The young blokes – late teens, exuding the studied air of training-for-gang-warfare nonchalance as only they can – stopped chucking the football long enough to stare open-mouthed at the M6 convertible as I snuck through my favourite southern Sydney rat run.
This review was originally published in MOTOR’s June 2007 issue
This’ll be interesting, I think, on gestures for me to wind down the window. “Mate, that is one unreal car! That’s so sick!” he exclaims loudly and excitedly, nudging his equally enthused buddy. Gotta be honest; that’s not the reaction I was expecting…
No prizes for guessing that the M6 convertible comes courtesy of a hot-axe job on the current-shape M6 coupe derivative. The powertrain is identical, as is the front strut/multi-link rear suspension set-up, save for a softer setting on the three-stage electronic dampers.
The front seats are new and the glass architecture is neatly arranged so that the rear window is an independently powered pane that can be raised as a wind deflector.
The new three-layer ragtop should be pretty indestructible, too; “I tell you, we were going more the 300km/h on the autobahn and the roof was perfect!” exclaimed a senior BMW PR type at a dinner prior to the car’s launch last year as the boss of M division, Professor Ulrich Brunke, shook his head.
The other big change is the addition of just over 200kg in reinforcement, leaving the most expensive BMW in the catalogue flirting with the two-tonne mark.
It’s surprising, then, that this tribute to Euro cafe culture goes as hard as it does. It loses the angriest edge of the coupe’s bluff and muscular talent, but it’s impressively far from a scuttle-shaking, understeering showpony.
Punch the M button on the steering wheel and the lumbering cruiser turns into a lithe bruiser, delivering front grip, roll control and powerdown in impressive spades. Scuttle shake is minimal, but the tradeoff is restricted visibility around the tree trunk-sized a-pillars. But the noise… oh dear Lord, the noise….
There’s no doubt that the 4999cc V10 will never find a better place to impress, at least aurally. As with the Z4 M Roadster, the M6 Convertible’s mission in life is a little confusing until the roof is lowered. The metal-edged shriek tinged with an induction roar worth bottling is perfectly suited to this study in concentrated consumerism.
The same criticisms about lack of rear seat room apply to the Convertible (two adults, one child, doesn’t compute), and its profile with the roof up is ‘interesting’, as my mum would say. Still, with every M6 ragtop snapped up until next year, it’s obvious that flash still sells.
FAST FACTS 2007 BMW M6 convertible Engine: 4999cc V10, DOHC, 40v Power: 373kW @ 7750rpm Torque: 520Nm @ 6100rpm Weight: 1930kg Power-to-Weight: 193kW/tonne 0-100km/h: 4.8sec (claimed) Top Speed: 250km/h (claimed) Price: $296,000
Likes: What an engine, doesn’t lose its poise with the lid off Dislikes: Rear seat room nonexistant, people think you sell cocaine Rating: 4.5 out of 5 stars
Mercedes-Benz Australia has announced local pricing for the updated 2019 Mercedes-AMG C63 S, in a release outlining pricing for the entire C Class range.
The facelifted twin-turbo V8 muscle car from Stuttgart has had an overhaul to become a more refined machine (the details of which are explained in our recent review), though receiving no power increase over the 375kW/700Nm it already had.
Pricing remains sharp, however, with only small increases in cost for a big step up in tech.
The 2019 AMG C63 S Sedan now costs $159,900, where it cost $157,211 by the end of the previous version’s lifespan.
For the do-it-all Estate, buyers are set back $162,400, rather than $159,711, and a Coupe costs $164,900 now rather than $163,611. Those wanting to get a better sense of the C63 S’s V8 theatre can opt for the Cabriolet at $182,900, previously costing $181,611.
It’s set to arrive on Aussie shores in January 2019, while the rest of the new C Class hits showrooms next month.
Mercedes’s efforts to bring the C Class up to speed for 2019 are most obvious inside, where a new interior awaits buyers, and C63 S customers will have new ESP and Traction Controls settings to play with, borrowed from the AMG GT.
