The Redline

Author: Peter Anderson

  • Ferrari F8 Spider Drops Into View

    The F8 Spider is the convertible version of the F8 Tributo to replace the 488 Spider.

    The F8 Spider is the second Ferrari convertible in one day, following the release of the 812 GTS. I’m half-expecting the SF90 to lose its roof any minute now. The F8 Spider follows on from the epic 488 Pista Aperta but, says Ferrari, is less hardcore but lighter.

    The roof, like the 488 before it and 812 GTS beside it, is a retractable hardtop. Despite the hardware to open and close the roof, the F8 Spider is 20kg lighter than its predecessor. Which wasn’t a slouch, just quietly.

    The rear of the car is obviously different to swallow the roof. Those changes meant a shift in aero, so Ferrari’s engineers designed a new rear wing that wraps around the tail. The rear wing is still blown ensuring plenty of downforce.

    Under the redesigned rear deck is the 3.9-litre twin-turbo V8 with a massive 530kW (720PS) and 770Nm torque. Sadly, unliuke the F8 Tributo, you can’t see the engine through a lovely Lexan panel. You also get Side Slip Control (SSC) 6.1, launch control and an 8000rpm redline.

    The F8 Spider is no doubt available to purchase now and you can probably expect to see one land early in 2020 and just like the rest of the Ferrari range, you get seven years of free servicing.

    Update: Ferrari Australasia’s Herbert Appleroth posted an Instagram story which said the car will land in Australia in the second half of 2020.

  • 812 GTS: Ferrari’s new Roofless V12

    The Ferrari 812 GTS is the lifts the lid on one of the finest road cars on sale today.

    Today rather feels like The Redline has turned into a convertible Ferrari page, but there you are – that’s what happens when two cars land on the same day. Ferrari appears to have kicked off the announcement with a dirty stinking lie.

    The 812 GTS is the first front-mounted V12 spider in over half-a-century.

    I thought it was a dreadful fib because I clearly remember 2005’s Superamerica. Turns out Ferrari did too and also reminded me of the 550 Barchetta Pininfarina (2009), the SA Aperta (2010) and the F60 America. The trick with those four cars is that they were specials – the 812 GTS will go into series production at Maranello.

    Look and Feel

    Lopping the roof off is always a rum business and given the 812 GTS has a retractable hardtop, the engineers had to put it somewhere. So the rear of the car has been redesigned not only to make sure it still looks good. And is still aerodynamically sound.

    The buttresses are meant to give an impression of forward thrust (tick) and I reckon they look amazing. There’s still a boot underneath there, too, but it’s probably not the main concern of an 812 buyer.

    A new triplane wing integrated into the rear diffuser claws back the downforce lost by the removal of the bypass duct. Ferrari reckons it has recovered the lot, also cutting drag with the vent at the rear of the buttress structures.

    The upper corners of the windscreen feature an aero device to force air away from the occupants. A complicated sentence in the press release describes further aero work at the leading edge of the buttresses that improves the aero over the rear deck.

    The wheel design is exclusive to the GTS, all the better to see those giant brakes.

    The rest, mercifully, remains largely unchanged but you do get a retractable rear window to better hear the V12.

    Chassis and Drivetrain

    As you might expect, Ferrari loaded the 812 GTS for bear. The 6.5-litre V12 still develops colossal power of 588kW at 8500rpm and 718Nm of torque. It will also smash through 100km/h in under three seconds, 200km/h in 8.3. And will keep going on to the berlinetta’s top speed of 340km/h, despite 85kg of extra weight.

    Side-slip 5.0 for heroic oversteer shenanigans is on board. If you stuff it up, the steering system will guide you on which way to to steer to fix it. That’s called Ferrari Power Oversteer and it’s devilishly clever. And it’s got four-wheel steer which Ferrari calls Virtual Short Wheelbase 2.0 for some reason.

    How much and when?

