Lotus has provided details on its EV hypercar’s configurator and a little more of what customers might expect to see.
The spectacular new Lotus Evija is mere months away and at the same time, already in production for first deliveries in late 2020. Lotus says the first year’s production of the limited-run hypercar is already sold out, so the company is now chasing the less brave punters.
To that end, the company has unveiled its configurator. It’s a touchscreen device that customer can use to see every single choice they made represented on the screen.
The idea is that you can place the car in a variety of environments – through the video game cleverness of ray-tracing – to see how your choices will look. Annoyingly, the pictures Lotus supplied are all the same colour, but the video above shows the car in other colours.
Lotus also tell us that as your Evija is built, you’ll get a series of gifts to go with certain milestones. There are no hints as to those gifts, but there you are.
One exceptionally cool idea is that at the end of it all, you get a book detailing your car’s journey. You get the book at the “handover celebrations” – good thing they call it that given it costs more than a New Year’s Eve fireworks display.
The Ford Fiesta ST finally returns to Australia with a new three-cylinder engine, all-new everything else and stacked with gear.
What seems like a hundred years ago (September 2013), a comparatively youthful version of me stumbled into my second-ever car launch. The first had been the rather wonderful Peugeot 208 GTI a couple of weeks earlier. Small hot hatches were on the up as fellow Frenchie Renault would join with its new Clio R.S. a few months later.
For me, though, the Fiesta ST was a revelation. While the Clio and 208 were good, they were both missing something in the drive that the Fiesta absolutely nailed – it was absolutely focussed on the drive.
That meant it missed in a lot of areas too – the interior was an explosion of buttons, something that afflicted the externally attractive Mark 7* Fiesta. But it had a glorious gearshift, immensely playful chassis and a strong 1.6-litre turbo with a novel overboost function.
I loved it to pieces and my love for it was confirmed when I returned to compare it to the 208 a few months later.
It’s worth knowing that I am most definitely a hot hatch guy. I’ve owned three of the best – a 1989 Peugeot 205 GTI 1.9-litre, a Renaultsport Clio 172 and an E87 BMW 130i. Four if you count the 1977 Alfetta GTV 2.0-litre, which you probably shouldn’t.
In the middle of 2018, Ford launched the Mark 8* Fiesta-based ST and it was good. But due to some arguments on specification, it has taken almost two years to land here. Worth the wait?
Abso-bleepin’-lutely.
*I am using the British market definition of Fiesta versioning.
How much is a 2020 Ford Focus ST and what do I get?
Ford Focus ST Performance – $31,990 + ORC
The 2020 Ford Focus ST is more expensive than the old one, which was an absolute bargain, dodgy interior notwithstanding. The new one is packed full of stuff the old car didn’t have, Ford Australia piling on the specification that will likely put it way out in front of its challengers.
You get 18-inch wheels, climate control air con, sat nav, reversing camera, keyless entry and start, rear parking sensors, auto LED headlights, heated seats and steering wheel, cruise control, auto wipers, heated windscreen, leather wheel and shifter, powered heated door mirrors, a pair of excellent Recaro seats up front (like the old car) and a space-saver spare.
Ford’s SYNC3 powers the nice new 8.0-inch touch screen. It’s a really nice piece of hardware, better even than the one in the Focus, another Ford I quite like. It also has Apple CarPlay and Android Auto on top of the usual Bluetooth connectivity and you also get DAB radio. The ten speakers include Bang & Olufsen branding for what it’s worth.
While other markets have ST-1, ST-2, ST-3 and Performance, we get the full chonker, which explains the $31,990 price. That extends to a few other things which I’ll cover in the chassis section, but spoiler alert, it has a Quaife LSD as standard.
The “prestige” colours include Agate Black, Ford Performance Blue, Magnetic Grey, Silver Fox, all for a hefty $650. You can have Race Red and Frozen White for nothing.
The only other option is a $2500 panoramic sunroof which, for some reason, deletes the space-saver spare in favour of an inflation kit.
If you want to complain about the price, don’t – on paper it’s vastly better-equipped than any other in its class and in its biggest market, the UK, the ST-1 starts at £19,000 – or near enough $40,000 before on-roads.
Safety – Five star EuroNCAP
The old car was old before it even got going, so it was a bit skinny on the safety gear. This one has four airbags (rather than six – I’m yet to get to the bottom of that), ABS, stability and traction controls, blind-spot monitoring, lane departure warning, lane keep assist, forward collision warning, forward AEB with pedestrian and cyclist detection, rear cross-traffic alert, driver fatigue detection and speed sign recognition.
There are two ISOFIX points and three top-tether restraints in the back for child or baby seats.
The Mark 8 Fiesta scored five EuroNCAP stars in 2017, ANCAP is yet to award a rating.
Warranty and Servicing
Ford’s excellent after-sales package is along for the ride, with a five-year unlimited kilometre warranty with seven years of roadside assist as long as you service with Ford.
Ford offers a bunch of stuff, including fixed price servicing of $299 per service for the first four years/60,000km. As you can probably tell, that’s a 12 month/15,000km service interval.
