On the surface there’s not a lot new to see here, but delve deeper and you’ll find Kia’s smallest local model has fresh tuning changes as the Australian arm of the Korean conglomerate continues its drive for ride and handling respectability.
WHAT IS IT?
In the Kia range the buck starts with the Kia Rio. It is the entry point to the improving Korean’s line-up, competing in the light car (or mini-car) class. The range is quite comprehensive – three-door, five-door, 1.4 and 1.6, manual and auto – although the sedan has been terminated.
WHY WE’RE TESTING IT
The UB Rio has been around since 2011 and has just gone through its mid-life facelift. Considering the integrity and attractiveness of the Massimo Frascella-designed exterior (incidentally, Frascella’s now at Jaguar Land Rover and did the new Discovery Sport), there’s no need for a lot of work there. No, the big opportunity lies under the skin, where Kia Motors Australia’s in-house development crew have taken the opportunity to have another go at delivering European levels of ride and handling out of a Korean car.
MAIN RIVALS
Ford Fiesta, Hyundai i20, Mazda2, Skoda Fabia, Volkswagen Polo, Toyota Yaris
THE WHEELS VERDICT
It’s a dynamic lift, not a facelift, for Rio. If you value ride and handling, then the progress achieved with this car is worthy. Combine more enjoyable dynamics with existing style, equipment and dollar value and this is a decent contender in this cut-throat class.
PLUS: Looks good, rides and handles better; offers decent value MINUS: Flaccid four-speed still paired with 1.4; no manual with 1.6
THE WHEELS REVIEW
THE crux of Kia’s midlife facelift of the Rio is buried in the second-last paragraph of a one-page press release: “Across all grades the Rio has benefitted from additional refinement of the ride and handling localisation program from Kia Motors Australia. Ride comfort and control have been improved while steering feel has been moved to a new level.”
That’s it. That’s what a couple of years of number crunching and planning, and six months of negotiating, testing and tuning are reduced to. No mention that the power steering computer processor has doubled in capacity from 16- to 32-bit, meaning the old car’s notable step moving from centre has been tuned out. Nor that spring rates are lighter front and rear, and shock absorbers retuned so the ride is smoother, especially on the most aggressive 17-inch tyre option.
Instead, Kia’s PR blurb focuses on the addition of a new model dubbed S Premium, which sits between the carryover S and Si models, and at the upper end of the range the SLS is replaced by the Sport while the SLi carries on. Also hyped are new front and rear bumper designs and a new grille pattern for the good-looking exterior, as well as a new centre fascia, audio unit design and “a touch of chrome around the air vent” for the functional and attractive interior.
No surprise then that much remains familiar. The 79kW 1.4-litre four-cylinder entry-level engine still mates with either a six-speed manual or four-speed auto, while the more impressive 103kW direct-injection 1.6 now drives solely via a six-speed auto as the manual has been dropped. The sedan has also been given the chop, while the more popular three- and five-door hatch bodies continue.
Pricing carries over, although with the manual gone, the Si we are driving here now starts at $21,490 rather than $19,490. The entry point to the range continues to be the $15,990 S three-door 1.4 manual. Prices for the Sport and SLi have yet to be announced as they are yet to arrive.
So far so ho-hum. But while KMA’s announcement officially plays it down, there’s no doubt the progress in ride and handling is where the real story is – for Wheels readers at least.
The local chassis-tuning program has been around since 2008 and has slowly grown in influence and reach, to the point where no car in the local line-up is untouched. This is the second crack at UB Rio and, after a back-to-back drive of old and new, the incremental but noticeable improvement is obvious.
The Kia team – which works closely with independent ride and handling tuning consultant Graeme Gambold – has unquestionably smoothed the steering without dulling its immediacy, to the point where it’s a real highlight of the car. Light, yet positive, it twirls through one hairpin bend after another with ease. Suburbia is no challenge.