    It’s going to be a lot, let’s not beat about the bush. If it helps, you do get seven years free servicing on your new Ferrari. And you only have to turn up at the dealer once a year or at 20,000km, whichever comes first. If you’re cracking 20,000km in your 812 GTS in less than 12 months, I would be very keen to meet you.

    I’m also quite certain a Ferrari dealer will take your deposit today.

    Want to see what I thought of the 812 Berlinetta?

    Want more convertible Ferrari? Here’s our Ferrari 488 Spider review.

  • 2020 Ford Fiesta ST: Australian Price and Spec

    The 2020 Ford Fiesta ST is go and we’ve got the Australian prices, specs and even servicing costs.

    The Ford Fiesta ST is in my top five favourite cars ever. The last one had a slick gear change, torquey turbo engine and a sublime chassis. It even looked alright, although the interior was a mess of buttons and some people (absolutely not me) complained about the front seats being too high.

    I loved it despite its flaws and the fact the gap between second and third was too big and the engine didn’t have enough revs. Once you were in the flow, though, it was magical. All the grip in the world wet or dry, sharper than the also-excellent 208 GTi (Edition Definitive excepted) and less sledgehammery than the Polo GTI.

    The new 2020 Ford Fiesta ST is almost here, fully-loaded (and loaded for bear) and is shaping up to be a damn fine hot hatch.

    Look and feel

    There’s an obvious change and that’s the extra set of doors. The old Fiesta ST was three-door only in Australia (the Americans got a five door, which we should have had) but it’s also a nicer-looking car.

    If you’re not paying attention it looks a lot like the new Focus which I rather like despite the rude complaints that it’s “derivative”. The front end is still a bit trouty like the old one, which I find endearing but I do accept it’s not everyone’s cup of tea.

    As we’re not getting the rest of the Fiesta range, what you see here is all we’ll see here in Australia.

    The interior is also a vast improvement on the old car’s. The Recaro seats are back but everything else is new. The big screen brings the car bang up to 2020-spec with Apple CarPlay and Android Auto along with an in-built sat nav and DAB. The ten speaker stereo comes from B&O. Tasty.

    Oh, yeah, and it’s got five doors now. Did I mention that? Even the boot is bigger by 21 litres. Part of that extra space comes from a bigger, longer body (93mm longer at 4068mm) rather than an increase in wheelbase (2493mm, only a mm or so in it).

    There is also a stack of safety gear. Along with the usual airbags, ABS and traction and stability controls, you get AEB, lane keep assist, blind spot monitoring, rear cross traffic alert, traffic sign recognition, reversing camera and tyre pressure monitoring. And LED headlights, which make all the difference at night. Ford’s SYNC3 system will also automatically call the fuzz and the ambos if you have a stack.

    Chassis and Drivetrain

    The new engine is a spicy version of the Blue Oval’s 1.5-litre three-cylinder EcoBoost engine. With 147kW and 290Nm, the front wheels get their power via six-speed manual gearbox. No overboots in this one, but I guess that’s what happens when you drop a cylinder.

    Here in Australia we get the Performance Pack version (which will explain the price) which means we get launch control and a Quaife limited-slip diff as standard. Cor blimey.

    Working with the torque vectoring and torque steer compensation systems, you activate the launch control with the steering wheel controls. Clutch in, bury the throttle and wait to dump the clutch when the car says to do so.

    Keeping everything off the deck and flat in the corners is a set of Ford’s own force vectoring springs on the twist beam rear end. It’s a tricky system that Ford says uses “non-uniform, non-interchangeable, directionally-wound springs to apply vectoring forces to the rear suspension and enables cornering forces to travel directly into the spring, for increased lateral stiffness.”

    Cool. Whatever all that means. Helpfully, Ford reckons that means sharper turn-in, weight saving and “no compromise on comfort, ride quality and refinement.” We have to drive one to find that out, so we’ll reserve judgement.

