Sense of occasion is, sometimes, hard to define. It’s one of those scenarios where if a car or, as the case may be, an SUV has it, you just know. It doesn’t need to be quantified. The Range Rover Velar is the definition of sense of occasion – a design-led product that could, and probably will, sell on its style alone. Luckily this road-focussed Range Rover isn’t just a pretty face; there’s real substance to back up its catwalk looks. Ultimately, the Velar fills the gap between the Evoque and Sport to be Range Rover’s fourth model, and we reckon RR will sell as many as it can make.
TELL ME ABOUT THIS CAR
The mid-spec D240 SE R-Dynamic tested here offers an interesting, ahem, dynamic given its twin-turbo diesel heart offers frugality without compromising on the kerb-side cache customers will buy into. At $106,950 it’s also a bit of a sweet spot in the line-up given how full the spec sheet is for the price. While the Velar is essentially based on the same underpinnings as the more sporting Jaguar F-Pace, Velar focusses on the luxury to find its niche.
STRENGTHS
- Just look at it. Beauty is in the eye of the beholder, but the Velar fails to disappoint in the design stakes. With its sleek roofline meeting an upturned rear, flush doorhandles (that magically appear when you unlock the car) and the copper accents of the R-Dynamic, the D240 SE certainly isn’t an ugly duckling. Large 20-inch alloy wheels and a choice of premium hues round out the concept-car-for-the-road design.
- The interior is utterly gorgeous and makes you feel like royalty – certainly fit for a corgi. The rich caramel cow hide covers just about every surface and it ties in well with brushed aluminium and piano-black accents. There’s even a Union Jack crafted into the stitched leather. Mixed with a choice of 10 ambient lighting colours, the Velar creates an ambience few SUVs, or cars for the matter, can match.
- Dominating the experience inside is the Touch Pro Duo infotainment system, consisting of two 10-inch touchscreen displays. The top screen can be adjusted for tilt and deals mainly with navigation and connectivity. The system is visually stunning and ergonomically sound when in a static state. The TFT dash also ties in well, meaning traditional knobs and dials are now largely a thing of the past.
- Despite the slopping roofline (with the bum rising to meet it, offering a ‘coupe-esque silhouette), rear-seat headroom is more than acceptable. So is legroom, while the fact the rear backrest can recline is an added bonus.
- Boot space is spacious at 588 litres, expanding to 1616 litres with the 40:20:40-split rear seats folded. There’s no load lip to get heavy items over and the rear can be lowered via a button, if the vehicle is equipped with optional air-suspension.
- With 177kW and 500Nm of torque, the 2.0-litre four-cylinder twin-turbo diesel Ingenium straddles the economy/performance line well. The D240’s claimed fuel consumption is 5.8L/100km. Combined with the venerable eight-speed ZF automatic, the forward progress is in keeping with the refined Velar experience.
- Refinement certainly flows into the on-road behaviour, resulting in supressed noise and vibration (NVH) levels. Ride quality, in Comfort mode, on the air suspension is as plush and wafty as you’d expect a RR to be at speed. Yet in Dynamic mode, it still has decent body control and ample grip thanks to the permanent all-wheel drive, Terrain Response 2 system.
- While an off-road test wasn’t conducted, with 251mm of ground clearance and a 650mm wading depth (with air suspension), the Velar has class-leading credentials. Plus, with approach angles of 28.89 degrees, breakover angles of 23.5 degrees and departure angles of 29.5 degrees, the Velar could go where many owners won’t dare to. Hill-descent control is standard as well as dedicated off-road modes.
WEAKNESESS
- Those screens may look nice (actually, that’s very much an understatement), but the ones you touch attract fingerprints like flies to an outdoor Christmas lunch. That’s not what you want in a $100K, leather-wrapped living room on wheels.
- The lower of the two 10-inch touch panels is allocated to the main controls (like drive modes and climate controls etc.) and it becomes very distracting to use on the open road. With only three tactile buttons, navigating your way around the screens at speed by feel alone is virtually impossible. It would be interesting to see if this changes over time with greater exposure.
- While that roofline may look sleek, it impedes on rear visibility; especially in terms of rear three-quarter vision and when combined with the relatively small tailgate window. Thick A-pilars need some adjusting to, as well.
