The Redline

Tag: #ballin

  • 2019 XF Sportbrake S R-Dynamic

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

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

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

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

    Words: Brendan Allen

    Look and Feel

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

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

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

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

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

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

    Drivetrain

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

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

    Chassis

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

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

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

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

    Driving

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

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

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

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

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

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

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

    Redline Recommendation

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

  • Ford Focus ST-Line Hatch 2019: Review

    The fourth generation Focus has delivered more refinement and maturity to its long-standing hatch line-up. Is the new ST-Line the wolf-in-sheep’s clothing that fills the same void as its predecessors?

    As somewhat of a pioneer in the hatch segment, Ford has taken a fairly drastic and simplistic approach with the latest ST-Line and Focus lineup in general.

    As rival manufacturers go for more visible tech, resulting in busy interiors whose styling cues carry to the exterior, Ford has dialled it down from 11 to a much more civilised five or six with this model.

    With the warm hatch segment quickly becoming an important part of many manufacturers offering, will the ST-Line be able to deliver the goods to pull back some loyalty?

    Words: Brendan Allen
    Images: Suppled by Ford Australia

    Look and Feel

    Focus ST-Line

    The first thing you’ll notice is how the ST-Line tends to look a bit more… generic. But not in a bad way. If you ask me, the thing that has always put me off the more recent Focus range, is the slightly high and narrow design, both inside and out.

    Similar to previous models, the new Focus ST-Line likes to make fairly bold choices when it comes to styling around the doors as well at the front and rear guards. However, the designers this time around seem to have managed to pull off a more aggressive, yet subdued look.

    I feel there has been some inspiration taken from the likes of Renault and Mercedes with their Clio and new A-Class respectively, resulting in more sculpted body lines and less reliance on contrasting angles.

    This styling approach is common across the whole Focus range, not just the ST-Line, but a bold colour choice (Ruby Red looks quite delicious) combined with the rather flattering 17-inch alloys in a dark shade, makes even Ford’s entry level ST-Line turn the occasional head in traffic.

    The interior is a massive step up for Ford. Previously, the Focus range was a love/hate situation for many new car buyers, but the name of the game in 2019 is minimalism. A more traditional centre console is teamed up with a dial-style gear selector and aesthetically pleasing steering wheel to provide a familiar and confident cockpit for both day to day use as well as the occasional spirited run.

    The controls are very intuitive, taking only a few minutes to master the audio and sat nav system, which as expected, is now planted squarely atop the dashboard. SYNC3 also has Apple CarPlay and Android Auto.

    The seats provide more than enough comfort and support for a car that gets up and boogies when you need it to and the interior in general has a very nice ambience with enough personalisation options to make it not feel like a rental car.

    Possibly the most impressive aspect of the ST-Line is the sheer amount of standard features available. From simple things like Apple CarPlay and wireless charging through to a plethora of driver assist features such as adaptive cruise control and lane keep assist.

    One thing I love is the fact that there’s a slot right below the gear selector to put your parking ticket when you head to Woolies to do the weekly shop. It’s the little things.

    Drivetrain

    Focus ST-Line

    The 1.5 Litre Eco-Boost is given great reviews the world over and I can see why. It feels like the new ST-Line was built around this engine, because it’s such an impressive overall package.

    The response is truly amazing and if you remember that this is essentially a glorified grocery-getter, you’ve actually got a very capable hatch not only around town, but can easily provide enough thrills on a country B-road for the average spirited driver.

    The 1.5 Eco-Boost spits out a decent 134kW (182PS) at 6000rpm and the 8-speed auto box and steering wheel-mounted paddles have won me over to the point where I don’t have a problem with there being no manual option. Don’t tell anyone I said that, though.

    The turbo triple’s willingness is helped along by the fact it spins up a very tasty 240Nm.

    Chassis

    The chassis provides a lot of confidence. This model comes with a decent amount of tyre for a change (215/50 R17) which I think helps a lot with cornering performance as well as comfort. Personally, the current trend of 18 inch wheels with Liquorice for tyres doesn’t really do it for me.

    There is definitely a limit to the grip which is to be expected as the ST-Line shares a lot in common with the base Trend hatch, but again, as a filler between the base offering and the upcoming ST (2020), the ST-Line does an amazing job of doing exactly what it says on the tin.

    It will be interesting to get behind the wheel of the ST upon its release next year and see what Ford can do with the new chassis, but until then I’d be more than happy carving up the Woolies carpark in the ST-Line.

    Driving

    Focus ST-Line

    If you hadn’t already noticed, I’m a fan of the ST-Line as an overall package.

    It seems the symphony of responsiveness, feedback and standard equipment makes the ST-Line an absolute no-brainer for anyone in the market for a little bit “more” than your typical generic hatch.

    Ford uses the tagline “Move like you mean it” and I think it sums up the ST-Line experience rather well, as the car feels like it’s ready to pounce at any moment. Be it the little squirt to get through that amber light, or the full throttle approach when joining the freeway.

    The steering feedback combined with a surprisingly quick paddle shift setup continues the aggressive driving dynamic as you begin to push the ST-Line through the corners.

    Redline Recommendation

    Ford has delivered by providing a premium offering at a bargain price and this trend carries through to the way the car rides. It might have a lot to do with the sensible 17 inch standard wheel size, but you can tell a lot of effort has gone into the whole package to deliver a truly dynamic experience behind the wheel.

