Author: Peter Anderson

2020 Audi RSQ3 Review

Since its release, the Audi RSQ3 has been one of the nuttiest cars on the road and the road is all the better for it. There’s a new one now, and it’s very good.

Some years ago I sat in the driver’s seat of the RSQ3 and considered what was about to happen. This was Audi’s already-ageing small SUV packed with a rip-snorting five-cylinder turbo petrol.

While there was nothing wrong about the Q3 as it stood, it was hardly remarkable and didn’t feel like the obvious place to drop such a powerful engine while also claiming it’s fun to drive.

I was very much expecting a shut-up-and-hang-on drive. I was wrong. It was hilarious. It had plenty of dramas like a terrible driving position and old interior tech, but all was forgiven with the brawling five-cylinder’s performance and SQ5-like physics defiance.

How much us a 2020 Audi RSQ3 and what do I get?

2020 Audi RSQ3: $89,900 + ORC
2020 Audi RSQ3 Sportback: $92,900 + ORC

The spec is fundamentally the same between the two, so you won’t have to dither over which bodystyle to choose.

You get 21-inch alloys (!), adaptive damping, keyless entry and start, electric tailgate, auto Matrix LED headlights, electric heated front seats, three-zone climate control, LED ambient lighting, auto wipers, flat-bottomed steering wheel, leather trim, wireless phone charging, four USB ports (1 USB-A, 1 USB-C in front, 2 USB-C in the back) and a 16-speaker B&O 3D sound system, auto parking, reversing camera, around-view cameras, front and rear parking sensors and a tyre repair kit.

The main spec difference is the sunroof. It’s slightly complicated, but the Sportback comes with a big dual pane roof and a tilt open front section and electric blind. The SUV comes with a single pane opening sunroof with a manual blind. You can have the dual pane in the SUV for $2900 or the single pane in the Sportback for $2700 but that seems mad to me. Mostly because I hate sunroofs, but partly because why would you?

The Audi Connect Plus system adds all sorts of fun and the big 10.1-inch MMI screen delivers wireless Apple CarPlay and wired Android Auto. The 12.3-inch Virtual Cockpit Plus has all sorts of RS-specific nonsense in it but it’s still excellent.

The RSQ3 comes in eight colours – Nardo Grey, Pulse orange, Turbo blue, Kyalami green (that’s the colour of the Sportback), Glacier White, Tango red (the other car in the pics), Mythos black and Daytona grey. And guess what? All are freebies (and should at this price point).

Options include black $400 wheels, $10,600 for carbon ceramic brake discs (front wheels only), carbon fibre mirror caps ($1300) and a carbon fibre gloss engine cover ($1200).

Packages come in at $2500 each, with the RS Extended Design package in red or blue and adds alcantara bits, colour edged seat belts, coloured stitching on the wheel and shifter and floor mats with accents in the chosen colour.

Safety

You get six airbags, ABS, stability and traction controls, adaptive cruise with stop and go, lane assist, lane departure warning, driver attention detection, rear cross-traffic alert, blind spot monitoring and forward high and low-speed AEB (pedestrian detection up to 85km/h and vehicles up to 250km/h).

The RSQ3 is not included in the Q3’s five star ANCAP rating for…reasons. I’d say they have a lot to do with the bigger engine.

Look and feel

The two cars are pretty singular from most angles and you really have to pay attention. The Sportback has a slightly lower frontal area (I know you noticed) due to its lower roof and is also slightly slipperier through the air.

In profile it’s a bit more obvious, as the Sportback’s racier rear end rake contrasts, um, a little bit with the already fast back on the standard car. The red SUV you can see in the pics has the aluminium styling pack ($700) and – honestly – I’m not a fan. The standard blacked-out badging and trim bits are best left as they are, I reckon.

The interiors are fundamentally identical, too, with the awesome new interior filtering through the range. The big integrated screens look brilliant and it’s all just a bit bloody delightful in here. The ambient lighting can be as kitcsch or cool as you like and the seats are absolutely superb, at leat up front.

You can get in the back if you’re my 180cm height and you’ll be reasonably comfortable as long as neither your legs nor torso are freakishly long. If you have both at once, question your parents’ genetic proximity.

Drivetrain and chassis

Audi’s delightfully weird 2.5-litre five continues on in the RSQ3 and with all the delicious off-beat noise you could want comes with it. Developing 294kW and 480Nm, it fires the RSQ3 to 100km/h in 4.5 seconds.

It may not be the most powerful engine (it’s not far off) but it’s got the most character in the segment (and in the RS3 segment) by a country mile.

It’s an absolute beast, basically. Fitted with the seven-speed twin-clutch, the power goes to all four wheels as per the quattro badge.

There’s an RS button on the steering wheel which gives you access to two configurable modes that make the car hot to trot. That includes making the two oval exhausts bellow madly when you’re on it.

In what could have been a risky move, the RSQ3 rides on 21-inch alloys shod with 255/35s. I was expecting an horrific ride, but the adaptive damping and some next-level black magic means it’s surprisingly comfortable. It’s not soft and pillowy, but it gets away with it.

Fuel consumption

The officials figures between the SUV and Sportback are 8.9L/100km. It’s fairly unlikely you’ll ever see that.

Mostly because you’ll be too busy flooring it. Don’t protest, you know you will.

Driving

I really liked the original RSQ3 despite it being a bit of a Frankenstein car. Based on some really old underguts, it somehow came together and became a bit of a cult car. Heck, I drove it on a wet skidpan came away impressed at how much grip it had and how fast it will go through half an inch of water.

Now, the new Q3 fixes so many of the problems of the last one, it’s hard to explain how much better it is. The old Q3 was quite good, but felt old. The new one is bang up to date and way more fun to drive.

Chuck in the TTRS’ 2.5-litre five-cylinder, a hair-trigger throttle and impressively sorted chassis and you’ve got an RSQ3 built on a better base platform.

The five-cylinder from the TTRS and RS3 is an absolute unit, with crap tons of power and a whopping 480Nm of torque. The seven-speed isn’t always a reliable companion, but in the RSQ3 it’s nicely-calibrated and ready to rumble when you get on it.

I drove both of them and can’t really tell you any glaring differences between the two. It was fine puttering around the suburbs, was really good on the freeway despite a bit of wind noise around the mirrors and climbed the Blue Mountains like they weren’t there. And it rides surprisingly well given what you’re about to learn about it.

The best bit, though, is being able to hang on to the back of pretty much anything. I chased all sorts of cars over two days behind the wheel of the RSQ3 and it really hung in against some pretty heavy hitters.

It will – eventually – understeer, but you really have to be moving to get that kind of reaction. The rest of the time it sticks the road as tenaciously as Tom Cruise to a moving plane/train/car/motorbike while being chased by villain/helicopter/ex-wife. It’s high and physics eventually step in.

