This is going to be something special, and it ought to be for £2m a pop. Designer of the still-amazing McLaren F1, Gordon Murray, has released the initial sketch for the T.50. Hopefully that’s a working title, because it’s not a good one. Every car Murray has been involved in has had T in the name, and the T.50 is the 50th. So, yeah.
The specs sound awfully familiar – 650 horsepower V12, mounted behind a three-seat cabin with a central driving position. Target weight of 980kg, manual transmission, no turbos, nothing superfluous.
Basically, it’s the F1 II, but this time Gordon is totally in charge rather than having to worry about what Ron Dennis or Peter Stevens wants.
Drivetrain
The V12 is from Cosworth, displacing 3.9-litres and hooked up to a six-speed manual. No electric assistance, not a single battery in sight apart from the one that fires the starter motor and runs the lights.
GMA says the V12 will rev to a stratospheric 12,100rpm while developing that 474kW (650bhp, 659PS) and 450Nm. That’s going to be an amazing racket and I for one am here for that alone. A ram air induction snorkel on the roof is claimed to add another 38kW (50bhp), obviously when you’re on the move.
The company also commissioned Xtrac to supply a six-speed, H-pattern gearbox – Murray says he wants this to be an analogue sports car. No flywheel, lightweight clutch, should be a hoot.
Gordon Murray, presumably while giving the quote below
“I have absolutely no interest in chasing records for top speed or acceleration. Our focus is instead on delivering the purest, most rewarding driving experience of any supercar ever built – but, rest assured, it will be quick.”Gordon Murray
Chassis
Obviously, we don’t know much, but the press release was very keen to point out the presence of a 400mm ground effect fan. Basically, the fan will suck the car on to the ground. Murray first pulled this stunt in Formula 1 when he worked for Brabham and it was promptly banned, so it must be a) good b) better than whatever Ferrari can dream up.
Just so you know, XP3 is Murray’s personal car
The chassis is, of course, made from carbon fibre, something Murray has also been working with for decades. Given its clearly an evolution of the F1, it’s going to be wild. We don’t know much else about it, so that’s all I can really say.
The brakes are carbon ceramics, with low boost assist but they do have ABS.
How much and when?
I’ll take a punt and say that all 100 will go in the snap of a finger to well-heeled folks with McLaren F1 fetishes. They’re at least £2m each, but that seems like chump change after the furiously vulgar Bugatti Merde Noir or whatever it was called (La Voiture Merde…no, La Voiture Noir)(Bugatti are never going to ask me to drive their cars, so I’m pretty safe there).
As long as he sells them, they’ll start deliveries in 2020.
Another day, another new BMW, this time it’s the M8, which we reported on a few months ago. I know the site is starting to feel a bit like a BMW fan channel, but hey, I don’t schedule the product releases…
The M8 is BMW’s performance flagship and the numbers are truly astonishing. We already know the M850i is a dead-set rocket, so the M8 should be an absolute missile.
Look and Feel
While we’ve seen the M8 GTE out and about on racetracks of the past 18 months or so, this is our first proper look at the production beastie. Like the M850i, it’s luxury-focussed but with appropriately grabby seats and a nice new shifter.
The cabin is packed full of stuff and I’m assuming there are plenty of options to add to what is likely to be an already expensive car (the M850i has not been praised for its sharp pricing). It won’t be cheap, but it’s loaded with plenty of goodies, some carbon fibre trim and a lot of electronic gadgets.
Drivetrain
As you might well imagine, BMW’s epic 4.4-litre twin-turbo V8 provides the thrust, with ZF’s eight-speed automatic sending the power to all four wheels. The transmission features three modes, which BMW says are for “particularly efficient, sporty or ultra-dynamic driving.” So, soft, hard and my goodness, that’s a firm shift.
The M8’s version produces 441kW (600PS) while the Competition adds a bit more for 460kW (625PS). Both have an impressive 750Nm on tap to sling the big coupe down the road.
BMW says the M8 Coupe and Convertible will crack 100km/h (62mph) in 3.3 seconds, while the M8 Competition will knock a tenth of second off that. That’s basically McLaren 570S territory.
The M8 features extra cooling in the form of two high-temperature water circuits in addition to the central radiator, as well as additional oil coolers and a transmission oil cooler. There is also an extra oil chamber in the sump to ensure a continuous supply of oil when you’re out on track.
Chassis
I just had to include this nonsense from the press release: “The new BMW M8 models provide a fresh take on the characteristic M feeling that translates into unbeatable directional stability even in extremely dynamic situations, a linear build-up of transverse loads however strong the lateral acceleration, and neutral steering behaviour even at the limit.”
Well, it’s not nonsense, I guess, but it’s a really weird way to say, “It’s got a ton of grip in the corners.”
Obviously the all-wheel drive system is beefed-up for the extra power and torque over the M Performance models and the electronic diff makes way for the full-fat Active M differential.
