and its precision on the road.

The PDK’s got a tough job to do then, but within yards of driving it it’s making a very strong case for itself. There’s ease, though, so too is there an even greater sense of urgency with it, be it throttle response, or the speediness of gear selection, the PDK is just quicker. On the very same roads it immediately carries greater pace, is demonstrably faster, everywhere, because driving it is less busy.

Such is the alertness of the front axle that shifting in the manual can see slight movements at the wheel result in corresponding shifts at the nose. The PDK is more resolute in its line because there’s no need to move your hands from the steering.

The PDK changes that, with the opportunities greater and, as a result, the overall speed tends higher. It feels more eager, it goads you to drive it harder, quicker, revealing more of its character earlier and allowing the GT3 Touring’s other facets more space to breathe, for, arguably, a more rounded experience. Certainly, 9000rpm is more readily achieved, with the incredible pace it brings, backed by that soundtrack.

That both are even possible is something to be celebrated, and, really, there are no wrong answers when buying a GT3, absolutely none. I’d err towards the Touring simply because it appeals to my ideals of restraint. I’d be unlikely to ever track it anyway, and I’d take the manual... because manual.

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O4

ASTON VANTAGE F1 EDITION Faster, firmer and more focused Vantage is a masterclass in chassis tuning Rating

4.5

ENGINE 3982cc V8, dohc, 32v, twin-turbo POWER 393kW @ 6000rpm TORQUE 685Nm @ 2000-5000rpm 0-100KM/H 3.6sec WEIGHT 1570kg • PRICE $350,000 (est.)

LIKE: Depth of engineering; noticeably sharpened dynamics; details DISLIKE: Facelift due soon; expensive; not ‘limited production’

BY • ANGUS MACKENZIE

“A LOT OF people think it’s just wings, stripes and wheels,” says Aston Martin vehicle attribute engineering chief Matt Becker. “It’s more than that.”

Indeed. It’s the stuff you can’t see that makes the Aston Martin Vantage F1 Edition special. This is no quick-and-dirty marketing

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exercise created to celebrate Aston Martin’s return to Formula 1, but a car that’s been carefully tweaked to be quicker, more responsive, more rewarding than the regular Vantage.

It’s also the first Aston Martin developed under the direction of the company’s new boss, former

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ABOVE Splitter, dive planes and fixed rear spoiler all signal F1 Edition’s track intent

AMG chief Tobias Moers.

Moers gave Becker a clear directive for the Vantage F1 Edition: It had to be quicker around the legendary Nürburgring Nordschleife than the regular Vantage, and the improved lap time couldn’t simply be down to fitting a stickier set of tyres.

“I could have just put a set of [Michelin Pilot Sport] Cup 2s and job done,” admits Becker. “But he didn’t want that.”

Nor would Becker be able to rely on powertrain engineers extracting much more horsepower from the AMG-sourced 4.0-litre twinturbo V8 that powers the regular

LEFT A standard Vantage a little too common?

F1 Edition is adorned with plenty of fine details

Vantage. Though this hugely versatile engine happily makes 450kW in some Mercedes-AMG models, the Vantage F1 Edition would only get a mild 5 per cent power boost over the regular Vantage, to 393kW at 6000rpm, thanks to some software changes.

Torque would remain the same, at 685Nm. Moers’ directive thus set in motion a host of intriguing detail changes to the chassis.

The front spring rate is the same as that of the regular Vantage, as is the compression rate of the front dampers, but the rebound damping rate has been increased by 18 per cent. Negative camber of the front wheels has been increased from 0.5 degrees to just over 1.0 degree. A shear panel under the front cross member has been thickened from 1.5mm to 3.0mm to

IT’S A CAR THAT’S BEEN CAREFULLY TWEAKED TO BE QUICKER, MORE RESPONSIVE, AND MORE REWARDING TO DRIVE provide a stiffer foundation for the entire front axle assembly and the bushing on the steering column has been pinned to reduce on-centre compliance and deliver a more linear response to steering inputs.

At the rear, the upper control arms of the multi-link suspension now have stiffer bushes. The spring

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rate has been increased 10 per cent and the compression rate of the dampers upped 20 per cent. A lateral damper has been installed between the eight-speed automatic transaxle transmission and the rear subframe to control secondary motions of the transmission as the car changes direction.

The increase in wheel size on the F1 Edition – from 20-inch to 21-inch all round – isn’t just for show. While the compound of the larger diameter Pirelli P Zeros is the same as those on the regular Vantage, their different aspect ratio and construction deliver more lateral stiffness and thus quicker response. And the F1 Edition’s large front splitter, turning vanes and high-mounted, full-width rear wing are also strictly business. At speed, the base Vantage’s aerodynamics

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FRONT END. JUST LAUNCHED

BELOW The whole F1 Edition is an exercise in restrained development, with Mercedes-AMG’s 4.0-litre engine producing just 5 per cent more power than the standard car thanks to software calibrations

generate 50kg of downforce on the rear axle and a touch of lift at the front. But the F1 Edition generates 150kg of downforce at the rear and 60kg of downforce at the front.

It’s all textbook stuff for a chassis engineer chasing better balance, enhanced agility, and improved grip. And it works. Aston Martin sports car racer Darren Turner knocked about 15 seconds off the regular Vantage’s best lap time at the Nürburgring while testing the F1 Edition there earlier this year.

But you don’t need to be a racing driver to feel the difference: The Vantage F1 Edition is noticeably more alert and communicative than the regular Vantage, even at legal road speeds.

Removing the compliance in the steering column means there’s more heft in the steering than in the regular car, and a more rapid response from the front axle that’s amplified by the stiffness in

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the front axle assembly and the sidewalls of the tyres. But, crucially, it’s not at the expense of feel; if anything, the dialogue between your fingertips and the tarmac is clearer and more concise than in the regular Vantage.

You notice the sharper, more authoritative front end almost immediately but the real magic is happening at the rear axle, which feels calmer and much more planted on the change of direction.

The stiffer bushing in the upper control arms and the firmer damper rates play their part, but, says Tobias Moers, damping the lateral motions of the transaxle-mounted eight-speed automatic transmission is key to making the whole car feel more composed and predictable under pressure. “You have always that issue of oscillation of the back end in a transaxle car,” says Moers.

“We put everything together with what I know – with 12 years of

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IT’S MORE RESPONSIVE AND MORE AWAKE, BUT ALSO FEELS MORE COHERENT AND COMPOSED AS YOU START EXPLORING ITS LIMITS transaxle cars – into the F1 Edition.”

The F1 Edition is very firm on the road, even with the suspension in its softest setting, but although the big heaves and hollows on Britain’s disintegrating B-roads excite plenty of abrupt vertical motions, the Aston’s ride feels less brittle than that of some MercedesAMG cars. “The British B-roads are

different!” Moers acknowledges ruefully. “An Aston Martin should breathe a little bit.”

There’s just enough compliance in the system, more rubber mat than foam mattress, to make the F1 Edition liveable as a daily driver.

It’s on the track, with the suspension and powertrain toggled to their most aggressive settings and the ESP switched all the way off, where you can really experience what makes the Vantage F1 Edition special. Yes, it’s more responsive, more awake than the standard car, but – more impressively – it also feels more coherent and composed as you start exploring its limits. You can trail brake into corners, feel the slip angles build, and use the throttle to easily find the balance you want.

It’s not going to snap or spit or surprise you in any way, this Aston; the chassis telegraphs exactly what it’s going to do so you can always

keep one step ahead.

And though on paper the power upgrade over the regular Vantage is negligible, in practice the F1 Edition engine feels stronger above 5000rpm and all the way to the 7000rpm redline. A subtle tweak to the eight-speed automatic transmission’s shift protocol helps: Instead of the engine management system cutting torque on upshifts to make them feel ‘sportier’ and induce some snap-crackle-pop from the exhaust, it’s now been tuned to ensure upshifts are as smooth and seamless as possible.

As well as new 21-inch wheels, F1 Edition comes standard with the blade grille that debuted last year as an option on the regular Vantage, plus quad exhaust outlets, and can be ordered in Coupé or Roadster format. Both are scheduled to be imported to Australia. No pricing has yet been announced, but customer deliveries

ABOVE Will we ever see a D1GP edition in Australia, Aston?

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are targeted for Q4 of this year.

Our test car was painted in the satin finish Aston Martin Racing Green. Other colour options include Jet Black and Lunar White – in gloss or satin finish. The fully equipped interior – air-con, sat-nav, audio, power everything – is trimmed in dark leather and Alcantara, with a choice of lime green, black, grey, or red contrast stripes and stitching.

The Aston Martin Vantage F1 Edition is an object lesson in the art of chassis tuning. “It’s the sum of all the parts working together,” says Matt Becker of the way it drives, “which is what chassis tuning is all about.”

More importantly, though, the clear, no-nonsense product direction from Tobias Moers that made the F1 Edition happen signposts a promising future ahead for the iconic yet often troubled British brand.

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REBIRTH: LOTUS EMIRA

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ALL CHANGE LOTUS IS REPLACING THE ELISE, EXIGE AND EVORA WITH THIS, THE STUNNING EMIRA. WE TALK TO THE PEOPLE BEHIND THE REVOLUTION AT HETHEL

BY ALE X GOY

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LIKE EVERY GREAT LOTUS, THE EMIRA

HE NEW LOTUS Emira is a departure for the brand. It’s the UK manufacturer’s last ICE car, the first with a powertrain option provided by AMG, and a far more luxurious proposition than Hethel has offered in the past.

With design language borrowed from the $3.7million Evija EV hypercar, at first glance it’s more supercar than sports car in its design. Lotus knows that a business can’t be sustained on low-volume enthusiast cars forever, and the Emira’s plush interior and extra tech is aimed at helping the car appeal to a wider audience.

At the Emira’s launch, Geoff Dowding, Executive Director of Global Marketing, was honest about the new car’s positioning: “The target segment is Porsche, F-Type, Z4. If you look at those types of cars and the specification of Emira… We’re not targeting racing drivers. Maybe some aspiring racing drivers, but we’re targeting people who appreciate a sports car.”

The familiar supercharged 298kW Toyota 3.5-litre V6 will carry over into a ‘First Edition’ range topper, offered with a choice of manual or automatic transmissions.

Alternatively, the Emira is offered with a 269kW version of AMG’s 2.0-litre four-cylinder powerplant, paired with a dual-clutch ’box. Given that this unit can develop up to 310kW in the Mercedes-AMG A45 S, there’s potential for Lotus to power up the baby Emira in future. The transverse mounted four-pot has seen technical input 40

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ABOVE Six paint finishes are offered: Seneca Blue, Hethel Yellow, Shadow Grey, Magma Red, Nimbus Grey and Dark Verdant RIGHT 10.25-inch central touchscreen and 12.3-inch driver’s TFT display feature along with exposed manual shifter

from AMG, and features a new air intake system and exhaust to suit the character of the Emira.

It rides on what Lotus describes as its Elemental platform, an extruded aluminium chassis in the same vein as that originally pioneered by the Elise, but with Lotus promising a “massive step change technically” and different dimensions from any existing models. However, it is expected that there will be some engineering synergies between the Emira’s underpinnings and those of the Evora with which it shares a 2575mm wheelbase.

Weight is always a particular Lotus fixation, and the Emira tips the scales at 1405kg in its lightest form.

Subtract 75kg to translate that figure from EU kerb weight and you have 1330kg DIN. Were you then to translate that to the ‘dry’ weights that many supercar manufacturers like to quote, you’d be hovering around 1250kg. To give some measure of comparison, a Porsche Cayman S PDK is 1385kg (DIN) and an Alpine A110 Pure is 1098kg (DIN). Somewhere between those two cars is where you’d have expected the Emira to emerge.

Lotus is acutely aware of what its previous product portfolio was capable of, but potential customers weren’t.

Where some saw a fun way to commute, others saw nowhere to put their morning coffee and scratched Lotus off their lists. This is backed up by Simon Clare, Global Marketing Director: “The awareness of our brand is so strong, the familiarity of the brand was less so because

HAS THAT ELEMENT OF THEATRE

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we were seen maybe as - I’m maybe being a bit too harsh - losing its relevance, but seeing it more as a track car.

And that was really only because of the lack investment over the last two decades.”

It’s no secret that Lotus has had a troubled decade or two. Its outgoing line up would, had it been at most other firms, be long gone by now. Managing Director, Matt Windle, is obviously very pleased with the direction the new car is taking the company in.

He’s also aware of how things used to be: “I think we’ve been guilty of engineering something, and then trying to persuade the customer they wanted it. This is the opposite way around.”

Adding things like CarPlay, touch screens, adjustable seats, and different powertrain options was a result of not only seeing what’s out there and wanting a slice of it, but learning what customers are looking for.

Windle continued: “What do they want? What do they expect? How can we give it to them? That drove us to the powertrain choices as well. There’s an i4 option [the AMG motor]. We wanted to do an i4, primarily for the Chinese market, but also for other markets that want lower emissions.”

When it comes to choice, there are two passive set-ups for customers to match their motors to: Sport and Tour; the former gets sticky Michelin rubber and is stiffer for track use, the latter is set for less... committed drivers.

Gavan Kershaw, Director of Attributes and Product Integrity, discussed the two: “When you have a road tyre, something that’s going to have to accept single wheel inputs, if you put too much spring rate in to it, you get head toss and roll rock. A Lotus shouldn’t feel turbulent,

BELOW Emira is engineered with an element of practicality. Boot measures 151 litres and there’s 208 litres behind the seats for gear. Sixfooters will fit inside LEFT Buyers can option a 10-channel KEF audio system and an Advanced Driver Assistance Pack with adaptive cruise and a suite of safety features

it should just ride the bumps. On track you don’t get those wheel inputs, even over a curve. You don’t see the wheel velocities you see on the road, so we put a little bit more spring rate in. It will never feel lazy or lengthy, but it will breathe out of the road as well as breathe into the road.”

Regardless of what’s propping up each corner, the Emira won’t be a jarring aural experience. Kershaw explained: “We’ve really pushed the NVH team to get the road noise down, having the right exhaust note when we want noise. Not just when you open the throttle, it’s now much more linear.”

This new Lotus isn’t going to be waiting another twelve years to introduce a new model. Windle is optimistic about his plans, wanting a multi-vehicle line-up in future, but is aware that Lotus’s investors, Geely, would probably like to see some of its money back before generating its own income. “We want to be a self-sufficient company that’s reinvesting into our sports cars,” he said.

Geely has allowed Lotus the freedom to move forward in leaps and bounds. Windle is excited about its potential: “They’ve given us all new facilities. We’re in a new retail studio because they understand that if you present quality, you give the staff quality, they then understand what quality is. And we need to take Lotus up to classleading quality eventually.”

Buoyed by the excitement of a new launch, Matt Windle and his team are doing their best to reinvent a manufacturer that so easily could have been lost to poor decision making. With Emira, and Geely investment, he’s confident the sun will shine on Hethel again: “It’s a proper car. It’s the proper foundations.”

REGARDLESS OF WHAT’S PROPPING UP EACH CORNER, THE EMIRA WON’T BE JARRING

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THE COMPARISON MERCEDES-AMG E63 S v AUDI RS6

THUNDER

BY SCOT T N E WMAN

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+ P I C S A L A S TA I R B R O O K

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IVE YEARS AGO this wouldn’t have been close. Our test route winds deep through Gippsland farm country and the roads aren’t just intermittently wet but full of environmental hazards: tree litter from recent storms and mud from roving tractors mixed with some special surprises left behind by the local cow population.

The Audi RS6 is made for situations like this. No matter the weather or road surface it’s never flustered, deploying more of its virtually endless power reserves than you ever thought possible. For almost 20 years it’s been thus. On the other hand, the Mercedes-AMG E63 S has traditionally preferred warmer climes. Fast E-Classes have always been near the top of the tree when it comes to horsepower but putting it through just the rear wheels made them a wet newspaper to the RS6’s hardwood two-by-four when it came to effectiveness in conditions like these.

That all changed with the arrival of the W213 in 2017.

This was Australia’s first exposure to a 4MATIC E63 (left-hookers had been around since 2013) and it totally changed the model’s character. Not only did it transform its tractive capabilities, but AMG took the opportunity to redefine what an E63 was. Whereas previous models – from E36 to E55 to E63 – had been high-speed cruisers but dynamically inferior to, say, BMW’s M5, the W213 was a genuine four-door supercar, capable of 0-100km/h in 3.4sec and tearing up a racetrack to boot.

Its incredible performance landed it second place at Performance Car of the Year 2017 but, ironically, it was the other end of the spectrum that possibly cost it the win. By injecting its newest E63 S with the distilled essence of AMG, it left arguably too much of the Mercedes behind. While phenomenal to drive hard, the car never wanted to relax; the ride was firm, impacts would thud and buzz through the bodyshell and it always felt to be egging you on to stick it in Race mode

MAIN Snapper Alastair Brook is a magician, using dazzling blur at left to distract you from speedo on right

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THE RS6 IS MADE FOR THIS. NO MATTER THE WEATHER OR ROAD SURFACE IT’S NEVER FLUSTERED and drive like your pants were on fire. Great for an AMG, not so much a $250,000 luxury Mercedes sedan.

Somebody quite high up at AMG has obviously had similar thoughts. It might even have been former boss Tobias Moers, who recently departed AMG to head up Aston Martin. In a recent interview with our sister title Wheels, Moers responded to a question that AMGs have often felt too stiff outside the smooth roads of their German homeland: “I know that now. British B-roads are different! You should not tie the body down too much.”

Recent Affalterbach products have been noticeably more comfortable than their predecessors, namely the C63 S and new A45 S, and now it’s the turn of the E63 S. The tagline for the E63’s recent facelift is “Comprehensively updated exterior, interior and ride comfort”. At the front there’s a larger grille and narrower 46

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headlights, like the car is suspicious of something, while at the rear the tail-lights are now horizontal, stretching into the boot, rather than vertical – much closer in style to its W212 predecessor. I can’t personally decide if it’s an improvement or not. The somewhat understated spec of our test car doesn’t do it favours – it takes the sleeper vibe a step too far for mine – but a play on the configurator suggests a colour and wheel change ups the menace.

It must be said, however, that attempting to outbutch an Audi RS6 is a bit like hitting the gym next to prime Arnie – you’re virtually guaranteed to come off second best. The Audi is actually only 44mm wider than the Merc, but the way the body flexes out over the gargantuan 22-inch rims gives it enormous presence. It’s possible to confuse the E63 for a more humble variant, but there’s no mistaking the RS6’s purpose. The wagon bodyshell does its cool score no harm, as well as giving it a practicality advantage. With rear seats in place it offers 565 litres to the AMG’s 540 litres (though we suspect that figure doesn’t load the Audi to the roof), but drop the rear seats and the RS6 swallows 1680 litres.

ATTEMPTING TO OUTBUTCH AN AUDI RS6 IS A BIT LIKE HITTING THE GYM NEXT TO PRIME ARNIE

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The two interiors are markedly different in design and execution. You sit relatively high in the RS6 with plenty of space in the footwell. It’s a great cabin, simple and classy.

The vast majority of the buttons have been replaced by screens – two in the centre for HVAC and infotainment, a third for the instruments – but somehow it doesn’t feel like tech overload. Audi’s MMI is slick and intuitive and the thin-rimmed steering wheel with its clear buttons is the polar opposite to the AMG’s, which I’ll come to in a moment. The Alcantara covering – part of the $2900 RS Design Package, which spreads Alcantara, Nappa leather and red highlights throughout the interior – isn’t usually a good idea in road cars as it reacts to the oil in your skin over time, but the RS6’s wheel shows no signs of wear after 10,000 press kilometres.

In addition to the RS Design interior treatment, our test car wears the $8700 ‘Carbon & black exterior package’, which as the name suggests smatters the exterior in carbon and black, the $11,000 ‘Sensory Package’ (awesome 19-speaker Bang & Olufsen stereo, Alcantara heading, leather airbag cover, heated outer rear seats, rear sunblinds), gloss black badging ($700), carbon twill inlays ($1700), big-ticket $19,500 RS Dynamic package (carbon ceramic brakes, 305km/h top speed) and $2850 RS sport suspension, which replaces the standard air springs with steel and includes diagonally linked dampers to reduce pitch and roll. In standard guise the $216,000 RS6 has a handy price advantage over the $253,775 E63, but as-tested the unadorned Mercedes is cheaper than the $263,350 Audi. What’s $10K when you’re talking a quarter of a million?

You sit lower and deeper in the E63 in seats that are firmer but more supportive. The transmission tunnel intrudes into the footwell and the new AMG Performance steering wheel is offset slightly to the left. It’s a beast of

LEFT MAIN When the road dries, expect this order to switch around. Both are devastatingly rapid despite their respective weight LEFT Even at two tonnes, the RS6 can get a little mobile; RS button now on steering wheel; 440mm front discs are H.U.G.E

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➜ BELOW MAIN Sadly, MercedesAMG doesn’t offer the E63 S Estate Down Under, while an RS6 sedan hasn’t been offered for a while - although there is the swoopy RS7 liftback

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a thing, the super-thick rim too chunky for my tastes, though the new manettino-style drive mode controller is both flash to behold and easy to use, allowing the adjustment of all manner of vehicle functions on the fly.

The swipeable haptic sensors, which control the volume, cruise control speed and dual 12.25-inch screens, are decidedly less successful. They work OK for simple functions like volume or navigating the instrument cluster, but the fine control required for working the infotainment becomes an exercise in frustration with inputs frequently ignored. Thankfully, the central trackpad is more successful, but the MBUX infotainment isn’t as user-friendly as Audi’s MMI. It doesn’t take long to realise Mercedes has made real strides in comfort and refinement. It’s still firm and certainly no magic carpet, but it rounds off bumps and lumps and no longer are impacts heard and felt in the same manner. Combine this more relaxed demeanour with toasty seat warmers (front and rear) and benchmark assisted driving technology – that new steering wheel has pressure sensors in the rim so it knows when you’re

The Strip Lights, cameras, traction!

AUDI RS6 AVANT

MERCEDES-AMG E63 S

0-10km/h

0.33

0-10km/h

0.25

0-20km/h

0.59

0-20km/h

0.57

0-30km/h

0.85

0-30km/h

0.88

0-40km/h

1.15

0-40km/h

1.20

0-50km/h

1.46

0-50km/h

1.54

0-60km/h

1.81

0-60km/h

1.86

0-70km/h

2.17

0-70km/h

2.20

0-80km/h

2.58

0-80km/h

2.58

0-90km/h

3.07

0-90km/h

3.04

0-100km/h

3.56

0-100km/h

3.51

0-110km/h

4.15

0-110km/h

4.02

0-120km/h

4.77

0-120km/h

4.63

0-130km/h

5.45

0-130km/h

5.32

0-140km/h

6.19

0-140km/h

6.03

0-150km/h

7.00

0-150km/h

6.78

0-160km/h

7.89

0-160km/h

7.62

0-170km/h

8.86

0-170km/h

8.55

0-180km/h

9.99

0-180km/h

9.52

0-190km/h

11.19

0-190km/h

10.59

0-200km/h 12.48 0-400m 11.64sec @ 193.44km/h 80-120km/h 2.2sec

0-200km/h 11.76 0-400m 11.52sec @ 198.11km/h 80-120km/h 2.1sec

100-0km/h 36.73m

100-0km/h 38.29m

WHILE THE RS6 HAS A SENSE OF AGILITY VIA CLEVER TOYS, THE E63 S POSSESSES THE TRAITS INHERENTLY

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Heathcote Dragway, dry. Driver: Scott Newman *Manufacturer’s claim.

Official timing Partner www.vboxaustralia.com.au

TOP LEFT Like the RS6, the E63 S’s 4.0-litre twin-turbo eight is a ‘hot-vee’ configuration ABOVE The RS6’s normal torque split is 40:60 with up to 85 per cent able to be sent rewards in certain situations

holding it, removing the need to wiggle the steering to keep lane assist active – and the new E63 S finally delivers on the Mercedes end of the deal. There’s still room to improve at low speed, though, the nine-speed auto occasionally slow to react and the front wheels chattering as they skip across the road at full lock.

The Audi’s damping is softer, the RS6 less concerned than the E63 S with body control in Comfort mode, but the ride is compromised. Speaking to colleagues who have sampled the standard air-sprung RS6, it seems some of the blame must be apportioned to the steel springs of the RS Sport suspension, but the heavy-footed response to potholes and road imperfections suggests those giant wheels must shoulder some responsibility. It takes the shine off the experience somewhat, as high- or low-speed, the car rarely settles for any length of time.

It’s just as well that the Audi delivers on the other side of the ledger, then, with handling prowess that’s difficult to countenance with a car of this size. The RS6 must be as dense as a dying star, as despite being roughly the same size as the E63 S it weighs almost 200kg more at a whopping 2075kg. Audi has employed high technology in a – largely successful – effort to counteract this bulk, with rear-wheel steering and a very clever all-wheel drive system. The steering is very quick, particularly off-centre, so inputs need to be measured; resistance is light and initially it feels quite numb, but as the front tyres begin to slip across the road the level of feedback increases.

Some experimentation is required to set the RS6 up to its optimum, a couple of favoured settings combinations then able to be saved to the ‘RS1’ and ‘RS2’ modes activated by the RS button on the steering wheel.

Steering weight is likely to be personal preference, as thankfully selecting Dynamic no longer turns an Audi’s helm into a syrupy mess; drivetrain in Dynamic is a no d

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brainer, ESP in Sport likewise, but the dampers must remain in Normal as selecting Dynamic makes them far too stiff, bumps bouncing the car clear of the roads at times. Normal retains acceptable levels of body control with increased compliance and the little extra roll makes it easier to read the RS6’s behaviour.

In these slippery conditions the Audi is brilliant. It takes up a lot of the road but can be placed accurately and with confidence. The rear-wheel steering proves its worth with mid-corner rotation; from there the throttle does the rest, with enough power being sent to the rear wheels to complete the rotation and offer a wiggle of oversteer on exit. It’s not only brutally effective but bloody entertaining to boot. Tackling the same section of road in the E63 S is a hair-raising affair. Attempting the first corner at what feels roughly the same speed as the RS6 managed, the rear end steps out sharply, the resultant ESP intervention then sliding the front end out.

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IT DOESN’T TAKE LONG TO REALISE AMG HAS MADE

ABOVE LEFT Audi’s interior is a screen-fest (for infotainment and HVAC controls), but it’s surprisingly intuitive once you get to know it

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REAL STRIDES IN COMFORT AND REFINEMENT

ABOVE RIGHT E63 S gains new steering wheel and updates in line with E-Class. MBUX system allows for voice-activated commands

cars wear identical Pirelli P Zero tyres of roughly equal dimensions – the RS6 has 285s at each corner, whereas the E63 S is staggered with 265s front, 295s rear – so presumably the difference is down to drive logic and geometry. Despite its slight softening, the AMG is still clearly the more aggressive car, its setup beginning to pay dividends as the road dries.

The steering is slower off-centre and weightier but also more organic with greater communication, an observation that similarly applies to the rest of the car.

Whereas Audi has cleverly given the massive RS6 a sense of agility with some clever toys, the E63 S possesses the traits inherently. To drive hard it is, frankly, stunning for a car of this type. The nearer you get to the limit the more it separates itself from the RS6, eventually becoming chuckable in a way the massive Audi can’t replicate. Sport+ damping is now perfectly judged for difficult roads, keeping the car’s still-substantial 1880kg mass under control but without hopping and skipping over sharper bumps. Turn-in is immediate, front-end grip tenacious, mid-corner balance tremendous and d

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traction almost unimpeachable. Only the brakes trail the Audi’s, needing a greater push without offering the same feedback, though by any objective measure they are still hugely powerful.

Not as powerful as the engine, though. The 4.0-litre twin-turbo V8 is a force of nature, with a whopping 850Nm spread from 2500-4500rpm, but it’s the top end ferocity that takes your breath away. Just as your body begins to adapt to the longitudinal force being applied the rate of acceleration increases again as the tacho needle rips through to the 7000rpm redline. Activate launch control and the whole car vibrates with potential fury. Lift the brake and it explodes off the line; several runs are needed to lay down enough rubber on the slippery strip to stop ESP killing both the wheelspin – yes, even with all-wheel drive – and any chance of a good time, but eventually the E63 S clocks an impressive 3.51sec 0-100km/h and 11.52sec 0-400m at 198.11km/h.

Ludicrous numbers, though we did manage 3.40sec and 11.28sec at 203.72km/h respectively in the pre-facelift car at PCOTY 2018 – environmental factors or is the

THE AMG’S IMPROVED RIDE MAKES IT A FINE LUXE SEDAN, YET IT CAN STILL TEAR YOUR HEAD OFF

➜ TOP LEFT Unlike the Audi, which gains carbonceramic discs, the Merc runs iron rotors BELOW LEFT Steering wheelmounted mode dial allows you to access the various personas of the E63 S

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updated car a bit heavier?

Regardless, the RS6 isn’t as quick, but let’s keep a little perspective here, shall we? Activating launch control is a bit of a process, with the need to select this and deactivate that, but it’s every bit as effective as in the Mercedes. The revs hover at around 5000rpm until road speed catches up to wheel speed, followed by a relentless charge, each gearshift thumping you aggressively in the back. At 80km/h the two are neck and neck – no, I mean it, they clock exactly the same 2.58sec – but from there the AMG begins to edge away, a 0.05sec deficit at 100km/h (3.51sec vs 3.56sec) increasing to 0.72sec by 200km/h (11.72sec vs 12.48sec). At the end of the quarter mile the RS6 clocks a still-impressive 11.64sec at 193.44km/h, but it clearly trails the E63. Likewise, its 2.2sec 80-120km/h punch is a tenth slower than the AMG’s, but it turns the tables under brakes by stopping in 36.73m vs 38.29m, though the weight and braking force of both cars is too much for the tyres to handle effectively.

Five years ago this wouldn’t have been close, but now it is. Very close. Depending on your priorities you could make an argument either way, but the E63 S gets the nod as the superior driving machine. Would an air-sprung RS6 have changed the result? Probably not, but it would feel more cohesive. Its size and weight prevent it from being a true driver’s delight, so why not (arguably) pay a slight dynamic penalty for a plusher ride and luxuriate in a phenomenally fast, all-weather family weapon?

Mercedes has a done a very considered job with this E63 S facelift. Its low-speed refinement and some of the ergonomics are still questionable, but its improved ride and benchmark safety systems make it a fine luxury sedan, while retaining its ability to tear your head off.

AMG has not only moved in on Audi’s territory, but given it a hip-and-shoulder for good measure.