    The dampers come from Tenneco, with twin-tube fronts and single tube rears with some clever valves delivering frequency-dependent damping. If you’re a bit of a Ford nerd, you’ll know Tenneco supplied the dampers for the Focus RS.

    The ST rolls on 18-inch alloys (can’t say I like the look of them) with 205/40 Michelin Pilot Super Sports.

    “We went through three times the normal number of suspension iterations to find a set-up that delivered the exciting driving experience demanded of an ST model.Leo Roeks, Director, Ford Performance Europe

    How much and when?

    There is a lot of gear in this new Fiesta ST. Performance Pack, more doors, more space, lots of safety gear and hopefully a return of that amazing driving experience. The old car kicked off at around $27,990 and crept up over time. But here’s the thing.

    With all this gear, fully loaded 2020 Ford Fiesta ST is just $31,990. You get a five year/unlimited kilometre warranty, “Service Price Promise” (capped price servicing of $299 per 12 month/15,000km service) and a loan car the you take it in. That lasts for four years/60,000km. You also get roadside assist and sat nav updates.

    I reckon that’s a dead-set bargain and if it’s as much fun as the last one, could be my 2020 Car of the Year. It’ll be here in Q1 2020.

    Want to know what a much younger version of me thought of the old car?

    Want to know what a slightly older version of me thought of it when up against the 208 GTi?

  • McLaren F1 Chassis 63 is unobtainable and beautiful

    The owner of McLaren F1 chassis #63 handed it over to McLaren Special Operations and pretty much gave them an unlimited budget. This is the result.

    I have a proper car crush on the McLaren F1, as regular readers will be well aware. I nearly cried when my wife didn’t properly secure my copy of Driven Ambition and rain ruined the dust jacket. I’m too old for that and almost entirely unsentimental.

    I have such a crush on this car I bought an E60 BMW M5 because the S85 V10 is closely related to the BMW Motorsport V12 in the McLaren F1. In short, I got it bad.

    I don’t know if I have it this bad, though. The owner of Chassis #63 (yes of 106) brought his car to McLaren Special Operations for the full Certification Authority treatment. McLaren reckons it’s the only company in the world that can truly do this sort of thing and I believe them.

    McLaren F1 Chassis #63

    Now, obviously, McLaren isn’t going to tell us what this all cost, but let’s get some headline figures for you.

    • 3000 total hours including road testing and shakedown
    • 900 hours on the paint alone
    • Restoration took 18 months
    • #63 is one of 64 “standard” McLaren F1 road cars.

    Basically, the car was torn down to its bare shell. The driveshafts went back for a rebuild, Bilstein rebuilt the shocks, the interior completely ripped-out and replaced and the 6.1-litre V12 rebuilt.

    Each seat was recovered in a slate grey colour intended to reflect the colour of the sky in Woking. The red Alcantara inserts are a nice touch. The leather came from 18 hand-selected hides (one can never be too sure) and all the carpets renewed. The floor mats also scored some new piping.

    Only the steering wheel didn’t survive – the owner wanted to keep it as a sort of souvenir. The new wheel came out of MSO’s cache of original parts.

    As any McLaren F1 fan will know, the silver paint is the colour to have and took 900 hours of work. It’s stunning. And I can’t tell you how much I want to own/drive/see/be in the same room as this thing.

    How much and when?

    Well, your McLaren F1 starts at around US$20m before you can even think of doing this. Still, dropping another two or three million on a complete certification is probably not a terrible investment…

  • Interview: “Ferrari – It’s about creating fun.”

    Six years ago, Herbert Appleroth took reins of Ferrari Australia from previous importer ATECO Australia. Over the previous decade and a half, he had transformed both Ferrari and Maserati in Australia before working of Maserati in Modena. In 2010 he returned to Ferrari has head of Ferrari Japan and then in 2013, formed Ferrari Australiasia, taking over from ATECO.

