Author: Peter Anderson

McLaren Speedtail Slipstreams the Iconic F1

British supercar maker has unveiled the long-awaited successor to the F1. With a petrol-electric hybrid power train developing over 1000 horsepower.

McLaren F1

The F1’s three-seater interior

McLaren is calling the Speedtail the its first Hyper GT, signalling that it’s a little different to Gordon Murray’s 1992 creation. The F1 was an out and out hypercar, blasting to the 386.4km/h (243mph) but also focussing on driver involvement. The next car to hold the title of fastest production car was the Koenigsegg CCR, a boat of a thing that nobody remembers. I had to look it up. The Bugatti EB110 was in there somewhere too.

Just 106 of the original target of 250 made it out the door. The car was expensive to make and buy and the Asian Financial Crisis hit sales.

The F1 was powered by the genuinely legendary BMW Motorsport S70 V12. You can trace that engine’s descendants into the E46 M3 (straight-six), the E60 M5 (V10) and E90/E92 M3 (V8). It was a no-compromise car – McLaren’s Formula 1 engine supplier at the time was Honda. Toes successfully trodden there, then…

It wasn’t just for the road, of course. The F1 found its way into Le Mans, which it won convincingly and it was the F1 GT LM that gave us the Longtail name, still used today.

So imagine how fast the Speedtail must be…

McLaren Speedtail

Central driving position

Room for three

Overhead console

Lightweight driver’s seat

Rear vision cameras

The Speedtail was born BP23. A drip-feed of information revealed it would follow the F1’s three-seater cabin with central driving position. It would be hugely fast. And sales restricted to 106 units, which probably isn’t difficult given its £1.75m (US$2.25m). Before options and taxes, naturally.

Another masterpiece from McLaren Design Director Rob Melville and his team, it’s a massive 5.2 metres long. That’s even longer than the mahoosive BMW X7. Obviously, it’s all in the name of aerodynamics.

The cabin is quite something. Whereas the driver of the F1 had to climb over a thick console, the controls for the Speedtail are in an overhead pod, a bit like the Senna. The driver has three screens in front and then two extra tablets acting as rear vision mirrors. The vision comes via two pop-out cameras. Gordon Murray would have loved that tech in 1992.

McLaren Speedtail Drivetrain

Let’s start with the performance figures first. The P1 could accelerate to 300km/h (186mph) in 16.5 seconds. Not bad. The Speedtail will knock the off in just 12.8 seconds. Top speed is 403km/h (250mph).

McLaren hasn’t offered a lot of detail on the drivetrain. Like the P1, Speedtail has a hybrid powertrain, in this case offering up to 1050PS (772kW). One expects the combined torque figure will surpass the P1’s combined figure of 980Nm.

It’s hugely unlikely the engine will be anything other than McLaren’s twin-turbo V8 allied with a seven-speed twin-clutch transmission.

McLaren Speedtail Chassis & Aero

As ever, McLaren’s Monocage forms the basis of the Speedtail. Made from carbon fibre, the Speedtail’s cage is unique to fit the three-seat configuration.

The teardrop shaped canopy works with the long, smooth body to push the Speedtail to 403km/h (250mph). A set of Pirelli P-Zero tyres – custom-made, obviously – keeps you on the straight and narrow. A set of active rear ailerons (patented, don’t you know) keep you on the ground. They’re actually part of the car’s flexible carbon fibre skin, which is wild.

A huge carbon diffuser sucks the car to the ground – I’d be interested to see if there’s a ground-effect fan.

The carbon front wheel covers are static, with the brake callipers peeking out from behind. There are hardly any sharp angles on the car, with vents melting gently into the bodywork to ease the air into the right path.

The body itself is made from something called 1K Titanium Deposition Carbon Fibre. Essentially, the carbon weave includes titanium to increase strength and further reduce weight.

A Velocity Mode trims the car for high speed stability, lowering the Speedtail by up to 35mm. Max height of the car in Velocity mode is just 1.12 metres or just over 44-inches. Another key stat, the width, tells a tale – it’s narrower than P1 to reduce frontal area.

Speedtail’s dry weight is just 1430kg. Instead of sun visors, the upper portion of the windscreen uses electrochroamatic glass. Likewise, the overhead, side and rear glass uses the same tech to reduce temperatures in the cockpit. There is bound to be a lot more detail come release day.

When and How Much?

Well, you can’t have one, at least not from McLaren. The whole bally lot was flogged off to existing McLaren owners. No doubt many of them are also F1 and P1 owners.

The price kicks off at £1.75m (US$2.25m) but it’s excedingly unlikely owners won’t go to town with options, including the Speedtail silver paint you see here in the pics and video below.

Deliveries will begin in 2020.

October 27, 2018
2019 Audi R8 Announced – Still A V10

After four years on sale, the second-generation Audi supercar is due for a facelift. The 2019 Audi R8 has more power, torque and a new face.

2019 Audi R8

Like the new face? I do. While I really, really like the R8, it is missing a little bit of drama in the looks. I have rationalised that away on occasions – some of us don’t want to shout about it. But I’m odd that way.

The new face brings some supercar bravado to the table. A new bumper and grille arrangement, as well as a delicate set of slots between bumper and bonnet give the R8 a bit of emotional drama.

The front splitter is more aggressive, too, wider than before. There is more to look at, too.