The Specs Twin-turbo V8 brutes AUDI RS6 BODY 5-door, 5-seat wagon DRIVE all-wheel ENGINE 3996cc V8, DOHC, 32v, twin-turbo BORE X STROKE 86.0 x 86.0mm COMPRESSION 10.0:1

MERCEDES-AMG E63 S 4-door, 5-seat sedan all-wheel 3982cc V8, DOHC, 32v, twin-turbo 83.0 x 92.0mm 8.6:1

POWER 441kW @ 6000-6250rpm

450kW @ 5750-6500rpm

TORQUE 800Nm @ 2050-4500rpm

850Nm @ 2500-4500rpm

POWER/WEIGHT 213kW/tonne TRANSMISSION 8-speed automatic WEIGHT 2075kg SUSPENSION multi-links, coil springs, adaptive dampers, anti-roll bar (f/r)

L/W/H 4995/1951/1487mm WHEELBASE 2930mm TRACKS 1668/1650mm (f/r) STEERING electrically assisted rack-and-pinion

239kW/tonne 9-speed wet-clutch auto 1880kg four-link; air springs, adaptive dampers, anti-roll bar (f); multi-links; air springs, adaptive dampers, anti-roll bar (r) 4993/1907/1460mm 2939mm 1649/1595mm (f/r) electrically assisted rack-and-pinion

BRAKES 440mm ventilated/drilled carbon-ceramic discs;

360mm ventilated/drilled discs, 6-piston calipers (f); 360mm ventilated/drilled discs, single-piston calipers (r)

WHEELS 22 x 10.5-inch (f/r)

20.0 x 9.5-inch (f); 20.0 x 10.0-inch (r)

10-piston calipers (f); 370mm ventilated/drilled carbon-ceramic discs, single-piston calipers (r)

TYRES 285/30 ZR22 (f/r); Pirelli P Zero

265/35 ZR20 (f); 295/30 ZR20 (r) Pirelli P Zero

PRICE $216,000 ($263,350 as tested)

$253,775

PROS Great cabin; secure, entertaining chassis; looks CONS Fidgety ride; too heavy; options swell price quickly

Fearsome engine; great handling; improved ride

STAR RATING 11113

Fussy controls; low-speed behaviour; tricky in the wet

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FEATURE. ASTON SPEEDSTER DBR1 & DBX

BY KYLE FORTUNE + PICS MARK RICCIONI

INTO THE WILD WHAT BETTER WAY TO FRAME THE PAST, PRESENT AND FUTURE OF ASTON MARTIN THAN A BRACING BLAST THROUGH THE SCOTTISH HIGHLANDS WITH THE SPEEDSTER AND DBX?

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THERE WILL BE MORE SPORTS CARS, MORE SPECIALS LIKE THE V12 SPEEDSTER AS WELL AS VARIATIONS ON THE DBX SUV

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WO CARS. ONE an unhinged frivolity for the super-rich, the other a necessity for a car company’s survival. Aston Martin, Britain’s luxury sports car company has a perpetual history of under-performing, in relation to the bottom line, at least. There’s a change in mood, though, an optimism that the brand will not just survive, but flourish. That’s borne from the appointment of its recent CEO in the guise of ex-Mercedes-AMG boss Tobias Moers, but also financial clout and luxury brand know-how from Canadian Lawrence Stroll in the role of Executive Chairman.

The two cars here bookend the current breadth of the company’s product portfolio; a range that, if the new management team achieves as it promises via its so-called Project Horizon, will see that range expand.

Both Moers and Stroll view the return to F1 as a pivotal asset in the company’s desired transformation. Prior to this season, the last time an Aston Martin competed in a Grand Prix was 1960. In addition to its F1 ambitions, there will be more sports cars, more specials like the V12 Speedster as well as variations on the DBX SUV. Think a coupe, and hybrids, while full electrification’s coming, it won’t be until at least 2025, if not later. Aston Martin is streamlining its business, making key appointments in its management team with a wealth of experience in the super luxury and automotive spheres. The brand strength was never really in question, instead the core business needed work.

There’s reason for optimism, and these cars represent it. They might have been conceived and created largely under the old guard, though the Speedster, a one-of 88 special, using a combination of DBS, DB11 and

ABOVE If you aren’t a fan of attention, it’s probably best to avoid the Speedster DBR1 as it attracts a lot of it. However, even the DBX in white gains plenty of eyes with its 22-inch wheels and bold design

Vantage architecture underlines the company’s core engineering capability and creativity, The DBX describes a market-driven pragmatism to give customers exactly what they want. Yes, you can look at the V12 Speedster as a ridiculous plaything, but similarly, cars like this inspire and excite, both the designers and engineers who produce them; that and they’re not bad for the company’s bottom line. Brand awareness is another motivating factor, the Speedster also a useful distraction while Aston Martin readies the oft-delayed Valkyrie hypercar. Newey’s game-changing hypercar had its first public airing at Goodwood, not without issue, with first customer deliveries promised by the end of this year.

The DBX operates at the opposite end of the volume sphere to these tiny number image builders. It’s this, an SUV, not a sports, super or hypercar, that is touted as the model that will save Aston Martin, or at least underpin its future viability as a car maker. Only a few manufacturers exist today without an SUV in its portfolio, and while Aston Martin was late to the party, with the DBX it seems to have delivered. Indeed, of all the cars Aston Martin sold in the first quarter of 2021, 55 per cent of them were the DBX, built at its new St Athan, Wales, production facility.

It’s not difficult to see why the DBX is working. Because of various lockdowns and restrictions, wanderlust is strong. So I decided to explore some of Scotland’s best roads. The DBX is the transport there, and back to the UK, as well as around, the plan being to rendezvous with a V12 Speedster DBR1 in Stirling on some epic roads. It’s a journey of glorious isolation, well, as much isolation as d

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ABOVE The DBR1 pack celebrates the marque’s fabled DBR1 race car of the late 1950s, while the Speedster also harks back to Aston Martin’s 100 birthday present to itself – the 2013 CC100 concept

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is realistically possible in a car with the potential to draw a crowd as readily as the V12 Speedster does, usefully on some of the longest days of the British summer. The plan is rough, the weather, being Scottish, is equally so, but like Aston Martin itself, there’s a genuine feeling of optimism, so we’re off to enjoy it.

The DBX just chews through the miles heading up from Aston Martin’s Gaydon headquarters to our meeting in Stirling. Expansive, smooth tarmac on the route up, winding through the Midlands, the scenery getting bigger as the Lake District passes and we eventually reach the Scottish borders. The DBX is the consummate cruiser, power, like that of the Vantage and Aston Martin’s future models, comes from Mercedes-AMG’s 4.0-litre twinturbocharged V8, its 405kW giving it 291km/h potential and the ability to reach 100km/h in 4.5 seconds.

None of that matters here, as it’s barely ticking over at the 110km/h limit, the engine all but inaudible, the massive 22-inch wheels barely creating any road noise or busying the ride. As a machine to while away big miles effortlessly, it’s hugely commendable, desirable even, the cockpit sumptuously appointed. In the best

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traditions of Aston Martin, it conveys its lovingly handcrafted finishes, from the neat, contrasting stitching to the fineness of the leather it joins. The DBX interior feels special, as it should given its $357,000 price point and the badge it wears on its sizeable nose.

With the traditional highs, there are the inevitable and familiar lows, as the infotainment and some of the switchgear is bought in. Somewhat unsurprisingly, given Daimler AG’s 20 per cent stake in the British company, these come from Mercedes-Benz. It’s regrettable that even with the closeness of their relationship the Aston is sired with previous generation software to power its infotainment offering. Moers has promised that will change, having stated that the Aston Martin experience needs to be exactly that, with Aston Martin developing its own HMI (Human Machine Interface). While that’s admirable, it’s also something that, on the evidence of British compatriots McLaren’s attempts to do so, is a task mired in serious difficulty and expense, even to achieve something at a level that’s as good as even what Aston currently offers. There’s nothing wrong with boughtin tech, if it’s done well and it’s the latest generation.

Perhaps the company’s efforts here are better spent negotiating earlier procurement of developed systems than setting out to create its own.

There’s a desire to take even more elements in house, too. Gaydon will feature its own engine shop for the Valhalla’s V8 hybrid powertrain, twith this unit likely with to expand with the product range. That’s in contrast to the V12 in the Speedster, which is built at Aston Martin Engine Plant (AMEP), in Cologne, Germany. That’s a throwback to Aston Martin’s time as a wholly owned subsidiary of Ford and an all too obvious reminder of Aston’s often turbulent past. In the V12 Speedster it’s a 5.2-litre twin turbo, with peak power of 515kW. The car is something a constructive greatest hits of Aston’s current model range. There are elements of DBS Superleggera, DB11 and Vantage in the Speedster’s underpinnings, clothed in an entirely bespoke, and undeniably beautiful fully open body.

Uncompromising, ridiculous, even, and at AUD$1.5m it’s inexpensive – ludicrous as that sounds – when compared to its similarly non-windscreen alternatives, the McLaren Elva, and Ferrari’s recent Monza SP1 and

ASTON MARTIN HASN’T HAD TOO MUCH TROUBLE FINDING HOMES FOR THE 88 SPEEDSTERS IT’S BUILT SP2 twins. The Aston Martin costs around half that of the McLaren and those Ferraris, and being built in fewer numbers it’s even more exclusive. That Ferrari can sell 500 SP1/2s is indicative of its brand clout, globally, though Aston Martin hasn’t had too much trouble finding homes for the 88 Speedsters it’s built.

A week of weather forecast watching has done nothing to dampen the enthusiasm for the V12 Speedster, even for something without a windscreen, or, indeed, any protection from the elements at all. There’s a lid in a bag in the passenger footwell, just in case, but a brief drive with it on reveals it’s actually more uncomfortable, the helmet’s larger surface area only increasing buffeting, so d

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VISCERAL BARELY COVERS IT, TAKING DRIVING TO AN ALTOGETHER DIFFERENT LEVEL, WHERE YOUR CONNECTION IS SO MUCH GREATER WITH YOUR SURROUNDINGS

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Aston Martin and electrification THE INITIAL PLAN FOR Aston Martin was to produce its own V6 engine, but Moers is pragmatic about dropping that plan and retaining the AMG-derived V8 as its internal combustion engine choice. Speaking at the launch of the Valhalla supercar, Moers said: “ we could have invest in a new brand new ICE from scratch, or invest and put your money into the bowl of electrification because that’s becoming mandatory, we decided, okay, we can go for the V8 for that car, and we can establish an electrified, hybrid powertrain, it brings efficiency, it gives us the freedom to drive it purely electric,” adding that an electric-only range of 16-24km is possible.

There’s talk of fully electric cars, but the comments from Aston Martin seem contradictory, some stating around 2025, with others saying not until 2030…

MAIN Despite both being endowed with sound-sapping turbos, these two emit a glorious tune to match the views

ABOVE Every V12 Speedster, regardless of spec, will spend at least 50 hours being painted at the British firm’s advanced painting facility

it’ll stay in the bag on the floor. A car cover for Mother Nature’s emergencies is stowed in the rear luggage compartment, so I’ll take the gamble with kicked up road debris or sizeable face-hurting insects. Sunglasses when it’s not raining, ski goggles when it is, a beanie for protection from either, from wind and sun, as opposed to those potential direct hits.

That exposure, so outlandish in concept, is utterly transformative. Visceral barely covers it, taking driving to an altogether different level, where your connection is so much greater with your surroundings. The rush of the wind howling by does mean the more enticing notes emanating from the V12 engine are all but drowned out, but there’s the occasional rasp and bark echoing around you if you’re reaching for the upper revs and there’s a rock wall, tunnel or tight valley surrounding the road you’re on.

In Scotland there are a few, the journey not covering the all-too-obvious North Coast 500 route, but instead derived from roads I used to travel in my youth. Back then I drove them in a Volvo 240 wagon at breakneck

speeds to reach Scotland’s ski resorts in time for the first lift. Had you told a youthful me that I’d be driving these roads many years later in a 515kW fully open Aston Martin I’d have never have believed you. It’s pinch yourself stuff, not least because the roads to Glencoe, Fort William, Ben Nevis, then up to Inverness, before heading up to Ullapool are all utterly captivating, both to drive, and because of the scenery surrounding them.

I’ve done so countless times, and they never look the same. Each visit reminds me I must come again. It’s mind-numbingly beautiful, and yet so quiet. We’ll take a diversion up to the Kylesku bridge, because the roads up and around it are so spectacular and similarly traffic free, before heading back past Inverness again, over to Grantown-on-Spey and heading on the snow road south through the Cairngorm National Park past the Lecht and Glenshee ski areas. On the map it’s about 840km give or take, though in reality we cover over 1100km, the desire to explore being too great at times, not least because Mark Riccioni’s got his cameras and drone primed and is only too happy to use them with the sensational beauty d

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of Scotland as the backdrop.

Driving at its purest, though not without luxury, the Speedster’s cabin is concept car in its styling, yet is reassuringly production car quality in its execution. In short, it’s excellent. It demonstrates that the tradition of craftsmanship that has long distinguished the company is alive and well. Moers has paid tribute to Aston Martin’s traditions but recognises the fact that there needs to be a significant stepchange in the ethos of the business. He admitted that before he arrived it was a ‘design led’ firm. While that’s not changed, going forward it’ll be in greater collaboration with engineering, the promise being that Aston Martins will always be beautiful, in a way some of its rivals’ more perfunctorily styled alternatives just can’t seem to muster.

The way the V12 Speedster attracts attention is demonstrative of that. On the road you witness the initial look, the questioning and puzzlement of those occupants in the cars coming towards you On the rare stretches of road near the cities where there are multiple lanes, passengers wave, smile, and more often than not film and photograph it. There’s a genuine warmth to the reactions when stopping in it, the Aston Martin brand is one that’s always transcended any negativity, even when exhibited here in its most overt form. That warmth of feeling is something that the current management needs to retain, nurture andhopefully grow.

Weather was always going to be an issue, but like Scotland’s most famous comedian, Billy Connolly, says: “there’s no such thing as bad weather, only the wrong clothes.” At times that means the ski jacket

(and goggles) I’d be wearing if I were sliding down the mountains rather than driving around them. The rain, even when it’s sheeting down, is fine if the Speedster’s moving, which, mercifully with light traffic and sizeable distances between villages and towns, means there are very few occasions when it’s slowed to a dampening crawl. The scenery’s big here, enjoyed at its best in the open car and not necessarily at speed, the V12 more often than not pulling a big gear and gently cruising, but equally adept when the temptation gets too much and the tempo increases. The DBX isn’t a lumbering companion in either situation. It keeps the wilder V12 very honest, particularly when there’s water between the tyres and the bitumen.

Initially the SUV feels big on tight roads, to the point of where you’d incorrectly imagine unwieldiness, but such is the precision of the steering, and its uncanny ability to feel genuinely sporting in its responses, that it disguises both its dimensions and mass with real ability. Wind the engine up and you hear it, too, that welcome after the largely mute soundtrack from the V12, from the driver’s seat at least.

The V12 Speedster is special, but the DBX’s breadth of ability and the appeal it has stands the company in good stead. As the foundation of a new Aston Martin? Time will tell, but whatever the future holds, there’s a genuine feeling of confidence. With the DBX, and the creativity and can-do engineering the V12 Speedster demonstrates, there might be a brighter, and crucially, more predictable and stable future for Aston Martin in the coming years.

THE DBX ISN’T A LUMBERING COMPANION ... IT KEEPS THE V12 VERY HONEST

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ABOVE This reminds us of Jeremy Clarkson in a Ariel Atom. Don’t know what we’re talking about? You’ll find myriad videos on YouTube RIGHT One assures Aston Martin’s monetary future, while the other isa bit more of a stretch target

The T he S Specs pecs Polar P olar opposites opposites BODY DRIVE ENGINE BORE X STROKE COMPRESSION POWER TORQUE POWER/WEIGHT TRANSMISSION WEIGHT

ASTON MARTIN DBX

ASTON MARTIN SPEEDSTER

5-door, 5-seat SUV

2-door, 2-seat roadster

all-wheel

rear-wheel

3982cc V8, quad-OHC, 32v, twin-turbo

5204cc V12, quad-OHC, 48v, twin-turbo

83.0 x 92.0mm

89.0 x 69.7mm

8.6:1

9.3:1

405kW @ 6500rpm

515kW @ 6500rpm

700Nm @ 2000-5000rpm

753Nm @ 1800rpm

180kW/tonne

292kW/tonne

9-speed automatic

8-speed automatic

2245kg

1765kg

SUSPENSION double A-arm, air springs, adaptive dampers,

anti-roll bar (f) / multi links, air springs, adaptive dampers, anti-roll bar (r)

double A-arm, coil springs, adaptive dampers, anti-roll bar (f) / multi links, coil springs, adaptive dampers, anti-roll bar (r)

L/W/H WHEELBASE TRACKS STEERING

5039/2220/1680mm

4524/1989/1194mm

3060mm

2705mm

1698/1664mm

1665/1645mm

electrically assisted rack-and-pinion

electrically assisted rack-and-pinion

BRAKES 410mm ventilated discs, 6-piston calipers (f);

390mm ventilated discs, single-piston calipers (r)

410mm ventilated discs, 6-piston calipers (f); 360mm ventilated discs, 4-piston calipers (r)

WHEELS TYRES PRICE PROS CONS

22.0 x 10.0-inch (f); 22 x 11.5-inch (r)

21.0 x 9.5-inch (f); 21 x 11.5-inch (r)

285/40 R22 (f); 325/35 R22 (r)

265/35 ZR21 (f); 305/30 ZR21 (r)

$357,000

AUD$1.5m

Dynamically talented for an SUV; plush cabin

You can’t get much more open air; V12 grunt

Underwhelming infotainment; rivals are quicker

Only 88 are being built; must not have hay fever

STAR RATING 11113

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M COMPARISON. AUDI RS E-TRON GT V BMW M5 CS

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SOCKET TO M THE RS E-TRON GT IS AUDI’S NEW ELECTRIC FLAGSHIP. THE THUNDEROUS M5 CS MAY BE ONE OF BMW’S LAST GREAT PETROL CARS. HERE AND NOW, WHICH IS THE DRIVER’S CHOICE? B Y J A M E S TAY L O R + P I C S A L E X TA P L E Y

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HIS IS NORMALLY the grace period; the opening miles of a journey, where you wait for the fluids in the car’s mechanical belly to warm up; wait for the climate control to get the cabin appreciably warmer than the nippy earlymorning air outside; wait for the caffeine of the second coffee to get to work. Then, and only then, when warm-up (literal and figurative) is complete, do you put your foot down.

But I can’t help myself. I climbed into the RS e-Tron GT for the first time only a few moments ago and I’ve just turned out of a junction onto a deserted, arrow-straight stretch. The Audi does have plenty of delicate moving parts, of course, but the fact there’s no engine under the bonnet makes the temptation to bypass mechanical sympathy too great. I take a deep breath and mash the throttle, no, gas, sorry, accelerator to the stop. And the result is… explosive and physically punishing, but curiously undramatic.

It’s fast – definitely fast. What was the horizon is a lot closer than it was a moment ago and my stomach feels a bit weird, like it does after a fairground ride, but there’s a cushioned edge to the e-Tron’s power delivery. When its two motors are giving their all this is a 475kW/830Nm car but it’s not a savage experience; more like the sustained, unrelenting shove of a passenger jet on take-off.

It’s propelling us to a rendezvous with the new CS version of BMW’s mighty M5, and depending on your standpoint that lack of drama could be an issue or a virtue because the gold-trimmed CS enters the world stage (sideways) as the most flamboyant super-sedan on sale today. There are plenty of differences between these two: the Audi is a slinky fastback, the BMW a sedan. The Audi is positioned as a velvet-glove grand tourer with iron-fist performance, where the M5 CS is more of a Nürburgring warrior with knuckle-duster performance. And, of course,

one is a pure EV and the other couldn’t be more petrolpowered if it had an extra jerry can in the boot.

But they have as much in common as divides them: four doors, four seats, huge power, a premium badge, performance all-wheel drive, active drivetrain technology and a price comfortably in the $200K club.

The RS (estimated to be around $250,000) is potent and desirable enough to be judged not only as an EV but as a desirable performance car in its own right – and there’s no benchmark like an M5. And on the flipside, the $274,900 M5 CS ought to feel as special as the starship Audi to justify its price tag.

This two-world collision also feels like a moment in automotive time. Of the three traditional premium German performance arms (AMG, Audi Sport and BMW M), it’s Audi (with a little help from Porsche) that has gone all-electric first. The e-Tron GT is the first electric Audi to wear an RS badge, and although it shares a great deal of its DNA with the Porsche Taycan, it’s very much its own character in look, feel and approach. It’s the beginning of a new electrified direction for the RS brand, while the M5 CS is the ultimate culmination of M’s petrol super-saloon formula. The next M5, due in three years or so is, expected to be either plug-in hybrid or all-electric (with as much as 745kW). Just how high does this CS set the bar for that future M5 – and has Audi already surpassed it?

So far on this journey, the RS e-Tron GT has been a mixed bag. Front-end grip is relentless, and the power steering feels ever more responsive and accurate with speed, helped by the all-wheel steering system fitted to this Carbon Vorsprung version. It’s not a silent experience either, because synthesised sound matched to speed and load lends the car an engine-like voice: rumbly like a V8 in its sportier modes, and more subtle in its standard settings. An external speaker makes it audible to pedestrians and while stationary it even idles like an engine, a kind of low-level, slightly malevolent hum.

Sounds cheesy on paper but appropriate in real life – it

THIS IS A SNAPSHOT OF TWO CARS AT DIFFERENT STAGES OF THEIR EVOLUTION

TOP RIGHT Switchable 2WD mode and on-demand smokescreen BELOW RIGHT Audi’s paddles are for re-gen levels, not gearchanging

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THE RS IS POTENT ENOUGH TO BE JUDGED AS A DESIRABLE PERFORMANCE CAR IN ITS OWN RIGHT

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matches the GT’s muscular appearance, and gives sensory context to the speed you’re travelling at.

Unfortunately it’s not the only accompaniment to the drive. Turn down the powerful audio and you can hear squeaks and rattles from interior trim on bumpy roads.

There are other weaknesses too. The downside of the zero-kickback, point-and-go steering is that it has very little feel and feedback, and it feels disconcertingly light at low speeds. Feel through the brake pedal is inconsistent, WHAT SEPARATES THESE CARS FROM partly because the first 0.3g of deceleration is taken care THEIR SOURCE MATERIAL? of by the motors – the RS’s tungsten-carbide-coated discs don’t get involved until you brake more firmly. On the upside, because the motor energy recuperation happens when you press the brake pedal rather than when you lift off the gas (sorry, accelerator), it feels safer to drive quickly than, for example, a Tesla Model 3, because weight transfer is more even.

But the RS e-Tron’s biggest weakness is that lack of AUDI AU DI RS RS E-TRON E TR TRON ON GT GT drama: it’s somehow not as exciting to drive as it looks BMW M5 CS Go-faster stripes?

Go-faster stripes? from the outside. You feel a stage or two removed from the Compared with the regular e-Tron GT How to tell a CS apart from a normal road, like your job is to turn the steering wheel and play quattro, the RS gets bigger wheels, black M5: lots of carbon fibre – for the bonnet, with the infotainment rather than to make a meaningful trim and matrix LED headlights. splitter, diffuser and mirrors; non-glittery difference to the way the car gets down the road. That’s gold for the grille surrounds and wheels.

Go-faster kit? not to say you don’t feel the road; despite standard-fit Go-faster kit?

475kW to the regular GT’s 390kW; adaptive air suspension on the RS version there’s a slightly cast-iron brakes rather than steel, A 7mm drop in ride height; dampers brittle edge to the ride on this car’s optional 21-inch with 10-piston (10!) front calipers borrowed from the M8 Gran Coupe; 70kg (ceramic discs an option); all-wheel off the kerb weight; carbon-ceramic wheels, and potholes are to be especially avoided in steering; rear diff lock. brakes as standard.

Efficiency mode, which sinks the car floorwards by 22mm Does it actually go faster? to reduce aerodynamic drag.

Does it actually go faster?

A full 0.8sec quicker to 100km/h A 7kW power hike over the 460kW M5 The e-Tron GT looks intensely purposeful in its most (3.3sec plays 4.1sec); loses a bit of Competition makes this the most floor-hugging stance. But as we glide to a halt at our range on the bigger wheels, though, at powerful engine ever fitted to an M car. meeting point, a small but tricky test circuit, the M5 CS 455km from a full charge.

It bats 0-100km/h aside a third of a facing us looks even more so. It’s the first time the CS second quicker.

Bigger price? badge has been applied to the M5, and it follows a similar Bigger price?

Pricing hasn’t been confirmed for Oz, approach to that of the M2, M3 and M4 CS models: And then some; at $274,900, you’ll but naturally you’d expect to pay more more power, more money, more grip, less weight. Its pay $30K more than you would for for the Carbon Vorsprung trim tested a standard M5 Competition. here. Budget for $250K before on-roads. carbon-ceramic brakes are enormous. If the rear discs look unfeasibly large, the front calipers barely clear the wheels. It feels an appropriate metaphor for the car itself – the product of an enthusiastic engineering team pushing, pushing, pushing at tolerances and envelopes.

Climb in and you find yourself cradled in a deeply bowled carbon-fibre shell with MAIN LEFT It takes a fair bit of fantastically comfortable leather cushioning, provocation for the and individual channels for your legs. Between RS to do this, but in the seats is a central carbon-fibre moulding Dynamic mode it can that makes you think you should be reaching be playful up and clicking a theme park ride restraint FAR LEFT down into place, rather than reaching over Audi interior smart your shoulder for a seatbelt. The rear seats are but safe. Less austere than the two individual buckets – the better for support Porsche Taycan’s if the driver is pressing on (and, amusingly, they include child seat mounts). Compared with RIGHT More powerful than the Audi it’s dated and gaudy (Nürburgring the 461kW BMW V12 outline perforated into the headrests, anyone?) in the McLaren F1... but if anything possesses an even tighter level but no gold plating of fit and finish. And more character; the e-Tron GT’s curiously staid cabin feels more like an upmarket saloon than a sporting GT. The M5’s driving experience more than lives up to the promise of the OTT interior and XXL braking gear. This is a big, extrovert plaything. Steering, like the Audi, isn’t big on feel but is big on response. You don’t need much lock to introduce the CS to an apex; nor do you need worry about understeer. This car has a front axle that just

CS and RS: overdone, done right!

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doesn’t quit. The soft Pirelli P Zero Corsas (standard fit on the CS, and the tyre the suspension has been developed around specifically) sink their teeth into the tarmac like a vampire bat. Once the front end’s bitten, you can drive the rest of the car around on the throttle: in 4WD Sport mode, the stability control relaxes to give you just enough movement to rotate the car nicely and ride out the power with a hint of oversteer. On corner exit, it actually feels curiously similar to the e-Tron GT: the briefest blip of wheelspin followed by buckets of traction and a flat torque curve for relentless acceleration.

In both cars, the epic straight-line pace ceases to have meaning after a while. But where the M5 CS re-sensitises you is in its eagerness to corner. In fully rear-driven 2WD mode, the long wheelbase and quick steering make the CS as confidence-inspiring as you could ever hope for. If you want to make big smoke and look out of the side windows, it’s as keen as you are to indulge. And if you want to lap neatly, its braking power and the faithful consistency of its feedback make it equally rewarding.

Switching to the Audi on the circuit is underwhelming after the track-honed CS; it’s a road car with the capacity for wafty cruising as well as outright performance.

But the circuit allows us to explore the outer envelope of the GT’s handling safely. What we find is a car with huge traction and a modicum ABOVE Nothing subtle about of mid-corner adjustability. When it starts to the M5 CS, but it’s rain – hard – the RS proves safe and predictable comfy, too. However, to slide around, and the outer limits of its the steering wheel handling are well contained and controlled. But rim is too thick with such light steering, you don’t feel all that RIGHT much involvement in the corners. You could M5 likes to steer aim the same criticisms at the RS e-Tron GT from the rear, even in 4WD mode and as some petrol RS models: numb steering and despite the grippy a nose-led handling bias. It’s less predictable Corsa rubber than the BMW but then it is a car with half a BELOW RIGHT tonne more to carry, and said load is carried by All four of the M5’s variable-height air suspension, not a circuitseats are buckets, polished set-up like the M5 CS. and the rear duo We venture out onto the road in the BMW, have child seat fixing points and find you rarely trouble its limits because they’re simply so high. But because its overall poise is so satisfying, and there’s a nicely judged level of feel through the controls, you still glean much of the same enjoyment at sensible speeds. And ride quality, while firmer than the Audi and a tad busy in the adaptive dampers’ sportiest setting, is easily tolerable for regular roads.

This is a snapshot of two cars at different stages of their evolution. The Audi e-Tron GT is a car at the beginning of a journey. While the Q4 e-Tron is the mainstream electric SUV Audi plans to sell a blue million of, the e-Tron GT’s job is to be the sexbomb flagship to sprinkle a bit of stardust on the e-Tron brand. But in RS trim it feels like a between-two-stools sort of car. It’s fast and it’s alluring but to drive, and to sit in, it lacks the sense of occasion its expressive exterior promises. It’s refined and relaxing but feels more like a smart sedan than a dramatic GT. The M5 CS is the ultimate extrapolation of a car that’s been around for years, standing on the shoulders of decades of development work. It’s gauche and excessive but it’s a driving experience that stays with you longer, even if its format won’t. If the next M5 will be all-electric, the challenge will be to imbue it with some of the same magic as the CS, so that it’s as memorable when the road gets wiggly as it is in a straight line.

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The Specs

Active allwheel drive BOTH CARS USE active all-wheel drive to put their enormous power down cleanly. The M5 CS (above) is the most powerful production BMW ever, with 467kW. But the all-electric Audi (below) is more powerful still.

It uses two motors, the front capable of 175kW and the rear 335kW. If launch control is deployed, a two-speed gearbox with a short first gear helps the rear motor from standstill. The motor, power electronics and transmission form one neatly packaged block at each axle. RS versions also get a diff lock at the rear.

Four separate cooling circuits are required for the running gear and interior. The M5 makes do with massive grilles. In Efficiency mode, the e-Tron becomes front-wheel drive but in other modes the torque is varied continuously between front and rear.

The BMW also constantly controls torque split: front to rear by a transfer case, and side to side to the rear wheels by an electronic active diff. But the M5 can be put into pure rear-drive mode too – at which point the traction control is fully switched off. Save it for the track – it’s really quite lively…

New-age vs old-school BODY BOD DY DRIVE ENGINE BORE X STROKE COMPRESSION POWER TORQUE POWER/WEIGHT TRANSMISSION WEIGHT SUSPENSION L/W/H WHEELBASE TRACKS STEERING BRAKES

WHEELS TYRES

AUDI RS E-TRON GT

BMW M5 CS

4-door, 5-seat sedan all-wheel 93kWh battery, 2 electric motors NA NA 475kW @ 0rpm 830Nm @ 0rpm 202kW/tonne 2-speed automatic 2347kg Double A-arm, air springs, anti-roll bar (f); multi-links, air springs, anti-roll bar (r) 4989/1964/1396mm 2900mm 1702/1667mm electrically assisted rack-and-pinion 410mm ventilated discs, 6-piston calipers (f); 360mm ventilated discs, 6-piston calipers (r) 20.0 x 9.0-inch (f); 20.0 x 11.0-inch (r) 245/45 ZR20 (f); 285/40 ZR20 (r) Goodyear Eagle F1 $250,000 (est.)

