This month’s MOTOR shines a spotlight on the Mustang Aussie performance junkies have been pining for, Australia’s own 522kW-supercharged special, the R-Spec.
The November 2019 MOTOR issue doesn’t stop there, and is brimmed full of features on every conceivable metal that will stir one’s spirit, from small sports cars, to the latest hot hatches, an all-electric Porsche, and Bugatti’s hypercar heritage. Check out what else we’ve got in store for you.
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‘ROIDED R-SPEC: Ford Mustang R-Spec detailed
522kW supercharged V8, manual-only, 500 limited build, and everything you need to know about Ford Australia’s own performance Mustang.
UNLIKELY COMPETITION: BMW M8 Competition first drive
The M6 is dead. Its replacement, the M8, roars in with impressive credentials and even bigger aspirations. Long live the M8?
DANGER ZONE: Ford Focus ST v Volkswagen Golf GTI TCR v Hyundai i30 N
Blue Oval’s latest hot hatch is an RS in sheep’s clothing, and two proven wolves are prowling, eager to draw first blood.
RS HEAVEN: Audi RS7 Sportback first drive
More than just another big fast coupe, the RS7 shows promise that Audi Sport has finally returned to form with genuine excitement and emotion.
MIDSHIP RUNABOUTS: Alpine A110 v Porsche 718 Cayman v Alfa Romeo 4C Spider
France takes on Italy and Germany but fares better than, erm, the last few times. Can they turn their fortunes around in the 100-odd-grand mid-engine sports car market?
TAYCAN TO EXTREMES: Porsche Taycan Turbo S first drive
We do 500 kays in Porsche’s groundbreaking all-electric Turbo S, but does it push the envelope enough?
SPEED KINGS: Bugatti Chiron v Veyron v EB110
A brand and the three modern classics that changed supercars forever, we celebrate the fastest dynasty on four wheels.
ICON BUYER: Honda Civic FN2 Type R used car buyers’ guide
Sleek futuristic hatch hides an old school naturally-aspirated screamer, the FN2-series Type-R has a lot going for it, stock or modified. We examine what points to look out for.
FIRST DRIVES & GARAGE: Is the Ferrari F8 Tributo a fitting V8 tribute after all? Does a manual suit the Camaro better? Does the McLaren GT live-up to its grand tourer billing? Can our long-term Peugeot 308 GTi live up to its ancestors’legacy? And will time be able to work the Abarth’s 124 Spider Latin charms into our hearts? We answer those questions and more.
This is a cool bit of kit – it’s a military-spec off-road toy with no doors or roof and big chunky tyres. See what we mean?
It’s called the Gladiator XMT (Extreme Military-Grade Truck), a prototype – for now – of what a combat-ready Jeep Gladiator could look like. There are even a few guises to choose from.
The concoction is the result of a partnership between AM General and Fiat Chrysler Automobiles
If you’re wondering why AM General sounds familiar, it’s because it’s the company tasked with transforming military Humvees into bowser-busting Hummers the public can buy.
AM General has more than 100 years of experience in defence, so rest assured, the crew there know what they’re doing.
The Gladiator base was chosen for its ‘Trail Rated’ ability and cutting-edge four-wheel-drive system. It already has locking diffs along with ample approach, departure and breakover angles.
The XMT gains BFGoodrich tyres, dual four-wheel drive systems, tow hooks and skid plates. Other goodies include heavy-duty suspension, rollover protection and a tyre-inflation system. Oh, and armour – you can’t forget the armour. The winch can withstand 5.4 tonnes of pressure.
The approach and departure angles have been increased over the standard Gladiator to 54 and 30 degrees respectively, while the braked towing capacity is almost 3500kg and the payload taps out at more than 700kg.
While no specific engine details are known, Jeep did reveal that it would be offered in petrol and diesel – the latter a bit of a surprise in gas-loving America.
Depending on interest and feedback, the concept could become a reality with Jeep stating that production could begin as soon as the second half of 2020. It’s currently on show at the Annual Meeting and Exposition of the Association of the U.S Army (AUSA).
Should the Gladiator XMT go from prototype to production? Tell us what you think.
It seems unlikely; the fact that some of the world’s best photographers host their portfolios on a phone-based app, but Instagram features some of the world’s most renowned car photographers all vying for your attention.
The quality of work is nothing short of astonishing too. Whether it’s a press photo of a mundane hatchback or a street-parked hypercar, these snappers go out of their way to showcase each car in a unique light.
Before we go listing our favourite automotive profiles on Instagram, let’s just say that beyond those listed here, there are thousands upon thousands of incredibly talented photographers on the platform, so keep exploring and start following anyone that resonates with your style!