The body is stiffer, courtesy of strut tower bracing up front and an X-shaped brace at the rear bulkhead.
And it all rolls on 20-inch alloys with 275/35s at the front and 285/35s at the back. BMW didn’t name the tyre in the presser, but I’m going with P-Zeros as a guess.
One new trick on the M8 is the configurable brake pedal feel. Basically, the brake activation, brake booster and braking control functions have all been mashed together in one module and the pressure is modulated by an electronically-controlled actuator. So in normal driving you can have a more progressive pedal, when you’re on it, you can choose a more “instantaneous” pedal feel. Should be a laugh.
You can also get carbon ceramics as an option.
How much and when?
I’d say a lot. In Australia, the M850i is $272,000, which is a stack of cash. BMW are holding a big show at BMW Welt called hashtag NextGen later this month, where the car will make its debut and we’ll get more information.
When I were a lad, many moons ago, an Alfa GTV 105 Series caught my eye. I didn’t know a lot about cars because we weren’t a “car” family. I didn’t know what it was, but saw the Alfa Romeo badge, committing it to memory.
Rapid progress came in my early teens as I bought local and international car magazines by the box load. A friend bought a 1.8-litre Alfetta and I loved it. He didn’t, crashing it incessantly and, eventually, terminally. I was incensed. Something had to be done. But there was nothing I could do except dream of owning one myself.
In parallel, my friend’s mum was a bit of a car nut. She and I spent a Saturday poring over brochures and we both short-listed the Alfa Romeo 164 Q. The two other cars – Mazda MX-6 and…I dunno…can’t remember, didn’t stand a chance.
I drove that 164 Q a couple of times and adored it. That V6, the clever suspension, it completely changed my idea about front-wheel drive cars.
A few years later I bought an Alfa Romeo Alfetta GTV and adored that, too. Rear-wheel drive, de Dion suspension, twin carbies, poo brown (sorry, occhio de tigre) paint, lovely five-spoke Momo wheels and a bundle of problems.
Problems that included an engine that exploded on a freeway at 140km/h.
It made me an Alfisti. So the following two decades meant slim pickings. Sure, there was the 8C, but it looked and sounded better than it handled. The 4C wasn’t very practical. Then the beast stirred. The late Sergio Marchionne finally settled on a strategy for Alfa after almost a decade or pushing or pulling (literally – the 159 replacement went from front to rear to front to rear-wheel drive) and some Ferrari folks headed to Turin.
The result was the Giulia. And, more importantly, the Giulia Q.
Words: Peter Anderson Images: Will Grilo
Look and Feel
The Giulia is a striking car. It looks a bit meek in lower forms but the pumped-up Q smacks you in the face with sporting intent.
The aggressive front end is enhanced with a deeper bumper and splitter. The rear’s diffuser/valance/quad exhaust combo looks pretty mean, too. In profile it looks slammed down over the big 19-inch alloys, the yellow calipers peeking out from behind.
Purpose. Speed. Muscle. I love it, but many don’t. That’s cool. We’re all friends here, no need to get bitter.
Inside is…well, a bit disappointing. There’s nothing wrong with it – it looks good, mostly feels good and with the funky, carbon-backed Sparco seats, you’re in for a treat every time you open the door. While there are big splashes of colour, the carbon fibre bits eat light and create a sometimes-oppressive feel.
The area around the shifter also feels oddly sparse. I can’t quite explain why. Some of the plastics, particularly the bits you touch, could be a bit more upmarket.
All is forgiven when you grip the Alcantara-trimmed steering wheel, though. It feels and looks wonderful and those big alloy paddles feel fantastic. And that big red button. You know I like those.
The hooded instruments are a bit twee, but I’ll allow it. Alfa is nothing without its history and this is a lovely nod to it.
The quality isn’t up to Audi or BMW standards – the seat height button, for instance, popped out of its hole and I had to poke it back in. Does it matter? Not really, because you can fix it. More worrying is the scratchy plastic on the media system’s controller. That won’t age well.
Driveline
“Aaaaand race.”
Like the 164 Q, the V6 is the sonorous core of the Giulia. This is a properly special engine though. It’s three-quarters of the galactic F154 V8 found in the Portofino. Two turbos, 2.9-litres and a 90-degree V, it’s designed (and, I would imagine, made) by Ferrari Powertrain, just like the petrol V6s in Maseratis.
Forged aluminium pistons, twin IHI turbos, direct injection and various other cleverness sounds awfully familiar and promises much drivability.
When wound up, you get 376kW (511PS) and a very handy 600Nm. 0-100km/h arrives in 3.9 seconds, quicker than the now-dead rear-drive BMW M3 and not far off the AMG C63S.
All that power shoots to the rear wheels via a ZF eight-speed automatic, a lightweight carbon fibre propshaft and an electronic, limited-slip differential.