“The C-Class update – which encompasses sedan, estate, coupé, cabriolet and Mercedes-AMG models – includes new or modified parts to nearly half of the total component set, equating to around 6500 parts that have been changed.”
The AMG C43 also has a boost, this time in the power department. With an extra 17kW it now makes 287kW with its 520Nm matching the output of its predecessor.
A C43 Sedan now costs more than previously, up to $107,900 from $102,611. Similarly, an Estate now costs $110,400 rather than the previous $105,112, a Coupe sets buyers back $111,900 instead of $105,615, and a C43 Cabriolet is up to $124,900 from $120,611.
DESPITE the Australian-built Ford Territory going out of production almost two years ago, the Blue Oval has yet to offer a direct replacement to the SUV-hungry masses locally. The larger Everest has seen its sales spike as a result, but there’s no substitute for a like-for-like replacement.
That’s about to change, with Ford Australia set to sell the Endura locally from December this year.
Known as the Edge overseas, the mid-size SUV was forced to change its badge locally due to a long-running trademark dispute over the name with Toyota.
This week Ford confirmed on social media that an ST-Line variant of the Endura would be coming to Australia.
Wheels understands it will be joined by Trend and Titanium variants at launch, with the former acting as the entry-level model.
While multiple drivetrain combinations are available overseas, Australians will be offered a cut down range, comprising just one single engine and gearbox.
A 2.0-litre four-cylinder twin-turbo diesel engine will be mated with an eight-speed automatic transmission in all three variants rather than the ten-speed unit fitted to the Ranger Raptor.
Ford Australia was tight-lipped when probed on power figures for the engine, but suggested that the Endura wouldn’t have an identical amount of power as the Raptor (157kW/500Nm), which is also fitted with a 2.0-litre twin-turbo diesel.
Ford UK currently offers the Endura with two different tunes of the turbo-diesel powerplant (132kW /400Nm and 154kW/450Nm), and Wheels understands it’s the latter which will be fitted to the Aussie version.
The three variants offered will largely differ in their feature specification, while the ST-Line is also likely to get a unique suspension and braking set-up. Ford wouldn’t confirm at this stage which mix of front- or all-wheel drive models would be offered.
Every Endura which lands on Aussie soil will be built in Ford’s Oakville factory in Canada. All Aussie Enduras will also be limited to five seats, as the seven-seat variant built in China is not engineered for right-hand-drive.
Ford Australia is yet to announce local pricing, but it is expected the entry-level Endura is likely to cost more than $40,000, with the Titanium and ST-Line set to be priced to rival Mazda’s popular CX-8 and CX-9 models.
While the Endura seems a natural replacement for the Australian-built Territory, Ford is hesitant to make a direct comparison between the pair, with a local spokesperson noting the imported SUV will have more interior space than the COTY winning Territory. The local Blue Oval arm is also suggesting the Endura will offer a more premium feel compared to other mainstream rivals.
“The Endura will appeal to customers looking for a premium SUV with high-end features, craftsmanship and a model line that caters to specific tastes. It’s unlike any SUV we’ve offered here, and expands our SUV offering to provide even greater choice for Australian customers.” Product Communications Manager Damion Smy said.
Smy also confirmed that neither the 2.7-litre twin-turbo V6 EcoBoost engine nor the 250kW Edge/Endura ST, would be coming to Australia.
It seems the McLaren Speedtail – or BP23 as it was previously known – is going to be very powerful indeed.
A report by Top Gear cites a McLaren owners’ event as the occasion on which McLaren CEO Mike Flewitt decided to reveal to potential Speedtail customers that the car would have more than 735kW.
He also told customers the engine would be hybridised as in the McLaren P1.
“What we focus on are attributes rather than engines,” he added.
“I remember when we launched P1, people said we should have had a V12. That kind of missed the point – for us it was about what it did, and the character that comes out of it.”
Adding to this, there are a few things we know about the Speedtail, and one of those is an anticipated top speed of ‘more than’ 391km/h, the top speed of the McLaren F1. This will become ‘the highest top speed of any McLaren yet’, as McLaren revealed when its name was announced.
