The Suzuki Swift Sport is one of our favourite pint-sizers. For 2020, Suzuki ups its tech game but it should remain a right giggle.
Suzuki has a wonderful history of endearing baby hatches with a sporting bent. From the original 1.3-litre Swift GTi (nowadays a bit of a cult classic, with its 74kW screamer and 840kg kerb weight) through to the last-gen atmo Swift Sport, the small Japanese brand has long punched above its weight.
Now the turbocharged Suzuki Swift Sport enters the second phase of its life with a mild facelift and spec refresh.
HOW MUCH IS A 2020 SUZUKI SWIFT SPORT AND WHAT DO I GET?
The updates major on safety tech, with blind-spot monitoring and rear cross-traffic alert fitted as standard. More practically, heated exterior mirrors will stave off the morning frost as winter approaches.
A new ‘hero’ two-tone orange/black paint finish (pictured) is available and driver information is enhanced via a digital speedometer.
The peppy 1.4-litre turbo-four remains unchanged, but that’s no bad thing: with 103kW and a capable 230Nm its daily capability impressed the pants off Peter (not literally). The 970kg kerb weight is refreshingly light and endows the Suzuki Swift Sport with strong mid-range punch and engaging handling.
Pricing’s yet to be announced, but we’d bank on a small increase over the previous $25,490 ask for the snickety six-speed manual, or $27,490 six-speed torque converter automatic option.
Which is still too much, but people buy them, so what the hell do we know?
WHEN?
We’re told the facelift Suzuki Swift Sport will be available for sale from May; hopefully Suzuki can push through any logistical delays to meet this timing. There’s a few things going on in the world at the moment…
Mighty 830hp atmo V12 guaranteed to scare EVs, small children and seismologists.
https://www.youtube.com/watch?v=W_oNAtNEgSs Literally champing at the chain.
Lamborghini’s racing department, Squadra Corse, has long been known for managing varied customer GT motorsport programs around the world.
Late last year the raging bull from Sant’Agata dropped a teaser of Squadra Corse’s first-ever bespoke build… and now we get to hear it for the first time.
Said to be developed by the squad and styled by Lamborghini Centro Stile, this new ‘super sports car’ is a track-only proposition, but as yet doesn’t have an intended race series.
It’s lucky I am mega-wealthy and able to just drag it up to Winton for a test and tune day, then.
A product of Lamborghini Squadra Corse and Centro Stile. Presence guaranteed.
Drivetrain and Chassis
In an age where everyone’s downsizing and electrifying, the upcoming hyper-Lambo will stick with a further development of the Aventador’s current, naturally-aspirated 6.5-litre V12 engine.
Lamborghini says this generates an incredible 830hp (around 620kW), unrestricted by compliance requirements.
The central monocoque is carbon fibre, with an aluminium front frame and a steel rear structure that incorporates the engine mounting. The six-speed sequential gearbox is by Xtrac and forms a further structural element to the car. It acts as a mounting point for the suspension arms, guaranteeing no slack in the system and optimal ‘kinematics’ (engineers, eh?).
A truly impressive feature of this upcoming beast is a new take on the classic mechanical limited-slip differential. This features a self-locking system, and the driver can manually adjust the diff’s pre-load from the cockpit, allowing a degree of dynamic tuning to suit the presented surface.
Centro Stile has adorned the body with a large rear spoiler, while the roof scoop and twin-scoop front section evokes memories of the nostrily Diablo GT.
This ode to traditional supercars will stick two fingers up at the newcomers later in 2020.
MSO runs retro wild with sleek Elva Ultimate Series tributes.
As we plunged into Christmas 2019, social distancing was not a thing. Oh, and McLaren dropped that they had acquired the Elva brand name and would be producing a new Ultimate Series machine to resurrect it.
The acquisition wasn’t a mere hunch, however. Back in the mid-1960s, Bruce McLaren developed a series of open-top sports cars with an eye on Can-Am racing. While the works ‘McLaren’ machines took many headlines, McLaren contracted Trojan to build customer versions. These bore the McLaren-Elva name (Trojan had recently acquired Elva at the time).
Back to the present.
McLaren Special Operations has some time on its hands. How to keep the spark going? Let’s roll out some retro-inspired themes for our retro-inspired, 21st century Elva.
‘Elva M1A Theme by MSO’ is a modern take on a classic symphony, paying tribute to Bruce himself. The livery respects the 1964 McLaren Elva M1A, which ‘repeatedly smashed the Mosport Park lap record at the Canadian Sports Car Grand Prix’. Powered by an Oldsmobile V8, he drove the car to third place behind two works Ferrari 330Ps.
