The Redline

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  • Alpina B3 Coming To Australia

    The Alpina B3 brings the 3 Series Tourer body style and the X3 M’s (and new M3/M4) S58 twin-turbo straight six to the party.

    The new 3 Series isn’t really that new anymore so now we’re starting to see the performance versions land. What we won’t see from BMW is an M3 Tourer. Now, I don’t know about you, but I love fast wagons – who doesn’t? – and it turns out Alpina is the company to fill the gap.

    Shown at the recent Frankfurt Show, the new B3 has the green light for a release in Australia in 2020.

    Look and Feel

    Alpina has a serious 1990s West German vibe in its aesthetic. The wheels are the dead giveaway you’re in a tuner-wagen as well as the square-rigged body kit, over-sized badging and Alpina script in the front grille. It’s an acquired taste.

    Apart from the badging, there’s almost no chrome to speak of, so that’s nice.

    The cabin is clearly a straight BMW one with some Alpina touches. The wood, comfy seats and Alpina animations in the screens are about it. They couldn’t resist one of those naff plaques though, this time glued to the centre console and the badge looks as weird as ever on the steering wheel.

    Drivetrain

    Here we go, folks. Alpina got its hands on the S58 twin-turbo modular six soon to be stuffing the engine bays of many M cars. The tuning house fits its own turbos to deliver 340kW between 5000 and 7000rpm and 700Nm from 3000 to 4750rpm.

    Alpina says it will deliver 11L/100km on the Euro WLTP, which isn’t bad at all for that kind of grunt.

    All-wheel drive is standard and the eight-speed ZF is along for the ride, as always.

    Alpina is yet to fess up as to how fast it will go, but expect a 0-100km/h around four seconds and a theoretical top speed near 300km/h.

    Chassis

    I may not have always been in love with Alpina looks but by Jove the company knows how to make a fast but relaxed car. It’s not really an M3 Tourer, it’s far more civilised than anything M would dish up (and nor should it).

    The Alpina B3 has its own Comfort+ mode, which if you like a comfy ride should put this on top of your “really fast wagon” list. The springs are from Eibach, if you’re wondering.

    Between the rear wheels is an electronic limited-slip diff and the 19 -inchor optional 20-inch wheels have a set of Alpina Pirelli P-Zero tyres. Those tyres get a bit more bite up front as Alpina’s own pivot point joints dial in a bit of negative camber.

    The brakes are whoppers, with 395mm up front and 345mm at the rear. That’ll do.

    How much and when?

    The 2020 Alpina B3 will arrive in Australia in the second half of 2020. We’ll have detailed price and spec for you then.

  • 2020 Land Rover Defender: Surprise! (Not Really)

    One of the biggest, if not the biggest releases this year – or even this decade – is finally here, the 2020 Land Rover Defender.

    It’s kind of hard to pick when the Defender became such a massive motoring icon. It had been around for so long. Its longevity was legendary as was its aura of unbreakable dependability and offroad prowess.

    The Queen drove one in gumboots. Automotive icons don’t come with much more cred than that.

    Land Rover first dropped hints about the new Defender (which only got its name when the Discovery launched) in 2011. It was the car that was never coming, a bit like the A90 Supra or any Alfa Romeo.

    But it’s here and you can have a 110 in early 2020 (from a slightly cheeky $70,000) and a the shorter 90 later in the year (price TBA). With that price, it had better be good.

    Look and Feel

    I love it. No correspondence will be entered into. It looks great on steelies – this matt green machine with white steels is perfection – but also works with a big set of alloys. The lighting is wonderful, I adore the minimalism of the rear lights. The front lights were never going to be where everyone (else) wanted them, pushed to the edges where they belong on a modern car.

    Gerry McGovern and his team avoided a self-conscious pastiche on the nose but it’s still instantly recognisable as a Land Rover. It will be well-known as a Defender in short order, with short overhangs and a go-anywhere stance. It’s got instant classic written all over it. No, really.