    Since then the business has (by low-volume, high-end sports cars standards) exploded. At the release of the new F8 Tributo, The Redline snagged a few minutes with the local CEO to talk about what makes Ferrari tick and why the brand continues to grow in a crowded marketplace.

    We started Ferrari Australasia to get closer to our customers.Herbert Appleroth, Ferrari Australasia

    Who buys these cars?

    The market for sports cars is very healthy in Australasia, despite some impressive competition from Audi, Lamborghini, Porsche and Ferrari’s sometime F1 rival, McLaren. Ferrari continues to grow in sales so I asked what it was that keeps Maranello’s finest in the front of well-heeled buyer’s minds.

    “The Ferrari segment [ie $300,000+ sports cars] has gone from about 600 units to over a thousand. That’s obviously not all from us. Some players have come on or weren’t there or weren’t prominent five to ten years ago. And for us it’s fantastic, because they’re different price points and they’re bringing people into a marketplace, which is sports cars. And that’s our business.

    “I joke around when people ask me who are your competitors and we mention certain brands. We love them because they’re starter Ferraris. It’s a great way to introduce them to the world.”

    I laugh, but I know he’s only half-joking. Herbert has a grin that can coax a lot of money out of Ferrari buyers, but he’s not here to mess around.

    “It’s the getting to the point now where there are no compromises with sports cars now. In a Ferrari you push the bumpy road button and it’s amazingly compliant. It’s really smart technology.”

    I asked if Herbert thought that it was the entry of those other brands (really, it’s about McLaren and probably the Audi R8) that has spurred Ferrari’s push to be more comfortable day-to-day.

    “We talk to your customers. We are absolutely customer-focussed, we ask them what they want and our engineers over-deliver. We bring to market that wasn’t even in the market, we created it. You’re seeing here 44 years of sports car history. The 360 was our first aluminium car, F1 transmission, the true interface in electronics to make you go faster but using smart software, like Side Slip Control now up to version six.

    It’s about creating fun. The cars are fun within the limit on track and on road.Herbert Appleroth, Ferrari Australasia

    “It’s also about being close to our customers. We do a lot of events, over 200 events per year. The other brands bring people to the over $200,000 sports car market and most people dream of having a Ferrari when they can afford it. If it suits their lifestyle when they can afford it, once they’ve had an experience, there’s no turning back.

    What about the SUV?

    I asked, but he wouldn’t be drawn on who would buy a Ferrari SUV – “I won’t speculate on future product”.

    But…

    “I will say we’re about bringing new people to the Ferrari family, that’s what we’re dedicated to. Australia has the highest percentage of new customers coming to Ferrari every year. The products – Portofino, GTC Lusso, the compliance. Even the reliability, the serviceability. Think about it – a Ferrari comes with seven years free maintenance. It’s something we’re proud of – it’s not just product, it’s also about engagement with our clients, we’ve expanded our dealer network. We continue to invest in our people, our showrooms and our facilities.

    Will the F8 match 488 sales?

    “Who knows?  This is probably the biggest even we’ve ever held, 400 people here. It goes on the roadshow right around Australia and New Zealand. We’re already extremely excited about the reaction and pre-orders.

    “Why not? It’s a car that works on the success of the 488 and makes it even better. More power, faster through corners. Our engineers have worked on a car that was already regarded as the world’s best sports car.”

  • Ferrari F8 Tributo Unleashed in Sydney

    The Ferrari F8 Tributo is Maranello’s successor to the lauded – and rightly so – 488 GTB. More powerful, faster and packed with aero cleverness, it broke cover in a huge event in Sydney.

    Sydney loves a party and so Ferrari chose to unveil the F8 Tributo on Australian soil in front of 400 guests from all around the country.

    Guests filed into a staging area, ringed with heavy black curtains before a sound and light show heralded the car’s arrival. With a final burst of light and sound, the curtains fell.

