Fifteen years after BMW changed the way people consumed its marketing by using big-name directors to produce a series of internet-only short films featuring BMW cars, the German automaker has announced the initiative will be relaunched.
The first film of the new series will be aired at 6pm on 23 October (EST) via BMW’s microsite and, like each of the previous eight films which formed the series named The Hire, the protagonist known as The Driver will be again played by British actor Clive Owen.
The yet-to-be released filmed titled The Escape will be directed by 37-year-old Hollywood director Neill Blomkamp, who already has box-office hits such as the 2009 film District 9 and, more recently, the 2015 film Chappie to his name.
“I was like, ‘man, count me in’,” Blomkamp told The Hollywood Reporter. “When I was in film school, these films were really groundbreaking. They seemed like the perfect halfway point between commercials and features.
“I actually emailed the production company as a 20-year-old and was like, ‘I’d really like to make one of these.’ They wrote back, ‘Never contact us again.’ And here I am!”
The 11-minute short film will be a continuation of the original eight-part series, where regardless of each film’s individual plot, Owen would save the day with an impressive display of highly skilled driving in an equally impressive BMW car.
Owen will be joined by other big-name stars such as Dakota Fanning, Vera Vermiga and Jon Bernthal in the film which, though so far unconfirmed, is likely to be the first of many in a new series.
The original eight-part, internet-only series was enormously successful. The films were directed by the likes of Joe Carnahan, Wong Kar-wai, Guy Ritchie, John Woo and the late Tony Scott, and all featured talent like Gary Oldman, Mickey Rourke and Madonna starring alongside Owen.
In the early days of broadband internet, the films returned incredible traffic for the German carmaker, with 11 million views reported in the first four months, a figure which blew out to a reported 100 million views in four years — impressive by the world’s internet viewing standards of the early 2000s.
BMW reported a 12 percent rise in new car sales following the release of films, which it in part accredited to the series’ remarkable popularity.
The triple-boosted CI version of the uber SUV is coming to Australia with a smaller price tag than the W12.
Bentley’s first diesel model has had a long and sometimes difficult gestation.
It’s more than five years since company boss Wolfgang Durheimer told journalists that he would like to produce an oil-fired Bentley, but when he left the company for a brief stint as Audi’s development boss company insiders told us that the plan had been shelved.
Things changed again when Durheimer returned to Crewe in 2014, with the Bentley Bentayga Diesel proof that the Wolf has finally got his way.
The engine uses two turbos, the second brought on stream by a clever VTEC-style valve-shifting system, with a 48 Volt electric supercharger helping to minimise any lag as the turbos gather momentum.
As in the Audi the result is a peak 320kW and 900Nm of torque, with the latter available from just 1000rpm.
Bentley is claiming that the Bentayga will be the fastest diesel-powered SUV in the world, although not by any significant margin. The official line is that it can dispatch the 0-100km/h benchmark in just 4.8-seconds, a tenth faster than the time Audi claims for the SQ7.
That’s despite the fact that, on official figures, the Bentayga weighs 60kg more than its sportier sister and boasts an identical power output. It’s going to take a YouTube drag race to sort this one out.
Deliveries will start early next year for European customers, and Bentley has confirmed that Australia will be one of the territories to be offered the Diesel, at an as yet undisclosed discount over the $420,000 W12. We’ll bring you more pricing and spec details as we get them.
READ speculation about the next-generation Renault Sport Megane and you might be tempted to rush out and buy a current-generation model simply because you can still lay claim to being master of your own cog.
Yep, while the truth about the next generation of Renault’s legendary bum-dragger is hard to come by, we’re hearing it’ll be four doors with all-wheel steering – perhaps even all-wheel drive, a la Focus RS – a smaller engine and follow the Clio’s lead by adopting an EDC twin-clutch auto. With no manual.
But before you start machine-gunning angry letters left, right and centre, the news is far from confirmed. Regardless, we hope the very reasons such news might upset a good portion of those who read this magazine has weighed on Renault’s corporate mind.