    You can choose between four packages that add styling as well as mechanical changes. The Explorer, Adventure, Country and Urban each bring a distinct personality to the Defender on top of the standard, S, SE and HSE specifications now common across the Jaguar Land Rover stable.

    While a good number of muddy-trousered shotgun-toting Labrador-owning will no doubt forget about Brexit for a minute and get really mad about the interior. The Defender was famous for its basic, no-nonsense interior. I don’t care what anyone says, you can’t get away with that nonsense any more. You have to have stuff.

    The Defender features Land Rover’s new media system which labours under the name Pivi Pro. It looks pretty good and is hopefully a step forward from the improving but still a bit squiffy. Land Rover says not only is it new, but can get over-the-air updates to the 14 separate modules.

    The 110 comes with a 5+2 seating option which gives you some idea of how big it is – over five metres with the spare on the back.

    Drivetrains

    At launch the Defender will be available with three powertrains – two four-cylinder turbodiesels and the new in-line six turbo petrol with mild hybrid.

    The two four cylinders come in D200 (147kW) and D240 (177kW) with identical 430Nm torque figures. Both are Ingenium diesels, the 240 packing two turbos. The in-line six is a proper monster, known as the P400 – 294kW and 550Nm. There’s plenty more to come from that engine and a V8 option is also on the way. Well, I say on the way – sources say it will fit but that engine – that glorious engine – is on borrowed time.

    The P400 is the only mild hybrid in the line-up for the moment, but that will surely change. Next up is a plug-in hybrid, expected sometime in 2020.

    Chassis

    The new 2020 Land Rover Defender is the stiffest car the company has ever made. The aluminium rich monocoque both reduces weight and adds strength.

    Obvioiusly, it’s all-wheel drive. Power gets to all four wheels via an eight-speed automatic with high and low range, centre diff and the option of a rear locking diff for full offroad nerdery. The Terrain Response system is configurable for those nerds or people like me can leave it in auto and let the car sort out what’s what.

    Angles? Yeah, it’s got angles:

    Approach – 38
    Breakover – 28
    Departure – 40

    The 291mm ride height should keep you clear of most drama while the new Wade mode means you can take the Defender through 900mm of water. That’s…a lot of water and comparable to an air-suspended Range Rover.

    You’ll also be able tow 3500kg with the Defender, putting it on a par with serious commercial utes.

    How much and when?

    The 1100 will be available from June 2020 with an “indicative” price of $70,000 plus on-roads. With all those packs, spec levels and 170 individual options, cracking six figures should be pretty straightforward. The 90 will come on stream in late 2020.

    These are just the start, with petrol engines, commercial versions and all manner of cleverness on the way.

  • 2020 Audi RS7: Sleek V8 Returns

    The 2020 Audi RS7 is Audi Sport’s gorgeous second iteration of the fivedoor sports coupe, complete with a lazy 600 horses.-

    My wife is semi-famous for her text messages after picking up a car on my behalf. Sometimes they are hilarious – “This is the worst car I have ever driven. What the hell?” Sometimes they are astute – “Who is this for? It’s weird.” Often they are observational in a way I would never imagine – “The mirrors are too close.”

    In the case of the first-generation Audi RS7 it was a rare and lovelorn text – “This is the best car I’ve ever driven. How much is this?” $300,000, sweetheart. Sorry.

    Thing is, I felt the same way – I adored that first RS7 despite what I felt was a slight misstep in the rear-end’s styling. It may not have been the lightest on its feet, but as an everyday almost-supercar, unbeatable.

    Look and feel

    Detail

    Based on the beautiful A7, the 2020 Audi RS7 has all the elegant aggression you’d expect from Audi Sport. New front and rear bumpers kick things off, with a big single piece grille out front with honeycomb pattern. The full-width rear lights look as incredible as ever, too and the diffuser’s blacked-out shapes help widen the rump.