At the rear, a new grille reaches all the way across and a new bumper and diffuser match the front end’s newfound sense of fun. Both Coupe and Spyder score the new look.

Not much has changed inside and that’s fine by me. Audi says there is some new upholstery, so that’s nice.

2019 Audi R8 Drivetrain

Ooh, baby.

As you already know, you can get the R8 in two flavours, Coupe and Plus. The Plus monicker is gone, now known as the R8 performance (their lower-case p).

The glorious V10 stays, all 5.2-litre of naturally-aspirated brilliance.

For 2019, the coupe now delivers a hearty 420kW (570PS). That’s a hefty increase of 23kW (30PS) and torque is up to 550Nm from 520Nm. More torque equals a higher top speed, too.

The V10 performance hasn’t done as well – power is up to 456kW (620PS) from 448kW (610PS) and torque also rises, now twisting up 580Nm (up 10Nm).

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As ever, Audi’s seven-speed twin-clutch gets the power out to all four wheels. Audi says it has tweaked the ESC system to reduce braking distances from

The RWS has disappeared – for the moment at least.

2019 Audi R8 chassis

Underneath is largely the same, with the usual running changes. The engineering team has tweaked both the dynamic variable rack steering as well as the standard rack for better response and feel. You should be able to better tell the difference between modes as well.

The suspension has come under scrutiny, but there’s no detail apart from the claim that the new R8 will deliver a more “visceral” driving experience. Cool.

As before, the Coupe has three driving modes with the performance picking up Dry, Wet and Snow via an extra dial on the steering wheel.

The ESC system on the top-spec performance has been tweaked too, with stopping distances from 100km/h (62mph) cut by as much 1.5 metres. If you stand on the brakes at 200km/h (124mph), you could stop up to five metres earlier. Nifty.

You can also order a carbon-fibre reinforced polymer front anti-roll bar to cut 2kg from the kerb weight. I wouldn’t bother, it’s pub trivia stuff.

The rumoured Performante rival has not yet materialised.

When?

The 2019 Audi R8 will start hitting roads sometime early in 2019.

October 24, 2018
E63 AMG: Benz’s Belting Bruiser

The E63 AMG is the latest in AMG’s endless friendly rivalry with BMW’s M division. There have been fast, big German sedans for three decades now, each new generation upping the ante. BMW went mad once and threw a V10 at the M5, which was wonderful.

In 2017, we got a new E63, based on the fourth-generation E Class, the W213. Bigger, louder, faster and packed with technology, can this E63 really, properly, truly, take the fight to BMW’s M5?

E63 History

I was never an E63 AMG fan. Nor was I particularly attracted to its E50/E55/E60 predecessor, an unattractive mass of metal based on the W210. It was an ugly car, a hangover from the huge, slabby S Class of the 1990s.

It was, however quick and became something of a cult classic. Under its over-creased bonnet and behind those stupid headlights eventually lurked a 6.2-litre V8. Mercedes messed around with this car’s spec when it really should have concentrated on making it not ugly.

The most powerful version pumped out 298 kW (405 PS), which was a lot of power for a car in 2003.

The W211 didn’t get much better looking and wasn’t a patch on BMW’s V8-powered E39 M5. Sure, it was a good car, but it wasn’t really one you’d play around in.

Between 2003 and 2006, the 211’s range-topper was the E55, a supercharged 5.4-litre V8 with 350 kW (476PS) and 700 Nm. It was pretty wild, a sledgehammer of a car that continues to command respect.

At the 211’s mid-life refresh, lots changed. Power went up to 378kW (514PS) but torque fell to 631Nm. A new seven-speed automatic transmission joined the party and ensured a 0-100km/h (0-62mph) of 4.5 seconds.

While all this went on, M messed about with its bonkers V10-powered M5, complete with single-clutch semi-auto.

Staying with the ugly theme – Mercedes really doubled down on the E-Class’ Grandpa Express aesthetic – the W212 arrived in 2006. For the first part of its life, the E63 ran a 6.2-litre V8 with 386kW (525PS). The M5 had 373kW, if you’re keeping score.

Then came the mid-life facelift and the switch to the 5.5-litre V8. That engine had anywhere from 410kW (557PS). It also changed its name to the E63 AMG and scored a seven-speed automatic.

The W212 helped cement the mythology of the fast E. Engine capacity went up again to a 6.2-litre supercharged V8. The smaller, more heavily-modified C63 had made waves so the E followed suit with a new front axle, new panels and a more aggressive suspension tune.

As with the 211, the 212’s mid-life refresh brought a down-sized engine, the 5.5-litre twin turbo V8. Power stayed at 386kW (525PS), although there was the 410kW (557PS) Performance version. The 430kW (585PS) S version arrived in 2014.

As the 212 progressed, the styling became more aggressive and its final facelift added all-wheel drive. The S headbutted 100km/h in just 3.5 seconds.

Right. That was a long one. Let’s head to the present.

AMG E63 S

The fifth-generation W213 E Class arrived in 2016 and the E63 quickly followed. Very quickly. As before, the E63 is available in standard and S tunes and all-wheel drive.

It’s a much better-looking car than its predecessor. While nothing spectacular, the angles and creases are gone – the old car was so conservative.