2020 McLaren Elva M1A Theme by MSO is based on Bruce’s 1964 Mosport record breaker.
The stunningly curvaceous 2020 Elva body is presented in full body carbon fibre, with a Magnesium Silver racing stripe following its curves and further accented by an (appropriately enough) Accent Red pinstripe. Completing the picture is Bruce’s Number 4.
Best looking Modern Macca? You bet!
The second MSO option moves to 1967’s M6A for inspiration. Although the livery apes Bruce’s orange works McLaren – not an Elva – it still looks the business.
Inspired by Bruce’s 1967 Can-Am M6A, which first adopted the orange scheme McLaren became famous for.
The McLaren M6A won five of the six Can-Am rounds that season, Bruce winning twice and taking the title, while team-mate and countryman Denny Hulme won three times.
Anniversary Orange adorns the flanks, contrasted by a Dove Grey stripe. Bruce’s ‘4’, a McLaren Cars decal and blue Bruce McLaren signature pay an accurate tribute to the original. 10-spoke Diamond Cut alloys and satin carbon finishes add a modern touch.
Tight, like tiger.
No pricing has been confirmed, however with around 600kW and the ‘base’ Elva’s near £1.5-million price tag, it’s best for us to simply argue over which livery looks cooler.
Most famous for its legendary DB-series straight-six engines of the preceding century, Aston Martin has stepped into a world full of uncertainty with a powerful statement: its own V6 powerplant.
The legendary British brand’s first in-house design since Tadek Marek’s 1968 V8, the 3.0-litre twin-turbocharged V6 is being developed to supposedly power a new range of mid-engine sports cars. Expect it to debut in the 2022 ‘Valhalla’, a mid-size, carbon-chassis sportster that will see the V6 run in mild hybrid form. Aston Martin says plug-in hybrid is also possible.
The video apparently demonstrates the V6’s ‘inside-V’ turbocharger location, used by the likes of BMW for packaging and response reasons – the turbo’s location being closer to their respective intake and exhaust manifolds.
Further details are scarce at this stage however, the AM V6 is dry-sumped and weighs around 200kg. To be competitive among similar engines, it will need to generate an Alfa Romeo Giulia GTA-matching 400-plus kilowatts.
This new donk is being called the TM01 – a nostalgic nod to Marek’s legacy.
Need a load-lugging Lancer Evo? Four-pot Supra more your thing? SEVS can help
The Specialist and Enthusiast Vehicle Scheme (SEVS) is your ticket to dream. But what is it?
In a rare case of the government supporting the use of enthusiast vehicles, the SEVSintent is ‘to make motor vehicles available in Australia, which cater for specialist and enthusiast interests’.
As part of a move away from the Motor Vehicles Standards Act (1989) – legislation that created the legendary ‘pre-89’ import regulations – to the modern Road Vehicle Standards legislation, the infrastructure department has released ‘interim’ SEVS measures that open a treasure trove of interesting cars.
While there are some interesting ‘specialist’ vehicles (Estima Hybrid, anyone?), of more interest are some truly tasty machines that we lusted after in-period… as well as some intriguing brand-new stuff that hasn’t gone through full AU type approval. Instead, your friendly SEVS registered shop can go through the local SEVS compliance process to ensure road registration of your new wheels.
Current Toyota Supra with 190kW turbo-four
Four cylinders in a new Toyota GR Supra?
Can’t stretch to a six-pot Supra? Can’t find one at a dealer? Then importing the 190kW, turbo-four J29 could be a cheaper, quicker solution.
Judging by time spent with the identically-powered BMW Z4 sDrive30i indicates the four liberates a sweeter chassis balance at the expense of some grunt. Externally, you’d be hard-pressed to tell the difference.
Current Shelby GT500
2020 Shelby GT500 with Carbon Revolution wheels
Unleash your inner beast with the latest take on a classic nameplate… and you can even have riding on Australia’s own Carbon Revolution carbon fibre wheels.
The snake bites with 760hp thanks to a supercharged, flat-plane crank 5.2-litre V8. Despite the capacity the Shelby has a hunger for revs, peak power hitting at 7,300rpm. Brembo brakes, a Torsen diff, and a seven-speed TREMEC DCT will have you gorging on GT3s… if track days ever become a thing again.
2002-07 Honda Accord Euro R
Honda Accord Euro R – grippy grocery getter
Honda’s Type R badge has adorned many official Aussie variants over the years, but we have missed out on the best.
First- and second-gen NSX Rs leap to mind, but it’s the regular production stuff that’s more relevant to most of us.
The Aussie Accord Euros were cleanly-designed and capable, but the Euro R’s screaming 164kW 2.0-litre four adds the mongrel we missed out on. Coupled to another of Honda’s superb six-speed short-ratio ‘boxes, and every grocery run could be a BTCC race.