Alex Penfold @alexpenfold
https://www.instagram.com/p/B16zoHwJAEu/?utm_source=ig_embed&utm_campaign=loading
Starting out on the streets of London, camera in hand, Alex Penfold has forged an entire career out of automotive photography on Instagram. His crisp, clean style speaks for itself, and is closely modelled by his followers around the world.
Petrolicious @petrolicious
https://www.instagram.com/p/BtzChnhAPka/?utm_source=ig_embed&utm_campaign=loading
In addition to prolific classic car video content, our second recommendation Petrolicious features some awesome automotive photography on its Instagram too.
Mark Riccioni @mark_scenemedia
https://www.instagram.com/p/B2XSmrnAz5f/?utm_source=ig_embed&utm_campaign=loading
Also based in the UK, Mark Riccioni made his name shooting for the likes of Top Gear magazine and others. His are some of the most technically beautiful car photos on the web and Mark’s work is almost without peer.
Blacklist Lifestyle @black_list
https://www.instagram.com/p/B3h14b8lt_i/?utm_source=ig_embed&utm_campaign=loading
If you’re on Instagram for pure car porn, you can’t go past Blacklist Lifestyle. Featuring big-name photographers and up-and-comers alike, Blacklist caters to all corners of the car sphere.
Amy Shore @amyshorephotography
https://www.instagram.com/p/B27E770pLlZ/?utm_source=ig_embed&utm_campaign=loading
Attend any historic automotive event throughout the world and the chances are you’ll find Amy Shore furiously snapping away. Carrying a somewhat retro style into a digital era, Amy’s work precedes her.
Classic Driver @classicdriver
https://www.instagram.com/p/B3jgX9Lhllu/?utm_source=ig_embed&utm_campaign=loading
Purveyors of fine classic car content, Classic Driver posts the unique cars of yesteryear.
Zach Brehl @zachbrehl
https://www.instagram.com/p/ByDt-qzgQde/?utm_source=ig_embed&utm_campaign=loading
Shooting for a number of leading manufacturers day to day, Zach also spends plenty of time visiting the world’s most prestigious automotive events and returning with stunning imagery featuring some of the rarest cars.
The Hoonigans @thehoonigans
https://www.instagram.com/p/B3nBt8ihcTe/?utm_source=ig_embed&utm_campaign=loading
From ridiculous builds to behind the scenes content from their burgeoning YouTube channel, the amount of variety available from The Hoonigans is immense.
Type 7 @type7
https://www.instagram.com/p/B3hRsqDlTGo/?utm_source=ig_embed&utm_campaign=loading
An Instagram-based magazine, Type 7 solely focuses on one of the world’s most iconic car brands, Porsche. Posting everything from unique architecture to classic 911s, there’s always something interesting featuring on the feed.
Bring a Trailer @bringatrailer
https://www.instagram.com/p/B3p2UbmFI14/?utm_source=ig_embed&utm_campaign=loading
Bring a Trailer is a classic car auction service but uniquely involves Instagram in advertising the vehicles for sale on its site. Using expert, clean photography to illustrate cars, we just like viewing the unique cars people own. What’s better, they’re all for sale should you get the urge!
Car Lifestyle @carlifestyle
https://www.instagram.com/p/B3pgrNGJcf9/?utm_source=ig_embed&utm_campaign=loading
Showcasing the world of modified cars, Car Lifestyle doesn’t take itself too seriously and uploads all manner of crazy car content in photo and video form.
And forgive us, but we can’t help but plug our feeds too. Follow @motorofficial for epic performance car content, @4x4australiamag for everything off-road, @whichcarau for the latest automotive news and behind the scenes content, as well as @wheelsaustralia for the amazing print quality photos that make it onto the pages and more.
Heard of Drift 19? Probably not, and that’s no surprise. Their website is a featureless placeholder, there are no posts on its official Instagram (@drift19com) and updates on the game are pretty sporadic on the game’s Facebook page.
But, from what little we’ve seen so far, there’s reason to be excited about its planned launch on November 8.
Launching on the Steam platform as an early access title next month and produced by Polish company ECC Games (which as far as we can tell has also worked on the Nintendo switch port of Car Mechanic Simulator 18), Drift 19 is pitched as “the first real drift simulator”, which should make all you oversteer enthusiasts start salivating.
Besides titles like CarX Drift Racing, which was developed from a mobile game, and the slightly obtuse Russian Drift Series game, serious drift sims are few and far between.
Most virtual drifters instead look to more full-featured racing sims like Assetto Corsa, Project Cars and iRacing to get their sideways fix, and there’s no shortage of tracks, cars and other DLC to tailor those games toward the drift crowd.