The four engine modes available via one of three dials on the console are A, N, D and Race in ascending order. Obviously Alfa calls it DNA but I’m a fan of saying, “Aaaannd race.” Because I’m a giant child.
The suspension button in the middle allows you to soften things off in D and Race if you just want some exhaust histrionics. Reminds me a lot of Ferrari’s bumpy road button.
A is for Advanced Efficiency, which means you get cylinder deactivation and please don’t leave, keep reading. N is for Natural, the equivalent of Comfort on everything else and D is for Dynamic. Race should be self-explanatory, but it moves the suspension from really quite hard to even harder, loosens the rear end and ratchets up the noise. I can’t imagine you nor I spend much time out of either Dynamic or Race.
Chassis and Aero
A very pretty set of classic Alfa wheels, 19-inches in diameter, carry the Giulia along. Wrapped in Pirelli P-Zeros made especially for the Giulia, they’re dark and look tremendous on this red car.
The bonnet and roof are made of carbon fibre and you can see the weave from behind the wheel – I adore that. Some of the panels are aluminium and it’s all, obviously, in the name of keeping weight down.
The drilled brakes look magnificent too, with the bright yellow Brembo callipers gripping 360mm front discs and 320mm at the rear. The front callipers grab with four pistons, with the rears making do with one.
Suspension, obviously tied to the AND RACE dial, is by double wishbones up front and a multi-link rear end with “vertical rod link.” Answers on a postcard. The dampers are electronically controlled, of course, as though it would be any other way.
The front splitter is an active unit, two little robot arms push to a more aggressive angle as you up the ante. Nifty.
Driving
The Giulia is spectacular from the second you settle in. The Sparco seats are brilliant. The steering wheel is visual and kinaesthetic perfection and it has a big red button. You know how I like big red buttons.
One of things about this sort of car is that they can be hard and cranky when you’re going about your daily business. These cars are too expensive to be like that. They should be good at most things that cars. No, they don’t have to ride like a Toyota Camry or a Honda Accord, but nor should they ride like an Aventador S. The Giulia Q has an uncommonly good ride.
Some people have complained that this means it lacks body control, but this is a road car. There’s far more body control here than on most cars and a little bit of roll never hurt anybody. It’s fine on the MX-5 and, if you’re not Kimi Raikkonen, makes the car more accessible.
And that’s what’s great about the Giulia. While it has a towering 500-plus horsepower, you can drive it like a shopping trolley and everything is fine. The steering is light and direct, everything works really well when you’re just driving it as a car.
When you want it to be a weapon, though, hoo-boy. This thing is wild.
Flicking the dial around to Race, everything fires up, fight-or-flight style. You get both in the Giulia Q. The steering is still Ferrar-light but with all the feel you could ever need, sending your palms a constant stream of verifiable information about the road surface and tyre adhesion.
The 2.9-litre V6 is an absolute delight, barking and bellowing in basso profondo.
I love the way the front end punches the apex the way an MMA fighter goes after a woozy opponent. It feels so tied down, so there for you. Drive it cleanly and it will let you go colossally quickly.
One quirk did pop up, and before you start rubbing your hands, it’s not one that’s going to trouble too many every day Giulia Q owners. The mostly devilishly clever limited-slip differential is, er, limited by the fact it’s electronic. I described the problem – the rear end behaves inconsistently when you punch out of a corner with too much throttle.
I had expected smooth, controllable oversteer but every now and again it would just try and get the car straight again. Let’s be honest, on the road, it should be doing that, but I can’t imagine that’s something you want too often on a track. And given I’m not much of a lairy driver, it didn’t really bother me. It was just something I noticed.
Redline Recommendation
The first time I drove the Giulia Q, I thought it had the M3’s measure. I kind of still do, if only because it’s so euphorically Italian without the downsides and expectations of Alfas past. The M3 is one of those BMW M cars lacking a sense of humour whereas with the Giulia, the laughs come thick and fast like the early seasons of 30 Rock.
The Giulia’s only “problem” is an interior that could be better and maybe, just maybe, the (Australian) pricing is a bit ambitious. But boy do I love this car. It’s a ripper of a thing.
Maranello’s latest nutcase, the Ferrari SF90, has finally gone public. Well, officially, anyway – the invitation to the launch event leaked last week, into the hands of German site Auto Motor und Sport.
Named for the 90th anniversary of the foundation of Scuderia Ferrari, it’s not a bad way to celebrate.
The new machine boasts massive power from two sources – the 4.0-litre twin turbo V8 from the 488/F8 Tributo and three electric motors – two in the front wheels and one in the transaxle out back. Together, that’s a power output of 735kW (1000PS) and a stratospheric torque figure.
It’s absolutely not a LaFerrari replacement, though, so don’t get too excited. Partly because it will probably wipe the floor with the hyper-exclusive hypercar and mostly because owners of those cars are quite attached to its resale value.