2002-03 Subaru Impreza STi Spec C Limited
Special Subaru Impreza WRX STi Spec C LImited… exhale
Why would you want an Impreza on steel wheels?
In the days of motorsport specials, many legendary JDM cars were delivered with these, in the knowledge they would be turfed by the purchaser’s choice of competition wheel.
Having been part of a Subaru Liberty rally car build, I can tell you that finding anything Spec C out of Japan was hotly pursued. This thing had all the kit (that mattered): the full-spec 206kW (Japan-mandated but pessimistic) engine tune, trick inverted struts, quick-ratio rack and a massive 12L water-spray tank.
Where’s the nearest gravel?
1997-2000 Honda Civic Type R ‘EK9’
EK9 Honda Civic Type R packed 134kW from only 1.6 litres
This JDM CTR is another case of the domestic market hoarding the hottest Hondas. Weighing only 1,090kg and packing 134kW from only 1.6 naturally-aspirated litres, the EK9 is rightly revered.
That power peak was delivered at a stratospheric 8,200rpm, demanding six tightly-packed manual gear ratios to keep it on the boil – shifted by a stunning titanium gear knob.
A helical front LSD and seam-welded chassis points further reinforced the EK9’s performance potential.
It’s cliché – but Championship White with the red Recaros is the hero spec for a reason.
2005-07 Mitsubishi Lancer Evolution Wagon
Tasty Mitsubishi Lancer Evolution IX Wagon
Crazy, right? They did a wagon. And you could have it as a manual or (gasp) torque converter automatic!
Packing the same drivetrain as the legendary Evo IX sedan (the final Evo iteration with the 4G63 engine and faster than the X in thanks to significantly lighter weight) the six-speed manual version hit the JDM-mandated 206kW peak power with 392Nm torque. The five-speed auto copped a smaller turbo but barely suffered with 200kW and 343Nm. Inverted-strut front and multi-link rear suspension worked with Ralliart’s advanced chassis systems to deliver special stage performance in the car park.
Enkei and Brembo contributed wheels and brakes respectively, while inside Recaro seats and a Momo steering wheel featured; the former modified for ‘easier access’, adding further truth to the fact that all families need a Lancer Evo Wagon in their lives.
Porsche’s latest 911 range-topper goes berserk – more power, more torque, brakes that could stop the Titanic running into the iceberg.
The original Porsche 911 Turbo had a couple of other names – the 930 or most famously, the Widowmaker. It generated 191kW once its 3.0-litre flat-six climbed over its miniscule 6.5:1 compression ratio and started actually boosting. Once in the zone, the 930 was acceleratively shocking.
Fast-forward nearly half a century, and meet the latest play on the legendary turbo badge: the 992-generation 911 Turbo S. And its 478kW engine…
We thought the Carrera 4S was fast. This is going to be stellar.
Look and Feel
Fundamentally, it’s just tougher looking without going GT2 bananas. Both exterior and interior get the S treatment and those delectable alloys (many optional wheel and tyre packages are available). The Cabriolet scores a little more interior goodness, too, but the best thing is, it’s not overdone. The silver shown here in Coupe looks lovely and, of course, the full-width bar with prominent Porsche lettering lets everyone now it’s the new 992.
Drivetrain
478kW @ 6750rpm 800Nm @ 2500 – 4000rpm
First, the headline figures: that 478kW power peak (at 6,750rpm) sits 51kW ahead of its predecessor. Not only that, the new-gen Turbo S also out-torques the outgoing model by 50Nm, now producing a nice, round 800Nm peak. Of course, this is offered over a plateau spanning 2,500-4,000rpm.
These mega-figures are generated from a 3,745cc, integrated dry sump iteration of the twin-turbo flat-six that is potent enough to accelerate the 911 Turbo S from standstill to 100km.h in 2.7 seconds.Top speed? A lazy 330km/h.
Compression ratio is set at 8.7:1, still relatively low in a world of modern high-comp turbocharged packages, but it is supporting 1.55 bar maximum boost pressure from the twin variable-vane turbochargers. The redline is set at 7,200rpm.
Generating this boost is a new turbocharger setup. Compressor and turbine wheels now operate in opposite phase, while the compressor wheel grows 3mm to 61mm. The turbine also grows to 55mm from 50mm previously. The dual intercoolers are now repositioned to capture more air flow and are 14 per cent larger. Of course, the electrically-controlled wastegates contribute further to efficiency and response, too.
Thanks to VarioCam Plus, variable intake and exhaust timing contributes to relatively high efficiency, the 911 Turbo S returning 11.1L/100km and 254g/km CO2 on the new WLTP cycle.