Straight-line pace; ride quality; long range Can't compete on track; steering; very heavy

4-door, 4-seat sedan all-wheel 4395cc V8, DOHC, 32v, twin-turbo 89.0 x 88.3mm 10.0:1 467kW @ 6000rpm 750Nm @ 1800-5950rpm 256kW/tonne 8-speed automatic 1825kg Double A-arm, coil springs, anti-roll bar (f); multi-links, coil springs, anti-roll bar (r) 5001/1903/1468mm 2982mm 1625/1594mm electrically assisted rack-and-pinion 410mm ventilated discs, 6-piston calipers (f); 396mm ventilated discs, single-piston calipers (r) 20.0 x 9.5-inch (f); 20.0 x 10.5-inch (r) 275/35 ZR20 (f); 285/35 ZR20 (r) Pirelli P Zero Corsa $274,900 ($305,900 driveaway) Prodigious performance; handling; ride Low volumes for Oz; no ESC in RWD; price

PRICE PROS CONS STAR STA RATING 11113

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FEATURE. PORSCHE 911 TURBO

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ROAD SERIES

Number

BY AN DY EN RIG HT

+ P I C S A L A S TA I R B R O O K

IT’S PORSCHE VERSUS PROM ON ONE OF AUSTRALIA’S MOST STUNNING AND TEMPORARILY DESERTED ROADS

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THE 911 TURBO CHALLENGES YOUR INTERNAL CLOCK SPEED, THROWING INPUTS AT YOUR PROCESSOR FASTER THAN IT CAN MANAGE THEM

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➜ BELOW Geography nerd Enright ponders longshore drift, sediment budgets and 14.0-degree departure angles

T’S ALL-WHEEL DRIVE. It’ll get out of there, no problem,” says Alastair Brook while casually adjusting the settings on his Canon. Half a million dollars of Porsche 992 Turbo is sitting on the beach at Waratah Bay, staring Canute-like at the incoming tide. Behind us is the steep boat ramp, ahead of us the Southern Ocean, which doesn’t seem in much of a mood to negotiate. To the east, across kilometres of deserted sand are the peaks of Wilsons Promontory, disappearing cryptically into cloudy tops. That’s where we hope to be heading after this anxiety-inducing spot of light off-roading.

Like most of Victoria’s more scenic spots, the Prom isn’t really a place to take a performance car. It’s usually choked in tourist traffic, with the biggest hazard being the very real danger of being rear-ended by an Estima driver goggling at an emu. Today is different. Melbourne is locked down in a snap Covid circuit-breaker, so we have the whole park to ourselves. The ribbon of tarmac that meanders down to the southernmost piece of tarmac on the Australian mainland is hosting a car with a big reputation and some equally hefty questions to answer.

You see, I’ve always had a bit of an issue with the Porsche 911 Turbo, and I’m not alone on that score.

Given my druthers, I’d always plump for a base Carrera or a racy GT3 over a Turbo due to the fact that in trying to do everything, the Turbo – to me at least – appeared to lose that last couple of per cent of focus. And it’s exactly this couple of per cent that differentiates the 911 from, you know, cars. With this in mind, and having given the Turbo one heck of a scruffing up on the Eildon-Jamieson road on our video shoot, this is an opportunity to put the car’s touring chops to the test, to see if there is a

personality type other than the flat-track bully behind the 911 Turbo.

We start in Waratah Bay. Problem is, you can’t see the sea from Waratah Bay, the community hunkering from icy southerlies behind a tree-choked bund beyond which is one of the most beautiful beaches in Australia.

Which is the reason why, front lifter kit engaged, the Porsche edges down the boat ramp onto what looks like fairly firm sand for its beauty shot. It’s only when I get out of the car that I realise the sand’s about as firm as a Tony Abbott shirtfronting.

What follows is about 15 minutes of forced insouciance while Brook explores some angles, wondering whether our support vehicle, a mighty 1.6-litre SsangYong Korando would be able to pull 1640kg of 911 Turbo up a sharp incline without blowing its gearbox into shrapnel.

As it turns out, getting the Porsche back onto terra bitumine is simplicity itself. Just engage reverse and watch it roll serenely up the ramp and onto the warm bosom of the blacktop.

The route from Waratah Bay wends north-east around the silt-choked upper reaches of Shallow Inlet crossing the grazing lands of the upper Yanakie Isthmus. The 911 lazes at part throttle, tacking across the apexes of roads cambered for Gippsland rain. Guide the nose gently on the gnarled macadam and feel the resistance build in the electrically assisted steering, the tension dissipating fractionally as the camber helps and then ramps up again as you lose the crown of the road. Nudge onto the mud line from a thousand tractors that has turned to withered dust out of the wheel tracks and the car again senses infinitesimal degrees of slip mid-corner and the steering tenses slightly like a flexed biceps, mirroring your own input as if in cybernetic sympathy. If you’ve never driven a 911 and have wondered why they are so deified, it’s in the fanatic details such as these that are so lovingly finessed.

The billiard-table flat Yanakie Isthmus connects the Promontory to the mainland. At one time this isthmus was a saddle in a system of mountain ranges that marched across what is now Bass Strait, linking Tasmania with the mainland. As the land was submerged, only the tops of the mountain were left jutting from the Southern Ocean, now the Bass Strait islands. The Prom itself was part of the ancient Bunurong Range which connected the continent and Tasmania. The isthmus was inundated, and the Prom was, for some time, an island.

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ROAD SERIES

MOUNT OBERON

WARATAH BAY

BENEATH THE SHEETMETAL, THE OLD MEZGERDERIVED FLAT SIX IS BUT A DISTANT MEMORY

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There’s nobody at the gatehouse into the national park.

There’s nobody on the road either and there hasn’t been for the last half hour. The only sign of life is a Japanese hog deer peering from the undergrowth, perhaps aware that the risk of a hunter’s bullet is reduced if it stays within proximity of the gatehouse. It’s looking at a very different kind of bullet today.

With 427kW at its elbow, the 911 Turbo might not quite have the Herculean musculature of the 478kW Turbo S that finished runner-up at this year’s Performance Car of the Year, but it would require a ridiculously fine-tuned internal g-meter to register any difference in their acceleration, the Turbo registering 2.8 seconds to 100km/h and the Turbo S shaving a tenth off that figure. In other words, here you are in the penultimate model in the line up and you have more than 260kW per tonne at your elbow.

With the current crop of mid-engined junior supercars requiring around 300kW/tonne to distinguish themselves, the Turbo finds itself in a slightly odd spot in the market, as expensive as many of these low-slung exotics but occupying a subtly different niche. You’d purchase the Turbo if you were less concerned with being looked at and merely wanted something with barn-door engineering that could handle just about any assignment asked of it, which may or may not include lumbering onto beaches.

Beneath the sheetmetal, the old Mezger-derived flatsix is but a distant memory. This aluminium-block 3745cc dry-sumped unit, which Porsche rather optimistically refers to as a 3.8, instead shares a bloodline with the more prosaic MA2 3.0-litre turbocharged engine plumbed into the posteriors of the Carrera and Carrera S models.

That additional swept capacity is accounted for by an increase in bore size from 91mm to 102mm and Porsche has also worked hard at air management, improving the flow of cooler, denser air to the two variable geometry turbochargers.

ABOVE The entrance is now open 24h a day. Two kilometres southwest of the gate is Big Drift, a vast dune complex best enjoyed at dawn or dusk OPPOSITE With 750Nm at its elbow, the 911 Turbo shrugs off inclines as if they don’t exist

Unlike the typical individual side-mounted intercoolers that used to be found behind the door ducts of previous water-cooled Turbos, the 992 has repositioned the intercooler system to the top of the engine compartment with fresh ambient air now breathed through ducts sitting beneath the rear decklid.

Larger charge air-coolers now reside at the back of the engine, with the air filters sitting tucked into the guards.

Where the 991 Turbo got by with a pair of air intakes, the 992 doubles that.

The turbochargers themselves are mounted symmetrically and unlike the twin units of the 991, feature contra-rotating turbine and compressor wheels.

There are also wastegate flaps operated by electric stepper motors that can fully open the wastegates after

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THE EVENING SUN GILDS THE PINK GRANITES, SOFTENING THROUGH THE SOUTHERLY SEA SPRAYS LIKE A PERFECT BEAUTY FILTER

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The Strip Get a grip PORSCHE 911 TURBO 0-10km/h

0.26

0-20km/h

0.56

0-30km/h

0.87

0-40km/h

1.18

0-50km/h

1.49

0-60km/h

1.79

0-70km/h

2.13

0-80km/h

2.45

0-90km/h

2.80

0-100km/h

3.15

0-110km/h

3.60

0-120km/h

4.08

0-130km/h

4.59

0-140km/h

5.13

0-150km/h

5.69

0-160km/h

6.40

0-170km/h

7.13

0-180km/h

7.92

0-190km/h

8.72

0-200km/h

9.63

0-210km/h

10.72

0-220km/h

11.99

0-230km/h

13.33

0-400m 10.9sec @ 211.47km/h 80-120km/h 1.7sec (3rd) 100-0km/h 33.75m Winton Raceway, wet. Driver: Scott Newman *Manufacturer’s claim.

Official timing Partner www.vboxaustralia.com.au

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I SUSPECT THAT ‘BECAUSE I CAN’ IS A JUSTIFICATION THAT FREQUENTLY POPS UP IN THE 911 TURBO BUYING DECISION a cold start, lighting off the catalytic converters in the process. Clever stuff.

It’s hard to fault many aspects of this car’s go, stop and steer. Even before you’ve gone for the bigger carbon ceramic brake option, the Turbo is ludicrously overspecified in the stoppers department. At 380mm, its rear discs are as big as the front discs on the significantly heavier BMW M3 Competition. The only reason you’d choose the ceramics is because it’d save you cleaning brake dust off your wheels. Or, perhaps, simply because you can. I suspect that’s a justification that comes up frequently in the 911 Turbo buying decision and there’s nothing wrong with that.

Nothing wrong with the control weights in this 911 either. The pedal efforts and the gearing of the rack seem perfectly in tune, aided by a near-perfect driving position, pedal spacing and wheel ergonomics. It’s not all gravy though. There are a number of ergonomic glitches that afflict the 992. The classic five-dial dash is a classy hat-tip to Porsche’s heritage, but the outer two dials are both obscured by the steering wheel.

Then there are the door handles. The inner door releases can easily and painfully pinch the pad of your index finger if they’re not used in exactly the right way. I then managed to fracture a finger while enthusiastically buffing down the exterior of the car when one of the flush exterior door handles popped out just as I was running a microfibre over it, snagging a pinkie.

I nurse the rapidly swelling digit in the confines of the 911’s cabin while Brook begins the process of attaching a camera rig to its rear three-quarter, safe in the knowledge that this will require at least 15 minutes of head scratching, suction cupping, sighing and chin stroking. It’s a lovely place to be. The perceived materials quality has improved leaps and bounds over the prior 991 model, and this particular car is nicely finished with

optional 18-way adaptive sports seats and an interior package in a very tasteful matte carbon. There are a few more squeaks and rattles than I’d expect in a car like this though, and you can move them around the cabin from right to left door card and then to somewhere behind the rear seats merely by adjusting the frequency of inputs with the throttle pedal.

The stubby metal shifter that you double-tap into gear now marshals an eight rather than seven-speed PDK transmission. All gears have new ratios: the first gear is now shorter and eighth gear longer than the previous seventh gear. The ’box also features a reinforced clutch with two additional pairs of discs for the purpose of transferring higher torque. In total that’s six pairs of discs with twelve friction surfaces and while I’d struggle to explain to you in detail how it works, it’s clear that it does work. Beautifully.

The first few kilometres into the Prom arrow down in a tunnel of tea trees, banksias and sheoaks, with the occasional sand dune rising to your right. You pass the old RAAF Yanakie airfield, where 67 Squadron flew Avro Ansons during the war on maritime patrol duties, searching for Japanese submarines. No subs were ever accounted for, although it’s said that some noncombatant humpback whales were bombed in error.

From there the road becomes more serpentine before dropping down to Darby River, the old entrance to the national park. Rising before you is the great granite wall of Darby Saddle, and as you ascend, it seems that the world is carpeted in trees, marching for kilometres in a huge green bowl all the way to Corner Inlet.

The roads have been patchily repaired after recent

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➜ FAR LEFT Acceleration figures dulled on the day by cold and damp strip BELOW Power output of the current Turbo is identical to that of the last Turbo S

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➜ MAUN Twin peaks of Mount Latrobe (754m) the highest point of the National Park. On a cool, clear day it’s claimed you can make out the coast of Tasmania, some 230km distant

ABOVE Porsche Dynamic Chassis Control (PDCC) Sport is a $6750 option fitted to this car. It adds hydraulic active antiroll stabilisation to bolster body control

➜

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rainstorms here, and the 911 bucks and skips tetchily on the lumpy blacktop. In its most comfortable drive mode, it’s relatively supple and if you’d been a little concerned about Porsche’s claim that this generation had become a fiercer thing, rest easy. There’s still enough compliance to make it a viable daily driver. Even in Sport or Sport Plus, it never becomes particularly brittle in its primary response. You feel you’re sparring with it but it’s not hitting to hurt you.

Darby Saddle is high enough for the moisture-laden Southerlies to succumb to the effects of orographic lifting, the air masses reaching dew point as they ascend the south face, forming cloud and dumping their contents, making the south side of the range far more fecund than that of the northern rain-shadow. After the astonishing views of the Anser Islands that punctuate the ocean view from the saddle, the road starts to curl inwards on itself, the vegetation overhanging the bitumen and, in places, holding dampness long after the rest of the road has dried. Microphones in the Turbo’s wheelarches detect the hissing frequency of water on the road and tamp back the excesses of torque delivery automatically, this technique pre-empting rather than reacting to – as in the case of wheel slip – any traction loss.

Push the Turbo a little and it replicates the handling

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characteristics we observed with its Turbo S sibling at the last Performance Car of the Year event, sniffing out traction but deploying that power with a slight diagonal porpoising effect. It feels dramatic from the inside and a little unruly, but never concerning. It’s all but invisible from the exterior. We put the car into Sport Plus for to wick up the aero for the photographs but then mute the sports exhaust as otherwise we’d probably wake the locals of Launceston. The Turbo is loud when driven hard, a mixture of exhaust and a discordant thrashing, pulverising maceration of air.

The road snakes rhythmically downhill, affording glimpses of Norman and Great Glennie Islands out in the blue, fragmentary remnants of the weathered and battered Bunurong Range. A koala ambles into the road, pauses to consider the Carmine Red projectile now standing on its nose, before turning its back and continuing its bow-legged pad in search of a superior gum tree. The 911 flashes past Squeaky Beach, scientifically proven to have whiter quartz sand than the Hyams Beach, NSW, the beach to which Guinness awarded a world record. One more beach and the road straightens for a kilometre or so, gently descending before seeming to terminate at the base of the 558m-tall mass of our final destination, Mount Oberon.

EVEN IN SPORT OR SPORT PLUS, THE 911 TURBO NEVER BECOMES PARTICULARLY BRITTLE IN ITS PRIMARY RESPONSE. YOU’RE SPARRING WITH IT, BUT IT’S NOT HITTING TO HURT YOU The Turbo lopes along dismissively, folding its active aero addenda away for safe keeping. We’ve come a long way since the Porsche 959 first introduced a rudimentary active aero system some 35 years ago, lowering itself at high speed. The 992 Turbo features three key active elements. Up front are active aero flaps, which feed air to the radiators and then close at 70km/h, before reopening to balance aerodynamic demand above 130km/h. Switch into Sport, Sport+ or Wet mode, or dial out the traction control and the flaps will fully open.

There’s also a pneumatically retractable chin spoiler which, when coupled with an active rear wing, that now adjusts for both height and angle, while also including an air brake function, boosts maximum downforce by 15 percent to 170kg at 250km/h. The rear wing is a genuine piece of work, some 8 per cent bigger than the 991’s unit d

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THE TURBO WAS THE FASTEST AND WILDEST 911 YOU COULD BUY. NOW ITS PERSONA IS MORE OPAQUE

➜

but 400g lighter. Its chord sits at its most innocuous angle of attack in eco mode, while the Performance II position again reduces its presentation to the airflow above 260km/h, reducing load on the rear tyres and preventing the need to increase the tyre pressures. Choose wet mode on the manettino dial and the wing fully extends but offers no additional angle, reducing aerodynamic flow separation behind the car without affecting the longitudinal centre of mass.

Tangential mulling of boundary layers and Reynolds numbers is interrupted as the 911’s suspension thuds recalcitrantly and the massive P-Zero tyres chunter and drum constantly. This constant road noise, along with the Turbo’s relatively modest 67-litre fuel tank, ultimately limit its grand touring credentials. I check the range to empty on the car and realise that it might require a very gentle run back in order to make the BP at Foster.

A road crew is working at the turning that marks our ascent of Oberon. They eyeball the car as it accelerates gently up the incline and out of view. From here, the road narrows again, and throws a series of challenging corners hemmed in by guard rail and rock walls. Crack open the windows, loosen off the shackles of the optional $6470 sports exhaust and punch the car out of the crazily contoured corners here and it’s almost shockingly savage.

You feel as if the car is challenging your internal clock speed, trying to throw inputs at your processor faster than it can manage them. It’s a breathtakingly accomplished car and one that delivers very specific challenges to the keen driver but trying to contextualise the 911 Turbo sometimes raises more questions than answers. This 992 model is the weight of four blokes heavier than the 996 Turbo, the first of the comparatively similar, all-wheel drive, water-cooled models. It occupies a greater road footprint than a Range Rover Classic. Is this progress?

Most worryingly, it seems that the functional space for it is narrowing, squeezed on one side by the 353kW Carrera GTS and by the 992 GT3 Touring on the other.

Prior to the meteoric ascendancy of Andreas Preuninger’s GT department, the Turbo’s raison d’etre was easy to identify. It was the fastest and wildest 911 you could buy. Now its positioning, and indeed its personality, is a little more opaque. That didn’t stop the 991 Turbo from winning our PCOTY award twice (in Turbo and Turbo S guises) so perhaps my personal viewpoint doesn’t always tally with those of our historic judging panel, but in this year’s competition where the 992 Turbo S finished second overall, only three cars out of the 10 gathered

BELOW Puddle lamps are located on the underside of the doors. Given that they’re such an affordable fitment, we wonder if they’re merely disabled as standard

scored lower for X-factor. Go figure.

Insidious power inflation also means that it’s tough to exploit a 911 Turbo on road. On this road, especially so.

We’re limited to punching it out of tighter corners for a second or two. If I’m honest, you’d have more fun in a Fiesta ST, but there’s satisfaction to be gleaned from the implacable engineering integrity here. You might not need your analogue watch to be waterproof to 200m, but there’s a reassurance to the fact that it is, and can shrug off whatever you throw at it.

The 911 Turbo feels as mechanically bombproof as one could reasonably expect of a car with this level of performance and that’s key to its appeal. You may have grown out of a junior McLaren, Ferrari or Lamborghini or else their attention-deficit ownership regimens could prove too fatiguing. The 911 Turbo offers all of their facewarping pace and capability with none of the gratuitous drama. As the sun sets over Picnic Beach and there’s the prospect of a very long drive home, I can grudgingly endorse the appeal of a car that may not break your heart but will do a solid number on a pinky finger.

The T he S Specs pecs The pe The Th p penultimate enu nult ltiim lt imatte dr d driv driving riv vin ing machine? mach ma hin i e? ?

PORSCHE 911 TURBO BODY DRIVE ENGINE BORE X STROKE COMPRESSION POWER TORQUE POWER/WEIGHT TRANSMISSION WEIGHT SUSPENSION L/W/H WHEELBASE TRACKS STEERING BRAKES WHEELS TYRES PRICE PROS

2-door, 2+2-seat coupe all-wheel 3745cc flat-six, DOHC, 24v, twin-turbo 102.0 x 76.4mm 8.7:1 427kW @ 6750rpm 750Nm @ 2500-4000rpm 260kW/tonne 8-speed dual-clutch 1640kg struts, coil springs, adaptive dampers, anti-roll bar (f); multilinks, coil springs, adaptive dampers, anti-roll bar (r) 4535/1900/1303mm 2450mm 1583/1600mm (f/r) electrically assisted rack-and-pinion 408mm ventilated discs, 6-piston calipers (f); 380mm ventilated discs, four-piston calipers (r) 20.0 x 9.0-inch (f); 21.0 x 11.5-inch (r) 255/35 ZR20 (f); 315/30 ZR21 (r) Pirelli P Zero $405,000 Blistering cross country pace; relative civility; improved interior quality; it does almost everything

CONS Is it somewhat aloof?; engine note good but not GT3 great; aggro door handles; a Carrera is a great car

STAR RATING 11112

M TECH FEATURE. TORQUE VECTORING

S LI D E ALL-WHEEL DRIVE HOT HATCHES CAN POWER OVERSTEER LIKE SPORTS

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B Y M AT T S A U N D E R S

AWAY CARS. WE HEAD TO A SKIDPAN TO INVESTIGATE HOW IT ALL WORKS

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IT ENDS UP IN A PARADOXICAL REALM WHERE hot hatches (plus one very special Japanese guest) at Thruxton Circuit’s skidpan. We want to explore how the tail-happy drivelines work and see whether the effects are as convincing as the fevered marketing bumf makes out. Time on both dry roads and slick-wet track ought to clear things up.

As for why hot hatch vendors are pursuing torque vectoring, the more you think about it, the more sense it makes. The super-sedan power wars were fierce, but they were mere skirmishes compared with what has unfolded in the hot hatch playpen. Consider this: in 2002, the 158kW Mk1 Ford Focus RS was deemed borderline unhinged, but the Mercedes-AMG A45 S we have here produces 310kW. That’s more than the Porsche 911 Turbo touted back when the Ford was new.

With kilowatt counts becoming so high as to seem academic and emissions rules making it harder to claw redundant performance from downsized four-pot turbo engines, the industry’s solution has been to move the emphasis away from speed and towards handling. It looks like an intelligent solution, too. Nobody needs a sub-4.0sec sprint time from their hatchback, but some rear-led flair in the handling department? Sign us up.

Torque vectoring in road cars can be traced back 90

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FAMILY HATCHES CAN DO POWER OVERSTEER to the 1990s. It’s the ability to manipulate the flow of torque so that individual wheels experience different levels of drive depending on the situation. So much like any old limited-slip differential? Well, yes, but with far more flexibility. While LSDs can split torque between two wheels, their behaviour is natural: drive is directed towards the wheel with more grip, and then only to a predetermined and limited extent. Active (rather than brake-based) vectoring systems can go to much greater extremes. They act pre-emptively rather than reactively, and they can induce behaviours that aren’t necessarily organic to the car but enhance the dynamic package.

On these new-wave AWD hot hatches, the tech is found at the back of the car. It allows them to proactively sling available rear-axle torque to either side, in some cases with up to 100 per cent delivered to one wheel.

It’s that potential that leads us to the most salient point in all of this: if the outside rear wheel can be supplied with considerably more drive than any other wheel during cornering, you have the foundation for rear-biased handling traits. And that’s truly something of a magic trick for a transverse-engined hot hatch to perform.

As for how, the manufacturers have several techniques

TOP MAIN Current hot hatches aren’t all about grip, with some slip being built into their character ABOVE MIDDLE The new Mk8 Golf R, due to land Down Under in the coming months, has a Drift mode... Don’t tell Tracy Grimshaw ABOVE Volkswagen and Mercedes-AMG use similar systems to achieve rear-end yaw movements

to play with, most of which are in attendance here.

We have the new Volkswagen Golf R (with Performance Pack), the canard-adorned Mercedes-AMG A45 S, the Toyota GR Yaris Rallye and, although it’s no longer on sale, the Mk3 Ford Focus RS. Because it would be rude not to invite the beefcake Blue Oval hero that kickstarted the trend.

This quartet differs dramatically in price, power and character, but they all share that ability to deliver more torque to the rear axle than the front axle. Or, at least, to fool the synapses in your backside into believing that is what’s happening.

The system in the Golf R works like this. Torque flows through the gearbox and into an open differential on the front axle. From that sprouts an output shaft that runs to the rear axle. Previously on the Golf R, that shaft fed into a clutch pack that, once engaged, allowed 50 per cent of total engine torque to drive the rear axle through another open differential, with the torque split equally between the wheels. The Mk7’s ‘Gen 5’ Haldex clutch pack worked rapidly, too, being electronically governed and preloaded with hydraulic pressure.

However, in the Mk8, there’s no clutch pack before the back axle. The propshaft that unifies each end of the car d

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A SHORT HISTORY OF TORQUE VECTORING – 1966 TO TODAY TORQUE VECTORING IS one of those technologies that sidled into the motoring vocabulary almost unnoticed and now, well, any car with an ounce or two of grunt is likely to have it in some form or another. It’s arrived partly through design and partly by accident, and there are a number of ways of achieving the same result, some more complicated than others.

At the beginning, it was by design. Mitsubishi used a combination of a conventional differential, an additional gearset and clutch packs in the Mk4 Lancer Evolution’s rear axle to push more torque to one wheel or the other. The first BMW X6 used a similar idea but executed in a different

way with two planetary gearsets, two clutch packs and a differential gear. It was the brainchild of GKN, based on a concept by Prodrive and executed by ZF. The common thread with these is a conventional differential in the mix to allow drive to both wheels while allowing the outside wheel to rotate faster than the inside wheel. For torque to be increased to one wheel on the same axle in preference to the other, the extra gearsets are added to ‘overspeed’ the outside wheel in a corner and ease the car into oversteer.

The GKN system uses the clutches to divert torque via one of the planetary gearsets instead of directly to the wheel.

The only other way is to allow the diff to brake one wheel to force torque to the other (vectoring by braking).

So far so good, but then came the CO2 panic.

Manufacturers scrambled to achieve any fractional increase in efficiency, and part-time four-wheel drive was one way of doing that.

Then GKN realised that two clutch packs in the rear axle slipped under electronic control could do the same job, plus it would let the rear wheels be disconnected to cut fuel consumption or vector torque one way simply by slipping just one of the clutches.

The Twinster concept was applied first in the Ford Focus RS, and then a version was

used by Land Rover in the Evoque. Labelled Active Driveline, it went a step further with a simple clutch at the front to disconnect the entire rear driveline behind the engine and save another increment of fuel.

So much for vectoring across the axle, but what about front-rear torque split? A 50:50 split is achieved by adding a clutch in the centre and slipping it a little. Increasing it to the rear is done by overspeeding the rear axle in relation to the front, with a fractionally higher gear ratio.

If the gearing is set to achieve, say, 30 per cent front and 70 per cent rear by default, 60:40 can also be achieved just by letting the centre clutch slip a little.

THIS TECH IS A POTENT TOOL TO UP BOTH PACE instead takes drive into the rear axle via a pair of simple bevel gears; and it’s the electromechanical clutch packs that sit either side of those bevel gears that control and manipulate the amount of torque that ends up at each wheel. If the left-hand pack is completely open and the right-pack fully engaged, as is sometimes the case in Drift mode, all available torque (again, only up to half of what the engine is making) will surge to the right-hand wheel – and vice versa.

However, any ratio is possible, because that’s what clutch-based vectoring permits. It’s up to the development engineers to devise how the torque splitter should behave, depending not only on driving mode but, within that broad parameter, also the throttle position, steering angle, cornering g-forces, what the electronic stability program (ESP) is saying... and on it goes.

“Drift mode is an over-the-top application,” says Jonas Thielebein, the engineer who oversaw the Mk8 Golf R project, “because normally you don’t want your car to slip.” He says the sweet spot is generally to have a less extreme calibration, where the car rotates just a touch, to the extent that the driver can feel it but onlookers can’t actually see it. “That’s the way to drive fast, and that’s what we try to do,” he says, before explaining that if you do ever explore the car’s Drift mode, one of the rear clutch packs really does remain “nearly permanently open”.

Volkswagen developed this system with Magna – the engineering jack of all trades that contract-builds the Merc G-Class, Jaguar I-Pace and Toyota Supra. Magna is also behind the A45’s hardware, which is in broad terms identical to that of the Golf R, albeit with more clutch plates, to cope with the hand-built engine’s huge output.

According to Lars Henzler, a long-standing AMG man who worked on the SLS, the system ate up two years of 92

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application work, with the goal being intuitive response and stability, given the performance potential.

“We want a very neutral car,” he says, explaining that Mercedes-AMG doesn’t exaggerate too greatly the level of the torque discharged into the outside wheel. ‘‘Even in Drift mode, it makes no sense to move all the torque to the outer wheel, because the car becomes too aggressive to drive.”

He’s alluding to the other side of the vectoring equation: while you can bias the outside rear wheel for oversteer, during cornering you can also accelerate the inside rear wheel for precise yaw damping without having to rely on the ESP. Far from it being a gimmick, Henzler believes that this technology is a potent tool for refining a transverse-engined hatch’s handling balance and upping both pace and driver confidence.

The pioneering Focus RS, which landed three years before the A45 and five before the Golf R, works in much the same way. GKN’s Twinster module siphons torque using clutch packs either side of the rear bevel gears, with one key difference: the rear axle is geared to ‘overspeed’ compared with the front, by roughly 2 per cent. It can therefore deliver not 50 per cent but up to 70 per cent of the available drive to the back axle, all of which can then be channelled to the outside wheel. Yes, it’s a brilliantly ambitious set-up.

Finally, the GR Yaris. Frankly, it has more in common with 1990s Group A rally cars than any of the others, and it doesn’t in strict terms have the ability to vector torque.

In Rallye form, instead of open diffs at each end, the little Toyota uses traditional, ‘passive’ torque-sensing diffs, which bias torque to the wheel with most grip, once the other loses traction. However, as with the Ford, the rear axle is geared to overspeed relative to the front, meaning that when the Haldex-style clutch pack that sits along the propshaft is fully engaged and the axles

TOP RIGHT The ‘hyper hatch’ Mercedes-AMG A45 S hunts down the plucky GR Yaris Rallye – the Merc is more eager to hang its tail out MAIN RIGHT GR Yaris Rallye is the most like a rally homolgation special and in the right mode can split drive 30:70 front to rear

AND DRIVER CONFIDENCE

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WHAT’S CLEAR IS THAT, DESPITE SIMILAR HARDWARE, THERE ARE REAL DIFFERENCES are locked tightly together, you have a 30:70 front-torear torque bias.

The result is an oversteer handling balance, and one that should in theory feel entirely natural.

And so to the big question: are these systems worth the trouble? It’s a subtly different question to: ‘Do they actually work?’ To that, the answer is they absolutely do.

On the skidpan, which is so slippery that it essentially rules out weight transfer in the process of initiating oversteer and thus isolates the driveline, the A45 and Golf R understeer momentarily then flick their snubby tails out as the outside rear wheel is overloaded. You’re required to turn back into the slide often to feed the slip angle (as you would in an old Mitsubishi Lancer Evolution or Subaru Impreza WRX) and yaw moments are just that: moments.

You can’t develop or shape slides, like a BMW M2, although nobody would expect that. Yet there it is: genuine power oversteer. The Focus RS is the same, albeit a little snatchier when it lets go, and interesting to note is that the GR Yaris Rallye is by far the most resistant to provocation. Its more mechanically organic set-up craves grip and neutrality, and the lack of programmable clutch packs means engineers can’t simply command it to showboat on a whim. At heart, it’s a hard-nosed homologation operator.

Of course, what happens on the road matters more.

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TOP LEFT The Mk3 Ford Focus RS caused a stir at launch, with programs like A Current Affair proclaiming its Drift mode was unsafe TOP RIGHT “You just tip it in and the back comes out on the wet skidpan”.

Then you chortle and grin like a kid ABOVE It’s important to remember that these modes aren’t designed for the road and are for track/skidpan only

but all the more satisfying. It’s what Thielebein was getting at: that it’s more important for these systems to enhance and enliven the car’s handling balance within the limit of grip, and in an everyday setting, than perform silly tricks on track.

Duly, the Volkswagen Golf R will at times tighten its line under throttle, as if it possesses some demonically tight LSD in the back axle, only without the spikiness at all other times. It’s artificial, but a good imitation and pretty enjoyable. Meanwhile, the Mercedes-AMG A45 S prizes composure, mainly because it needs to, and its engineers have clearly tuned the rear axle to help deliver unflappable neutrality.