When you do service the car, Ford will loan you one for the day (remember to book) and offer all kinds of assurances on tyre and brake costs.
It’s a good deal and the only thing I’ll complain about is that the warranty length doesn’t match Kia’s.
Look and feel
The Mark 8 Fiesta is a much more conventional-looking car than its predecessor, which is kind of a shame. The old ST was a three-door only proposition in most markets except, for some reason, the United States, which scored a five-door bodyshell made in Mexico. That probably would have been a better for our market, but our Cologne-made cars were pretty nicely built.
The ST gets the bigger wheels, lower ride height (not that we’d notice, it’s the only Fiesta on offer), more aggressive front and rear bumpers and a spoiler. It’s a bit of a sleeper really and I am A-OK with that. It looks great in dark metallics, too. It does look a bit awkward from the rear three-quarter view but I just can’t summon the required energy to care.
The cabin is a mahoosive improvement. Ford kept the good bits – clear instrumentation, excellent Recaro seats, enough room for four – and built on that. The dash is like smaller version of the excellent design in the Focus, with the screen standing proud.
The button explosion is gone, as is the afterthought screen installation of later Mark 7 Fiestas. The materials are way better and feel as good as any German hatchback, which is a nice bonus.
It’s not massive, of course. Boot space starts at 311 litres and expands to 1093 with the seats folded. No, you’re not getting an IKEA-friendly flat floor, so thank Ford’s engineers you won’t be subjecting your car to that indignity.
Rear seat space is fine for me, 180cm tall with big feet. I can fit behind where I drive but it’s not a long-trip proposition. You also don’t get an armrest or cupholders but you do get a bottle holder in each door.
Chassis
The Fiesta ST rides on Ford’s global B-car platform, although global is probably overstating it these days given the US has given up on “normal” cars.
The big news for this new ST is a clever new suspension setup Ford calls “frequency-dependent damping.” The company says it has worked out a way to ignore the sorts of stuff you encounter on the freeway but somehow knows when you’re on it and won’t toss you off the road if you hit a bump. Bottom line is, the ride is heaps better than the old car.
The 18s are wrapped in Michelin Pilot Sport 4 tyres measuring 205/40s. These tyres are different to when everyone else got to drive it in 2019 in France, the car running on plain old Pilot Sports.
The six-speed transmission sends the power out through a Quaife limited-slip differential. This is new to the Fiesta and in addition to electronic torque vectoring. A proper slippy diff is essential to powerful front-wheel drive cars – it stops you spinning away power cheap-arse torque vectoring can’t manage and has huge handling and traction benefits.
The front suspension include twin-tube dampers with MacPherson struts, while the rears are single tubers, allied to twist beams. A beefy 22.5mm anti-roll bar is fitted up front, too.
There is, naturally, an entire cottage industry devoted to brake and suspension upgrades. The brakes are the same size as the old car’s, apparently, despite a bit of extra weight.
Drivetrain
The old 1.6-litre turbo was a good machine, but always felt like it was running out of revs. It didn’t help that there was a yawning chasm (relatively speaking) between second and third. Most of the time, the engine spun up 134kW and 240Nm, both pretty useful figures. Sink the slipper and you got a fifteen-second gift of 147kW and 290Nm.
No more overboost shenanigans now. Despite dropping a whole cylinder and 100cc of capacity, the new 1.5-litre three-cylinder spins up 147kW at 6000rpm and a stonking 290Nm from 1600-4000rpm.
That’s damn near 100kW per litre.
Ford reckons you’ll crack the 0-100km/h run in 6.5 seconds. The quarter mile (0-400m) sneaks in under 15 seconds and no, I’m not telling you how I know that.
If that isn’t quick enough for you, the rolling acceleration is vivid for his kind of car – 80-120km/h takes just four seconds, almost as quick as our favourite next-size-up hot hatch, the Hyundai i30 N.
Fuel Economy – 6.3L/100km
The combined cycle fuel economy figure of 6.3L/100km is not a figure you’ll see very often in the real world because it’s way too much fun to try and hit it. Ford has done their best to help you with stop-start and cylinder-on-demand tech where the engine will drop to two cylinders on light load, such as when cruising on a flat motorway.
The fuel tank is not bad for a car this size, landing at 45 litres.
So far (I still have the car), it’s running at 9.4L/100km, which is pretty good given how it has been driven.
What about Mountune?
Well, yes, their tune was famous on the old ST and given this one has been around overseas for 18 months, it has already been released and updated.
The Mountune upgrade is called m235. With the aid of an OBD flash cart and smartphone app, you get a boost to almost 173kW (235 metric horses) and a whopping 350Nm of torque. The kit comes with a new induction box to improve breathing efficiency, which apparently takes ten minutes to fit.
It costs £479.17 or just under a grand in our Pacific pesos. Budget another $90-$130 for shipping.
Just for fun, that takes the power per litre over the 114kW per litre. Blimey.
There’s no mention of the Mountune offering being covered by Ford’s factory warranty. The old ST’s upgrades were. That’s a bit of a shame.