Latest-generation Porsche Traction Management works with an active all-wheel drive system that continuously varies torque split between front and rear axles via an electrically-controlled multi-plate clutch. Porsche Torque Vectoring Plus includes an electronic rear differential lock to further split drive across the rear axle as required.
What’s particularly impressive is the attention Porsche has paid to the driven front end. Featuring additional cooling capability, steel reinforcement plates and a lighter, more stable driveshaft with just one universal joint, the front axle can now take up to 500Nm of torque.
The eight-speed PDK dual-clutch gearbox uses a dual-mass flywheel to allow consistently speedy shifting.
Chassis
Lots more acronyms to enjoy here, starting with Porsche Active Suspension Management (PASM). This electronic overlord monitors a relatively traditional steel suspension setup, albeit with variable damping at each corner. These are particularly trick, using a control valve that continually adjusts via magnetic force to respond to the road with precision – hundreds of times per second.
Staggered wheel and tyre sizes have been adopted, the front axle hosting 20-inch forged alloys with 255/35 rubber, the rear sitting on 21-inch forgies and 315/30 tyres. The road wheels feature a race-style centre lock attachment. Monitoring the tyre’s vitals is a tyre pressure monitoring system that incorporates tyre temperature indicators for the first time.
An optional Sport chassis further lowers the 911 Turbo S by 10mm. Shorter springs with higher rates are employed and the standard ‘active roll compensation system’ is retuned to suit.
All this technical engineering dedicated to going and steering would be worth little if this thing couldn’t stop. But it will… with the first-ever 10-piston front caliper to be fitted to a Porsche. This clamps a 420mm carbon-ceramic front disc, while at the rear are four-pot calipers and 390mm rotors.
Dimensions
This is the widest 911 ever, whether in Coupe or Cabriolet form.
Body width sits at 1,900mm (up 50mm), while the front wing width increases to 1,840mm from 1,795mm. More importantly for dynamics, track width have grown 10mm to 1,600mm (rear) and an impressive 42mm (1,583mm) at the front end. A 28mm length increase has also been implemented.
Unladen weight (DIN) has grown, too, by some 40kg at that, to 1640kg (Coupe). Porsche explains this is due in part to the new eight-speed PDK gearbox, the petrol particulate filter, cooled front axle and the larger wheel/tyre combinations.
A second-generation active aerodynamic system adorns the 911 Turbo S, enabling a new Wet Mode system that adjusts the rear wing to generate higher downforce over the axle. An air brake function is also featured, which increases front and rear wing angles to maximise drag and assist in emergency braking situations. All up, the 911 Turbo S is capable of generating 170kg downforce.
How much is the Porsche 911 Turbo S and when can I have it?
Porsche has added $12,000 to the retail price of both 911 Turbo S Coupe and Cabriolet models. The Coupe now starts at $473,900 with the Cabriolet at $494,900. Ordering is now available through dealerships, with first deliveries expected in the second-half of 2020.
Standard specification
While always at the engineering forefront, it wasn’t that long ago that Porsche interiors lagged by a couple of generations. With the 911 Turbo S, this appears a thing of the past.
A full leather interior is standard-fit, with seat heating for Australian cars, with carbon interior trims and light silver accents abounding – and said to be inspired by the original 930’s highlights.
Matrix LED headlights, Comfort Access, Sport Chrono, 18-way electric sports seats, 10.9-inch centre screen with sat-nav, Lane Change Assist, a BOSE 12-speaker sound system, digital radio and Apple CarPlay are also standard. Porsche’s Track Precision app is taken to the next level with over 300 race tracks stored and automatic lap timing possible.
Camera-assisted cruise control is standard, along with braking assistant. It’s odd, though, that a range-topper of this magnitude requires one to tick an option box for adaptive cruise control to gain full AEB functionality. But hey, when you’re dropping half a mill on a car, box ticking is hardly going to require a call to the accountant.
Some funky options
The range-topping 911’s option list reveals a new lightweight window glass that not only saves 4kg, but improves sound insulation and decreases glare, too. This will be progressively rolled into new 911 models in time.
Other tasty tick boxes would be for the flap-controlled sports exhaust, and a full ‘lightweight package’ for the Coupe that is expected for Australia. This shaves 30kg (most of the deficit to the predecessor) via the fancy glass, as well as lighter seats, reduced sound insulation and the removal of the second seat row. Tick.
Redline Recommendation
Peter’s review suggests the Carrera 4S is already a complete weapon, so with extra power, torque and an even tauter chassis, the latest Turbo S will likely become an instant classic.
285kW engine tune and revised dynamics for supply-strung Toyota flagship and it’s definitely coming here…later rather than sooner.