The Rio feels tied down, as the suspension set-up targets are Euro stars led by the Volkswagen Polo. Some may find the tune of the MacPherson struts and torsion beam too terse because there is some bump intrusion. But it is well contained, especially on the Si’s 16-inch rubber. Hit a big depression that would set some cars wobbling and the Rio just keeps on tracking.
Allied with a drivetrain that has good initial tip-in response and respectable performance as it revs without crude intrusions or obvious and uncultured shifts, this suspension improvement makes the Rio Si a good drive. And there’s no need to affix the ‘for a Korean car’ rider to that statement.
Add in the looks, the decent equipment level, efficiently utilised interior space and price competitiveness and the Rio’s credentials are strong. Not as strong as a Mazda 2 or Volkswagen Polo, but certainly better than a Toyota Yaris or the latest, sadly underdone, Honda Jazz.
2015 KIA RIO SI SPECS
Model: Kia Rio Si Engine: 1591cc 4cyl, dohc, 24v Max power: 103kW @ 6300rpm Max torque: 167Nm @ 4850rpm Transmission: 6-speed automatic Weight: 1286kg 0-100km/h: 10.3sec (est) Economy: 6.1L/100km Price: $21,490 On sale: NowClick here to read the full range review of the Kia Rio.
INTRO BMW’s toe-in-the-water success with the previous range-opening Ray paved the way for the Mini One – an entry-level three-door variant that’s actually been around since the first BMW version wowed the world in 2001. But is it Mini enough?
WHAT IS IT? The cheapest new Mini ever brandishes a smaller-capacity three-cylinder turbo and less gear than the Cooper equivalents to achieve that goal.
WHY WE’RE TESTING IT At last, a truly affordable Mini – and one that promises to usher in a younger buyer base for the British style icon – is big news, especially when its 1.2-litre three-cylinder turbo-petrol tech mirrors that of brilliant rivals such as the Fiesta Sport 1.0 Ecoboost and Peugeot 308 1.2 turbo.
MAIN RIVALS Audi A1 1.2 TFSI Attraction, Alfa Mito Progression, Fiat 500 Lounge TwinAir, Renault Clio GT, Suzuki Swift Sport, Volkswagen Beetle Coupe
THE WHEELS VERDICT The One is many things you’d hope from a Mini; stylish, solid and in possession of an infectious exuberance. But the recently released third-gen Cooper models are up to $5000 cheaper than the preceding versions, casting doubts over the wisdom of a slightly cheaper – and somewhat less peppy and well equipped – version for just $2150 less. In this case, more is more.
THE WHEELS REVIEW THERE’S something enchanting about a hot-handling stripped-out hatch, especially when the spec reads as enticingly as the Mini One’s: 1.2-litre three-cylinder turbo; six-speed manual; 15-inch steelies; low weight; minimal trim.
Priced from $24,500, the newcomer kicks off from a grand less than the preceding Ray, yet still includes niceties such as idle-stop tech, keyless start and Bluetooth connectivity. A Mini hasn’t been this affordable since the Morris/Leyland models of the 1970s.
However, the monochromatic cabin seems more BMC-barren than BMW-era alluring, with a clammy plastic steering wheel, no cruise control and woefully flat seats reminding you of the measly $2K you’ve saved. And the frumpy hubcaps and lack of tinsel makes the bulgy-eyed Brit look like Bette Davis without makeup.
But the real disappointment lies with the cheapest Mini’s performance and handling.
Far from being a firecracker equal to the three-pot turbo Fiesta Sport and latest Peugeot 308, the One feels sluggish off the mark. It’s only on the move when the performance sufficiently livens up.
The manual shifter is a tad notchy and the steering – while agreeably sharp around town – becomes too nervous at speed, resulting in a handful if you’re not expecting the rear to step out so suddenly on its low-grip 175/65R15 Hankook Kinergy Eco rubber.
So our dream of a rally-style Mini runabout for peanuts remains just that. Stylish, solid and refined it may be, but the One feels incomplete. The 100kW/220Nm 1.5 turbo Cooper for just $2150 extra is way more convincing.