It’s part of what makes the new Peugeot 308 GTi not a bad bit of kit. In fairness, we hear the only reason it doesn’t have a twin-clutch is because they haven’t got around to it yet, but let’s conveniently ignore that for now and celebrate this H-pattern hottie.
The 308 GTi 270 scores a six-speed pinched from the now defunct RCZ-R, which comes shot blasted and fused with more carbon-atoms for strength.
This makes life easier for its engine which, despite its 200kW/330Nm, stacks up tiny in this company. With big boost and trick internals Peugeot Sport’s boffins extracted those outputs from just 1.6 litres.
Then there’s price. Developing a dual-clutch capable of handling the GTi’s grunt would add a fair chunk to its $49,990. And the extra dough needed would push it into dangerous territory. For now, though, it’s manual – and Peugeot Australia says customers are loving three-pedal versions of its performance models, around 17 per cent of 208s sold are the manual-only GTi.
The clutch, too, won’t wear out your left leg, even in traffic, but it nibbles rather than bites during take off, which makes getaways difficult. The 270’s enormous grabbers are also prone to trapping dust, and sometimes groan as you pull away – but Peugeot assures that this is just part and parcel of the pretty serious hardware.
With the clog pinned, the GTi’s nose crabwalks as the LSD tries to manhandle 330Nm in first gear. The front treads chirp on the upshift to second before hitting 100km/h in a claimed 6.0sec. And you can relax in third for corners, surfing the engine’s meaty mid-range or extending to its revvy top-end.
If you do accidentally bump the limiter, though, the lever’s long throw and reassuring ‘thunk’ as it lands the next gate is a soothing remedy. One you’re happy to savour at 54km/h into second, then 99km/h, and then at 132km/h if you need fourth gear.
Unfortunately, while the gears are wonderful to ascend, pedal spacing makes heel-and-toe tricky.
Regardless of Renault’s own moves, Peugeot releasing a hot hatch in 2016 as manual-only is a vote of confidence in the configuration’s continued popularity. And that alone has got to be worth celebrating.
Think two clutches are better than one? The GTi 270 we’ve tested hit 6.09sec to 100km/h and 14.16sec quarter, significantly quicker than VW’s Golf GTI Performance’s 6.8/14.9. The Pug may be lighter and faster, but shows old-school tech can be just as effective.
SPECS
5-door, 5-seat hatch front-wheel 1598cc inline-4cyl, DOHC, 16v, turbocharger 77.0 x 85.8mm 9.2:1 200kW @ 6000rpm 330Nm @ 1900-5500rpm 166kW/tonne 6-speed manual 1205kg struts, coil springs, anti-roll bar torsion beam, coil springs, anti-roll bar 4253/1804/1446mm 2620mm 1570/1554mm (f/r) electrically-assisted rack-and-pinion 380mm ventilated/drilled discs, 4-piston calipers 268mm solid discs, single-piston calipers 19.0 x 9.0-inch (f/r) 235/35 ZR19 (f/r) Michelin Pilot Super Sport $49,990 Great drivetrain; heaps of grip; classy looks Needs more playful handling
MENTION the name Recaro in motorsport circles and you will be regaled with the company’s incredible history of making some of the safest race seats in the world.
The German company has built seats for a century, and today is renowned in motorsport for their life-saving technology.
Now the company is about to introduce its range of child and baby seats in Australia. These products will be built using the same technology Recaro has honed in the crucible of motorsport.
The Recaro range of infant capsules and child booster seats will launch locally on October 18 in conjunction with Nissan Australia’s Supercar team.
Recaro’s child protection products are designed in Germany, and made in the US.
Its Performance Booster Car Seat comes with racing-inspired side impact protection, and cloud comfort memory foam to ensure you child is both safe and comfortable.
To accommodate constantly growing children, an easy-adjust lever allows for quick and proper headrest placement. The headrest has 11 positions to ensure it is optimised for the child’s safety and comfort.
All products are tested to international standards, and have side impact protection foam air cushions, and are lined with expanded polystyrene foam (EPS foam) that absorbs external forces in a crash.