Driving
Within 100 metres, you know this car is special. That’s how the old car felt. While it doesn’t have the incredibly slick gearshift of the old one, it’s still excellent. The low-down torque is also way more evident as is the vast improvement to the ride.
As you know, I adored the old ST. This car has a lot to live up to and needs to be so good to match, let alone improve on the old-stager.
One of the fun bits of this job is people asking you what your favourite car is. Most are friendly, bantery types who cross their fingers and hope you say, “Kia Rio.” Then there are the ones who angrily buttonhole me and demand to know which half-million dollar supercar is obviously my favourite. Without a word of a lie, for the last six years, the answer has been, “A twenty-seven thousand dollar Ford hatchback.”
As a daily driver
It’s a bit of a drive down to the bit of road I like to use for these sorts of cars, so I could test Ford’s claim that the new frequency-dependent damping works well on motorways. Tick. The ride is so much better that it feels like cars with adaptive damping or even the larger Renaultsport Megane.
On the freeway you can really feel that torque figure, too. Overtaking is very fast and very straightforward. There’s almost no lag and it pulls strong in every gear between third and sixth.
In the suburban battle, it’s superb. Second and third are the tools of choice and you can grab any gap you want. Because there’s so little lag, you can trust the Ford to deliver. The suspension is still firm, but the trade-off is not as stark. You won’t be bounced out of your seat and the 2020 ST won’t jump about as much. It’s almost French hot-hatch subtle (not the RS Cup chassis, obviously) and doesn’t seem to have lost anything as a result.
And why you buy a Fiesta ST
The Fiesta ST has been, for some years, the best fast Ford. A bargain buy that would embarrass larger hot hatches from Germany and keep far more expensive ones honest. It was that good. The old Focus ST was a (fun) nightmare and the RS a bone-shaking supercar slayer – neither had the balance of fun and usability of the Fiesta.
This new one is good. Very good. Actually, it’s better than that. It’s just raised Ford’s own very high bar. It has raised the bar for every other hot hatch manufacturer. Seeing off the numb VW Polo GTI is easy but to stay ahead of not only the outgoing Clio and 208 and very likely beat the new ones, you have to be on your game.
Ford could have taken it easy, but this new car is a revelation. There are two major reasons.
The first is the supple new suspension setup. The damping is kind of a budget adaptive damping system without all the weight and electronic doo-hickery. It tidies up the rear no end, making sure the line you pick is the one you get.
But the big deal is the front end, complete with the Quaife limited-slip diff. You could always pile into corners way too fast in the Mark 7, but the torque vectoring was just not quite there. The LSD blows all that away.
You can still pile in hard. The super-sharp turn in is more refined, so you won’t get any surprises, even if the inside rear wheel is dangling in the air. The chassis is marvellously stiff and can handle it. Only a silly lift-off will cause drama and if you’re not an idiot and have left the finely-judged systems on, you can easily correct it with the fast steering.
You can get on the power amazingly early, too. I don’t much like cars that handle like they’re on rails, but corner exits are so fast and you can be utterly fearless stomping on the throttle. The LSD hauls you out and follows your steering inputs. It’s glorious fun and it will do it all day every day.
The brakes might look dinky, but they do a tremendous job out on the road. I don’t know how they’d enjoy a track day but if I ever find out, I’ll let you know.
And the whole time, the suspension keeps the body flat and under control. You will have so much fun in this car.
Rivals
We’re in a bit of a lull for this type of car. While the i30 N and Golf are duking it out with the Megane RS and whatever else is kicking around, the small hot hatch market is quiet. There’s a brand new Clio and 208 coming so the newest thing is the Polo GTI.
The Polo GTI is already a few hundred bucks more and you have to tick boxes worth $7300 to match the Fiesta’s specification. On top of that, you’re saddled with having to deal with VW service departments. I don’t know what the sales process is like because every time I have walked into a VW dealer, I have been roundly ignored.
Until recently I was a VW owner and while the car itself was a delight, the servicing was not a high point, from cost to the general attitude and the state of the service centres. Cost-of-ownership on the Ford will be substantially cheaper, with the Polo’s servicing costs running alongside that of a Mercedes A Class – five years of servicing is $3000. Competent, fast, unlovable and hugely expensive.
The RenaultSport Clio (or Clio RS) is about to be taken to the back paddock. It’s more expensive to buy in Sport form and even more in the excellent-but-uncomfortable Cup chassis. The interior isn’t as good (let’s be fair, it’s an older car) but it does look the business in that spectacular Liquid Yellow. Unlike the Polo, the first three services cost no more than $369 each, but you gotta wonder what happens after that. Apart from the $543 accessory belt change at 100,000km. Like the Polo, it’s twin-clutch only. I love it, but it’s never been my first choice. Good launch control, though.
The Peugeot 208 GTI is long gone but *might* still be available in its final edition, complete with LSD. Great seats, but the ride is shot to bits by the more focussed suspension and the engine feels like the old Fiesta’s 1.6. I love it, too, but the Fiesta will run rings around it. It is a manual, though…
Stretching the friendship is the Audi A1 45 TFSI. Way more expensive to buy, not much more to service but not nearly as focused. It’s a lovely thing, but not really an obvious rival.