However, Drift 19 looks set to be an all-inclusive out-of-the-box drifting game, and that may be far more appealing to gamers looking for a turn-key experience.
Firstly, it looks like it’ll be a graphical feast. Car models of a Toyota AE86 and an E30 BMW 3 Series show plenty of attention to detail, and the developers say they’re officially licensed too – no generic names here.
As for the cars you can expect, we’ve also spied images of a Mazda RX-8, E46 BMW 3 Series and Toyota 86 in action.
But more than that, Drift 19 appears to allow gamers to delve much deeper into their virtual drift pigs. Engines are rendered in incredible detail, and there looks to be a very robust and Car Mechanic-style modification interface for the suspension, engine, exhaust, and bodykit.
Want to replace that cast manifold with a stainless-steel header? Physically click and drag to perform the swap. Are the steel belts hanging out of your rear tyres? No problem, because it looks like Drift 19 even simulates an actual tyre changing machine. Beaurepaire’s Simulator 2020? Maybe.
The early access version of Drift 19 will give players the ability to modify their car in the garage, with access to around 750 parts, and practice drifting or complete drift challenges on Japan’s famous Ebisu circuit. Three configurations of Ebisu will be available: Ebisu School, Ebisu Minami and Ebisu Driftland.
Northern Territorians, it’s time to raise those pitchforks and take your outrage to the streets not just for having a coastline full of marine creatures out to kill you, but also because you’re paying too much for your cars.
On average, car buyers in the Top End pay 1.54 percent more for a new car than the national average, according to website pricemycar.com.au, although the price gap is highly brand specific. For example, a Kia bought in the NT will typically cost a hefty 6.32 percent more than the national average.
Car buyers in NSW fare much better, paying on average 0.43 percent less for a car than the average for the rest of the country. According to data accumulated by pricemycar.com.au, NSW is the least expensive state in which to buy a car, followed by Victoria.
However, once the data focuses on specific brands, the price gap can be far more significant a NSW consumer buying a Mazda, Mitsubishi or Volvo, for instance, will pay nearly five percent less than average.
In Western Australia, a Toyota buyer can expect to pay over 4.5 percent more than a NSW-based customer. Nissan buyers in SA tend to pay nearly 5 percent more than their counterparts just over the border in Victoria – that’s an extra $1500 on a typical $30,000 car.
Given that government stamp duty charges are not significantly different between the NT and NSW, why are car buyers in the NT paying more?
We asked Kevin Hepworth, spokesperson for Kia Australia. “We set a national MSRP, or driveaway pricing, which is also national,” said Hepworth. “That figure is the maximum the dealer can charge, before delivery and on-road costs are added. Kia Australia doesn’t own any dealerships, so we’re not involved in any pricing negotiation between the dealer and the customer.”
There are just two Kia dealers in the Northern Territory (Darwin Kia and Sutton Kia in Alice Springs) and they are separated by nearly 1500km. So is it a simple case that these dealers can’t, or won’t, discount prices the way dealers will in more competitive markets, like Sydney and Melbourne? (We left a message for Darwin Kia asking this question, but were yet to receive a response prior to publication.)
Then there’s the cost of transportation of cars to dealerships. Most cars arriving in Australia land in either Sydney or Melbourne (plus a small number in Perth) so the cost of getting vehicles to a dealership in Alice Springs or Darwin is obviously far higher than that paid by dealers in NSW or Victoria.
Toyota has given its first GR Sport treatment to a roadster, but it isn’t a Supra or an MR-2, instead it is based on the kei-sized Daihatsu Copen for the Japan-market only. What?
Daihatsu is considered one of the leading names in the Japanese kei-car market, which produced small cars for other brands, including Toyota.
With Toyota’s complete acquisition of Daihatsu in 2016, turning it into a wholly-owned subsidiary and essentially the automaker giant’s kei-car arm, the little Daihatsu Copen is essentially considered a Toyota product, albeit not badged as one.
Branded as the Toyota Copen GR Sport, the roadster sports a whole host of tweaks from Toyota’s new Gazoo Racing motorsports division.
Key changes from Gazoo Racing are focused on increasing body rigidity with the fitment of a front brace and a redesigned centre brace.
With the increase in body rigidity, engineers also tweaked the suspension spring rate to complement it, as well as revised the Copen’s electric power steering system.
Apart from handling tweaks, it seems that Gazoo Racing had left the second-generation Copen’s 660cc three-cylinder turbo donk untouched, with its 47kW and 92Nm torque outputs, along with its electric folding hardtop.
