Following on from the newly announced updates to Renault’s Clio hatch, the French manufacturer has also unveiled revisions for the model’s sportier RS and GT variants, set for release some time next year.
All models boast updated external styling which, as expected, adopts features from the firm’s RS 16 concept hatch revealed at this year’s Monaco F1 Grand Prix. So as well as tweaks to the bumpers, taillights and headlights, the RS line also features the foglight design which debuted on the concept car, where the fog, driving and cornering lights are laid out in a neat-looking chequered flag design mimicking the Renault Sport’s logo.
Updates to the model’s GT line — which forms a stepping stone between the base-model Clio and the more sports-focused RS trio — include dark metal highlights to the bumper-mounted air scoops; side sills and rear bumper insert; a chrome exhaust, and a choice of 16 or 17-inch wheels. Tweaks to the interior see a perforated-leather steering wheel and a set of aluminium pedals added.
The three-tiered RS line is powered by the same turbocharged 1.6-litre petrol engine as the GT but offered in two states of tune, depending on which chassis variant is chosen; Sport, Cup or Trophy.
Starting with the Clio Sport, its engine has an output of 147kW and 240Nm of power, uses the firm’s dual-clutch six-speed automatic transmission found in all four models and is available with either 17 or 18-inch alloy wheels.
The Cup differs from the Sport in a couple of ways. While it’s powered by the same 147kW/240Nm engine as the Sport, its chassis is slightly stiffer to better cope with a more sporty style of driving and it comes fitted with the 18-inch wheel option only.
The top-of-the-line Trophy’s turbocharged 1.6-litre petrol engine is capable of 162kW/260Nm, it’s 10mm lower at the rear and 20mm lower at the front for both a sportier stance and better handling. As well as steering wheel-mounted paddle shifts, the Trophy also features an Akrapovic sports exhaust system and also only available with 18-inch wheels.
Renault Australia wasn’t prepared to comment on exactly when the updated models might hit Australian dealerships, but indicated to WhichCar that prospective buyers would need to wait until 2017.
“We will introduce updates to the range, however it won’t be this year so it’s too early to discuss details,” the firm’s Mel Cross said.
Most manufacturer films are, well, a bit rubbish, primarily aimed at getting you to buy their latest product.
This one is a little different. It’s an interview with Go Hiramatsu, a Japanese lawyer who daily drives his McLaren P1. It’s said that crime doesn’t pay, but upholding the law clearly does!
It’s a pretty simple film, but while Hiramatsu’s budget is clearly in a different league to most people’s, he is definitely a top-notch enthusiast with a great passion for fast cars and driving.
He also has great taste, as the deep green paintwork on his P1 is one of the most stunning colour schemes we’ve yet seen on McLaren’s hybrid hypercar.
Hiramatsu is one of just 375 lucky people around the world to own a McLaren P1, of which there is only one in Australia.
Australia’s most popular sports car, the Toyota 86, has been refreshed with revised styling and modified mechanical set-up.
There are few surprises for the model that goes on sale in the last quarter of 2016, as the changes mimic virtually all of those previously seen on the updated version of its near-identical twin: the Subaru BRZ.
Externally, a more aggressive front bumper created by a bigger mesh grille, more upright foglight housings, and sharp-looking, integrated aero fins gives the 86 one of its biggest point of styling difference over the BRZ.
Toyota says the 86 will also wear new 17-inch alloy wheels with twisted spokes, though it’s not clear whether this would be for the standard car or the higher-spec GTS.
Otherwise, the new-look 86 features the same all-LED headlights, faux side gills, and colour-tweaked tail-lights now also incorporating LEDs.
Toyota’s official images are of what would be the GTS model, featuring a rear spoiler.
Inside, a sportier steering wheel is the smallest in the Toyota line-up, while the more expensive Toyota 86 GTS – if Toyota Australia continues with a two-trim-grade line-up – features a 4.2-inch graphic display in the instrument cluster that includes G-force meter and stopwatch.
The same 6.2-inch colour touchscreen to be offered in the BRZ would also be expected for the GTS, though the only full cabin image provided by Toyota is of a base model with a large blank section where the new infotainment display would be fitted.
A suede-like trim dubbed Grand Luxe for the instrument panel and doors will also be available to lift the interior’s quality.
The 2.0-litre ‘boxer’ four-cylinder is the same updated engine fitted to the BRZ with manual gearbox, with the 152kW and 212Nm power and torque outputs that are a 3.4 per cent increase.
Toyota says torque has been improved at lower revs, which would be a welcome tweak for an engine in need of better tractability.
An automatic gearbox offered in tandem with less engine power, but also paddleshift levers, can again be expected to be offered.
Sharpened steering and the revised aerodynamics are said to raise the 86’s already impressive handling abilities even higher, while tweaked suspension and extra spot welds for the rear pillars target improved ride comfort.