After the slow-burn stoking of Toyota GR Supra information before its release, the relatively speedy news of MY21 updates has gone straight for the firelighters. Most cars in Australia are barely off their first set of rear tyres and here we already have a fairly reasonable update to the two-door sportster.
Chassis and drivetrain
Inevitably a rise to 285kW for the BMW-built 3.0-litre, single turbo straight-six arrives, matching its BMW Z4 M40i sibling’s power peak, while torque remains unchanged at 500Nm.
According to Toyota, the engine features a new dual-branch exhaust manifold that utilises six exit ports rather than two, improving heat management but also breathing capability. The compression ratio has dropped from 11.0:1 to 10.2:1, an indicator that boost pressure has risen.
On the chassis side, Toyota has added aluminium support braces under the bonnet, tying the strut tops to mounts on the radiator support panel, increasing rigidity. Hopefully, that helps stop the squeaking we experienced when we drove it (yes, the review is coming, it’s Peter’s fault). New bump stops are applied to the front and rear suspension to suit the revised damper tuning.
Matching these mods are revised programs for the electric power steering, Active Differential, Adaptive Variable Suspension and Vehicle Stability Control Systems. Toyota says its intent is to make Supra ‘more stable through quick transitions, such as compound turns’.
When?
The MY21 Toyota GR Supra has already been launched in the United States. From an Australian perspective, Toyota says the updated Supra is planned for a late-2020 arrival…pending our favourite virus, naturally.
In a refreshing display of honesty, Toyota Australia says that, while pricing and local specifications are still to be finalised, ‘there will likely be a (price) increase linked to the updates.’ Availability is ‘also expected to be more limited than for the current car’.
Redline recommendation
These updates sound like they’ll be worth the wait, especially as word out of the US launch was that the engine modifications can’t be retrofitted to existing cars. Then again, there are myriad aftermarket tuners that can liberate more than 285kW out of this engine…
BMW is bringing back the small sedan after the 3 Series just kept growing and growing. The M235i is, obviously, the quick one.
The 2 Series Gran Coupé – irritatingly referred to in the advertising as the Grawn Coop – is essentially a 1-Series sedan. If you were sitting in either of those things within minutes of each other, you would be extraordinarily hard-pressed to tell the two apart. It’s even difficult from the outside until you come around to the side and see the swoopy, signature four-door coupe signature roofline.
The 2 Series Gran Coupe has arrived in Australia, a late kick-start to BMW’s new model assault for 2020. We drove both of them on the local launch in Sydney but I know you’re most keen to read about the fast one, the BMW M235i.
How much is an M235i and what do I get?
218i – $47,990 M235i – $69,990 + ORC
You start with cloth trim, dual-zone climate control, auto parking, front and rear parking sensors, reversing camera, Live Cockpit digital dashboard, keyless entry and start, head up display, wireless charging pad and LED headlights.
The obvious bits are the M Sport steering, brakes and spoiler, 19-inch alloy wheels, keyless entry and start with BMW Digital Key, M Sport front seats with electric adjustment, leather trim, adaptive LED headlights and a 16-speaker harmon kardon stereo.
The second of the two 10.25-inch displays runs BMW Operating System 7.0. The touchscreen is a lovely piece of hardware and super-fast to the touch. It’s loaded with useful functionality as well as wireless Apple CarPlay to go with the wireless charging. In the second half of 2020, as part of an over-the-air update, you’ll score wireless Android Auto. BMW reckons it’s taken a while to get the development and integration right and claims wireless AA is a world-first.
You can opt for the M Performance Package for $2200. BMW says it’s lighter, with 18-inch forged light alloy wheels, blacked-out kidney grille, mirror caps and tailpipes. It knocks a tenth of the sprint to 100km/h, too.
Safety
You start with the usual six airbags, ABS, stability and traction controls and all the usual stuff like three top-tether anchors and two ISOFIX points.
Driving Assistant includes lane departure warning, lane change warning, approach control Warning with city-braking intervention (not officially AEB), rear cross-traffic alert, rear collision prevention and traffic sign recognition.
Warranty and Servicing
BMW is sticking with the three-year/unlimited kilometre warranty despite Mercedes finally shifting to five years.
Servicing is “condition-based” but I’m pretty sure you’ll be in there at least once per year. I was. You can pre-purchase three years of servicing for $1550, which isn’t bad at all. It’s not bad value because it includes spark plugs and brake fluid, which some regimes do not.
The BMW Service Inclusive Plus Package is POA and adds things like brake pads and discs and wiper blades to the coverage.
Look and Feel
Mesh grille is less imposing / X4-ish rear / Booted 1er
Obviously there is a very strong 1 Series vibe on the 2. The roofline looks a bit awkward in the photos but in person, it actually works. It may not have the cool charm of the A3 sedan but nor is it as dull. BMW left ‘dull’ in the rear vision mirror some time ago.