But the core point of the car remains – it’s family-friendly but has the hot-hatch power and driving dynamics, even if it’s not actually a hot hatch.

Redline Recommendation

Sportback or not, it doesn’t matter – fill your boots. The differences are tiny. Ninety grand for a car is a lot of money, but you’re getting a huge slice of performance, a classic five-cylinder engine with character to burn and a lot of goodies.

While the first car was flawed, it was a heroic amount of fun. This one has far fewer flaws (none of them major), it’s still hilarious to drive but a far easier car to live with. Ya gotta love a car with a lot to offer.

July 17, 2020
2020 Mini Countryman PHEV Review

The 2020 Mini Countryman PHEV is – I think – the only plug-in hybrid compact SUV on the market today and certainly the most fun.

The Countryman – heck, the whole Mini range – cops a lot of stick for being too big or too this or too that. Nobody is ever happy. And I bet when the purists discovered that not only was there going to be a plug-in hybrid (PHEV) Mini, it was the Countryman.

And – shock horror – it was to be rear-wheel drive. Okay, only some of the time, but a rear-wheel drive Mini is the sort of thing you see in Youtube videos with people wearing backwards baseball caps who start by saying, “What’s up Youtube?”

Naturally, I’m classier than that. Not very much more, but I am.

How much is a 2020 Mini Countryman PHEV and what do I get?

Mini Countryman Cooper S E All 4: $57,200 +ORC

Ah, yes, nearly sixty large for a Mini. You do get some stuff, though.

You get 18-inch alloys, a six-speaker stereo, dual-zone climate control, ambient lighting, reversing camera, keyless entry and start, front and rear parking sensors, active cruise control, sat nav, auto LED headlights with auto high beam, auto wipers, partial leather (ie some fake, some real) trim, auto parking, power tailgate and run-flat tyres.

The Mini media system is basically iDrive (not the latest OS 7.0) and also has DAB+ radio and Apple CarPlay. It also has the stupid armrest-mounted wireless charging pad that doesn’t fit larger phones. That’s really annoying, but seems to be on the way to being fixed in other BMW Group cars.

The Mini Countryman PHEV is available in seven colours – Midnight Black, Island Blue, British Racing Green, Moonwalk Grey, Thunder Grey, Melting Silver and the only freebie, Light White. The rest are another thousand bucks.

Options and Packages

Being a Mini, there are plenty to choose from. You can choose a different 18-inch wheel for no money or 19s for $1200.

Climate Package ($2400): Includes sunroof, tinted windows and heated front seats.

Convenience Package ($2500): adds an alarm (?!), electric front seats with lumbar support, electrochromatic rear-vision mirror, dipping door mirrors for parking. That last thing should be on all cars and not optional. Yes, I will die on this hill.

Media Plus Package ($2000): This one adds a premium 12-speaker stereo and a head-up display. You should get this for reasons I will mention later and the HUD should be standard for those same reasons.

There is a bunch of other stuff like headlining and leather options for hundreds each that are down to taste rather than utility, so go nuts.

Safety – 5 stars (ANCAP, May 2017)

The Mini Countryman D scored the five stars and ANCAP wants you to know that.

The Countryman PHEV ships with six airbags, ABS, stability and traction controls, forward low-speed AEB with pedestrian avoidance, forward collision warning, speed zone recognition and pedestrian alert for when it’s running in electric mode.

Warranty and Servicing

Like parent company BMW, Mini still only offers 3 years/unlimited km with roadside assist thrown in.

The dealer will try and flog you pre-paid servicing for five years/80,000km and it’s not a bad deal. From what I can tell, the Countryman PHEV costs $1495 for Basic and $4031 for Plus which covers brake discs and pads and clutches (if required).

You can buy servicing for up to ten years or 200,000km, but that’s POA.

Look and Feel

Yeah it’s big for a Mini, but it does have a really big COUNTRYMAN across the back so you don’t have to explain it to people. I don’t mind the Countryman but I’m not sure about it in BRG. I had the great privilege of attending the Countryman launch in the UK a few years back. It looks good in blue.

The PHEV is festooned with those big yellow E badges that look – and in the case of the plug-in cap – feel flimsy, which is a shame. Plastichrome is better than this. Apart from that, it looks good and not too self-consciously rugged if the usual Mini self-conscious retro-ness.

For the biggest Mini, you get plenty of space. From the B-pillar forward it’s the same Mini as any other with a few small tweaks (taller air-con vents) but behind you get good space for rear seat dwellers on comfy-looking seats. The sunroof does steal a bit of headroom, but you won’t be carrying tall people regularly back there. Will you?

The boot is a decent size at 405 litres. You lose a spare, though, as the batteries are under the boot floor, along with a well where the portable charger goes. Push down the rear seats and you get up 1275 litres, which again isn’t bad going.

I also didn’t hate the white leather, which I probably should have.

Drivetrain and Chassis

Being a Countryman, it’s all-wheel drive. And front-wheel drive. And rear-wheel drive. Not all at the same time, of course.

Under the bonnet is BMW’s normally punchy B38 1.5-litre three-cylinder turbo serving up 100kW and 220Nm. The engine drives the front wheels through a six-speed automatic.

Connected only by clever software, the rear wheels have a 65kW/165Nm electric motor juiced by a 7.6kWh lithium-ion battery pack.

Mini says the combined power figure is 165kW and 385Nm, pushing the 1700kg machine to 100km/h in 6.9 seconds. As quick as a normal Cooper S, then.

There’s nothing cute about the chassis – being a Mini it runs on UKL2. The 18s are shod with Continental Premium Contact 6 SSR tyres measuring 225/50.

Range and charging

Mini says you can drive up to 40km on a single full charge in EV mode. Which, incidentally, is when it’s in rear-wheel drive.

Charging to 80 percent takes three hours on a normal domestic socket, dropping by 40 percent if you go for a wall box. There is no DC charge capability, but really, that would be silly.

The city range isn’t far off but the highway range is nothing like 40km, so stick in Battery Save mode when you’re on the open road.

Fuel Economy

The ADR fuel figure on the combined cycle is a very silly 2.5L/100km and the NEDC is just as silly. I didn’t really have the car long enough to give you a real world figure (it’s in high demand this thing), so I’ll go with the consensus and say that in mixed mode it will managed somewhere between 5.5 and 7.0L/100km.

Driving

Fundamentally, it’s a Countryman. It does retain the basic Mini feel of taut suspension and responsive steering, the extra height does dial back the hot hatch feel.

There is a bit of body roll through the corners – well controlled and not even approaching what you might see in other compact SUVs – but the grip is addictive.