The shapely headlights frame a more organic looking front end that’s less imposing, less bombastic. It looks a lot like the smaller C-Class and therefore looks smaller. It’s almost five metres long but doesn’t present that way, which is fine by me. The C appeals to younger buyers, too, so with a similar look, the this E63 should snare a few less old men (and women).

E63 Drivetrain

The 212’s 5.5-litre twin-turbo V8 is gone, with the 4.0-litre twin-turbo V8 now all over the Mercedes range. The M177 is available in two tunes, but in the S you get 450 kW (612PS) and a robust 850Nm. That huge torque figure is available from 2500-4500rpm for a fat mid-range wallop. That’s a narrower range than the standard E63’s 720Nm, but I don’t mind.

Mercedes’ own nine-speed automatic feeds the power around all four wheels. While its rival BMW has ditched the seven-speed DCT twin-clutch for the ubiquitous eight-speed ZF, Mercedes is sticking with clutches.

The nine-speed uses a pack of wet-clutches rather than the ZF’s torque converter. This might be a problem. We’ll soon see.

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Chassis

The base car’s mechanical diff is replaced with a locking electronic differential and you can turn off all-wheel drive with a sequence of button-pushes and paddle pulls. Pull the right paddle instead of both and you get Drift mode, which is wild.

The E63 weights over 1800kg, so static suspension just wouldn’t do. It’s hard to make a heavy car ride and handle – you can’t have both, which is what you need at this level. Dynamic dampers take care of dealing with the body roll while the air suspension on S does the rest.

The other part of the equation is the set of 20-inch alloys running 295/30 Michelin rubber, which absolutely should not deliver anything approaching comfortable.

Driving

This E63’s predecessor’s tended to have the feel of epic engines looking for a chassis to match. And on first acquaintance, it’s entirely possible things haven’t changed.

Its immediate predecessor was very good, but if you were a driver (and that’s why you’re here) you’d find it difficult to choose it over the M5. The Audi RS6 wasn’t even really in the running despite its charismatic twin-turbo V8.

Before you light the fire in the belly, the E63 is very civilised. It’s firm, even in Comfort mode, just enough to let you know what’s going on. It’s fluid, though, and wafts along on that huge boatload of torque.

The usual nitwits fired up about the E63 moving to all-wheel drive. The reality is, if this car was rear-wheel drive only, it would be difficult to handle for most of the time you would just burn through the tyres. Which is pointless. You buy other cars for that kind of fun, this is meant to be a daily driver.

Kick it in the guts and the E63 S is utterly, bewilderingly fast. The patented AMG Pop und Knistern from the exhausts is mighty. There is no turbo lag to speak of – the turbos are crammed into the V8’s cleavage to get close to the exhaust ports. That means a shorter path for the gases to travel to spin it up and, presto, less dreaded turbo lag.

That means you’ve got total confidence on the throttle, you don’t have to drive around the lag. We’re probably getting to the point where the next improvement is electrically-spun turbines but I’m pretty happy with this. This is good. This is fast. It’s fun.

What I really wasn’t expecting was how light on its feet it would be. The big sticky tyres obviously contribute a lot, but being able to throw this thing around is pure joy. You never really get away from the weight of it but it does feel lighter.

The steering really plays into your hands (pun absolutely intended) with good weight and feel. The suspension, while very firm in Race, delivers a stable, sensible platform while the rear diff lets you wiggle and slide with impunity.

Switching out the front wheels – as you can in the new M5 – transforms the car into an absolute bruiser. While it has the surefootedness of the RS6’s quattro grip but with better turn-in and – if it all possible – even more exhaust histrionics, in rear-wheel drive, the bets are off.

The W213 E63 S is a bit of a revelation for me. It’s the first AMG I’ve ever really properly gelled with. AMGs are good, but this one is fun. Proper, versatile fun. So is the new all-wheel drive M5. Which means the rivalry is set to burn bright.

Brilliant.

October 21, 2018
The 2019 BMW X7 Is Huge

If you thought the Audi Q7 was a big bruiser, Munich has one-upped Ingolstadt with the 2019 BMW X7.

The new X7, fitting in as it does above the brand-new X5, is an absolute monster of a car. Or is it? Let’s break it down in a table.

[table id=15 /]

Key to the X7’s presence is that giant grille. It looks like it should be straining krill from the ocean on its way to Antarctica. Autobahn runs will mean you’ll be picking livestock from that giant set of teeth. Given that we thought the X5’s grille was big, this is taking the mick a bit…

Anyway. That’s how it looks. Looks are subjective, but BMW’s designers haven’t tried to hide its bulk, but instead celebrating it.

In fact, it’s so big that 20-inch wheels are standard, with optional 21 and 22-inch sets.

LED headlights will be standard across the range and you can get Laserlights with their 600m (2000ft) high beam.

BMW X7 Drivetrains

BMW is opening the bidding with a range of petrols and diesels.

The X7 50i won’t be available in Europe (that will annoy a few people) packs the 4.4-litre twin turbo for 340kW (462PS) and 650 Nm. That should mean a sprint to 100km/h (62mph) in under 5.4 seconds.

The X7 40i is another petrol, this time BMW’s 3.0-litre turbo straight-six, spinning up 250 kW (350PS) and 450Nm. Sounds like a bit, but it has to push 2300-plus kilos. Did I mention the X7 is no lightweight flyer? Having said that, 0-100km/h (0-62mph) arrives in 6.1 seconds.

