Author: Peter Anderson

2020 Renault Kadjar Intens Review

The 2020 Renault Kadjar slips in between the soon-to-be-replaced Captur and the probably-should-be-replaced Koleos. It might have a weird name, but it’s also intriguing.

I can’t imagine how big a sigh of relief Renault dealers all over the world (okay, Europe and here) breathed when the Kadjar finally arrived. Renault had a gaping hole in its line-up – a compact SUV that can fit a family in comfort.

Annoyingly for Renault dealers in Australia, the Kadjar first went on sale in Europe in 2015 and China in 2016. That’s aeons in the car world.

The Kadjar is based on fellow Alliance member Nissan’s Qashqai. Another weirdly-named, the Qashqai is a compact SUV rides and handles very tidily but has a dodgy driveline (CVT – yuk) and a terrible media system. It’s also stretching the friendship to call it compact.

So the Kadjar looks really promising because Renault flung the 2.0-litre Nissan and its crap CVT. In their place are a thoroughly modern 1.3-litre turbo and seven-speed twin-clutch. Rightio, then. Let’s get cracking.

How much is a 2020 Renault Kadjar and what do I get?

Wired CarPlay / Wireless charging

Life: $29,990 plus on-roads
Zen: $32,990 plus on-roads
Intens: $37,990 plus on-roads

The Intens, as you can see, is the top of the range Kadjar and starting to push the limits of pricing for a compact SUV. It’s not really all that small, sort of spilling over into the lower end of a mid-sizer. No, it’s not Mazda CX-30 pricing, but there’s something weird and ambitious going on over at Mazda at the moment.

You get 19-inch alloy wheels with very decent Continental tyres, seven-speaker Bose stereo, auto LED headlights, auto wipers, leather seats, electric driver’s seat, heated front seats, dual-zone climate control, ambient cabin lighting, keyless entry and start, reversing camera, all-around parking sensors, auto parking (steering assist), power windows and folding heated mirrors, space-saver spare, huge sunroof and tyre pressure monitoring.

Renault’s R-Link 2 handles the multimedia duties and boy, is it feeling its age. The 7.0-inch touchscreen is at least around the right way (the Megane’s is not) but it’s really slow. As usual, it’s Apple CarPlay and Android Auto to the rescue. Intens buyers also score wireless charging. Which is nice, but kind of pointless when you need to plug in to USB for full smartphone integration.

The Kadjar comes in six colours – Diamond Black, Iron BLue, Highland Grey, Flame Red, Pearl White and Glacier White. Only that last colour is free, the rest stinging you for $750.

Safety – 5 stars (EuroNCAP)

The basic safety package is pretty good but basic – six airbags, ABS, stability and traction controls, low-speed AEB, blind-spot monitoring and lane departure warning.

Is it enough for the segment? Buyers are looking for advanced safety gear and the Intens misses out. It does give you a soft beep if you’re over the speed limit and it does have speed sign recognition. But a CX-30 wallops it, with many more safety features on board.

Despite scoring five EuroNCAP stars in 2015, ANCAP doesn’t yet list its safety rating. On current ANCAP specs, it’s possible the Kadjar won’t get the same star rating because it doesn’t have pedestrian detection AEB.

Warranty and Servicing

Renault’s 555 program is a good start. The three fives tell you it has a five year/unlimited kilometre warranty, five years of roadside assist and five years of capped-price servicing.

You only have to show up to the dealer once every 12 months or 30,000km (good), with services costing $399 for the first three services, a whopping $789 for the fourth and back to $399 for the fifth.

It’s not cheap – the Kia Seltos and Hyundai Kona are both cheaper to service – but it’s not the worst I’ve seen in the segment. I’m looking at you, Suzuki Vitara.

If you’re thinking of keeping it for a while, the engine does have a timing chain so you won’t be doing the belts at 100,000km.

Look and Feel

Renault’s design studios appear to have dodged a couple of impulses. One was to fit the huge C-shaped LED driving lights from the Megane and Koleos. The other was to not do enough to hide its origins, so we’ve come out even.

Then again, this car has been around for five years and predates Megane and the current Koleos front ends. Australia has been waiting a long time for this car. Anyway, I think it’s quite handsome without any overblown features or self-conscious individualism. Only problem with that is Renault is a bit of an individualist brand.

Like the X-Trail-based Koleos, the Qashqai-based Kadjar has a very sensible interior. Renault has begun to err towards more conventional interiors in recent years, so it’s in keeping with that idea. It’s all fairly nice here in the Intens, with that huge sunroof filling an otherwise dark cabin with light. The fake leather is pretty good and I like the brushed alloy effect on the centre console and other places here and there.

Storage and Usability

The boot is a hefty 408 litres to begin with, before you drop the 60/40 split fold. You can see in the photo of the boot that there are two removable sections, covering a few extra litres where you can throw valuables or just have more space. Underneath that is another mat covering the space-saver spare tyre.

You get two cupholders up front, a sensible tray that will fit a big phone (and wirelessly charge them if you have that kind of device), a generous centre console bin and a good-sized glovebox. Each door has a bottle holder for a modestly-sized bottle. The front cupholders aren’t the same size, with one smaller and shallower than the other.

The rear seat is quite spacious for four people, less so for five because of the transmission tunnel. Plenty of legroom and headroom, even with the big sunroof, too. Unusually in this segment, you also get adjustable rear vents.

Drivetrain and Chassis

It’s a bit messy under the bonnet, but obviously it works just fine (photo from a red Zen)

This is where the Kadjar really stands out. All three levels run the same 1.3-litre four-cylinder turbo. Somewhere underneath the giant mess lurks 117kW and a very handy 260Nm of torque.

For a bit of pub trivia, this engine appears in the Mercedes-Benz A and B Class cars. And Mercedes is entirely sensible hiding that spaghetti under a massive plastic lid.