The usual monstrous grille has a meshy 3D effect built in and looks quite good. It’s less imposing than the 218’s usual slatted piece, so that’s good. You can see the usual M Performance bits like the silver highlights on the more aggressive front bumper and the mirror caps. The car I’ve tested here ran on some nice-looking 19-inch alloys.
Here’s a fun stat BMW was keen for you to know – it’s 56mm longer than an E46 3 Series. That’s how big the new 3 Series is and how big the 1 Series has gotten.
I very much like this interior. Bristling with tech and in the M235i, it has very cool-looking (and comfortable) seats. There are some nice practical touches like the new phone holder/wireless charger thing under the dash. It’s rubberised so your phone doesn’t slide around or get scratched but not so hidden you will leave your phone behind (and the car chimes if you do leave it, although I’d prefer the Audi voice telling me). It also fits larger phones, unlike the X2’s wireless charging pad.
The usual M Performance style brushed metal trims look terrific and it really is a great place to spend time. And of course, that lovely M wheel is chunky and nice to hold.
Rear seat space is good if not spectacular and the transmission tunnel gets in the way. Headroom is the same but without the tunnel, obviously. I’d be happy in the back and I’m 180cm tall. Boot space weighs in at 430 litres (50 more than the 1er, 50 less than the 3 Series) and there’s a 40/20/40 split-fold rear seat as standard.
You also get cupholders front and rear (four altogether) and four bottle holders.
This car also has leather interior, but I prefer the suede-ey cloth.
Drivetrain
M235i 2.0-litre turbo
The M235i really steps up from the 218i. It has an extra cylinder and a stonking 225kW and 450Nm of torque from its 2.0-litre displacement. The B54 is a cracker of an engine and is in the Mini JCW (Clubman JCW video here) with the same all-wheel drive system and eight-speed automatic.
It has a reasonably fat torque curve, with max twist available between 1750 and 4500rpm.
It’ll whip to 100km/h in 4.9 seconds
No, it’s not up there with the A45 but more than takes it to the rather more expensive Mercedes-AMG A35.
Fuel Economy
The official combined cycle figure for Australia is 7.6L/100km. As we were sharing cars on a launch and there was lots of idling during filming and things, the figure I got was inaccurate.
The official quoted figure appears to match the WLTP figure for Europe, so you should be able to get quite close to it. Having said that, the M135i (review coming) I drove for the week around the M235i returned 11.8L/100km.
Chassis
Pop the bonnet and you’ll see there’s a fair amount of intent to make this properly sporty. A big old crowbar joins the two sides of the car together to help increase torsional rigidity. It isn’t pretty, but it tells you what’s what. There is additional bracing on the front axle subframe and tunnel.
The front wheels – as with the X2 M35i – score a Torsen limited-slip differential. So it’s clear that while it’s all-wheel drive, it’s front-biased – only half the power can go to the rear wheels. So it makes sense to put the diff up the front.
Also common with other cars on this platform, if you want 19-inch wheels you can’t have the adaptive damping. There was a car with the 18-inch wheels (comically small – the calipers look like they’re off a 911 GT2) and adaptive damping but I didn’t get a drive of that, will do that as soon as possible.
On the 19s, you get Bridgestone Potenza S005s, measuring 235/35 all round and the multi-link rear end is standard. The suspension is 10mm lower and features high pre-load anti-roll bar mountings.
BMW also says it’s fitted a new traction control system that is ten times faster at making decisions. Instead of a separate unit passing information back and forth to the ECU, it’s all part of the same box so data isn’t shuttling around the car.
Driving
Mesh grille is less imposing
Like the M135i, the first thing that struck me about the M235i is how smooth and quiet it is. Even rolling on 19s, the car is really quiet. The engine is strong, of course, pulling hard after an initial hesitation as the turbo spins up.
Switch up to Sport mode and you start to get a bit of noise from the exhaust, though. Some lovely pops and crackles are nice and they won’t be waking the neighbours. Sport mode also improves the throttle response but, as I’ve already mentioned, the suspension is the same.
What the M235i isn’t is a replacement for the old six-cylinder 1s or 2s (the Gran Coupe isn’t a direct replacement for a specific car). It’s got a very different feel, obviously with a transverse engine and all-wheel drive.
It’s fun, though. It doesn’t really have the ultimate pace of the old B58-powered rear-drive platform, but it’s fast and reasonably fluid. It will understeer earlier, but the systems are there to help gather everything up and you can enjoy yourself.
The brakes are really excellent, which is just as well given the 1500kg-plus weight. They have plenty of feel and are nicely assisted so you don’t get any nasty grabbing. The transmission is lightning fast and doesn’t feel like a torque converter auto when you’re in Sport or shifting yourself.