    The interior is predictably amazing. Predictable mainly because it’s the A7’s interior with the brilliant twin-screen central stack and a new version of the Virtual Cockpit with added RS goodness. The seats look brilliant.

    Drivetrain

    V8 4.0 TFSI : 441 kw / 800 Nm

    The twin-turbo V8 is back, this time spinning up 441kW and 800Nm from its 4.0-litre capacity. Audi says the max torque is available from 2050rpm to 4500rpm. The dash to 100km/h is over in just 3.6 seconds and runs on to top speed of 250km/h. Tick the Dynamic Package box you’ll get 280km/h and with the Dynamic plus package a slightly absurd 305km/h.

    Quattro and an eight-speed ZF automatic complete the picture and the launch control feature, while stupid in just about everything, will please the pub bores.

    The quattro system’s standard setup delivers a 40:60 front-rear torque split and depending on conditions can go 70:30 or 15:85.  The standard centre diff is a mechanical unit and you can get a sport differential for the rear axle with the two dynamic packages.

    Audi has installed programmable RS1 and RS2 buttons (finally!) and you can set things up the way you like.

    As with the A7, you get a mild hybrid 48V system that can recover 12kW under light acceleration. If you get off the throttle anywhere between 55 and 160km/h, the brain will decide whether to coast or recover energy.

    You also get cylinder-on-demand to save a bit of fuel in the cruise, the engine dropping four cylinders on a light throttle.

    Chassis

    The RS7 rides on five-link front and rear suspension, with plenty of aluminium to keep things light. The RS version of air suspension wipes out the gains but does mean a pillowy ride or fantastically flat cornering.

    RS7 rides 20mm lower than the A7 and will drop a further 10mm at high speed. You can also lift the car to the standard A7’s height.

    Standard brakes are 420mm at the front and 370mm at the rear with black or optional red calipers. If you really want to stop, the optional 440mm front and 370mm rear carbon ceramics shot do the trick. They also knock a massive 34kg from the unsprung weight.

    Progressive steering is standard and you can also add all-wheel steering which cuts the turning circle by 1m (yawn) but will make the RS7 turn in like a demon and deliver super-stable high-speed lane changes.

    The cast aluminium 21-inch wheels come with 275/35s or you can swap them at a cost for 22-inch 285/30s.

    How much and when?

    Almost certainly next year in Australia and well north of $200,000. But it’ll be worth it for the glorious racket and five seat practicality.

  • Ferrari F8 Spider Drops Into View

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

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

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

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

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

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

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

  • 812 GTS: Ferrari’s new Roofless V12

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

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

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

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

    Look and Feel

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

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

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

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

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

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

    Chassis and Drivetrain

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

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

    How much and when?

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

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

    Want to see what I thought of the 812 Berlinetta?

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

  • 2020 Ford Fiesta ST: Australian Price and Spec

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

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

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

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

    Look and feel

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

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

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

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

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

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

    Chassis and Drivetrain

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

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

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

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

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

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

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

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

    How much and when?

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

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

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

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

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

  • McLaren F1 Chassis 63 is unobtainable and beautiful

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

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

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

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

    McLaren F1 Chassis #63

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

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

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

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

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

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

    How much and when?

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

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

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

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

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

    Who buys these cars?

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

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

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

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

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

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

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

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

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

    What about the SUV?

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

    But…

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

    Will the F8 match 488 sales?

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

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

  • Ferrari F8 Tributo Unleashed in Sydney

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

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

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

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

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

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

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

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

    How much and when?

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

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

    Read our interview with Ferrari Australasia CEO Herbert Appleroth.

  • McLaren GT Lands In Australia

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

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

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

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

    What is it?

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

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

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

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

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

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

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

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

    Drivetrain

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

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

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

    How much and when?

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

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

    Like McLaren? Watch my 570S video here.