The F1 and the Speedtail will also share a couple of other defining features, the central driver seating position is the most obvious of these.
Last year, McLaren released photos of a 720S that had been turned into a test mule for the then BP23, very clearly showing off its F1-like interior.
At MOTOR, we also spoke with McLaren Asia/Pacific managing director George Biggs, who hinted that some of the car’s buyers could be from Down Under.
“We’re a global company so we make sure that all of our markets are served correctly. So on that basis… I would expect that we may see the car here.”
He even said there would be ongoing discussions on how to make the car road-legal in Australia.
“We work with the local government and the regulators in that market and we respect the rules. We’re a manufacturer that has to work within those rules. Obviously, we’re in some dialogue but largely, it’s about, what are the rules? How do we comply with them?”
McLaren has said it will only build 106 Speedtails, the same production number as the F1. In the UK, pricing was set at £1.6 million before taxes, though all units sold before the car was even officially announced to media.
Each of those customers also receive a small metal sculpture made in the same limited run of 106, each assigned to a car.
McLaren says production will begin at the end of 2019.
Holden has confirmed that the new Acadia SUV range arriving in the fourth quarter of 2018 will have a comprehensive suite of safety features to lure families away from popular rivals like the Toyota Kluger, Mazda CX-9, Ford Everest and Toyota Prado.
Holden has not confirmed how many models will make up the new Acadia range, although it has said that all will be driven by a V6 petrol engine combined with a nine-speed automatic transmission. Front-wheel drive and all-wheel-drive models will be available.
Every Holden Acadia model in the range will have autonomous emergency braking, automatic high-beam assist, forward collision alert, lane keep assist with lane departure warning, side blind zone alert with rear cross-traffic alert, and rear parking assist. All Holden Acadia models will also have seven airbags.
The Holden Acadia will be the first Holden on sale in Australia with intelligent speed assist with traffic sign recognition. Holden claims this technology, which can read speed signs and adjust the cruise control accordingly, has been calibrated to local conditions. Holden has not yet revealed to which models this feature will be fitted.
The Holden Acadia’s standard equipment list includes keyless entry and go, an eight-inch colour display with Apple CarPlay and Android Auto, six-speaker sound system, three-zone climate control, satellite navigation and a reversing camera.
Holden says the Acadia is a genuine seven-seater configured for comfort and flexibility. The rear two seats can be folded flat into the floor for additional luggage space when not required.
MORE: Holden Acadia Range Review MORE: Holden Acadia Specs, Range & Price
If it feels like you’re driving something a contractor would drive to a building site, it’s probably not something you should consider a performance vehicle, unless that contractor is into HSV Maloos.
So we decided off-roading deserves something petrolheads can really sink their teeth into, not just something that looks more expensive than the other 4x4s and utes on the tracks of a weekend.
Enter the Ford Everest. In its new form, it runs on ‘Raptor’ power, utilising the 2.0-litre twin-turbo diesel four which was Ranger Raptor-only until the Everest came along.
But our friends at 4X4 Australia say it’s not likely there’ll be any more similarities. “There are no such plans for a Baja-inspired wagon,” a Ford rep told 4X4 Australia. We have our own idea.
The first step is appeasing the power-hungry rev-head in all of us by bringing Ford’s mighty Miami supercharged V8 engine into the equation.
The Miami, in our Everest Raptor, doesn’t have to match the 345kW and 575Nm outputs it had in the Falcon XR8 Sprint, but why shouldn’t it? If it’s going to be a performance vehicle, the engine should be pumping out as much power as the chassis can handle. Ford’s new-ish 10-speed auto is a fine thing, so we’d be happy to see that put to use.
Next, we’d look to the suspension. This is a 4X4/SUV after all, and if there’s one reason to buy something so high off the ground, it’s to drive over things. We’d want to see the same suspension found in the Ranger Raptor, which Ford says can handle rough terrain at high speeds.
Fox internal-bypass shocks, which were custom-fitted to the Raptor, are essentially off-road racing suspension, and the Raptor-specific Watts link should keep the Everest’s rear tied down.