As a day-to-day car, though, this thing is a perfect. Comfortable, snappy on the throttle and with an exceptionally good ride, it’s a cracker.
Competition
BMW isn’t mucking about here. The M235i is a bit cheaper than a CLA250 but is really going after the CLA35, which is a whopping $85,500. The BMW matches the CLA’s power figure of 225kW but wallops it with another 50Nm.
The S3 Sedan is getting really old (its days are literally numbered), but is cheaper at $65,800. It hasn’t got anything like the tech and is probably slightly off the pace for space and overall driving dynamics but quick in a straight line. It’s properly pretty, too – so restrained. It still looks fresh.
Redline Recommendation
The M235i is excellent as long as you understand it’s a whole new thing. Yes, there was a 1 Series sedan in China and Mexico, and there is a fair bit of crossover with the 2 Series Gran Coupe, but that wasn’t anything like its hatchback sibling.
And this isn’t anything like the old 2 Series. If you drop the baggage, you’ll most likely love it. If you want or need rear-wheel drive and/or six-cylinder lungs, this isn’t for you. The world has changed, though, and the M235i Gran Coupe is a result of most customers in this segment not giving a toss about rear-wheel drive.
The great thing is, BMW still gives a toss about how these cars feel, and they feel like BMWs. That’s the important thing and it makes the M235i surprising and brilliant.
Ford’s funky Puma is coming to Australia and it will be here soon. We’re getting three versions, starting at $29,990 for the European built baby SUV.
Readers of a certain age will remember – with some fondness – the original Ford Puma. A nineties icon, it was a small, two-door coupe that spawned the cult hit Ford Puma Racing. I never got to drive one, but boy did it look cool.
And that’s probably the main link between the new baby SUV and the old baby sports car – the funky looks.
How much is a 2020 Ford Puma and what do I get?
Ford Puma / Ford Puma ST-Line / Ford Puma ST-Line V
Safety – 5 Stars (EuroNCAP, not yet ANCAP tested)
The compact SUV segment is surprisingly strong on safety. All 2020 Ford Pumas score AEB with pedestrian detection, lane departure warning, lane keep assist, rear parking sensors, traffic sign recognition and rear parking sensors. All of this is on top of the usual six airbags, ABS, traction and stability controls.
The Park Package ($1500) replaces the standard cruise control with adaptive cruise with stop and go and lane centring, parking sensors all around and blind-spot monitoring.
For child seats, you’ll get three top-tether anchors and two ISOFIX points.
SYNC 3
Once again, SYNC 3 is standard across the entire range. It comes with an 8.0-inch touchscreen, voice-activated sat nav, wireless charging, FordPass app compatibility, reversing camera, DAB and Apple CarPlay and Android Auto.
The Puma and ST-Line stereo system has seven speakers, which is pretty good for the segment. The ST-Line V has a B&O-branded 10-speaker system with a sick subwoofer.
Ford Puma – $29,990 + ORC
The entry-level car comes with a leather steering wheel, two USB ports, cloth trim, 17-inch alloys and, keyless start and LED headlights.
Ford Puma ST-Line – $32,340 + ORC
The ST-Line will likely be the big seller (call me crazy) with 17-inch ST-Line machined alloys, matte black grille, body kit (including front apron, skirts and rear spoiler), ST-Line sport suspension, 12.3-inch digital dashboard, flat-bottomed steering wheel, paddle shifters, red stitching around the cabin and metallic pedals.
That’s not a bad amount of gear for an extra $2350.
Ford Puma ST-Line V – $35,540
That’s V for Vignale, like the new Escape. The V scores leather accented seating (that’s fake leather to you and me), privacy glass, chrome all over the place, 18-inch wheels, keyless entry and start, climate control and a hands-free power tailgate. The steering wheel and trim feature metal grey stitching. Sounds reasonably classy, actually.
Options
On top of the Park Pack, you can get prestige paint ($650), hands-free power tailgate ($750, standard on the V), black roof rails ($250), black roof ($500) and a panorama sunroof ($2000).
Chassis and Drivetrain
Similar to the clever Peugeot 2008, the Puma ships with some clever drive mode trickery to help hide its two-wheel drive reality. The usual Normal, Sport and Eco do what they say on the tin (citation needed, obviously). Slippery sorts you out in the wet, snow and ice and Trail is supposed to help keep you moving in sand or “a powdery dirt road.”
The 1.0-litre turbocharged three-cylinder Ecoboost spins up 92kW and 170Nm. Like most titchy SUVs, the Puma is front-wheel drive only. Ford’s seven-speed twin-clutch changes the gears for you.
Ford says the Puma will score 6.3L/100km on the combined cycle.
