IT’S TECH-RICH, packed with safety equipment, available with downshift rev-matching and built on a platform that’s designed to handle: it is the all-new Toyota Corolla hatch.

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Sportiness and cutting-edge technology aren’t attributes one would traditionally apply to the humble Corolla, but Toyota has pulled out all the stops for its clean-slate redesign of Australia’s most popular passenger car.

First off, the platform that underpins it is box-fresh. Toyota’s TNGA (or Toyota New Global Architecture) modular platform can already be found under the C-HR small SUV, Prius hybrid and Camry, and the benefits it brings to the new Corolla are manifold. For one, it replaces the old car’s torsion-beam rear suspension with a more sophisticated multi-link arrangement, while also offering a 60 percent improvement in body rigidity and a lower centre of gravity.

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Translated into simple terms, it should feel more stable and secure on the road, while also boasting better comfort and sharper handling. Weight-saving measures such as a plastic tailgate see overall kerb weight rise just 30kg in manual form, despite the new Corolla being 45mm longer and 30mm wider than the car it replaces. Other dimensional tweaks include a 2640mm wheelbase that measures 40mm longer to boost cabin space, and a 40mm reduction in height for a sportier look.

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The standard petrol engine is just as new. Displacing 2.0 litres and built on an all-alloy architecture that makes it lighter than the outgoing hatch’s 1.8-litre, the new Corolla’s naturally-aspirated engine generates 125kW and 200Nm, with Toyota claiming “world leading thermal efficiency” of 40 percent – that is, 40 percent of the latent energy in the fuel being burned ends up going to the car’s transmission rather than being lost as heat. To put it into perspective, the Mazda 3 generates 114kW and the same torque from 2.0 litres, while the Hyundai i30’s 2.0-litre atmo option produces 120kW and 203Nm.

The Corolla’s 2.0-litre engine is available with a six-speed manual gearbox on the Ascent Sport grade (which also brings downshift rev-matching), while a continuously-variable automatic transmission (CVT) is standard-issue on the mid-grade SX and flagship ZR. Toyota promises the CVT loses the sluggish feel of the previous car’s auto option by adopting a mechanical launch gear for more direct power transmission from a standing start. Meanwhile, 10 fixed ratios can be sequentially selected when the CVT is put in its manual shift mode.

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The addition of brake torque vectoring is another nod to keen drivers, gently braking the inside wheels during hard cornering to help reduce understeer.

Unlike the previous generation, the Corolla hybrid is no longer a standalone variant. The new Corolla range spearhead’s Toyota’s strategy of offering a hybrid powertrain option at every level of specification, with the super-frugal hybrid powertrain now available across the range at a $1500 premium over the cost of the equivalent conventional petrol model.

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For that extra outlay, the 2.0-litre petrol gets replaced by a 1.8-litre Atkinson-cycle petrol, which also boasts a 40 percent thermal efficiency. Power output gets reduced to 72kW and 142Nm from the engine alone (90kW and 163Nm when the electric assistance motor is also in play), but fuel economy on the combined cycle is a frugal 4.2L/100km. The 2.0L, meanwhile, burns 6.0L/100km with the CVT automatic, or 6.3L/100km with the manual.

FEATURES

Standout features on the 2018 Corolla include the range-wide fitment of active cruise control, lane departure warning, auto high-beam, AEB with pedestrian and cyclist detection (the latter only working in daytime), and an 8.0-inch colour touchscreen display. Opt for a CVT-equipped model, and you also gain lane-keep assist.

Move further up to the mid-level SX grade and blind spot monitoring, satellite navigation, wireless phone charging, digital radio, front foglights and a rear USB port become standard, while the range-topping ZR brings a colour head-up display, leather/suede upholstery, more heavily-contoured front seats, an eight-speaker premium audio system, in-cabin ambient lighting, self-dimming rear-view mirrors and uprated bi-LED headlamps.

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PRICING

Keen Corolla-spotters will note that the Ascent grade has been culled from the line-up, leaving the Ascent Sport to open the Corolla range. The price of entry consequently rises, now sitting at $22,870 for the Ascent Sport manual.

However, with the introduction of hybrid options on all three spec grades the Corolla hatch family continues to boast seven individual variants.