I went in thinking I would really notice the difference in all-wheel drive that’s electric at the back and “trad” at the front, but it was pretty good. In full EV mode, the electric motor is responsive and fun, near-perfect around town. It’s kind of like a fat i3.

Where it isn’t like an i3 is the regenerative braking. It’s nowhere near as aggressive and I couldn’t find anywhere to up the aggro. I think that probably goes back to the fact that the rear brakes probably don’t have that much recovering ability compared to other EVs.

Thing is, though, the brake pedal is really soft at the top as the transition between the limited recovery and actual braking is a bit awkward. You get used to it, but it took a while.

The dash is largely unchanged, which is not great. The speedo is too tightly-packed and a pain to read. Normally that’s easy fixed by cycling through the dash display to get a digital speed reading.

Not in the Countryman, so get yourself the HUD in the Media Plus package.

Redline Recommendation

All Minis are a good laugh. The Countryman PHEV’s biggest problem is the price. While it’s cheaper than the JCW version, it’s really not that from the price of the full EV Kona Electric.

But you might want a quick-ish Mini Countryman and have the ability to run around town on electrons. That’s not as niche as it sounds and absent any real competition, this is the compact SUV PHEV to have.

What’s great about it is that it feels like a Mini Countryman without being a jerk about having electric power.

July 2, 2020
2020 Jaguar I-Pace HSE Review

We return to Jaguar’s pioneering I-PACE before its impending update and in light of the imminent arrival of the Audi e-tron.

I have been fortunate enough to have already driven the I-PACE, not long after its launch and again at Sydney Motorsport Park. Doing 200km/h in near silence is hilarious, by the way.

When I last drove the I-Pace, I was impressed by Jag’s first attempt at an EV. As Tesla will tell you, they’re hard cars to make and harder to make well.

How much is a 2020 Jaguar I-PACE and what do I get?

I-Pace S: $124,100 + ORC
I-Pace SE: $135,400 + ORC
I-Pace HSE: $146,000 + ORC

The up-spec HSE is obviously the one with the most stuff, but even then this one has a few options, pushing the price ever higher.

To start with, though, you get 20-inch alloys, a 15-speaker stereo, dual-zone climate control, ambient lighting, front-side-and-reversing cameras, keyless entry and start, front-rear-and-side parking sensors, active cruise control, electric front seats, sat nav, auto LED headlights, digital dashboard, heated front and rear seats, leather trim, auto parking, powered tailgate, power everything else, auto wipers and a wireless hotspot SIM function.

InControl Touch Pro powers the big central touchscreen and just as it’s about to get the boot, it’s gotten really good. There is some lovely functionality in there but I’d like to see a lot more of the EV stats. Apple CarPlay and Android Auto are along as well, but the USB port is under the armrest and there’s no wireless charging (yet) or wireless CarPlay.

Unusually for a lowish volume model, there’s a good selection of colours.

Santorini Black, Caesium Blue, Borasco Grey, Corris Grey, Firenze Red, Photon Red, Indus Silver, Eiger Gray, Portofino Blue and Yulong White weigh in at $1950.

Farallon Black and Aruba land at $3900. Fuji White and Caldera Red are free. As you can see from the photos, it looks a treat in white, especially with gloss black wheels ($390).

Packages and options

It’s a Jag, so there’s heaps of stuff to add. I’ll stick with the highlights.

Air suspension is $2002 (highly recommend that one), full leather ($2763), black contrast roof ($1495), fixed panoramic roof ($3380, cooks the interior, so be careful with that one), head-up display ($1040), four-zone climate control ($1820) and heated steering wheel ($494).

The Black Exterior Pack runs to $760 and blacks out the grille and window surrounds. Go for that, I reckon it looks the business in most colours.

There are heaps more to choose from, so have a look here.

Safety – 5 stars (ANCAP, 2018)

The I-Pace whirrs on to your driveway with six airbags, ABS, stability and traction controls, pedestrian airbag, forward AEB (high and low speed) with pedestrian detection, forward collision warning, pedestrian alert, exit alert and rear cross-traffic alert.

You also get two ISOFIX points and three top-tether anchors.

Warranty and Servicing

Jaguar’s three years/100,000km warranty lags Mercedes but is the same as German rivals BMW and Audi. Could be better and for June 2020, Jag extended it to five years, so we’ll see if that returns full time.

Today you can extend he warranty by 12 or 24 months and up to 200,000km if you fancy paying for it.

There’s also a separate battery warranty which feels a bit skinny at six years/80,000km

Look and feel

The front end is very Jaguar but, oddly, not as we know it. As there are no front-wheel drive Jags, the short bonnet is something different, but the slim headlights work a treat. The aero profile fits in the Jag pantheon, but again, isn’t all that Jaguar, flowing less obviously than the traditional look. That vertical wind tunnel backside is not at all Jag but has the current signature taillights.

I like it. It looks good from all angles and that big proud leaper across the rear helps break up the space between the rear lights. The heavy rake on the rear screen does compromise rear vision from inside, but not fatally.

And as I’ve already said, I’m digging the white with black wheels.

Like all current Jag interiors, it’s beautifully designed. I really like the way the I-Pace is put together, too. You can’t say that about all Jags. I love the dished steering wheel more than is probably appropriate.

Leg room in the back is good but headroom might be tricky for taller folks. It’s very comfortable, though and with the seat heating, you’re well looked-after in the HSE.

Being a dedicated EV platform, the boot is gigantic at 656 litres (along with the small front at the front which is the right size for the charger). Drop the seats and you’ll easily double the space. Flat packs will fit. Sorry, Ikea dodgers.

The I-Pace can tow 750kg which is jet-ski territory.

Chassis and drivetrain

The headline figures are big – 294kW and 696Nm at zero rpm. That’s a truckload of grunt no matter what you’re driving. With an electric motor at each end and a single-speed transmission, that’s enough to send the 2.1-tonne I-Pace to 100km/h in 4.9 seconds.

The skateboard chassis is a big block of batteries on to which either coil suspension or air suspension is attached. I haven’t driven a static suspension i-Pace so can only tell you that the air suspension is really good.

Range and charging

The 90kWh battery has a claimed 470km WLTP range which translated to around 450km for me in the real world, which was mostly urban and suburban driving.

You can charge with the supplied 7kW charger from 0-80 percent in about 10 hours, which is really quite good. Not many people drive 300km per day every day, so for most people it’s a once-a-week charge or every few days. Unless you’re going the distance, topping up to 80 percent is a good way to keep the battery in good shape.

Well. As far as we know today.

If home charging is critical, wait for the 2021 update which upgrades the onboard charger to 11kW. That means you also need three-phase power but it reduces the overall charge time by a third.

The current machine has some onboard config for scheduling charging. Predictably, there’s an app for it as well which also lets you pre-condition the cabin temperature.