Bringing it in line with the Gazoo Racing design language, the Copen GR Sport cops a full sportier body kit treatment with black highlights and BBS-forged matte-gray aluminium wheels. The interior on the other hand is lavished with a piano trimmed centre console, and leather wrapped Recaro seats and Momo steering wheel.
Being built to kei-car standards and regulations, the Copen GR Sport is still a Japan-only product, though it has been reported that Gazoo Racing is already preparing a full arsenal of GR-tweaked metal to bring some spring back into the brand image’s step.
The new Land Rover Defender 110 will arrive in Australia next year with a starting price under $70,000.
Jaguar Land Rover has released full Australian pricing for the 110, which will arrive before the shorter three-door 90 model next year.
The entry-level variant will be the 110 with a D200 engine, starting at $69,990. This will send 147kW and 430Nm to all four wheels via a 2.0-litre turbocharged four-cylinder diesel. Every Defender will be fitted with an eight-speed automatic gearbox.
JLR will offer the base variant with two diesel engines, including the D240, that produces 177kW and 430Nm, and costing $75,900.
Each trim grade above the base model will only have the option of the D240 diesel or P400 petrol engine. The P400 is a mild-hybrid turbocharged 3.0-litre straight-six, producing 294kW and 550Nm.
For the S variants, the diesel will start at $83,800, and the petrol will be $95,700.
Next step up the trim grade is SE, with a diesel costing $91,300, and the petrol $103,100.
The HSE grade is only available as a petrol, with the P400 costing $112,900. A First Edition 110 will be offered for the first year on sale, powered by the D240 engine, and priced from $102,500
Sitting at the top of the model range will be the Land Rover Defender 110 X, powered by the P400 engine, and starting at $137,100.
Electronic air suspension and adaptive dynamics are standard for all models, along with Land Rover’s Terrain Response system. The more expensive First Edition and X variants will have the more sophisticated Terrain Response 2 system fitted.
The Land Rover Defender has over 700 options and accessories, and we will have a full breakdown of Australian pricing for these coming soon.
2020 Land Rover Defender 110 Australian range and pricing:
- D200 – $69,990
- D240 – $75,900
- S D240 – $83,800
- S P400 – $95,700
- SE D240 – $91,300
- SE P400 – $103,100
- HSE P400 – $112,900
- First Edition D240 – $102,500
- X P400 – $137,100
Renault Australia has killed plans to bring the Spanish-built Renault Alaskan dual-cab utility to Australia.
Speaking to Australian media, Renault Australia CEO Anouk Poelmann instead confirmed that the French brand’s first Aussie ute will come from “within the Alliance”. The Renault-Mitsubishi-Nissan Alliance is collaborating on a global ute development program, led by Mitsubishi, which will spawn the next-generation Triton and Nissan Navara from 2022.
Ms Poelmann said the decision to axe the Alaskan import program was not an easy one, but it was the right one. The Renault Alaskan “is not right for the Australian market [in terms of] the specifications, the setup, [so] we are looking at other opportunities”
The Renault Alaskan is based on the current Nissan Navara and is built in Spain alongside the Mercedes-Benz X-Class ute, which is also based on the Navara.
Renault Australia’s product planner Charly Clercin elaborated, implying the Alaskan’s lifestyle-focused suspension tune would not suit the more workhorse-focused Australian market. “We had at first some issues with the setup of the cars, particularly with the suspension tuning because the car is coming from Spain. It’s been done specifically for Europe. We didn’t feel like it was suited to Australian expectations.”
Renault did investigate the option of local suspension tuning but ruled it cost-prohibitive against expected sales volumes.
“With the volume that the brand is doing in Australia, it’s just too much to tune that suspension just for the Australian market.”
Ms Poelmann then confirmed that Renault Australia’s first Aussie ute “will be from within the Alliance”, though she stopped short of naming the Mitsubishi Triton, the Renault-Nissan-Mitsubishi Alliance’s only other utility.
“I wouldn’t want to be ahead of ourselves. We absolutely are investigating it but I wouldn’t want to assume… The last thing we want to do is replace one promise with another promise. It’s the biggest mistake you can make, not just for the consumer but also for your dealers. You can’t promise things that you can’t deliver.”
Mitsubishi is taking the lead on development of the Alliance’s next-generation global ute platform, which makes sense given the current Triton is considered more capable and polished than the ageing Navara.
As to what the Renault ute would be called, or how it will differ from the Triton and Navara, Ms Poelmann responded “we are not so far yet into the details,” which suggests that the Renault ute is still at least three years in the future.