The first of the diesels is X7 M50d. That comes with BMW’s 3.0-litre inline six with four (yep, four) turbos. That unit winds up for 294kW (400PS) and 760Nm. That’s some way short of obvious rival SQ7’s 900Nm from it’s triple-turbo V8 diesel. It’ll still move, though, hitting 100km/h (62mph) in the same 5.4 seconds as the 50i.

And finally the 30d’s 3.0-litre turbo diesel six comes with 195kW and a stonking 620Nm. While coming close to 2400kg, it still manages the run to 100km/h in seven seconds dead.

All four engines pair with the usual eight-speed ZF automatic, transferring the power to all four wheels.

[table id=16 /]

Chassis

The fundamental package is the same across the range. Suspension is by double wishbones up front (ooh, fancy) and a five-link arrangement at the rear. Some have air suspension (that’ll account for some of the tubbiness) while the rest have adaptive damping. You can also get active roll control, which will come in handy if you’re like chucking the car around.

The wishbones are aluminium while the rear end is lightweight steel.

For the moment they all roll on 20s with at least a set of 275/50 tyres wrapped around them. You can option the M-Sport diff on the 50i and 40i and it’s standard on the M50d.

Curiously the brakes are the same on all four (incoming M Performance brakes are a given), with single-piston calipers all around.

Interior and Technology

BMW X7 Interior

BMW X7 Interior

BMW X7 Interior

The new BMW interior styling direction is looking pretty good here on the X7. Obviously, this monster can take seven people but there’s also a six-seater option where the middle row has two super-comfortable seats. BMW reckons the third row is made of two full-size seats.

BMW’s new Live Cockpit is on board – it’s a 12.3-inch digital dashboard, finally properly taking on Audi’s Virtual Cockpit. BMW’s version of Siri – activated by saying, “Hey, BMW!” (ugh) will be available from March. iDrive OS 7 is also on the 10-inch central screen.

The “basic” package comes with four-zone climate control, a huge sunroof and “and ambient lighting including the Welcome Light Carpet and Dynamic Interior Light.”

Various options include five-zone climate control, “Sky Lounge”, huge Bowers and Wilkins sound system and an M Sport Package for inside and out.

When and Where?

The X7 will roll out of BMW’s Spartanburg, Carolina plant and will roll out from March 2019.

I’m not gonna lie, I’m really looking forward to driving the M50d. That’s a lot of car moving really quickly…

October 20, 2018
Paris 2018: Hyundai i30 N N Option

Need a bit more Civic Type R drama in your Hyundai i30 N? Want a bit more AMG-style bling? Hyundai has you covered.

As you’re probably aware, I was quite a fan of the i30 N. It’s a cracker of a car, literally in the case of the exhaust system. While I’m a big fan of its restrained approach to styling, not everybody is.

Cars like this tend to attract the modder crowd so Hyundai’s N is going to offer a whole bunch of customisation options.

N Option Exterior

This is properly tasty, no? The usual stuff is here – wing, stripes, wheels, that sort of thing.

The carbon fibre rear wing features the N logo, there’s a vented carbon bonnet (hood for our American friends), a new grille with N logo and a set of lightweight cast alloys. Wrapped in semi-slicks, obviously, because Hyundai doesn’t mind you flinging the N around a track.

The quad muffler system should make the crackling even louder.

N Option Interior

I like what I see here.

Fat Alcantara steering wheel? Check. Complete with centre marker, too.

Racy bucket seats, again with Alcantara and N logos? Check. Those slots at the shoulders look very AMG, but I’ll survive.

Alcantara trim and carbon fibre dash inserts? Er, obviously. I quite like the dashtop covered in the ol‘ fake suede which also looks to be on the armrest.

The shifter looks a bit blingy, but hey, these are all options.

When and how much?

Ha, yeah. I don’t know about you, but the press release is a bit light-on for actual detail. Yes, it’s a show car (in its own shade of paint), but the press release says that N Option gear is coming soon. It doesn’t say if you can retrofit any of this stuff or even how much the bits will cost.

So I guess we just have to wait?

October 4, 2018
2019 BMW 3 Series M Performance Bits

We’ve got a new 3 Series on the way. For some reason it feels like forever since the last one came out, but anyway. This time around, BMW seems more prepared and has a lot of M Performance bits to part you with more of your cash straight away.

English-speaking markets absolutely love their M Performance bits. Up until recently in Australia, the 330i M Sport was the 3 Series to have. Highest-selling individual model in the range. Amazing.

Anyway, BMW obviously caught on to that and instead of waiting a year or so to introduce performance bits, the brand is kicking off with them. It does help that during the old car’s life M Performance became a thing, but it’s nice to see that you can put a bit of grrr into your new 3.

Aero parts

The G20 is pretty sleek from the get-go – a Cd of 0.23 is super-low, although that’s probably not likely on the spec you or I would buy. Here you’ve got a choice of two diffusers, two front splitters and two rear wing styles.

Fancy.

BMW reckons all these bits reduce lift and therefore improve roadholding. Sure, why not?

The carbon mirror caps don’t do much, but they’re handmade and look good.