Naturally, the Focus RS has the wildest temperament.

It seems to positively invite instability, possibly because the hydraulic vectoring set-up is slower to react but then does with more vigour, and the tuning is less deft. Back in 2015, this car really was on the frontier.

What’s clear is that, despite the similar hardware, there are real differences in application. That’s the most intriguing bit about these clever axles. Their tunability lets the personalities of their engineers come through more. After all, every car is to some extent a reflection of those who built it. So yes, vectoring makes AWD hot hatches more agile and capable than ever, but it makes them more expressive and interesting, too. In a class predicated on practicality, you really do have to welcome that.

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M FEATURE. STINGER V SONATA

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GOT $50K TO SPEND ON A PUNCHY SEDAN? THESE TWO KOREAN

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BELOW There’s gold in them thar hills. It’s called the C426 and it’ll expose almost any car

Y VERY FIRST job in motoring journalism was almost my last. Back in 1998, the title I worked for took a bunch of the newest and freshest performance cars and set up an informal race from sea to sea across the UK. The star of the show was the Nissan Skyline R33 GT-R, marking the very first time a GT-R had been officially imported to those shores. Cars were allotted to drivers by drawing straws. The short straw, in effect the joke car, was a Hyundai Pony. The GT-R was billed as ‘the car that almost drives itself’ due to it being packed with so much processing power which, by today’s standards is probably on a par with my garage door opener. I managed to prove otherwise by driving it into an Armco barrier, but that’s another story for another day.

If you’d have told me then that one day I’d be driving a Hyundai sedan with more power than the jaw-dropping Godzilla, I’d probably have laughed in your face, but here it is, in the form of the latest Sonata N Line.

I also laughed when asked if we should include the Sonata N Line in our Hot Source section. Hell no, what do we want that in there for? The more I considered it, the more I wondered whether perhaps the joke was on me.

Here was a car that was affordably priced, stacked to the gills with gear but which would conceivably dip into the fives to 100km/h on a decent strip. Yes, its 213kW drove through the front wheels, but that same 213kW is some 7kW more than the old Japanese ‘gentleman’s agreement’ power limit. So this Sonata is packing more grunt than hero cars from our youth such as the Honda NSX, Toyota Supra, Subaru Impreza 22B and, yes, the Nissan Skyline GT-R. Letters about the GT-R’s real power output to the usual address, please.

So, yes, I reckon it does deserve a place in Hot Source.

Finding a rival to put up against the $50,990 Sonata is

fairly straightforward, too. None of the German brands deliver much in the way of interest, or indeed kilowatts at this price point... 110kW worth of Audi A4 35 TFSI anyone?

Thought not. Instead, we turn to the 182kW, $50,050 Kia Stinger 200S which, while not getting particularly close to the Sonata’s punchy power-to-weight ratio, offers up an intriguing Korean front- versus rear-drive face-off.

The Sonata is a big car. It takes up more space on the road than a BMW 750i V12 from the Nineties, yet weighs a mere 1636kg. At this point, I usually mention something along the lines that aesthetics are subjective, but in this instance I’m prepared to park that argument. While the overall stance and line of the Sonata are deftly executed, the details are overwhelming. Whether it’s the goofy scatter of fake vents, the bizarre daytime running lights that arc up and round through a chrome-effect detail line or the rear end that is one horizontal element after another all sitting atop a non-functional diffuser, it’s as if Hyundai didn’t know where to stop.

By contrast, the Stinger looks an exercise in restraint and maturity, although it doesn’t sit on its wheels quite as smartly as the Sonata, its slightly porcine flanks and oddly offset overhangs making it look more conservative and, yes, a little older. The plumped up haunches and lengthy dash-to-axle proportions scream rear-drive though, which helps underscore its increasingly rare key dynamic attribute. Photographer Dewar proclaims the Kia an easy car to photograph, unlike the Sonata which affects a weird barbell-faced bottom-feeder look from certain angles. It’s certainly happiest in profile.

The N Line is the only Sonata model that Hyundai offers and there’s so much gear in it, it’s hard to know where to start. It has everything you could reasonably expect at this price point and ladles in extras like the

THE SONATA PACKS MORE GRUNT THAN A HONDA NSX, TOYOTA SUPRA OR SUBARU 22B

ABOVE Keen drivers will be delighted to hear that the Stinger’s gearbox now holds a gear in manual mode, as long as you’ve selected a sportier drive mode. Revised infotainment with CarPlay/Android Auto is a big win, too

BELOW An aluminium pedal set, monogrammed seats, virtual carbon-fibre dial faces, launch control, N badges on the steering wheel - you name it, the Sonata is very keen to keep you reminded of its dynamic aspirations

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TFT digital clocks that switch to rear-view cameras when you indicate, heated rear seats, 12-speaker Bose stereo, 12-way adjustable driver’s seat, power blinds in the rear, Nappa Leather and suede heated and cooled front chairs, head-up display and so on. When you consider this versus the price point of the new Golf GTI, it’s unlikely that you’ll ever feel short-changed here.

Given the standard inclusions, Hyundai could probably be excused for making certain economies beneath the bonnet, but the 2.5-litre direct injection lump certainly fronts up with some compelling numbers. It drives through an eight-speed dual-clutch and makes its peak power at 5800rpm, with 422Nm arriving at 1650rpm and not getting its coat until 4000rpm. It’s undeniably effective. In anything other than bone-dry conditions there’s enough juice being applied to the 245/40 R19 front Continental Premium Contacts to send the front axle into some entirely furious tramp off the line.

The angriest Sport+ drive mode shucks off much of the moderating influence of traction control, which only makes things worse, so Sport is a better mode for road driving, helping to quell torque steer admirably. With launch control enabled, the Sonata is able to hit 100km/h in a very reasonable 6.0 seconds on a non-prepared surface. While you do get a slightly elastic but wonderfully malleable power delivery, the engine note isn’t any great advertisement for internal combustion. There’s an almost diesellike toppy clatter to the two-stage variable-induction G4KP 2.5-litre, which the Sonata shares (in certain markets) with the latest Kia Sorento and Hyundai Santa Fe SUVs. Even an Active Sound Design symposer and noise cancellation can’t rescue it from its acoustic shortcomings.

Not that you have to work the engine too hard to keep pace with the Stinger. We’re talking a power-toweight ratio of 130.2kW/tonne for

LEFT TOP Sonata feels remarkably agile for a car that’s Mercedes E-Classsized LEFT Vortex generators evoke the spirit of the Lancer Evo 8 FQ-400. Fortunately not its turbo lag though BELOW Is there something a bit Passat CC about the rear of that glasshouse?

the Sonata versus 103.6kW/tonne for the Kia, or more than 21 per cent greater in the Sonata’s favour. The difference off the mark is less than that, thanks to the Kia’s traction advantage, with the 200S recording a 0-100km/h time of 7.1 seconds.

We headed onto the closed road between Noojee and Mt Baw Baw for our drive assessment, road crews working to re-open this section following the recent storms. Only on the very tightest corners does the Sonata struggle to put down its power, with most bends seeing its crisper dual-clutch and superior PWR take lengths out of the Kia in the sprint to the next braking zone. It’s markedly faster and feels livelier too, with its column-mounted electric steering offering keen turn-in and decent accuracy.

It never feels particularly organic in its response but you soon learn to key into it. The transmission is slick and rapid, with the N Power Shift function keeping the throttle open wider and longer during upshifts for a little extra drama when engaging the next gear.

The brake pedal is reassuring in its calibration, working on 345mm front discs, but a spirited drive on a twisty section saw the pedal soften a little after a couple of kilometres out and back. We discover one particularly challenging corner with surface ripples in the braking zone and then a noticeable bump when powering out.

The Sonata’s slightly terse suspension tune never has the suppleness to deal with the highfrequency ripples on the way in, leading to understeer which is easily managed, but the big hit on the way out creates no particular dramas.

Jump into the Stinger and it’s a very different story. Its softer front damping manages to steamroller the ripples flat, but as soon as you begin to progress the throttle on the exit of the right-hander, the car is tipped into incipient oversteer by the bump and the stability control takes a hard bite at the nearside front brake disc. So fierce

THE ENGINE NOTE ISN’T ANY GREAT ADVERT FOR INTERNAL COMBUSTION

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TOP RIGHT With somewhat cryptic badging, it takes a keen-eyed spotter to know that this one isn’t packing a hot V6 RIGHT Not a lot needed changing with the dial pack and steering wheel design. It was great already BELOW Ungainly DRLs of the Sonata are hard to shake from the Stinger’s rear-view

is this application to counter the yaw response that after a couple of runs through the corner, the Stinger’s pads smell extremely toasty. Dial the systems out and you’ll need quick and accurate hands.

There’s something reassuring about the Kia’s benign roll response and the way that you can shift it masses about predictably. There’s no LSD or variuable-rate steering as in ritzier Stingers but throttle calibration is a little more measured than the Sonata. The Stinger’s eight-speed torque-converter automatic, while not so responsive to manual downchange requests as the Hyundai’s dualclutcher, slurs through gears more cleanly, shocking the drivetrain less. The Stinger rides on a more focused tyre than the Hyundai, but puts less rubber to the road, the 225/45 R 18 Continental SportContact 5s offering up a contact patch that’s 12.3 per cent smaller. This coupled with the Stinger’s additional 120kg of heft means that it’s easy to exceed the Kia’s limits of front-end grip if you’re trying to keep pace with a well-driven Sonata.

For the most part, the Stinger feels a more amenable thing to pedal at anything up to eight-tenths, which makes it a great car for ‘normal’ sporty road driving. This raises a question and it’s one that’s absolutely key to this comparison. Remember that we’re comparing a front-

THE KIA’S A SIMPLER CAR INSIDE THAN THE HYUNDAI AND THAT’S NO BAD THING

and a rear-drive car here. Is the Stinger a good enough rear-drive car to accept its other shortcomings versus the Sonata? Having run a Stinger V6 long termer, my view of the platform gibes with that of Scotty Newman, who’s waving goodbye to his Stinger V6 in the Garage section of this issue. It’s a good chassis, but not a great one. If you really want to exploit the benefits of rear-drive, it probably wouldn’t be either of ours’ first port of call.

In this company it’s also starting to feel a little dated, despite a 2021 refresh, which sees the Stinger receive updates to its suite of safety systems, a larger but occasionally fritzy infotainment system with Apple CarPlay and Android Auto connectivity, full width rear lights, crisper-looking front lamps, restyled wheel designs and some higher quality interior touch points. It’s undoubtedly a simpler car inside than the Sonata and, for some, that’s no bad thing. Live with a Stinger and you’ll come to the conclusion that the rear-drive chassis isn’t the big draw. Its sheer ease of use is what makes the Kia such an endearing proposition.

Like every Stinger before it, this 200S is plagued by a near-constant hatch rattle when encountering imperfections in the road surface, fixed by fitting a revised rubber bump stop inside the boot. You’ll also want to switch off the overly intrusive lane-departure warning, which entails a trawl through the touchscreen on every journey. That also gets rather old quickly. For the most part, the interior ergonomics of the Stinger still stand up very well, even if it is missing gear like a wireless phone charger, seat heaters or a head-up display.

Thankfully Kia has fixed what was one of the Stinger’s most frustrating dynamic oversights, namely that when you flick the ’box into manual mode while in Sport or Sport+, it’ll hold that gear until instructed otherwise.

Previously, the Stinger would allow a few seconds in manual before snicking back into drive, which was

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The Specs p Front runner or rear gunner?

HYUNDAI SONATA N LINE BODY 4-door, 5-seat sedan DRIVE front-wheel ENGINE 2497cc inline-4cyl, DOHC, 16v, BORE X STROKE COMPRESSION POWER TORQUE POWER/WEIGHT TRANSMISSION WEIGHT SUSPENSION L/W/H WHEELBASE TRACKS STEERING

KIA STINGER 200S 5-door, 5-seat liftback rear-wheel

turbo

1998cc inline-4cyl, DOHC, 16v, turbo

88.5 x 101.5mm

86.0 x 86.0mm

10.5:1

10.0:1

213kW @ 5800rpm

182kW @ 6200rpm

422Nm @ 1650-4000rpm

353Nm @ 1400-4000rpm

130.2kW/tonne

103.6kW/tonne

8-speed dual-clutch

8-speed automatic

1636kg

1756kg

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

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

4900/1860/1445mm

4830/1870/1400mm

2840mm

2905mm

1610/1617mm (f/r)

1596/1647mm (f/r)

electrically assisted rack-andpinion

electrically assisted rack-andpinion

BRAKES 345mm ventilated discs, 4-piston

320mm ventilated discs, 4-piston calipers (f); 314mm solid discs, twopiston calipers (r)

WHEELS 198 x 8.0-inch (f/r) TYRES 245/40 R19 98Y (f/r) Continental

18 x 8.0-inch (f/r)

calipers (f); 325mm solid discs, 2-piston calipers (r)

PremiumContact 6

PRICE $50,990 PROS Strong engine; body control; keen

VFM; quick transmission; lightness

225/45 R18 95Y (f/r) Continental SportContact 5 $50,050 Ride comfort; sweetly willing lump; practicality; improved ‘box

CONS Overbaked styling; ride firm; poor

Not that quick; handling scratchy engine acoustics; power understeer at limit; sheep in wolf’s clothing?

STAR RATING 11123

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hopeless as it would often click out of, say, pre-selected third gear at corner entry and straight up into seventh, leaving you with no meaningful throttle authority at apex.

It’ll still do that in Comfort mode which is no great issue, but is thankfully a bit cleverer in the angrier settings.

The Sonata’s slightly dorky button-initiated transmission is part of a sea of piano black that soon looks a little matte sebaceous after use, and the virtual clocks, which switch from a bright metal look to carbonfibre effect in sportier modes, always raised a chuckle.

You’ll find yourself switching into Sport at night whether you need it or not, merely to dim the gauche glare of the standard dials. Strangely, the more modern infotainment system in the Sonata was far flakier in recognising and retaining smartphone mirroring than the Kia’s, but the inbuilt navigation system is a couple of steps more sophisticated than Kia’s serviceable effort. The ‘Sounds of Nature’ ambient sound package common to both cars is a bit of a head scratcher, the ‘calming’ foosteps in the snow sounding more like a stalker outside your ski chalet.

The Sonata also features rear-vision cameras that temporarily replace the speedo and tacho with a view down the flank of the car when, respectively, the left or right indicators are operated. The irony is that your peepers will probably only alight on these displays if you’re not using your mirrors properly.

This highlights the issue with the Sonata N Line. There’s precious little subtlety to it. Curiously for a company which is on such a high as Hyundai, this manifests as underconfidence; that the only way for this car to be

taken seriously would be to inject it with an excess of almost everything, when dialling things back a few degrees would have resulted in a better end product.

The fake vents, the carbon-fibre virtual dials, the nibbly suspension tune, the vortex generators on the rear light clusters: it’s all just a bit much. It’s hard to complain about the sheer amount of content that Hyundai is packaging into the Sonata N Line for $50K, but there are times when a cogent argument can be made for something that feels simpler, friendlier and purer.

That car could well be the Kia Stinger 200S. Where the Sonata is over-wrought, the Stinger is confidently understated. As a performance car, it’ll be left for dead by the sheer muscle of the Hyundai, but there’s a complementary feel to many of its controls that makes driving the Stinger at briskish road speeds surprisingly satisfying. Up the ante and it gets a little ragged. The same can be said for the Sonata but its limits are higher and therefore less likely to be breached on the public highway.

So which to choose? There are solid arguments for both. If you’ve grown out of hot hatches and need a family car that can still raise a smile, there’s much to be said for the Sonata N Line. Yes, some of its execution is a bit on the nose, but it’s a fundamentally capable thing that’s decent value. If it weren’t for the excesses of its styling, it’d make a great Q-car, as there’s something satisfying about leaving respectable performance cars for dead in a Hyundai Sonata. It’s lavishly equipped and nicely finished but does it deserve a nod of respect in the company of today’s performance sedans? By the numbers, most certainly.

THERE’S THE KERNEL OF AN EXCELLENT CAR IN THE SONATA N LINE Look deeper and the warp and weft of its argument start to fray. It’s a car that unravels the more you ask of it, yet the flinty brittleness of its ride remains even when you’ve mentally dialled back. The Stinger, on the other hand, can always lean on its benign basic fluidity, helped in this instance by a little more tyre sidewall and some more conciliatory damping.

There’s the kernel of an excellent car in the Sonata N Line but the execution is, at present, a w unresolved. The Stinger is the opposite, a car that makes a decent fist of fairly uninspiring ingredients and these two contrive to meet somewhere in the middle. Right now I’d take the Stinger. It feels more comfortable in its own skin and more rewarding to flow along a challenging road due to a certain measured assurance in the feedback loops of controls and responses. Such is the inherent promise of the Hyundai that its day will surely come. Today, however, is not that day.

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BELOW Enright explains to Affat why he wants the keys to the Stinger via the medium of interpretive dance

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M BACK SECTION. SWEET DREAM TOYOTA GR C-HR

Sweet Dream CARS THAT DON’T EXIST, BUT SHOULD

BY CAMERON KIRBY I L L U S T R AT I O N T H E O P H I L U S C H I N

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TOYOTA’S GAZOO RACING division is on a roll, but it has a slight problem with mainstream cut-through beyond hardcore enthusiasts. Most people would understand what an AMG or M badge means – but GR? The reborn Supra and GR Yaris have done wonders for reaffirming Toyota’s performance credentials.

However, both are preaching to the converted.

When it comes to getting the Gazoo Racing brand – and its values – into the mainstream Toyota will need a product that speaks to everyone.

MOTOR is here with a solution – the Toyota GR C-HR Toyota already builds a GR Sport version of its stylish small SUV, and while it looks the part, its 1.8-litre petrolelectric front-drive CVT powertrain doesn’t exactly extol the good work being done by the Gazoo team.

The performance SUV would take the same ingredients that make the GR Yaris so attractive and put them in a more palatable mainstream body.

Carving a niche of its own, the GR C-HR wouldn’t need to break records with its performance, but a mid-5 second sprint to 100km/h, improved brakes, sticky rubber, and a slick-shifting drivetrain would be worthy of the full-fat Gazoo Racing badge.

To avoid repeating the disappointment we experience with the non-Performance Pack Yaris the GR C-HR would be fitted with the full gamut of differentials and more aggressive rubber as standard.

Performance enthusiasts would be pleased as well, with the small SUV body being a compelling argument to help sway a significant other that was unconvinced by the Yaris’ compromised three-door layout.

Read on to discover the finer details of how we’d make it all work.

Want to play fantasy product planner with us? Send your best ideas to MOTOR@aremedia.com.au

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TOYOTA GR C-HR

Is putting the ‘Sport’ into Toyota’s SUV that much of a pipe dream?

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M BACK SECTION. SWEET DREAM

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THE PERFORMANCE SUV WOULD TAKE THE SAME INGREDIENTS THAT MAKE THE GR YARIS SO GOOD AND PUT THEM IN A MORE MAINSTREAM BODY 110

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HOW WE’D

Build it

01. UP THE ANTE

The Yaris’ three-pot engine is endearing, but with the extra size the C-HR needs more firepower. A punchier tune would unleash 220kW and 400Nm from the 1.6-litre unit – similar figures to what we expect from the potential GR Corolla.

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02. SELF-SHIFT

Aimed at being a more rounded alternative to the GR Yaris, the Gazoo Racing C-HR would need an automatic transmission option, with an eightspeed dual-clutch being the natural fit.

A six-speed manual would also still be available, obviously.

03. LOCKED UP

A pair of Torsen limited-slip differentials fore and aft will do wonders for the GR C-HR’s performance credentials.

Suspension, while sporty in intent, would be softened a touch compared to the GR Yaris to be more family-friendly.

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04. STICKY STUFF

Like its smaller sibling, Michelin Pilot Sport 4 S tyres will be fitted at each corner. An 18-inch rim diameter remains compared to non-GR variants, but with a wider wheel to accommodate 255mm of performance-focused tread.

05. WIDE LOAD

The Toyota C-HR is already bequeathed with slight flares to its arches, but a proper GR would amp things up. While not a completely bespoke bodyshell, new panels on each side add to the SUV’s width, helping accommodate the wider rubber.

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06. AIR OF CONFIDENCE

The extra addenda for the GR isn’t just for show. More aggressive front and rear spoilers will aid high-speed stability, while those intakes to either side of the front grille will be entirely functional, helping cool the larger performance-focused slotted brake discs.

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M BUYING A MODERN CLASSIC WORSHIPPING THE DEPRECIATION GODS

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NISSAN MOTOR COMPANY has had some good times and some not so happy periods. Fans of the brand have seen the enthusiast car portfolio wither of late.

There hasn’t been a hot hatch worthy of the name for years, the promising Infiniti premium launch proved an abject failure here in Australia and both the 370Z and R35 GT-R coupes are in their teens now. Of course, the new Z car promises a shot in the arm, but it’s all still a far cry from the heady days of 1989.

Japanese manufacturers were overflowing with cash thanks to Japan’s booming economy, and Nissan in particular wasn’t shy about throwing ludicrous amounts of development dollars at its product catalogue. Maybe it was all too much. A culture of costs excesses within that bubble economy landed the Yokohama brand in fiscal hot water by the end of the ’90s, forcing a 44.3 per cent buyout from Renault, the cultural repercussions of which the business still seems to be grappling with.

There’s a reason many refer to that time period as Japan’s Golden Era of motoring. Those were the halcyon days, the likes of which we may never see again.

Of course Nissan’s world-beating R32 GT-R famously launched in 1989, but so did this: the Z32 300ZX, further bolstering Nissan’s multi-pronged assault on global sports car markets. Like the R32 GT-R, the Z32 300ZX’s development was heavily aided by Nissan’s technofuturistic Mid4 concept. It was a ‘blank page’ design, in contrast to the preceding Z31 which was based on a modified 280ZX chassis, dating back to 1978.

By that point, the Z-car lineage had taken on a discernibly less dynamic and lazier, American boulevardier role. Now with all-new multilink suspension, rack-and-pinion steering, a viscous differential, anti-lock brakes, and a brand-new 24v DOHC naturally aspirated 3.0-litre V6 capable of 165kW (Aus-spec cars), the 300ZX proved a refreshing return to sporting form.

With a rising tide seemingly facing all forms of JDM metal of the era, the 300ZX hasn’t enjoyed the same stratospheric rise in price enjoyed by many of its fellow Nissan-branded stablemates. Prices have been shoring up, but it remains one of the more intriguing options attainable at halfway sensible prices.

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M BUYING A MODERN CLASSIC NISSAN Z32 300ZX BODY ENGINE POWER TORQUE TRANSMISSION WEIGHT USED RANGE

2-door, 2+2-seat coupe 2960cc DOHC 24v V6 165kW @ 6400rpm 268Nm @ 4800rpm 5-speed manual/4-speed automatic 1496kg $15,000-$60,000

THE TECHNICALLY FASCINATING 300ZX REMAINS ONE OF THE LAST AFFORDABLE ‘JDM’ SPORTS CARS

OTHER OPTIONS YOU MAY CONSIDER 114

1. THE OBVIOUS: NISSAN 200SX/SILVIA Far more popular (and somewhat more costly) than the humble Zed-car, the locally delivered 200SX, or imported Silvia, offers a rawer Japanese coupe experience, and redefined performance for generations of young Aussies throughout the ’90s and early-’00s.

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2. THE UNEXPECTED: PORSCHE 968 The Z32 battled with Japan’s Supra, RX-7 and 3000GT of the time, but also took the fight to more exotic Europeans including the Porsche 944/968. Older 944s are well within reach towards the low-mid range of the Zed market, while top-end values can exceed good 968s.

3. THE ODDBALL: CHEVROLET CORVETTE C4 In the US market, the local C4 Corvette was also a prime target for Nissan’s 300ZX. It’s an older platform and lacks much in the way of exotic engineering, but is rarer on Aussie roads and top-end Zed values will afford you a nearconcours level 5.7-litre ‘Vette.

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03 04

AS HISTORY HAS shown, Australia’s comparatively small ESSENTIAL market frequently saw lessCHECKS desirable specifications sold through local showrooms.

300ZX The Z32 300ZX was a case in point, with only the naturally aspirated V6 offered, in LWB 2+2 configuration. We also missed out on fancy options such as Nissan’s superHICAS four-wheel steering, adaptive dampers and the digital cluster. Australian domestic sales were slow, at less than 100 cars per annum, ending in 1996. Grey market imports subsequently boomed, with JDM-spec 224kW twin-turbo examples arriving in short order.

Australia also received a local 25th anniversary, which gained a bespoke body kit, Steven Millen-designed suspension, and 17-inch AVS alloys. It’s believed that 122 examples were sold to the tune of $92,995 when new.

Today, the market ranges from around $12K for the most well-worn examples, to upwards of $60K for the most pristine/rare-spec cars.

BODY & CHASSIS Fun fact: the Z32 was one of the world’s first production cars designed entirely on CAD, with a slippery drag coefficient of 0.31.

They’re regarded as largely corrosion-resistant; however, age and years of apathetic owners make inspection for rust and damage a priority.

Furthermore, cars that have lived outside in the elements under Australia’s beating sun often display visual degradation that includes perishing window rubbers and discoloured plastic panels.

ONE ‘Driver-focused’ can be a bit of a buzzword, but Nissan meant it with the Z32’s interior TWO Top speed was electronically limited to 250km/h THREE The cramped VG30 won’t be the easiest for DIY mechanics to work on FOUR 71-litre fuel tank is unexpectedly large and, in non-turbo guise, yields a claimed 9.7L/100km

ENGINE & TRANSMISSION The VG30 engine is capable of spinning up hundreds of thousands of fuss-free clicks, with regular maintenance being the important caveat.

Physical service history is a big plus, with factory service intervals calling for timing belt replacements at 60,000kms, and every 100,000kms thereafter. Failure to do so can lead to serious engine damage.

Both five-speed manual and four-speed automatic gearboxes are reliable, however, manual transmission synchros are known to wear under ‘spirited driving’. If you happen to be shopping for an auto example, try to avoid cars built up until early 1991 as they are more susceptible to overheating.

SUSPENSION & BRAKES Cars are at an age where bushings, if not already replaced, should be. Suspension units should be inspected for cracks, leaks and corrosion. It’s likely that many examples have had their OEM suspension binned long ago for lower aftermarket units. OEM parts are always a valuable nice-to-have.

Brake master cylinders in early cars pre-1991 were known to leak as soon as 80,000kms. Later models gained a redesigned unit and are a popular upgrade.

INTERIOR & ELECTRONICS The Z32 gained critical acclaim for its futuristic ‘cockpit’-style cabin. It had the tech to match, too, including power mirrors, power steering, power windows, cruise control and more.

Test all functions to ensure everything works. Nissan interiors of this era were notoriously prone to sun damage, exacerbated by Australia’s climate. Wear to leather trim may be expected with age, however, it should be consistent with purported mileage and use. d

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M BACK SECTION. TECH TALK METHANOL

BY CAMERON KIRBY

Volcanic combustion How tectonic degassing could power future hypercars

NOT CONTENT WITH SIMPLY powering vehicles with small explosions in their combustion chambers, Koenigsegg and Geely are looking to source power for future cars from something with a significantly bigger bang: volcanoes.

That’s not an exaggeration, with both manufacturers looking to source carbon from Icelandic volcanoes to concoct methanol-based alternative fuels. The pair have invested in an Icelandic company called Carbon Recycling International, which runs an innovative program that combines hydrogen and captured carbon to create methanol.

To source the C02 required, Carbon Recycling International built a plant on a semi-active volcano to harness emissions that would traditionally be released into the atmosphere. The end product is dubbed Vulcanol.

But, unlike other synthetic fuels, the end product in this instance (while similarly artificial in its creation) is not refined beyond its alcohol state.

Christian von Koenigsegg told Bloomberg his interest in using volcanoes to create fuel stems from the fact it is “a very interesting way of creating an environmentally benign propulsion energy source.”

Benign is the key word there, with the final product still having some environmental impacts in its creation, particularly if the hydrogen isn’t sustainably harvested.

However, under the right circumstances it could hypothetically become a carbon neutral process. Though the real benefit is capturing the carbon dioxide released from the volcano for transport uses first, instead of simply having it be released into the atmosphere.

The Swedish hypercars manufacturer has been looking to advance its combustion engines for several years, with interest in alcohol fuels being a natural step forward.

“We’re not stuck in traditional combustion technology,” von Koenigsegg added. “The technology we develop there is really next-generation beyond anything else I’ve seen out in the marketplace, and also next-generation electrification, and combining these technologies in an interesting way to make our product stand out and be as competitive as we can with as little environmental footprint as possible.”

Geely’s interest in alcohol combustion, while sheened

with certain environmental concern, is more intricately linked to China’s eagerness for energy independence.

China has large stockpiles of coal, which can be used to create methanol, and is the largest market for methanol as a fuel source.

In fact, China uses more methanol in its fuel mix than anywhere in the world, and using it means the country isn’t as reliant on foreign oil supplies. In Shanghai for example the most common blend of fuel is 15 per cent methanol and 85 per cent gasoline.

Despite the environmental and emission benefits of alcohol combustion being limited compared to alternative sources, Geely remains committed to the fuel source. “We will keep exploring methanol vehicle technologies,” Geely chairman Li Shufu said.

“Of course it might fail in the end, but currently we are still working on it.”

Using methanol in combustion vehicles isn’t a new concept – with several motorsport categories using alcohol as a primary fuel source – but using it in regular road cars is unique. Geely – which owns Volvo among other brands – is already testing methanolpowered taxis in some Chinese cities, and is developing trucks to run on the alcohol-based fuel as well.

Currently the only production car in the world that runs on methanol is the Emgrand M100, a variant of the best-selling sedan in China (where it sells 20,000 units a month). It features a 1.8-litre engine capable of using both methanol and gasoline. Test cars utilise a 50-litre tank for the alcohol-based fuel, and 10-litre for regular unleaded. The vehicle is started using traditional gasoline, before switching to drinking methanol once the engine reaches a certain temperature.

During a 2017 test conducted by Carbon Recycling International and Geely, it was found that using methanol fuel created a 70 per cent reduction in C02 emissions in a virtual well-to-wheel comparison to traditional gasoline – including all associated manufacturing and distribution, along with tailpipe emissions.

While there are challenges facing widespread adoption, the use of methanol as a fuel could soon break from the confines of motorsport into the mainstream – and it could even come courtesy of volcanoes in Iceland.

THE USE OF METHANOL AS A FUEL COULD SOON BREAK FROM THE CONFINES OF MOTORSPORT INTO THE MAINSTREAM

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Four FAST FACTS

1. THE TOUGHEST TEST In 2019 Geely competed in the Dakar Rally using a 100 per cent methanol-powered buggy. The crew finished second in class, and recorded the best result ever for a Chinese team and driver. In a race like Dakar, using methanol provided no performance benefit, with Geely mainly completing the race as a proof of concept.

BELOW While currently prohibited, methanol could soon fuel passenger cars

2. LEGAL TROUBLES Before alcohol is used as a massmarket fuel there will need to be significant legislative changes around the world. Pure methanol is banned as a fuel for road cars in many places around the world – including Australia – making its adoption as much a regulatory challenge as a technical one.