- The ride quality is a bit of a mixed bag. The primary ride is good; meaning smooth undulations, speed bumps and general road imperfections are dealt with aplomb. However, the secondary ride can be fussy and unresolved – especially when in Dynamic mode. It certainly doesn’t deal with Melbourne’s myriad tram tracks as well as it could. Comfort mode affords a suppler ride, but in turn results in mid-corner bobble and rebound.
- The options list can get scary, meaning the relatively affordable D240 SE can become very expensive if you’re not careful. Also, if you want either of the V6s (turbo diesel of supercharged petrol) with a decent amount of kit, you’ll be forking out a significant amount of cash.
ANY RIVALS I SHOULD CONSIDER?
Audi Q5, BMW X3 and X4, Jaguar F-Pace, Lexus NX and RX, Mercedes-Benz GLC, Porsche Macan and Volvo XC60.
If you were devastated that the 2017 Ford F-150 Raptor ditched the V8 for a downsized 3.5-litre twin-turbo V6, worry no more.
RTR, the company created by Mustang-driving Formula Drift champion Vaughn Gittin Jr., has revealed the Ford F-150 RTR Muscle Truck concept at the 2017 SEMA show, packing a full complement of cylinders.
Rather than turn the wick up on the boosted V6, the RTR team has installed a 447kW 5.0-litre V8 – presumably packing a supercharger with that power output – linked to a 10-speed auto gearbox.
According to RTR, “Whether looking for some fun off-road, drifting around the next corner, getting some air, or simply cruising the streets, the F-150 RTR is designed for all the fun you can throw at it.” Sounds good to us.
According to Gittin Jr. the F-150 RTR is undergoing “final vehicles dynamics testing and tuning,” adding “I am a longtime fan of the F-Series line-up and expanding RTR into the Ford F-150 has been a goal since day one.”
Along with the new 522kW RTR Mustang, final specifications and pricing for the F-150 RTR Muscle Truck will be revealed ahead of its release to US Ford dealers in 2018.
Are you tired of your rear tyres lasting too long? Ford Performance has the answer!
Ford’s performance arm has unveiled the Ken Block-inspired ‘Drift Stick’ for its Focus RS hot hatch at the 2017 SEMA show, allowing drivers to mimic the effect of a hydraulic handbrake in a standard production car.
The Drift Stick works purely electronically, plugging into the car’s onboard diagnostics port and opening the rear clutches when the aluminium lever is pulled to allow clutch-free drift initiation. Installation of the lever, which sits between the driver’s seat and the centre console, requires no welding or drilling, keeping the interior in-tact.
According to Ford Performance boss Dave Pericak, “The passionate engineers at Ford Performance are also enthusiasts. Everyone here is encouraged to think outside the box, so project ‘Wicked Stick’ was born. Our engineers will leverage the learnings from its development for future products for Ford Performance.”
The kit sells through the Ford Performance shop priced at $999, though sadly is only available in the US and Canada, and does not affect the car’s warranty, however, Ford says that “like drift mode, the Drift Stick is intended for track use only.”
Though Honda (or Acura, in the US) recently revealed a GT3 version of its NSX supercar, it wasn’t something you could drive up your favourite mountain road.
But this is. It’s the Honda NSX Dream Project.
Built by US-based NSX tuner ScienceofSpeed, the Dream Project looks like a GT3 car thanks to its new aero kit, plus it has a lower suspension kit and more power. Oh, and you can drive it on the road.
Underneath, a custom suspension lowering kit was installed which brings the body down by a little more than an inch. It also features an iLIFT suspension sensor which can lift the NSX up by two inches at the front to avoid scraping on driveways or bumps.
The gloss black roof is a homage to the first generation of the NSX.
On the dash, a multi-function display built by GaugeART can be found.
ScienceofSpeed general manager Chris Willson says the Dream Project is the ultimate second generation NSX, something his company has had a long time to perfect.
“Devoted NSX fans share in a rich 27-year history, and with the second generation NSX reaching the aftermarket community, now is an extraordinary time to be an NSX enthusiast.
“We are thrilled to share our passion for this iconic platform.”
WHAT IS arguably Australia’s most coveted motorsport residence has found a new owner with a plan to develop the 10-acre site for diehard Bathurst fans.
While the current owner of at 505 Conrod Straight, Mount Panorama rented out basic camping spots to Bathurst 1000 ticket holders who wanted just about the closest accommodation to the action, Wheels subscribers Keith and Margaret Tucker will give the address a comprehensive resort makeover in time for the 2018 action.