Driving

I had forgotten how flexible a pure EV can be. Quick when you want it, smooth when you need it, always quiet. I feel like the software has been fine-tuned since launch, too, with a more natural throttle pedal feel.

It has always had the jump-to-hyperspace vibe of price-competitive EVs but now it feels more refined in traffic, especially with creep mode enabled.

I feel like the steering is better, too, more accurate and less artificial. I could be imaging this because I have no evidence anything has changed. Bottom line is, this is easily my favourite EV (although I’m yet to drive its immediate competition).

It takes a while to get over the psychological barrier that is the obvious weight. It didn’t bother me in a straight line but learning to understand the way the weight shifts in corners took a while.

Once I got it, hoo-boy. This thing is alarmingly quick. While the 0-100km/h is in the realm of an Audi RS4, the rolling acceleration is vivid. You can take on just about anything when you’re rolling between 20km/h and 100km/h and unless it’s another expensive EV, you’ll win.

But if you’re carrying passengers, the hushed cabin makes conversation so easy and in traffic, the almost one-pedal operation is close to perfection.

Competition

You could argue that all Teslas are competitors one way or another. Until you sit in one (again, excepting the Model 3 here) and realise the Jag’s interior is miles ahead. Even if it doesn’t fart when you press a button in the media system. The Model X and S are cheaper than they were two years ago but they’re both getting tired.

Audi’s new e-tron is here very soon. The pricing looks close on the surface, but the entry-level has a much shorter range than the similarly-priced i-Pace and you have to go for the 55 SUV or Sportback for a similar range. The 50 will crack 300km/h WLTP while the 55 has a range in excess of 400km (WLTP) with its 95kWh battery. It’s also (on official figures) 200kg heavier.

The Mercedes EQC is more expensive again but is more comparable for range and equipment and has an equally cool interior. And a longer warranty.

Redline Recommendation

This is an excellent car that happens to be an EV. And it’s even better than when I first drove it. I do like a Jag and this one is a proper vision of the future. I can’t wait to see what’s in store for 2021 and beyond.

You may, however, have to look past the short warranties and take a punt on the battery longevity, but the latter issue is hardly Jaguar-specific.

But wow. What a car.

June 29, 2020
2020 Audi Q2 40 TFSI Review

The Audi Q2 is Ingolstadt’s compact SUV. It treads its own path, not just in the way it’s a unique design in the Audi range but it’s also unashamedly dynamic.

I’m not afraid to admit that I am a straight-up fan of the Audi Q2. I first drove it on the Australian launch in 2017 and then again with my partner-in-crime Nikki Cousins for Carsguide’s Torquing Heads.

Time has passed, the range has changed and there are shiny new badges on the tiddly SUV’s rump. The Q2 now only comes with petrol engines, the 1.4-litre turbo four in the 35 and the 2.0-litre turbo four in the 40 TFSI.

How much is a 2020 Audi Q2 and what do I get?

35 TFSI: $41,950 + ORC
35 TFSI Edition #2: $44,550 +ORC
40 TFSI quattro: $49,400 + ORC
40 TFSI Edition #2: $52,400 + ORC

More than an A1, less than an A3 and obviously less than the Q3, the Q2 is a nice little gap-filler in the Audi range.

Before the inevitable ticking of the boxes, the 40 TFSI scores 19-inch alloys, an eight-speaker stereo, dual-zone climate control, reversing camera, keyless entry and start, front and rear parking sensors, cruise control, sat nav, auto LED headlights, leather(ish) trim, leather steering wheel, auto wipers, sports seats and wireless charging.

Audi is slowly working its way through the range with the new interior (like slotting the Q8‘s dash into the Q7 and the fun new A1) but for the moment, it’s still the same dash design as the ready-for-the-back paddock A3. That means old school MMI. That’s no shame, but it’s not a touchscreen and there’s no wireless CarPlay (although both Apple and Android Auto connectivity is available via USB).

The Edition #2 I had adds $3000 to the 40’s price while – Audi says – adding $4000 of value. You get painted wheels (which sound awful but are actually really cool), convenience key and side assist safety tech.

Packages

Assistance Package: For $1100 you score lane departure warning, lane keep assist, auto parking, active cruise and auto high beam.

Comfort Package: This is $1300 and adds a bunch of storage items that – again – should be largely standard – but also adds electric lumbar support, heated door mirrors and heated front seats.

Technick Package: In this $2500 add-on, you score Virtual Cockpit (yes!), a flat-bottomed steering wheel (why?) and an upgraded sat nav (good, I guess).

You can also spec a heads-up for $990 and heated seats on their own for $600.

Safety – 5 stars (ANCAP, 2016)

Off the bat, you get six airbags, ABS, stability and traction controls, forward AEB (low speed) with pedestrian detection and forward collision warning.

In 2016 that was enough for a five-star ANCAP rating but really, there should be a few more safety gadgets as standard at this price point.

Warranty and Servicing

Audi is still on the three-year warranty/unlimited-kilometre warranty train, along with BMW, while its (admittedly much more expensive rival) Mercedes has gone to five years.

Servicing is every 12 months/15,000km and you can prepay three years for $1580 and five years for $2140.

Audi dealers, at least in metro areas, are pretty swanky, so you can at least see where your money is going.

Look and feel

Audi was very excited when this car launched, with lots of chatter about the new polygonal design language. It really sits well in this car and it sill has one of my favourite design elements. Along the top edge of the doors is this lovely chamfered edge, as though someone grabbed a bit of clay wire and ran it along the sharp character line that starts at the headlights. It looks amazing,

Yes, I’m weird.

The painted wheels work really well on the white Edition 2, but your mileage will vary on the colour.

I’ve already mentioned it;’s the old A3’s interior but that’s no sledge. It’s a lovely piece of design and has aged spectacularly well. The 40 TFSI Q2s get the sports seats and they’re great. Storage isn’t wonderful in the cabin, but you do get a decent-sized boot starting at 355 litres and that triples with eth seats down.

It’s got a great driving position, too, with heaps of adjustment for seats and wheel.

Chassis and drivetrain

The Q2 rides on the Audi’s MQB platform, which underpins about a zillion cars. The 40 TFSI features a multi-link rear end (as opposed to the 35’s torsion beams) which means better ride and handling.

The 19s are wrapped in 235/40 rubber, in this case Bridgestone Potenza S001.

Under the bonnet you’ll find the 2.0-litre turbo four so beloved across the VW Group, delivering 140kW at 600rpm and 320Nm between 1500-4200rpm. The seven-speed twin-clutch sends power to all four wheels (when required) and will propel the Q2 to 100km/h in 6.5 seconds.

Not messing about, then.