Drivetrain
For the first time, Ferrari is offering a plug-in hybrid in series production, an electric-only mode, all-wheel drive in a mid-engined supercar and three electric motors to go with the trademark V8.
Ferrari says it has completely redesigned the 4.0-litre twin-turbo V8 for it’s installation in the SF90. Revving to 8000rpm, it produces 574kW (780PS) at 7500rpm. Peak torque of 800Nm arrives at 6000rpm.
The electric system adds a further 162kW (220PS), supplied by a 7.9kW/h battery. Ferrari says you can toddle around under electric power for up to 25km which is most un-Ferrari. I can’t wait to try it and see if anyone notices…
Also un-Ferrari is the extra weight of the electric gubbins, known as the MGYK is about 270kg. The overall weight is still 1570kg, which is good going.
There’s more – when you’re in electric mode, the SF90 is front-wheel drive *gasp*. No, it’s not a big deal, I’m being silly. Reverse gear is also electric-only, meaning the V8 isn’t burning the planet while you negotiate a parallel park. Knocking reverse gear out of the gearbox saves 3kg.
The third motor is jammed in between the engine and gearbox, adding a bit more oomph to the rear wheels. Ferrari says the electric motors help improve the response of the V8, helping close the gap back to the naturally-aspirated V8’s throttle response.
Speaking of the gearbox, Ferrari has upped the gear count to eight. The new gearbox is an eight-speed oil bathed twin-clutch transmission. The overall size of the gearbox is 20 percent smaller, which is quite an achievement. Ferrari says fuel consumption on the freeway is down by eight percent (WLTP) and one percent on track. The new gearbox is 7kg lighter, 10kg when you count losing reverse.
Apparently it can transmit up to 1200Nm. That’s one strong gearbox and is 30 percent faster than the 7-speed. Although that 30 percent faster is to do with “clutch fill”.
All of that helps explain the 0-100km/h (0-62mph) time of 2.5 seconds and 0-200 (124mph) of 6.7 seconds. Top speed is a wild 340km/h.
Chassis and Aero
Naturally, all that oomph needs something that can cope with it. The SF90 has liberal applications of aluminium and carbon fibre, also helping keep weight down.
There is still a lot of 458/488/F8 underneath it, but there’s a new carbon fibre bulkhead and a new lightweight aluminium for some of the panels.
The headline downforce figure of 390kg at 250km/h is something of an eye-opener.
An active wing at the rear with the snappy title of “shut-off Gurney” manages drag and downforce at the rear in tandem with a two-piece fixed wing. At speed the, uh SOG, uncovers the fixed wing which generates the high downforce needed for cornering, all based on braking, cornering and driver inputs.
Up front are a series of vortex generators. Ferrari’s engineers lifted the front end by 15mm to accommodate more of these and to optimise the flows. The upper section of the front bumper compresses air flowing over the car and feeds two forward diffusers to generate front downforce.
Even the wheel arches are blown, the force of the air exiting creates a sort of ground effect. Nifty.
The SF90 also features brake by wire, which talks to the hybrid system to balance braking power between energy recovery, engine braking and normal braking. The usual F1 Active Diff is present at the back and the front wheels feature electronic torque vectoring across the two electric motors.
How much and when?
Yeah, it’s going to be a lot, but unlike LaFerrari, this car is a “permanent” feature of the range. Ferrari says it sits above the F8 and below LaFerrari (ok, sure), but in reality it sits between the LF and 812, at least cost-wise.
Some estimates are putting it around €700,000, so that’s not messing about. But we won’t know until Ferrari tells us, so let’s wait and see.
It’s the wildest berlinetta Ferrari has ever produced and it’s going to put a rocket up McLaren. Good. It’ll be fun watching them try and out-do each other.
BMW’s big SAVs (their acronym, not mine) aren’t slow, particularly the ones we get in Australia – we don’t mess about with the slow ones. I drove an M50d for carsguide at the X5’s launch and I thought, “Yeah, this will do.”
Well, clearly, it hasn’t done for some people. So BMW has dropped the twin-turbo V8 from the M850i M Performance flagship into the X5. And, as it turns out, the X7.
Both are obviously fully-loaded, so pretty much the only thing these cars are missing is a time-travel function. When we get our hands on the pricing and specifications, we’ll run up a story.
Drivetrain
4.4-litre V8 (pictured in the M850i)
If you’re not already across this glorious N63, it delivers a deeply handy 390kW (530PS) and 750Nm. I don’t care how big and heavy either of these cars are, you are not any danger of not boogeying in these 4.4-litre twin-turbo V8-powered bricks.
Like other M Performance SAVs (say, the X3 M40i), you get the eight-speed auto hooked up to BMW’s performance-focussed version of its all-wheel drive system. Which also means you get launch control.
Both cars also get the usual electronic limited slip differential at the rear.