Toyota Australia has sold more than 17,000 86s in its three full years on sale since its 2012 launch, making this country the sports car’s third-largest market.
June 2023: EVs could be free from LCT under EU trade deal
The price of some European-made electric vehicles could dramatically reduce as the Australian Government considers cutting or abolishing the Luxury Car Tax (LCT).
Story continues: Toyota slams LCT
Toyota Australia’s Executive Director – Sales and Marketing Tony Cramb has renewed calls for the abolition of the country’s Luxury Car Tax (LCT), describing it as “an unfair impost on motorists and the automotive industry.”
The LCT threshold rose on July 1 by $948 to $64,132 in line with inflation, while the rate for fuel-efficient cars that use no more than 7L/100km – also subject to the tax – rose for the first time in six years by $151 to $75,526.
Far from simply voicing their disapproval, Toyota and the brand’s luxury arm, Lexus, have taken action by lowering the list price of models affected by the threshold increase, effectively refusing to pass on the additional costs to would-be buyers.
As a result, Toyota’s recommended retail prices have fallen by $284 for the entire Land Cruiser 200 series range, the AWD Toyota Kluger Grande and Toyota’s Tarago Ultima V6 and on four Land Cruiser Prado variants. The 2WD Kluger Grande is now priced below the threshold, resulting in a $267 reduction.
According to the ATO, Luxury Car Tax (LCT) can be defined as a tax on cars with a GST-inclusive value above the LCT threshold. LCT is imposed at the rate of 33% on the amount above the luxury car threshold and is traditionally paid by businesses that sell or import luxury cars (dealers) and by individuals who import luxury cars.
“LCT is an inequitable tax because it applies only to vehicles and not to other high-end goods such as luxury boats, jewellry and watches,” said Mr Cramb.“It is unfair that such a discriminatory tax hits consumers who are already contributing significantly to government coffers through GST, stamp duty and registration fees when buying a new car, as well as hefty taxes on fuel.”While the price difference may seem negligible to some, what’s of more significance is the message the move sends, not only to the Australian government, but other car manufacturers who may decide to follow Toyota’s lead.According to Beck Angel, Toyota Australia’s Manager, Corporate Affairs, “Toyota already have, and will continue, to voice their concerns to the government about the LCT. We do not have any plans however, to formally engage or discuss the matter with other brands at this stage.”
It remains to be seen whether a collective approach will see the removal of the tax, but with counting continuing from Saturday’s Federal Election, and neither of the major parties unable to form a majority government at the time of publication, a resolution to the industry’s LCT concerns may take some time in coming. Watch this space.
Skoda hasn’t been the butt of car jokes for a long time, but even in its post-Berlin-Wall, Volkswagen-owned era it was difficult to not laugh at the self-applauding nameplate of its flagship model.
And while the Superb didn’t turn out to be entirely vainglorious when it arrived here in 2009, there were few superlatives from a keen driver’s perspective.
This time, though, our interest has been piqued by the $50,990 206 TSI 4×4 range-topper in the third-generation Superb, which has plonked the Volkswagen Golf R’s feisty turbo petrol into the engine bay, also uses the Haldex-based all-wheel drive system, and sits on a stretched version of the VW Group’s excellent MQB platform (topped with sharp styling).
It’s still an energetic engine in the Superb, though, with a 4000-6000rpm sweetspot, and it manages to accelerate the large sedan even when past the six-grand redline (upshifting at 6850rpm in Sport mode).
Sport mode also thickens the damper fluid if the option box is ticked for Skoda’s first-ever adaptive suspension. It’s part of a $3400 Tech Pack also including a (good but not outstanding) 610-watt Canton audio system and a bunch of useful safety driver aids.
In Normal, the steering is too light and the front end less enthusiastic about pointing towards an apex – though its ride quality is preferable over Comfort, which can be wallowy on freeways on the variant-unique 235/40 19-inch tyres.
The all-wheel drive system does its thing in tight bends and on wet roads, and in the dry seems to be the key to the 206TSI’s 1.2-second 0-100km/h advantage over the $39,990 162TSI Superb that employs the engine from the ever popular Volkswagen Golf GTI/Skoda Octavia RS.
Choosing between the sedan and wagon, though, is really more about styling preferences; either way you get a cavernous boot and limo-like rear legroom.
So the Superb remains bigger on space than thrills, but we’re not being funny when we say we like Skoda’s impressive all-rounder a lot.
3.5 OUT OF 5 STARS
LIKE: Energetic grunt, traction, vast space DISLIKE: Could be more exciting, dull steering
SPECS Engine: 1984cc inline-4, DOHC, 16v, turbo Power: 206kW @ 6500rpm Torque: 350Nm @ 1700-5600rpm Weight: 1600kg 0-100km/h: 5.8sec Price: $50,990
THE Aston Martin Red Bull AM-RB 001 broke cover overnight, and the automotive world is losing its mind.