SPECS Model: Mini One Engine: 1198cc 3cyl, dohc, 12v, turbo Max power: 75kW @ 4250rpm Max torque: 180Nm @ 1400-4000rpm Transmission: 6-speed manual Weight: 1090kg 0-100km/h: 9.9sec (claimed) Economy: 4.9L/100km Price: $24,500 On sale: Now
Say hello to MOTOR’s latest long-termer, the Subaru WRX STI.
No, it’s not a WRX, it’s a proper STI I promise. “If it’s an STI, where’s the wing?” I hear you say – I’m glad you asked.
For the latest STI, that iconic towering rear deck spoiler, present on every model bar the 2001-02 bug-eye, is now a delete option.
When sending an email to Subaru asking if MOTOR could pretty-please run an STI for six months, I cheekily requested that, if possible, could it come in white with no wing?
Lo and behold, it appeared in that exact specification. The request was prompted by seeing a car in this exact spec on the streets of Melbourne and thinking it looked excellent; now it’s here, I haven’t changed my view one bit.
It arrived fresh off the boat with a mere 59km on the odo; as I write, this has only increased to about 190km, so in terms of driving there’s not a lot to report.
We’ll be in running-in mode for a while yet, though first impressions are positive; it feels raw and connected like few other cars do, and in day-to-day traffic there’s ample performance, even without exceeding 3500rpm.
What do you think of the spec – did we get it right? Any questions you have about the new STI, or if there’s something specific you’d like us to do with it, post a comment below.
Created in the late 80s and one of the last supercars to leave Maranello under Enzo’s guidance, the Ferrari F40 was designed for one thing… speed. And for that it has recently gained cult status and a big price tag amongst collectors.
Preservation of this legend, however, doesn’t seem to be the worry of one Japanese driver who was more concerned about reaping as much use from his F40 as possible.
Publicly revealing the off-road adventure on its Facebook page, CarGuy published pictures of a contributor who took to Japan’s great outdoors with an F40 lugging the appropriate camping gear on its roof. To go a step further, come breakfast time the driver transformed its exhaust manifold in to an egg-fryer.
Normally a Ferrari flagship with race-track suited ride height wouldn’t survive such scenery, but the pictures tell this F40’s equipped with height adjustable suspension that became available on later models.
We’re not sure whether we admire or despise taking an F40 bush, but one thing’s for sure — you can’t accuse the bloke of neglecting the supercar to storage. Take a look at the gallery above and let us know what you think.
WHAT IS IT? Mazda’s flagship passenger car and the top-selling imported mid-size car. It’s also one of a handful of medium cars available as a sedan and wagon.
WHY WE’RE TESTING IT It’s one of the best-driving mid-sizers, now with dynamic tweaks and additional features.
MAIN RIVALS Subaru Liberty, Ford Mondeo, Hyundai i45. Oh, and the Toyota Camry (just don’t tell Mazda – it doesn’t see the fleet-focused Australian car as a competitor).
THE WHEELS VERDICT Still a class act, now with added class.
PLUS: Stylish interior; rorty petrol engine; smooth and grunty diesel; fuel economy; ride/handling balance MINUS: Tyre noise; petrol engine gets vocal at revs; $3200 diesel premium; no manual gearbox
THE WHEELS REVIEW CAR companies hate deviating from a plan. But Mazda was forced to with its latest 6, the third generation of a mid-sizer that’s holding its own – though heading into strong fresh-model headwind – in a market segment decimated by the rise of the SUV.
The current 6 has only just blown the candles out for its second birthday and already it’s been blessed with a significant update.
It’s a facelift that’s been fast-forwarded to bring the 6 up to date with Mazda’s current Kodo-themed range.
When it went on sale in late 2012, the 6 was one of the early adaptations of the evolving styling theme, and the designers decided they could improve it. After all, Mazda describes the 6 as its flagship model, and the hero can’t miss out on the latest trinkets.