On top of that, Ford’s Terrain Management System, which is present in the Ranger, should get a look in here, including the Baja mode that is the off-roading version of ‘sports plus’.
At the 2.5-tonne mark, we’d also want to see some meaty brakes on our Everest Raptor, as well as the widened track from the Raptor.
As for the price, if people are willing to pay about $75,000 for a diesel Ranger Raptor, it seems like the sky is the limit. That’s also about the price of the top-spec Ford Everest Titanium, so we’d say a premium of about $10,000 – maybe even $15,000 – would be fair given that’s the gap between Ranger Wildtrak and Ranger Raptor.
So, would you pay $85K for our (very unlikely) creation? What would you have done differently?
Let us know in the comments!
RENAULT has chosen the Moscow show as the opportunity to whip the hanky off its latest crossover creation, the Arkana.
Built in the Russian capital and targeted at the domestic market, the Arkana has nevertheless ignited the interest of several markets. The company has been explicit in its statement that the Arkana is not destined for Western European markets, but has been coy about where else the car will be sold. Due to land early next year for roubled-up Russians, there’s a chance that right-hand drive world markets could get the vehicle.
Australia is clearly one of the markets in contention for this model, to flesh out Renault’s crossover offering here alongside Captur and Koleos. Renault Australia’s corporate communication manager, Emily Fadeyev has said, “Australia has a strong SUV market and we believe there is opportunity to increase Renault’s SUV presence in the future.” Managing director Andrew Moore was even more enthusiastic, adding, “We are reviewing this new crossover and we are currently discussing it with the factory.”
One of the key issues is whether there exists the return on investment for right-hand drive re-engineering. This is likely to delay any putative introduction to Australia. “We wouldn’t see them within the next six months,” confirmed Fadeyev.
With its BMW X4-style sloping back and tint front overhang, there’s real presence and confidence to the Arkana, finally translating the design moxie of cars like the Captur and Kadjar into a larger form. Riding on 19-inch alloys, the show car also featured a full LED lighting signature and looked production-ready inside. The Arkana has been engineered with a choice of both front and all-wheel drive chassis and will introduce a new engine line-up to the Russian market, as yet unannounced.
“The Arkana show car is a distinctive coupé-crossover, striking balance between the elegance of a saloon and the powerful stance of an SUV. We have dialled in specific Renault cues, with a strong design, strength and sensuality with a French touch,” said Laurens Van den Acker, senior vice-president, Renault design. “We can sum up the design in two words: muscular and aspirational.”
With the success of Mercedes GLE Coupe and BMW X4/X6 in Australia, it’s clear that there’s a market for premium crossover coupes. Renault hopes it can bring that styling theme to a broader market. Getting the green light from head office might prove a tougher ask than finding customers here.
YOU might not be able to afford an Aston Martin, but you’ll soon be able to own part of the company.
Reuters has confirmed one of the worst-kept secrets in the automotive world, namely that Aston Martin is going public.
The necessary documents have already been filed with the UK Financial Conduct Authority, a prospectus will be issued at the tail end of September, and approximately 25 percent of the company will be listed on the London Stock Exchange before the end of the year.
The public offering values the company at around A$12.2bn, not bad for a company that has only just recorded its first full year profit for eight years and has a history of filing for bankruptcy seven times.
Financial projections look rosy, however, with demand for DB11 seeing a ramp-up in production to around 6300 units, investment in a new factory in Wales set to bear fruit and, most importantly, the addition of the DBX crossover, which is expected to boost sales from the current circa 6300 cars per year figure to around 10,000 sales per annum by 2020.
While the slow progress of Brexit negotiations may have dulled some investors’ enthusiasm in buying into a British car manufacturer, Andy Palmer, the company CEO, has confirmed that the timing of the float has been designed to coincide with the announcement of a trade deal between the UK and the European Union; a market that accounts for a quarter of Aston’s registrations.
Palmer has been bullish on record regarding the knock-on effect of various Brexit scenarios. “If there is a tariff into Europe, it’s countered by a tariff into the UK for our competitors, so you might lose a little bit of market share in the EU but you pick it up in the UK,” he said. Palmer admitted that Aston Martin is stockpiling engines, many of which are sourced from the German company AMG, in preparation for “border delays after Brexit”.