A similar stretch is the Mini Cooper S hatch. Fun to drive, but not nearly as focussed or roomy. The 2.0-litre engine is very under-stressed and less powerful than the Fiesta’s triple. Also in the midst of a mid-life crisis.
Redline Recommendation
Basically, shut up and take my money.
I’ve driven hot hatches with way more power than this and are a lot more expensive and don’t get anywhere near delivering the thrills. This will embarrass machinery from Mercedes, Audi and BMW, no drama.
The best fast Ford – the best hot hatch on the market – is now so much better. In fact, I am genuinely weighing up buying one. If we weren’t in the middle of a pandemic, this thing would be flying off the shelves and will make mince-meant of the Polo.
The 2020 Audi Q7 might have an interesting sense of timing, but it’s here and it’s the biggest update for the big seven-seater since it arrived.
Audi says it’s “almost unrecognisable” which is the kind of humour we need in these troubling times. When this car first launched, it split opinion – after the big presence of the first-gen Q7, the second seemed a bit more tame.
I figured it was the first signs of the SUV cult moving back a little from being large and vulgar and it pleased me no end.
Among a few detail changes for the 2020 model year is the assertion that the interior is bigger by 11mm, so I’m guessing the interior’s design has been tweaked to liberate a bit of space, which is impressive because it was big to begin with.
How much is a 2020 Audi Q7 and what do I get?
45 TDI quattro – $101,900 + ORC 50 TDI quattro – $112,900 + ORC 50 TDI quattro S Line – $119,900
As you can see, it’s still an all-diesel V6 line-up, with the 45 TDI continuing with 170kW and the 50 with 210kW.
Prices haven’t moved too much, although the 45 now breaks the hundred grand mark whereas before it sneaked under. It was a lot of car for the money and it still is, really.
Base specification is pretty handy, with 19-inch alloys, three-zone climate control, ambient lighting, 12.3-inch Virtual Cockpit, a huge MMI screen with – trumpets please – wireless Apple CarPlay, wireless charging, 10-speakers stereo with DAB, heated front seats and fake leather trim.
The big news is that Audi has made the awesome Matrix LED headlights standard across the range. Boo and, indeed, yah. That more than covers the price rise if you take into account the cost of those bad boys.
Step up to the 50 TDI and you get a more powerful version of the V6, head up display, electric steering column adjustment among other detail trim differences such as real leather.
The 50 TDI S Line sports 21-inch alloys, S line bits and pieces like front and rear bumpers, spielers and badging as well as interior parts like a flat-bottomed steering wheel. The new grille comes in titanium black and the air intakes are now matte platinum grey.
It also scores a BOSE 3D sounds system with 19-speakers and 558 watts of power, panoramic glass sunroof and Valcona leather trim.
Safety – ANCAP 5 Stars (Sept 2017)
There’s a fair chunk of safety gear aboard all Q7s. You get airbags everywhere, ABS, stability and traction controls, stop-and-go traffic assist, lane departure warning, active lane keep assist, forward AEB up to 250km/h with pedestrian detection up to 85km/h, blind spot warning, rear pre-sense (prepares the car for being rear-ended), around-view cameras, intersection assist (tries to stop you hitting cars at T and cross-intersections), steering assistance in an emergency situation, rear cross-traffic alert, turning assist (stops you turning across oncoming traffic) and exit assist to stop you dooring cyclists.
The Q7 scored five ANCAP stars on its launch in 2017. I’m reasonably confident with that massive list that it will hold on to that score under the current rules.
Warranty and Servicing
3 years/100,000km Prepaid servicing ($2310/$3190)
Audi’s warranty is starting to look anaemic next to Mercedes new five-year effort. The coverage is fine, it’s just too short, as is BMW’s. Neither of them are admitting to budging, but then, neither did Merc until the day it changed.
You get roadside assist and most Audi dealers are pretty swanky, so are nice places to go to get your car serviced.
You can pre-pay your servicing for three years at $2310 and five years at $3190. That’s way cheaper than an equivalent Mercedes (like, way cheaper) and about the same as an X5, give or take.
Drivetrains
The Q7 45 and 50 TDIs are both 3.0-litre turbocharged V6s.
The 45 delivers 170kW and 500Nm for a 0-100km/h time of 7.3 seconds.
The 50 TDI cars both have 210kW and 600Nm, covering the none-to-ton in 6.5 seconds. So that’s two tonnes of SUV staying with a Fiesta ST.
Naturally, they’re all equipped with Audi’s Quattro all-wheel drive system and an eight-speed automatic.
Redline Recommendation
There isn’t a huge amount of difference between the 45 and 50 TDIs. Before this update, I used to push people towards what is now the 50 TDI because the 170kW was fine but there were some missing bits.
Now with a bunch of extra stuff, it will honestly come down to whether you’re picky about fake leather and wheel sizes. You can fix the wheels for a couple of grand without dropping another ten.
The Suzuki Swift Sport is one of our favourite pint-sizers. For 2020, Suzuki ups its tech game but it should remain a right giggle.