    Flanked by every mid-engined V8 sportscar since the 308 GTB, the F8 Tributo was immediately swamped after bursting out from beneath a huge platform. Ferrari could have launched the car by just whipping off a sheet and saying, “Ta-da” but where’s the fun in that?

    It’s about creating fun. The cars are fun within the limit on track and on road.Herbert Appleroth, Ferrari Australasia.

    We’ve already covered the F8 Tributo here, but the headline facts are:

    • more power
    • 10% better aero, including the Pista‘s S-duct.
    • 6% faster corner exit speed
    • Lexan engine cover
    • new Ferrari design direction

    If you want to know what the 488 was like, click here

    How much and when?

    The F8 Tributo will hit dealerships in Australia in the first quarter of 2019, priced at $484,888 before on-roads.

    The F8 Tributo is the first of an onslaught – well, in Ferrari terms – of new models, with the SF90 also due sometime soon. A third, as-yet unconfirmed model is also on its way and if I have my rumour mill right, possibly even a fourth.

    Read our interview with Ferrari Australasia CEO Herbert Appleroth.

  • McLaren GT Lands In Australia

    The McLaren GT is Woking’s softer-but-still-scintillating continent-crushing long distance tourer. And in Australia, it’s almost a bargain at $399,995.

    I’m not sure I’ve ever driven a McLaren – from the 540C to the 720S via all manner of 570S and got out thinking, “Hmm, this needs to be more comfortable.” Because McLarens are amazing in their own right, riding like no other sports car on earth.

    Still, customers of high-end speed do like their driving. If you live in Europe or the US where driving isn’t considered as sinful as, say, spewing in your neighbour’s sock drawer, a long-distance tourer makes a lot of sense for McLaren.

    This new car is calmer than its McLaren brethren, infused with Speedtail DNA (so the press release says) but staying true to McLaren ideals – fast and engaging.

    What is it?

    Oh, look. Golf clubs. Great.
    Spacious front boot
    Electrochromatic sun roof

    The McLaren GT is most likely the result of the rather appealing experiment that is the 570GT. That car is basically a 570S with a clever side-hinged glass hatch. Replacing the flying-buttress effect of the 570S, the hatch creates a space for bespoke luggage.

    The GT is bigger, much bigger. There’s a new design direction, with lots of Speedtail in it. While the Sports Series cars are very much about showing off the aero and shapes, the GT is a more restrained, elegant and accommodates a more day-to-day experience.

    The long hatch opens up over a fully-trimmed cargo bay that will take a few pieces of custom luggage (which is rather nice stuff, if you’re interested). Or you can ruin a good walk by taking your golf clubs. Or ensure you never walk again by taking yourself skiing.

    The front boot (froot or frunk) is quite big at 150 litres, which will take two cabin bags or a decent-sized suitcase.

    All up, there’s 570 litres of cargo capacity, which is more than some family SUVs.

    The front splitter won’t, er, split on kerbs because it’s high enough without the lift kit engaged, the interior is supposed to be much quieter than any other McLaren (to be honest, that’s not difficult, they’re noisy buggers).

    The GT also has heated front seats, a 12 speaker Bowers and Wilkins stereo and some lovely aluminium trim and switchgear.

    Drivetrain

    Being a McLaren it’s a) a 4.0-litre twin-turbo V8 that b) you can’t see.

    In the GT, the engine is 100mm lower than other McLarens, which helps with the luggage space. Despite a 1500kg-plus kerb weight, the McLaren GT will streak to 100km/h in 3.2 seconds and 200km/h in nine seconds dead.

    This kind of performance is courtesy of 456kW (620PS) and 630Nm, which isn’t messing about. As always, the seven-speed SSG transmission gets the power out the door.

    How much and when?

    The McLaren GT price starts at $399,995 before on-roads and custom luggage (and the usual long options list. Australian customers will start receiving their GTs in November 2019.

    It’s cheaper than a Ferrari Portofino, if you’re interested…

    Like McLaren? Watch my 570S video here.