Aston Martin’s current investors include private equity firm Investindustrial and an investment house based in Kuwait. Mercedes-Benz owner Daimler (DDAIF), which has a stake of nearly 5 percent, will remain a significant shareholder. As well as solidifying Aston Martin’s financial status after years of travails, the offering also looks to replicate the success of Ferrari, which has seen the boom in high-end vehicle sales result in its stock more than doubling since it went public in 2015.
If this car launched just over a decade ago we’d be asking Volkswagen why it mistakenly has put Polo badges on a Golf GTI.
That’s because this ‘little’ GTI now puts out figures that would beat a Mk5 Golf with the same legendary moniker. Its turbocharged four-cylinder develops a peak of 147kW, the exact same as its ancestor. Then its 2.0-litre EA888 series engine, the first ever in a Polo, goes further with a class-leading 320Nm.
This power is pumped from a turbo 2.0-litre four-cylinder more commonly found in, as you might guess, a Golf GTI. When Renault Sport has shrunk the Megane’s capacity to 1.8 litres, Ford has deleted a cylinder from the Fiesta ST, Wolfsburg’s decision to upsize from the old turbo 1.8-litre seems unusual.
But the power injection seems less dramatic when you run a measuring tape over the new Polo’s sharp lines and stretched surfaces. It’s grown in width, wheelbase, and length. And now that these increases unlock more shoulder space, leg room, and luggage space, VW says some of these gains make the Polo comparable to cars a segment larger.
While the new Polo GTI is bigger and more powerful, it also brandishes special equipment reserved for luxury cars, like adaptive dampers and digital dash screens. It all ups weight to 1285kg tare and when loaded with fuel and driver that easily hits the 1355kg kerb weight on the aforementioned Golf GTI’s spec sheet.
But driving the all-new Polo GTI across North-East NSW’s best and worst roads hints it hasn’t lost the giant-killing factor of past iterations. In fact, engineers have pushed its performance envelope wider. A six-speed manual will be built for cars overseas, yet VW Oz believes its arrival is unlikely. It reasons buyers won’t crave a manual like before as this six-speed dual clutch DSG variant gets every one of the 320 torques the manual does.
While the Australian Polo GTI offers one powertrain flavour, that’s no bad thing. The DSG handles the car’s muscly outputs with ease. It smoothly dispatches shifts mid-corner and matches wide ratios to the car’s thick power band. Admittedly, it robs you of the true autonomy with manual ’box, as it automatically upshifts at its 6000rpm redline no matter what mode you’re in and the kick-down switch is too easy to hit under full power.
Such front-wheel drive hooliganism fades away in the bends. The car’s diff-by-brake tech quells wheel spin with smooth, but noticeable, operation, to help the Polo dig in under traction, rather than scrabble from corners. With unique suspension geometry, links, and a stiffer setup to match its adaptive suspension, the Polo responds well when driven hard.
That outside front tyre doesn’t relent as you barrel into decreasing radius bends. This poise, too, helps the Polo’s more even spread of grip hold the road with tenacity. Astonishingly, it does this with Michelin Primacy 3s, instead of Europe’s Pilot Sport 4s, and thinner tracks than the model before. Combine that with a crisp steering rack that’s been massaged with the same precision, and insulation, as the current Golf GTI’s electric system, and the Polo emerges as truly confidence inspiring.
And at least across terribly kept public roads, it backs its talents up with an unflappable ride in both its Normal and Sport adaptive suspension modes. Its torsion beam based MQB-platform does feel firm at first, tending to fidget over most imperfections. Press on, though, and it finds genuine compliance as if its dampers always have some travel up their sleeve.
The only thing we can tell you about the optional 18s that use the same 215mm footprint but drop the sidewall profile from 45 to 40 on its Bridgestone Turanza T001s, is that they are a bit busier over really rotten roads, but unless you commute over multiple cattle grids then there’s not much in it.