3. IF YOU’RE NOT FIRST… Koenigsegg and Geely aren’t the first manufacturers to dabble in alcohol fuel sources. MercedesBenz first investigated using methanol in the ‘70s with a 450 SL that had a modified ignition and compression as high as 14:1. Test with a W123 found the intense evaporation of methanol acted as a coolant on the intake, with lower combustion chamber temperatures.

Downsides? Twice the amount of fuel was required compared to gasoline.

4. BIG COMBUSTION IN LITTLE JAPAN Nissan revealed the NRV II concept car in 1982, which was rammed with ground-breaking technology for the time like LCD instruments, radar cruise control, and fibre optic controls. It was also powered by a 1.3-litre engine that ran on methanol, producing a humble 90kW. Modern technology could see that concept become a reality almost four decades later.

08.2021

M PRODUCTS

GEAR YOU NEED, NOW

Cool Kit

BY ALEX AFFAT

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The ‘Grande’-nosed 240Z 1 launched as a JDM-only model in 1971, specifically for metrohobbies.com.au Group 4 homologation. Build your own with this sweet kit floyd.one Travel may not be on the cards for any of us 2 anytime soon, but if you’re after a new case in anticipation, check out this sleek ‘70s surf-n-skate inspired unit au.puma.com Automotive brands are increasingly 3 appearing in the lifestyle sector. Puma taps M Division for an entire collection and these shoes are a standout f1essentials.com F1 fans should get a kick out of these neat P Zero keychains.

4 You can even pick your favourite colour of compound, and we’re told they don’t explode like in Baku...

TAMIYA 1/24 NISSAN FAIRLADY 240ZG $75

FLOYD ‘CHECK-IN’ 61-LITRE SUITCASE $767 BMW M X PUMA RS-2K SNEAKERS $180 F1 TYRE KEYCHAIN $16

THINGS WE WANT

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3

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Ed’s pick STRAIGHT TO THE POOL ROOM

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ZENITH CHRONOMASTER ORIGINAL $12200 monards.com.au

Watches, like cars, have bloated in size over the years. Zenith goes right back to 1969 with this faithful 38mm rendition of its popular Chronomaster.

El Primero 3600 automatic movement is a modern tour de force

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Ed’s pick PRODUCT OF THE MONTH

6 gps-laptimer.de HARRY’S LAPTIMER APP

$13

Harry’s Lap-timer is one of the most popular telemetry apps available, and logs all sorts of sensor data and comes pre-loaded with over 800 international tracks.

Add ancillaries like cameras, external GPS, OBD etc. to increase functionality. Comes in three versions from $13-$40

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tyreright.com.au After a gruelling day of testing at 7 SMSP, it was the Goodyear that stood out as the winner of our 2021 Tyre Test. *=Price listed as guide only raceline-racewear.com.au Balaclavas may not be 8 absolutely essential (unless you have lots of facial hair), but it’s great for keeping your lid mung-free Tuneless bolt-in intake 9 from Roush is more efficient than OEM unit and alsomustangmotorsport.com.au sports near-factory fit and finish. Also looks cool... autosport.com.au Pressure 10gauges are an essential part of your track pack. This digital Longacre unit measures up to 100psi in .2 increments GOODYEAR EAGLE F1 SUPERSPORT $319* OMP KS WINTER-R BALACLAVA $54

ROUSH 18-20 5.0 COLD AIR INTAKE $695

LONGACRE 0-100PSI DIGITAL TYRE PRESSURE GAUGE $99

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THINGS WE WANT

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121

BACK SECTION. THE GARAGE

08 . 2021

05

THIS MONTH 12.4L/100KM AVERAGE 10.86L/100KM

THIS MONTH 794KM TOTAL 4518KM

KIA STINGER GT

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OVER AND OUT

Newman fails to gel with Kia’s performance halo

ASK AND YE shall receive. A big tip of the ol’ hat to reader Rob Wills, who wrote in to inform me that the phenomenon of seeing Kia Stingers everywhere after I’d taken possession of this long-termer does indeed have a name.

It’s called the Baader-Meinhoff phenomenon, or frequency illusion, a form of cognitive bias that makes you notice something more often once you become aware of it. Every day’s a school day.

On that note, what have I learned about the Kia Stinger GT over the past four months? Well, everything, really, and I will do my best to summarise those findings for you here! A simple pros and cons list is 122

HATE

3342cc V6TT, RWD, 274kW/510Nm, 8-speed auto, 1793kg, $63,760

LOVE

RELATIONSHIP GRAPH

probably the easiest way to do so and let’s start with the good stuff.

The heart of the Stinger GT is the engine. You can buy a Stinger with a 2.0-litre turbo four-cylinder and you can read Andy Enright’s thoughts on it elsewhere in this issue, but for me the powerful 3.3-litre twinturbo V6 is just such an inherent part of the car’s appeal. Figures of 274kW and 510Nm might not rock the socks as they once did but the powerband is just ridiculous – peak torque from 1300rpm, peak power at 6500rpm – so the Kia always feels plenty brisk, especially given it wears just 255mm-wide rear tyres. Sticking with the drivetrain, the eight-speed auto now has a proper manual mode

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ABOVE “Have you tried turning it off and on?” Infotainment screen proved glitchy, requiring a hard restart ABOVE LEFT The value of pragmatic performance shouldn’t be underrated

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MTH

which is a big plus and the limitedslip diff improves traction and the handling predictability.

Speaking of handling, the facelifted Stinger has taken a step forward in that regard with the fitment of Michelin Pilot Sport 4 tyres, which provide more grip (in the dry at least, the previous Continentals were very good in the wet), greater progression at the limit and better resistance to wear, too.

The quick steering – a shade over two turns lock to lock – is accurate and provides a feeling of agility, too.

I never grew tired of looking back at the Stinger. No doubt the Neon Orange paint helped but the midlife nip and tuck has enhanced its looks to my eyes. Inside there is every conceivable feature and all were used frequently: heated steering wheel, wireless phone charging, heated and ventilated seats, handsfree tailgate, strip lighting with 64

EN D O F TE R M

Goodbye

THE STINGER IS IMPRESSIVE AND WORTH INVESTIGATING IF YOU’RE A FAN OF POWERFUL REAR-WHEEL DRIVES

different colours. It might sound all a bit silly, but sometimes all it takes is changing the ambient lighting from orange to green to blue to freshen up a long day.

Now for some cons, in reverse order. The new 10.25-inch infotainment screen works well but sometimes doesn’t work at all. On multiple occasions the system would be ‘on’ – music playing and so forth – but the screen would be black and unresponsive. A simple ‘hard restart’ – which means you have to stop, turn off the car and open a door – fixed the issue every time.

On the road the overzealous lanekeep assist was a constant irritant and quickly turned off at the start of every drive, though an online commenter wisely and accurately noted the sensitivity of the system can be altered. I still maintain it needs better calibration, however.

The secondary ride could also be a

little better, the car fidgeting slightly on poorer surfaces. It’s not bad at all – the ride is generally well sorted – but it would be less of an issue if the Stinger was a razor-sharp handler.

But it’s not.

As noted in the ‘pros’ there is plenty to like but so too are there shortcomings. The Stinger has a certain over-powered charm, but ‘4 S’ tyres wouldn’t go astray, nor would wider rubber, particularly at the rear. It’s this end that lets go first which can make for exciting progress if you’re attempting to drive at pace in wet conditions.

When grip runs out it still does so fairly rapidly. Excellence isn’t far away but more dynamic cohesion is required. Doing that without sacrificing the car’s grand-touring credentials is possibly the challenge, as the Sport damping is very stiff.

Finally, while there’s nothing wrong with the way the Stinger goes

ABOVE Videographer Sean is a big fan (he drives an XR8 ute...), but Newman never fully gelled with the Stinger GT

PROS and CONS d

it could do more to shout about it. The previously optional sports exhaust adds an extra 2kW but sadly little noise. There’s actually a decent, if muted, note from outside but from behind the wheel there’s a lot of induction roar and not much else. Granted, a forced-induction V6 is never going to give a V12 a run for its money, but a little more music would be appreciated.

All in all, the range-topping Stinger is an impressive car that’s well worth investigating if you’re a fan of powerful rear-wheel drives.

However, its shortcomings meant I never quite clicked with it like you do with the greats. – SN

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THINGS WE LOVE

1. Grunty engine 2. Manual mode 3. Head-turner

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THINGS WE RUE

1. Glitchy screen 2. Lacks cohesion 3. Engine noise

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STA RT OF T E RM

Hello

THE LS500 IS A VERITABLE COCOON, ISOLATING YOU FROM THE WORLD OUTSIDE ITS COWHIDE-CLAD INNARDS

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3445cc V6TT, RWD, 310kW/600Nm, 10-speed auto, 2240kg, $195,953

THIS MONTH 10.19L/100KM AVERAGE 10.19L/100KM

THIS MONTH 1384KM TOTAL 1384KM

LEXUS LS500 F SPORT

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WARP SPEED TO WAGGA Trent takes command of Lexus’s limo to enjoy the finer things in life

ACCORDING TO STUDIES done by people in coats with an IQ far greater than mine, our eyes are drawn to pictures before text. So, I bet you’re thumbing the pages, seeing a 2.2-tonne limo parked in front of an excrement-coloured lake beautified by a rainbow and wondering if you’re still consuming MOTOR. Don’t worry. The not inconsequential matter of 310kW sits on the other side of the equation.

Here’s the thing. Being a driving enthusiast doesn’t mean you have to steer flat-chat every time you get behind the wheel. Sometimes the joy is in something altogether calming that delivers a different kind of driving satisfaction. Enter the $195,953 Lexus LS500 F Sport. A car tasked with fulfilling the luxe-limo remit for the Japanese marque. It’s a statement-maker.

That fact set in quickly as Enright, Kirby and I stood with jaws dropped as the LS arrived. We’d all expected a ho-hum silver hue given its luxurycar status. ‘My’ Vermillion (Red) LS500 F Sport, rolling on dark grey 20-inch wheels with a Moon White/ Naguri-style aluminium interior, certainly isn’t a shrinking violet.

It’s refreshing to see a rather bold colour combination adorn such an automotive indulgence.

Yet it can’t just be a statement piece. The 5.2-metre long LS500 must be deeply soothing. And, within the first few days of ‘ownership’, 1RB2EF has its crosscountry credentials well and truly tested. Bombing up the Hume to regional NSW (just before full border closure with Victoria), the air-suspended F Sport truly wafts over the myriad lumps and bumps of Australia’s busiest highway. It’s S-Class-like with a real sophistication to the damping.

The sound deadening, or Active Noise Control in Lexus-speak, is next level. The LS500 is a veritable cocoon, isolating you from the

world outside its cowhide-clad innards. NVH levels are impressively suppressed and there’s little rumble from the Bridgestone Turanza hoops. The twin-turbo 3.5-litre V6 is predictably hushed. I’ll speak to the creature comforts, technology, and upmarket feel in another update, but don’t for a minute think the F Sport shirks luxuries despite the badge inferring performance.

The seats offer slightly more bolstering than expected, and don’t get the massaging functionality found in the LS500 Sports Luxury, but prioritise comfort over bodyhugging. My grandmother approves.

So besotted with the warmth filtering into her bones via the heating elements she proclaimed that the big Lexus was indeed the best car she’d ever ridden in. To be fair, her benchmark for such things isn’t exceedingly high, bless her.

But stating that her back and hips hadn’t felt better in weeks is a strong endorsement – trust me.

Onlookers are also enamoured with the design – some saying the rear three-quarter has Tesla Model S vibes. It causes a fuss wherever I go. In my hometown of Wagga, simply driving down the main street summoned as many sideeye glances as if I’d been playing Mousse T’s Horny at full blast with the sunroof open. The LS500 gets a 23-speaker Mark Levinson stereo as standard, but the LS500’s persona probably deserves a more mature acoustic genre.

After a 1000km round trip, I felt as fresh as I started – which is largely due to the height-adjustable air suspension and plush, 28-way adjustable, front pews. And for those

PROS and CONS

03

THINGS WE LOVE

1. Relaxed cruiser 2. Luxe cabin 3. Bold design/hue

ABOVE White-on-black interior hue looks cool, but Trent’s strong penchant for blue denim jeans is already taking its toll TOP LEFT Just when you think you’ve won at car park Top Trumps, a Bentley Mulsanne rocks up...

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THINGS WE RUE

1. Is the V6 enough?

2. It’s huge 3.Slightly thirsty d

speculating, a podcast is more my style, which rather underutilises the sound system in a way Mousse T probably wouldn’t. There’s always next time, I guess.

At this point I bet you’re thinking it’s all roses, but slight thorns surround the powertrain. Don’t get me wrong, the 310kW/600Nm boosted bent-six isn’t lacking grunt.

Especially for highway overtakes.

And it reaches 100km/h in an energetic 5.0 seconds. However, it weighs 2240kg and the F Sport never feels as effortless as it should despite the 10-speed automatic offering virtually imperceptible shifts. It’s also quite thirsty, not that someone buying at $200K car would care. Still, I’d sooner have this than the LS500h and its hybrid gubbins.

So, while I won’t be taking the big ol’ Lexus to a race track, as comical as that would be, there is still a lot to uncover living with the LS500 F Sport. I’m already bonding with it in all the right ways. However, I’ve covered far too many kays in Comfort mode with the Shrek-ear driving-mode dials receiving scant attention. It’s time to inject a bit more MOTOR into this relationship and explore Sport S and Sport S+ to see if this limo can really boogie.– TG

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THIS MONTH 9.2L/100KM AVERAGE 9.3L/100KM

THIS MONTH 165KM TOTAL 3311KM

HATE

2480cc I5, AWD, 294kW/480Nm, 7-speed DCT, 1510kg, $83,800

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AUDI RS3 SPORTBACK

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E N D O F T ER M

Goodbye

UNTIL NEXT TIME AFTER FIVE MONTHS with the Audi RS3 I have become accustomed to its effortless power and the ease in which 294kW makes everything fly by, but it turns out, in addition to scenery and kilometres, the rule also applies to time. That’s why the key has been wrestled from my hand and my tenure as custodian of the baby of the RennSport family has come to an end.

But as I stare in reflection at an A3 Sportback-shaped hole in the garage I really only have positive memories of the Ara Blue bolt of lightning. Yes there was the time it refused to oblige me with a power slide on a skid pan and made me 126

feel like an embarrassed parent on school sports day. And, while its new particulate filter has robbed the previous properly antisocial soundtrack from its exhaust, what’s left is still pretty good..

Beyond that, the RS3 has proven to be an incredibly strong all-rounder performing day-today duties without complaint or compromise, but it’ll just as readily tear off its corporate attire to reveal a cape and spend all day torturing B-roads with abilities that defy the small hatchback segment.

In fact, there’s very little about the RS3 that reveals its age. Its looks (if arguably a little understated

a u g u s t 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r

➜

Everything flies when you’re having fun... in an RS3

ABOVE Dan’s found the RS3 pretty practical.

It’s not about to fly anywhere with that massive aerofoil on the roof though

for a full-fat RS) are still chiselled and handsome, performance in a straight line is almost unrivalled in the segment, and its stoic manner of going fast around bends is impressive by today’s standards.

Dated infotainment and somewhat conservative driving modes aside, I’d like to say that there’s virtually nothing about the current RS3 that needs updating or superseding, but I won’t. Coincidentally, the same week I gave back the RS3, Audi chose to release a tantalising glimpse at the forthcoming new model and the best idea yet of what we can expect from the 2022 version.

Obviously the engineers have been reading my updates in these pages because virtually every criticism has been addressed and improved. Firstly, the RS3 will finally get a drift mode and a trackfocused option far more mischievous

than the current Dynamic setting.

Two new drive modes named RS Performance and RS Torque Steer will allow the Audi to match the sideways theatrics of hyper hatches such as the Ford Focus RS and Mercedes-AMG A45 S. Not only will the option allow the stability control to be switched off completely, a new RS Torque Splitter differential arrangement can direct 100 per cent of power to the rear axle, rather than the maximum 50 per cent limit by the existing Haldex all-paw set up.

And while there’s no extra power (yet), the gorgeous five-cylinder turbo petrol engine is retained for another generation of RS3 aural excitement (the kind no other brand can boast) along with a little 20Nm torque boost sweetener.

In addition to that, the optional carbon ceramic brakes that were deleted from the current version will make a comeback as an option, top speed will be increased to a massive 290km/h and the zero to 100km/h acceleration will drop to a seriously rapid 3.8 seconds.

What isn’t yet known is whether the clever engineers have found a way to resurrect the missing pops and cracks from the exhaust on overrun. Audi, if you are listening, installing a speaker at the tailpipes like the SQ5 TDI is NOT the solution.

In the face of such strong hyperhatch competition, Audi will also need to have sharpened the handling and steering, while maintaining the classic quattro levels of grip if it is to deliver a comprehensively evolved RS3. I simply cannot wait for an opportunity to find out.

The months since I picked up the RS3 last autumn have gone by in a flash but, unfortunately, time can’t fly fast enough for the arrival of the next-generation RS3, and a replacement for the 8V model won’t arrive until next year.

But over many weeks with the outgoing version and the most recent morsels of information heralding its replacement’s arrival now flowing in, I’m preparing to fall for the new version just as I did the first time around and I’m confident it’ll be well worth the wait. - DG

PROS and CONS

03

THINGS WE LOVE

1. Age-defying 2. Performance 3. Multi-skilled

RIGHT The venerable fivecylinder turbo will carry on for the next-gen RS3, with its 1-2-4-5-3 firing order creating a unique sound BELOW Dan still blames the car, not his driving...

THE RS3 HAS PROVEN TO BE AN INCREDIBLY STRONG ALL-ROUNDER

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THINGS WE RUE

1. Unkillable ESC 2. Muted sound 3. Giving it back d

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THIS MONTH 8.9L/100KM AVERAGE 10.1L/100KM

THIS MONTH 522KM TOTAL 908KM

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LEXUS LC500

RARE GROOVE Lexus LC500 brings the noise

I’M NOT SURE where you stand with listening to music in cars.

For the most part, I’m more of a podcast guy. I enjoy the long form languor that teases out unexpected gems and it’s my staple go-to for the commute to the office. But the Lexus LC has a stereo that seems an item of extreme overengineering. Of course, much the same could be said for the rest of the LC, but the audio system merits particular mention.

The Mark Levinson Reference Surround Sound System is built around an 11-channel amplifier that drives 918 watts through 13 speakers and uses a sound processing system

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HATE

4969cc V8, RWD, 351kW/540Nm, 10-speed auto, 1945kg, $194,757

LOVE

RELATIONSHIP GRAPH

called Clari-Fi that attempts to upscale lossy file formats to hi-fi quality. Unsurprisingly, I expected it to be astonishing.

For the most part it’s very good, but it’s very front-loaded in the cabin, without a true surround sound effect from the rear speakers. Try to fade to the rear and the fronts just reduce in volume with virtually no power coming from the rear. All very strange. I’d heard a few rumbles about the latest Mark Levinson products, broadly coinciding with the time that parent company Harman was acquired by Samsung in 2017, but I’m surprised that the audio

a u g u s t 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r

BELOW Hefty LC looks almost waspwaisted and delicate from some angles.

Enright not so much

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flexibility in the LC isn’t as wellrounded as I expected.

There is a solution though. Switch it off and listen to the engine; that 5.0-litre V8 fettled to perfect pitch by the world’s largest piano manufacturer: Yamaha. The three tuning forks of the Hamamatsu company is a clue to its musical origins. Some 68 years after being founded as a reed organ maker, Yamaha branched into motor cycles and the rest is history. Their involvement with the 2UR-GSE engine is well documented. What’s not so widely known is that the LC is also fitted with a Yamaha Performance Damper that’s aimed at reducing flex in the body structure.

Any metal vehicle body has elastic characteristics and lacks damping force, which means that

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this distortion energy is accumulated and released, repeating the cycle of distortion at a natural frequency.

Yamaha’s Performance Damper introduces a damping element between the chassis and rear subframe, in the process turning bending forces into heat. The aim is to provide superior stability, manoeuvrability and ride comfort and having driven Lexus LCs both with and without it, I’m not sure I could attribute any noticeable difference to it. Sorry. Maybe I should start road testing pianos.

Unless otherwise instructed, the LC500 starts in a default mode that’s labelled Normal. I like to think of myself as a pretty normal kind of chap, so this seemed entirely reasonable, but you’re actually diddling yourself out of a degree of ride comfort by leaving the car in this mode. Click down into Comfort and some of the edginess that afflicts the LC over typical freeway surface imperfections is ironed out.

It’s still not in the league of the true magic carpet GT cars, but Comfort does tamp down the more staccato intrusions. It’s not so benign that it nobbles the gearbox or throttle response unacceptably either, so it’s now become part of

I CAN’T EVEN BEGIN TO UNDERSTAND THE LOGIC BEHIND THE LC’S DEVELOPMENT my start-up procedure.

Combine four-wheel steer and the Sport S+ mode and you end up with a car that turns into a corner in a manner that’s a good deal sharper than you’d expect for a 1945kg vehicle. So alert is it that you need to compensate for it with your response at the wheel, slowing your hands a little to keep the masses in check while keeping faith that the nose will lock onto a line. Get a little too enthuiastic in anything other than bone dry conditions and the heavy front end can overwhelm the purchase of the front 245/40 section Michelin Pilot Super Sports.

The electronic stability control tune is entirely intolerant of yaw, and will adopt every tactic in its arsenal to prevent the rear of the car stepping out. You’ll have to wait until next month’s update for the

ONE Volume control a tactile delight TWO Magnesium paddles another example of attention to detail THREE 351kW and cold tyres. Beware!

PROS and CONS d

chance (in a safe place) to explore the LC’s limit handling, but as much as I’d like a halfway house ESC mode which allowed just a little movement, in the vein of BMW’s M Dynamic Mode or Porsche’s PSM Sport, Lexus clearly thinks otherwise.

Lexus logic can be hard to decipher. I can’t even begin to understand the overarching decisions and logic behind the LC’s development. Like the LFA supercar before it, built at the same Motomachi plant, it feels like a car that’s been developed with virtually no eye on cost, as a statement of capability if you like. Being the beneficiary of that process feels extremely special and you’d need to spend double on a Bentley Conti GT to find a cabin that exudes a greater sense of occasion and quality.

Stereo on and Clyde Stubblefield’s kick and snares fill the cabin. At its best, the LC500 borders on the magical. I’m already formulating reasons not to give it back. - AE

THINGS WE LOVE 1. Individuality 2. Engine note 3. Reliability

THINGS WE RUE 1. No halfway ESC 2. Stereo has quirks 3. Road noise

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1991cc, I4, AWD, 310kW/500Nm, 8-speed DCT, 1765kg, $108,100

THIS MONTH 11.6L/100KM AVERAGE 10.4L/100KM

THIS MONTH 1210KM TOTAL 7562KM

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AMG GLA 45 S

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IMPERFECT PERFECTION The GLA’s flaws come under the spotlight before it exits stage left

I HAVE REALISED I’m in a minority.

Not for the regular reasons of gender, religion or sexual orientation – I’m as generic as they come in all of the above. But I’m in the minority in liking the exterior styling of ‘my’ Mercedes-AMG GLA 45 S. When asking onlookers their opinion, reactions have ranged between apathy to antipathy.

The most common criticism has been one of anonymity, that the GLA’s smoothed-off edges and subtle exterior treatment do nothing to advertise its talents as a performance car.

The GLA 45 leaves MOTOR’s long term garage this month, so I thought it only right to provide it with a worthy defence. The same anonymity that has been derided by others is the exact trait that I am most enamoured by. There’s an endearing confidence in a car as downright fast as the GLA 45 S that doesn’t feel the need to shout about it with large wings and flared bodywork. Wide arches and aggro aero are cool, but not every model requires it, certainly not a small SUV. I recently took a friend for a blast in the GLA. With no pre-flight warning, I opted to show instead of tell when it came to the GLA’s capabilities. Having underestimated the little white SUV on looks alone, she was left shocked at its abilities.

Much of that is thanks to what’s hiding under the bonnet. It has been said before, but it’s worth repeating that the 2.0-litre turbo four-cylinder M139 engine under the bonnet of the GLA 45 S is one of the greatest combustion engines ever built. Its power and potency is as laughinducing today as it was when I first encountered it. There’s no denying its place as the headline act in this vehicle. However, a star front man is only as good as his backing band, and the eight-speed dual-clutch transmission in the AMG is a peach.

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But, to butcher the Peter Parker Principle, with great power, comes great consumption – as attested by the average fuel use after five months. With premium fuel prices at an all-time high, one recent stop at the servo set me back nearenough $100 for a full tank of fuel.

Considering I’ve been refuelling on average every 400km, the maths on liquid running costs aren’t pretty. For potential buyers that might not be such an unpalatable issue, given they would have already clambered over the $108,100 entry-price hurdle.

Astute readers may have noticed that I’ve avoided discussing the GLA 45 S’s value proposition – until now.

There is no denying the GLA 45 S is an expensive car. The premium that Mercedes demands compared to rivals can be hard to swallow initially.

However, this baby AMG is without peer in its class. In fact, you need to step toward larger mid-size SUVs to find any compelling rivals, and most would still struggle to come close in outright performance.

Instead, they offer greater practicality for your dollar.

In the GLA’s favour it doesn’t require any additional box-ticking to be at its best, meaning any optional extras are purely an indulgence for prospective owners instead of a post-purchase fix for lacklustre product planning.

There’s plenty to like about the GLA’s cabin with its slick screens and ultra-cool lighting. But its here that I unearth persistent gripes. The firm seating and intrusive road noise tarnish the 45 S’s long-distance credentials, while the piano black plastic that surrounds the central

PROS and CONS

a u g u s t 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r

THINGS WE LOVE 1. That engine 2. That gearbox 3. Sleeper status

ONE The GLA was shared around MOTOR HQ during its stay; and also beat the Audi RS Q3 in a comparison test TWO Kirby quickly learnt to eradicate ‘Mercedes’ out of his vocabulary, despite MBUX being handy THREE Dismiss the GLA 45 S at your own perill.

With this much grunt, it’ll dominate any school run.

You’ve been warned

THINGS WE RUE 1. Fuel costs 2. Premium price 3. End of the road

vents doesn’t match the six-figure price tag Mercedes asks customers to put on the table.

Whatever issues I may have with the quality of materials, no complaints can be made regarding how it is bolted together. During the GLA’s tenure in the MOTOR garage we’ve drag raced it, taken it on several dirt roads, completed a gruelling comparison test, and traversed a total of 7562km – and still no squeaks or rattles have appeared. Which is impressive.

At the end of the day the GLA 45 S is a performance car, so before handing the keys back I went for one last drive. I wanted to reaffirm that my initial experience wasn’t off kilter. What I discovered is that even after months of regular use, the GLA is as shockingly quick as when I first slid behind the microfibrewrapped steering wheel. Prodigious grip paired with almighty power is a fearsome combo, but the AMG inspires confidence at every bend.

Get comfortable and it’ll become a malleable tool, working alongside you to extract as much fun as possible. And it’s at that point, when you are having such a ridiculous time that you feel like the smile is going to be permanently etched onto your face, that the flaws of the GLA wilt from memory.

Would I recommend the GLA 45 S to anyone considering it? Absolutely.

Without any hesitation. It’ll scramble your brain and push your heartbeat to redline on a twisting mountain road, and then punch its ticket on a daily commute day-in, day-out. The consummate everyday performance car is ready and waiting for those lucky enough to be able to afford it.

You can look down your nose at the Mercedes-AMG GLA 45 S for being an SUV all you like but doing so is a disservice to yourself. AMG has built an all-time sleeper, and it deserves our respect. - CK

EN D O F T ERM

Goodbye

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WOULD I RECOMMEND THE MERC-AMG GLA 45 S TO ANYONE CONSIDERING IT? ABSOLUTELY. WITHOUT ANY HESITATION

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08 . 2021

M HOT SOURCE. FAST CAR GUIDE

POWERED BY

Hot Source THE FAST GUIDE TO QUICK CARS CRACKING THE CODE

COMMENT

RATING

FUEL CONS

0-400M

0-100 KM/H

KW/TONNE

• All performance figures are manufacturer claims, those in italics are as-tested by MOTOR. • Figures for an automatic variant have an asterisk.

• Prices listed are manufacturer RRP, exclusive of on-roads. “DA” denotes driveaway price.

• Italicised fuel consumption figures are those collected on test. Italicised weight figures indicate dry weight.

• Engines are listed by configuration, capacity and means of induction. For example, I4/1.6T= turbocharged 1.6-litre 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.

KERB KG

KW/NM

PRICE

TESTED

1 TERRIBLE 11 TOLERABLE 111 NOT BAD 1111 BRILLIANT 11111 BLIMEY

DRIVE

Rated

ENGINE

400 CARS

Abarth www.fiat.com.au/abarth 595

$26,990 (5m) $28,990 (5s)

I4/1.4T

107/206

front 1054 103

7.8

–

6.0

2.5 Abarth entry point comes with a rorty engine note, but barely qualifies as a performance car

595C

$29,990 (5m) $31,990 (5s)

I4/1.4T

107/206

front 1097 100

7.8

–

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

132/250 front 1045 126

6.7

–

6.0

3.0 Last year’s power hike and price cut welcome, though serious ride/handling issues remain

I4/1.4T

132/250 front 1085 122

6.7

–

6.0

2.5 Monza exhaust is fantastic with the roof down, just avoid the MTA gearbox like the plague

595C Competizione

$35,990 (5m) $37,990 (5s)

Alfa Romeo www.alfaromeo.com.au 3.5 Involving handling and impressive pace blighted by poor ride, intrusive ESP and flawed driving position

$42,995 (6dc)

I4/1.7T

177/340

front 1299 133

6.02* 14.29* 6.8

4C May 15 $89,000 (6dc)

I4/1.7T

177/350

rear 1025 173

4.5

–

6.8

3.5 Clever construction and a proper driving event, but we’re suspicious about its ride on Aussie roads

4C Spider Jun 19 $99,000 (6dc)

I4/1.7T

177/350

rear 1035 171

4.5

–

6.9

3.5 Carbon monocoque means there’s almost no dynamic penalty – or room to put the roof

I4/2.0T

206/400 rear 1429 144

5.71

13.92 6.1

Giulia Quadrifoglio Jun 21 $138,950 (8a)

V6/2.9TT

375/600 rear 1585 246

4.21 12.11 8.2

4.5 Alfa returns to form in style with great engine and brilliant chassis. Just lacks that final few percent

Stelvio Quadrifoglio Feb 20 $149,900 (8a)

V6/2.9TT

375/600 all

3.79 11.95 17.2

4.0 Like a Giulia SUV, but compromised by extra 245kg unless you must have all-wheel drive

Giulietta Veloce

Giulia Veloce Sep 17 $71,450 (8a)

1830 205

3.5 Impressive road car, but QV looks and fine handling undermined by light steering and unkillable ESP

Alpina www.alpinaautomobiles.com.au all

2115 123

4.9

–

6.8

4.0 If you’re looking at a BMW X3 M40i but want more comfort and frugality, look this way. Surprisingly good

L6/3.0TT

340/700 all

1860 183

3.8

–

9.9

TBC Essentially an M3, for M3 money, with added luxury and comfort with a bespoke design

$145,900 (8a)

L6/3.0TT

340/700 all

1940 175

3.9

–

9.9

TBC This is Alpina beating BMW to the Touring punch. Watch out Audi, the B3 is gunning for the RS4’s niche

B8 Gran Coupe

$322,900 (8a)

V8/4.4TT

457/800 all

2100 218

3.4

–

11.9

TBC Sits neatly between the M850i and M8 Gran Coupes from BMW with an big dose of Alpina flair

XB7

$264,900 (8a)

V8/4.4TT

457/900 all

2655 172

4.2

–

12.0

TBC Big, brash and outrageously powerful. Enough torque to tow a house – and it’s almost as expensive

XD3

$114,900 (8a)

L6/3.0TTD 261/730

B3

$142,900 (8a)

B3 Touring

Alpine www.alpinecars.com.au Pure Legende

$97,000 (7dc)

I4/1.8T

185/320 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

$103,500 (7dc)

I4/1.8T

185/320 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

Aston Martin www.astonmartin.com Vantage V8 Sep 18 $299,950 (8a) $278,900 (7m) V8/4.0TT

3.6

–

10.5

4.5 Looks fantastic and pairs beastly AMG V8 with a playful rear-drive chassis

$369,950 (7m)

V8/4.0TT

375/625 rear 1499 250

4.0

–

10.5

4.5 Flat-shifting, manual-only track weapon destined to delight on Aussie roads

Vantage Roadster

$314,635 (8a)

V8/4.0TT

375/685 rear 1628 230

3.8

–

11.7

4.0 An even prettier take on the V8 rear-drive British open top sportscar Jaguar no longer makes

DB11 V8

$382,495 (8a)

V8/4.0TT

375/675 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

375/675 rear 1870 201

4.1

–

10.0

4.0 V8 only, with the ability to whip the soft-top off in 14 seconds via remote

3.7

–

11.4

4.5 AM Racing version replaces Launch Edition with more power, faster performance, same price

V12/5.2TT 533/900 rear 1693 315

3.5

–

–

4.0 Drop-dead gorgeous, stunning acceleration, very comfortable, but no 812 Superfast in the corners

V12/5.2TT 533/900 rear 1863 286

3.6

–

14.0

4.0 Even better looking without a roof and arguably the best way to express the Superlegerra recipe

V8/4.0TT

4.5

13.1

4.5 Shifts its monumental weight with ease, but its stunning interior is let down by old infotainment tech

Vantage AMR

DB11 AMR Jun 19 $435,035 (8a) DBS Superleggera Aug 19 $536,900 (8a) DBS Superleggera Vol.