    At a starting price of $25,990, it definitely feels like a premium ride inside and out and the price seems to undercut a lot of European competitors with similar spec.

    Time will tell if Ford can claw back some of the market they used to dominate, and perhaps they are relying on the upcoming ST to provide the spark they need to really drive the whole range home.

    For now, sensible buyers would be insane to not include the ST-Line on their shopping list.

    Like what you read? But you want a wagon? Read Peter’s review here.

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  • Second Opinion: 2019 Porsche Cayenne

    Redline co-pilot Brendan Allen prised the Porsche Cayenne from Peter Anderson’s hands for a few days to see what the fuss is about.

    You’d be forgiven for letting this latest release from Porsche slip under the radar as the brand continues to be diluted by countless SUVs out in the wild.

    Take a drive around Sydney’s Eastern Suburbs or Melbourne’s South-East and I don’t think it’s an exaggeration to say that one in ten cars (not SUVs, but cars) is either a Cayenne or Macan S.

    It’s the latter that leaves the Cayenne in an interesting position with the Macan pushing the price of Porsche ownership well below the $100,000 mark. The question is, does the Cayenne offer enough of a premium over its younger brother to justify the jump in price?

    With this third generation of Cayenne being released in late 2017, it was always going to be interesting to see the sales figures as it lines up with the more affordable Macan. In 2016, Porsche moved 1,341 Cayennes in Australia, compared to a whopping 2,172 Macans.

    But what’s interesting (or possibly inevitable) is in 2017 the Cayenne figures dropped by 17.2% to 1,111. Compare this to a 14.1% increase in Macan sales and you begin to see a clear picture emerging.

    2019 Porsche Cayenne

    Putting sales figures aside, let’s take a look at the Cayenne in a little more detail.

    The first thing you notice is how big this car feels. It’s like stepping up into a Peterbilt every time you leave the house.

    The driving position reflects this too, with the optioned two-tone partial leather seats in black-Mojave beige (aaaand breathe) providing a commanding view of both the road and the cockpit.

    The lack of massage seats across the range seems like an interesting omission considering the offering from competitors.

    The dash and centre console controls are what you would expect from Porsche with an abundance of customisation including the in-dash navigation and display for just about any adjustable electronic component.

    The steering wheel is a definite highlight featuring comfortable hand positioning, however I found it rather unintuitive when it came to stereo controls. The volume control relies on buttons and they’re not the easiest to locate without taking your hands off the wheel.

    I never did manage to find the track skip buttons despite my greatest efforts. I was forced to use the touch screen or the passenger stereo control knob (which I think would have been great to have on the driver side). Apple CarPlay is standard, which is a staple these days and expected even at entry level.

    The media, climate and car controls all easily accessible and quite intuitive compared to the wheel controls, however I do find the lack of tactile response, especially while on the move, to be rather distracting. I often found myself accidentally hitting the next button over. The scroll-style volume wheel is a great, simple idea, but would be nicer if it wasn’t directly in front of the gear stick.

    Overall, the interior offers a great, premium level of comfort, especially with the optioned Mojave beige interior and Panoramic roof option.

    Driving

    On the road, the Cayenne continues the tradition of providing a confident driving experience. Although the car feels big when getting in and out, once you are behind the wheel the heft seems to dissipate and you are left with a very rewarding driving experience.

    The car handles like a much smaller SUV and although it’s no 911, it’s got a very chuckable nature.  The feedback from the wheel is about as balanced as you’d like. Note that this vehicle is fitted with the ‘Power Steering Plus’ package which sharpens up the steering especially at speed.

    The base model 3.0 V6 ‘turbo’ (it’s a turbo… but not a Turbo, if you know what I mean) provides plenty of punch to get around town and definitely complements that ‘nimble’ feeling when considering the size of the car.

    Acceleration from a standing start is more than adequate to get out of any danger however, you might argue that the eight-speed Tiptronic gearbox is a little bit ‘jolty’ especially at lower speeds (see Peter’s review).

    This is further exaggerated when switching to Sport Mode. When you hit the sport button in the centre console, you’ll immediately notice the engine note change from a purr to a growl and soon after you’ll also notice a more aggressive shifting tune, resulting in more jolting during downshifts.

    My preference was to leave it in regular mode, and maybe just tighten up the suspension (a separate button with 2 levels of damping) if you enjoy a little bit more spirited school run.

    Styling wise, the new Cayenne has clearly paved the way for Porsche’s global facelift, with the new 992 911, flaunting the same rear LED taillight setup as the Cayenne. It’s a step toward a more modern rear end, although you might argue that it’s taken away some of the uniqueness and made it look a little more like a lot of other SUVs on the road today, maybe even looking a bit like some of the current Korean offerings (who copies who these days?).

    Time will only tell if the Cayenne can exist alongside the Macan. I believe that a big percentage of Porsche buyers are in it for the badge, so a Macan S should do the trick. But the Cayenne is a lot more capable than the Macan, setting itself aside as a true SUV in a market of crossovers and soft roaders.

    Maybe just don’t tick the 21 inch wheel option if you want to take your Cayenne off the beaten track…

    Options on our car included (Australian prices):

    21-inch wheels Exclusive to the Cayenne – $7,660

    Panoramic Roof – $4,490

    LED Headlights – $4,380

    Metallic Paint – $2,190

    Tinted LED Taillights – $1,530

    Heated Front Seats – $990

    Two-tone Leather Interior – $870

    Power Steering Plus – $650