We can’t tell you if its brakes are up to retarding the extra energy the Polo throws around since we didn’t use a racetrack. And for that, we can’t comment on whether the Polo GTI can cut loose with its ESP switched to Sport either. And despite having an innate friendliness and accessibility, the stability system remains undefeatable.
At least on ride, handling, and comfort, the Polo GTI is a more resolved. The new cabin, too, drops the seat height to a much lower level, for a better driving position, and feels roomier. The amounts of cost-saving plastics also seem appropriate. The high resolution 8.0-inch touchscreen is nicely integrated into the centre stack. The standard tartan-draped seats also hug and support you well.
At $30,990, or $3500 than before (or $1000 more than the old DSG), the Polo’s gains in tech, comfort, space, and handling seem like a very reasonable ask. Although that value equation easily diminishes the pricier it gets. And that’s easier to do with its options list adopting Audi’s package-focused mentality. Thankfully, none of them hide the essence of this car’s appeal.
We’d find the standard fit Apple Carplay system, adaptive dampers, and analogue dash more than acceptable. But if you’re particularly image-conscious, 18s and fake suede seats reside in the pricey $3900 Luxury Pack. The safety minded will zero in on the radar cruise in the Driver Assistance package for $1400. Meanwhile crisp 300w audio and sat-nav await in the $1900 Sound and Vision pack.
Fully optioned this new Polo GTI can reach $38,190. While that’s not a first in this mini hot-hatch segment, we vividly remember Volkswagen’s three-door Golf GTI Original for $37,990. And although this Polo GTI feels like a mini Golf GTI more than ever, with the same complete appeal, it rivals the i30 N, Megane GT, or Focus ST on that price
Stick to the basics, we say, and the Polo GTI will be a blast. Even if on paper it’s a little bit like one from the past.
2018 VOLKSWAGEN POLO GTI SPECS: Body: 5-door, 5-seat hatch Drive: front-wheel Engine: 1984cc inline 4, DOHC, 16v, turbo Bore/Stroke: 82.5 x 92.8mm Compression: 9.6:1 Power: 147kW @ 4400-6000rpm Torque: 320Nm @ 1500-4400rpm Power-to-Weight: 108kW/tonne Transmission: 6-speed dual-clutch Kerb Weight: 1285kg (tare) Suspension: struts, A-arms, coil springs, adaptive dampers, anti-roll bar (f); torsion beam, coil springs, adaptive dampers, anti-roll bar (r) Length/Width/Height: 4067/1751/1438mm Wheelbase: 2549mm Tracks: 1522/1496mm (f/r) Steering: electronically assisted rack-and-pinion Wheels: 17.0 x 7.5-inch (f/r) Tyres: Michelin Primacy 3 205/45 ZR17 (f/r) Price: $30,990 (est.)
Likes: A compliant, grunty, and polished little beast Dislikes: It’s not so little anymore; we haven’t driven it at a racetrack
Rating: 4 out of 5 stars
The long awaited arrival of its Model 3 next year has prompted American electric-car manufacturer Tesla to launch additional facilities in Australia including a mobile service, and a new service and delivery centre in Sydney.
The Alexandria service centre (pictured) will become the primary delivery centre for Tesla in the Harbour City, allowing for greater volume as the growth of electric vehicle ownership continues to grow.
It will also house a Tesla Supercharger station to help extend the charging coverage in metropolitan Sydney coverage.
Tesla has also opened new Supercharger sites in Narooma, New South Wales, with 18 more sites planned around Australia, in additional to the 21 already operating.
There are also 560 Destination Chargers in convenient locations across the country.
Tesla’s new mobile service will be used for the more than 80 percent of repairs that can be carried out without visiting a service centre.
According to Tesla Australia, owners can have their vehicles serviced wherever they are, at their home or work, quickly and quietly by a Tesla technician.
The program, which is already available in the US and UK, uses a fleet of all-electric Tesla vehicles and does not incur any additional costs than if the work was carried out at a service centre.
Meanwhile, the Model 3 is available for close-up inspection at the Tesla stores at Chadstone, Melbourne, Martin Place, Sydney and Brisbane’s Fortitude Valley.