$559,000 (8a)

DBX Oct 20 $357,000 (9a)

132

375/685 rear 1530 245

V12/5.2TT 470/700 rear –

–

405/700 rear 2245 180

a u g u s t 2 0 2 1 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

COMMENT

RATING

FUEL CONS

0-400M

0-100 KM/H

KW/TONNE

KERB KG

DRIVE

KW/NM

ENGINE

PRICE

TESTED

ABARTH – BENTLEY

Audi www.audi.com.au 6.5

–

6.0

3.5 A fancier, better-looking alternative to the Polo GTI, only way more expensive

1380 101

6.8

–

6.6

3.0 Quicker than you’d expect, but quattro unnecessary at this power level

213/380 all

1530 139

4.8

–

6.6

4.0 Under-rated and really quite fun, but give us the Euro-spec 221kW!

I4/2.0T

213/380 all

1530 139

4.8

–

6.5

4.0 Sleek looks, compact size, pokey performance and good value. We’d opt for the hatch, though

$73,400 (7dc)

I4/2.0T

213/380 all

1670 128

5.2

–

6.8

3.5 Finally, a good-looking small convertible, but can’t escape the inherent compromises

$83,800 (7dc)

I5/2.5T

294/480 all

1510 195

4.01 12.18 8.4

4.0 Screaming five-pot RS now back with a particulate filter – and a slightly quiter tone

RS3 Sedan May 17 $86,136 (7dc)

I5/2.5T

294/480 all

1515 194

4.1

–

8.4

4.0 The perfect car if you need pace more than space

A1 40 TFSI

$46,450 (6dc)

I4/2.0T

147/320

A3 40 TFSI quattro

$52,900 (7dc)

I4/2.0T

140/320 all

$64,200 (7dc)

I4/2.0T

S3 Sedan Jan 17 $65,800 (7dc)

S3 Sportback Apr 17

S3 Cabriolet RS3 Sportback Jul 18

front 1260 117

A4 45 TFSI quattro

$68,900 (7dc)

I4/2.0T

185/370

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 45 TFSI quattro

$73,300 (7dc)

I4/2.0T

185/370

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 $99,900 (8a)

V6/3.0T

260/500 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

V6/3.0T

260/500 all

1675 155

4.9

V6/2.9TT

331/600 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

S4 Avant Apr 17

$102,400 (8a)

RS4 Avant Feb 19 $147,900 (8a)

–

7.8

4.0 Arguably even more appealing than the sedan and makes a mockery of the fast-SUV craze

A5 45 TFSI Coupe

$79,900 (7dc)

I4/2.0T

185/370

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 45 TFSI Sportback

$79,900 (7dc)

I4/2.0T

185/370

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 45 TFSI Cabriolet

$93,400 (7dc)

I4/2.0T

185/370

all

1710 108

6.3

–

6.7

3.5 Big price and weight hike over the coupe but cures most of the previous car’s ills

S5 Coupe May 17 $106,900 (8a)

V6/3.0T

260/500 all

1615 161

4.7

–

7.5

4.0 Creamy turbo V6 blends luxury and dynamics. Optional Sport diff a must-have

S5 Sportback July 17 $106,500 (8a)

V6/3.0T

260/500 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 the roomier S4 Avant

S5 Cabriolet Dec 17 $120,000 (8a)

V6/3.0T

260/500 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 $150,900 (8a)

V6/2.9TT

331/600 all

1730 191

3.96 12.04 8.8

4.0 If you can get over the lack of an atmo V8 (which is tough to do), you’ll find a more rounded, capable car

RS5 Sportback May 19 $150,900 (8a)

V6/2.9TT

331/600 all

1840 180

3.70 11.90 –

4.0 Same cost as coupe, but with extra (pillarless) doors. We’d still have an RS4 Avant

V6/3.0T

250/500 all

1835 136

5.2

–

7.0

4.0 The cheapest ticket into Audi’s vastly improved MLB-based handling package. Looks good too

all

1910 173

4.38 –

8.4

3.5 Easily carries four in plush comfort but fails to feel truly sporting when it counts

V8/4.0TT

446/800 all

2075 212

3.6

–

12.0

4.5 Don’t let the ‘mild-hybrid’ talk fool you, this is still a gloriously turbocharged supercar-eating wagon

V6/3.0T

250/500 all

1890 132

5.2

–

7.1

4.0 Superb engine and technology poached from new-gen A8 ... for $63K less

all

1910 173

4.6 TBC –

8.4

3.5 Injects welcome visual aggro into the S6’s mix rather than a new personality

V8/4.0TT

446/800 all

2075 212

3.6

–

12.0

TBC The swooping version of the RS6 is set to be just as exhilarating

V6/3.0T

250/500 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

A6 55 TFSI

$115,636 (7dc)

S6 Jul 20 $149,900 (8a) RS6 Avant Feb 21 $216,000 (8a) A7 Sportback 55 TFSI

$133,236 (7dc)

S7 Oct 20 $159,136 (8a) RS7 Sportback

$224,000 (8a)

A8 55 TFSI Apr 19 $197,036 (8a)

V6/2.9TTS 331/750

V6/2.9TTS 331/750

A8 L 55 TFSI

$209,642 (8a)

V6/3.0T

250/500 all

2315 108

5.7

–

8.2

4.0 An A8 with even more legroom and (optional) rear-seat foot massage. We’re serious...

S8

$260,000 (8a)

V8/4.0TT

420/800 all

2230 188

3.8

–

11.4

TBC Audi’s executive express bulks up with RS-worthy grunt from its twin turbo V8

TT 45 TFSI quattro

$79,900 (7dc)

I4/2.0T

169/370

all

1365 124

5.2

–

6.6

3.5 New, simplified TT range kicks off with a seven-speed all-wheel drive variant

TT S Ann 19 $99,900 (7dc)

I4/2.0T

210/380 all

1385 152

4.7

–

7.0

3.5 Extremely quick, great interior and involving handling ruined by spine-crushing ride

TT RS

$134,900 (7dc)

I5/2.5T

294/480 all

1450 203

3.7

–

8.0

4.0 Its recent refresh may be light on changes but it thankfully leaves its enchanting straight-five alone

SQ2

$64,400 (7dc)

I4/2.0T

221/400 all

1585 139

4.9

–

7.0

TBC Essentially an S3 on stilts, it will be up against stiff competition from its German rivals BMW and Merc

I5/2.5T

294/480 all

1790 171

4.5

–

8.8

4.0 Drives much like an RS3 on stilts, but we’ll reserve judgement for when we drive it on-road

RS Q3 Apr 21 $91,100 (7dc) RS Q3 Sportback

$94,100 (7dc)

I5/2.5T

294/480 all

1775 171

4.5

–

8.8

4.0 Sounds like half an R8 V10 and looks like a baby Lamborghini Urus, but is a bit too heavy and high

SQ5 TFSI

$101,136 (8a)

V6/3.0T

260/500 all

1870 139

5.4

–

8.7

4.0 Polished family hauler that’s surprisingly adept, though lacks the old diesel’s character

SQ5 TDI

$104,900 (8a)

V6/3.0TD

251/700

1980 129

5.1

–

6.8

4.0 Diesel grunt takes the SQ5 back to its roots before an all-new generation arrives

Q8 55 TFSI

$128,542 (8a)

V6/3.0T

250/500 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

V8/4.0TTD 320/900 all

2320 137

4.8

–

7.6

4.0 High-tech seven-seater every bit as good as the Bentayga for half the price

V8/4.0TTD 320/900 all

2365 135

4.8

–

7.8

4.0 The SQ7’s package wrapped in a sexier dress; we can’t wait to drive one

V8/4.0TT

441/800 all

2315 191

3.8

–

12.1

TBC Promising specs on Audi’s Nurburgring record-lap holder target AMG’s new GLE 63 S Coupe

$295,000 (7dc)

V10/5.2

397/540 rear 1595 249

3.7

–

12.9

TBC The bargain choice among the new R8 range still offers plenty of pukka supercar for the money

R8 V10 Performance Feb 21 $395,000 (7dc)

V10/5.2

449/560 rear 1595 282

3.2

–

13.4

TBC Offers organ squeezing acceleration but you’ll miss the front-end (and rear-end!) of the RWD

R8 Spyder V10 RWD

$316,500 (7dc)

V10/5.2

397/540 rear 1695 234

3.8

–

13.1

TBC A bit soggier than the coupe but a minimal cost against the added V10 volume

R8 Spyder V10 Performance

$416,500 (7dc)

V10/5.2

449/560 rear 1695 265

3.3

–

13.4

TBC For the ulimate flex on Hollywood Boulevard; it’s bleeping fast

SQ7 TDI Feb 17 $161,900 (8a) SQ8

$165,500 (8a)

RS Q8 May 21 $208,500 (8a) R8 V10 RWD

all

Bentley www.bentleymotors.com V8/4.0TT

404/770 all

2165 187

4.0

–

11.2

4.0 Fresh Panamera-based V8 Continental handles crisply and still bellows nicely

$441,300 (8dc)

V8/4.0TT

404/770 all

2335 173

4.1

–

11.4

3.5 Tanning-booth opulence makes the drop-top the better cruiser, but cops a 170kg (!) weight penalty

Continental GT Feb 18 $422,600 (8dc)

W12/6.0TT

467/900 all

2244 208

3.7

–

12.2

4.0 It took 15 years to get an all-new coupe, with proper pace and physics-defying dynamics

$473,900 (8dc)

W12/6.0TT

467/900 all

2414 193

3.8

–

12.4

4.0 Brutal W12 makes a lot more sense in this open-air cinema on wheels

$378,197 (8a)

V8/4.0TT

373/660 all

2342 159

5.2

–

10.9

3.5 British alternative to an S63 AMG feeling its age and not long for this world

$469,000 (8dc)

W12/6.0TT 467/900 all

2437 191

4.6

–

14.8

TBC Still a wafting beast but invites a front seat drive more than ever before

Mulsanne

$662,858 (8a)

V8/6.75TT 377/1020 rear 2610 150

5.3

–

16.9

3.0 Opulent old-school Bentley is surprisingly dynamic, yet fearsomely expensive and thirsty

Mulsanne Speed

$733,387 (8a)

V8/6.75TT 395/1100 rear 2610 151

4.8

–

14.6

3.0 The torquiest car on sale in Oz. For those to whom money is no object

V8/4.0TT

4.5

–

11.4

4.0 Sweet V8 soundtrack makes the ‘entry-level’ Bentayga arguably the most appealing

Continental GT V8 Apr 21 $400,900 (8dc) Continental GT V8 Convertible

Continental GT Conv.

Flying Spur V8 Flying Spur W12

Bentayga V8 Jun 21 $364,800 (8a)

404/770 all

2395 169

d

m o t o r o f f i c i a l f m o t o r_ m a g

133

COMMENT

RATING

FUEL CONS

0-400M

0-100 KM/H

KW/TONNE

KERB KG

DRIVE

KW/NM

ENGINE

PRICE

TESTED

POWERED BY

$335,000 (8a)

V8/4.0TTD 320/900 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 $427,300 (8a)

W12/6.0TT 447/900 all

2440 183

4.1

–

13.1

4.0 For those who have to have the ultimate SUV, there’s now the Rolls-Royce Cullinan to consider

I4/2.0T

180/380 front 1445 125

6.3

–

6.1

4.0 A direct rival to the Volkswagen Golf GTI. Cutting drive to the rear solves some of the M135i’s ills

$65,990 (8a)

I4/2.0T

225/450 all

1525 148

4.8

–

7.1

3.5 Pure option bids farewell to high-spec items like LED lights as well as $5K from its price

M135i xDrive Dec 19 $70,990 (8a)

I4/2.0T

225/450 all

1525 148

4.8

–

7.1

3.5 Fine up to seven tenths but can unravel beyond; practical and effective; RIP M140i

Bentayga V8 Diesel

BMW www.bmw.com.au 128ti Ann 20 $56,900 (8a) M135i xDrive Pure

M235i GC xDrive Pure

$70,990 (8a)

I4/2.0T

225/450 all

1570 148

4.8

–

7.1

3.5 New Pure version offers the M235i xDrive’s four-door coupe looks for the M135i hatch’s money

M235i GC xDrive

$75,990 (8a)

I4/2.0T

225/450 all

1570 148

4.8

–

7.1

3.5 All-wheel drive 2 Series offers a grippier, roomier alternative to the M240i that we didn’t really ask for

M240i

$89,900(8a)

I6/3.0T

275/500 all

1690 163

4.3

–

8.1

TBC Rear-drive makes way for all-wheel drive – promises to be seriously quick

331/550 rear 1575 210

4.0

–

–

4.5 Sharper, sweeter and now even more comfortable with adaptive dampers, but $32K over an M2 is a lot

I4/2.0T

190/400 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

I4/2.0T

185/350 rear 1540 120

6.0

–

6.1

4.0 The above with added practicality and style (and weight)

I6/3.0T

285/500 all

4.07 12.26 7.5

4.0 BMW plugs the gap between 3 Series and M3 with a capable, fast, semi high-performance sedan

$144,900 (6m)

I6/3.0TT

353/550 rear 1705 207

4.2

–

–

TBC We thought only the M4 was getting ‘that’ grille. We were wrong. Rear-drive-only at launch

M3 Competition Apr 21 $154,900 (8a)

I6/3.0TT

375/650 rear 1730 217

3.9

–

–

4.0 Competition gains full-fat S58 power output, paired with eight-speed auto and rear-wheel drive 4.0 BMW’s controversial looker promises more familiar performance

M2 CS Mar 21 $139,900 (6m) $147,400 (7dc) I6/3.0TT 330i Aug 19 $77,900 (6m/8a) 330i Touring

$78,900 (6m/8a)

M340i xDrive Jan 20 $111,900 (8a) M3

430i

1730 159

$90,900 (8a)

I4/2.0T

190/400 rear 1545 123

5.8

–

5.9

M440i xDrive Jan 21 $118,900 (8a)

I6/3.0T

285/500 all

4.5

–

6.9

4.0 The M340i’s feral performance gets a face to match

I6/3.0TT

353/550 rear 1700 207

4.2

–

–

TBC Two-door M3 gains controversial grille... but the driving experience will be up to M standards

I6/3.0TT

375/650 rear 1725 217

3.9

–

–

4.0 Watch out AMG, the M Division has been busy. Kerb weight increases and AWD is yet to land Down Under

$149,900 (6m)

M4

M4 Competition May 21 149,900 (8a)

1730 159

M440i xDrive Gran Coupe

$115,900 (8a)

I6/3.0T

285/500 all

1825 156

4.7

–

6.9

TBC If you want a sedan with coupe styling (and lots of grunt), BMW has you covered

M440i xDrive Convertible

$135,900 (8a)

I6/3.0T

285/500 all

1965 145

4.9

–

–

TBC Extra weight dulls performance over its two-door coupe sibling

V8/4.4TT

390/750 all

1810 215

3.62 –

8.9

4.0 Baby M badge brings serious torque, active diff and adaptive dampers, all for a bargain price

$152,900 (8a)

V8/4.4TT

390/750 all

1915 204

3.8

–

8.9

4.0 Full-fruit version adds laser headlights and luxury, along with active roll bars and rear-wheel steering

M5 Competition Feb 19 $244,900 (8a)

V8/4.4TT

460/750 all

1895 243

3.78 11.53 10.6 4.5 Less weight would have been preferable to more power, but 3.3sec 0-100km/h is silly fast

M5 CS

$274,900 (8a)

V8/4.4TT

467/750 all

1825 256

3.0

–

–

TBC Does the M5 need a ‘Club Sport’ version? Either way it’s endowed with BMW’s highest output engine ever

740i

$199,900 (8a)

I6/3.0T

250/450 rear –

–

–

–

4.0 Has all the bells and whistles yet somehow lacks the luxury vibe of the S-Class

750i xDrive

$277,900 (8a)

V8/4.4TT

390/750 all

1965 198

4.0

–

9.5

4.0 A fair chunk of the V12’s performance for a lot less

M760Li xDrive

$373,900 (8a)

V12/6.6TT 430/850 all

2220 194

3.9

–

12.5

3.5 Top-dog limousine heroically fast and surprisingly dynamic, but what’s the point?

M850i Gran Coupe Feb 21 $277,900 (8a)

V8/4.4TT

390/750 all

1995 196

3.9

–

9.9

4.0 Four doors on BMW’s new blistering GT doesn’t spoil its sleek looks. Will report back when we drive one

M850i Jul 19

$280,900 (8a)

V8/4.4TT

390/750 all

1890 206

3.7

–

9.8

4.0 New 6-Series replacement makes serious strides forward for the brand

$289,900 (8a)

V8/4.4TT

390/750 all

2015 194

3.9

–

10.6

4.0 Easier access to the retuned V8’s great new soundtrack

M8 Competition Dec 19 $357,900 (8a)

V8/4.4TT

460/750 all

1885 244

3.2

–

10.6

4.0 Monstrous luxury coupe is blisteringly quick, but still no 911 Turbo beater

$354,900 (8a)

V8/4.4TT

460/750 all

1980 232

3.58 –

10.6

4.0 Extra doors add practicality and strengthen the M8’s GT credentials for $3K less, but you can feel its flab

Z4 sDrive 20i M Sport

$88,900 (8a/6m)

I4/2.0T

140/320 rear 1405 100

6.6

–

6.8

4.0 Manual transmission set to make the ‘slow one’ a more involving experience

Z4 sDrive 30i M Sport

$109,900 (8a)

I4/2.0T

190/400 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

$129,900 (8a)

I6/3.0T

285/500 rear 1535 163

4.1

–

6.3

4.5 More grown-up BMW roadster (now with Toyota links) can genuinely fight the Porsche Boxster

X2 M35i

$73,900 (8a)

I4/2.0T

225/450 all

1610 140

4.9

–

7.4

3.5 Mini-based all-paw small SUV with ‘M’ treatment a brave new world for compact BMWs

X3 M40i

$113,900 (8a)

I6/3.0T

265/500 all

1810 146

4.8

–

8.9

4.0 Superb performance takes it right to Mercedes-AMG GLC43 (if not GLC63)

I6/3.0TT

375/600 all

1970 190

4.11

12.10 –

4.0 Our first taste of next M3/M4’s S58 turbo inline-six

M550i xDrive Pure Aug 20 $137,900 (8a) M550i xDrive

M850i Convertible

M8 Competition Gran Coupe

X3 M Competition Jan 20 $157,900 (8a)

–

I6/3.0T

265/500 all

1825 145

4.8

–

9.0

4.0 Hefty $10K premium over an X3 M40i with a slanted roof. Wouldn’t you prefer an Audi S4 Avant?

X4 M Competition

$164,900 (8a)

I6/3.0TT

375/600 all

1970 190

4.1

–

–

4.0 Like the X3 M Competition, but with a slicked-back roofline

X5 M50i

$157,900 (8a)

V8/4.4TT

390/750 all

2250 129

4.3

–

11.5

3.5 Monster engine, plenty of space and decent looks define the new M50i

X5 M Competition

$212,900 (8a)

V8/4.4TT

460/750 all

2310 199

3.8

–

13.0

4.0 Dynamic talent beggars belief for a 2.3-tonne ‘off-roader’ that’ll never leave sealed surfaces

X6 M50i

$163,900 (8a)

V8/4.4TT

390/750 all

2345 166

4.3

–

10.5

4.0 Does a glowing grille make the SUV-cum-SUV body style ‘cool’? Capable, tuneful and dynamically capable

X6 M Competition

$218,900 (8a)

V8/4.4TT

460/750 all

2295 200

3.8

–

13.0

4.0 Basically the same as the X5 M, but with less rear boot space and headroom. Bonkers fast

X7 M50i

$181,900 (8a)

V8/4.4TT

390/750 all

2480 157

4.7

–

11.6

3.5 Behind the huge kidney grille is a lovely V8 twin turbo beast, but it tips the scales at two and a half tonnes

X4 M40i Jan 19 $121,900 (8a)

Caterham www.caterhamcars.com.au Seven 275 Sep 17 $73,700 (5m)

I4/1.6

100/160

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 485 S

$114,000 (6m)

I4/2.0

177/206

rear 675

262

4.5

–

7.7

3.5 The proper, full-fruit, no-electronics Caterham experience. Just be prepared to pay for it

Seven CSR

$115,000 (6m)

I4/2.0

177/206

rear 700

253

4.5

–

7.7

4.0 A truly special driving experience, but it’s 718 Boxster money for a car without a proper roof...

Ferrari www.ferrari.com.au Portofino M Roma Jul 21

134

$409,888 (8dc)

V8/3.9TT

456/760 rear 1664 274

3.5

–

–

4.5 Adding the M to the Portofino means that it is now nothing like a ‘base model’ Ferrari

$409,888 (8dc)

V8/3.9TT

462/760 rear 1570 294

3.4

–

11.2

4.5 Quite a bit more than a ‘Portifino M Coupe’, but also quite hardcore

a u g u s t 2 0 2 1 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

F8 Tributo Nov 19 $484,888 (7dc) F8 Tributo Spider

$536,888 (7dc)

COMMENT

RATING

FUEL CONS

0-400M

0-100 KM/H

KW/TONNE

KERB KG

DRIVE

KW/NM

ENGINE

PRICE

TESTED

BENTLEY – HONDA

5.0 Ferrari’s mid-engine V8 staple now so fast your brain might not be able to keep up

V8/3.9TT

530/770 rear 1435 369

2.9

–

12.9

V8/3.9TT

530/770 rear 1505 352

2.9

–

12.9

5.0 Same as above, just with open-air access to the twin-turbo V8

V8/3.9TT

449/760 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

507/697 all

1920 264

3.4

–

15.4

4.5 Prettier and more powerful than FF predecessor, comes with a scary price tag and fuel use

812 Superfast Oct 18 $610,000 (7dc)

V12/6.5

588/718

rear 1630 357

2.9

–

14.9

5.0 F12 successor wraps possibly world’s greatest engine in a prettier body for less money

812 GTS Dec 19 $675,888 (7dc)

V12/6.5

588/718

rear 1705 345

2.9

–

–

5.0 It’s $65K more expensive, but that’s the price to hear one of the best engines around sans-roof

2.5

–

–

5.0 Ferrari’s mid-engine products reach new levels of traction with a three-motor hybrid setup

GTC4 Lusso T May 17 $503,888 (7dc)

SF90 Stradale

$846,888 (8dc)

V8/4.0TTE 574/800 all

1570 360

Ford www.ford.com.au I3/1.5T

147/290

front 1217 115

6.5

–

6.0

4.5 Mini performance hero is reportedly everything we hoped for but we have to wait until 2020 to drive one

I3/1.5T

134/240 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

I4/2.3T

206/420 front 1508 137

5.6

–

7.9

4.5 More liveable, still incredibly capable and better poised to fight the Golf GTI than ever

I4/2.3T

236/448 rear 1716 138

6.0

–

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

I4/2.3T

236/448 rear 1765 127

–

–

9.5

3.5 Great value for a head-turning convertible. Just don’t call it a muscle car

$63,690 (6m) $66,690 (10a) V8/5.0

339/556 rear 1732 196

4.53* 12.49* 13.0 4.0 With hugely improved steering and suspension, it’s what ‘Stang should have been from the start

$75,025 (10a)

V8/5.0

339/556 rear 1802 188

–

–

12.7

3.5 Copped the power and torque hike, but even more of a price rise. Go the GT coupe

V8/5.0

345/556 rear 1732 199

–

–

13.9

4.0 With only 700 units slated for Australia, you better get in quick for the ultimate atmo ’Stang

Fiesta ST Feb 21 $32,290 (6m) Focus ST-Line

$28,990 (8a)

Focus ST Aug 20 $44,890 (7a/6m) Mustang 2.3L HP Jul 19

$51,490 (6m) $54,490 (10a)

Mustang 2.3L HP Conv. Apr 19 $60,790 (10a) Mustang GT Jul 19 Mustang GT Conv.

Mustang Mach 1 Jun 21 $83,365 (6m/10a)

Genesis www.genesis-motors.com.au G70 Sport

$76,000 (8a)

V6/3.3TT

272/510

G80

$99,900 (8a)

V6/3.5TT

279/530 all

rear 1719 158 2023 138

4.7

13.3

10.2

4.0 Brawny compact sedan delivers benchmark ride quality but falls short on the finer things

5.1

–

10.7

TBC Grunty twin-turbo V6 with all-wheel-drive traction – but it weighs more than two tonne

Honda www.honda.com.au Civic Type R Jan 21 $54,990 (6m)

I4/2.0T

228/400 front 1393 164

CHART ATTACK

5.81 13.79 7.7

4.5 Possibly the best front-driver ever now receives revised suspension, brakes and Active Sound Control

NEW PERFORMANCE CAR SALES UPDATE

HALF-TIME REPORT Sports car sales spurred by EOFY THE SPORTS CAR SEGMENT continues its forward momentum and enjoyed a largely fruitful end to the financial year, with most models across the board lodging improved month-on-month registrations. As you’d expect, the sub<$80k segment is the most active, with 664 new cars registered last month, up marginally by eight registrations compared with the previous month.

The Ford Mustang continues to own the segment, posting 437 new registrations (accounting for over 65% of the segment), however, new registrations for the Mazda MX-5 lifted by 26% – from 88 the month prior to 111. The Mini Cabriolet also enjoyed an improved month of June, with 41 new registrations lodged, representing a 64% increase from the 25 achieved the month prior.

The mid-range $80k<$200k segment is almost exactly two-thirds the size of the entry-level, yielding 440 new registrations across the board. Tallies for BMW’s 4 Series Coupe and Convertible exceed that of its arch nemesis, the Mercedes-Benz C-Class, for the second month in a row, posting 158 new registrations compared to the C-Class’ 128. The new generation BMW 4 Series now sits 28.4% ahead of its year-to-date figures, however, trails behind the C-Class’ year-to-date tally by 91 units.

The $200k+ club shifted 111 units, marginally improved from the 103 vehicles put onto the road the previous month. In this segment, it’s the 911 that rules the roost, posting 57 new registrations last month, up from 46 the month prior. That’s also 51% improved against June 2020.

Ferrari took out second place, with 13 units, followed

by McLaren with 10 new vehicles. Porsche, McLaren and Lamborghini all display improved YTD data (+117%, +50% and +20%, respectively), while Ferrari ends half-time with a 20% deficit to YTD sales- AA

TOO COOL PIPING HOT MCLAREN COUPE/ CONVERTIBLE Month-on-month figures for McLaren’s range of coupes and convertibles may show them shifting a mere three further units, up from seven to 10, but that’s a significant 43% increase. The wider story indicates that 2021 is shaping up to be a fruitful one for the British marque, it currently enjoys a 50% advantage year-to-date.

BMW 8 SERIES BMW’s released just four examples of its big-bodied bruiser into the wild last month, down 33% from the six achieved the month prior. The data for such lowvolume offerings is always more sensitive to monthly variances, but those four new cars represent just 25% of the 16 8 Series let loose in June 2020.

COMMENT

RATING

FUEL CONS

0-400M

0-100 KM/H

KW/TONNE

KERB KG

DRIVE

KW/NM

ENGINE

PRICE

TESTED

POWERED BY

Hyundai www.hyundai.com.au i20 N Jun 21 $32,490 (6m) i30 N Line (▲$400) i30 N Line Sedan

6.7

–

–

TBC Watch out Ford Fiesta ST, this feisty Hyundai is out for blood. And it’s got the goods to do it

150/265 front 1315 114

–

–

7.5

3.5 SR-replacing N Line is still a terrific warm hatch with a punchy engine and good dynamics

150/265 front 1310 114

–

–

7.5

3.5 Essentially an Elantra with a new name, the booted i30 gains radical new styling with proven powertrain

I4/1.6T

150/275

I4/1.6T

$30,690 (6m) $30,690 (7dc) I4/1.6T

$29,420 (6m) $31,420 (7dc)

front 1190 126

i30 N Performance Feb 19 $41,400 (6m)

I4/2.0T

202/378 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 Performance Mar 20 $42,910(6m)

I4/2.0T

202/378 front 1441 140

6.22 14.28 8.0

4.0 Broadens the i30 N tasting, which is great, but adds weight to a hot hatch that needs to lose some

I4/2.5T

213/422 front 1623 131

–

–

8.1

3.5 Eye-catching design with a powerful four-pot and eight-speed dual-clutch ’box – an interesting recipe

I4/2.0T

213/392

5.5

–

–

TBC An SUV with grunt and a track warranty. Okay Hyundai, consider us curious to see what it’s all about

Sonata N Line Aug 21 $50,990 (8dc) Kona N

$47,500 (8dc)

front 1510 141

Jaguar www.jaguar.com.au $72,391 (8a)

I4/2.0T

221/400 rear 1558 142

5.9

–

6.9

3.5 Pairs lovely ride and handling with smooth steering, just don’t look at the options list

XF P300 HSE AWD R-Dynamic

$102,500 (8a)

I4/2.0T

221/400 all

1744 127

6.1

–

7.1

3.5 Scores 221kW four-pot with lovely steering and ride quality, now adds all-wheel-drive traction

F-Type P300 R-Dynamic Coupe

$128,065 (8a)

I4/2.0T

221/400 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

V6/3.0S

280/460 rear 1594 176

4.9

–

8.6

3.5 Extra grunt and LSD makes it a sharper package, but more noise than actual pace

XE P300 R-Dynamic HSE

F-Type P380 R-Dynamic Coupe May 21 $174,765 (8a) F-Type P575 R Coupe

$264,965 (8a)

V8/5.0S

423/700 all

1730 234

3.7

–

11.3

4.0 Brutally quick and a great drive, with stunning looks and soundtrack to match. We miss the rear-driver

F-Type P300 R-Dynamic Conv.