  • Incoming: 2020 BMW X6

    The third-generation 2020 BMW X6 is on its way and will be in Australia well before Christmas.

    Australians are mad for the big fella X6. Based on the X5 SUV (BMW insists on calling them Sports Activity Vehicles, but I don’t), the X6 has been massive for the Munich brand here in Australia.

    And it’s a massive car. New for the 2020 X6 is a bold new look with that new grille.

    Toothy grin is standard
    This one is lower

    The new car looks a lot better than the old, I reckon. Sleeker headlights, a bit more definition and much-improved proportions. It’s still not gorgeous, not by a long shot, but current X6 fans will like it.

    The new car is longer and lower which is partly why it looks better. It’s also wider which makes it look a bit less like it’s tottering about. It remains an acquired taste, but given how many of them there are, many have put in the effort.

    Lots of new gadgets
    Still not very big in the back
    But comfy up front

    Inside are all the new bits and pieces in the X5 and X7, including the awesome 12.3-inch Live Cockpit dashboard. Much like Audi’s excellent Virtual Cockpit (found in lots of Audis), it’s a fully-digital screen with lots of customisation. The presentation is beautiful, too.

    The fun stuff like sat nav and media system are run by BMW’s iDrive 7.0 system. You control it all through the other 12.3-inch screen at the top of the centre console. Using both touch and the console mounted iDrive controller, it’s the best in the business and is really easy to use.

    The diving roofline will brush taller heads, like the old one, so it’s not as roomy as its under-the-skin sibling, the X5. But the boot is now 30 litres bigger, with 580 litres for your stuff. Put the seats down and you’ll have 1530 litres. Not many lifestyle SUVs actually have the room for your life, so that’s refreshing.

    All X6s have M Sport as standard and you can option a high-capacity towing unit that doesn’t look horrible when it’s fitted.

    Engines

    When the X6 arrives, you’ll have a choice of three engines, two petrols – including the M5’s belting V8 – and a diesel.

    [table id=44 /]

    Whichever one you pick, it’ll go fast and it will also have all-wheel drive to keep everything on the straight and narrow.

    How much and when?

    The 2020 BMW X6 will arrive in Australia by the end of 2019, but I bet if you ask nicely, a dealer will take your money now. Speaking of money, here’s a handy table with prices:

    [table id=45 /]

    We’ll get our hands on one as soon as possible.

  • Kia Cerato GT 2019 Review

    The Kia Cerato GT is one of about a zillion warm hatches that seem to have a knack of dragging punters through the door.

    Kia is doing Very Good Things these days. It took a while for the company to build a reputation for making honest-and-worthy cars but did it with a long warranty and, eventually, knocking together some real lookers.

    Attention-grabbing stuff like the Soul also helped and then came some properly fun stuff like the Pro’Ceed GT, the Stinger GT4 Concept  and then the actual Stinger GT. And who could forget the fun-loving Picanto GT? I certainly haven’t and would quite like one, thanks.

    What quite a few people don’t know is that Kia quietly popped a rival for Hyundai’s i30 N-Line into its range. A turbo engine, tweaked suspension and a some fine-looking bodywork later, we’re not entirely sure this one has hit the mark.

    Look and Feel

    MY19 KIA CERATO SEDAN GT – rear garnish detail. / MY19 KIA CERATO HATCH GT – front interior. / MY19 KIA CERATO HATCH GT / MY19 KIA CERATO HATCH GT / MY19 KIA CERATO HATCH GT – GT badge detail. / MY19 KIA CERATO HATCH GT – rear seat space.

    I’ve a had few conversations with people who tell me they really don’t like the Cerato GT hatch. I really don’t mind it. It’s a bit odd from some angles, sharing a lot of its proportions with the i30 Fastback. I don’t mind it, but the back is a bit busy. But I can live with that.

    I’m fond of the wheels, though, they look pretty good.