Keith Tucker, who hasn’t missed Bathurst in 37 years – even though it once meant postponing his honeymoon – already owns a number of Automotive businesses, told Wheels he has pledged to enhance the coveted plot’s motorsport connection and “keep the site a rev-head’s paradise all year round”.
Tucker confirmed to Wheels he paid the full asking price of $2.7 million for the property. One of the new cottages will be named after the current residents. , the Montgomery family.
As it stands, the property features an immaculate main residence with separate large garage and additional living quarters, swimming pool and extensive gardens.
The neighbourhood is normally a leafy and peaceful area offering beautiful views of the surrounding New South Wales countryside, although traffic can become a problem at certain times of year with some tourists cracking 300km/h.
Kia’s highly acclaimed large SUV is considered excellent value for money, with plenty of standard features. Its seven-seat interior provides ample room for bigger families, though it isn’t overly bulky to drive.
The 2018 Kia Sorento brought a number of improvements to ride, steering and handling, a new eight-speed automatic transmission and driver assistance technology, such automatic emergency braking, active cruise control and lane keeping assist, as standard.
VARIANTS
When Kia updated the Sorento in late 2017 for the 2018 model year, it reduced the number of variants from five to four. The top-spec Premium model was dropped, leaving the GT-Line a permanent feature at top of the range. Meanwhile, the Si Limited, which was positioned just above the entry-level Si, was renamed Sport.
The Sorento still has two engine choices: a 3.5-litre V6 petrol and 2.2-litre turbo diesel. Each is paired with an eight-speed automatic transmission. Petrol-powered Sorentos are all front-wheel drive, while diesel versions (which command a $2500 premium) gain all-wheel drive for greater traction and stability.
The diesel powertrain is considerably more fuel efficient – 7.2L/100km compared with 10.0L/100km for petrol-powered variants – and offers more muscular performance.
All variants are available with the petrol or diesel engines except for the GT-Line, which is a diesel-only offering.
Pricing starts at $42,990 for the Sorento Si petrol (above), which comes with plenty of standard features including automatic emergency braking, active cruise control, lane-keeping assist, satellite navigation, dual-zone climate control, 8.0-inch touchscreen, reversing camera with front and rear parking sensors, auto headlights, LED daytime running lights, hill-hold assist, 17-inch alloy wheels and Kia’s class-leading seven-year warranty.
Like the Si Limited it replaced, the Sorento Sport has a few extras over the Si including part leather interior and 18-inch alloy wheels.
The mid-spec Sorento SLi adds a smart key with pushbutton start, power adjustable driver’s seat, hands-free power-operated tailgate, an improved, 10-speaker sound system and LED tail-lights. You can also choose between a black interior or two tone black and stone for no extra cost.
The Sorento GT-Line gains newly designed 19-inch wheels, LED headlights with auto levelling and steerable headlamps that pivot when the front wheels are turned to help see into corners. It also features LED ‘ice cube’ style fog lamps, panoramic sunroof, rear cross traffic alert, a 360-degree top-down camera view, paddle shifters and part black leather seats with grey stitching and GT-Line logos.
- Sorento Si petrol – $42,990
- Sorento Si diesel – $45,490
- Sorento Sport petrol – $44,990
- Sorento Sport diesel – $48,490
- Sorento SLi petrol – $46,990
- Sorento SLi diesel – $50,490
- Sorento GT-Line diesel – $58,990
OUR PICK
The diesel versions are significantly better suited to a large SUV that is likely to carry loads of people and things on a regular basis and the $2500 additional cost also includes all-wheel-drive. Of the different specifications, we like the SLi because it strikes a pleasing balance of price and equipment. If you don’t need all the SLi features but like the idea of a more durable leather interior, the Sport will save you some cash.
AVAILABLE OPTIONS
- Premium paint – $595
I’ve always wondered what it would be like to drive a Le Mans prototype on the road.
The McLaren 540C is the closest I’ve come. After you’ve awkwardly manoeuvred around the scissor doors, gotten comfortable in the tight bucket seats and familiarised yourself with the minimalist interior layout – including numerous ergonomic quirks – your first thought when driving the 540C fast is, how on earth is this the junior-burger model?
It is epically potent, something that feels like it would out-run an Enzo or a Carrera GT, not that I’ve personally driven either of those cars. But the 540C’s acceleration makes you frightened at how fast a 720S might be. At $331,500, if your sole objective in buying a car is to drop as many jaws as possible, as cheaply as possible, the 540C is your car.