A seven-speed twin-clutch transmission gets the power to the road through the front wheels. No all-wheel drive for Australia, because Renault reckons nobody would buy it. I think they’re right given it would probably slap $3000 on the sticker price.

As I keep saying, the Kadjar rides on the Qashqai platform and I reckon that’s a terrific car in search of a good engine and transmission package, so Renault has nailed that. Except for the bit where it flings the Nissan’s multi-link rear end and swaps it out for a torsion beam. That could have been bad, but the French marque is rather good at wrangling that cheaper, more compact suspension setup.

All-wheel drive Kadjars get the multi-link, but we don’t get AWD.

The Intens rides on 19-inch alloys wearing 225/45s front and rear. Rather generously, these are Michelin Pilot Sport tyres, which is rather promising because the Life and Zen are shod with Continental EcoContact tyres which are not great.

Driving

I was most keen, above all else, to see if the Kadjar’s turbo four-cylinder was all I was hoping it would be. Not surprisingly, it’s great. Smooth and powerful, the 260Nm of torque is more than enough to move things along briskly. So many compact SUV are trapped by low levels of twist coupled with lazy CVTs, but this one is almost warm.

The seven-speed twin-clutch auto can be a bit grabby but once you’re underway, it’s a smooth as anything from the VW Group and more responsive to your right foot. I was quite fond of the Kadjar by the end of my week with it – plenty of go and the engine was more than happy to stick me in traffic.

Renault has a flair for delivering a good mix of ride and handling and the Kadjar is no exception. The Michelin tyres offer plenty of grip with not much noise and work well with the finely-tuned suspension. The ride is quite plush and the suspension copes with the usual mess one encounters in Sydney’s suburbs.

I had a Koleos the same week I had the Kadjar and it was very interesting to see how different they are. The Kadjar is way more Renault than the Koleos and that’s a good thing. While the Koleos is all very nice, it’s slow and heavy, two things the Kadjar isn’t.

Competition

Kia Seltos S / Mazda CX-30 / Hyundai Kona

Obviously the Nissan Qashqai is a rival, but it’s gotten very old over the years and has a terrible media system and ordinary driveline. Not a great deal actually wrong with it and it’s genuinely lovely to drive once you’re underway, but yeah, buyer beware.

The CX-30 is the newest kid in town and is very good. Loaded with gear but with a so-so engine attached to a good transmission, you’re paying a lot of money for a similar-sized package. The CX-30 drives really well if a bit slowly and is well down on torque but has a great interior and plenty of technology, especially on safety. But Mazda is trying to punch on with BMW and Audi with its upper-end offering whereas Renault is a little bit further away from that edge.

The Kona has been around for a while. At this level you’re looking at the top-of-the-range 2.0-litre Highlander (hmmm) or turbo Elite (better). The Kona has a smaller rear seat and boot but drives well and in turbo form is quick.

The Kia Seltos landed with a bang late last year and is selling like crazy. It’s a very good car and again, you’re looking at the second from the top, the Sport+. It has a turbo 1.6-litre and a twin-clutch, a package I’ve not yet driven. The basic S is a terrific thing, if a bit slow, but it’s also dirt cheap. Lots of gear on the Sport+, including a comprehensive safety package.

Redline Recommendation

The Kadjar is getting on a bit, so it’s probably only going to be around in this form for a couple of years. And at $37,990, it’s pushing the friendship a bit. But, it is really good fun to drive for a compact SUV and does all the things that type of car should.

I doubt anyone in their right mind is paying that kind of money for a Kadjar anyway, so if you can knock them down a few grand, do it. It’s nice to drive, rides well, looks good and has one of the best engines in the class. Can’t complain about that.

March 7, 2020
Mercedes-Benz Australia Ups Warranty To Five Years

After resisting the move for a long, long time, Mercedes-Benz owners will enjoy a five year warranty that includes AMG variants and commercials.

Well. Here we go. From 1 April 2020, all new Mercedes-Benz vehicles will be covered by a five year warranty.

If it’s a private car, that means a five-year/unlimited kilometre coverage.

If it’s for a taxi or ride share car, the coverage is limited to five years/200,000km.

Roadside assist will go for the entire five years and covers you whether it’s private use or for business.

If you’re looking at a Mercedes ute (X-Class) or van (Vito, Valente, Sprinter), private buyers will also get five years/unlimited kilometres while commercial users will be restricted to 250,000km. Commercial users also get 3 years/250,000km on the 12-volt battery.

With a five-year manufacturer’s warranty across our entire Cars and Vans range supported by our existing Capped Price Servicing and Service Plan portfolio, customers can have increased flexibility and certainty throughout their journey with Mercedes-BenzHorst von Sanden, Mercedes-Benz CEO and MD, Australia

Why am I telling you this? Because in every Mercedes review I’ve done, I’ve gone in hard about the three-year warranty being too short. Five years is much more like it and matches the longest pre-purchased service plan available on most Mercs.

If you’ve already bought a Mercedes in March 2020, you’ll get the five-year warranty, which is also rather thoughtful. And it would make a lot of people very mad if they didn’t.

This hopefully means BMW and Audi will follow along shortly.

March 6, 2020
Lotus Cars Australia Confirms Evora GT 410

The Lotus Evora GT 410 is the softer, more daily drive friendly 2+2 and it’s now confirmed for Australia. A bit of luxury, slightly softer chassis but still fast and light.

Lotus Cars announced the 410 a few weeks and Lotus Cars Australia has not only said it’s coming, but have slapped a price tag on it.

We’re big fans of the Evora here, even if we haven’t yet driven it in manual. See our Evora 400 review here. And check out our Exige 410 and Elise Sprint 220 and Cup 250 reviews. And see how owning a Lotus can get you access to Mt Panorama for a day. And see what Lotus’ Executive Director of Asia-Pacific and China thinks the new Lotus looks like.

How much is a Lotus Evora and what do I get?