Driving

I remember thinking that the original Q2 2.0 TDI (RIP) was pretty close to being a warm hatch. Just higher. The 40 TFSI has reinforced that idea. With the quattro AWD and decent punch from the 140kW turbo, the only thing holding it back is the seven-speed DCT’s low-rev reluctance.

It is really good fun to punt around, with tons of grip from the wheels that somehow don’t destroy the ride. It’s not a soft cruiser, obviously and is firmer than you might expect, but it really works.

Once you work out the need to have the throttle down to keep the engine and transmission from falling off the boil. The seven-speed version of the Audi twin-clutch is a little hit and miss (hit in the A4, miss here) but once you learn how it behaves, you’re good to go.

The car does handle the city beautifully, which is pretty much where they all live. High speed cruising is a doddle but it does have a little bit of wind rush around the mirrors, something it shares with the Q3. Apart from that, super solid and a genuine ball of fun.

Competition

BMW has two on offer, the X1 and X2. Given the Q2’s style focus, the X2 is closer to the mark. The German rival is throwing the kitchen sink to jump start sales. The X2 has a newer interior and wider engine choice but its probably the less practical of the two.

Mercedes is running out the current GLA in favour of the new one coming down the pipe. Unlike the Q2 and X1/2, the GLA is obviously a jacked-up A-Class rather than a really distinct design. Longer warranty, though.

The Lexus UX is a fine car, but with a tighter interior. Lovely to drive, though and has more stuff and also has a longer warranty, if not as long as the Merc’s.

Redline Recommendation

I still love it. Sure, you need to tick boxes to match a Kia Seltos GT-Line’s spec (and therefore spend a lot more) but it’s such a cool car with plenty to give. The Edition #2 isn’t the real deal here, but the 40 TFSI is. Warm hatch performance, excellent ride and handling and a very cool design.

The 35 TFSI isn’t the one you want. Spend the extra for the 40.

June 29, 2020
2020 BMW Z4 Manual

A BMW Z4 manual is the kind of car really keen people want. It’s not that there’s anything wrong an automatic…we just want to do gears ourselves.

We’ve driven Z4s and we like them. The new platform might be a touch heavy, but with the 30i and a diff, it’s a nicely balanced car. In M40i spec, it’s a dead-set monster.

The time has come, though, with automatics making up the vast (and we’re talking 97%) of Z4 sales, to try a row-your-own. BMW is one of the few carmakers left with any genuine commitment to sporting manuals. Yep, you can buy little buzzboxes with a manual gearbox, but you can’t buy a manual Ferrari or Lamborghini.

A manual roadster is a classic so it’s nice to see BMW stepping in to the ring with a nicely sorted machine fitted with a clutch.

See the rest of our Z4 coverage here.

How much is a BMW Z4 manual and what do I get?

$87,900 + ORC

In 2020, BMW is not mucking about with pricing. On the flip-side, the company is loading up its cars with gear.

You get 18-inch alloys, dual-zone climate control, reversing camera, keyless entry and start, front and rear parking sensors, cruise control, electric heated front seats, sat nav, auto LED headlights, auto wipers, head up display, leather (and fake leather) trim, auto parking, powered and heated door mirrors, electric folding roof and a tyre repair kit.

BMW OS 7.0 continues on in the huge iDrive screen and you can run it with the rotary dial or touchscreen. The car I had didn’t have Apple CarPlay (or it didn’t work) which is fabulously irritating but it is standard, with an OS upgrade later in the year to add Android Auto.

Colours include Alpine White (freebie) and the rest are paid for. Like $2000 (!) for black sapphire, Misano Blue, San Francisco Red and Glacier Silver.

Frozen Grey is a whopping $6100.

Options and packages

Options include adaptive LEDs ($2200), Comfort Package (active cruise, lumbar support on the seats), 12 speaker harmon/kardon stereo ($800), M Sport brakes for $1400. Adaptive suspension on its own is $1100.

You can get the M Sport Plus package which throws in 19-inch wheels blue-painted brake calipers, adaptive dampers, tyre pressure monitoring and M seatbelts for $3500. The car in the pictures had the M Sport Plus package.

The Precision Package ($2600) bundles a 12-speaker stereo, ambient interior lighting and the adaptive LED headlights with auto high beam shadowing for $2600.

Safety

The Z4 arrives with four airbags, stability and traction controls, as well as the expected electronic stability controls, forward collision warning (FCW), lane departure warning (LDW), rear cross-traffic alert (RCTA), traffic sign recognition and rear collision warning.

There is no ANCAP safety rating, nor has EuroNCAP crashed it.

Given the Audi TT Spider got four stars and the Mazda MX-5 five stars, who knows how trustworthy that one is anyway. We’re actually getting to the point where four stars is actually pretty good, but that’s another story for another day.

Not having a crack at Mazda – no way –

Warranty and servicing

Three years/unlimited kilometre
Pre-paid service plans (5 years)

BMW is sticking to its pea-shooter warranty of three years/unlimited kilometres, although at the moment I think you’d find a two-year extension won’t cost you very much. Should be standard, though.

You do get the option of rather cheap (for a German brand) servicing, with the five year Basic Plan costing $1373 or the Plus at $3934 for the same period. Sounds like a lot, but that’s not bad considering what you get.

Driving

I quite like the four-cylinder Z4s because they’re the sort of car that you really drive. The six-cylinder is absolutely hilarious – a bucking bronco if you want it be or a super-smooth and fast weapon. Adjustable and fun, even if the balance is firmly in favour of the turbo six’s sledgehammer power.

The auto fours are very nice and balanced. Obviously you get shift paddles and you can make the changes yourself, but nothing beats a third pedal and slick gearbox to ensure ultimate involvement.

Let’s address the third pedal. Co-pilot Mark drove the car and wasn’t sure about its placement. There’s a running joke about my left leg, which is turned inwards due to being trapped in a womb with another human. He joked that it was probably perfect for me given that particular defect.

And I have to report, it was fine for me. Your mileage, obviously, may vary. But Mark also agreed that it didn’t really matter because it was so lovely to drive.

The 20i is the least powerful engine you can get in the Z4 but that doesn’t mean it’s slow. It’s also not over-tyred, so you when you’re threading the car through the fun stuff, it will react to your right foot as well as the steering wheel.

I might be imagining it, but I felt a lot more connected to the car than I have in the autos because when you’re not blatting along at maximum attack, the car comes to you a bit more and you can really enjoy it.

I say it a lot, but having a manual ‘box means there’s a mental workout you just don’t get in the autos. Sorting out the downshifts in particular is a joy in this car as the shift is just nice enough to be enjoyable and gives you the chance to learn how the engine revs and delivers its power.

Of course, in the typical BMW fashion, your elbow fouls the cupholders, but you can’t have everything in a car just three or four percent of buyers will choose.

Redline Recommendation

Of course you should buy one if you can. And for two reasons.