Brakes, Wheels, Tyres

The M Performance 18-inch brake set is fairly self-explanatory. The discs are 18-inches (46cm) and feature four-piston front calipers. The discs themselves are perforated and grooved. The press release says they have better thermal properties which seems fair enough to me.

You’ll also be able to choose several designs of 18-inch and 20-inch wheels.

And you can bag your wheels during winter or if you want to keep a spare set for track days.

Interior Parts

Now you’re talking. That lovely fat steering wheel looks the business. I’m a big fan of chunky M wheels and think every car on earth should have one. Silver stitching, red top marker and if you want, you can get a carbon and Alcantara treatment. Finish it off with a set of carbon fibre paddles if you’ve gone for the eight-speed auto.

There are also a nice set of alloy pedals, M puddle lights (they look terrific), M logos pretty much everywhere and some cool trim replacements.

What about the fast stuff?

So here’s the thing – there are some performance cars coming, even before we talk about the new M3/M4 pairing which are probably two years away, in typical BMW fashion.

The quickest launch cars are the 330i or 330d. None of them are slow (the slower ones are coming) but fast? No. Well, not yet.

There is definitely a six-cylinder petrol M340i xDrive – that thing has 275kW and 500Nm. The sprint to 100km/h (62mph) will be over in just 4.4 seconds, which is mighty quick. The M340i is meant to take on the Mercedes C43 AMG and Audi S4. With those figures, it’s quicker than both of them.

The car will also have a proper M Sport rear diff and a serious sporting chassis, just like a M140i. So, useable day to day, but tons of fun when you want to hammer it.

The M3 will have around 368kW (500PS), most likely with xDrive (switchable like the M5 we hope) and a sub 4-second run to 100km/h. And hopefully be as much fun as the M3 CS.

October 4, 2018
Paris 2018: 2019 BMW 3 Series

The G20 2019 BMW 3 Series is finally here. Unveiled at the Paris Motor Show, it’s bigger, cleaner and packed with new technologies. And it’s the basis of several forthcoming performance cars.

The seventh-generation 3 comes as the nameplate’s sales passed the 15 million mark. That’s a lot of Threes. Three times five million, in fact.

In typically modest fashion, BMW says the new 3 Series “moves the game on once again in its segment in terms of driving dynamics, premium quality and innovation.”

Right. We best have a look, then.

2019 BMW 3 Series Exterior

Let’s not muck about – from the side, the G20 looks barely different. Yesterday’s leak didn’t do the car any favours, but on the show floor and in these official pics, it looks a bit tougher.

A new, wider and sometimes lairy kidney grille is framed by new, more shapely headlights with a bit of a Peugeot slash to break up the lens. The lumpy bumpy front bumper is quite busy and the details differ between model specs.

The G20 is built on BMW’s new rear-wheel drive platform known as CLAR – cluster architecture. With the imminent demise of the rear-wheel drive 1 Series, the Three will be the smallest CLAR car.

The new car is longer by 85mm (4709mm), wider by 16mm (1827mm) and 1mm taller (1442mm). A 41mm longer wheelbase should deliver a bit more rear legroom and a better ride. Interestingly – and significantly – the front track is 43mm wider at the front and 21mm at the rear.

2019 BMW 3 Series Drivetrain

BMW is kicking off the non-M models with a bunch of engines and the option of all-wheel drive xDrive in the 320d.

2.0-litre four-cylinder turbo petrol

320i – 135kW (184PS)
330i – 190kW (258PS)

2.0-litre four-cylinder turbodiesel

318d – 110 kW (150PS)
320d and 320d xDrive- 140 kW (190PS)

3.0-litre six-cylinder turbodiesel

330d – 195 kW (265PS)

While none of these machines has outstanding M-style power outputs, they’re not particularly slow. The 320d will crack 100km/h in 7.1 seconds.

BMW is offering a six-speed manual (hooray!) and an updated version of the eight-speed ZF auto. Only the 320d offers all-wheel drive, but there’s more to come, including the Mini’s (and 1 Series’) 1.5-litre turbo triple and a 368kW (500PS) M3.

Also on the way – according to the photos – are plug-in hybrids.

2019 BMW 3 Series Chassis

We don’t know a huge amount about the new car’s details, but BMW threw in a couple of interesting bits.

Optional adaptive dampers make a welcome return but BMW reckons the standard dampers are pretty clever. BMW calls them “lift-related dampers” which means that the rates vary depending on the spring compression. That means fewer compromises in the ride and handling department. Apparently.

As ever, the M Sport suspension option offers 10mm lower ride height and stiffer springs and dampers.

The new cars are up to 55kg lighter and in their slipperiest form, BMW claims a drag coefficient of just 0.23. Much work went into the aerodynamics, including a tricky air curtain around the fog lights (where fitted) to keep them clean.

You can also specify an M Sport differential with new torque vectoring software, new variable rate steering and M Sport brakes.

2019 BMW 3 Series Interior

Just like the exterior the cabin is bigger and it’s packed with some new stuff. iDrive 7.0, a brand new optional digital dashboard and some other bits and bobs. Looks good too.

The 2019 BMW 3 Series will go on sale around March 2019, depending on where you are. We’re hoping to drive it as soon as we can. In M Sport form, of course…

October 2, 2018
2019 Hyundai i30 N Review – Hail to the New King

Hyundai’s i30 N came out of nowhere but landed to critical acclaim. It’s a muscular, fast, keenly-priced hot hatch. But is it the best?