The car is one of the most hotly-anticipated automotive arrivals in recent memory, and a production version won’t even be available until 2018.
While enthusiasts world-wide drool over their computer keyboards at the car’s stunning lines, there will be very few people in the world that will actually own one of the 150 examples which are set to be built.
Scottish-born New Zealander, and business and motorsport mogul Tony Quinn is one of those people Aston Martin hopes will buy the multi-million dollar car.
Speaking to Wheels, Quinn confirmed the British manufacturer has approached him regarding purchasing an AM-RB 001 when they become available.
However, the BRW rich-list member says he isn’t convinced he should part with his hard-earned money for an AM-RB 001 just yet.
“Aston have been in touch with me and they want me to put my name on the line,” he explained to Wheels.
“It is a little bit insane isn’t it, really? There are people starving in the world.
“I will have a look at it, but I wouldn’t say ‘yeah I will have it’ at this stage.”
“Anybody that has got a Vulcan gets automatic rights to [an AM-RB 001] if they want one,” he said.
Despite owning two race tracks, Quinn remains confused as to what he would do if he actually owned an AM-RB 001.
“I mean, what are you going to do with it? Really?” he laughed.
“Unless you own a couple of race tracks, what are you going to do with it?”
Wheels pointed out that he owns a pair of tracks, making him the perfect candidate.
“It does, but it is a little bit crazy,” he replied with a chuckle.
“Life is more important than a car,” he added. “If life is going the right way, and it all makes sense, and it doesn’t hurt or harm anybody and all that stuff and you want to do it – you should do it!
“I haven’t rushed out and made any arrangements at all.”
Quinn though, is also aware that the car is more than likely going to be ineligible to be driven on Australian or New Zealand roads.
“If you are a German, American, or Saudi Arabian, at least you can take it out on the road and give it a bit of a blat, and there isn’t policeman hanging off every bloody street corner hoping to get you.
“But in Australia and New Zealand, they are very anti-fun on the roads.”
As a savvy businessman, Quinn said he could justify buying the car, estimated to cost around A$8million, as an investment.
“Right now you get about two percent on your money in the bank,” he explained. “Classic and unique items are increasing at about probably five to 10 percent a year. So if you can kid yourself that it is an investment, it probably isn’t a bad one.
“At the end of the day, we are all trying to convince ourselves to do things and it would just be another one of those circumstances where you convince yourself that a white car is better than a black one, or a black one pulls more chicks than a red one.”
“We have been approached and there has been talking and the phone calls have gone back and forth. But none of that means anything,” he added.
“I am trying to work out what is going to happen in 2018, when I would have to pay for the thing. Have I got a business deal that is going to close then which is going to make me a huge profit? Then it is an easy decision.
“If I start saving now I would have to have four jobs to have enough for a deposit.
“The kids would probably stop talking to me as well, they would consider me loopy.”
Quinn owns the only Vulcan in the southern hemisphere, and said he was unaware if anyone else in the region had been approached regarding the AM-RB 001.
Regardless of if he does buy the car or not, with an extensive racing history – which includes qualifying eighth outright for this year’s Pikes Peak hillclimb – Quinn would be a worthy owner of the fastest road car in history.
WHAT STANDS OUT
Like most new utes, the Ranger drives more like a car than a truck. It works as a family hauler as well as a daily work hack, and that all-round ability is a big plus. Steering is light, safety is up to scratch and it goes really well off-road.
The 3.2-litre Ford Ranger has lots of power compared to its competitors. The engine is a five-cylinder turbo diesel and makes 147kW and 470Nm. There’s also a smaller 2.2-litre diesel, which is good on fuel, but can feel a bit sluggish.
The rugged suspension is quite bouncy over bumps when there’s no weight in the tray, but utes of this type are all like that. It’s far from sporty, but Ranger is one of the best as far as far as cornering goes.
WHAT’S INSIDE
How nice the Ranger is inside depends a lot on which model you buy. Cheaper models are basic and feel plasticky, whereas the more expensive Rangers are nicely trimmed and have loads of gear. A reversing camera – which is critical when trying to park this big ute – now comes standard across all but the most tradie focused models.
All Rangers get cruise control, Bluetooth and iPod integration, auto headlights and adjustable lumbar support on the driver’s seat, which is the saviour for your lower back. Ranger also has front, side and curtain airbags in all models except the basic XL single cab-chassis, which has just the two forward airbags.
Driver assists include a hill start function that stops the Ranger rolling back when launching on a slope, and trailer sway control to stop oscillation when towing. All 4WD and High-Rider Rangers get a locking rear diff for off-roading, and all except the XL Plus get a 230-volt inverter for running small electrical equipment.