One, BMW keeps making manuals when other carmakers are giving up on them. That’s a good thing because in the not-too-distant future when the internal combustion engine eventually dies, we’ll have no choice at all.

June 25, 2020
2020 Toyota RAV4 Edge: Owner’s Review

Gun motorsport (and supercar) photographer and all-round excellent fellow, Rhys Vandersyde, reviews his own Toyota RAV4 Edge.

Sure the latest iteration of the Toyota RAV4 is getting a good wrap at the moment, especially the hybrid models. But what about the non-hybrid Edge version?

Paying homage to the 4×4 versions of the Toyota RAV introduced in the late 1990’s, the go almost anywhere but very much “softroader” attitude of those early RAV4’s has been re-envisaged with the current modernised Edge.

By no means is it a full off-roading, get you anywhere you could dream of going type machine. But it does give you that little bit of hope that you could be almost as adventurous as your friends who own proper 4WDs. You know, those two/three times a year.

Based on that description alone, you might think that the ruggedised Toyota RAV4 Edge would be a sidewards step in the range as alternative to the very popular hybrid models, especially given the current waiting list on those versions. Instead it sits at the top of the current model line-up, above the GXL that Peter recently reviewed as well as the previously top-tiered Cruiser. That said, it is decked out accordingly with some top tier trimmings.

So, with the current wait times on the super popular RAV4 hybrid, do you stick with the cheaper 2WD non-hybrids, spend the extra money on the top tier Edge or look at any number of other brands mid-sized SUV offerings? Spoiler alert… I picked the Toyota RAV4 Edge as my daily driver so I’m going to tell you all about it.

Words and images: Rhys Vandersyde

HOW MUCH IS a 2020 TOYOTA RAV4 EDGE AND WHAT DO I GET?

(May 2020)
GX: $34,700 (manual FWD) – $42,460 (hybrid AWD)
GXL: $39,890 (auto FWD) – $45,550 (hybrid AWD)
Cruiser: $43,490 (2WD) – $49,200 (hybrid AWD)
Edge: $51,820 (auto AWD)

As I just mentioned, the Edge is the most expensive variant in Toyota RAV4 line-up at the moment and the only version not to offer a hybrid option.

With that $50k price tag, you get unique exterior and interior styling that includes bigger 19-inch two-tone alloy wheels and front bumper/grill exclusive to the Edge that looks like it has come off the North American, Toyota Tacoma.

You will also get an upgraded 9 speaker JBL audio system with DAB+, tilt and slide moonroof (with a $1365 option to upgrade to a panoramic moonroof), power-assisted rear door, panoramic around-view cameras and softex seats (a synthetic hardwearing leather alternative, apparently) on top of the features already included on the other RAV4 models (see Peter’s GXL review).

Apple CarPlay and Android Auto are now installed out-of-the-box across the Toyota RAV4 range (previously they had been offered as a free upgrade on the new model when it was originally released in 2019) which is a significant improvement on Toyota’s native software included on the 8.0-inch central touchscreen.

(Rhys is being kind to Toyota’s head-unit – it’s horrific – Peter)

Also unique to the Edge is the off-road drive mode select dial with options for Mud/Sand, Rock/Dirt and Snow (on top of the usual Eco, Normal and Sports modes) as well as Downhill Assist Control and a Torque Vectoring Differential to help it live up to its namesake. Which at the very least will give you the feeling that you could be really adventurous, you know… if you really wanted to be.

In terms of colours, Jungle Khaki (a green/brown-ish grey) is the only free colour on the Edge with a $600 upgrade to Eclipse Black, Atomic Rush (metallic red), Electric Blue or my pick of the colours, Graphite (gunmetal grey)

SAFETY: 5 STARS (ANCAP, MAY 2019)

Toyota’s Safety Sense is common across the entire RAV4 range, including lane departure warning, lane keep assist, forward AEB with pedestrian and daytime cyclist detection, road sign recognition, auto high beam and active cruise control.

By default, all these features are turned on at their most obnoxious settings the car will beep and talk to you almost constantly while driving, which can be annoying. You will need to dive into the menu setting on the dash to tweak and fine-tuning back down to something more reasonable.

You also get seven airbags, ABS, stability and traction controls, trailer sway control, blind-spot monitor and reverse cross-traffic alert. Cruiser and Edge models get the addition of a panoramic view monitor for a 360º vision while parking.

Two ISOFIX points and three top-tether anchors are available for the child seating.

WARRANTY AND SERVICING

5 years/unlimited kilometres
5 years fixed-price servicing

The warranty and the cost of ownership is one of the areas that Toyota really makes its mark, particularly with its capped-price service offering.

Toyota also now bolsters its legendary reliability by offering a five-year/unlimited-kilometre warranty across the range.

The warranty on the engine and transmission can also be extended by a further two years if you maintain your servicing within the Toyota’s dealer network.

At only $195 per service and a service interval of 12 months/15,000km, there is no real reason to maintain your RAV4 anywhere other than Toyota.

LOOK AND FEEL

As a long time Toyota RAV4 owner, I really like the more angular aggressive look on the exterior of the current model. It’s got a bit of attitude about it. Something the mid-size SUV market has really been lacking recently, in my humble opinion.

The Edge variant takes it one step further with the aforementioned additional styling pack and bigger wheels that just subtly gives the car a bit more of a gritty rugged look. That might appeal to those who want to have that appearance of being a bit more outdoorsy, much like those late 90’s Subaru Outback owners.

Peter’s assessment that the little strip of black on the C-Pillar is spot-on, it really is just oddly positioned. At least with the darker paint (Graphite) it becomes significantly less noticeable.

Inside the RAV4 Edge, it’s almost what I would consider to be roomy for what I normally expect from a mid-size SUV with plenty of space to comfortably sit four adults with a boot load of luggage for a weekend away style road trip.

The pseudo leather seats, officially called softex, are a lot more comfortable that I was initially expecting just by looking at them. They also seem to be more resistant to heat and cold than traditional leather seats, not that I’ve done a side by side comparison. That said, the front seats also feature seat warmers and coolers to make things comfortable more quickly in the extremes.

The orange trim details in the interior is going to be one of those things people either love or hate. I really love it because it gives the Toyota’s (and the mid-size SUV market for that matter) traditionally neutral look a bit more personality which helps match the exterior. It just make the inside of the car interesting.

Toyota have also taken into consideration the whole family with 5 USB ports (only the one in the central console integrates with the Apple CarPlay/Android Auto system) as well as a Qi enabled wireless charging pad that will handle any sized phone, to keep all your gadgets charged up on the go.

While everything else about the interior in functional and practical, you know Toyota-ery…

CHASSIS AND DRIVETRAIN

2.5-litre naturally-aspirated four-cylinder petrol

The Edge shares the same naturally aspirated 2.5-litre four-cylinder petrol engine as the RAV4 GXL and Cruiser hybrid variants.