The Performance Coupe Infant Car Seat has deep side wings shielding the five vulnerable areas during a crash; the head, face, neck, torso and pelvis.
The seat has an integrated anti-rebound bar that provides crash protection. This absorbs and distributes crash forces more effectively and upon impact, and reduces the rotation of the car seat to create a safer environment for the baby.
More information will be available closer to the product line’s launch.
IT SEEMS the fastest Commodore ever has a name – the HSV GTS-R W1.
Australian news website Motoring.com.au is reporting the Clayton powerbrokers have followed the same naming convention used for the W427 of 2008, except this time saving the exclusive-sounding single-digit title for what will be the fastest, most-expensive HSV ever built.
MOTOR contacted HSV for comment but spokesperson Damon Paull was mostly mum, only saying an investigation is now underway to find where the information had leaked.
“We have an idea where this leak came from, we’re dealing with that,” he said. “That’s not to say we’re confirming or denying anything.”
The report follows MOTOR’s August issue cover story, where we exclusively revealed HSV was plotting a 476kW supercar-slaying swansong model. Not just the fastest HSV ever, the GTS-R W1 is expected to be the most expensive, pipping $165,000 when it arrives sometime around the middle of next year with a build run of just 250 units.
Motoring.com.au also reports HSV has hired its Holden Racing Team suspension supplier to develop the dampers for the road-going W1.
We spend time with the little Italian roadster, with a Japanese skeleton.
WHAT IS IT? Fiat’s brand new performance flagship, the Abarth 124 Spider. It’s based on our reigning Car of the Year – the Mazda MX-5 – but has a more powerful, turbocharged engine and an even greater emphasis on performance, courtesy of firmer suspension and stronger brakes.
WHY ARE WE TESTING IT? Because on paper, this is one of the most important cars Wheels will drive this year. Keen pricing, boosted equipment and turbo performance mean it could deliver a more convincing package than its Mazda twin. If Abarth hasn’t mucked it up, that is…
THE WHEELS VERDICT So much more than a rebadged MX-5. Sure, the Abarth’s Japanese bones are obvious, but its unique styling, plusher cabin and turbo personality ensure it has its own, distinct character. Fiat is yet to reveal pricing, but if it lands in the low-$40K bracket, it’s a worthy rival to our reigning COTY.
PLUS: Character; handling; performance; price and equipment MINUS: No reach adjustment on the steering wheel; not as pure as an MX-5
Beyond Fuji’s straight, their squealing tyres echoing off the huge grandstands, a group of drifters hurl Toyota Chasers and AE86s around a purpose-built circuit.
Yet it’d unfair to dismiss the Abarth as a rebadged Mazda. It’s more Italian than that, thanks to the devil in its chassis tuning. Abarth’s engineers wanted a package that felt racier and feistier (read more Italian) than a MX-5, so they fitted stiffer suspension with Bilstein dampers, larger four-pot Brembo brakes and a standard LSD. They’ve upped the power too. Lurking beneath the Abarth’s wide, blunt bonnet is a 1.4-litre turbocharged four-cylinder petrol, tweaked to produce 125kW/250Nm. That’s 7kW/50Nm more than you get in the most powerful MX-5.
Wait for the tacho needle to rise, however, and the turbo soon has its wits about it. Around Fuji the Spider feels surprisingly swift (Abarth claims 0-100km/h in 6.8sec) and it pulls hard to the 6750rpm cutout.
It sounds good too, courtesy of quad exhaust outlets, and then there’s the slick, mechanical-feeling gearshift, which makes swapping cogs a joy. The handlings not bad either. Through the bends the Spider’s firmer suspension means it feels more locked down than an MX-5, and more composed, yet its chassis remains brilliantly balanced.
Does all this make it better than an MX-5? The purists will say no. It’s not as true to the barebones, rear-drive roadster philosophy that the MX-5 nails. Where the Mazda comes alive high in the rev range as you wring every last drop of performance from its engine, the Abarth’s turbo donk and torque-rich mid-range mean it’s lazier, more muscular, and more relaxing to drive everyday. So while it mightn’t be quite as rewarding, it’s a more convincing all-rounder.