$146,756 (8a)

I4/2.0T

221/400 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?

F-Type P380 R-Dynamic Conv.

$193,456 (8a)

V6/3.0S

280/460 rear 1597 157

5.3

–

8.4

3.5 Throaty V6 snarl perfect for four-pot snobs. Extra weight means it’s only marginally faster

F-Pace SE P400

$98,654 (8a)

I6/3.0TS

294/550 all

2008 146

5.4

–

–

TBC New mild-hybrid straight six promises silken engine response

F-Pace SVR Jan 20 $142,294 (8a)

V8/5.0S

404/680 all

2070 195

4.21 12.20 11.9

I-Pace HSE EV400 May 19 $152,060 (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

3.0 SRT-lite Grand Cherokee thunders with Hemi V8, but might struggle to get all that weight moving

4.0 Superb V8 for not a lot more than XF Sportbrake, it’s no wonder people buy SUVs

Jeep www.jeep.com.au Grand Cherokee S-L

$72,950 (8a)

V8/5.7

259/520 all

2302 113

–

–

13.0

Grand Cherokee SRT

$95,950 (8a)

V8/6.4

344/624 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

V8/6.2S

522/868 all

2399 218

3.70 11.80 16.8

Grand Cherokee Trackhawk Aug 18 $139,950 (8a)

PIPELINE

HOT STUFF COMING SOON

Note: all timings are a guide only given disruptions related to COVID-19.

H2 2021 Audi S3 Alfa Romeo Giulia GTAm A winged, 397kW super sedan Alpina XD3 AM Vantage Roadster Bentley Bentayga Speed BMW M3/M4 xDrive for all-paw traction BMW M5 CS M5 gains Club Sport treatment BMW X3/X4 M Competition

136

4.0 Cheapest way to the 500kW club, though you’ll spend the rest on fuel bills

Chevrolet C8 Corvette American supercar set for Oz Hyundai i30 N facelift Confirmed with a DCT Land Rover Defender Supercharged V8... yes please!

Maserati Levante GTS Twin-turbo Ferrari-derived V8 Mercedes-Benz C-Class C63e to be a hybrid four McLaren Sport Series Mercedes-AMG GT Black Halo car gains flat-plane crank Mercedes-AMG Project One Mini JCW Nissan 400Z

a u g u s t 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r

Turbo slice of old-school cool Nissan GT-R Nismo Porsche 911 GT3/Touring Porsche Cayenne Turbo GT Is this the first hyper SUV? It’s already got the ’Ring record Porsche Taycan Cross Renault Megane RS300 Frenchie comes in for a quick mid-life nip’n’tuck Subaru BRZ/WRX Toyota GR 86 Bigger boxer, increased fight Volkswagen Golf R Hatch/wagon coming to Oz Volvo S60 T8 Polestar-tuned

Volvo V60 T8 Polestar-tuned

2022 Audi RS3 Audi RS e-tron Audi’s electric performance future – based on Taycan BMW M2 BMW M3 Touring Who can resist a fast wagon?

Cupra Leon Cupra Formentor Cupra Ateca Porsche 911 Carrera GTS The figures make you question if you need any more in a 911 Tesla Model S Plaid

Research your next new car at whichcar.com.au

COMMENT

RATING

FUEL CONS

0-400M

0-100 KM/H

KW/TONNE

KERB KG

DRIVE

KW/NM

ENGINE

PRICE

TESTED

HYUNDAI – MASERATI

Kia www.kia.com.au $24,990 (7dc)

I3/1.0T

88/172

front 1176 75

–

–

5.4

3.5 New turbo triple is a refreshing change from old 1.4-litre atmo, but still fails to inspire

$35,290 (7dc)

I4/1.6T

150/265 front 1370 110

–

–

6.8

3.5 Polished dynamics and turbo grunt, but ride is firm and engine sounds strained. First to gain new design

Stinger 200 S

$50,050 (8a)

I4/2.0T

182/353 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 GT-Line

$57,730 (8a)

I4/2.0T

182/353 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

$53,830 (8a)

V6/3.3TT

274/510

rear 1780 154

5.07 13.26 10.2 3.5 Every V6 scores Brembos and LSD. The steering needs work and it isn’t all that polished

Stinger GT Feb 18 $63,760 (8a)

V6/3.3TT

274/510

rear 1780 154

4.82 13.01 10.4 4.0 Adaptive suspension adds much-needed support to the chassis. Update adds 2kW to overall output

Rio GT-Line Cerato GT Jul 19

Stinger 330 S Jul 18

KTM www.simplysportscars.com X-Bow R May 16 $169,990 (6m) X-Bow GT

$189,990 (6m)

I4/2.0T

220/420 rear 790

279

3.9

–

8.7

4.5 Literally face-peeling performance in a package that’s not exactly a pragmatic choice

I4/2.0T

220/420 rear 847

260

4.1

–

8.7

4.5 It adds a windscreen, but is still about as ‘GT’ as a turbocharged skateboard

12.7

4.0 Modern-day LM002 guaranteed to frighten the other parents on the school run

Lamborghini www.lamborghini.com Urus Apr 19

$390,000 (8a)

V8/4.0TT

478/850 all

V10/5.2

427/540 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

$429,000 (7dc)

V10/5.2

427/540 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 $470,800 (7dc)

V10/5.2

449/560 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 Jan 20 $459,000 (7dc)

V10/5.2

470/600 all

1422 331

2.9

–

13.9

4.5 More power, aero and handling ... has the ‘Baby Lambo’ just become the Raging Bull of choice?

Huracan STO

V10/5.2

470/565 all

1339 351

3.0

–

13.7

TBC More hardcore and track-focused than the Performante with extensive aerodynamic addenda

V12/6.5

544/690 all

1575 346

2.9

–

16.9

4.0 S brings worthwhile upgrades to agility, brakes and ride, but gearbox remains a bugbear

Huracan LP580-2 Jan 17 $378,900 (7dc) Huracan LP580-2 Spyder

$596,000 (7dc)

Aventador S May 17 $788,914 (7s)

2200 217

3.6

12.8

Aventador S Roadster

$825,530 (7s)

V12/6.5

544/690 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

566/720 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 3.5 Great value, enjoyable dynamics and a responsive V6 is tied to an intrusive ESP and old engine tech

V6/3.5

233/378 rear 1685 138

6.10 14.10 9.7

V6/3.5TT

310/600 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 $195,953 (4a)

V6/3.5E

264/350 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 $75,636 (8a)

I4/2.0T

180/350 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 $78,636 (8a)

V6/3.5

233/378 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

V8/5.0

351/530 rear 1780 197

4.5

V8/5.0

351/530 rear 1715 205

4.79 12.90 15.9 4.0 An unlikely prospect for a track-focused reinvention, but looks and sounds the business

V8/5.0

351/540 rear 1935 182

5.18 13.23 11.6

V6/3.5E

264/348 rear 1985 134

5.0

–

6.7

3.0 Near half the V8’s fuel usage, but feels slower than it is and it’s missing the NASCAR-like soundtrack

V8/5.0

351/540 rear 2035 172

–

–

12.7

4.0 Retains the coupe’s delicious looks and only improves on its cracking sound – but has gained some flab

IS350 F Sport Feb 21 $75,000 (8a) LS500 F Sport Aug 18 $195,953 (10a)

RC F Aug 19 $136,636 (8a) RC F Track Edition Feb 20 $165,117 (8a) LC500 May 21 $194,757 (10a) LC500h Oct 17

$195,165 (4a)

LC500 Convertible Ann 20 $214,000 (10a)

–

11.2

3.5 Improved ride/handling and sounds great while not being all that fast; ancient-feeling interior 4.0 Concept-car looks, atmo V8 and lovely steering is let down by the chassis, ESC, weight and firm ride

Lotus www.lotuscars.com.au $97,990 (6m)

I4/1.8S

179/244

rear 922

194

4.5

–

7.8

4.0 Made even better by a supercharger. A car that’s hard to get out of – literally. Now with more power

Elise Cup 250 Final Edition

$109,990 (6m)

I4/1.8S

183/244 rear 931

197

4.3

–

7.8

3.5 More hardcore than a Cayman for similar coin. Final Edition to farewell iconic nameplate

Exige 390 Coupe Final Edition

$149,500 (6m)

V6/3.5S

296/420 rear 1138 260

3.7

–

10.2

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

258/400 rear 1125 229

3.9

–

10.0

4.0 Pop-top barely compromises the Exige’s ferocity, meaning it remains a hardcore proposition

Exige 420 Coupe Final Edition

$169,990 (6m)

V6/3.5S

313/427

rear 1110

282

3.4

–

10.2

4.0 Hardcore driving experience and supercar-fast, but tricky at the limit. Now in Final Edition-guise

Exige Cup 430 Final Edition

$209,990 (6m)

V6/3.5S

321/427

rear 1098 292

3.3

–

10.2

4.0 It’s a lot of money for a Lotus, but what a glorious alternative to a Porsche. Get it while it lasts

$179,990 (6m) $181,990 (6a) V6/3.5S

313/410

rear 1325 231

4.2

–

9.7

4.5 Brilliant driving experience, fine day-to-day manners and much cheaper than before

Elise Sport 240 Final Edition

Evora GT410 Sport Jul 19

Evora GT430 Sport Nov 18 $239,990 (6m)

V6/3.5S

320/440 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

320/440 rear 1299 246

3.7

–

10.1

3.5 20-way adjustable suspension and carbonfibre buckets top off priciest Lotus

Maserati www.maserati.com.au Ghibli

$144,990 (8a)

V6/3.0TT

257/500 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 GranSport

$175,000 (8a)

V6/3.0TT

321/580 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

Ghibli Trofeo May 21 $265,000 (8a)

V8/3.8TT

433/730 rear 1969 220

4.3

–

12.3

3.5 Twin-turbo V8 grunt from Ferrari going to the rear wheels only... sounds like a lot of fun

Levante GTS

$268,990 (8a)

V8/3.8TT

405/730 all

2170 186

4.2

–

13.5

4.0 Ferrari-powered Levante is finally an appealing, if pricey, alternative to other small super-SUVs

Levante Trofeo

$330,000 (8a)

V8/3.8TT

433/730 all

2170 200

3.9

–

13.5

4.0 Feels proper fast, but maybe not fast enough for this sort of money

QuattroporteTrofeo

$376,900 (8a)

V8/3.8TT

433/730 rear 2000 217

4.5

–

12.2

TBC 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 /520 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

d

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PRICE

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MASERATI – MERCEDES-BENZ

3.5 Made for a coastal road, not a race track

GranCabrio Sport

$335,000 (6a)

V8/4.7

338/520 rear 1980 171

5.0

–

14.5

GranCabrio Sport MC

$355,000 (6s)

V8/4.7

338/520 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?

MC20 Jun 21 $438,000 (8dc)

V6/3.0TT

463/730 rear 1470 315

2.9

–

11.6

4.5 A mid-mounted twin-turbo V6 in a carbon-fibre body. Welcome the Trident back to the supercar league

Mazda www.mazda.com.au 3 G25 GT

$34,090 (6m) $35,090 (6a)

I4/2.5

139/252 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

MX-5

$35,890 (6m) $37,890 (6a)

I4/1.5

97/152

–

–

6.2

4.0 Superb dynamics matched with lightness and a keen engine – but larger folk will struggle

$43,820 (6m) $45,820 (6a)

I4/2.0

135/205 rear 1035 130

6.37 14.54 6.8

I4/2.0

135/205 rear 1033 131

6.8

I4/2.0

135/205 rear 1087 124

6.55 14.65 6.9

I4/2.0

135/205 rear 1085 124

6.9

4.0 Electrically folding hardtop adds convenience with the touch of a button, but also adds weight...

I4/2.0

135/205 rear 1112

–

6.9

4.0 GT hardtop stacks up as the most premium pick, hence it comes with a significant sticker price

3.2

–

11.9

4.0 It’s more practical than a ‘regular’ McLaren but still no proper GT like the 911 Turbo

1498 334

3.0

10.7

–

TBC Woking downsizes the displacement, but ups the ante in the fight against traditional rivals

V8/4.0TT

530/770 rear 1419 374

2.9

–

12.2

4.5 Otherworldly speed matched to outstanding dynamics. If only it sounded better

MX-5 GT Jul 19

MX-5 GT RS Feb 21 $47,020 (6m) MX-5 RF Oct 18 $41,200 (6m) $43,200 (6a) MX-5 RF GT RS Feb 21 $51,100 (6m) MX-5 RF GT

$47,900 (6m) $49,900 (6a)

rear 1021 95

121

–

4.0 Powered- and revved-up 2.0-litre distances itself from 1.5-litre, but it now starts with pricey GT 4.0 Upgraded brakes shave 2kg; lighter 17-inch wheels, revised Bilstein dampers and strut brace also added 4.0 Hardtop adds class and coupe looks ... along with a bit more weight

McLaren www.cars.mclaren.com GT Nov 19 $399,995 (7dc) Artura

$449,500 (8dc)

720S Mar 18 $489,900 (7dc)

V8/4.0TT

456/630 rear 1530 304

V6/3.0TTH 500/720 all

720S Spider

$556,000 (7dc)

V8/4.0TT

530/770 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

765LT

$609,650 (7dc)

V8/4.0TT

563/800 rear 1339 420

2.8

–

12.2

TBC The 720S gains track-focused Longtail treatment – is it almost a Senna now? We think so

Mercedes-Benz www.mercedes-benz.com.au A250 4Matic Feb 19 $58,500 (7dc)

165/350 all

1430 115

6.2

A35 AMG Feb 20 $71,700 (7dc)

I4/2.0T

225/400 all

1480 152

4.86 13.16 12.1

A45 S AMG Feb 21 $94,100 (8dc)

I4/2.0T

310/500 all

1550 200

3.9

–

8.4

4.5 An improvement in almost every way on the old one, but you’ll pay a whole lot more for the pleasure

A250 4Matic sedan Feb 19 $60,900 (7dc)

I4/2.0T

165/350 all

1450 111

6.3

–

6.7

3.5 All-wheel drive seems to add safety rather than performance

6.2

4.0 Accessible performance but hardly game-changing in face of the Civic Type R or Golf R. Still, underrated

A35 AMG Sedan

$72,700 (7dc)

I4/2.0T

225/400 all

1495 151

4.8

–

7.3

4.0 Same as above, only packaged in sleeker sedan body. We’d prefer the hatch for practicality

CLA250 4Matic

$71,600 (7dc)

I4/2.0T

165/350 all

1475 112

6.3

–

6.5

3.5 Classy looks, decent powertrain and lots of tech help justify pricey tag

CLA35 AMG

$85,900 (7dc)

I4/2.0T

225/400 all

1515 149

4.7

–

7.3

4.0 A35’s respectable performance wrapped in a more stylish, swoopy package

CLA45 S AMG Sep 20 $112,000 (8dc)

I4/2.0T

310/500 all

1600 194

4.09 12.21 8.3

V6/3.0TT

287/520 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

$116,300 (9a)

V6/3.0TT

287/520 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 $168,300 (9a)

V8/4.0TT

375/700 rear 1680 223

4.44 12.30 10.4 4.5 Amazing engine and brilliant chassis offset the terse ride and occasional gearbox stumble

C63 S AMG Estate Jan 16 $171,000 (9a)

V8/4.0TT

375/700 rear 1725 217

4.0

–

8.7

I4/2.0T

190/370

6.0

–

6.6

3.5 A quality product and a decent steer. Less convinced about that rear styling

C43 AMG Jun 17 $113,700 (9a) C43 AMG Estate

C300 Coupe

$93,900 (9a)

rear 1490 121

4.5 Getting a little exxy but you do get a lot of car for the money. And what a car. And engine!

4.5 The ultimate do-everything car, though it’s quite small in the back

C43 AMG Coupe

$122,200 (9a)

V6/3.0TT

287/520 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

$142,300 (9a)

V6/3.0TT

287/520 all

1810 159

4.8

–

9.5

3.5 Solid mix of class and performance; hefty price tag, though

C63 S AMG Coupe Aug 19 $173,500 (9a)

V8/4.0TT

375/700 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

375/700 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

4.4

–

8.7

4.0 Plenty of pace and stunning interior, but it doesn’t feel very ‘AMG’

C63 S AMG Cabriolet

$194,000 (9a)

V8/4.0TT

E53 AMG

$162,300 (9a)

I6/3.0TT(E) 320/520 all

–

V8/4.0TT

450/850 all

1955 230

3.40 11.28 9.3

4.5 The prototypical super sedan lacks only a smidge of refinement

I6/3.0TT(E) 320/520 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

I6/3.0TT(E) 320/520 all

1980 162

4.5

–

8.7

3.5 Introduction of ‘53’ cab and coupe make for the quickest two-door E-Class AMGs

I6/3.0TT

270/500 all

1940 165

4.8

–

7.8

3.5 Great car, gorgeous interior, swift acceleration, but handling tuned for mass market, not the enthusiast

I6/3.0TT(E) 336/520 all

1980 162

4.5

–

8.7

4.0 Beautiful interior and eye-catching looks backed by high-tech new inline-six

E63 S AMG Mar 21 $253,900 (9a) E53 AMG Coupe Dec 18 $164,800 (9a) E53 AMG Cabriolet

$173,400 (9a)

CLS450 Sep 18 $164,600 (9a) CLS53 AMG Apr 18 $189,100 (9a)

–

S450

$240,700 (9a)

I6/3.0TT(E) 270/500 all

2001 135

5.1

–

8.2

TBC Tech tour de force continues for new Mercedes flagship – overhauled cabin adds massive screen

S450 L

$264,900 (9a)

I6/3.0TT(E) 270/500 all

2074 130

5.1

–

8.4

TBC Incredible fuel economy and grunt from new mild hybrid inline-six

S580 L

$329,900 (9a)

V8/4.0TT

370/700 all

–

–

4.4

–

–

TBC Uses EQ Boost 48v mild-hybrid tech for an extra 15kW/200Nm of shove – top dog until AMG version

S680 Maybach

$565,800 (9a)

V12/6.0TT 463/900 all

–

–

–

–

–

TBC The ultimate expression of luxury and a tech tour de force with a V12 sledgehammer under the bonnet

S560 Cabriolet

$349,235 (9a)

V8/4.0TT

345/700 rear 2075 159

4.6

–

9.9

4.5 Vitamin-D exposure in opulent style, though it’s very showy

S63 AMG Cabriolet

$414,735 (9a)

V8/4.0TT

450/900 rear 2110 209

–

–

10.2

4.0 Hell-raising acceleration and gorgeous looks, but don’t get too enthusiastic in the bends

GT53 AMG

$256,235 (9a)

I6/3.0TT(E) 320/770 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

V8/4.0TT

470/900 all

2025 229

3.16 11.08 13.5 4.5 AMG has bolted wheels to a Tomahawk cruise missile; this car will still be spoken about in 50 years

V8/4.7TT

335/700 rear 1720 187

4.3

AMG GT C Feb 19 $341,200 (7dc)

V8/4.0TT

410/680 rear 1625 252

3.66 11.55 12.4 4.5 Monster performance for those who find the GT R a bit ostentatious

AMG GT R Jun 19 $373,400 (7dc)

V8/4.0TT

430/700 rear 1575 273

3.6

–

12.4

4.5 AMG GT in its ultimate form, yet ride also improved. This or a 911 GT3?

AMG GT R Pro Feb 21 $453,200 (7dc)

V8/4.0TT

430/700 rear 1575 273

3.6

–

12.4

5.0 Brilliant on a twisty road, epic on a race track. And that’s why it is our 2021 Performance Car of the Year

AMG GT C Roadster Jun 17 $367,400 (7dc)

V8/4.0TT

410/680 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

GT63 S AMG Feb 20 $363,700 (7a) SL500

138

–

3.5 A smartphone on wheels, but kerb weight is up and power below average for this price

I4/2.0T

$292,135 (9a)

a u g u s t 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r

–

9.1

3.0 Fantastic engine and sleeker looks undermined by previous-gen interior and body wobbles

MANUFACTURERS SHOULD NEVER, EVER BE INVOLVED IN CREATING EITHER THE SPORTING OR TECHNICAL REGULATIONS

Scott Newman THE WORLD RALLY CHAMPIONSHIP returned to Africa recently after a two-decade hiatus. Was it a ‘real’ Safari rally? No, not really, and nor could it be. In this day and age, having open roads and 2500km routes simply isn’t possible, but any fears the need to accept a European-style itinerary and accommodate live television would water down the challenge were unfounded.

Giraffes stood stage-side, there were real life zebra crossings, random downpours turned the roads into an ice rink and one car even got stuck. I’ve been watching the WRC a long, long time, but never have I seen a car fail to finish a stage simply because it got bogged. Deep dust, called fesh-fesh, required plenty of commitment, but when his vision became obscured by said dust, Finnish young gun Kalle Rovanperä lifted and his Toyota Yaris sunk onto its underbelly, the wheels spinning helplessly.

It was like when you hold a dog above water and its legs start paddling but it isn’t going anywhere. The stage was stopped and Kalle retired. Sebastien Ogier won – of course he did – but was lucky to do so having blown his rear dampers on the opening morning and lost multiple minutes. It was riveting viewing with constant action and it got me thinking. Why was this so compelling?

There were concerns about taking the latest generation of World Rally Cars to Kenya. Once upon a time, manufacturers built detuned, beefed-up Safari specials at vast expense, but these latest machines had nothing more than a little extra ride height. A current World Rally Car is a thoroughbred, designed to go as fast as possible for a relatively short distance, with a 300kW 1.6-litre engine, sophisticated transmission and plenty of aero – not exactly the ideal spec for tackling the African savannah.

This caused a light bulb to go off: if you want exciting motorsport simply make sure the vehicles are outside their comfort zone. Why are wet F1 races invariably the most entertaining? Simple. Take a car that’s specifically designed to suck itself to the tarmac and remove the one thing it’s built to extract – grip. All of a sudden those finely honed wings and 1000 hybrid-assisted horsepower are at the

mercy of four small, slippery contact patches.

My fellow columnist Cameron Kirby extolled the virtues of Stadium Super Trucks last month and he’ll find no argument here.

These bellowing, wheel-standing, oversteering behemoths are another perfect example of this theory: Trophy Trucks are intended to bounce off Baja dunes, not hot lap road courses, yet every race is a must-watch.

There is a clearly defined line, though. As the Kirbster mentioned, race series shouldn’t take themselves too seriously, nor be afraid to try new things, but fans will quickly revolt against any measure that feels contrived. Bernie Ecclestone’s infamous suggestion that random sprinklers be activated during a Grand Prix would certainly have had the desired effect of spicing up the action, but such a solution would feel too artificial, too random. Sport must be entertaining, but must also remain a meritocracy. The proposed reverse-grid format could arguably fall into the same category.

Technical regulations are an opportunity to introduce, if not chaos, then at least a degree of randomness. When Supercars still used an H-pattern manual gearbox drivers were constantly at risk of a mistake, a missed upshift killing momentum or fluffed downshift locking the rears and spinning the car. The move to sequential gearboxes eradicated most of that and if Supercars introduces paddle-shift it’ll disappear completely. F1’s cuttingedge tech regs also used to increase the jeopardy – you never knew when a car was going to meet a fiery doom thanks to an engine/ transmission/hydraulics explosion.

This brings me to my final point and the lesson we can take: manufacturers should never, ever be involved in creating either the sporting or technical regulations of a series. They want exposure and a contest but most of all they want control. Control of the variables, control of the message; the last thing they want to do is venture outside the comfort zone. The racing suffers as a result.

There’s nothing more exciting than not knowing what’s going to happen next. Though some random zebras certainly don’t hurt.

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0-400M

0-100 KM/H

KW/TONNE

KERB KG

DRIVE

KW/NM

ENGINE

PRICE

TESTED

MERCEDES-BENZ – PORSCHE

$83,700 (8dc)

I4/2.0T

225/400 all

1582 142

5.1

–

7.4

4.0 Slightly confused as to what it wants to be, but it is a quick small SUV with a premium badge

GLA45 AMG Feb 21 $108,100 (8dc)

I4/2.0T

310/500 all

1731 179

4.3

–

9.3

4.0 Higher A45 S will handle speed humps better, but its centre of gravity will cost it in corners

GLB35 AMG

$89,300 (8dc)

I4/2.0T

225/400 all

1857 121

5.2

–

8.3

TBC Baby AMG GLB mates ‘35’ spec donk with new eight-cog DCT but suffers from a weight problem

GLC43 AMG

$120,600 (9a)

V6/3.0TT

270/520 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

$127,700 (9a)

V6/3.0TT

270/520 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 Jun 20 $175,800 (9a)

V8/4.0TT

375/700 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

V8/4.0TT

375/700 all

1945 192

3.92 12.05 10.9 4.0 Engaging wagon on stilts is easier on the eye, but tall rear passengers won’t be so impressed

I6/3.0T(e) 320/520 all

2250 142

5.3

–

9.3

3.5 Hybrid powertrain suits the GLE’s comfy character well, though it’s far from delivering a 63’s gut punch

$230,400 (9a)

V8/4.0TT(e) 450/850 all

2270 198

3.8

–

11.5

3.5 Bonkers power levels from twin-turbo V8... and significant heft. Yet, its directional stability is impressive

GLE63 S AMG Coupe May 21 $235,500 (9a)

V8/4.0TT(e) 450/850 all

2270 198

3.8

–

11.5

3.5 A car that you really don’t want to like, until you drive it and experience its pace. Also drive an Audi RS Q8

GL63 AMG Jan 21 $267,100 (9a)

V8/4.0TT(e) 450/850 all

2555 178

4.2

–

13.0

3.5 It’s reason for existence is tenuous, but we’re kinda glad it does. Too fast for its own good?

GLA35 AMG

GLC63 S AMG Coupe Jul 18

$182,000 (9a)

GLE53 AMG Sep 20 $167,100 (9a) GLE63 S AMG

G63 AMG Apr 19

$299,000 (9a)

V8/4.0TT

430/850 all

2485 173

4.5

–

13.1

3.0 New chassis and 850Nm 4.0-litre, old looks and side pipes

MINI www.mini.com.au (▲$600) Cooper S Classic Jun 18 $45,700 (7dc)

I4/2.0T

141/280

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

(▲$150) Cooper S Classic 5-door

$46,950 (7dc)

I4/2.0T

141/280

front 1255 112

6.9

–

6.4

3.5 A smaller alternative to a VW Golf GTI, but yet further away from the original ‘mini’ ethos

(▲$430) Cooper S Convertible

$51,530 (7dc)

I4/2.0T

141/280

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

(▲$3300) Cooper S Clubman Feb 16 $49,200 (8a)

I4/2.0T

141/280

front 1360 104

7.1

–

6.0

3.5 Smart interior and supple chassis, but extra heft burdens the poor 2.0-litre. Then there’s the weird looks..

(▲$500) Cooper S Countryman

$53,400 (8a)

I4/2.0T

141/280

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

(▲$950) Cooper JCW

$58,850 (8a)

I4/2.0T

170/320

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

JCW GP Jan 21 $63,900 (8a)

I4/2.0T

225/450 front 1210 145

5.2

–

7.3

4.0 The ultimate Mini returns, claimed to lap the Nurburgring North Loop in less than eight minutes

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 Convertible

$64,380 (8a)

I4/2.0T

170/320

JCW Clubman Essential ALL4

$64,300 (8a)

I4/2.0T

225/450 all

1550 114

4.9

–

7.3

3.5 Clubman chassis scores the power it deserves, but power doesn’t solve everything

JCW Countryman Essential ALL4

$63,850 (8a)

I4/2.0T

170/350

1555 109

6.5

–

7.4

3.5 Mini with the lot gains a maxi price tag. Clubman is much cooler, cheaper and lighter

front 1320 129

all

Morgan www.morgancars.com.au 4/4

$94,000 (5m)

Roadster

82/132

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

V2/2.0

60/140

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

$105,000 (5m)

I4/2.0

115/201

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

$145,00 (6m)

V6/3.7

209/370 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

3 Wheeler Apr 16 $107,000 (5m) Plus 4

I4/1.6

Nissan www.nissan.com.au $50,490(6m) $52,990 (7a)

V6/3.7

245/363 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 $61,490 (6m) $63,990 (7a)

V6/3.7

245/363 rear 1478 168

5.8

$61,990 (6m) $64,490 (7a)

V6/3.7

253/371

5.87 14.07 10.6 3.5 A visual and aural refresh courtesy of Nismo. Performance suspension lacks sophistication

370Z Apr 19

370Z Nismo Jul 18

rear 1480 171

–

10.9* 3.0 Suffers little in the conversion to drop-top, but $11K for a creaky roof is too much

$193,800 (6dc)

V6/3.8TT

419/632 all

1765 237

3.20 11.21 11.7

4.0 Improved ride and transmission tweaks for MY20 are welcome, feels suited to the street more than ever

GT-R Track Edition Nov 16 $235,000 (6dc)

V6/3.8TT

419/632 all

1760 238

2.7

4.0 In a track environment, it’s simply awesome. Question marks remain over road suitability

GT-R Nismo Ann 19 $378,000 (6dc)

V6/3.8TT

441/652 all

1715 257

3.14 11.04 11.7

4.0 There’s the Track Edition, and then there’s this. However the MY20’s price is verging on ridiculous

4.5 Porsche’s entry sportscar sets the bar high, but it’s hardly a cheap deal in anyone’s language

GT-R Premium

–

11.7

Porsche www.porsche.com.au 718 Cayman Ann 16 $116,000 (6m) $117,932 (7dc) F4/2.0T

220/380 rear 1335 165

5.1

718 Cayman S Feb 18 $139,600 (6m) $144,180 (7dc) F4/2.5T

257/420 rear 1355 190

3.95 12.02 8.1

718 Cayman GTS 4.0 Mar 20 $175,200 (6m) $180,590 (7dc) F6/4.0

294/420 rear 1405 209

4.5

–

718 Cayman GT4 Aug 19 $210,200 (6m) $214,780 (7dc) F6/4.0

–

7.4

4.5 An almost flawless sports car that only struggles to stir the emotions

10.8

4.5 We haven’t driven it yet but fair to say expectations are through the ceiling 5.0 Not as special as the old one but still utterly brilliant

309/420 rear 1420 217

4.4

–

10.9

718 Boxster Jun 16 $118,800 (6m) $120,732 (7dc) F4/2.0T

220/380 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 $142,400 (6m) $146,980 (7dc) F4/2.5T

257/420 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 4.0

$178,000 (6m) $183,390 (7dc) F6/4.0

294/420 rear 1405 209

4.5

–

10.8

TBC Big-bore, howling atmo six-cylinder replaces downsized turbo-four. What decade is it again?