Chassis
As you might expect, both cars get the M Performance treatment, with modded double wishbone front suspension and multi-link rears. Specific damper settings deliver a bit more bite and stability. In the X5, the suspension automatically drops 20mm when you reach 138km/h (85mph), or you can hit the button to get the same effect.
Both cars roll on 21-inch light alloys and you can up-spec to 22s with mixed tyres front to rear.
And the blue brake callipers remind you of the M Performance brake package also fitted to help rein things in.
When and How Much?
Later in 2019 for Australian customers and that will vary by region, of course.
How much? No idea yet, but pricing will shortly be available – BMW are pretty good at softening us up, but from past experience, M Performance SAVs are well-priced.
BMW’s ad people are smart-arses. I mean that in a good way. With the retirement of industry giant Mercedes’ CEO and man-with-epic-moustache Dieter Zetsche, BMW took the opportunity to say goodbye.
There’s a peculiarly German thing where companies can find it in their cold, dark hearts to be gracious to one another. When Mercedes left the DTM, BMW and Audi seemed almost sad to see them go. When Audi left the WEC, Porsche seemed to be hanging on to their legs like a crying child. Although they went with them, so…
Anyway. Mercedes’ CEO Dieter Zetsche is taking his tache into a very comfortable retirement, complete with a €1m+ per year pension on top of goodness knows how much in stock options and various investments over the years. He won’t go hungry.
BMW certainly thinks so, because it has made this very amusing ad riffing on DZ’s departure. Stay to th end, it’s well worth it.
Well, now. One of the most-asked questions of pretty much any Australian car journalist is, “Are you a drug dealer or something?” The second question is (after you’ve explained how you get your hands on all the good hardware), “How much for the new Toyota Supra?”
Well. Now we know.
Toyota is going to offer two models at launch, a GT and a GTS.
The GT will start at $84,900 before ORCs.That’s a lot of money, except when you compare it to its twin-under-the-skin BMW Z4. The M40i, powered by the same B58 turbo straight six kicks off at $124,000.
The GT comes stocked with keyless entry and start, electric and heated driver’s seat and some bits and bobs to keep you happy. There’s a presumably Toyota-ified version of BMW’s excellent iDrive, too.
Step up to the $94,900 GTS and you get red brake calipers, bigger brakes and a choice of leather or Alcantara seats. Tasty.
You also get a stack of safety gear, which is always nice to know.
Drivetrain
BMW’s silky-smooth 250kW/450Nm twin-scroll turbo straight-six drives the rear wheels in hopefully as unruly a fashion as the Z4 M40i.
Obviously, you get the same eight-speed ZF automatic which is never not good, so that’s brilliant.
0-100km/h arrives in an impressive 4.3 seconds and top-whack is a limited 250km/h.
As with the Z4, the Supra will likely arrive later in the year with a manual transmission, although one wonders if Toyota will offer it as a no-cost option or as part of the launch of the four-cylinder variants that have not yet been confirmed for Australia.
The spanking new* McLaren GT has made its digital debut. After a medium-length tease campaign, Woking has whipped off the covers of yet another of the Track25 business plan.
The supercar maker dipped its toe in the comfy GT water with the really rather good 570GT. The company dialled back on the harder edges of the 570S and even gave it a wacky side-hinged hatchback. It seemed to go well so a more focussed…if that makes any sense…GT car went into development.
Then it chucked itself into volcano with the very limited and hugely expensive Speedtail.
What is it?
The Grand Tourer is far more sensibly-priced and will, McLaren hopes, a new type of buyer to the brand. Meant to be “more engaging” than a traditional GT while still going really fast around corners.
As ever, the car is based on McLaren’s two-seat Monocell architecture, in this case Monocell II-T (T for Touring). The -T bit incorporates a structure on which the new tailgate can fit – that’s why the 570’s was side-hinged. Under this tailgate you can fit skis or…ugh…golf clubs.
Look and Feel
The GT introduces a new design direction for McLaren. The new headlights are slimmer, like the Speedtail’s, and the new rear lights are really cool. I sincerely doubt the photos are doing the car justice so I’ll reserve judgement until I’ve seen more shots in real light.
There is a bit more obvious aero on the new car, but the doors are conspicuously less shapely the 570 and 720.
Inside is pretty standard McLaren, though.
The 7.0-inch touchscreen still goes the wrong way, so no Apple CarPlay or Android Auto. The company’s obsession with fitting a massive sunroof makes me want to put a hat and sunscreen on just looking at it. The chairs are a dead giveaway – much less aggressive, more cuddly seats for those cross-continent blasts that wealthy people actually do in jets.
McLaren says you can upgrade the leather inside and really, MSO will do whatever you want.
Total storage is 570 litres, which includes the front boot and that enclosed rear deck.
McLaren says the engineering team has re-jigged the chassis to stop “structure-borne” noise from getting into the cabin. The car also rides a little higher for urban usability and to cope with the most “aggressive traffic-calming measures.” If it tackles my front driveway without scraping, you’ll know it’s done right.