SPECS Model: Abarth 124 Spider Engine: 1368cc, 4cyl, sohc, 16v, turbo Max power: 125kW @ 5500rpm Max torque: 250Nm @ 2500rpm Transmission: 6-speed manual Weight: 1060kg 0-100km/h: 6.8sec (claimed) Fuel economy: 6.4L/100km Price: $40,000 (estimate) On sale: October
Struggling to think of what to buy for the kid that has it all this Christmas?
Well, you could do worse than his real-life Transformer, based on a BMW E92 3 Series Coupe. It’s built by Turkish company Letrons, who call themselves a “startup and R & D company” which clearly gives them licence to create awesome life-size toys.
There are five models to choose from, all based on BMWs, however it appears that the red E92 coupe is currently the only working prototype. There is no word on price, but whatever it is, surely it has to be worth it.
A lot of cars are considered family friendly by virtue of having more than four seats and a biggish boot. But it would be great if car makers considered the younger passengers more so their parents didn’t have to purchase a bunch of daggy aftermarket products that take up space. Here’s a simple wish-list of not too expensive or techy items to make cars even more child inclusive.
CHANGES MUST BE MADE
Seven-seat cars are great for larger families, however having two extra seats in the back often means sacrificing rear cargo space. It also makes things difficult should you need to change a baby.
Instead of having to carry a change table or take baby seats out the car to lay the child flat we recommend an inbuilt table that folds out from the behind back seats of a seven seater. An alternative can be part of the boot floor folding out to create a table or seat. We’ve seen this in the Bentley Bentayga, but you shouldn’t have to spend $430,000 to get such a feature.
And why not bring back the fold down tailgate so you can use the rear door as a table without having to take anything out of back of the car.
Each idea would also be handy for roadside picnics.
THAT’S ENTERTAINMENT
A good family car should grow with your kids. DVD screens are great, but can’t often be seen properly from the third row of seven-seaters. Besides, once kids grow out of the Wiggles and SpongeBob, they’ll be more likely to be watching their favourite YouTubers or Snapchatting friends about how bored they are in the car. DVDs can also be a fight starter should you have children of varying ages.
As airlines have learned individual entertainment is important so how about an adjustable holder for smart phones and tablets neatly built into the back of the seat in front should they want to watch a movie – it should come with at least one USB port. Just don’t forget their headphones or you’ll go insane.
GIVING A BOOST
Booster seats are great, but they’re just another thing to purchase, carry and then get rid of once the child grows out of it. Or sometimes you may have to give a child a ride but not have a booster seat handy. How good would it be if the back seats had the ability to individually go up and down like the driver’s seat can? The back seats should also be able to recline a little so they can sleep.
COOL STUFF
A lot of cars have extra storage and drink coolers but a lot of these are designed to a size suitable for drink cans, which don’t often contain appropriate beverages for little ones and are easy to spill. It’d be good to see something designed to hold little pop-top bottles and snacks.
WONDERING FEET
As kids grow, their feet tend to wonder on long drives so you end up with scuff marks on your doors, the backs of seats and even windows. A foot rest at the back of the front seats would be handy should the youngster want to change seating positions.
Is there anything you wish your car had to make it more kid friendly?
First published in the May 2000 issue of Wheels magazine, Australia’s best car mag since 1953.
Ford’s AU II re-think is a better car. But is it good enough to tackle the Holden Commodore?
Put simply, the AUII Ford Falcon is what the AU should have been.
Perceptibly more refined and quieter throughout, more fully featured, even better value and, to most eyes, pleasingly better looking, too.
That’s only the news headlines however, because AUII improvements aren’t confined to the car.
Equally important, Ford’s mentality has changed for the better as well, and that wouldn’t have happened, at least not as quickly nor as pointedly, had the AU mounted the expected emphatic challenge to the Commodore.
There wasn’t a lot wrong with the AU package, of course. But niggles like the same old whiney Falcon engine noise, only-average brakes and a perceived also-ran attitude to secondary safety only salted the sales wounds inflicted by AU’s controversially different styling.