Suzuki has a wonderful history of endearing baby hatches with a sporting bent. From the original 1.3-litre Swift GTi (nowadays a bit of a cult classic, with its 74kW screamer and 840kg kerb weight) through to the last-gen atmo Swift Sport, the small Japanese brand has long punched above its weight.
Now the turbocharged Suzuki Swift Sport enters the second phase of its life with a mild facelift and spec refresh.
HOW MUCH IS A 2020 SUZUKI SWIFT SPORT AND WHAT DO I GET?
The updates major on safety tech, with blind-spot monitoring and rear cross-traffic alert fitted as standard. More practically, heated exterior mirrors will stave off the morning frost as winter approaches.
A new ‘hero’ two-tone orange/black paint finish (pictured) is available and driver information is enhanced via a digital speedometer.
The peppy 1.4-litre turbo-four remains unchanged, but that’s no bad thing: with 103kW and a capable 230Nm its daily capability impressed the pants off Peter (not literally). The 970kg kerb weight is refreshingly light and endows the Suzuki Swift Sport with strong mid-range punch and engaging handling.
Pricing’s yet to be announced, but we’d bank on a small increase over the previous $25,490 ask for the snickety six-speed manual, or $27,490 six-speed torque converter automatic option.
Which is still too much, but people buy them, so what the hell do we know?
WHEN?
We’re told the facelift Suzuki Swift Sport will be available for sale from May; hopefully Suzuki can push through any logistical delays to meet this timing. There’s a few things going on in the world at the moment…
Mighty 830hp atmo V12 guaranteed to scare EVs, small children and seismologists.
https://www.youtube.com/watch?v=W_oNAtNEgSs Literally champing at the chain.
Lamborghini’s racing department, Squadra Corse, has long been known for managing varied customer GT motorsport programs around the world.
Late last year the raging bull from Sant’Agata dropped a teaser of Squadra Corse’s first-ever bespoke build… and now we get to hear it for the first time.
Said to be developed by the squad and styled by Lamborghini Centro Stile, this new ‘super sports car’ is a track-only proposition, but as yet doesn’t have an intended race series.
It’s lucky I am mega-wealthy and able to just drag it up to Winton for a test and tune day, then.
A product of Lamborghini Squadra Corse and Centro Stile. Presence guaranteed.
Drivetrain and Chassis
In an age where everyone’s downsizing and electrifying, the upcoming hyper-Lambo will stick with a further development of the Aventador’s current, naturally-aspirated 6.5-litre V12 engine.
Lamborghini says this generates an incredible 830hp (around 620kW), unrestricted by compliance requirements.
The central monocoque is carbon fibre, with an aluminium front frame and a steel rear structure that incorporates the engine mounting. The six-speed sequential gearbox is by Xtrac and forms a further structural element to the car. It acts as a mounting point for the suspension arms, guaranteeing no slack in the system and optimal ‘kinematics’ (engineers, eh?).
A truly impressive feature of this upcoming beast is a new take on the classic mechanical limited-slip differential. This features a self-locking system, and the driver can manually adjust the diff’s pre-load from the cockpit, allowing a degree of dynamic tuning to suit the presented surface.
Centro Stile has adorned the body with a large rear spoiler, while the roof scoop and twin-scoop front section evokes memories of the nostrily Diablo GT.
This ode to traditional supercars will stick two fingers up at the newcomers later in 2020.
MSO runs retro wild with sleek Elva Ultimate Series tributes.
As we plunged into Christmas 2019, social distancing was not a thing. Oh, and McLaren dropped that they had acquired the Elva brand name and would be producing a new Ultimate Series machine to resurrect it.
The acquisition wasn’t a mere hunch, however. Back in the mid-1960s, Bruce McLaren developed a series of open-top sports cars with an eye on Can-Am racing. While the works ‘McLaren’ machines took many headlines, McLaren contracted Trojan to build customer versions. These bore the McLaren-Elva name (Trojan had recently acquired Elva at the time).
Back to the present.
McLaren Special Operations has some time on its hands. How to keep the spark going? Let’s roll out some retro-inspired themes for our retro-inspired, 21st century Elva.
‘Elva M1A Theme by MSO’ is a modern take on a classic symphony, paying tribute to Bruce himself. The livery respects the 1964 McLaren Elva M1A, which ‘repeatedly smashed the Mosport Park lap record at the Canadian Sports Car Grand Prix’. Powered by an Oldsmobile V8, he drove the car to third place behind two works Ferrari 330Ps.
2020 McLaren Elva M1A Theme by MSO is based on Bruce’s 1964 Mosport record breaker.
The stunningly curvaceous 2020 Elva body is presented in full body carbon fibre, with a Magnesium Silver racing stripe following its curves and further accented by an (appropriately enough) Accent Red pinstripe. Completing the picture is Bruce’s Number 4.
Best looking Modern Macca? You bet!
The second MSO option moves to 1967’s M6A for inspiration. Although the livery apes Bruce’s orange works McLaren – not an Elva – it still looks the business.
Inspired by Bruce’s 1967 Can-Am M6A, which first adopted the orange scheme McLaren became famous for.