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Prices have generally risen across the board, a reflection of the extra equipment that’s now fitted as standard. Given the outgoing ZR was already fairly well-equipped, that model undergoes the smallest price hike of just $350 in petrol automatic form. Full pricing is as follows:

• Toyota Corolla Ascent Sport petrol manual – $22,870
• Toyota Corolla Ascent Sport petrol CVT – $24,370
• Toyota Corolla Ascent Sport hybrid CVT – $25,870
• Toyota Corolla SX petrol CVT – $26,870
• Toyota Corolla SX hybrid CVT – $28,370
• Toyota Corolla ZR petrol CVT – $30,370
• Toyota Corolla ZR hybrid CVT – $31,870

Since 1964 (and a half, if you follow that school of thought), the Mustang has been one of the most easily recognisable cars on the planet.

And in the 54-ish years it’s been around, almost 10 million have been built. Almost.

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This week, on August 8 (US time), the 10,000,000th Ford Mustang is set to roll off the line at the plant in Michigan. That’s two days from time of writing.

Though Ford is keeping tight-lipped on details of the car itself, the date is something MOTOR has been chasing (‘hounding’ may be a better word) Ford about for some time.

Production number reports and a little bit of rough maths revealed the special ‘Stang might show up around mid-2018, but we couldn’t be sure. Now Ford has finally spilled the beans.

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As mentioned, there’s nothing official on the car itself, though an Instagram user has recently uploaded two shots of what is reportedly the special Pony.

https://www.instagram.com/p/Bl9OwqKH4Db/?utm_source=ig_embed

It’s unconfirmed at this stage, though the user’s (@official_ford_guy) involvement with the US Mustang community would suggest he’s got some inside knowledge and/or access.

https://www.instagram.com/p/Bl_OqgBnOcK/?utm_source=ig_embed

While it’s not unusual for mass-market cars such as the VW Golf or Honda Civic to surpass milestones like this (approaching 50 million between them), sports cars (even affordable ones such as the Mazda MX-5, one million as of 2016) rarely soar so high.

It makes it not only one of the most iconic sports cars (or muscle cars, in a more accurate sense) in the world, but also one of the most popular.

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With its most recent generation, it’s found the same (if not more) popularity here in Australia, regularly topping the sports car segment on sales reports as the first version of the Mustang sold locally through Ford.

Stay tuned as we find out what the 10 millionth Mustang is, and what Ford has planned for its reveal.

The European-designed and built ZB Commodore hasn’t got off to a great start in Australia, with sales falling way short of its Australian-built predecessor. One reason is dwindling demand for larger passenger cars with buyers flocking to SUVs, though patriotic backlash for daring to name the Opel Insignia after an Aussie icon also seems to share the blame.

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This has led to a perception that the new Commodore isn’t as good as the VF model it replaces. This might be justified for those lamenting the loss of V8 versions such as the SS-V Redline, however it’s a very different story when comparing the lesser powered versions from each generation. Anyone used to the old VF SV6 Sportwagon will be pleasantly surprised by its 2.0-litre turbocharged petrol RS successor when it comes to power, ride, handling and features

Priced at $39,490, the RS Sportwagon comes with all the standard features found in the $3600-cheaper LT Sportwagon including autonomous emergency braking, but adds cosmetic enhancements including a sports body kit, bigger 18-inch alloy wheels, front sports seats, leather sport steering, and additional active safety features including blind-spot monitoring and rear-cross traffic alert.

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STRENGTHS

• The 191kW/350Nm 2.0-litre turbocharged petrol engine is a sweeter unit than the more powerful, but heavier V6 that’s also available. It’s marginally less powerful than the 210kW/350Nm V6 in its VF SV6 Sportwagon predecessor, but a lot more refined and quick off the mark thanks to the nine-speed automatic transmission.
• The 2.0-litre petrol is also reasonably economical, with an official 7.6L/100km combined rating. We achieved about 8.7L/100km in our real-world testing, which isn’t too bad.
• Ride comfort is excellent. It’s very quiet and feels like its gliding along the road on the RS spec’s 18-inch wheels.

• This is a lot of car for around $40,000, with a features list that rivals some premium German models. Standard equipment includes the aforementioned active safety features, plus; dusk-sensing headlights, LED daytime running lights, rain-sensing windscreen wipers, keyless entry, dual-zone air-conditioning, power-adjusted driver’s seat, 18-inch alloy wheels, hands-free power-operated tailgate and an excellent seven-speaker sound system.

