The V8-powered GT might currently be the king of the Ford Mustang castle, but its turbocharged stablemate is set to come out swinging in 2020.
The Mustang is a surprise sales juggernaut for Ford, and it’s the second-best seller in Australia for Ford behind the Ranger.
It has few natural enemies outside cars like the limited-run Chevrolet Camaro, Kia’s four-door Stinger, the ageing Nissan 370Z and the much smaller and less powerful Toyota 86/Subaru BRZ pair.
When it comes to powertrains, the 2.3-litre four-cylinder turbocharged engine aboard the Ford Mustang EcoBoost currently makes 224kW and 441Nm of torque, while the top-dog 5.0-litre V8 GT makes 339kW and 556Nm.
VIN update paperwork lodged by Ford with the National Highway Traffic Safety Administration in the US, however, shines a light on the potential for the Mustang EcoBoost to be, erm, boosted.
The 2.3-litre four-cylinder (above) is quite a popular engine in the Ford family at the moment. Not only is it used in the Mustang, but it’s also used in the US version if the Australian-designed T6 Ranger, which has just gone on sale in the ‘States.
It’s also used in the Focus RS rocketship hatch, where it makes a prodigious 257kW and 440Nm of torque.
The NHTSA paperwork shows Ford has listed a new version of the EcoBoost engine with the government agency for 2020, but its power output is currently marked as TBD (To Be Determined). Could this indicate that a more powerful version is on the cards?
Ford insiders are saying yes, according to overseas reports – and that’s because the Mustang’s arch rival, the Chevrolet Camaro, is sold in the US with a V6 that offers around 250kW. Ford dropped the V6 version of the Mustang – which never made it to Australia – in 2018.
We suspect that the hyper-tuned Focus RS’s powerplant might not be suitable for the Mustang, given the smaller cooling apertures of the Mustang when compared to the front of the Focus. The head of the RS program has also suggested previously that the RS’s tune is at about the limit of that engine’s performance envelope, as well.
However, the use of the 2.3-litre petrol engine in a commercial application like the Ranger means that more money can potentially be spent on developing it further for both reliability and power gains.
Where does that leave the EcoBoost? Ford isn’t saying anything, but the 2019 Ford Mustang EcoBoost missed out on the meaty mechanical updates bestowed on the GT, so it’s next in line for a freshen-up, potentially later this year.
We’d suggest that a 250kW, 450Nm version of the Mustang EcoBoost sounds about right. The power-up would not require an update to the ten-speed auto, while a heavier-duty clutch for the six-speed manual would sort that out.
It may require a front brake upgrade, but the larger rotors from the GT would do the trick nicely, and will still fit under the EcoBoost’s stock 19-inch rims.
An expanded presence in the Supercars championship potentially points to more marketing spend on the surprisingly successful Mustang, too.
Ford Australia isn’t saying anything yet, but watch this space.
The 2020 Ford Focus ST has been revealed globally, with Ford Australia already confirming to MOTOR a local arrival in early 2020.
Significant output increases, the addition of several new developments from Ford Performance, and a broader range of driving characteristics are what Ford hopes will bring the new ST into the ring with its rivals.
The 2.3-litre EcoBoost turbocharged four, down on power from the Focus RS which it featured in but still with a respectable 206kW and 420Nm, is up 22kW and 60Nm from the 2.0-litre powerplant of the previous ST.
Ford expects a 0-100km/h sprint in less than six seconds.
A 147kW/400Nm diesel engine will also be available overseas, but Ford Australia says that won’t be coming Down Under, nor will the ST wagon.
For the first time ever in a Focus ST Australians will have the choice of either a six-speed manual, with ‘killable’ rev-matching and a seven per cent shorter shift throw than standard models, or seven-speed automatic transmission. Previously, only manual STs were sold locally.
Ford Performance has also thrown a host of new additions at the Focus ST including adaptive dampers, or Continuously Controlled Damping (CCD) in Ford-speak, and an electronic LSD between the front wheels.