However what the Edge does differently is swaps out the CVT, electric motors and batteries to instead deliver the 152kW through a proper eight-speed automatic gearbox and the torque vectoring all wheel drive system to all four wheels. Completely different to the rest of the AWD variants of this latest RAV4 which rely exclusively on eclectic power for the rear wheels.

FUEL CONSUMPTION

Fuel figures: 7.3/100km (claimed, ADR)
Real world: 7.6L/100km

My typical driving is a good mix of long-haul trips up and down the motorway as well as short, quick trips around town and occasionally off-road adventure. But for the most part, I avoid a lot of that start-stop city driving, so I tend to get a little closer to the manufacturer numbers than most people.

DRIVING

I’ve always said this as a Toyota RAV4 owner, it’s a functional, practical car that is easy, bordering on boring, to drive. It’s the everyday car that will just hum along and get you exactly wherever you need to go.

That said, this latest version is a significant improvement in a lot of areas. Firstly, it’s a lot more nimble to drive than its predecessors. It points when you steer, and it holds the road with much less body roll making it a lot more comfortable and dare I say it, even fun driving experience on the twisty stuff.

By no means will you confuse it with a sports car but let’s just say it’s no longer completely boring to drive either.

Once you take the RAV4 Edge off road, which how this one is marketed, it maintains that comfort level. The suspension manages the bumps of a gravel bumpy road with ease considering the standard road tyres and on road handling ability.

I have taken it offroad on what I would consider a moderate incline with a loose rocky surface and the all wheel drive system handled it without too much fuss. That said, it still doesn’t have the ground clearance, underbody protection or ability to be a proper 4WD alternative, so you won’t be able to tear up rutted out fire-trails with it. That said, it holds its own loose gravel and sand giving you the option to be able to explore further afield.

COMPETITION

Sure all the usual contenders offer a mid-size SUV option at that $50k price point but what you’ll find is that they are all just progressive improvements to the rest of the line-up. Whereas the Toyota RAV4 Edge is completely its own thing in the range.

Both Honda’s CR-V VTi-LX AWD and Hyundai’s Tucson Highlander are in the ballpark terms of price and comparable on features, but style-wise they’re much more neutral. Both are scheduled for upgrades later this year.

Subaru just released upgraded version Forester, which I haven’t driven, but its top on the line hybrid model could be an alternative worth exploring.

Volkswagen’s offering, the Tiguan 162TSI Highline could also be an option, but once you consider the option packs to match the RAV4’s included features and the ongoing servicing and maintenance it becomes considerably more expensive.

The biggest competition for the Edge, however, might come from Toyota’s own stable. More specifically the Cruiser Hybrid AWD which is slightly cheaper, styled a little more conservatively, but without all the off-roading stuff.

Redline Recommenation

I’ve always said that the Toyota RAV4 is car you buy to make sure you are going to get where you need to go. It’s practical, functional and comfortable, everything a Toyota claims to be.

The new version takes this even further by being packed full of extra features as standard and just generally being better to drive. As a result, a lot of Toyota RAV4’s have been sold recently and will continue to do so. So if you’d like to stand out in the crowd, the unique styling of the Edge might be just the ticket, especially if you want to showcase your adventurous side.

But then again, you might just be impatient like me and not willing to wait months for the next available RAV4 Hybrid stock to arrive in Australia.

June 24, 2020
2021 Jaguar I-PACE Price and Spec Australia

The 2021 Jaguar I-PACE is on the way, with upgraded charging, the Pivi-Pro media system and over-the-air software updates.

Jaguar’s all-electric I-PACE was a bit of a revelation when it came out. The British manufacturer went nuts, beating the Germans to the punch and delivering the first long range EV from a premium brand.

For 2021 the car scores a number of useful improvements while still clobbering the Audi e-tron and Mercedes EQC on price.

How much is a 2021 Jaguar I-PACE and what do I get?

$128,860 + ORC

You get a lot of stuff, but there are a couple of important changes.

The I-PACE now comes with an 11kW on-board charger. If you have a wallbox, that means charging time improves to 53km per charge hour (WLTP), up from the 35km you get from the 7kW charge.

You do need three-phase power for the 11kW, but charge from dead falls to 8.6 hours from 12.75.

A 50kW charge station will also deliver 63km per 15 minutes of charge and 100kW chargers deliver 127km in 15 minutes.

The cabin scores air-ionisation with PM2.5 filtration. After last year’s disastrous fires on the East Coast, this is the sort of thing people are thinking about.

Except VW dealers, who when they serviced my Up (RIP), didn’t put a new cabin filter in. Thanks guys.

The 2021 I-PACE also has a wider choice of colours and a new Bright Pack.

Pivi Pro media system

The 2021 Jaguar I-PACE scores the new Pivi Pro system first seen in the sister-brand Land Rover Defender. Well, I say seen, those cars aren’t here yet…

They system runs on the central 10-inch touchscreen. Pivi Pro replaces the old InTouch system which had gotten quite good by the end.

The new system is said to have flat a menu structure and behave more like a smartphone, which is good.

The system can also support two bluetooth a connections as well as wireless Spotify but Apple CarPlay and Android Auto still want a cable from what I can tell. It also wakes up more quickly when you get in, something InTouch wasn’t very good at.

The new optional wireless charging pad under the console also features a signal booster, which is kind of cool.

And lastly, Pivi’s sat nav should be helpful in finding you a charge station and navigating you to your destination with that in mind.

Pivi also supports ClearSight around-view cameras which I found so useful in the Land Rover Evoque.

When?

You can order the 2021 Jaguar I-PACE now and enjoy the electric performance (no, really, it’s good) later in the year.

June 24, 2020
Lotus Exige Turns 20: Special Edition Time

The Lotus Exige is turning twenty and you’ll never guess what Lotus is doing to celebrate. Go on. Have a gu- oh, yes, it’s a special edition. Well done.

As I may have mentioned a little while back, the Lotus Exige is brilliant. It made tackling the daunting Mount Panorama much less worrying than I was expecting and it was fast. And so much fun.

Lotus is no stranger to special editions and I don’t think I’ve seen one I haven’t liked.

How much is a Lotus Exige 20th Anniversary and what do I get?

$169,990 + ORC

See the many colours that Lotus says is a retro-inspired palette. Chrome Orange, Laser Blue and Calypso Red are standard and you can spec Saffron Yellow, Motorsport Black or Arctic Silver (footage not found).

On top of the colour choices, you get a bunch of bits meant to remind you of the original from, well, the year 2000. Remember then? Fun times. No Twitter or Facebook, turbos still weren’t very good and Mitsubishis still were. Sort of.