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• The uncluttered interior is well put together with German build quality that, dare I say it, exceeds that of its Aussie predecessor.
• The attractive dashboard looks modern and is intuitively laid out.
• The MyLink infotainment system is simple to use and features Apple CarPlay/Android Auto to sync with your phone’s music, maps and other functions.
• The cloth sports front seats are very comfortable with great back and under thigh support.
• It’s not as big as the old Commodore, but rear seat passengers still benefit from plenty of legroom. The Sportwagon doesn’t have as much of a sloping roofline as the liftback sedan, which will please taller occupants. Rear seat passengers get their own heating and cooling vents at the back of the centre console.
• The RS Sportwagon boot holds up to 793-litres which pushes out to 1665-litres with the seats down, which isn’t bad considering the sleek roofline.

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WEAKNESSES

• The RS spec doesn’t come with the more powerful and economical 125kW/400Nm 2.0-litre turbo diesel that would be ideal for country driving and long-distance touring.
• The interior is a little drab, with bland textures and monochrome colour scheme.
• Despite being a wagon there’s no room for a full-size spare tyre, meaning you have to make do with a space saver.

• Towing capacity is about 1800kg, which is a lot less than the VF Commodore SV6’s 2100kg and that of most large SUVs.
• Having to put up with the “that’s not a Commodore” crowd’s prejudice.

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ARE THERE ANY RIVALS I SHOULD CONSIDER

While the ZB Commodore is classed as a large car, it’s not much bigger than most medium-sized cars, which expands its competitor set. Similarly priced wagons from both segments include the diesel-only Ford Mondeo Ambiente, Hyundai i40 Premium Tourer, Mazda 6 Touring, Skoda Superb 162TSI, Subaru Outback 2.5i Premium and Volkswagen Passat 132TSI.

This is why we love the internet, or at least how it can surface awesome car-related things like this.

A video uploaded to YouTube that we spotted over the weekend shows the result of one man’s hard work – a Ford Barra Turbo built entirely out of LEGO.

If you’ve ever tried to make anything small and mildly complicated with LEGO, especially if it’s got moving parts, you’ll know how difficult it is without instructions.

And there are no instructions for building a Ford straight six out of LEGO. What’s more impressive is that, with an electric motorised unit attached, the cylinders actually ‘fire’.

Though he concedes that the cylinder firing order is incorrect, the fellow who put the engine together did think ahead while building the gearbox, which makes the cylinders move slowly enough to be noticeable.

Oh, yeah, and there’s a gearbox. While the engine itself is impressive enough, the LEGO Barra also has a “6-speed ZF” which acts as a halfway point between the electric motor that moves the engine’s parts.

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Obviously, without fluids, fuel, exhaust, and for numerous other reasons (the most obvious of which being that it’s tiny and made of plastic), there’s little else happening in the model aside from the pistons.

But one more little detail the builder got right is that the turbo spins. Our hats are off to this wizard of engines and LEGO, whoever he is.

HOLDEN’S tight connection to the General Motors global development program is going from strength to strength with the Australian team drafted to assist in the development of Cadillac’s CT6 V-Sport performance halo.

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A disguised version of the new high-performance CT6 was spotted cruising Melbourne public roads ahead of the model’s official release date in its native US market, suggesting the Lang Lang-based engineering team is still in the final stages of tuning.

It’s not the first time a Cadillac has been spied Down Under with the steering wheel on the left, with GM previously exploiting the local team’s skill in chassis and drivetrain calibration, but the most recent pictures confirm Holden has its hands on the GM’s all-new 4.2-litre twin turbo powerhouse.

Brake cooling ducts next to the unmistakable extended headlight are the fingerprint of the V-Sport variant which was unveiled at the New York motor show this year, although the vehicle spotted in Melbourne wears a different grille, which might reveal the local outfit is working on an as-yet unannounced version.

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Its forced-induction V8 is capable of churning out 410kW and will gradually proliferate the GM family including at least one variant of the Corvette sports flagship, and is the company’s foray into ‘hot V’ turbocharging, where the turbos nestle in the valley between cylinder heads.

With the end of local vehicle production, the new powertrain is a glimmer of hope for V8-powered rear-drive vehicles for Australia and it’s likely the vehicle’s suitability for the local market is under scrutiny.

If not under the bonnet of the CT6 V-Sport, hopes still remain that the cutting-edge V8 will find another avenue into Holden showrooms to satisfy Australia’s appetite for V8s.