For so long if you wanted a hot hatch, you had some tough choices to make. We’re in a continuing Golden Age of the hot hatch, from Ford’s excellent Fiesta ST through to BMW’s brilliant M140i. They’re all good. There isn’t a dud among them, even the older ones.

The sweet spot seems to be in the C-segment hot hatches. You can choose French, German and Japanese and it’s unlikely you’ll be unhappy.

The 308 GTI is excellent if with a whacky driving position. The recently-departed Focus ST was a rowdy street-brawler but always exhilarating. The Volkswagen Golf GTI is poised, quick and subtle but the least powerful of the lot. The RenaultSport Megane, for me, was the handling benchmark but had a hard ride, ropey interior (except the seats) and weird steering wheel angle.

South Korea had been largely silent. Oh, Hyundai had a few cracks with the Veloster, a warm i30 SR and Kia made some noise with the Pro’ceed GT. Died off pretty quickly, that last one, and we’re not sure why (although a new Ceed and Proceed GT are on the way).

It was odd that Hyundai hadn’t committed. Then N branding started appearing on the giant’s i20 rally cars and word quickly spread as the company made some important hires, including BMW M’s Albert Biermann.

That guy knows what he’s doing, he’s been responsible for some cracking cars.

Hyundai i30 N History

Pretty short, as it turns out. There wasn’t one and then there was one.

It was odd that it had taken so long for Hyundai to get into this part of the market. The bizarro-world Veloster (which I love) quietly chugged away getting better as new engines and suspension tunes found their way in. The SR Turbo was tremendous fun but spent most of its time bouncing off the suspension stops. That made it uncomfortable and nervous when you were on it.

It also had a very slow gearchange and a 1.6-litre turbo that kept running out of revs. Weirdly, the automatic was better because it could change gears more quickly.

Hyundai’s relationship with fast cars has been off and on over the past couple of decades. The company has run in the World Rally Championship a couple of times. It threw stacks of money at the first attempt with the stupid-looking Accent WRC, threw money at drivers and basically got diddly-squat for their trouble. So they left.

For nine years, nothing.

Then in 2014, the company returned with a more focused effort, hiring Thierry Neuville to spearhead the new effort. The team has been there or thereabouts, scoring points, wins and being ruthless with their drivers (as Hayden Paddon will tell you).

Then in 2016 came the RN30 Concept at the 2016 Paris Motor Show. I was there and saw that car, thinking that Hyundai’s N Division is super-serious. Don’t ask me why I thought that, I just did.

And finally, the i30 N made its world debut and the game changed. Everyone from Thierry Neuville down said it was good, a solid start.

Hyundai i30 N Drivetrain

The i30 N packs a Hyundai-developed 2.0-litre four-cylinder turbo, part of the Theta II engine family. With direct injection and variable valve timing, the N Performance spec engine (we only get this engine in Australia) produces 202kW (275PS) and 353Nm. Flatten the throttle and you’ll get another 25Nm, taking the total to 378Nm.

The engine is out of the larger Sonata, but has new pistons, a new turbo and cooling system and overboost gear.

At the moment, you can only get a six-speed manual while N gets on with designing and developing an eight-speed twin-clutch. The six-speed addresses the drama of the slow shift of most Hyundai manuals by adding carbon fibre synchro rings for a very, very slick change.

The six-speeder box drives the front wheels which also has an electronically-controlled mechanical limited-slip differential.

A big part of the fun of the i30 N is the crackling exhaust – a two-stage exhaust system spits out a basso-profundo roar as well as some fantastic crackling.

The non-Performance spec cars have “just” 184kW (250PS) and 353Nm as well as missing out on the LSD and active exhaust.

Hyundai i30 N Chassis

You can have tons of power but if what’s underneath you isn’t much good, you’re in trouble. Biermann’s team started with the obvious multi-link equipped version of the i30 and went from there.

Stiffer springs, adaptive damping, 19-inch Pirelli P-Zero tyres (with HN coding so you know it’s for that car), torque vectoring and, of course, the LSD.

The electric steering is way sharper but weighted quite differently across the modes. The adaptive suspension is also quite different between the three modes, but nobody reading this is going to spend much time out of N mode. For Australian cars only, we get a slightly softer damper tune, but you’d never notice – our roads are so terrible, N’s management rescinded the “One tune to rule the road” edict. Thank goodness.

Driving

The basic i30 is good. The SR is excellent. They have to be because the C-segment hatch still holds its own in a world of SUVs and all of them are better than good, with a few exceptions.

You can feel from the first three seconds that the i30 N is different. It feels like a different car as soon as you fire up the 2.0-litre, the engine giving you a nice loud, “Booooooo!” on startup. Grab the chunky wheel and feel the weight and the bite of the tyres, even just getting out of a car park.

The clutch is light and is probably the only vague part of the technical package. Everything else is precise, oiled, assertive. Thumb the N button and the car feels properly serious, the exhaust blare goes from aggressive to angry, like you just said something rude about its mum.

Unlike the Golf, it’s an alpha car. While the styling is hardly look-at-me RS Megane (another alpha), its on-road demeanour feels a lot more like Dieppe’s madness. The Golf never feels like it has its elbows out, but the i30 N starts that way. It’s reassuring, but you want to know if it has the bite to match the bark.