The McLaren M6A won five of the six Can-Am rounds that season, Bruce winning twice and taking the title, while team-mate and countryman Denny Hulme won three times.
Anniversary Orange adorns the flanks, contrasted by a Dove Grey stripe. Bruce’s ‘4’, a McLaren Cars decal and blue Bruce McLaren signature pay an accurate tribute to the original. 10-spoke Diamond Cut alloys and satin carbon finishes add a modern touch.
Tight, like tiger.
No pricing has been confirmed, however with around 600kW and the ‘base’ Elva’s near £1.5-million price tag, it’s best for us to simply argue over which livery looks cooler.
Most famous for its legendary DB-series straight-six engines of the preceding century, Aston Martin has stepped into a world full of uncertainty with a powerful statement: its own V6 powerplant.
The legendary British brand’s first in-house design since Tadek Marek’s 1968 V8, the 3.0-litre twin-turbocharged V6 is being developed to supposedly power a new range of mid-engine sports cars. Expect it to debut in the 2022 ‘Valhalla’, a mid-size, carbon-chassis sportster that will see the V6 run in mild hybrid form. Aston Martin says plug-in hybrid is also possible.
The video apparently demonstrates the V6’s ‘inside-V’ turbocharger location, used by the likes of BMW for packaging and response reasons – the turbo’s location being closer to their respective intake and exhaust manifolds.
Further details are scarce at this stage however, the AM V6 is dry-sumped and weighs around 200kg. To be competitive among similar engines, it will need to generate an Alfa Romeo Giulia GTA-matching 400-plus kilowatts.
This new donk is being called the TM01 – a nostalgic nod to Marek’s legacy.
Need a load-lugging Lancer Evo? Four-pot Supra more your thing? SEVS can help
The Specialist and Enthusiast Vehicle Scheme (SEVS) is your ticket to dream. But what is it?
In a rare case of the government supporting the use of enthusiast vehicles, the SEVSintent is ‘to make motor vehicles available in Australia, which cater for specialist and enthusiast interests’.
As part of a move away from the Motor Vehicles Standards Act (1989) – legislation that created the legendary ‘pre-89’ import regulations – to the modern Road Vehicle Standards legislation, the infrastructure department has released ‘interim’ SEVS measures that open a treasure trove of interesting cars.
While there are some interesting ‘specialist’ vehicles (Estima Hybrid, anyone?), of more interest are some truly tasty machines that we lusted after in-period… as well as some intriguing brand-new stuff that hasn’t gone through full AU type approval. Instead, your friendly SEVS registered shop can go through the local SEVS compliance process to ensure road registration of your new wheels.
Current Toyota Supra with 190kW turbo-four
Four cylinders in a new Toyota GR Supra?
Can’t stretch to a six-pot Supra? Can’t find one at a dealer? Then importing the 190kW, turbo-four J29 could be a cheaper, quicker solution.
Judging by time spent with the identically-powered BMW Z4 sDrive30i indicates the four liberates a sweeter chassis balance at the expense of some grunt. Externally, you’d be hard-pressed to tell the difference.
Current Shelby GT500
2020 Shelby GT500 with Carbon Revolution wheels
Unleash your inner beast with the latest take on a classic nameplate… and you can even have riding on Australia’s own Carbon Revolution carbon fibre wheels.
The snake bites with 760hp thanks to a supercharged, flat-plane crank 5.2-litre V8. Despite the capacity the Shelby has a hunger for revs, peak power hitting at 7,300rpm. Brembo brakes, a Torsen diff, and a seven-speed TREMEC DCT will have you gorging on GT3s… if track days ever become a thing again.
2002-07 Honda Accord Euro R
Honda Accord Euro R – grippy grocery getter
Honda’s Type R badge has adorned many official Aussie variants over the years, but we have missed out on the best.
First- and second-gen NSX Rs leap to mind, but it’s the regular production stuff that’s more relevant to most of us.
The Aussie Accord Euros were cleanly-designed and capable, but the Euro R’s screaming 164kW 2.0-litre four adds the mongrel we missed out on. Coupled to another of Honda’s superb six-speed short-ratio ‘boxes, and every grocery run could be a BTCC race.
2002-03 Subaru Impreza STi Spec C Limited
Special Subaru Impreza WRX STi Spec C LImited… exhale
Why would you want an Impreza on steel wheels?
In the days of motorsport specials, many legendary JDM cars were delivered with these, in the knowledge they would be turfed by the purchaser’s choice of competition wheel.
Having been part of a Subaru Liberty rally car build, I can tell you that finding anything Spec C out of Japan was hotly pursued. This thing had all the kit (that mattered): the full-spec 206kW (Japan-mandated but pessimistic) engine tune, trick inverted struts, quick-ratio rack and a massive 12L water-spray tank.
Where’s the nearest gravel?
1997-2000 Honda Civic Type R ‘EK9’
EK9 Honda Civic Type R packed 134kW from only 1.6 litres
This JDM CTR is another case of the domestic market hoarding the hottest Hondas. Weighing only 1,090kg and packing 134kW from only 1.6 naturally-aspirated litres, the EK9 is rightly revered.