New seats! / New door cards!

GT 410 Manual: $189,990
GT 410 IPS Automatic: $193,990
410 Sport Manual: $194,990
410 Sport IPS Automatic: $198,990

The Evora GT is a slight change to the car’s philopsophy. Whereas you could – and should – cheerfully drive your Evora to a track and whizz around for the day and then drive it home, the GT is more about being a friendly daily driver.

To that end, you get new-to-Evora Sparco seats in the front, new dark cloth and leather trim throughout the cabin and black carpets. Also standard is a 7.0-inch touchscreen with a four-speaker stereo sat nav, Apple CarPlay, Android Auto and a reversing camera. The camera works in tandem with rear parking sensors.

The air-con stays – obviously – and the Evora GT has cruise control, sound insulation pack and powered heated door mirrors. You can choose a two-seater or 2+2 as a no-cost option, which also includes two ISOFIX points.

As it’s slightly less focussed, a cheaper traditional battery replaces the lithium-ion unit in the Evora Sport, but that’s available as an option.

Michelin Pilot Sport 4S wrap the 19-inch front and 20-inch rears, which are a V-spoke alloy design.

You can add the Sport Pack which includes a black Alcantara-trimmed steering, wheel, sport suspension, Michelin Pilot Sport Cup 2 tyres and a choice of GT430-style wheels.

A pretty comprehensive options list includes a titanium exhaust, carbon roof and various other panels, various leather and Alcantara trim bits and a beefier stereo speaker set.

Drivetrain and Chassis

The 410 refers to the horsepower output of the 3.5-litre supercharged V6 from Toyota. Developing 306kW at 7000rpm and 410Nm at 3500rpm, the 1395kg GT will hit 100km/h in 4.2 seconds in both manual and auto. Top speed for the manual is 300km/h with the auto topping out at 280km/h.

The manual can manage 10.6L/100km with the auto drinking at the rate of 11L/100km. Like you care.

The GT’s chassis tune is called Touring. New Bilstein dampers and a slightly different steering tune are the headlines here. Manual versions retain the Torsen limited slip diff.

The front brakes are 370mm with four-piston AP Racing calipers and the rears 350mm, again with AP Racing calipers.

When?

The Lotus Evora GT 410 is on sale now, but no word on when the first cars might land. The Evora is already an absurdly comfortable and capable car, so knocking off a few decibels of road noise and adding a few modest comforts should make that bit more appealing.

As David McIntyre told us, Evora has driven Lotus Cars’ growth over the last two years, especially in China and the US. While Australian Lotus fans may not see the point, the company hopes to lure a few folks happy with a left-field purchase over the usual suspects.

I’d have this over a Cayman any day of the week.

March 5, 2020
McLaren 765LT Unveiled

The latest in McLaren’s even-higher-performance Longtail series was supposed to drop at Geneva, but went online instead. Kids today, sheesh.

The 765LT is part of McLaren’s Super Series and joins the slightly (but not very) tamer 720S. With more power (the last thing it needed), less weight and heaps of technical tweaks, McLaren says this is a more engaging drive.

If you’re new here, there’s one thing you need to know about the 720S – it’s one of only two cars to scare me. I think the 765LT is going to join that list.

The 765LT starts McLaren’s 2020 after 2019’s festival of fast in the Senna, Speedtail and Elva and you better get in quick. They’re making “just” 765 of them from September this year.

What is a McLaren 765LT and what do I get?

Despite the name (and the small increase in length), the Longtail isn’t like the old McLaren F1 GTR Longtails. They were F1s with extended bodywork to make them more slippery at Le Mans. These days, the LT name is all about upping the ante on an existing car, which (re)started with the 675LT.

It is lighter, though. At 1339kg (1229kg dry), it’s 80kg less than a 720S and somehow McLaren reckons it’s 50kg lighter than its closest competitor. Which is…I dunno, a 488 Pista? At that weight, the 765 has a power-to-weight ratio of 464kW.

Some of the weight saving comes with the deletion of the air-conditioning audio systems, but you can have them back as a no-cost option. In Austalia, ordering one without air-con would be resale suicide.

Lots of body panels come in carbon fibre, the glass is replaced with polycarbonate where appropriate and the titanium exhaust also saves a few kilos.

Drivetrain

Like every other McLaren, the 765 packs a twin-turbo V8 with a flat-plane crank and lots of power. The 765 number translates to a whopping 570kW and a Senna-equalling 800Nm. Peak power arrives at 7500rpm and torque at 5500rpm.

The mid-mounted V8 drives the rear wheels through a seven-speed twin-clutch transmission. McLaren says the gearing is “optimised for throttle response” with 15 percent quicker in-gear acceleration. The 0-100km/h spring is over in just 2.8 seconds and 0-200km/h in 7.2 seconds. That latter figure is about the time a Focus ST takes to find 100km/h.

The gearbox features a pinion and crown wheel in the final drive made from a nickel chrome called 20NiCh, a material McLaren says is used in Formula 1 gearboxes.

The engine mounts are stiffer. McLaren hilariously says that it increases the emotive engagement by “transferring and radiating the engine’s low-frequency sounds into the cabin. Every change in rpm is amplified, not only to occupants’ ears but also as a feeling through the seats because low-frequency sounds can be both heard and felt.” In other words, it’s loud and everything throbs. In a normal road car, that would be fabulously annoying, but this is a McLaren.

That high-mounted quad exhaust should make a decent racket, too.

Chassis

McLaren started with the already quite light 720S and started work adding and subtracting bits.

A bunch of panels are made from carbon fibre as are the new aero bits. At the front, the splitter, bumper and floor. At the rear, the bumper, rear wing and longer diffuser. The side skirts are carbon too. The new rear wing has a 20% larger surface area.