Yep. Five good corners in and you know exactly what makes the i30 N tick. It revs to almost 7000rpm, which is welcome – smaller displacement turbos run out of puff and you spend so much time changing gears. The N lets you choose to row it along or relax on the torque wave.

But good gracious me, this thing has a tremendous front end. The way you can pile into a corner way too hot (like the Civic Type R) is hilarious. Stand on the brakes then get on the throttle early is never not fun.

While you won’t be chucking this thing sideways, as a road car, this is the one to beat. It’s more liveable than the old Megane, it’s braver than the 308 GTI, more composed than the old Focus ST.

And it’s way, way more interesting than the Golf GTI. And that makes it the best hot hatch in the world.

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Hyundai i30 N Exterior Images

Hyundai i30 N Interior Images

i30 N steering wheel

i30 N interior

i30 N steering wheel

i30 N interior

i30 N steering wheel

i30 N steering wheel

i30 N steering wheel

i30 N rear seats

i30 N button

All images by Matthew Hatton Photography.

September 17, 2018
Ferrari Portofino 2018 Review

The Ferrari Portofino is Maranello’s follow-up to the California T. Like rival Lamborghini’s Huracan, the Cali had some inane detractors who said it wasn’t a real Ferrari.

The V8-powered California and then the California T were meant to open up new markets for the Prancing Horse. And the company was expecting a lot of women as well as new customers to buy into the Ferrari brand.

Boom. Off went the nutcases. And they were all mostly wrong.

California Dreams

Rumour has it that the first modern California (it’s a name Ferrari has used more than once) was originally meant to be a Maserati. It probably wasn’t the greatest car ever made – well it wasn’t – but it did things for the brand.

For ages, Ferrari had been without a relaxed car. The last even vaguely relaxed machine the company produced would have been the 348 GTB. Oh, there was the 456 GT, but that was a properly expensive V12 GT, not a cruiser. First-time Ferrari buyers didn’t have an easy entry to the brand until the California arrived.

I liked California – it was a tad gawky and bug-eyed, yes, but it was fast and sounded amazing. It also carried two plus two people and you could take it anywhere without worrying about it. The fact the roof came off was a bonus. Handling was way above anything Maserati could muster, but it was also a bit more placid than what we had come to expect from Ferrari.

And that’s where the California struck trouble. Fans of the brand who didn’t understand its history said it was too soft. Too easy. The same sort of people who say the Huracan isn’t dangerous enough.

Women bought it, new customers came to the brand, it made money but people sniffed at it, said it was a girl’s car.

Whatever the hell that means.

As usual, a good number of people who said the more idiotic things about California never even sat in it, let alone drove it.

Would it be my Ferrari? No. Does that mean it’s not a good car? Absolutely not.

California T

The California T was better-looking, way more powerful if a little less characterful. To drive it was certainly better and it kept selling. The final years of the California saw the introduction of the Handling Speciale, a result customer requests. It was popular, so the Cali T was a bit firmer.

It was also more fun to drive. While the scream of the old, high-revving V8 was gone, the new twin-turbo powerplant introduced a colossal whip-crack on the upshift. And lots of torque – 755Nm. My wife loved the California T for its effortless power delivery and easy demeanour in normal driving.

I loved it because it was less understeery, looked better and was better.

(We both loved it for the whip crack)

With the end of the Cali, the time has come for Ferrari to make the return journey across the Atlantic, touching down in the Mediterranean in Portofino.

Ferrari Portofino

Ferrari launched the Portofino to the world almost exactly a year ago. Imaginitively, Ferrari chose the eponymous Italian town in which to do it, with Piero Ferrari, Sebastian Vettel and the late Sergio Marchionne on hand.

It looks amazing. I didn’t mind the California T but the Portofino is properly beautiful. Ferraris don’t actually have to be pretty but it certainly helps when the car is meant to lure in new customers.

The backside is far less prominent despite still housing a folding hardtop. The front end is much stronger, more aggressive, less gawping. The body looks lithe and athletic. It looks super-modern. You’d struggle to place the original California – it could be anywhere from the mid-90s to the mid-2000s – but the Portofino looks like it’s from the current stable and is all the better for it.

There was little wrong with the Cali T’s interior so the two look similar. Ferrari cabins are minimalist in a good way but the Portofino’s 10.25-inch screen is a recent concession to bling and includes a hugely expensive Apple CarPlay option.

The seats are tremendous – accommodating but grippy, the leather is tactile and wonderful to the touch.

Ferrari Portofino Drivetrain

Ferrari’s twin-turbo V8 now graces several cars in the range and one more to come. In the 488 GTB and Spyder it’s an incredibly powerful and flexible powerplant that makes that car an unbelievably fast machine. In the GTC4 Lusso T it’s an express train. No doubt it will find a home in the sacrilegious SUV (it’s not, but we’re still getting used to the idea).

The 3.9-litre twin-turbo V8 puts out 441kW (600PS), which is up 30kW (40PS) on the California T. With its flat plane crank (like the McLaren 570S and 540C), it delivers its power at a wonderful 7500rpm.

As with the 488, the V8 won’t give you all of its 760Nm of torque until you reach seventh gear in the twin clutch transmission. This is down to some clever trickery with the electronic wastegate control.