Key to the new arrival is the introduction of an electronic park brake, head-up display on some models and the latest app-ready MZD infotainment system.
Active LED headlights that block out other cars on the top-line Atenza – there’s also petrol-only Sport and petrol/diesel Touring and GT grades – are a first for a mainstream brand.
With unaltered glass and metal, the external changes aren’t major; a silver highlight line flowing between the tweaked headlights and grille matures the snout, while new lights freshen the rump.
Inside, the changes are bigger. The recessed touchscreen has been positioned high on a redesigned dash, which is more cohesive and has new colours, including a dark red “chocolate-like” finish for cars with a black interior. It cements the 6 as one of the more elegant interiors in its class, with bigger door pockets being more bottle-welcoming.
The wagon’s shorter wheelbase (2750mm versus 2830mm) means slightly less rear legroom, but it more than makes up for it with better headroom thanks to the stretched roofline.
And while the boot on the wagon isn’t as long, the additional roof height is more conducive to bulky items and gives it a larger capacity (506 litres versus 474 for the sedan), while the luggage cover attached to the tailgate is a win for easy access. Quick-release buttons for the 60-40 split-fold seatback are also a win.
Engines are unchanged – a choice of 138kW/250Nm 2.5-litre four-cylinder petrol or 129kW/420Nm 2.2-litre twin-turbo four-cylinder diesel – but the petrol picks up a new Sport button that drops the six-speed auto down a ratio or two (still no manual) and sharpens throttle response. That makes it better for twisting, undulating roads, but less endearing when cruising.
The 2.5-litre gets vocal beyond 4500rpm but taps healthily into its 138kW peak as it approaches 6000rpm. At least there’s some rortiness to its bark. Acceleration, too, is above the four-cylinder norm.
But it’s the diesel that’s the more relaxed donk. There’s a hearty 420Nm surging away by 2000rpm, and even below that it’s a muscular companion. Smooth, too.
That the diesel only accounts for 20 percent of 6 sales is indicative of its hefty $3200 premium (and the fact it’s not available on the base Sport), not its talents or frugality (the diesel uses 18 percent less fuel than petrol models).
Suspension settings have been tweaked, but the 6’s ability hasn’t changed markedly.
The 19-inch wheels with Bridgestones grip admirably through sweeping bends, tending to predictable understeer on the limit; there’s a wisp of kickback over bumps. Tyre noise, while reduced thanks to additional insulation, is a notable constant on coarse bitumen.
On the smaller 17-inch tyres, the ride is more compliant and the 6 delivers an excellent blend of athleticism and comfort.
All of which adds up to one of the more convincing mid-sizers now being slightly better, unplanned as it was.
SPECS Model: Mazda 6 Atenza sedan Engine: 2488cc 4cyl dohc, 16v Max power: 138kW @ 5700rpm Max torque: 250Nm @ 3250rpm Transmission: 6-speed auto Kerb weight: 1501kg 0-100km/h 8.2sec (estimated) Economy: 6.6L/100km Price: $46,420 On sale: Now
KOREA is a long way from the heat, dust and flies of central Australia, so it is no surprise that a sharp-eyed Wheels reader spied this lightly disguised SsangYong Tivoli standing out like a bowl of kimchi at a Sunday barbecue.
Chris Oldaker snapped a version of the all-new city-friendly SUV just outside Alice Springs, showing that the brand is serious about the potential of bringing the cut-price soft-roader here where it will take on the likes of the Korean-made Holden Trax, India-sourced Ford EcoSport, Brit-built Nissan Juke and even the segment’s newest entrants, the soon-to-be-released Thai-built Honda HR-V and the Japan-sourced Mazda CX-3.
The Tivoli is so new that it was launched in Korea last week. Engines and drivelines include a 93kW 1.6-litre four-cylinder engine sending drive to only the front wheels or a 1.6-litre diesel engine powering all-wheel-drive versions, with the choice of a six-speed manual or automatic gearbox.