You can replace the aluminium bonnet, front and rear fenders and doors with optional carbon fibre. Tons of bits and pieces like the number plate holder and window switch surrounds knock out gram after gram. The carbon shelled seats – which look incredible, no? – are a combined 18kg lighter. Optional superlight seats are just 3.35kg each.

More weight shaving (see what I did there?) comes from helper springs in the suspension (1.5kg), lightweight centre tunnel (1.4kg) and another 1.2kg with optional carbon fibre fenders. The windscreen and windows are thinner (enjoy lots of windscreen replacements) and the glazing behind the driver is instead polycarbonate.

Underneath, there is a wider front track, LT-specific springs an dampers, lower front ride height and a remapped Proactive Chassis Control suspension. The 765LT rolls on 20-inch 10-spoke alloys fixed on with titanium bolts and Pirelli P-Zero Trofeo R tyres.

The carbon-ceramic brakes take the Senna’s calipers and have integrated caliper cooling ducts.

How much and when?

The price? Well, I don’t know, but it’s got to be north of $750,000 but I have a history of getting that wrong.

I already love it, but that’s because I’m a bit of a hopeless McLaren fan. This thing is going to be loud, most likely uncomfortable and expensive. But it’s going to be blisteringly fast, heaps of fun and a little bit rare.

March 3, 2020
Electric Grille: The BMW i4 Concept

If you think BMW hasn’t been serious about electric cars, you haven’t been paying attention. After a long gestation, here’s the first mainstream BMW EV – the BMW i4 Concept.

It’s pretty obvious looking at the i4, this about more than EVs. The giant new grille we’re going to see on the production 4 series, the Gran Coupe bodyshell we will also see in production on the 4 Series.

It also showcases a new cabin concept that includes the firm’s new curved display, which combines the dashboard and iDrive screens into one, long, gently curving screen.

Yes, it has a massive grille but – and this is going to be unpopular – I don’t hate it. It kind of works.

What is the BMW i4 Concept?

After the Geneva press release after-party, er, Geneva Motor Show was cancelled, BMW has chosen to drop the i4 online. This is the first mainstream BMW electric vehicle, a car that sits comfortably among its current ICE and PHEV ranges. A BMW EV that isn’t super-conscious of being an EV.

Yes, it’s very self-consciously BMW, but we’ve already covered that.

The main fun is, obviously, in the propulsion. BMW claims some serious numbers – 600km range (WLTP) for starters. The WLTP cycle aims to put consumption figures into the realm of reality and, as we’ve seen on the Hyundai Kona Electric, is very close to what you might get yourself.

To crack 0-100km/h in four seconds with its 550kg of batteries on board, you’ll need every one of the i4’s 395kW. BMW also says the i4 will keep going on to 200km/h.

The battery is an 80kWh unit and you can probably expect the usual 80 percent charge in about 45 minutes if you have the beefy chargers you can find here and there in Europe.

Look and feel

The i4’s silhouette is instantly familiar – the gorgeous 4 Series Gran Coupe looks like it’s going to stay that way. Well, from the side anyway. The rear is an evolution of the G30 3 Series lights and a very aero-centric backside with a silly concept diffuser. Expect the production car to be less overdone.

Up front, you can see that new grille. Get used to it, BMW is determined to go double Edsel on us, so just go with it. Again, the lights are an evolution of the 3er, with plenty of aero stuff, but this end is a lot closer to reality than the stern. The wheels are insanely large and out of proportion, so hopefully they don’t make the cut.

Look past the rather fetching satin gold trim and the heavily-dished steering wheel (I want that in production), this is the new direction for BMW cabins. While not a massive change, the new double-width screen, imaginatively-titled BMW Curved Display, looks terrific. The curve angles gently toward the driver and looks lovely. Whether those delicate legs survive to production I don’t know, but hey, we can dream.

There are some adventurous materials, but not as much fun as the i3’s, at least not from what we can see in the photos.

BMW makes a bit of a deal about the rear seats and there is a lot of space back there. The EV platform does seem quite roomy, so you can frighten your friends in comfort.

How much and when?

BMW says that the car will go into production in 2021. i4s will run through BMW’s main plant in Munich. The company says that 90 percent of the current production equipment can be put to work on series production of the i4, with just new tooling required for the rear section.

A new set of machinery for battery installation will be bumped into the factory hall over a period of six weeks. I imagine that will happen during the quiet summer period, but that’s a wild guess.

How much? No idea, but I’m hoping it’s reasonable. The i3 isn’t (but I’d still buy it with my own money) but an electric BMW with all that power and big claims about the sporting nature of the car, it’s a tantalising prospect.

March 3, 2020
2020 Alfa Romeo Giulia GTA Announced

The Alfa Romeo Giulia GTA resurrects classic Gran Turismo Alleggerita name from 1965 (and beyond) and comes in two very fast flavours.

Just when you think bonkers cars were dead at Alfa Romeo after the demise of the 4C and the 8C replacement, Alfa goes and does an Alfa. Given the death of this year’s Geneva Motor Show at the hands of COVID-19, Alfa released the car online.

Normally when you turn 110, you’re meant to take things easy, but that’s not the Italian way. The Giulia GTA takes the awesome Quadrifoglio and sends it to the fat farm. Carbon fibre replaces steel, more aluminium replaces more steel. And then you get a bunch of carbon fibre aero parts.

Alfa replaces (or adds) carbon fibre in the form of drive shafts, bonnet, roof, front bumper, front wheel arches and rear wheel flares. The seats are also carbon fibre shells.

If you want to really go crazy, go for the GTAm. It doesn’t have a rear seat but does have a roll cage and six-point harnesses for driver and passenger. You also get a set of Alpine Stars racing gear, a Bell helmet and place to store that gear where the back seat used to be. Steel door components are also replaced with aluminium and window glass goes in favour of Lexan.

All up, the GTAm is 100kg lighter. No door cards and a pull strap rather than doorhandles complete the picture.