The roof, side air intakes and rear wing are all in body colour with a black stone chip protector ahead of the rear wheels.

On the front wings you’ll find a 20th Anniversary black silhouette depicting the original S1 Exige and there’s another one on the rear bumper.

The colour choices follow you inside and as you can see from the images, you get carbon fibre seats. The interior also scores a premium sound system with DAB radio, full carpeted footwells (what!?!), sound insulation (I mean to say!) and premium paint. Oh, and cruise control if you’re totally soft.

Obviously I jest, it’s still quite bare.

Lotus says before options you’re getting $11,545 of extra gear. You can also spec a lithium-ion battery, carbon fibre sills and a titanium exhaust to counter the extra sound deadening.

If you’re not familiar, the special is based on the Exige 410, which means it’s got a supercharged 3.5-litre V6 from Toyota, mounted behind the driver’s back driving the rear wheels.

When can I have one?

Lotus Australia will bring in a selection of Exige 20th Anniversary cars from the global allocation of 150 units. So if you want one, you should have a chat with your local Lotus dealer so you won’t end up with the wrong colour.

June 23, 2020
Audi R8 Australian Pricing and Specification

The V10 powerhouse Audi R8 returns in brand new, facelifted form with a new, more aggressive face and the usual detail updates.

We’re big fans of the Audi R8 and, as we discovered, the RWS became the favourite within thirty seconds. So it was really nice to see a few months ago that with the refreshed model the rear-wheel drive is now a permanent fixture.

For 2021, the R8 gets a top and tail and some tweaks to the interior and spec. But the core, screaming V10 engine and seven-speed twin-clutch transmission is there.

Look and feel

You can see the new wheels here and the car carries on in both coupe and Spyder forms. I quite liked the Spyder until the RWS came along.

Anyway, the main changes are around the more aggressive front end with new headlights, grille and various aero bits. It’s going to be more recognisable as an R8 but not trash the ability to take it anywhere. This car really is the Huracan for people who like to be able to park outside.

The R8 sticks with the fine interior it already had, with a few minor tweaks. The red interior looks cool.

Audi resisted adding a central media screen, with the MMI Plus system soldering on as part of Virtual Cockpit. Its Italian twin was screaming out for the new screen in its refresh because the system in the dash sucked.

Chassis

Here’s an interesting stat. Both the R8 RWD and quattro coupes weight 1595kg. So while they share the Audi space frame concept, the more expensive quattro R8 uses more carbon fibre reinforced polymer to balance it against the lighter mechanicals of the two-wheel drive car. Audi only mentions the 2kg saving by using a CFRP front stabiliser.

The R8 RWD features crinkle cut steel brakes, static double wishbone suspension and all cars run on 20-inch alloys which look extraordinary. No idea what they’ll do to the RWD’s ride quality, though.

The quattro Performance cars get magnetic ride, ceramic brakes (a $21,500 option on the RWD!) which explains some of the weight-saving, chopping 11kg.

The Spyder is 44kg heavier.

Drivetrain

The glorious 5.2-litre V10 continues on. Who doesn’t love a V10?

As before, it’s available in two versions. The RWD pumps out 397kW and 540Nm. That’ll get you to 100km/h in 3.7 seconds (coupe) and 3.8 (Spyder).

Move up to the quattro Performance and you get a staggering 449kW and 560Nm to push you to the ton in 3.2 seconds (3.3 for the Spyder) and, eventually 330km/h. Whoosh.

I don’t really care about those figures, the V10 sounds awesome.

It even has fuel-saving cylinder-on-demand. Audi claims 12.2L/100km for the RWD and 13.4 for the quattro.

How much and when?

2021 Audi R8 Coupe RWD 397kW $295,000 + ORC
2021 Audi R8 Spyder RWD 397kW $316,500 +ORC
2021 Audi R8 Coupe performance quattro $395,000 +ORC
2021 Audi R8 Spyder performance quattro $416,500 +ORC

If memory serves me correctly, the RWD seems slightly cheaper than the RWS that went before. The rest is about the same, so a bit more for the same money equals less. The R8 now comes with three years free servicing, too, but it would be nice if the warranty was longer. Having said that, on cars like these, nobody expects a Kia warranty.

The cars will be here in almost exactly a month on July 24, 2020.

June 23, 2020
McLaren 720S Le Mans Celebrates Classic Victory

The McLaren 720S Le Mans Special Edition is a limited-run machine to celebrate the incredible McLaren F1’s Le Mans success 25 years ago.

Today (18th June) is the 25th anniversary of one of motorsport’s greatest victories – the McLaren F1‘s win on debut at La Sarthe. Not only was it the McLaren F1’s first attempt at the classic endurance race, it was the first appearance for McLaren.

Piloting in the F1 GTR were JJ Lehto, Yannick Dalmas and Masanori Sekiya while three other cars made up four of the top five places in the race.

It was an extraordinary achievement. The 298 laps covered by the lead car will be reflected in each car’s VIN, which is pretty nifty.

Look and Feel

The 720S Le Mans Special edition is available in two colour schemes – the winning car’s Sarthe Grey and the familiar McLaren Papaya orange. The grey you see on the orange car (and is also on the Sarthe machine, just hard to see in the photos) is called Ueno Grey after the victorious car’s Japanese sponsor.

A McLaren F1-style roof-mounted air scoop is genuinely functional and works to help clear heat from the untouched 720 horsepower 4.0-litre twin-turbo V8. Sadly, a redux of the BMW Motorsport V12 was not going to happen.

And those gorgeous five-spoke LM wheels. Phwoar. Again, pity they weren’t an inch smaller to get that McLaren F1 sidewall vibe.

You also get a ‘McLaren 25 anniversary Le Mans’ logo on lower body side panel, polycarbonate rear glazing, carbon fibre louvred front fenders, gold brake calipers and gloss black contrast body bits.

Interior

The two-tone colour schemes continue inside, and from what I can tell, you can choose the interior colours independently of the body. Interesting.

Inside you get carbon fibre racing seats, embroidered headrests with the‘McLaren 25 anniversary Le Mans’ logo, 12 o’clock steering wheel marker,
dedication plate with ‘McLaren 25 anniversary Le Mans’ logo and floor mats with ‘McLaren 25 anniversary Le Mans’ logo.

Imagine that – standard floor mats.

Apart from that, the interior is pretty much as standard, although I reckon if you ask nicely, McLaren will do whatever else you want.

How much and when?

Of course you want one. I do and I think buying supercars is insane.

For a mere £254,500 (half a million Australian dollars, before GST, LCT etc) you can have one of just sixteen Le Mans Special Editions. Although I won’t be surprised to see a Spider version if they sell out quickly.

McLaren expected deliveries in September.

June 18, 2020