The breadth of customisation to each drive mode that these additions allow has led Ford Performance’s European director Leo Roeks to call the new Focus ST a ‘Jekyll and Hyde’ car.
“Intelligent technologies like eLSD and CCD make our all-new Focus ST the most ‘Jekyll and Hyde’ yet, able to switch from refined tourer to focussed performance car at the push of a button,” says Roeks.
“We’ve incorporated learnings from programmes including our Ford GT supercar and the acclaimed Focus RS to develop a mid-size performance car with a degree of flexibility that’s unique in its segment.”
When in its more performance-oriented modes (Sport and Track), the Focus ST’s new anti-lag system, which Ford says was originally developed for the Ford GT supercar, keeps the throttle open during lift-off for gear changes to avoid falling ‘out of boost’.
A set of Michelin Pilot Sport 4S tyres will come as standard with the new Focus ST, developed specifically for this model, allowing more grip when using the launch control mode available with a ‘Performance Pack.’
Stopping is also improved, Ford says, with larger 330mm by 27mm front discs with dual callipers and 302mm by 11mm rears.
The exterior of the new ST, as seen in a set of leaked images published by MOTOR late last year, features revised aerodynamic elements over standard Focus models, with front grilles also optimised for better cooling, and a rear roof spoiler designed for more downforce.
Ford also admits its previous single-tailpipe design affected its performance… as a tow vehicle. For those needing to haul gear, this Focus ST has dual pipes.
Inside, the Focus ST is adorned with either leather, cloth, or a mix of leather and Miko Dynamica (suede-like microfibre, similar to Alcantara), with an aluminium gear knob and scuff plates. Extra ST-specific design elements separate its interior from than of a lower-spec Focus.
Ford Australia says the Focus ST will be on sale locally in early 2020, but hasn’t specified pricing or availability limits yet.
The previous ST sat just below the $40K mark, and the new one enters with more kit, so don’t be surprised if a $40K-plus asking price is standard.
Revenant high-performance car maker Alpine is causing quite a stir. Its A110 bantamweight sportscar powers into perhaps the most esoteric niche of the new car market and appears to offer a lot for its $97,000 asking price.
Firstly, there’s the performance, which is courtesy of a 1.8-litre turbo four-cylinder mounted mid-ship behind the seats – of which there are just two. 185kW is enough to get from a standstill to 100km/h in 4.5 seconds – the same as a Porsche 911 Carrera – and it weighs just 1100kg.
Then there’s the styling which, from both an overall perspective and complete effect, looks like absolutely nothing else on the road – except perhaps the 1961 Alpine A110 rally star, which this car invokes.
By this stage you could be thinking the Alpine is your dream performance model and you might be right, but before you dash out to your nearest Renault dealer – because that’s where you’ll find it – let us tell you the five best and worst things about the Alpine A110.
x Steering wheel mounted stereo controls
Renault builds the A110, and the Alpine’s development engineers went to great lengths to distance the range of reasonably priced SUVs and Hatchbacks from their new high-performance hero, but then they got to the stereo controls.
Reach to change the radio station or volume and you’ll find no intuitive knobs and switches. Instead, all the key controls have been banished to a stalk behind the steering wheel. The system actually works quite well, but it takes a bit of getting used to and is a constant reminder of the Alpine’s pedestrian roots.
+ Performance for the purist and minimalist
The combination of a brilliant drivetrain, light weight and finely tuned chassis results in one of the greatest driver’s cars on the market.
The A110 is fast in a straight line and even faster through corners with a restrained balance of grip, power, and poise. In an age where monstrous forced-induction V8s are becoming more common, the Alpine proves how much can be achieved by stripping back to the basics. Often, it achieves a lot more than vehicles many times more powerful and expensive.
x No seat adjustment or centre arm rest
The A110’s seats are pure race car with firm but comfortable padding, steep side bolsters and even slots for harness straps. What you might not like however, is that the pair of pews only adjust for leg length. The recline angle is fixed and, while the height can be adjusted, you’ll need an Allen key.