Driveline and Chassis

The engine and transmission are fundamentally the same, but with a cheeky 27kW power boost. Tuned by AutoDelta, power is up to 402kW from 275kW. Alfa didn’t post a torque figure. In the standard car it’s a substantial 600Nm, so one imagines it will be higher. Given the weight loss and the already lively performance, it won’t matter if there isn’t more.

The ZF eight-speed is along for the ride as it is more than capable of handling all that grunt. Which delivers a 0-100km/h time of 3.6 seconds, 0.3 seconds quicker than the standard car.

If you need reminding, the 2.9-litre V6’s origins can be traced to Maranello and Ferrari’s twin-turbo V8, which helps explain the noise. The GTAs will be noisier courtesy of an Akrapovic titanium exhaust.

As well as the weight-saving, the GTA features 20-inch centre-lock alloys, a 50mm wider track front and rear. The press release goes all vague and hand-wavey about aluminium suspension components and there is nothing about any changes to the brakes.

Along with the wider track, Alfa says the GTAs have a new set of springs, shock absorbers and bushings.

The aero package was supposedly developed in conjunction with Sauber. If you’re not up with F1, the Sauber team was renamed Alfa Romeo last year. The huge wing only goes on the GTAm, while skirts and front and rear splitters made of carbon fibre add to the aggro look on both.

How much and when?

Yeah, here’s the thing. Alfa Romeo is making just 500 of them and given a few of the technical components and the scourge of luxury car tax, it’s almost entirely unlikely we’ll be getting them here, officially at least.

Shame. I’d quite like to drive one.

March 3, 2020
BMW X6 M50i 2020 Review

The BMW X6 M50i is the M Performance preview of the incoming BMW X6 M. Saddle up with the twin-turbo V8 in BMW’s mighty, polarising SUV coupe.

One of the great things about art and life, is that you’re under no obligation to like anything. Your friends and family might insist you’re mad for not liking this movie or that band, but you don’t have to like them.

The BMW X6 is polarising. The swoopy-roof version of the X5, the design kicked off plenty of outrage among the BMW faithful as well as interested onlookers. Then sold like crazy, particularly here in Australia.

The second-generation car is just controversial as the first, but it seems we’ve all come to accept it. Frankly, when it’s the M50i with a 4.4-litre, twin-turbo V8 under the bonnet, acceptance might be easier than you think.

How much is a 2020 BMW X6 M50i and what do I get?

X6 M50i Pure $140,900
X6 M50i: $155,900

As you might expect, the headline price is where you start, given the long options list. I can tell you that it’s a good start, because you get 22-inch alloys, four-zone climate control, around view cameras, reversing camera, keyless entry and start, front and rear parking sensors, active cruise control, electric front seats with heating, sat nav, auto laser headlights, head up display, leather everywhere, power tailgate with gesture control, soft close doors, powered everything, auto wipers, wireless charging and run-flat tyres.

The X6 comes with BMW Operating System 7.0 in the iDrive screen and the fully digital Live Cockpit. The system is brilliant and I love the way BMW caught up with Merc and Audi on the cabin tech front and I reckon the instrument pack is the best of the lot as far as design, if not size, goes. I like the way the maps have the useless detail stripped off so you can actually see where you’re going.

Speaking of seeing where you’re going, the laser headlights are awesome. Throwing a beam up to 500m, they also blank out bits of the beam to stop dazzling other road users.

Wireless Apple CarPlay is standard and with wireless charging, we have the mobility holy grail.

There are options galore, like ventilated front seats ($1500), glowing kidney grille ($1000!), Bowers and Wilkins 3D sound ($7400!!), Crafted Clarity glass (fitted, $1400), night vision with pedestrian detection ($3900), heated rear seats ($900), 3500kg tow package ($2500) and panorama glass sunroof for $1700. My car had the $6600 Indulgence Package which bundles up ventilated seats, comfort seats, Crafted Clarity, rear seat heaing and front massage seats.

The X6 M50i comes in eight colours – Carbon Black, Riverside Blue, Manhattan, Arctic Grey, Alpine White and Mineral White are all free. Tanzanite Blue and Ametrine hit you for a not very cheeky $2400.

For specification information on the X6 M50i Pure, click here.

Look and feel

It’s quite difficult getting the right angle for the X6 to look its best. Three-quarter views can flatter chunky cars, but nope, not the X6. The colour probably doesn’t help – unusually, if I was to buy one of these I’d choose some kind of deep metallic red or plain white.

The X6 M50 does benefit from go-faster-looking bits, such as different front and rear bumpers with inserts, side skirts and huge wheels. It’s still weird-looking, though, and from the front does nothing to try and reduce its bulk. It’s a chunker.

Crafted Clarity glass bits

The cabin is, of course, huge. In the newly-found tradition of having really nicely built cabins that are also dripping with cool and tech, the X6’s cabin is terrific. While it’s quite grey, there are some nice textures built into the trims and seats to make it a little bit special.

It’s also very comfortable. Broad, accommodating seats both front and rear ensure a limo-like ride for four. Even your drinks can be heated or cooled in the front cupholders.

Behind the back seats is a huge 580 litres, which is a lot considering the roofline. Drop the seats and you get a massive 1530 litres of space. Front and rear rows get a pair of cupholders each and the doors hold a bottle. Under the climate controls you’ll find a rubber wireless charging pad which stops your phone sliding around.

Chassis

The M50i acts as the halfway-house M Performance model – BMW just announced the M version pricing – and has the spec to match.

The M50i ships with adaptive M suspension which is combined with air suspension. That’s a pretty important inclusion when the X6 is more than 2.2 tonnes and rides on 22-inch alloys.

Wrapped in Pirelli P-Zero rubber, you have 275/30 at the front and 315/30 steamrollers at the back.

There is also an electronic limited-slip diff for some silly fun if you fancy it.