A spokesman for Ateco Automotive, the brand’s distributor in Australia, said the left-hand-drive Tivoli was here to stress test its air-conditioning system while most of Korea lay under a blanket of winter snow. He also revealed it was one of a number of product development vehicles testing here.
SsangYong is keen to sell the Tivoli in Australia, where it will fight for a slice of one of Australia’s fastest-growing segments as buyers walk past traditional hatchbacks for the raised height and adventure-bound looks of shrunken-down SUVs.
However, its biggest hurdle at the moment is believed to be from the enemy within, where a strong Korean won and unfavourable exchange rates make the task of fitting out the Tivoli for the Australian market at a low $20K price point difficult.
AUSTRALIA’S new-car market is off to a slow start, treading water in January as the top contenders for last year’s best-selling line honours continued to trade blows.
New vehicle registrations fell a negligible 0.2 percent compared with January last year, the latest VFACTS figures from the Federal Chamber of Automotive Industries show, with 82,116 passenger cars, SUVs and commercial vehicles sold in the month compared with last year’s 82,285.
Mazda’s city hatchback, the 3, took out top honours for the month after finishing runner-up to the Toyota Corolla last year. The Mazda sold 3903 for the first month of the year, ahead of the Corolla with 3472. That’s a lead of 431 cars over just 31 days; a bigger gap than where the pair finished in 2014, with the Toyota a mere 422 cars ahead of the Mazda for the year.
The Hyundai i30 was third, a long way back with 2092 sales, ahead of the Holden Cruze (1970), which topped Commodore (1784) as the hottest-selling Holden.
It was SUVs, with overall growth of 6.9 percent that kept the overall market firm. The high-riding wagons now make up a 33.7 percent chunk of the Australian market. The top-selling SUV was again the Mazda CX-5, continuing its 2014 form with 1699 sales, closely followed by the Hyundai ix35 (1636) that’s due for replacement later this year.
Ute sales continued to be strong, despite a slowing of the mining boom, led by the Toyota Hilux (2331) and Ford Ranger (1784). Including all vehicle types, the Hilux was the third-best seller nationwide for January.
Sadly, the Ford Falcon continues its downward trend, with 381 sales ranking it in 51st spot, or 59th if commercials are included. Even compared with 2014, it’s already down nearly 18 percent, with Holden’s Commodore Ute alone (387) enough to outsell the Falcon sedan.
Despite a strong start by the locally made Toyota Camry and Camry Hybrid (1133), and its larger Aurion sibling (241), the three local carmakers’ share of the overall market slid a further 2.8 percent in January compared with the market’s start to last year.
Overall, 6574 Australian-made vehicles made their way out of showrooms in January, down 187 sales last year. Toyota increased sales of locally made cars by 16 percent for the month, while Holden’s Cruze and Commodore sales slid 4.4 percent. Combined with the Ford Territory (down 6.2 percent to 639 sales for the month), Ford Australia’s local sales fell 14.2 percent.TOP 10 PASSENGER CAR SALES – January 2015
- Mazda 3 (3903) -14.4%
- Toyota Corolla (3472) +19.1%
- Hyundai i30 (2092) -15.8%
- Holden Cruze (1870) +34.1%
- Holden Commodore (1784) -24.5%
- Mazda CX-5 (1699) -8.3%
- Hyundai ix35 (1636) +9.4%
- VW Golf (1538) -1.2%
- Toyota RAV4 (1401) -0.2%
- Mazda 2 (1391) +17.5%
THE Suzuki Celerio has been delayed for the Australian market after it was taken off sale in the UK following multiple brake failures. A statement from Suzuki Australia in response to the action in the UK stated that due to the fact that sales have not yet begun, it will address the issue before the for Thailand-made Alto replacement reaches local showrooms.
Scheduled for a February 4 Australian launch, the Celerio has now been delayed until Suzuki evaluates the problems encountered in the UK.