Drivetrain
McLaren’s 4.0-litre twin-turbo V8 produces 457kW (620PS) and 630Nm. Which is, of course, a lot, although to be fair, that’s what BMW’s S64 manages in the M5 Competition (plus a bit more). The McLaren is way, way lighter, though.
The engine mounts are half as stiff as in the other cars, meaning less noise.
With a kerb weight of 1530kg and the usual seven-speed twin-clutch transmission, the GT will 0-100km/h (0-62mph) in 3.2 seconds, 0-200km/h (0-124mph) in 9 seconds and reach 324km/h (203mph).
Woosh.
Chassis
The Monocell II-T rolls on 20-inch front wheels and 21-inch rears, with 225/35 and 295/30 respectively, P-Zeros of course.
As always, double-wishbones all-round and McLaren’s ProActive damping control with three modes keep everything off the ground.
Like the 570GT, the brakes are steel as standard, with carbon ceramics optional. On the road, you’ll probably not notice the steels. They’re big and they work on the 570.
McLarens ride amazingly already, but the company says they’ve paid more attention to providing a compliant ride. Lucky it’s so fast because it would lull you to sleep if the ride were any better than a 570GT.
How much and when?
We’ve only got UK pricing, which is £163,000. You can put your deposit down now (they’ve probably already sold a few) and you can have the car sometime after Goodwood.
Want something fast and small? The 2020 Mini John Cooper Works GP might just be for you.
Some things are just meant to be. The new BMW X2 M35i rolls on the same UKL2 platform as the Mini and has the B48 turbo four. No doubt Mini’s engineers and product planners took one look at that engine and said, “We’re having that.”
The press release is scant on details, the JCW GP will likely also roll with the X2’s all-wheel drive system. With 225kW (306PS) and 450Nm, the front wheels are going to be in a fair bit of trouble from the get-go.
The old JCW GP made do with 160kW (218PS), front-wheel drive and a 1.6.
The production car is based on the 2017 Mini JCW Concept which showcased various lightweight materials. And some pretty whacky aerodynamics, let’s be honest. Expect a toned-down version of the lower aero, but that wing will no doubt survive.
The previous JCW GPs were pretty gosh-darn amazing (I drove one in 2013). To heave weight, that car was missing the rear seats and, in its place, was a whopping brace. Given Mini’s constant push upwards, it will probably be carbon fibre in this one.
At the time of writing, the 2020 Mini John Cooper Works was supposedly about to start final “whole of vehicle” testing.
When and how much?
As ever, it’s a limited edition, with just 3000 available worldwide. Australia will probably get their hands on about 50 or 60 of them (the last one saw just 55), so either way, it will be a collectible machine, just like the last lot.
The BMW Z4 is a car that polarises opinion. The second-generation hardtop was not a particularly accomplished motor vehicle and had none of the character of the oddball Z3 that went before both Z4s.
BMW killed the E89 almost three years ago and nobody really mourned its passing. It was heavy and dynamically compromised by the high-set weight of the roof and its mechanism. It was a 90s car in a 2009 body, perhaps crushed by the weight of the Global Financial Crisis. And the roof, obviously.
After a bit of think and some time in a dark room, BMW came up with the G29. Rolling on a platform shared with both the 5 Series and the new Toyota Supra, the new Z4 is sleek, sophisticated, laden with tech and it’s here.
I’ve driven the Z4 30i with M Sport Plus and the M40i and I’ll be driving the 20i first chance I get.
Words: Peter Anderson Images: Supplied
Peter travelled to Nagambie in central Victoria as a guest of BMW Australia.
Z Series History
E89 Z4507 Roadster
BMW has been buildimg roadsters for nearly a century. Z, however, is relatively recent, with the Z1 arriving in 1989. Z stands for Zukunft, the German word for future which has always been an excuse to get weird. The Z1 was a weird car, with plastic body panels, vertically sliding doors and the running gear of an E30 325i.
It was designed by Harm Lagaay, who went back to Porsche to design the 1992 Boxster concept that became the 986 road car. Only 8000 Z1s were made.
Next came the mass-produced Z3, made famous by Pierce Brosnan’s Bond in Goldeneye and based (again) on the E30 3 Series. The Z3 ran from 1995 to 2003 and was built in BMW’s Spartanburg plant in South Carolina. It, too, spawned a couple of weird cars, most notably the breadvan M Coupe. You hardly ever see them anymore, which is kind of sad. Breathtakingly ugly but also wickedly fast for their time.
Another Z car dropped in 2000, the gorgeous and limited Z8 (BMW Australia has one!). 5703 rolled off the line in Germany and half of them ended up in the US. It was left-hand drive only (dammit) and ran the E39 M5’s V8 and gearbox.
The Z8 started life as an homage to the 507 roadster and was designed by Henrik Fisker, who now runs an electric car company (to a fashion) and designed Aston Martins for a while.