    The cabin is by-the-numbers Kia, which is to say it’s good if a bit jelly bean-ey. The GT brings plenty of aluminium trim bits to lift things up above the humdrum but I’m not sure the interior has quite the sharpness the market seems to like. There’s nothing wrong with it, though, and it’s got plenty of stuff to like.

    With dual-zone climate control, convincing fake leather, a big 8.0-inch screen (with Android Auto and Apple CarPlay) and a cracking set of seats, you’ll be pretty happy in here. You also get an eight-speaker JBL sound system, which isn’t bad, along with DAB+. The Kia entertainment software is okay, easy to use and it also includes sat nav.

    Engine and Chassis

    The GT scores a 1.6-litre turbo four-cylinder, spinning up 150kW (204PS) and 265Nm. To get the power to the front wheels, you get Kia’s own (well, shared with Hyundai) seven-speed twin-clutch with paddle shifts to keep you occupied. For those who care, the clutch is a dry one (and also explains why it’s not fitted to the i30 N)

    That 265Nm torque figure is a long way north of the humdrum 2.0-litre in the rest of the Ceratos – 73Nm to be exact. That’s a lot for a car that’s barely heavier and worth that for the price alone.

    Like the upper-end i30s (because this is a i30 underneath), the Cerato GT flings the cheaper torsion beams in favour of a multi-link rear end. New springs and dampers all round stiffen things up and the front brakes grow to 305mm, up from 280mm in the normal hatch.

    The 18-inch alloys come with Michelin Pilot Sport 4s in 225/40 spec. These are pretty decent tyres for a warm hatch…

    Driving

    Things started well with the Cerato. It looks good and it feels good, it’s beautifully built and it’s just all-round likeable.

    Tooling around town quickly revealed a few issues. The front suspension – tuned by the usually-reliable local team – is really hard and it crashes and bashes on our rubbish Sydney roads. That got pretty tiring during the week as I negotiated the usual suburban and urban horrors.

    Also tiring was the transmission’s dithering. If you’re not giving it a kick in the guts, the gearbox seems to want to please you but fails, panicking about which gear to give you. It’s a real pain because lurking behind that gearbox is a very good engine.

    And you work out what a good engine it is when you’re out on proper roads. Get into a flow and you’ll be having as much fun as you will in its i30 cousin. The suspension never really settles, though, so you have to work a bit harder, but it is a lot of fun.

    I’m a fan of the steering – the weight is just about right and you know what’s happening underneath you. I’m not a fan of the brake pedal, it felt really dead and I had no idea what was going on with the brakes.

    Redline Recommendation

    The Cerato GT is well-priced, has a whopping warranty and hugely sensible servicing regime and looks great (I think). But as a warm hatch, it stumbles on a couple of key obstacles.

    Warm hatches are all-rounders, keeping everyone (including the accountant) happy. Where the Focus ST-Line keeps you comfortable while also providing a few thrills, the Cerato just misses the mark.

    That’s probably not the end of it, though. Korean companies take this sort of thing very seriously. The 2020 Cerato GT will likely come out swinging.

  • 2019 XF Sportbrake S R-Dynamic

    Jaguar’s XF Sportbrake is trying to buck the trend of its own line-up by offering buyers a luxury wagon.

    It’s always a welcome addition when any manufacturer adds a wagon to their line-up, but there’s something even more special when it’s a Jaguar.

    Wagons are indeed a rare breed these days. There’s plenty of ‘wagon-like’ options on the market but they are mostly just extended hatchbacks or SUVs. For Jaguar to offer a proper wagon platform, it shows they are either really committed to their fan-base, or they are trying to differentiate themselves from their competitors.

    And that last point is what I’d like to discuss. I feel there’s been a missed opportunity here. Maybe even an injustice to loyal Jaguar customers.

    Words: Brendan Allen

    Look and Feel

    I don’t know what it is about the simple act of offering a wagon version these days that makes it so cool.