Servicing and Warranty
All Fords have a five year/unlimited kilometre warranty with roadside assist (via a motoring organisation membership) and free loan car when you bring your car in.
If I read the press release right, you’ll pay $299 for servicing for the first 60,000km, so I guess that means $299 per year. If it’s $299 all up, that’s a dead-set bargain.
Redline Recommendation
The hybrid we don’t get is the one I’d get, but hey, we don’t get it. That thing has 114kW and uses a decent chunk less fuel (5.8L/100km WLTP).
Failing that, the mid-spec ST-Line looks like the one to go for. I’m oddly excited about this car which will be here around the middle of the year.
Lotus Cars Australia has released a series of tweaks for the entire Lotus range for the rest of 2020. New option packs roll up some options for added value.
February was a busy month for Lotus Cars Australia, culminating in the announcement of the Evora GT 410 and the Lotus Only Track Day at Bathurst.
Just so you’ve got everything straight in your head, here’s the run-down for what Lotus is calling the MY20.5 update for Elise and Exige.
Lotus Elise
Elise Sport 220: $87,990
For the MY20.5 year, the tweaks on the Sport 220 are reasonably small. The seats come in a mix of cloth and leather with contrast stitching and you can upgrade to various stitching options. You also get central locking, electric windows and air-conditioning. The steering wheel comes in leather, too, and the endlessly lovely alloy gearshift takes pride of place.
The Touring Pack is new for MY20.5, with a choice of leather or Alcantara trim, four-speaker stereo with DAB, sound insulation pack, cruise control and black carpeting. The leather comes in black, red or tan. The Alcantara comes in black or red and both packs have silver stitching.
The Sports Pack offers a full Alcantara steering wheel in black, two-piece brake discs, sports suspension with Bilstein dampers and Eibach springs and 10-spoke forged alloy wheels in black or silver.
The 220 ships with a Toyota-sourced supercharged 1.8-litre with 162kW and 250Nm.
Elise Cup 250: $107,990
The Cup 250 is a more driver-focused version of the Elise, as if the 220 wasn’t sharp enough. As the name suggests, the supercharged 1.8-litre produces more power at 181kW.
Chassis upgrades include stiffer Bilstein dampers and an adjustable front anti-roll bar. The aero package brings 158kg of downforce. Out goes the stereo, seats, battery and glass rear screen. The seats are switched with carbon fibre units, the rear screen is made from polycarbonate and a lithium-ion battery replaces the normal one. The lightweight forged alloys reduce unsprung weight. Altogether, the kerb weight drops to 931kg.
Yokohama Advan A052s up the grip, with 195/50/R16s at the front and 225/45/R17s at the rear.
You can also add the Touring Pack if you want to stack the weight back on.
Both Elises feature a ton of options, such as titanium exhaust, metallic or pearl paint options, GFRP or carbon fibre hardtops and a heap of carbon fibre parts. There are also a range of premium paints.
Sport 350 Coupe: $139,500 Sport 350 Roadster: $139,500
The Exige is a big step up, with a supercharged V6 strapped into the back of the brilliant Elise chassis. The 350 serves up 258kW and 400Nm, delivering a 3.9 second 0-100km/h time.
You also score an electronically locking differential and a three-way ESP setup. Braking is by AP Racing with 322mm discs all round. Michelin Pilot Sport 4s adorn the wheels, with 205/45/R17s at the front and 265/35/R18s at the rear.
You can choose yellow or orange from the standard palette or upgrade to metallic, premium or pearl paint options.
Standard features include central locking, rear parking sensors, air-conditioning and electric windows. A standard 12-volt battery ships as standard and you can flip it for the lightweight lithium-ion.
The Elise’s Touring Pack is available on the Exige and the Sport Pack too.
A Carbon Fibre Aero Pack replaces the standard aero parts with carbon fibre, taking in the front splitter, rear wing and rear diffuser. You can also specify a black pack.
Again, there’s a long list of options including lots of carbon fibre bits, painted brake calipers and alloys.
Yep, the 410 means even more power from the supercharged V6, climbing to 306kW and 420Nm to push its 1110kg to 100km/ in 3.4 seconds.
The 410 scores the Cup 430’s oil cooler, bigger clutch and forged four-piston AP Racing calipers with 332mm discs. Nitron dampers perform chassis magic alongside Eibach front and rear anti-roll bars. The various aero parts deliver 115kg of downforce.
The forged alloys wear Michelin Pilot Sport Cup 2s, with 215/45/R17s in front of you and 285/30/R18s behind.
The cabin spec is similar to the 350, but more black Alcantara. You can also spec the Touring Pack.
We drove the Exige 410 at Bathurst and it was wild.
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