Holden was unable to comment on exactly what the CT6 pre-production car is doing on red dirt, but the reintroduction of Cadillac to the local market has been rumoured since a planned return was cancelled in 2009.

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If, however, the mysterious disguise-wrapped visitor is solely here for development work, its presence is an indication of the ongoing influence of Holden’s design and development team in the GM global landscape.

Holden corporate and brand communications senior manager Megan Lloyd said Australian engineers “have a great reputation” and the decision to send the V-Sport Down Under was a commitment to the ongoing relationship between General Motors in the US and its southern hemisphere outpost.

“We’re involved in lots of programs for GM,” she said. “It’s all part of the work on global programs that our engineers are involved in”.

How much is a kilometre worth to you?

The law of buying a new vehicle dictates that the second you leave a showroom is the moment you drill what you just paid into the floor. And that is especially true for these sports cars known for sex appeal and burning cash.

Take the stunning Lexus LC 500. A new buyer would have left the dealership having spent $190,000 plus on-road costs, or $202,711 driveaway according to Lexus’ New South Wales price calculator, for the 351kW 5.0-litre naturally aspirated V8-powered show stopper.

Another Japanese brand, Infiniti, may have just cut $4000 from the price of its Q60 Red Sport, shifting it from $88,900 to $84,900 plus on-road costs. But a Queensland dealership is moving year-old stock, with only 28km showing, for $69,888 driveaway.

While this rear-drive coupe isn’t the last word in sophistication, it looks drop-dead gorgeous and packs a superb 3.0-litre twin-turbo V6 with 298kW and good enough for a 5.0sec 0-100km/h claim.

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With $20K-plus wiped from a price that become barely higher than that of a Kia Stinger GT, the Q60 Red Sport is cast in a much different – and altogether far more tempting – light. It’s also a conservative circa-$714-per-kilometre off for this single ‘dealer demonstrator’.

Then there’s the crowd pleaser, the Ford Mustang. Popular in MOTOR pages for good reason, the EcoBoost and Convertible versions are widely considered less desirable than the V8 coupe. Especially given both 2.3-litre turbo and 5.0-litre versions have lifted in price with the facelifted models, it makes the pre-facelift versions all the more alluring on as used cars.

Take a six-speed manual EcoBoost, a couple of years old and spotted with 11,000km showing for $37,990 driveaway, or virtually Toyota 86 GT and Subaru BRZ money. Quick calculations suggest at least an $11K saving from new, for neat $1-per-kay depreciation.

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Conversely, you could go to the opposite end of the spectrum with an auto-V8 Convertible, $65,916 plus on-road costs new, or a couple of years old and with 10,996km showing for … $20K less at $45,990 in the fixed price auctions. It may be a slightly wobbly driver’s car, but it’s still a 306kW bent-eight for top-spec Toyota Camry money, having lost $2-per-kay.

And whether it’s LC500, Q60 Red Sport, or one of the less-loved ‘Stangs, you’re sure to standout without getting embarrassed on the right stretch of twisty road either…

THE VERY first production-spec Ferrari F50 is up for sale, having popped up at a dealership in Long Island, New York.

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And besides being the first of its kind, this particular F50 has a very interesting logbook indeed – despite only having 2250 kilometres on the odometer. It’s only changed hands a few times in the 24 years since its creation.

It’s Ferrari Classiche certified (very important for all the Concours events you’ll be entering), documented by Marcel Massini (a renowned Ferrari historian) and was Ferrari’s debut car at the 1995 Motor Shows of Geneva and Tokyo. It is the last Ferrari with a five-digit serial number, and its Rosso Corsa exterior paint and black leather seats with red cloth inserts is a timeless Ferrari configuration.

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Serial number #99999 began life in 1994 as the F50 project test mule, performing lap after lap at Ferrari’s Fiorano test track in development of the F1-inspired road car. Further testing saw this F50 take to the roads of Maranello at the capable hands of Niki Lauda, Gerhard Berger, Jean Alesi and Dario Benuzzi.

In 1998, it was gifted to a loyal European car dealer who kept it until 2006 where he sold it to the west coast of America. After spending some time there, attending events like the 2008 Quail Motorsports Gathering in Monterey, California, the car was then sold to the east coast several years ago where it has since remained.

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The car comes complete with all original accessories including a hard top with anvil case, manual booklets, original documentation, literature and F50-specific fitted luggage. It’s just been serviced as well with full service of fluids, battery, tyres, and fuel bladders all being replaced.