Even without all that torque, the new car accelerates from 0-100km/h in just 3.5 seconds.

The exhaust itself is one piece which saves weight and Ferrari says it sounds even better than before, partly because of a set of valves regulates the sound. We’ll see…

Ferrari also promises zero turbo lag and throttle response of under one second. Not the telepathy of the old naturally-aspirated V8, but you don’t have the rev the guts out of it to leave the driveway.

Ferrari Portofino Chassis

There is a lot going on here, of course.

The new car is much lighter than before – American models weight far closer to two tonnes than perhaps was sensible. The Portofino is lighter partly through the greater use of aluminium but also simpler structures. The windscreen surround was made of 21 separate pieces on the California, the Portofino’s just two.

It’s an impressive 35% stiffer as a result of this sort of simplification.

Ferrari’s active electronic differential passes the power between the rear wheels but does a whole lot more than just that. It reads the attitude of the car, throttle position and, of course, the position of the manettino on the steering wheel.

The Portofino’s manettino has just three settings – comfort, sport and ECT Off. While also affecting the setting of the diff and engine behaviour and throttle response, the magneto-rheological dampers also respond to a turn of the switch.

Driving the Ferrari Portofino

Right from the get-go, you know this is a better machine than the California T. With the extra power and a few more Nm, it’s quicker. It’s quicker again because it weighs less.

It’s quicker still because it’s just better.

If Ferrari hadn’t told me the car had electric steering, I’d probably know but still wouldn’t care. Nothing feels like a beautifully wrought hydraulic system (like McLaren’s) but a Ferrari electric system is a thing of beauty.

There’s no corruption, just a connected purity to the road surface. Since the success of the 458’s light, direct steering, all Ferraris have this wonderful, light feel.

One of the biggest differences to the California is the way the Portofino turns in. With the California, there was always this moment of hesitance – as though it wanted to understeer.

It didn’t really. All you had to do was stay with it and keep your foot in. Where the California would roll a little, the Portofino stays flat. It turns in without that moment, the tyres biting immediately and the nose heading in the direction you’re looking. It’s a big change to the feel of the car and it makes the Portofino feel much more agile.

The ride is also improved, as is the perception of the ride. The California could squeak a bit on bigger bumps with the roof down, but with the extra stiffness came a fundamentally better platform.

A stiffer chassis means fewer compromises. You only have to (again) spend some time in a McLaren 570S Spyder to know that if you get the guts right, taking off the roof doesn’t hurt the car.

The basic ride is terrific and even stepping up to Sport doesn’t ruin it. In the old car you needed to hit the bumpy road button around town but I didn’t feel the need in the Portofino. That, for me, is a step-change and one that suggests changing the name was wise.

The Portofino is a very different car to the California but it has all the things that made the old car loveable. The things people didn’t like – whether they had driven it or not – are now a thing of the past.

September 12, 2018
2019 X2 M35i – Fast BMW compact SUV on the way

BMW’s X2 has the looks but not the go. Or does it? Those crazy Bavarians have finally dropped the go-faster version of the lifestyle compact SUV, the X2 M35i, and it should be rather fleet of foot…

At first glance, the X2 looked like a dumb idea, but it has grown on me. I didn’t see the point of having the X1 and the X2. I drove the latter and the penny dropped. The X2 is the lifestyle choice, the pretty one.

Given its sporty looks, you’d reasonably expect a bit of go. The X2 is built on the Mini, so it has that inbuilt bouncy agility that so annoys my wife. But up until now, you’ve had a limited choice of fun but hardly fast petrol and diesel engines.

The X2 M35i is here to create the hot compact SUV. I know, right?

X2 M35i Drivetrain

The X2 M35i scores the BMW 2.0-litre turbo four-cylinder but turned right up to 225kW (306PS). This, I think you’ll agree, is a lot of power from a two-litre. In fact, it’s up there with the Honda Civic Type R‘s output.

The torque figure blows past the nutty Honda to 450Nm. So it shouldn’t be slow.

Obviously it’s not very similar to the Honda. It’s bound to be heavier and packs all-wheel drive driven by a ZF eight-speed auto. With launch control.

BMW says (or is that “signalises”, which was in the press release) the X2 M35i will accelerate from rest 100km/h (62mph) in 4.9 seconds.

X2 M35i Chassis

The launch press release was a bit light on for specific details. What we do know is that there are optional two-stage adaptive dampers to add to the M Sport suspension tune. The M35i is lower (no details) and stiffer (ditto).

You can see in the photos a tasty set of BMW blue-calipered brakes. The press release reckons the front discs are 18-inches (45.7cm) and 17-inches at the rear (43.2cm), which seems quite large.

The front axle has an M Sport differential to help make things a bit more interesting. The X2 M35i rolls on 19s as standard, with 20-inch rims available as an option.

X2 M35i Interior

I don’t know about you, but I am absolutely on board with this red interior. The seats look spectacular and, hopefully, are comfortable. I’m also hopeful they’re standard.

iDrive is along for the ride and there is a lengthy options list that includes a head-up display and wireless Apple CarPlay.

When and how much?

The X2 M35i starts production in November 2018 and will be on the road in Europe and selected markets by the end of March 2019.

September 7, 2018