BMW Z4 History
Then the first Z4 arrived. The E85/E86 series came during the halcyon days when BMW’s design was under the guiding hand of Chris “flame surfacing” Bangle. He’d started with the slabtastic 7 Series (well, he came to prominence at Fiat with the amazing Coupe Fiat) and continued to convince the BMW board to produce individualistic cars.
The Z4 split opinion, but that was kind of the point.
Dynamically, it was a lively thing. The trailing arms of the Z3 were replaced with a multi-link rear-end that didn’t mind stepping out, on or off the throttle. The Z4 also spawned a coupe in 2005 which was far stiffer than the roadster and the choice for enthusiasts. Not as individual as its predecessor, though…
The E89 replaced the 85/86 in 2009. The design was BMW’s first attributed to two women – Juliane Blasi on the sheetmetal and Nadya Arnaout in the cabin. The 89 brought with it a folding hardtop as had been the fashion and production started in Regensburg alongside the 3 Series Cabriolet. The looks were more conventional, shall we say.
It wasn’t a bad thing, but nor was it much of a smash-hit. More boulevarde than racetrack, the enthusiasts weren’t keen and there wasn’t a Z4 M or M Coupe to encourage them. It seemed weird to have two lifestyle convertibles in roughly the same segment (the other was the 3-Series cabriolet), but hey, car makers build what their customers want (most of the time).
The E89 died quietly in 2016. To give you an idea of how popular it was here in Australia not once was the Z4 on BMW’s press fleet when I asked for one.
BMW Z4 2019 (G29)
And so to the G29 Z4. It’s been a while coming and I was a bit surprised BMW committed to another one. It made more sense when it turned out that it would roll on the CLAR platform and, critically, Toyota would base their new sports car (which turned out to be the Supra) on the same running gear.
Game-changer. It worked on the 86/BRZ so why not a new Z4? Sports cars are increasingly difficult to make profitable, so it made perfect sense. I asked BMW Australia CEO Vikram Pawah if the G29 would have happened without the Supra and he firmly told me that BMW builds what customers ask for.
Just quietly, I think the Toyota link-up probably helped. Going out on a limb, there, right?
Look and Feel
Stacked headlightsIntegrated bootlid spoilerIntegrated roll barsMesh grille, big air intakesAir breather and lovely wheels
The new Z4 draws much from the past. Australian designer Calvin Luk penned the exterior and says the Z8 inspired much of the Z4, which in turn took plenty from the 507.
The distinctive, wide and low kidney grille filled with a mesh effect rather than the usual slats, the vertically-stacked headlights (a BMW first) and an integrated spoiler are still unmistakably BMW. It’s more of a reboot than an evolution, though. A particular favourite element of mine is the functional air breather on the front guards that draws turbulent air from the front wheel arches.
The cabin is terrific. I actually read something somewhere where an overseas reviewer complained that the cabin didn’t feel like a stripped out roadster. 1. Wut? 2. For this money, I want all the things. Buy an MX-5 or a Lotus Elise if you want bare-bones top-down action.
The same week I drove the Z4 I also drove the G20 3 Series. There are a lot of the same components which is, frankly, awesome. The new Live Cockpit is brilliant and looks terrific, the redesigned iDrive screen running BMW Operating System 7.0 is great. It just feels good.
The seats look like the same as those on the X2 M35i but are wrapped in more weather-friendly Vernasca leather rather than Alcantara.
Drivetrain
At launch, all Z4s feature the eight-speed ZF automatic BMW is rightly so fond of, replacing the seven-speed DCT in plenty of cars as well as the older six-speed auto.
You can choose between two 2.0-litre B48 twin-scroll turbocharged engines.
The 20i generates 145kW (197PS) and 320Nm of torque. That’s not bad for an entry level machine, delivering a 0-100km/h (0-62mph) time of 6.6 seconds and combined fuel economy figure of 6.5L/100km.
Step up to the 30i and the same engine delivers 190kW (260PS) and a very healthy 400Nm. The benchmark run to 100km/h is over in just 5.4 seconds and BMW reckons you’ll get an identical 6.5L/100km despite the significant increase in power and torque.
Then there’s the big fella, the M40i. The lovely B58 (as seen in the X3 M40i and M140i) is along for the ride, with 250kW (340PS) and 450Nm for a 4.5 second run to 100km/h and a combined fuel figure of 7.4L/100km.
There’s still plenty of room in those figures for a Z4 M which should be epic, probably packing the X3 M’s S58 (we live in hope). It will also be interesting to see if the 225kW tune of the B48 found in the X2 M35i ever finds its way to the Z4…
Chassis and Aero
The Z4 rolls on BMW’s Cluster Architecture (CLAR) platform, shared with a very wide range of Beemers such as the 7, 5, X3, X4 and X5. And X6 and X7. And the 3 Series. Yeah. BMW is working it hard.