And with things like rear vision camera and leather optional, few owners will be withdrawing just the $331K at the ATM prior to visiting their local McLaren dealer. Whatever you do end up spending, you get a car so quick it would take forever to tire of the acceleration.
Powered by a 3.8-litre twin-turbo flat-plane-crank V8 – developed in conjunction with British engineering firm Ricardo, originally for the MP4-12C – the 540C cranks out 397kW at 7500rpm and 540Nm from 3500-6500rpm. With a dry weight of 1350kg, the rear-drive 540C, with its Pirelli P-Zero 285-section rear bags, claims 0-100km/h in 3.5 seconds and 0-200km/h in 10.5 seconds.
With the engine in Race mode, the digital instruments assume a MoTeC-style layout adding further to the Le Mans racer-for-the-road feel, as the engine spews out heat visible in the rear vision mirror. You sit low and reclined, like you could be on the grid at La Sarthe.
It’s the acceleration that’s the most remarkable thing about the 540C. Holy crap it’s fast. Despite an open diff – the computer simulates an LSD with the brakes, and it works – traction is strong. Although with the ESP in sport, wheelspin is possible all the way through first and, on cold tyres, at the top of second gear.
There’s no torque holes here, or lag. It sounds angry and eager. While it’s a fast-paced note, it’s lower in pitch and doesn’t quite howl. It sounds like what it is: A turbocharged, small-capacity V8. The brakes? Epic. Handling? Precise and planted, the damping getting better the faster you go.
Sometimes unexpectedly, as it can be hard to know what the chassis is thinking. In fairness, it does feel like this would be a new car all over again on a racetrack – for the better. While psycho fast and turning heads everywhere it goes, the 540C is, however, also a bit soulless.
It feels very much like a machine. With time I’d respect it and learn to work with it, but I’m not sure I’d ever feel affection for it.
4 stars out of 5 Likes: Crazy potent; epic brakes; aggro noise; comfy ride Dislikes: Steering kickback; weird interior noises
2018 McLaren 540C specs: Engine: 3799cc V8, DOHC, 32v, twin-turbo Power: 397kW @ 7500rpm Torque: 540Nm @ 3500-6500rpm Weight: 1350kg (dry) 0-100km/h: 3.5sec (claimed) Price: $331,500
Aston Martin’s Vanquish Ultimate aims to celebrate Gaydon’s V12-powered GT flagship.
With a 444kW 6.0-litre atmo under the bonnet and three unique designer themes, don’t expect they’ll be available for long — especially when Aston Martin is only building 175 of the things.
Available as both Coupe and Volante drop-top, the Vanquish Ultimate comes in different colour and trim packages to suit the customer’s taste.
The first of the three sets of styles comes in an Ultimate Black exterior (a nod to the first Vanquish S Ultimate Edition), with an Obsidian Black leather interior featuring Chestnut Tan accents.
The second pack is a Xenon Grey paintwork paired with Phantom Grey leather upholstery and blue stitching, complete with yellow accents throughout the cabin.
Aston Martin chief creative officer Marek Reichman says creating the unique interiors and themes was challenging, especially considering some customers will want to further customise their cars.
To this effect, customers can ‘mix and match’ each exterior design to an interior of their choosing.
“Our design team has created three unique themes which unite an exterior and interior package, but we have been careful to ensure each exterior colour and interior theme work well together to offer our customers maximum choice.”
The Ultimate will set UK buyers back £211,995 ($367,890 AUD) or an extra £12,000 ($20,800) for the Volante, but no information for potential Australian buyers is available.
ABARTH’S recently simplified range of small sportscars will be joined by more exclusive specials next year, bringing fans of the scorpion badge a more luxury-focused option alongside the existing pocket rocket range.
Following the warm reception of previous Fiat 500 and Abarth limited editions, the Italian car maker is finalising new specials to follow examples including the ‘500 by Gucci’, Anniversario, Abarth 695 Edizione Maserati, 695 Tributo Ferrari and Biposto.
Exact details regarding the rarer breeds are yet to be confirmed but, speaking at a media event this week, Fiat Chrysler Automobiles (FCA) Australia head of Abarth brand Fulvio Antonelli said the company would launch more than one new special edition in the Abarth ranks to build brand allure starting from next year.
“Look out for 2018. We’re working on a number of projects at the moment and hopefully by Q2 we’ll be able to announce some really cool things.”