In a statement, Suzuki Automobiles Australia General Manager Andrew Moore said that, “Suzuki Australia places safety as a top priority and will not begin selling Celerio in Australia until we are comfortable any possible issues are rectified”. Moore told Wheels that he hopes it’s only a matter of weeks before a resolution is reached and that car can be put on sale.
British motoring weekly Autocar has said that a Celerio under test at Millbrook Proving Ground in Bedfordshire, UK, suffered a “total brake failure” during testing last week. After being supplied a replacement car from Suzuki UK, it too suffered a “loss of braking power” according to the magazine, prompting the car maker’s decision to pull the car from British showrooms.
“The condition was experienced during an emergency brake test from very high speed and was conducted several times on a private road test facility,” read a January 30 Suzuki statement. “As a direct result of this investigation and with immediate effect, Suzuki is recalling its UK Celerio models that went on official sale to the public on February 1st.”
The test, which saw the hatch reach 80mph (129km/h) before the brakes were applied, is being investigated by Suzuki Japan, and has delayed the Celerio’s launch globally, including Australia.
Suzuki Australia Automobiles General Manager Andrew Moore told Wheels that the two test cars are isolated cases, and that the problem had not occurred in any other Celerios globally. “Suzuki is renowned for its reliability and we’ve had no other issues,” he said.
WHAT IS IT? Jaguar adds eight fresh drivetrain combos to expand its F-Type sports car line-up to 14 variants. Six-speed ZF manual option for rear-drivers with supercharged V6 engines, all-wheel-drive optional in high-performance S and R specifications with eight-speed auto.
WHY WE’RE TESTING IT Are the changes worth the trouble? Pre-launch taste-test organised by Jaguar in Portugal was a chance to find out.
MAIN RIVALS BMW Z4, in turbo-six 35i form, competes in same territory as base F-Type Convertible. Certain versions of Porsche Boxster, Cayman and 911 aim for similar thrills and visual appeal.
THE WHEELS VERDICT Tasty F-Type now available in a broader range of tangy flavours, including an appealing six-speed manual.
PLUS: New electro-steer; satisfying manual; AWD doesn’t affect handling MINUS: Manual slower and thirstier than auto; Convertible’s lack of luggage spaceTHE WHEELS REVIEW THIS manual S Coupe could be the new sweet spot in Jaguar’s expanding F-Type line-up. And would you believe it’s the first three-pedal sports car from Jaguar since the E-Type?
The six-speeder isn’t the sweetest ever made – it lacks the oily, metallic precision of the very best manuals – but at least the ZF’s lever throws are short and the shift gate well defined.
While the new gearbox isn’t utter perfection and subtracts significantly from the car’s performance and fuel efficiency, it does add a dimension of intimacy to driving Jaguar’s gorgeous two-seater.
The manual, which will be offered only in the rear-drive 250kW basic and 280kW S models with Jaguar’s snarly supercharged 3.0-litre V6, is just one of a bunch of F-Type updates for 2015. The other big news is an optional all-wheel-drive system.
AWD will be offered in R models with the titanically torquey 404kW supercharged 5.0-litre V8 engine, and in the Jaguar F-Type V6 S AWD Coupe, but only with the eight-speed ZF automatic that these days is a Jaguar favourite. The V8-engined Convertible, by the way, takes a step up in power from its previous 364kW S status to the full-house R spec.
Adding the eight new manual and all-wheel-drive models to the existing line-up of automatic rear-drive Coupe and Convertible increases the number of variants to 14. Fresh variants are always needed to maintain market interest in a sports car as it grows older, and Jaguar clearly understands this reality as it strives to keep its 14,000-a-year F-Type production line running at close to full capacity. Jaguar sold 11,500 F-Types in 2014.
All updated F-Types adopt electric-assist steering. Jaguar engineers say it’s taken them seven years to develop a system that is, in their estimation, the equal of hydraulic. Their judgement is sound; all the updated F-Types steer with beautiful fluency. Feel, precision and weighting are all so good that you’d never guess electrons were involved in the system at all.