That power peak was delivered at a stratospheric 8,200rpm, demanding six tightly-packed manual gear ratios to keep it on the boil – shifted by a stunning titanium gear knob.
A helical front LSD and seam-welded chassis points further reinforced the EK9’s performance potential.
It’s cliché – but Championship White with the red Recaros is the hero spec for a reason.
2005-07 Mitsubishi Lancer Evolution Wagon
Tasty Mitsubishi Lancer Evolution IX Wagon
Crazy, right? They did a wagon. And you could have it as a manual or (gasp) torque converter automatic!
Packing the same drivetrain as the legendary Evo IX sedan (the final Evo iteration with the 4G63 engine and faster than the X in thanks to significantly lighter weight) the six-speed manual version hit the JDM-mandated 206kW peak power with 392Nm torque. The five-speed auto copped a smaller turbo but barely suffered with 200kW and 343Nm. Inverted-strut front and multi-link rear suspension worked with Ralliart’s advanced chassis systems to deliver special stage performance in the car park.
Enkei and Brembo contributed wheels and brakes respectively, while inside Recaro seats and a Momo steering wheel featured; the former modified for ‘easier access’, adding further truth to the fact that all families need a Lancer Evo Wagon in their lives.
Porsche’s latest 911 range-topper goes berserk – more power, more torque, brakes that could stop the Titanic running into the iceberg.
The original Porsche 911 Turbo had a couple of other names – the 930 or most famously, the Widowmaker. It generated 191kW once its 3.0-litre flat-six climbed over its miniscule 6.5:1 compression ratio and started actually boosting. Once in the zone, the 930 was acceleratively shocking.
Fast-forward nearly half a century, and meet the latest play on the legendary turbo badge: the 992-generation 911 Turbo S. And its 478kW engine…
We thought the Carrera 4S was fast. This is going to be stellar.
Look and Feel
Fundamentally, it’s just tougher looking without going GT2 bananas. Both exterior and interior get the S treatment and those delectable alloys (many optional wheel and tyre packages are available). The Cabriolet scores a little more interior goodness, too, but the best thing is, it’s not overdone. The silver shown here in Coupe looks lovely and, of course, the full-width bar with prominent Porsche lettering lets everyone now it’s the new 992.
Drivetrain
478kW @ 6750rpm 800Nm @ 2500 – 4000rpm
First, the headline figures: that 478kW power peak (at 6,750rpm) sits 51kW ahead of its predecessor. Not only that, the new-gen Turbo S also out-torques the outgoing model by 50Nm, now producing a nice, round 800Nm peak. Of course, this is offered over a plateau spanning 2,500-4,000rpm.
These mega-figures are generated from a 3,745cc, integrated dry sump iteration of the twin-turbo flat-six that is potent enough to accelerate the 911 Turbo S from standstill to 100km.h in 2.7 seconds.Top speed? A lazy 330km/h.
Compression ratio is set at 8.7:1, still relatively low in a world of modern high-comp turbocharged packages, but it is supporting 1.55 bar maximum boost pressure from the twin variable-vane turbochargers. The redline is set at 7,200rpm.
Generating this boost is a new turbocharger setup. Compressor and turbine wheels now operate in opposite phase, while the compressor wheel grows 3mm to 61mm. The turbine also grows to 55mm from 50mm previously. The dual intercoolers are now repositioned to capture more air flow and are 14 per cent larger. Of course, the electrically-controlled wastegates contribute further to efficiency and response, too.
Thanks to VarioCam Plus, variable intake and exhaust timing contributes to relatively high efficiency, the 911 Turbo S returning 11.1L/100km and 254g/km CO2 on the new WLTP cycle.
Latest-generation Porsche Traction Management works with an active all-wheel drive system that continuously varies torque split between front and rear axles via an electrically-controlled multi-plate clutch. Porsche Torque Vectoring Plus includes an electronic rear differential lock to further split drive across the rear axle as required.
What’s particularly impressive is the attention Porsche has paid to the driven front end. Featuring additional cooling capability, steel reinforcement plates and a lighter, more stable driveshaft with just one universal joint, the front axle can now take up to 500Nm of torque.
The eight-speed PDK dual-clutch gearbox uses a dual-mass flywheel to allow consistently speedy shifting.
Chassis
Lots more acronyms to enjoy here, starting with Porsche Active Suspension Management (PASM). This electronic overlord monitors a relatively traditional steel suspension setup, albeit with variable damping at each corner. These are particularly trick, using a control valve that continually adjusts via magnetic force to respond to the road with precision – hundreds of times per second.
Staggered wheel and tyre sizes have been adopted, the front axle hosting 20-inch forged alloys with 255/35 rubber, the rear sitting on 21-inch forgies and 315/30 tyres. The road wheels feature a race-style centre lock attachment. Monitoring the tyre’s vitals is a tyre pressure monitoring system that incorporates tyre temperature indicators for the first time.
An optional Sport chassis further lowers the 911 Turbo S by 10mm. Shorter springs with higher rates are employed and the standard ‘active roll compensation system’ is retuned to suit.