There’s long been a perception that Ford really cared only about pushing product and reaping profit. What came after the sale was very secondary. Henry lagged far behind Holden, for example, in nurturing owners’ loyalty, let alone tapping the deep well of goodwill on offer from the devout Ford owners faction.
Such matters had been brewing for some time but the AU brought things to a head by making even affirmed Ford fans pause in their tracks. The Ford AUII Falcon signifies a shift in design direction and perhaps a company change of heart, or at least a belated coronary by-pass.
The most visible evidence of Falcon’s new thrust is seen in its refreshed appearance and upgraded features. Enhancements always cost, of course, like about $1800 extra on the Forte, though Ford says that’s still cheaper than Commodore Executive when passenger airbag and air-con are taken into account.
Among AUII’s subtle but intensive engineering advancements, one of the most influential is the laminated firewall, a first among Australian cars and in every sense a big investment in extra refinement.
Basically, Falcon’s new firewall isn’t the usual single-skin pressed panel, but instead a steel-foam-steel laminate. Stamped in modified dies, the sandwich material is only a whisker thicker than the previous stuff but makes a remarkable barrier to noise and vibration.
Besides reducing noise, the new bulkhead quenches the six’s traditional whiney tone.
Among several other claimed Australian firsts, the AUII is the only local family car with 16in wheels across the range; steels on the Forte, alloys on everything else. Shod with Dunlop or Goodyear tyres as original equipment, most models have P215/60 rubber where the S model has P215/55 and the XR6 boasts 225/SOs. The XR8, however, goes up a size with 235/45ZR17s.
All models’ ride and handling benefit tangibly from suspension changes implemented under the direction of Alex de Vlugt, from Ford Europe’s renowned Parry-Jones school of chassis dynamics.
The preview drive over several hundred kilometres of widely varying roads revealed that the Falcon’s ride bump absorbency is even better than before, especially over small bumps and stuttery ripples.
The handling is improved also, with more responsive turn-in and less pushy understeer as a rule, and more balanced handling attitudes overall.
Oversteer ordinarily occurs only with heavy footed, low geared provocation.
During AUII development, engineers found they did not need to change the suspension and steering geometry. Yet the springs were slightly softened, the front anti-roll bar slightly stiffened, a bar added to the independent rear-end, and the dampers got sophisticated valving for finer responsiveness at low velocities.
To improve body control without sponsoring harshness, the front suspension received low friction ball joints and a more precisely linked anti-roll bar, while the independent rear suspension (IRS) has more progressive bump rubbers.
Falcon’s front suspension has new stub axles to suit upgraded brakes which have thicker rotors (28mm versus 24mm) and larger pads besides revised booster and master cylinder, for increased fade resistance and improved pedal feel. The family models’ organic pads reduce brake dust.
XRs get the option of Tickford’s even bigger and better premium brake system, though only in conjunction with 17-inch wheels.
The 4.0 litre straight sixes are essentially unchanged, except there’s now a dedicated LPG variant, with green cam cover for symbolism. Engineering the gas version for single fuel has led to improved efficiency.
On the V8 front, the 5.0 litre remains a 175k W option for Forte, Fairmont and Fairmont Ghia, but the XR8 version now has 200kW as standard.
Visually, AUII models’ most noticeable change is at the nose. The Forte’s love-it-or-leave-it ‘cascade’ grille has gone, replaced by a simple aperture with five horizontal bars and larger Ford oval. The Futura gets this grille, too, but with a thin silver line between the bars and body. The other grilles have also been revised, and the Fairmont bonnet adopted across the range, excepting XR and ute models.
The new wheels and tyres sit more fully in the wheel arches, and a remodelled, deeper rear bumper lends a somewhat squarer look to the tapered tail while better covering the fuel tank and suspension from view.
The single exhaust tips are chamfered for style, and the twin pipe outlets are slightly staggered in plan view.
No less than three different rear spoilers are included; a familiar (carryover) one for the S, a new one for the XRs (with provision for a biplane arrangement) and another new low, wing design which is standard on Futura and optional for the Forte, Fairmont and Fairmont Ghia models.