Engine

The M50i is a big step up from the six-cylinder 40i. The 4.4-litre twin-turbo V8 spins up 390kW between 5500 and 600rpm. The exceptional torque peak of 750Nm is available between 1800 and 4600rpm.

That’s, uh, a slab of kick-butt right there. The figures are helped along by two twin-scroll turbos and the usual mapping efforts to get that flat curve. A bi-modal exhaust lets out a bit of noise, too, but nothing too silly. This is the M Performance car, remember.

The eight-speed ZF makes yet another appearance and drives the M version of xDrive. Plant the foot and the X6 M50i will dash from 0-100km/h in 4.3 seconds.

Fuel Economy

The amount of 98 RON fuel you’ll need isn’t as substantial as I was expecting. The official figure is a fairly reasonable 10.7L/100km on the WLTP cycle, which generally inhabits this universe. Despite a fairly decent hammering, I got 11.2L/100km. I can’t even get that from a daggy Mitsubishi ASX which I drive at least twice a year for Carsguide and never gets below 12.5L/100km.

Driving

When I first punched the throttle in this I don’t mind telling you, I squeaked. For some reason I had it in my head that the M50i was a six-cylinder (look, I was having a bad day). But when the V8 overcame its very tiny amount of lag, boom, it was off.

And I kept doing that. It’s really good fun just burning off from the lights with such joyous whooshing.

And that’s because when you’re in comfort mode, this is a smooth rider. You can puddle about on that big slab of torque without ever waking the beast. On the highway, it bombs along in eighth, barely over idle. The silly big teeth ensure right-lane knuckleheads vacate on approach.

Dial it up to Sport Plus and the suspension reorganises itself to flatten out the body roll and let you loose on the bends with wild abandon. The X6 M50i uses active roll stabilisation to sirt out the roll as well as bumps that only affect one side of the car. It’s very clever.

There’s a little extra, though, that you will notice the first time you turn the wheel – all-wheel steer. BMW gives it a stupid name – Integral Active Steering – but it’s awesome. Not only does it shrink the car in car parks but it also piles on the feeling of security as you barrel around having fun.

Ultimately, the X6 M50i is a fast, capable cruiser with impressive cornering ability. It’s not as fast and, I expect, raw as the X6 M that will be here in a couple of months.

One thing did nag at me, though.

X4 M or X6 M50i?

I had recently driven the X4 M and marvelled at its speed, firm ride and cost. Part of me actually thought that perhaps – just perhaps – some X4 M buyers might be less keen on the X4 M40i and rather keener on this. And only partly because it’s ten grand cheaper. It won’t be for everyone, but this might be money better spent.

Don’t get me wrong – the X4 M will be way more capable in really fast stuff, partly because it’s much smaller but because it’s nearly as powerful and very focussed. If you’re buying the car to really hammer it, the X4 is the one you want.

But if you want the fast family car that will put a smile on your face all the time, consider the X6 M50i. Because also V8.

Redline Recommendation

I was very taken with this car, despite my better judgement. Like the X4, it is not an attractive thing, but BMW takes great pride in being striking rather than pretty in its SUV ranges. It has a fantastic cabin and that V8 engine is never not glorious. I love that engine – flexible, powerful, smooth. Everything a capable tourer needs.

It’s plenty of fun, too, without rustling your jimmies in the rough stuff or disturbing the kiddies’ sleep on the run home from Nan and Pop’s.

And despite being over $150,000, it’s actually a performance bargain. You can’t say that too often about a BMW.

March 2, 2020
2020 Ford Escape On The Way

Ford makes it two new SUV announcements in one month, with the new Ford Escape to join the funky Puma. And this time, there’s a plug-in hybrid.

Ford’s replacement for its mid-size SUV, the Escape is on its way to Australia and the Blue Oval is not mucking about. There will be six different versions in front-wheel drive and all-wheel drive as well as a plug-in hybrid.

The PHEV version is Ford’s first electrified car here in Australia, too, and is the only one in its class. Before you get going, the Outlander is not a mid-size SUV, despite its small footprint.

How much is a 2020 Ford Escape and what do I get?

The range consists of four front-wheel drives, including the PHEV, plus two all-wheel drives. The ST-Line – one of my favourite mid-size SUVs – makes a return and you can get that in front-wheel drive, PHEV and all-wheel drive.

The new Escape is up to 90kg lighter than previous models while also being stiffer – Ford says torsional rigidity is up by ten percent. Ford also says it’s more spacious for occupants and there is more available cargo space.

If you’re super-keen to know, the Escape rides own Ford’s C2 platform which also spawned the new Focus, which is really rather good.

SYNC 3 and FordPass Connect

All Escapes score the third iteration of Ford’s in-car media system. Accessed via an 8.0-inch touchscreen, you get DAB+ radio, Apple CarPlay, Android Auto and sat nav.

FordPass Connect uses an embedded data modem to enable app connectivity to the car. You can use it to lock or unlock remotely and the app also allows you to call roadside assistance or book a service. The app also has things like service history and connectivity with a Ford Guide helpdesk person.

PHEV owners get extra info such as navigation to the nearest charging point and the app will show you the level of charge, charging status and let you remotely activate charging (if the car is plugged in).

Safety

The Escape ships with all the usual airbags, ABS, stability and traction controls, as well as forward AEB with pedestrian detection, forward collision warning, evasive steering assist, traffic sign recognition, blind-spot monitoring, lane departure warning, lane keep assist, driver impairment monitor and auto 000-dialling after a big enough crash (if your phone is connected).

You also get top-tether and ISOFIX restraints.

Service and Warranty

Ford offers a very handy five-year/unlimited kilometre warranty with a nifty servicing program. The first four services are capped at $299 each, up to four years or 60,000km. You’ve probably already done the maths and worked out that service intervals are set at 12 months/15,000km.

Ford slings you a motoring association membership (NRMA, RACV etc.) which also includes roadside assist and a loan car when you’re in for a service. You have to get a Lexus for that last thing.