    It’s a wagon. It’s a sedan with an extra bit on the back. It could again be the fact that Jaguar is doing something different to everyone else, or it could be that this is a good looking car, especially in Fuji White.

    The wheels are pretty basic as with many cars in this segment, nothing to write home about. Considering the Sportbrake is a modern take on the family station wagon, the last thing you’d want is to have to worry about scratching the ‘twenty twos’. But as with a lot of things on this car, it makes me wonder “what if” Jag had picked something out from their more performance-oriented offerings?

    The interior is a stand-out for me with it’s elegant and functional design which starts with the dashboard stitching and ends with the rear cargo space. Which is massive, even with all the seats up. The ambience provided by the lighting and entertainment system provides a calming environment for both driver and passengers.

    The controls are very intuitive and it’s the small premium features that make it a delight to pilot around suburban streets as well as out on the open road. I was particularly fond of the gear selector wheel that rises up to greet you every time you get in to start your drive.

    The Seats are very comfortable and very nicely finished as expected. Jaguar has struck a great balance between quality and minimalism with the XF interior.

    Drivetrain

    This version is the 25t variant with a turbocharged 2.0 inline four-cylinder petrol Ingenium pushing 184kW (250PS)  through the eight-speed auto gearbox. There is no manual option available in any of the XF range. The thing that makes the wagon a cool wagon, is that it’s a rear-wheel drive platform. That’s right, it’s a RWD sports wagon with a decent amount of poke up front.

    The turbo four seems like it’s a strange choice for such a large car (more on this later), especially as there is a 221kw (300PS) V6 option (albeit in diesel only) but it does a great job of keeping everything motoring along nicely. It has great response off the line and the gearbox is a seamless unit that you don’t even have to think about. Just drive the thing!

    Chassis

    Suspension, brakes and tyres are more than up to the job of making this wagon a “Sport” version. There are optional upgrades available to bring more adaptive technology to the platform to help with stability and safety, if that’s something you’re into.

    Overall, the whole package works really well. The car doesn’t feel anywhere near as big as it really is as you can treat it like a mid-sized sedan. It’s predictable and capable.

    Part of this is down to the huge amount of aluminium in the XF’s lightweight chassis. Not many wagons are this side of two tonnes these days.

    Feedback from the wheel and tyres is great for a car on the larger side. Jaguar have clearly pulled on their years of expertise to provide the driver with a great experience on all road surfaces. The electronic steering feels really well balanced and matches perfectly with the chassis and engine.

    Driving

    The drivetrain and chassis combine to provide a great platform for what is essentially a shrinking segment (RWD wagons, or even sedans for that matter).

    It’s a wonderful car to drive and it would be right at the top of my list if I was looking for a family car that wasn’t an SUV.

    Saying that, there seems to be something lacking and this is what I’ve been alluding to throughout the whole article. Now, Jaguar have had the balls to include a wagon in their lineup for many years now, with the first Sportbrake launching in 2012, and this is something we should all be grateful for.

    However, I can’t help but think what could have been if Jaguar had taken the same iron-fisted approach with the XF Wagon that they did with the F-Type line-up.

    Imagine with me, that you could go out and buy a proper RWD wagon with a 184kW engine, and you can, this is the car for you!t

    Now imagine how much cooler it would be if it had the 423kw supercharged V8 from the F-Type SVR Coupe which we reviewed in June 2018.

    I think Jaguar is teetering on the edge of becoming a bit “less than premium” as they would like to be and I feel that creating a hero car out of a traditional wagon platform would help them lift that image in more ways than one. I honestly think people would pay $350k+ for a Jag wagon with a supercharged V8.

    Redline Recommendation

    The XF Sportbrake R-Sport is a great car and it’s extremely refreshing to see a proper wagon on the roads in 2019. Even more so when you consider that Jaguar are likely building these cars for the enthusiasts. I’d just love to see something bonkers from the old British manufacturer.