Inside, the big news items are standard passenger airbags and pyrotechnic front seatbelt pretensioners. Structural safety has been modestly upgraded, too.
There’s also a new range of trim materials for each of the different models, and in most cases a choice of ‘warm charcoal’ mid grey tones or the ever popular dark graphite colour.
An overhead sunnies holder has been added, along with revised four-button central locking, speed alert and variable intermittent wipers.
A single CD player accompanies the upgraded sound systems in the low to mid-line models; while an in-dash six stack features in XR6 VCT, XR8, Fairmont and Fairmont Ghia. Distinctive silver finish on the CD slot, ventilation controls and gearshift surround brings touches of eye catching sparkle to the cockpit.
Not least of the interior’s upgrades are the wagons’ seat mounted lap-sash centre-rear belt and the fabric replacement of vinyl on the front seats’ backs. But low line Falcons still don’t include rear passenger overhead handholds, let alone a centre armrest.
Taking the real world AUII ownership experience by the horns, Ford has lengthened service intervals from 10,000km to 15,000km and scheduled servicing is free up to 60,000km.
That means the first four services include all labour, parts and lubricants (specified in the service guide) at no charge. On top of that, AUII’s 24/7 roadside assistance brings on the spot trouble-shooting, assistance with towing, alternative transport in event of immobility, and other related services, except for taxis, daily renters and such.
Having seen, driven and generally been impressed by what AUII is and does, we’re moved to say that if these changes don’t tum Falcon’s fortunes around, it won’t be Ford’s fault.
Even if the AU was.
THE arrival of the 2017 Mercedes-Benz E-Class All-Terrain marks a new chapter for the German luxury car-maker as the Benz-badged mid-sizer chases the Audi A6 Allroad quattro and the Volvo V90 Cross Country for the first time.
Based on the mid-size E-Class Estate and set for a reveal at the 2016 Paris Motor Show early next month, the All-Terrain combines more rugged styling styling – such as a raised ride height, larger wheels, black skirts and flared guards that make it look taller, and a front end that borrows heavily from the GL line of high-riding SUVs – combined with the E-Class interior to give off-road prowess combined with on-road comfort.
“With 4Matic all-wheel drive as a standard feature and increased ground clearance thanks to the Air Body Control multi-chamber air suspension the All-Terrain is a flexible all-rounder – for unpaved roads, family and leisure time,” Mercedes-Benz sales and marketing chief Ola Källenius said. The air suspension system will allow drivers to raise the All-Terrain’s height by 20mm, or drop it by 15mm, while on the move.
Mercedes-Benz says the E-Class All-Terrain sits 29 millimetres higher than the E-Class Estate on which it is based, with 14mm coming from the taller tyres and 15mm coming from the normal driving level of the air suspension.
The All-Terrain features a two-fin grille borrowed from Merc’s SUV line, with the three-pointed star featured as a centrepiece. The carmaker has developed three styles of alloy wheel for the car, in either 19- or 20-inch diameters, that use taller sidewalls to give extra height and improve off-road ability.
As well as chrome-plated underbody protection, more durable floor mats and rubberised stainless steel pedals, the interior gains a bespoke aluminium and carbon-look trim.
The car will also borrow the Mercedes-Benz GLE’s five-setting driving program, which includes a special off-road setting that allows more slip .
Under the bonnet, the Mercedes-Benz E-Class All-Terrain will use a 143kW/400Nm turbocharged 2.0-litre four-cylinder engine paired with a nine-speed automatic transmission. A six-cylinder diesel engine will join the All-Terrain family a bit later than the first car’s launch in the second quarter of next year.
SPECS Model: Mercedes-Benz E220d 4Matic All-Terrain Engine: 1950cc 4cyl, dohc, 16v turbo diesel Max power: 143kW @ 3800rpm Max torque: 400Nm @ 1600-2800rpm Transmission: 9-speed automatic Kerb weight: n/a 0-100km/h: 8.0sec Fuel economy: 5.2L/100km (est) Price: $115,000 (est) On sale: H2, 2017