Wheels had a first steer of the F50 back in May 1995 at the hands of Peter Robinson, who punted it sideways around Fiorano noting it had a “benign and responsive” character allowing you to “get the F50 so far sideways that the steering was against the stops on opposite lock.”

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For your chance to wrangle an F50 in the same manner, check out Autosport Design’s classifieds ad here.

There is no price listed along with the ad, but we suspect that if you have to ask – you probably aren’t the right kind of buyer.

Ahead of the 2018 Sunraysia Safari Rally, Perth-based Maximum Motorsport has unveiled a Subaru XV rally car with a WRX STI engine.

The two-time Australian rally champion Rob Herridge, who’ll be contesting the Safari in the XV, says the car has been in the works for some time.

“We’ve really taken our time planning what we wanted to do and although the actual build phase has only been a few weeks, there has been a long period of planning.

“We’ve paid particular attention to ‘packaging’ the extra weight of larger wheels and tyres and the extra fuel loads required.”

Maximum Motorsport, which is run by the Herridge family, has been developing Subaru rally cars for decades, and is therefore in a perfect position to develop the ‘XV STI’.

“It has been quite a short development cycle,” Herridge adds.

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“That said, we now have decades of experience building rally cars, plus we’ve contested the Australasian Safari four times and the Sunraysia Safari last year.

“So we have developed an understanding about the specific requirements of these endurance style events.

“This car is a combination of standard Subaru XV and components from the WRX STI rally cars we’ve built and run in national and state rally championships.

“We’ve used as many components from the Subaru family as possible and that has helped us package everything into the car.

“In fact, things like fitting the Subaru 2.0L turbo engine from the WRX STI into the XV were reasonably straightforward. We’ve done some in-house fabrication of components, but not a huge amount.”

Maximum Motorsport expects the XV to prove somewhat of a ‘giant killer’ compared to larger 4X4s which tackle Sunraysia.

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“The Forester has proven to be a great car and having completed four Australasian Safaris and leading last year’s Sunraysia Safari, it has shown that the Subaru Symmetrical AWD concept is competitive in these harsh conditions.

“We have learnt a lot competing in these type of events and we thought that we could tweak the Subaru AWD idea a bit harder with the XV.”

The Sunraysia Safari kicks off tomorrow (Tuesday August 7th) and runs for 5 days, over which entrants tackle the tough environment of Wentworth Shire in the South-West corner of NSW.

Let’s cut to the chase, BMW’s new Competition-badged M5 isn’t going to transport you into another dimension of supercar-decimating straight line speed. Munich hasn’t overhauled the (admittedly, already ferocious) powertrain like it has with the M2 Competition, meaning the M5 Comp’s key specs are so similar to the base model from which it’s based, you might ponder what it has to offer over the viscously fast and capable base M5.

Luckily, though, we’ve been gifted Ascari circuit in Spain as our base to investigate how it’ll justify the extra it’ll ask when it arrives in Australia this September. Because priced at $229,100, it’ll plonk itself $29,100 further upmarket of the base car and right in the middle of Mercedes-AMG E63 and S variants.

On the surface, you’ll identify one of these ballistic boardroom missiles by way of its grille, rear diffuser, exhaust tips, boot lid spoiler. They’re finished in gloss black. You’ll also see it sits lower, by about 7mm, and wears bigger 20-inch wheels wrapped in slightly wider 275/35 and 285/35 tyres.

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This 5 Series Competition is a little heavier, too, by 10kg, which shouldn’t matter considering what hides in its bonnet. There’s an extra 19kW built into its 4.4-litre twin-turbo V8, which now peaks at 460kW at 6000rpm. Torque is identical, at 750Nm, and delivered at a ridiculously low 1800rpm.

The engine fires to life with a robust, dense noise that suits its high-revving personality. The M5 no longer permits, for CO2 reasons, to rev the engine beyond 3500rpm with the shifter in neutral and BMW’s kept the claimed consumption figures to 10.8L per 100km. Matching that yourself, however, won’t be so easy.

At full thrust it’s a tenth faster to 100km/h from rest, dispatching the sprint in 3.3sec. It’ll double that speed in another 7.5sec, then eventually hit 305km/h if you’ve also optioned the driver’s pack (up from 250 clicks).