In Australia, the current Abarth range extends to two core models in the form of the 595, which uses the Fiat 500 as its basis, and the 124 Spider which is related to the Fiat 124 two-seat convertible sold in other global markets, with neither model ruled out for bespoke treatments here.
Either way, Antonelli confirmed that, like previous specials, the next versions would continue to target both performance and style-focused customers starting with a more luxurious variant.
Given the 500 Gucci’s warm reception when it arrived in 2013 and other style-driven additions since, collaboration with another high-end fashion brand is not out of the question, and Antonelli said a renaissance of Italian brands could inspire the new Abarth variant.
“There’s a real desire for high-end premium products in Australia more, and more and I think Italy is cool again. If you look at fashion, Italian brands are flying.”
The 124 Spider is still enjoying the attention of a new model in the Australian market following its introduction a year ago, but the older 595 range has recently undergone a cull to freshen the line-up.
“The dealers are telling us we got it right. They love the new range because it’s very easy to order. Even option packs. We’re trying to make options very simple.”
While the company is still eyeing a small increase in sales following the range update, Antonelli said it was important to maintain the exclusivity of the niche brand.
“We wouldn’t mind selling just a few more. There’s definitely upside in terms of sales but it gets to a point where you don’t want to appeal to everyone. It’s why it’s such a unique brand because it’s always going to have that exclusiveness about it”.
To call the original Mercedes-AMG GT S a disappointment would be far too strong, but it didn’t quite hit the mark.
It was AMG’s second stab at a standalone sports car after the SLS Gullwing, but though its size, engine and price were all significantly downsized, performance was anything but, its 375kW/650Nm 4.0-litre twin-turbo V8 punching it to 100km/h in just 3.8sec.
However, this repositioning put it head-to-head with the Porsche 911 and 50 years of finely honed sports car engineering. Against such a formidable foe any cracks in the armour were going to be ruthlessly exploited and the AMG GT S had two.
Amidst the rapid expansion of local GT offerings from one to six (two Roadsters and base GT, up-spec GT C and hardcore GT R coupes) it’s been easy to miss the updates to the GT S, which consist of the ‘Panamericana’ grille from the GT3 race car, active front cooling vents, the option of rear-wheel steering (standard on GT C and GT R) and an extra 9kW/20Nm from the M178 V8, bringing totals to 384kW/670Nm.
To be frank, not even the most finely calibrated bum dyno is going to notice the extra grunt, but then the GT S wasn’t lacking to begin with. A C63 Coupe might have similar outputs, but the GT S’s 155kg weight advantage makes it decisively the more potent machine.
Full throttle on the road is a rare event, with any attempts to stem the accelerative flow by grabbing a higher gear rendered redundant by the enormous torque reserves available from just 1800rpm. The dual-clutch transaxle is a superior performance gearbox to the wet-clutch auto found in other AMG V8s, too; not perfect, but quicker and more decisive in its shifts.
Easily the most apparent difference between the focused GT S and AMG’s more traditional two-doors is road-holding ability. Compared to a C63 Coupe, for instance, the traction and lateral grip the bespoke sports car can generate is stunning; the early kilometres of our test drive took place on streaming wet roads yet the GT S scythed through with indecent pace.
Traction on dry tarmac is fabulous, but while wet roads offer wheelspin on demand, the progression of the engine and chassis means oversteer is something to be indulged in rather than feared.
There are still a couple of foibles: small-amplitude bumps mid-corner still spook the GT S (and the driver) mightily, and the optional carbon-ceramic brakes were a little unresponsive at the top of the pedal (though awesomely powerful), but the GT S contains arguably the most important sports car ingredient – fun.
Objectively, the GT S still probably can’t match a 911, especially when the $298,711 ($326,011 as-tested) price tag is more GT3 than Carrera, but it has its own intoxicating appeal – what it loses to the Porsche in poise it makes up for in noise. If, like me, you’re a hoon at heart, it’ll be the sports car that best hits the mark.
4.5 stars out of 5 Likes: Engine; smooth-road dynamics; attitude Dislikes: Dislikes bumps; road noise
2017 Mercedes-AMG GT S Specs Engine: 3982cc V8, DOHC, 32v, twin-turbo Power: 384kW @6250rpm Torque: 670Nm @ 1800-5000rpm Weight: 1570kg 0-100km/h: 3.8sec (claim) Price: $298,711