Escape – $35,990 + on-roads

“I feel like an idiot” / New Escape is handsome / Optional HUD on entry-level

The entry-level, front-wheel drive Escape lands at $35,990. You get 18-inch alloys, LED headlights, keyless start, wireless phone charging, reversing camera, front and rear parking sensors.

The Technology Pack costs $1,300 and adds active matrix LED headlights and a heads-up display.

Another $1,000 scores you a foot-wavey gesture opened powered tailgate and $650 buys you prestige paint.

Escape ST-Line

ST-Line FWD: $37,990
ST-Line AWD: $40,990
ST-Line PHEV FWD: $52,940

As you can see, there’s a choice of three ST-Lines. The first two run the same 2.0-litre Ecoboost as the entry-level car and the third, as you can see from the big price jump, the 2.5-litre plug-in hybrid engine.

On to of the Escape’s list of features, Ford fits a different set of alloys, a new grille and front and rear bumpers, rear wing and side skirts. The ST-Line rides on lower sport suspension, which worked well in the car it replaces.

You can also get the confusingly-named ST-Line Pack which adds the foot wavey electric tailgate, heated front seats and the Technology Pack, costing $2800. Escape ST-Line ST-Line Pack seems like a mouthful.

The cabin features lots of black detailing as well as a 12.3-inch digital dash, flat-bottomed steering wheel and “metallic” sports pedals.

The big price jump to the PHEV also includes partial leather interior, 10-way power adjustable driver’s seat and an upgrade to a 10-speaker stereo. Annoyingly, the ST-Line Pack is still an option.

Escape Vignale

FWD: $46,590
AWD: $49,590

The Vignale is all about luxury rather than the ST-Line’s tauter approach. On top of ST-Line you get keyless entry, heather steering wheel, leather “accented” seats (ie fake leather), 10-way adjustable electric and heated front seats, heated outboard rear seats, panoramic sunroof, head-up display, foot-waves electric tailgate, 180-degree wide-view reversing camera and auto parking.

Drivetrains

The new Escape features Ford’s 2.0-litre four-cylinder turbo EcoBoost in all models apart from the ST-Line PHEV.

It’s one of the more powerful engines in the segment, with 183kW and 387Nm. Ford’s eight-speed auto is along for the ride, with paddle shifts.

You can choose between front-wheel drive or all-wheel drive.

The intriguing – and expensive – PHEV swaps the turbo four for a 2.5-litre Atkinson cycle four-cylinder, an electric motor and a 14.4kWh lithium-ion battery for a combined power output of 167kW. Ford doesn’t give a torque figure, but it’s probably reasonably solid.

The company also reckons you’ll get up to 50km in EV mode. Past experience with these range estimates ends up around 35km, but that’s still good going.

You can choose between EV Auto (which is also the default), EV Now (forces EV), EV Later and EV Charge (uses the engine to charge the battery).

Fuel Economy

For the Ecoboost, Ford reckons both the FWD and AWD will drink 95 RON fuel at 8.6L/100km on the combined cycle.

The PHEV, with a full charge, scored 1.6L/100km on the combined cycle, which is a dumb figure. Even so, you can expect less than half of the Ecoboost’s figure with the attendant drop in CO2. If your power supply is sourced from renewables, you can reduce your CO2 by even more.

Charging and Battery

The charge port is in the front quarter panel. Ford doesn’t supply a charge time figure, but a few hours will do the trick. If you plug in every night and you have a short commute, it’s highly unlikely you’ll use any petrol.

Using the app you can also plug the car in but no start charging until you decide and you can program the car to charge at specific times to take advantage of lower rates.

The battery lies under the rear seats, so doesn’t cut into the boot.

Competition

This segment is a warzone. Mazda’s CX-5 is doing well, but the turbo costs a lot more than an ST-Line AWD, a GT Turbo whacking you for $48,490. It’s a good car and fun to drive.

Volkswagen’s Tiguan 132 (as in 132kW) is $46,990 and the more comparable 162 TSI Highline hammers you for $40,990, almost at ST-Line PHEV money. Sister-brand Skoda is better value.

Toyota’s RAV4 is compelling, but not as well-equipped and the hybrid version is good value but not a plug-in.

Hyundai’s turbo-powered Tucson is on the way out as it’s getting a bit old and probably isn’t in the same league as the Escape.

Redline Recommendation

I really like the current Escape and I reckon it’s criminally underrated, just like the Focus is. Without driving it, I’d suggest the ST-Line will be the pick, maybe with the AWD but the front-wheel drive will be fine too.

The package seems like pretty good value. I can’t see anybody buying the Vignale and the ST-Line PHEV really needs to be at least $5000 cheaper.

The cars will be here in the third-quarter of 2020.

I’m kind of looking forward to it, actually.

February 28, 2020
Bang! Pop! The AMG A45 and CLA45 are coming.

AMG’s A45 and CLA45 are coming to Australia, with buckets of power, mighty torque and a bunch of new technology. Midnight poppity-bangs just got faster.

Mercedes-Benz is bringing its twin tiny terrors, the AMG A45 and CLA45. Based on the standard A and CLA class cars, they pack new four-cylinder turbo engines from AMG, a new twin-clutch transmission and huge bunch of changes to match the price tags.

How much are the A45 and CLA45 and what do I get?

AMG A45 / CLA45

A45 S: $93,600 plus on-roads
CLA45 S: $111,200 plus on-roads

Those are both very big numbers, so you’ll rightly be expecting a lot of gear. And, as is tradition, Australian cars are the S versions, no mucking about with the basics.

Today’s release doesn’t go into deep detail, but you get 19-inch alloys, a Burmester surround-sound stereo, the excellent AMG steering wheel, electric heated front seats, leather trim, climate control, keyless entry and start, panoramic sunroof, privacy glass and configurable ambient lighting.