She did refute suggestions that it would be just a Triton with a Renault badge. “No, no, it would be a true Renault.” It will have exterior styling “as a Renault looks like.”
Recent reports out of Europe suggest that two other brands reliant on the Triton and Navara for their own utes, Mercedes-Benz and Fiat, may have to axe their utes, or find other brand partners quickly.
The current Mercedes-Benz X-Class is built on the Nissan Navara, but Mercedes’ global boss Ola Kallenius has been quoted saying he will “end the co-operation” due to poor sales.
As for Fiat, which uses the Triton as the basis for its own Fullback ute in Europe, that’s never been a particularly happy collaboration. Sources close to the matter have revealed that the contract with Mitsubishi required the Fiat model to have a higher price and less equipment in all markets where the two compete. It’s unlikely that Alliance member Renault would be subject to similar conditions.
After rumours of Kelly racing switching to run Ford Mustangs in 2020, the Supercars team has confirmed not only the switch to Ford’s rather successful pony car, but also that it’s cutting its team back to a two-car entry.
Rick Kelly is expected to continue racing, and Andre Heimgartner is a likely second, but Kelly Racing says it will also run a two-car Super2 program in 2020, leaving the possibility for its Altima racecars to continue to rack up track time.
Todd Kelly, team principal for Kelly Racing and former Supercars driver, says the move to Mustang has made the team “excited for the future.”
“As Kelly Racing complete its 11th season in Supercars, we’re really looking forward to partnering with Ford as we start a new chapter,” says Kelly.
“After 11 seasons in Supercars we step into a Ford Mustang that is a proven race winner and will provide us with our best opportunity for success in the future.”
Kelly racing will prepare its own race Mustangs from its HQ in Braeside, South-East of the Melbourne CBD, with the engines running through its own in-house development program.
Ford Australia CEO Kay Hart hopes fans are excited by more Mustangs joining the grid in 2020.
“We’re so glad to have Kelly Racing bringing two additional Mustang Supercars to the grid, giving our fans more great news on the back of a fantastic 2019 season so far,” says Hart.
“Having more Mustangs racing next season is a reflection of the team’s hard work and the success of the program so far.”
Kelly Racing will debut its Mustang Supercar at the Adelaide 500 next year, February 20-23.
The European Union’s Court of Justice Test-Achats case (C‑236/09) of 1 March 2011 is unambiguous. It states that car insurers must change their pricing policies in order to treat individual male and female customers equally in terms of insurance premiums and benefits.
But is equality actually fair?
Before we delve into that, it’s worth noting that there’s been an unintended consequence of this ruling. Prior to the ruling, UK men paid £27 more for a year’s car insurance than women, but within five years that figure had blown out to a gulf of £101. That’s almost a fourfold increase.
The reason? Rather than just tack on a premium for men and a discount for women, insurers started to inspect claims more carefully. If you’re a bricklayer who drives a Toyota Hilux your claim would probably be weighted. Were you a midwife who drove a Honda Jazz, insurers’ algorithms would come to a very different conclusion.
In short, by forensically inspecting many of the other risk factors involved in your submission of information, European insurers can arrive at the root cause of your risk.
If I changed the name on a UK insurance application from Andrew to Andrea, the price would stay the same, but the software would be able to figure out that I’m only a marginally safer risk than Pastor Maldonado.
But back to that question of whether women really are safer than men. Yes, of course they are. The insurance industry isn’t in the business of giving away freebies and years of data supports the argument.
Women are typically less skilled drivers than men – look at gender-split driving test pass rates in any developed country for proof of that – but that data is more than overwhelmed by that chemical C19H28O2, or testosterone to you and me.
Aggression and overconfidence in male drivers accounts for the fact that men are much more likely to cause a death or injury while driving and are around four times more likely than women to drive under the influence of drugs or alcohol.
Men also account for 73 percent of all worldwide road traffic deaths, three times the rate of women. In the EU, more than 90 percent of convictions for deaths caused by dangerous driving are against men.
But men also drive more kilometres than women—a lot more. According to the Federal Highway Administration, men drive around 40 percent more kilometres per annum. Yet the NHTSA states that men cause 6.1 million accidents per year and women cause 4.4 million per year. Therefore on a kilometre per claim basis, men are considerably safer than women.
That ignores the fact that when men do have accidents, speeds are usually higher, consequences more significant and costs considerably greater than the sort of accidents women typically claim for.
So the answer isn’t straightforward. Women are more likely to file an insurance claim than men given similar distances travelled, but their lifetime claim value is also likely to be less. So is charging them the same amount fair? Clearly not.
Guys, we’re going to have to swallow our pride on this one…