The Z4 is the smallest car on CLAR, but is bigger than the old Z4. Looking at it, that’s hard to believe, but it’s 85mm longer and the front and rear tracks are 98mm and 57mm wider respectively. Interestingly, the wheelbase is down by 26mm.
Front suspension is by double-joint spring struts with plenty of aluminium to keep weight down. The rear is a complex five-link setup, the first time that arrangement has appeared in a BMW roadster.
If you choose the M40i or the M Sport Plus Pack on the 30i, you’ll also get an electronic limited slip-diff.
All Australian cars feature the M Sport package, notionally lowering the suspension by 10mm. The 30i and 40i have adaptive dampers and you can option it on the 20i. The 30i and 40i have M Performance brakes and again, they’re optional on the 20i.
And the 30i and 40i run on 19-inch light alloy wheels, which on the cars I drove had Michelin Pilot Sports.
You can see the aero in the front bumper, with the signature BMW air curtains at the front and, interestingly, an integrated spoiler on the boot. The air breathers on the side are real and actually extract the nasty bumpy air from the front wheelaches.
If you want to break a years-long drought in Australia, launch a highly-anticipated roadster. The skies opened up not long after we left Melbourne’s Tullamarine Airport and kept up most of the time I had behind the wheel as we pushed northwards.
To get the boring stuff out of the way first, the roof didn’t leak and even with a ton of water to push through, the cabin remained fairly civilised. We could easily hear each other’s weather jokes but you couldn’t accuse the cabin of being quiet.
The 30i was very sure-footed in the slippery conditions. BMW is very good at sorting out a non-interventionist stability and traction control system, the diff doing plenty of hard work before cutting the power when things get hairy.
Common to all of the Z4s is a fantastic driving position. It immediately reminded me of one of my favourites, the Jaguar F-Type, although the Z4 is a smaller car and a fair bit lighter. You sit right down in the chassis and everything is in the right place – pedals, steering wheel, console. It’s cosy, comfortable and a great place to get down to business.
The steering is really nicely-weighted in all modes, never getting too heavy even in Sport Plus. BMW used to just wind off the assistance and leave you with a heavy, fuzzy feeling rather than genuine steering feel.
The front end loves to change direction without hesitation, with the diff turning the car in on an ambitious late-braking gambit without letting you embarrass yourself. And boy can you get on the power early. It’s not as predictable or ultimately as awesome as a proper mechanical LSD, but it’s not far off.
The 30i’s lighter nose rides the bumps well and it’s only on the big stuff that you feel the rear might be a bit too stiff in Sport Plus. Having said that, it doesn’t upset the car, the bumps merely underlining that you’re basically sitting on the rear axle.
Driving the M40i
After some nit-picking about the weight distribution – the heavier six-cylinder sits slightly further forward than does the four – it turns out it isn’t even as bad as 51:49 front-to-rear. It’s like…50.2 to 49.8, so near as makes no difference. Park your backside in the car and it probably evens out. Anyway.
There is a lot of torque. In fact, there is a near-overwhelming amount of the stuff meaning the M40i is a lively thing. The deep lungs of the B58 mean the Z4 surges forward at a rate no Z4 has done before. The linear power delivery is the same as everywhere else but with the roof down.
You have to stay awake in the M40i. Well that’s not strictly true. When it’s in comfort mode, it cruises beautifully. The suspension is still quite firm – the wheelbase is always going to be the enemy of a plush ride – but you can get around without needing surgical intervention.
Wind it up into a proper mode, though, and the Z4 loosens up and gets a bit more jumpy-in-a-good-way. The rear wheel drive sportscar is always a delight, even when it’s not very good (I can’t remember a bad one in the last ten years) but the Z4 is a step above. The active steering is so seamless you have to check it’s actually fitted and those big front tyres grip the tarmac hard.
I love the way the Z4 changes direction and the way it digs in at the front and the car goes with you. I love how the M40i wags its tail, again without letting you embarrass yourself. The fact the conditions were tricky but the Z4 stayed planted until I unplanted it won my heart.
And the M40i’s speed, oh the speed. Top-down speed is so, so good. If only the engine made a bit more racket…
Redline Recommendation
I’m not about to tell you which one is better but I will say that the 30i with the M Sport differential was terrific. As it was still pretty damp even on Day 2 of the launch program, I took it easy but was still impressed with the Z4’s grip in the wet, the lovely, sharp steering and the mildly charismatic engine.
It’s lighter than the M40i and makes you work a bit harder for speed. I like that.
The M40i, though, is lively. Fitted with the same diff as the 30i I drove, it’s a lot of fun in the wet and you need to keep your wits about you in Sport mode. It will shrug off pretty much anything you throw at and if you intend to take a Z4 to the track, the M40i is the car for you. The bigger lungs of the M40i will be worth it.
Oh, and the M40i knocked off a lap of the ‘Ring in 7:55. That’s quicker than the M2 Competition.
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