Jaguar deliberately aimed for a rear-drive feel with the new all-wheel-drive variants, and again they succeeded. That means the brutally butch R Coupe and Convertible still feel like they have too much torque for their own good, despite being able to distribute drive to their front axles when needed.
The all-wheel-drive S models are tamer and more sensible, but lack the charisma of the new F-Type with the greatest driver appeal.
Combining the much greater stiffness and vastly improved usefulness of the hard-roofed body with a spirited but not silly engine and a decent manual transmission, the sweetly balanced S Coupe manual is the new pick of the F-Type litter.
SPECS Model: Jaguar F-Type S Coupe Engine: 2995cc V6 (90°), dohc, 24v, supercharger Max power: 280kW @ 6500rpm Max torque: 460Nm @ 3500-5000rpm Transmission: 6-speed manual Kerb weight: 1584kg 0-100km/h: 5.5 sec (claimed) Economy: 9.8L/100km (EU) Price: $151,770 On sale: April 2015 (manual versions July 2015)
Outputs and performance skyrocket as Ferrari adopts turbocharging for its mainline mid-engined V8 supercar.
The beginning of the end for Ferrari’s trademark naturally aspirated 9000rpm bent-eight scream is not all bad news for Italian exotica lovers – far, far from it.
Ferrari has just unveiled its new 488 GTB, the successor to the 458 Italia and first of the Maranello breed to wear the Gran Turismo Berlinetta since the 308 GTB back in the 1980s.
Following in the tyre tracks of the California T as Ferrari’s new era of turbocharged eight-cylinder power, the 488 GTB’s 3902cc V8 produces a formidable 492kW, a huge power hike over the outgoing 458’s 412kW figure.
It’s also substantially more powerful than the 419kW California T’s 3855cc unit.
While the rpm ceiling as dropped to ‘just’ 8000rpm, torque has jumped considerably over the 458 Italia forebear, lifted from 540Nm to an incredible 760Nm.
Like the California T, the 488 GTB uses a clever torque management system that maintains engine characteristics in line with Ferrari’s naturally aspirated traditions, while all 760 Newtons are restricted for use only in seventh, and top, gear.
Transmission of choice is a paddle-shifted seven-speed dual-clutch.
With a dry weight of 1370kg, the 488 GTB is also a marginal 10kg more lightweight than the 458 Italia, presenting predictable improvements in performance.
Official claims are that the 488 GTB marches to 100km/h from a standstill in three seconds flat, an identical time to the hard-core 458 Speciale, while reaching 200km/h in just 8.3 seconds.
Maranello also suggests that its newest mid-engined supercar is 0.5sec quicker around its own Fiorano test track – with a 1min23sec lap time – than the circuit-focused Speciale.
Crucially, its maker is quick to suggest a huge effort was untaken to ensure that the 488 GTB maintains a proper Ferrari ‘soul’ in the way it sounds and drives in lieu of forced-induced motivation.
Going the turbo route is also said to have markedly improved fuel consumption, from the 458’s 13.3L/100km to 11.4.
As is tradition, Ferrari leverages its Formula One linage with F1-Trac and E-Diff trickery and the steering wheel mounted ‘manettino’ dial remains.
The 488 GTB also presents a suite of active trickery, such as Side Slip Control 2, which imbues the chassis with a flat stance and now provides continually adaptive damper when cornering.
The new car also offers on-the-fly aerodynamic tweaking courtesy of a ‘blown’ rear spoiler and adaptive rear diffuser flaps, with overall downforce said to be a 50-percent improvement over the 458 with little in the way of drag compromise.
Though similar in styling to the 458 coupe, the various vents and airflow massaging apertures provide the 488 GTB body shape with a subtly more purposeful ‘signature’ look, tipping its hat to the flagship LaFerrari.
With its official unveiling in Geneva in March, the 488 GTB isn’t due to go into production until the third-quarter of 2015, meaning that it’s unlikely we’ll see the turbo mid-engined supercar in Australian showrooms until 2016.