There’s also no centre arm rest, which may sound like a minor foible, but you’ll remember our words every time you go to wriggle for a more comfortable position in the bucket seat and fall into the central void.
+ Those looks
What might initially come across as an awkward bend of retro revival and contemporary design is actually a clever nod to a 1960s classic. The A110 manages to be diminutive but imposing, elegant but aggressive and downright gorgeous.
Slide into the cosy interior and there are more examples of style. The dash is simple but sophisticated and there are good quality materials throughout. We particularly like the all-digital displays, exterior paint that comes indoors and carbonfibre trims in higher grade variants.
x Pronunciation
Officially, the brand’s moniker is pronounced ‘al-peen’ but that’s not how it’s spelled and sounds a little pretentious so you would be forgiven for pronouncing it as it appears.
Do you pronounce the ‘e’ at the end of Porsche? Volkswagen or Wolksvaagen for you? Bee-em double you or Bee-em vee? Consistency is everything so pick one and stick to it.
+ Noise
In a world of five, six, eight, 10 and 12-cylinder engines, you might think the Alpine struggles to raise its voice above some other larger-capacity anthems, but its location is key.
With the 1.8-litre engine positioned behind the seats, occupants are subjected to a glorious variety of sounds normally stifled by the bonnet and bulkhead.
Plant your foot in the A110 and its turbo will shriek in your ear, there’s satisfying mechanical noise and a shorter exhaust system has a unique bark above all else. The Alpine’s report is as addictive as its performance.
x Incredibly limited storage
Try to stow a load of groceries in the A110’s boot and you’ll be confronted by an engine and a tiny luggage area. Pop the front load bay and you had better only have picked up the essentials because it’s tiny. And it’s the same story in the cabin – no glovebox or door pockets and not even a gesture of a back seat to throw a bag on.
You could argue that a featherweight sports coupe like this does not care for the trappings of mere daily drives and practical day-to-day hatchbacks, but its seriously handicapped storage limits the A110 strictly to a day-tripper only.
+ Exclusivity
Unlike some other excellent sports coupes, it will be a very long time before you see two Alpine A110s on the road together – we’re looking at you Ford Mustang. And that will appeal to many potential Alpine owners.
Whether its affords you more cache than other ultralight sportscars including the Alfa Romeo 4C and Lotus Elise, for now, the new kid on the block is about as fresh as it gets.
x Lack of safety features – AEB and reversing camera
Previously exotic safety features such as autonomous emergency braking were once the preserve of high-end luxury kit, but even the Toyota Corolla has it as standard today. Not the Alpine though.
Nor does it have a reverse camera – a curious omission since it has the digital display that’s two thirds of the infrastructure. At least it is tiny enough to manoeuvre without too much trouble but we would still expect such features included in any car that nudges $100k.
+ Ownership experience
At the end of the day, the Alpine is a small car with a small engine that can be looked after by a Renault dealership.
That means the little A110 is relatively easy to live with from an aftersales perspective. Its 18-inch Michelins won’t break the bank, servicing costs are no more murderous than any Renault and you’ll be laughing at the fuel bowser.
Who knew that regularly cleaning your car could turn it into a fire trap?
Well, no-one really, unless you’re the owner of a Honda Ridgeline ute in the USA, which has been recalled because of its susceptibility to self-combustion after being exposed to car-wash soap.
The issue affects more than 106,000 2017-2019 model-year Ridgelines – which aren’t sold in Australia – and stems from acids found in some car wash soaps degrading the fuel pump’s plastic housing over time.
The US National Highway Traffic Safety Administration recall states that during washing, soapy water can drain off the Ridgeline’s cargo tray on to the fuel pump. Detergents containing sulphuric acid in particular can break down the plastic, which can then lead to a high-pressure fuel leak and significant fire risk.
Many car wash soaps contain acid, and most cars have plastic fuel-pump components but unlike the Ridgeline’s they are protected from direct contact with water during a wash.