718 Boxster Spyder

$200,700 (6m) $205,280 (7dc) F6/4.0

309/420 rear 1420 217

4.4

–

10.9

5.0 With a chassis that’s just as good as the GT4’s, this is open-top motoring at its finest

Taycan RWD

$156,300 (2a)

EM

300/357 rear 2050 146

5.4

–

0.0

TBC Rear-wheel drive Taycan cuts weight for new entry-level Tesla Model S fighter

(▲$4300) Taycan 4S

$194,700 (2a)

Dual EM

390/640 all

2241 174

4.0

–

0.0

TBC A reasonable step-up in luxury and finish over a Tesla Model S, but not in performance

(▲$7800) Taycan Turbo

$276,300 (2a)

Dual EM

500/850 all

2305 217

3.2

–

0.0

TBC Arguably a faster alternative to the Panamera 4E-hybrid if you’re not subject to range anxiety

Dual EM

560/1050 all

2295 253

2.8

–

0.0

4.5 State-of-the-art EV performance from Porsche might struggle to justify $180K over the top Model S

Taycan 4 Cross Turismo

$176,600 (2a)

Dual EM

350/500 all

2245 156

5.1

–

0.0

TBC ‘Affordable’ Taycan gets dirty with jacked-up ride height and extra body cladding

(▲$4300) Taycan 4S C/Turismo

$205,300 (2a)

Dual EM

420/650 all

2245 187

4.1

–

0.0

TBC Is this the Goldilocks spec Taycan Cross Turismo? We’re keen to find out

(▲$7800) Taycan Turbo C/T Apr 21 $279,000 (2a)

Dual EM

500/850 all

2320 216

3.3

–

0.0

4.5 If you need a high-performance, off-roading EV, then consider this a niche filled

F6/3.0TT

283/450 rear 1505 188

4.2

–

9.4

4.5 The entry ticket into the 992 series range is slightly more expensive but no less sublime

(▲$7300) Taycan Turbo S Apr 21 $345,800 (2a)

911 Carrera Mar 20 $241,300 (8dc)

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FUNCTION OFTEN SEEMS TO BECOME FORM IN CAR DESIGN, BUT WHEN DOES FUNCTION BECOME DYSFUNCTION?

Alex Affat AFTERMARKET CAR CULTURE HAS dipped in and out of wider popular culture for decades, throughout which we’ve witnessed various trends and fashions come and go.

Whether it’s the wild customs and muscle cars of the ’70s, killed by the oil crisis and public perception towards big horsepower, or the equal-parts cringe/nostalgic AutoSalon era of chrome and airbrushing at the turn of the millennium, fads wax and wane.

The rise of the internet exposed previously localised trends to the global stage, with the heavily SoCal-influenced ‘HellaFlush’ movement and European slammed Volkswagen communities quickly proliferating across the world.

These fashion shifts in automotive culture are often fuelled by a totally new generation of drivers and owners who seek to buck previously established trends and forge an identity of their own.

The local muscle car scene gave way to smaller-capacity turbocharged imports; and the wild gold-plated, body-kitted and airbrushed shows-toppers of the ‘sex-spec’ era were replaced by ‘stance’ cars; which combined the clean lines of a stock body with ridiculous suspension drops and the wildest wheel specs you could physically force to fit.

A common thread that runs through each of these various styles is a lasting heated debate between form and function.

Cosmetic dress-up parts that mimic true performanceenhancing components have long been a fixture in the automotive aftermarket, but today it seems like the intersection between form and function has never been under greater scrutiny.

A booming secondary Japanese car market has also given way to an insatiable appetite for all things JDM, including aftermarket parts. Today’s internet-breaking viral builds are often typified by extensive 12-piece body kits, brand name wheels and whatever golden-era parts you can get your hands on. Racecars have always been cool, so it’s no surprise to see motorsport-inspired mods in the spotlight among the contemporary automotive zeitgeist.

As with any car modification though, execution is everything,

and the results can range from excellent to egregious. Of course I’ll always place a higher value on a slightly tattered, but well-used driver’s car over a shiny static hardparker. However, it’s hard to deny the visual impact of some of today’s gleaming widebodykitted show cars.

Conversely, there are many modifications that land wide of the mark. A giant rear wing affixed to an otherwise unmodified family car is an age-old meme in itself; and you’ll see more than enough splitter support rods connecting to malleable plastic grilles at your local Friday night meet. The most shocking example of a racecar-in-disguise was spotted near our very offices recently; a neat standard World Rally Blue VA WRX, with a bright red tow strap – zip tied to the licence plate of all places.

This is in no way meant to put down the owners of these cars, or their ilk. We all started somewhere and have done things to cars we regret. It’s wonderful to see a whole new generation waking up to the satisfaction of personalising a car to their exact tastes, but perhaps take this as a cautionary tale the next time you’re thinking of TEK-screwing a set of canards into your bumper.

And don’t for a second think that the OEMs are beyond these stylistic faux pas. We could point out, ad nauseam, the countless examples of fake grilles, vents and exhausts – indeed the Hyundai Sonata N, featured in this very magazine, is a car guilty of a few of these misdemeanours.

Editor Enright remarked that they had seemingly slapped on almost every sporty design element in their arsenal. There were blocked-off vents, and lines aplomb. I did spy one set of functional vents ahead of the leading edge of the front wheel. Hooray! But were they ducted to the brakes? No, instead they seemed to be spitting air right at the tyre which, from my basic understandings of aerodynamics, is absolutely horrid for drag.

Function often seems to become form in car design, but once in a while function can cross a line into dysfunction. Can you think of others?

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911 Carrera 4

9.5

COMMENT

283/450 all

F6/3.0TT

331/530 rear 1515 218

3.54 11.56 14.3 4.5 All-new 992 delivers increased comfort, handling and speed, though no manual (yet!)

$314,800 (7m/8dc)

F6/3.0TT

353/570 rear 1510 234

3.4

11.5

9.6

TBC Is this all the 911 you’ll ever need? We think the latest 992-gen car will come mighty close

$296,800 (8dc)

F6/3.0TT

331/530 all

1565 212

3.4

–

–

4.5 All-wheel drive emphasises weight gain; we say grab the rear-drive one

$334,000 (7m/8dc)

F6/3.0TT

353/570 all

1595 212

3.3

11.5

9.6

TBC With those performance figues, it’s a close to a GT product as you’ll get with a Carrera bage

911 Carrera 4 GTS

–

RATING

FUEL CONS

F6/3.0TT

911 Carrera 4S

4.2

4.0 Extra grip cancels out the extra weight but the experience is not as pure

$253,500 (8dc)

911 Carrera S Feb 20 $279,600 (8dc) 911 Carrera GTS

1555 182

0-400M

0-100 KM/H

KW/TONNE

KERB KG

DRIVE

KW/NM

ENGINE

PRICE

TESTED

PORSCHE – SKODA

911 Carrera Cabriolet

$263,000 (8dc)

F6/3.0TT

283/450 rear 1575 180

4.4

–

9.6

4.0 Less than half as stiff as the coupe but still a damn fine driving experience

911 Carrera 4 Cabriolet

$280,200 (8dc)

F6/3.0TT

283/450 all

1625 174

4.4

–

9.6

4.5 Seriously versatile with all-wheel drive but $267K buys you a lot in Jaguar’s F-Type range

911 Carrera S Cabriolet

$301,300 (8dc)

F6/3.0TT

331/530 rear 1585 209

3.7

–

–

4.5 Even new Cabriolet can’t dent epic performance previously the domain of Porsche GT models

911 Carrera 4S Cabriolet

$318,500 (8dc)

F6/3.0TT

331/530 all

1635 202

3.6

–

–

4.5 Tips the $300K mark, and we’d rather an R8 Spyder for this coin

911 Carrera GTS Cabriolet

$347,700 (8dc)

F6/3.0TT

353/570 rear 1635 219

3.6

11.7

9.7

TBC This is as fast as you can go topless in a 911 without stepping up to the Turbo – will be good fun

911 Carrera 4 GTS Cabriolet

$366,900 (8dc)

F6/3.0TT

353/570 all

1665 212

3.5

11.7

9.7

TBC For those who like all-weather traction in their sun-seaking drop-top 911

911 Targa 4

$280,200 (8dc)

F6/3.0TT

283/450 all

1665 170

4.4

–

9.7

4.0 It’s heavier than the Cabriolet but that’s all you pay for its slick looks since it’s priced identically

911 Targa 4S

$218,500 (8dc)

F6/3.0TT

331/530 all

1675 198

3.8

–

9.7

4.0 Has the thrust to mask the extra flab from the Targa’s gorgeous roll-hoop

911 Carrera Targa 4 GTS

$366,900 (8dc)

F6/3.0TT

353/570 all

1685 198

–

–

9.7

TBC Iconic Targa design gains the GTS treatment, but is it worth the extra weight?

911 Turbo May 21 $405,000 (8dc)

F6/3.8TT

427/750 all

1640 260

2.8

–

–

4.5 The benchmark for all super sportscars to meet

$425,800 (8dc)

F6/3.8TT

427/750 all

1710 250

2.9

–

–

4.5 Slashes the price on a S but retains most of the performance

911 Turbo S Jun 20 $481,700 (8dc)

F6/3.8TT

478/800 all

1640 291

2.7

–

11.5

5.0 The sports car king remains ridiculously fast, comfortable and quite expensive

F6/3.8TT

478/800 all

1710 280

2.8

–

11.7

4.5 Probably the best drop-top Porsche yet doomed to be written off by enthusiasts

F6/4.0

375/470 rear 1435 261

3.4

–

–

5.0 Just when you think Porsche can’t beat perfection, it does. New 992-gen brings valid upgrades

911 Turbo Cabriolet

911 Turbo S Cabriolet

$502,600 (8dc)

(▼$100) 911 GT3 May 21 $369,600 (6m/8dc) 911 GT3 Touring

$369,600 (6m/8dc)

F6/4.0

375/470 rear 1435 261

3.4

–

–

TBC Touring now gains the eight-speed PDK as an option – wing vs no wing debate to continue raging on

911 GT3 Touring 70 Years Aus Ed

$494,400 (6m/8dc)

F6/4.0

375/470 rear 1435 261

3.4

–

–

TBC It’s the first country-specific special edition GT car, and it’s all ours. But you’ll have to pay for it

(▲$4100) Panamera 4

$213,800 (8dc)

V6/2.9TT

243/450 all

1900 129

5.3

–

–

4.0 Stuttgart’s fresh limo doesn’t hang around. All-wheel drive is of questionable relevance in Oz

(▲$4100) Panamera 4 S.T.

$222,100 (8dc)

V6/2.9TT

243/450 all

1930 128

5.3

–

–

4.0 A good-looking Panamera! And it can seat five, though you might need to ditch the rugrats to buy one

(▲$2930) Panamera 4S E-Hybrid

$295,200 (8dc)

V6/2.9TT[E] 412/750

all

2225 183

3.7

–

–

4.0 Hybrid limo allows zero-emissions commuting without paying a performance penalty

(▲$4500) Panamera GTS

$313,000 (8dc)

V8/4.0TT

353/620 all

2020 175

3.9

–

4.0 No more high-rev natural aspiration here, but two-tonne Pana likely all the better for it

(▲$3500) Panamera GTS S.T.

$320,300 (8dc)

V8/4.0TT

353/620 all

2040 173

3.9

–

4.0 A mix of prettiness, practicality and performance only challenged by an RS6. Or Pana Turbo...

(▲$6300) Panamera Turbo S

$415,800 (8dc)

V8/4.0TT

463/820 all

2080 223

3.1

–

–

4.0 Crushing on-paper performance and cosseting luxury. Yes, it’s lighter, but still a big bertha

Macan GTS

$112,300 (7dc)

V6/2.9TT

280/520 all

1910 147

4.9

–

10.0

4.0 GTS badge returns to the Macan range and again hits a nice sweet spot between price and performance

Macan Turbo

$145,200 (7dc)

V6/2.9TT

324/550 all

1945 167

4.5

–

10.0

4.0 Refreshed Macan adopts new hot vee twin-turbo V6 but fails to match rivals on outputs

V6/2.9TT

324/550 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

$176,900 (8a)

V6/2.9TT

324/550 all

2120 153

5.0

–

9.2

4.0 Claimed to be quicker than its five-door sibling despite being heavier and with no extra power

Cayenne GTS May 21 $198,300 (8a)

V8/4.0TT

338/660 all

2145 158

4.5

–

12.2

TBC V8’s added sound and performance should easily justify the 13 per cent price hike over an S

Cayenne Turbo Ann 18 $250,600 (8a)

Cayenne S Jun 19 $167,400 (8a) Cayenne S Coupe

V8/4.0TT

404/770 all

2175 186

4.1

–

11.7

4.0 Continues to redefine physics to power oversteer the kids to school

$262,300 (8a)

V8/4.0TT

404/770 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

Turbo S E-H. Coupe Apr 20 $299,900 (8a)

V8/4.0TT

500/900 all

2535 197

3.8

–

3.9

4.0 Beserk-accelerating 2.5-tonne Cayenne a little too bulky to appeal to your inner Walter Rohrl

Cayenne Turbo Coupe

Range Rover www.landrover.com.au $85,767 (9a)

I4/2.0T

221/400 all

1850 120

6.6

–

8.1

3.5 All-new version of the baby Rangie now packs 221kW but has also put on the pounds

Velar SE P400 MHEV R-Dynamic

$127,000 (8a)

l6/3.0ST

294/550 all

2010 146

5.5

–

8.9

3.5 With the hilarious SV Autobiography axed, this is the pseudo performance variant – and it’s a hybrid six

Sport P525 HSE Dynamic

$175,613 (8a)

V8/5.0S

386/625 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 P525 Autobiog. Dynamic

$205,283 (8a)

V8/5.0S

386/625 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 P565 SVR

$244,249 (8a)

V8/5.0S

423/700 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

V8 Autobiography Apr 18 $273,845 (8a)

V8/5.0S

386/625 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...

V8/5.0S

415/700

2497 167

–

–

12.8

3.5 Snarling F-Type engine adds plenty of theatre, but adds a confused personality and little speed

Evoque P300 R-Dynamic

SV Autobiography Dynamic

$345,805 (8a)

all

Renault www.renault.com.au Megane RS 300 Trophy

$53,990 (6m)

I4/1.8T

221/400 front 1427 155

5.7

–

8.3

4.0 Now with more grunt to pair with rear-steer and manual gearbox (but the shift action isn’t great)

Megane RS 300 Trophy

$56,990 (6dc)

I4/1.8T

221/420 front 1450 152

5.7

–

8.0

4.0 Cup chassis with the dual-clutch transmission (EDC) is the one to choose

Rolls-Royce www.rolls-roycemotorcars.com Phantom Nov 17 $855,000 DA (8a) Phantom EWB

5.3

–

13.9

4.5 Comes with twin turbos and 130kg in sound deadening. And this is the ‘small’ one?

4.5 Packs a small apartment’s worth of legroom and 900Nm but some details are over the top

V12/6.75TT 420/900 rear 2610 161

5.4

–

13.9

Wraith Dec 14 $635,000 (8a)

V12/6.6TT 465/800 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 $710,000 (8a)

V12/6.6TT 420/780 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

V12/6.75TT

–

–

15.0

4.0 OTT SUV looks like a pimped London cab, including ‘suicide’ doors. Also meant for back-seat relaxing

Cullinan

$990,000 DA (8a)

V12/6.75TT 420/900 rear 2560 164

$659,000 (8a)

420/850 all

2660 158

Skoda www.skoda.com.au

142

Octavia RS Ann 18 $47,790 (7dc)

I4/2.0T

180/370

front 1445 125

6.6

–

6.6

4.0 With the base model having an LSD and 180kW, the RS becomes a luxe-pack model grade

Octavia RS Wagon Jan 18 $49,090 (7dc)

I4/2.0T

180/370

front 1467 123

6.7

–

6.7

4.0 So much better than a Subaru Levorg. New styling miles better than previous gen. Thinking buyer’s GTI

a u g u s t 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r

HONDA THOUGHT IT WOULD NEED TO REBUILD THE CHASSIS AND ALMOST DOUBLE THE 662KW OF THE V10 TO REACH 400KM/H

Cameron Kirby NEITHER THE FASTEST V8 Supercar or F1 driver in history have ever started a race in their respective categories. It’s a bewildering fact that sounds like a straight-up lie.

Ever heard of the name Jamie Sargeant? No? Well, no one is faster in a V8 Supercar. In 2005 privateer V8 Supercar team owner Robert Smith was so annoyed with the people in charge of the category that he fobbed off the first round of the championship to go racing at Lake Gairdner. With Sargeant in the hot seat, and a parachute strapped to the back, the standard V8 Supercar clocked 313km/h: a high-water mark for home-grown touring cars that remains unbeaten, making a rally driver Australia’s fastest V8 Supercar driver – technically, at least.

While Sargeant is a largely unknown name outside specialist circles, there are a decent portion of F1 fans who would recognise Alan van der Merwe as the driver of the medical car at each grand prix. However, the South African is also the undisputed top speed king of the Formula 1 paddock. This is the story of how one team used an illegal car to break a record no one else had attempted, making a man with zero grand prix starts the fastest in F1 history.

It all starts with the controversial British America Racing (BAR) F1 squad. BAR joined F1 in 1999, and by 2004 it was the secondbest constructor on the grid behind the unstoppable force that was Ferrari that year. But its 2005 season was a fall from grace that smashed several branches on the way back to earth. The car for ’05 was BAR 007, a simple evolution of the 006 that was competitive the year prior – don’t fix what’s not broken, right?

Thing is, BAR’s car wasn’t just a ‘simple evolution’ as first thought. For the new design the engineers installed a second, secret, fuel tank capable of holding an extra 11kg of fuel. This was discovered following the San Marino race, and despite the team’s protests that the additional tank was necessary because the V10 wouldn’t run without the extra fuel, both cars were disqualified and the team banned from two races.

BAR would quit the sport at the end of the year, with engine supplier Honda taking over the team, renaming the 007 chassis’

to a RA106 designation. In a show of goodwill with Formula 1, Honda used the car for Project 400 – a campaign to be the first FIA-sanctioned F1 car to crack 400km/h.

Initially, Honda thought it would need to completely rebuild the chassis and almost double the 662kW output of the atmo 3.0-litre V10 engine to reach 400km/h. But with the rear wing removed, much of the aerodynamics stripped back, front-wing trimmed out, and test driver van der Merwe in the hot seat, things started to get faster. You might think driving an F1 car in a straight line would be simple enough, but not so. “At first we couldn’t get the thing out of first gear. The ECU couldn’t handle that much wheelspin,” van der Merwe recalled in an interview with F1.com.

With eight kilometres of run-up, van der Merwe set a two-way average of 397km/h at Bonneville, while Project 400’s fastest speed came during testing on the Mojave Desert at 413km/h.

While impressive in its own right, the F1 and V8 Supercar’s salt lake speeds pale in comparison to a specialist.

To give you a frame of reference, the world’s fastest pistonpowered car (well, streamliner) is known as Speed Demon, and it uses a 9.0-litre V8 with a pair of turbos the size of your head to achieve a two-way average speed of 756km/h. Streamliners are the F1 cars of the salt lake racer world, and have their own microcosm of fascinating engineering. Pushing a car to nearly 500mph without the aid of jet engines or rockets is a witchcraft of its own. Before every pass Speed Demon’s hybrid air/water intercooler is packed with 75 litres of water and ice, of which 36kg is melted after just 8km of running. That’s because the engine produces a peak power figure in the region of 2353kW, with a max torque output of 2734Nm. Such is the power and potential of the engine that its builder had to artificially soften the low-end torque lest the car never get traction on the salt.

That said, if Speed Demon were to retrace the F1 and V8 Supercar’s steps, and attempt to set a hot time at a circuit, my best estimate on a completed lap would be ‘eventually’.

Let this be a lesson in staying in your lane, kids.

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COMMENT

RATING

FUEL CONS

0-400M

0-100 KM/H

KW/TONNE

KERB KG

DRIVE

KW/NM

ENGINE

PRICE

TESTED

SKODA – VOLVO

Superb 206TSI Sportline

$56,790 (6dc)

I4/2.0T

206/350 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 wagon

$58,490 (6dc)

I4/2.0T

206/350 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

Kodiaq RS

$65,990 (7dc)

I4/2.0TT

176/500

1858 95

6.9

–

6.6

3.5 Swift and well specified but it’ll be hard to walk past the cheaper, more entertaining Octavia RS

all

Subaru www.subaru.com.au WRX Nov 14 $40,990 (6m) $43,990 (cvt) F4/2.0T

197/350

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 $47,390 (6m) $50,590 (cvt) F4/2.0T

197/350

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 3.5 Looks tough, with handling prowess and affordable price. Interior can’t match class benchmarks

$52,640 (6m)

F4/2.5T

221/407

all

1548 146

5.29 13.51 12.1

WRX STi Premium Apr 16 $57,390 (6m)

F4/2.5T

221/407

all

1572 146

5.49 13.62 10.4 3.5 You can delete the wing, but it isn’t actually any faster than the last STi and the steering’s iffy

WRX STi Spec.R Ann 17 $59,440 (6m)

F4/2.5T

221/407

all

1572 146

–

–

F4/2.0

152/212

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

$37,270 (6m) $38,780 (6a)

F4/2.0

152/212

rear 1242 122

–

–

4.5 Extra nicities are welcome in an otherwise spartan-esque cabin

$41,190 (6m) $43,190 (6a)

F4/2.0

152/212

rear 1255 121

7.48 15.37 8.6

4.5 JDM special scores Brembos, Sachs dampers and STI springs, which weakens the value equation

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

WRX STi Jul 18

BRZ Aug 17 $35,270 (6m) $36,780 (6a) BRZ Premium BRZ tS Jul 18

10.4 3.5 Luxo seats and upgraded brakes for the top STI. Still not sure why it gets the hallowed ‘R’ badge

8.4

Suzuki www.suzuki.com.au Swift Sport Jul 18

$26,990 (6m) $28,990 (6a)

I4/1.4T

103/230 front 970

106

Tesla www.teslamotors.com Model 3 Performance

$102,012 (1a)

Dual EM

353/639 all

1847 191

3.4

–

0.0

4.0 An M3 killer? We’ll see, but it’s quicker, cheaper and has a Track Mode!

Model S Performance

$154,200 (1a)

Dual EM

451/931

all

2241 253

2.7

–

0.0

4.0 Dual electric motors provide epic acceleration, but Oz infrastructure limits it to urban duties

Model X Performance

$178,900 (1a)

Dual EM

451/931

all

2487 228

2.9

–

0.0

4.0 A bloody quick, and now much cheaper, way to haul a family in silence

Toyota www.toyota.com.au 86 GT Aug 17 $32,180 (6m)

F4/2.0

152/212

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

$34,480 (6a)

F4/2.0

147/205

rear 1261 117

–

4.0 As above but with less power. Road noise and ride can get irritating

86 GTS Aug 20 $37,380 (6m)

F4/2.0

152/212

rear 1258 121

7.47 15.27 8.4

4.5 Revised 86 scored more power and chassis tweaks, but the BRZ offers better value equation

86 GTS

$39,680 (6a)

F4/2.0

147/205

rear 1278 115

–

4.0 Starting to get up there in price, yet with Performance Pack still optional

GR Yaris May 21 $49,500 (6m)

I3/1.6T

200/370 all

1280 156

5.16 13.20 –

3.5 Toyota’s WRC-inspired creation adds all-paw grip and punch to the mini hot hatch class

GR Yaris Rallye May 21 $54,500 (6m)

I3/1.6T

200/370 all

1280 156

5.2

–

–

TBC Amazing engine and ride quality of standard car, but with better rubber and mechanical diffs for traction

Supra GT Jan 21 $87,126 (8a)

I6/3.0T

285/500 rear 1495 167

4.4

–

–

4.0 Impressive return for the Supra nameplate, but it’s not the sportscar Toyota thinks it is

Supra GTS Feb 20 $97,126 (8a)

I6/3.0T

285/500 rear 1495 167

4.44 12.62 12.3

–

–

7.1

7.1

4.0 As above with more kit, including bigger brakes, head-up display, fancy audio and 19-inch wheels

Volkswagen www.volkswagen.com.au Polo GTI Jul 19

$32,890 (6dc)

I4/2.0T

147/320

front 1355 108

6.7

–

5.9

4.0 Larger, more polished hot hatch, but heavier, no faster and still no manual

Golf GTI Jul 21

$53,100 (7dc)

I4/2.0T

180/370

front 1309 138

6.4

–

7.0

4.0 Mk8 with full-phat 180kW and LSD in five-door guise to challenge i30 N, but it’s getting very expensive

$63,790 (6dc)

I4/2.0T

206/350 all

5.7

–

7.4

3.0 Extended hatch lends practical appeal, but the light-footed Golf R wagon is far more tantalising

5.2

–

2.1

3.5 High power-to-weight ratio, but the fuel economy claims are unrealistic

Passat 206TSI R-Line wagon

1639 127

Volvo www.volvocars.com.au XC60 T8 Polestar Engineered Mar 20 $98,990 (8a)

I4/2.0TS (E) 311/670

all

2215 147

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IF YOU’RE THINKING OF TURNING UP AT HIGHBALL CARS AND COFFEE IN SOMETHING ‘UNIQUE’, PREPARE TO BE HUMBLED

Dan Gardner ON A RECENT TRIP to South Australia I had booked a hire car for collection at the airport – yes I’m aware a motoring journalist paying to use a car is a novel concept. As I’d ticked the box requesting a small hatchback, I was hoping for something like a Hyundai i30 – a car I like very much – to be waiting for me and, thankfully, it was. So imagine my surprise when the attendant at the desk informed me that, for a small additional payment, they could upgrade me to a Mitsubishi ASX. Upgrade?

Compared in rental-company spec, the i30 has a bigger boot, more torque, more power, uses less fuel, offers substantially better ride and handling, more safety features and, subjectively, more pleasing looks than the ASX. And yet, something in the Europcar framework or perhaps general consumer mentality ranks an 11-year old SUV as more desirable than a newer and infinitely more advanced hatchback.

You can probably imagine the look I got when I explained I would gladly pay the extra cash to ensure I didn’t end up in the ASX but, either way, the encounter highlights a massive difference in perceived value of cars and exactly what many people regard as desirable.

Thankfully, the polar opposite end of that spectrum exists. All you need to do is turn up at a pre-arranged venue early in the morning usually on a Sunday for one of the growing numbers of events that call themselves Cars and Coffee.

A group of car enthusiasts gathering in a car park to share a cappuccino is a simple concept but the results can be utterly jaw-dropping with a stunning display of machinery serving as a fascinating barometer into contemporary car culture.

And a very good example is the Highball cars and coffee kindly hosted by the Robert Bosch headquarters in Melbourne’s south east. Staggering doesn’t come close to accurately describing the popularity or prestige of this gathering which, by 8:30am on the Sunday I attended, had reached the 1000 capacity and was turning away 964s like they were Camrys.

But the caravan of denied classics and exotics didn’t go home,

instead electing to queue patiently outside or park up as close as they could. Thanks to Melbourne’s discreet army of car nuts, this usually benign industrial suburb had been transformed into a sprawling motoring Mecca. (And it must be said that the same thing happens at similar events around the country.)

Perhaps the most interesting and delightful element of the Highball gathering, however, is not the sheer number of cars in attendance, but the eclectic variety, with representatives of virtually every brand and era turning out. Not even the casino in Monaco can compete, with a vintage this or modified that for every supercar that’s just rolled out of the dealership. And while you’ll certainly find something Australian made and V8-powered the event doesn’t have any predominant theme.

But if you think you’re planning on turning up in something ‘unique’, prepare to be humbled because you’re likely to see another one regardless of what it is. Don’t believe me? Recent examples include two Autozam AZ-1s, three Alfa Romeo SZs lead by an RZ, and two BMW E36 M3-Rs of which only 15 were made! Of course there’s the odd exception which recently took the form of a Renault 5 Turbo 2, Mazda Cosmo and Lamborghini Countach, but there’s certainly no guarantee of having the stage to yourself.

And the cars that were drawing the most attention were not, as you might expect, the most expensive, fastest or newest to show up. Yes a 991 GT2 RS will get a nod of appreciation as it rolls in, but it certainly doesn’t command more respect than the beautifully restomodded matte olive 914 which parked next to it. Dammit, I even bypassed a row of tuned Datsuns to look at a Suzuki Carry with a factory fitted tail lift! Did you see us there, too?

It’s this classless love of cars by those who understand what makes some vehicles truly special that fuels incredible Cars and Coffee events like this, and it’s the reason you’ll always find stories like Lost In Time and Icon Buyer in the pages of MOTOR. And it’s the reason I won’t repeatedly slam my head in the door of an ASX when someone implies it’s relatively premium.

d

m o t o r o f f i c i a l f m o t o r_ m a g

145

M FORGOTTEN FAST CARS

BY AN DY EN RIG HT

ENGINE POWER TORQUE 0-100KM/H WEIGHT

BMW Z4 M

The follow-up that finally came good

THE BOSS OF BMW M, Markus Flasch, refers to them as ‘submarine projects’; namely the sort of after-hours labours of love that created cars like the Z3 M Coupe.

That car, revered for its sheer left-field quirkiness was never going to be replaced like-for-like. “I don’t think we can do entire models with this process,” Flasch accepts.

“The homologation process is just so formal.” As a result, the Z3 M Coupe’s successor was a little more buttoned down, in appearance at least.

Like the Z3, the Z4 M was offered as both a coupe and a convertible, and carried over the later Z3 M’s S54 3.2-litre straight-six powerplant.

At the time, the car received a warmish review, but given that the wild proportions of the old Clown Shoe had been replaced by something more Munich corporate, it wasn’t a car that instantly resonated with fans of the Bavarian marque.

The basic formula was shot through with promise.

Put the best engine that BMW had into the stiffest chassis, driving the rear wheels via a six-speed Getrag manual and a limited-slip diff. Hydraulic steering, a basic switchable stability control system and a proper handbrake mean the E86 Z4 M Coupe sits in that zone that many drivers today go a bit gooey-eyed over.

It has the elements you need to have fun without overegging the pudding.

09/21

NEXT ISSUE

ABOVE Finding one in Australia is pretty hard, but expect to pay between $40-$75K for a good example

3246cc inline-6, DOHC, 24v 252kW @ 7900rpm 365Nm @ 4900rpm 5.2s 1450kg

The brakes (from the E46 M3 CSL) are a little undercooked by today’s standards and the ride is distinctly firm, with spring and damper rates beefed up compared to its open-topped sibling. No twin-clutch transmission option was ever offered, largely because of physical packaging issues within the real estate available to the gearbox casing.

Neglected for some time by enthusiasts, values of the Z4 M Coupe have been marching steadily skywards of late, with the best cars nearing near six figures. The early drive-by-wire throttle system can, somewhat strangely fall out of tune. Resetting it can improve throttle response and it’s straightforward to do. Just CTRL-ALT-DEL: turn the ignition on and wait for 10 seconds, then turn it off for 10 seconds, then turn it on again for 10, and start the engine. Reboot complete.

There are other odd anomalies. Whereas every other Z4 uses an E46-style front strut, the Z4M uses the older E36 style units. Why? Because the inherent design is a good deal stiffer.

The ride quality that many so disliked at launch was at least partly accounted for by the implacable sidewalls of the Z4 M’s run-flat tyres. Virtually all owners have subsequently ditched them and invested in a set of decent modern rubber to get a win-win in terms of ride and grip.

As a vehicle with one foot in the past and one tentatively tickling its toe into a bold new future, the Z4 M Coupe is a tantalising prospect and one that becomes ever more appealing every year. It had a hard act to follow but if you don’t fancy a Cayman and miss cars that can bare their teeth, try tracking one down.

LEXUS LFA

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PLUS: Two hot German tots and Ferrari’s dazzling Portofino M unleashed here in Australia

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