All this technical engineering dedicated to going and steering would be worth little if this thing couldn’t stop. But it will… with the first-ever 10-piston front caliper to be fitted to a Porsche. This clamps a 420mm carbon-ceramic front disc, while at the rear are four-pot calipers and 390mm rotors.
Dimensions
This is the widest 911 ever, whether in Coupe or Cabriolet form.
Body width sits at 1,900mm (up 50mm), while the front wing width increases to 1,840mm from 1,795mm. More importantly for dynamics, track width have grown 10mm to 1,600mm (rear) and an impressive 42mm (1,583mm) at the front end. A 28mm length increase has also been implemented.
Unladen weight (DIN) has grown, too, by some 40kg at that, to 1640kg (Coupe). Porsche explains this is due in part to the new eight-speed PDK gearbox, the petrol particulate filter, cooled front axle and the larger wheel/tyre combinations.
A second-generation active aerodynamic system adorns the 911 Turbo S, enabling a new Wet Mode system that adjusts the rear wing to generate higher downforce over the axle. An air brake function is also featured, which increases front and rear wing angles to maximise drag and assist in emergency braking situations. All up, the 911 Turbo S is capable of generating 170kg downforce.
How much is the Porsche 911 Turbo S and when can I have it?
Porsche has added $12,000 to the retail price of both 911 Turbo S Coupe and Cabriolet models. The Coupe now starts at $473,900 with the Cabriolet at $494,900. Ordering is now available through dealerships, with first deliveries expected in the second-half of 2020.
Standard specification
While always at the engineering forefront, it wasn’t that long ago that Porsche interiors lagged by a couple of generations. With the 911 Turbo S, this appears a thing of the past.
A full leather interior is standard-fit, with seat heating for Australian cars, with carbon interior trims and light silver accents abounding – and said to be inspired by the original 930’s highlights.
Matrix LED headlights, Comfort Access, Sport Chrono, 18-way electric sports seats, 10.9-inch centre screen with sat-nav, Lane Change Assist, a BOSE 12-speaker sound system, digital radio and Apple CarPlay are also standard. Porsche’s Track Precision app is taken to the next level with over 300 race tracks stored and automatic lap timing possible.
Camera-assisted cruise control is standard, along with braking assistant. It’s odd, though, that a range-topper of this magnitude requires one to tick an option box for adaptive cruise control to gain full AEB functionality. But hey, when you’re dropping half a mill on a car, box ticking is hardly going to require a call to the accountant.
Some funky options
The range-topping 911’s option list reveals a new lightweight window glass that not only saves 4kg, but improves sound insulation and decreases glare, too. This will be progressively rolled into new 911 models in time.
Other tasty tick boxes would be for the flap-controlled sports exhaust, and a full ‘lightweight package’ for the Coupe that is expected for Australia. This shaves 30kg (most of the deficit to the predecessor) via the fancy glass, as well as lighter seats, reduced sound insulation and the removal of the second seat row. Tick.
Redline Recommendation
Peter’s review suggests the Carrera 4S is already a complete weapon, so with extra power, torque and an even tauter chassis, the latest Turbo S will likely become an instant classic.
285kW engine tune and revised dynamics for supply-strung Toyota flagship and it’s definitely coming here…later rather than sooner.
After the slow-burn stoking of Toyota GR Supra information before its release, the relatively speedy news of MY21 updates has gone straight for the firelighters. Most cars in Australia are barely off their first set of rear tyres and here we already have a fairly reasonable update to the two-door sportster.
Chassis and drivetrain
Inevitably a rise to 285kW for the BMW-built 3.0-litre, single turbo straight-six arrives, matching its BMW Z4 M40i sibling’s power peak, while torque remains unchanged at 500Nm.
According to Toyota, the engine features a new dual-branch exhaust manifold that utilises six exit ports rather than two, improving heat management but also breathing capability. The compression ratio has dropped from 11.0:1 to 10.2:1, an indicator that boost pressure has risen.
On the chassis side, Toyota has added aluminium support braces under the bonnet, tying the strut tops to mounts on the radiator support panel, increasing rigidity. Hopefully, that helps stop the squeaking we experienced when we drove it (yes, the review is coming, it’s Peter’s fault). New bump stops are applied to the front and rear suspension to suit the revised damper tuning.
Matching these mods are revised programs for the electric power steering, Active Differential, Adaptive Variable Suspension and Vehicle Stability Control Systems. Toyota says its intent is to make Supra ‘more stable through quick transitions, such as compound turns’.
When?
The MY21 Toyota GR Supra has already been launched in the United States. From an Australian perspective, Toyota says the updated Supra is planned for a late-2020 arrival…pending our favourite virus, naturally.
In a refreshing display of honesty, Toyota Australia says that, while pricing and local specifications are still to be finalised, ‘there will likely be a (price) increase linked to the updates.’ Availability is ‘also expected to be more limited than for the current car’.
Redline recommendation
These updates sound like they’ll be worth the wait, especially as word out of the US launch was that the engine modifications can’t be retrofitted to existing cars. Then again, there are myriad aftermarket tuners that can liberate more than 285kW out of this engine…
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