CHOOSING YOURS
Like pretty much all utes, the Ranger is pricey, but the higher-end models deliver a significantly better package overall. The 3.2-litre engine is better for towing, quieter and more relaxed when highway cruising.
We’d buy the Ranger XLT 3.2 4×4 dual cab. It’s got the right balance of features including sat-nav and tyre pressure monitoring, and can be optioned with the tech pack for extra driving aids. It also gets the towing kit so it can haul three and a half tonnes even with passengers inside.
SUMMING UP
The Ford Ranger is a best-seller for good reason. It competes at the top of the pile for size, power, and ability, and should be on the cards if you’re in the market for a flexible, no nonsense ute.
With a combined output of 1100kW, these three Euro heavyweights combine luxury with sledgehammer performance. Let’s get down to business..
Psssst.
Wanna get high? Forget illegal drugs. Forget winning the grand final. And forget the first – or last – time you got lucky. Power is the ultimate aphrodisiac, and have I got the power trip for you. It’s not cheap, but it’s worth it. Trust me, it doesn’t get much better than this.
Normally, you’ve got to be a CEO or a multi-millionaire to take this trip. It helps if you’re a sports star, or you invented Facebook or Google, and have an insatiable lust for power in every facet of your life. Today, however, we’re going to drive a mile in their cars. Quite a few miles.
These three executive sledgehammers are the automotive embodiment of power in all its forms. Their muscular flanks and aggressive stances exude visual power, their engines shake with physical power, and their exclusivity and stratospheric price tags advertise the considerable power of their owners. These three are the last word in four-door sports luxury.
Making up the other two-thirds of our three-way drive to four-door heaven are the Audi RS6 and Maserati Quattroporte Sport GT S. Together this flotilla costs $1.1 million, has 1117kW and 1910Nm, and can blast to 100km/h in five seconds or less. It’s the kind of comparo that makes Wheels’ insurance man quake at the knees.
For that, the front-engine Panamera puts 368kW of twin-turbocharged V8 on tap, metered out to all four wheels through a cutting-edge PK seven-speed double-clutch transmission. The Panamera Turbo will pamper you and three passengers in luxury unrivalled by any other Porsche, and protect you with the best safety and technology the factory has yet devised.
No country does exotica like Italy. The tempestuous Mediterranean nation that gave the world both Monica Bellucci and Alessandro Volta knows intimately about beauty and power. And Maserati is the only one of Italy’s supercar triumvirate to package power and passion in a four-door. Yes, the Quattroporte Sport GT S has by far the most sultry, evocative lines of our three combatants.
Unlike the Maserati, the Panamera’s lines aren’t pretty. The Panamera is imposing; its styling is more about substance and strength than beauty. A handful of 911 cues link it to the Porsche family, though they don’t sit comfortably on a car almost as long as the 5.1m Maserati, but wider and lower. It looks heavier too, though at 1970kg it is the lightest of our trio- just.
Just as the roof opens above the Ferrari LaFerrari the order book for the drop-top version of the Italian hypercar already slams shut.
Ferrari refuses to disclose the name of its lid-flipped LaFerrari – although Spider and Aperta are the obvious choices – or how many it will build except to say that every single one of an unspecified number have already been sold.
After a sneak preview for potential buyers ahead of its public debut at the Paris motor show in September, Ferrari quickly found themselves with actual buyers.
The al fresco LaFez will be available with a choice of carbonfibre removable hard-top or fabric soft-top.
With either choice, Ferrari claims that, “Significant and extensive modifications have been made to the chassis with the aim of retaining the same torsional rigidity and beam stiffness as the coupe version.”
While little things like the car’s actual name, its production numbers and kerb weights are yet to be announced, the Italians have said the drop-top will keep the same running gear and performance as the tin-top LaFerrari.
The means a 588kW V12 engine teamed with a 120kW electric motor for storming totals of 708kW and beyond 900Nm, and a 0-100km/h claim of less than 3.0 seconds.
Aston Martin has arrived on the hypercar circuit with the production-ready AM-RB 001 packing a hybrid-assisted atmo V12. Three cheers!
This interplay of floating origami-edged spoilers, vents and side ducts toppling over a curvaceous body is not a concept, but rather – as the name suggests – a production hypercar co-developed by Aston Martin and Red Bull Racing.
Details of the atmo V12 beyond its mid-mounting, and the transmission it mates with, have not yet been announced either.
“I knew Red Bull Racing had the ability to handle the pure performance aspects, but Aston Martin’s experience of making beautiful, fast and comfortable GT cars is of great benefit to the project,” said Newey.
Ever-excited Aston Martin boss Andy Palmer added: “As the project gathers pace its clear the end result will be a truly history-making hypercar that sets incredible new benchmarks for packaging, efficiency and performance and an achievement that elevates Aston Martin to the very highest level.”