American Honda is notifying Ridgeline owners of the fault and is checking fuel pumps for signs of damage and replacing them at no cost when necessary.
It is also installing a cover to protect the fuel pump from liquids, which is now standard on all Ridgelines built from January this year.
As much as Honda Australia would want a dual-cab ute in its ranks, the 3.5-litre V6-petrol powered Ridgeline isn’t an option here as it’s only available in left-hand drive. Australian Honda owners need not fear a fire next time they pull into the carwash.
– Main image digitally altered.
If you’re in the market for a Formula Drift car, then you’re in luck. Fredric Aasbo’s 2017 Formula Drift car – a rear-wheel drive Toyota Corolla iM – is up for auction on BringATrailer.
Currently, the bidding sits at USD$46,100 (AUD$64,460) with five days of bidding left to go, but the listing has garnered plenty of attention since it was posted only a couple of days ago.
Predictions of a six-figure sale price are almost guaranteed to be realised.
First unveiled in early 2017, the Corolla iM drift car was built by motorsport outfit Papadakis Racing, with a 2.7-litre Toyota 2AR turbo four, running E85 and nitrous.
Drifting doesn’t always go to plan: Ferrari 599 drift car catches fire
Of course, what’s a drift car without a ridiculous output? Aasbo had 745kW/1152Nm at his right foot’s disposal during the 2017 Formula Drift season, but not before the car’s official reveal – filmed in the style of the Initial D opening sequence.
The film was so true to the animation, someone even put the two side by side for comparison.
Aasbo, the 2015 Formula D champion, has come second overall season year since his podium-topping year, beaten by American Chris Forsberg in 2016 and Irish drifter James Deane in the two years since.
Whoever wins the bidding for this car will own one of the most successful drift cars of 2017, raced by one of the most consistent performers in the Formula Drift series.
Check out the highlights below from the Orlando round of the 2017 season, with the middle section being an incredibly close battle between Aasbo and Rockstar drifter Vaughn Gittin Jr.
You can check out the ad at BringATrailer, which was listed by Papadakis Racing.
Andy gets behind the wheel of the more exclusive Ford Mustang Bullitt for a nostalgic look back at the iconic car and its legendary namesake. Misty eyes are replaced by eye-watering performance later when he tackles the Great Ocean Road in a McLaren 720S – at night. With all of the day’s tourists and sightseers out of the way, Andy unleashes the big Mac and discovers a monster of the dark.
While Andy tries to tame some serious horsepower, Dan is exploring the emerging segment of premium compact SUVs to find out if a little extra cash can really get you something stylish and fun to drive.
On-air: Channel Ten, Feb 24 (AU) / Mar 3 (NZ)
Catch-up: Watch at tenplay.com.au (AU) or primetv.co.nz (NZ)
Through the gruelling process on road and at the track, the MOTOR team arrives at a winner for the famed Performance Car of the Year. Australia’s best driver’s car is the 2019 Porsche 911 GT2 RS.
See the full episode: Watch at tenplay.com.au (AU) or primetv.co.nz (NZ)
While Motor is thrashing it out on Australian asphalt, Noelle takes to the desert sands of North Africa to meet the new Volkswagen Touareg … and a camel. Join Noelle as she pushes the big SUV through some terrain it’s unlikely to ever meet on the school run, but it’s nice to know you can, right?
See the full episode: Watch at tenplay.com.au (AU) or primetv.co.nz (NZ)
Meet the judges, the 2019 line-up and find out just what it takes to choose a winner. Whoever is the victor, you can be certain of lots of hot air, burnt rubber and serious fun.
See the full episode: Watch at tenplay.com.au (AU) or primetv.co.nz (NZ)
Following on from Wheels Car of the Year, it’s MOTOR Magazine’s turn in the limelight as we go behind the scenes at Performance Car of the Year.
The team takes us through the gruelling process on road and at the track to find Australia’s best driver’s car.
See the full episode: Watch at tenplay.com.au (AU) or primetv.co.nz (NZ)