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It’s addictive speed that’s accessible thanks to the M5’s on-demand all-wheel drive system. It’s also this extra accelerative grip that has given the new M5 more high-speed roadholding than ever before. But we knew that already, of course. What’s most noticeable about this special Competition variant are the changes made to the way it handles.

Munich’s finest have bolstered the Competition’s responsiveness, control, and feedback at its grip limits. More front-end camber improves turn-in, while revised rear trailing arms and a thicker anti-roll bar give the rear end more stability. A good idea, since two-wheel drive mode automatically disables the ESP.

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The whole package equals silly pace out of flat-out second-gear corners and encourages a level of confidence that invites you to use, rather than manage, its hefty weight to assist cornering. But while its mass shrinks around you, feeling almost agile as an M3, there’s still plenty to gain in being smooth and precise. It’s only that the M5 rewards this method with more speed than ever before.

Everything else feels dialled in to help you get on with it. The eight-speed automatic always offers the right gear, and obeys manual shifting, while the brakes offer sturdy deceleration.

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The steering’s more accurate and talkative, while it’s only traded a touch of comfort and ride for the gains in communication and poise.

So, is the new M5 Competition worth the extra splurge? Considering an M5 will do more cruising, commuting, and touring than any other M car, we don’t yet think the improvements made to its on-limit behaviour will get as much use as they would in, say, an M4.

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It doesn’t matter, though. BMW Australia, reportedly, will import the Competition exclusively from September. And there’s plenty here to suggest that BMW’s already involving M5 now has extra agility and grip to emerge the best driver’s car in its small niche.

We can’t help but fantasise our ultimate $230K garage would house an M2 Competition for weekends and a more mundane 5 Series for Monday to Friday. But for one car that can do it all, this Competition is getting bloody close.

2018 BMW M5 COMPETITION SPECS: Engine: 4395cc V8, DOHC, 32v, twin-turbo Power: 460kW @ 6000rpm Torque: 750Nm @ 1800-5800rpm Weight: 1865kg 0-100km/h: 3.3sec (claimed) Price: $229,000 

Four stars out of five

Likes: Awesome in every respect Dislikes: You’ll have to pay for the privilege

Even though GM’s LS1 V8 was all a Camaro and HSV GTO have ever shared, that won’t stop some claiming a spiritual relation when the Chevrolet finds local residency under HSV’s roof.

So why can’t FPV’s 2012 Pursuit Boss Ute be the same to the new 2018 Ford Mustang? Sure, it has two doors for entirely different reasons, but with rear-drive, an LSD and a bellowing V8, it’s like the Mustang’s distant cousin rather than direct relative.

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In fact, the blown 5.0-litre at the heart of the Pursuit used the short-block from the Mustang’s Coyote. That’s not the case now that the Yank uses a third-gen 5.0-litre, which easily trumps the Pursuit’s outputs and noise. However, the Pursuit’s fat bottom-end delivery married to a six-speed automatic could chase down a ham-fisted manual driver.

There’s little contest on handling, with the FPV’s leaf springs and live rear axle no match for the finely honed Mustang package. Looks, too, are easily in the Mustang’s favour according to our eyes. Neither interior has ever been a cabin benchmark. Call it a draw. Practicality wise, it’s another tie, with the Ute’s load-lugging tray matched by the Mustang’s ability to carry another two humans.

Provenance is where things tip into the FPV’s favour. Pursuit Utes were literally the last of a kind. This means the Boss is more expensive than the sum of its parts, and commands from $40K to $60K based on condition – offering choice of a collector’s item, or a brand new bullet.

Classies Watch

Modern classic tempters we found on tradeuniquecars.com.au

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2012 CHRYSLER 300 SRT – $35,000 6.4L V8, 351kW/637Nm, 104,723km, Sydney, NSW Hemi V8 offers great sound and proper acceleration. Comfy cruiser, too.

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2001 NISSAN SKYLINE GT-R – $85,000 2.6L I6TT, 375kW/662Nm, 125,000km, Grovedale, VIC An imported Godzilla in R34 form with a slew of tasteful mods. Owned by one.

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2010 AUDI RS6 – $73,000 5.2L V10TT, 426kW/650Nm, 43,191km, Melbourne, VIC Massive power tamed by all-wheel drive grip. A true executive express.

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2011 ASTON MARTIN VANTAGE S – $140,000 4.7L V8, 321kW/490Nm, 14,899km, Melbourne, VIC Raucous V8 in a sexy shape. Sharp handling cancelled out by firm ride.