The CLA gets slightly wider wheels and a different nose.

As it’s a new Mercedes, you also score the excellent new MBUX entertainment system with Apple CarPlay and Android Auto. The system works off the second of two huge screens that sweep across the dash like an E-Class’s and it all looks terrific.

Look and feel

You can see the A-Class and CLA-Class underneath these cars. The A45 has a typical AMG grille and jet-fighter inspired front bumper. The rear bumper sprouts a small diffuser, quad exhausts and side vents while the tailgate has a big wing stapled to it.

The CLA, meanwhile, is a little more restrained, with its own front bumpers, no flaring and the rear wing is more of a lip. Mercedes says the front end looks like the four-door GT, but I’m not sure I see the obvious resemblance, at least not in the photos.

Inside it’s all very lovely and, crucially, looks expensive. Plenty of nice materials, stitching and various trims to make the car look and feel not only like an AMG but a hatchback and sedan that land either side of $100,000.

Chassis

There’s been a fair amount of work going on here because there’s a lot of power and torque to keep under control.

AMG was at great pains to ensure a stiff body, starting with a reinforced bodyshell. An aluminium plate – known as a “shearing plate” – has been bolted underneath the engine to improve front end torsional rigidity. Further strengthening of the suspension system, says AMG, also helps to provide “highly precise responses even at the physical limits.”

Both come with a new AMG Dynamics system, which remaps the traction and stability programs to help stop you throwing yourself off the road.

AMG Ride Control adaptive damping allows for a choice between comfortable(ish) and performance focussed.

The front brakes are six-piston calipers on 360mm discs while the single-piston calipers at the rear grab 330mm discs. The rotors are perforated and internally ventilated, don’t you know.

Drivetrain

Here we go. The new 2.0-litre four-cylinder smashes out a scarcely believable 310kW and 500Nm. To get that power to all four wheels, there’s a new eight-speed twin-clutch. The old car had tons of power, this has so much more. That’s 155kW per litre. An extraordinary figure.

Although I hope it feels less highly-strung than the old car’s, although max power arrives at 7200rpm and maximum torque is available between 5000 and 5250 rpm. So eight gears will definitely be useful. Australian cars feature the Driver’s Package, which means a largely pointless 270km/h top speed, MBUX data logging and Night Package.

Along with the all-wheel drive system is a new rear diff with a pair of multi-disc clutches to apportion power left and right to the rear wheels. Why would you need that, I hear you ask? Because the A45 and CLA45 now have drift mode. Just what you need on a wet roundabout.

I hope there’s a proper rear-wheel drive mode rather than just a silly sideways mode, because I always found these two cars a bit of a shut-up-and-hang-on proposition.

Redline Recommendation

These things are going to be very fast. I hope they’re a bit more involving though (Drift mode or not). The A45 and CLA45 were super-fast but I never really felt like I was in control of them. With a bit of sparkle, though, these things will be absolute weapons.

The AMG A45 and CLA45 are on sale now. Poppity bang!

February 26, 2020
2020 BMW X5 M & X6 M Australia Pricing and Spec

BMW’s hefty, V8-powered X5 M and X6 M are on their way. New pricing, more power and plenty of gear to go with the go (and the dollars), they’re coming soon.

I was quite fond of the old X5 M, less so the X6 M. Not because the X6 was any worse, I just didn’t like the look of it. It was, fun, though, in a high-up, make-some-noise kind of way.

The 2020 X5 M and X6 M will be along for first deliveries in May and will come exclusively in Competition form, just like the X4 M and various other M cars.

How much is the BMW X5 M and X6 M and what do I get?

X5 M Competition: $209,900
X6 M Competition: $213,900

The main differences between the X5 and X6 M are, of course the bodywork. While the X5 is a very sensible large SUV – if indeed they’re large – the X6 is the swoopy coupe version. In other words, the one everyone loves to hate.

As for what’s included, the short answer is “a lot” because this new car is a lot more expensive than the old one. The X5 is M $21k more and the X6 M $16k.

So, you get huge alloys (21s at the front, 22s at the rear), auto laser light headlights (they’re awesome), four-zone climate control, live cockpit dash and 12.3-inch iDrive screen, leather and Alcantara everywhere, head-up display, Comfort Access including keyless entry and start, electric and heated front sports seats, auto parking, reversing assistant, reversing camera, around-view cameras, massive panoramic sunroof and a space-saver.

The no-doubt many-speakered harman kardon system is run via BMW Operating System 7.0 which includes wireless Apple CarPlay and wireless charging. BMW Teleservices uses the sat nav for various clever things, too. It also has gesture control so you can look like a lunatic (and flick a V when you want the next track, potentially enraging the person ahead of you).

Drivetrain & Chassis

Being a proper M, you get a 460kW, 750Nm twin-turbo V8, pretty much the same one in the M5. That’ll get you to 100km/h in 3.8 seconds, which should be hilarious fun. The turbos are both twin-scroll units, which should mean impressive response at low revs for a huffed V8.

BMW says the engine has a motorsport oil supply system and a forged crankshaft to deal with all that twist.

As always, the excellent 8-speed ZF automatic sends the power to M’s version of xDrive, which is very rear-biased. An active M differential keeps things amusing between the rear wheels, too.

The 21-inch wheels at the front wear 295/35s and the rears, rolling on 22-inch wheels, are shod with 315/30 rubber. Thankfully, the usual M dynamic suspension can be left in comfort for some semblance of ride quality.

To keep things from entering orbit or a hedge, the front brakes measure 395mm with six-piston calipers and the rears are a still huge 380mm. 100km/h to zero happens in a mildly scary 32 metres. As in, if you’re stopping a car this big in that distance, you’ll be hauled out of your seat and hanging in the belts.

Redline Recommendation

Well, without driving it, who knows? But if they’re anything like the old cars, they will be hilarious fun. We’ll know more in the middle of the year.

February 25, 2020