Porsche has finally taken the shackles off its Cayman coupe.
While range-topping models such as the Cayman R and GTS have provided a hint as to its ultimate potential, until now Porsche has refrained from going all-out.
The new Cayman GT4 changes all that. It’s been developed by Porsche’s motorsport department, the same people responsible for the GT3 and GT2 911s, so it’s absolutely the real deal.
Nestled deep in the middle is a 3.8-litre flat-six, derived from the engine in the 991 Carrera S. It develops 283kW, which results in 0-100km/h in 4.4sec and 295km/h flat out.
In a welcome two-finger salute to the direction the rest of the automotive world is taking, the Cayman GT4 is available only as a six-speed manual. Excellent.
Under the skin, the Cayman GT4 shares most of its componentry with the 911 GT3; the combination of the extra power and stiffer, sharper chassis results in a Nurburgring time of 7min40sec.
For track addicts, options include carbon-ceramic brakes, carbon-shelled seats and club sport package including fire extinguisher, harnesses and half-cage.
The Cayman GT4 will be priced at $190,300 when it lands in Australia later this year.
For years we’ve been begging Porsche to give the Cayman more power and now they’ve responded – we can’t wait to drive it.
IS THIS the world’s best drivers’ car? The Porsche Cayman GT4 has been confirmed ahead of its Geneva show reveal, and it’s raided the Porsche war chest with more power, look-at-me aero and 911 GT3 engine.
The new GT4 is more than a successor to the superb Cayman R and uses a 283kW version of the 3.8-litre flat-six from the 911, which means it outpunches the Cayman GTS with its 250kW, and has more grunt than an entry-level 911. That may not sound impressive, but the GT4 should weigh substantially less, even if Stuttgart is yet to reveal a kerb weight for the new Cayman king.
Porsche claims a 0-100km/h time of 4.5sec, and a Nurburgring lap time of 7min 40sec, which matches not only the 997 911 GT3’s time but also the Lamborghini Gallardo Superleggera’s effort. For purists, the GT4 uses a six-speed manual gearbox, unlike the double-clutch only 911 GT3, and has dynamic gearbox mounts for the do-it-your-self cog swapper. There’s also a mechanical limited-slip diff and torque vectoring. Top speed is 295km/h.
The Cayman GT4 rides on 20-inch alloys and sits 30mm lower than the regular version, and is distinguished by its nose inlets and ostentatious fixed rear wing. Insider, there’s the obligatory Porsche Alcantara on the sports seats and GT4 steering wheel.
On sale today in Europe, the Porsche Cayman GT4 is expected in Australian showrooms in late 2015, at a starting price of $190,300, a premium of $23K over the Cayman GTS.
The new Focus RS is gunning to steal the all-wheel-drive hot hatch crown away from A45 AMG, RS3 Sportback and Golf R.
The third-generation Focus RS, unveiled in Cologne, Germany, overnight ahead of a warts-and-all production reveal at the upcoming Geneva motor show, will add new levels of tech and sophistication to the brute force of its 2009 predecessor.
Due to go on sale early 2016, the first ‘global’ Focus RS boasts in excess of 235kW and adaptive suspension while name-checking Ken ‘Gymkhana’ Block as part of its American-European development team.
The first-ever, all-paw five-door Focus RS – and the 30th Blue Oval model to wear the RS badge – will be built in Saarlouis, Germany.
Although the direct-injected, all-alloy 2.3-litre turbo four is derived from the Mustang Ecoboost unit, Ford Performance claims the engine has been “significantly upgraded” via a revised cylinder head, a new twin-scroll turbocharger, freer breathing, larger intercooling and other enhancements.
With its lofty 6800rpm rev limit, it remains to be seem if its 235kW-plus claim comes close to matching rival A45 AMG’s 265kW – using ‘over-boosting’ or not – and Ford has yet to reveal any torque figures, though it’s expected to exceed Mustang’s 433Nm figure.
The Focus RS will be available with a six-speed manual only.
One of the highlights of the package is that, unlike some European all-paw rivals, the newly developed Ford Performance All Wheel Drive with Torque Vectoring system offers up to 70-percent rear axle torque bias.
Via twin clutch packs either side of the rear differential, a control unit and continuously vary front-to-rear torque and channel as much as 100 percent of torque to either side of the rear axle, using 100 calculations per second.
It’s claimed that the Focus RS can generate in excess of 1G of cornering load, while also offering “the ability to achieve controlled oversteer drifts” if desired.
As expected, the RS suspension has uprated springs, bushes and anti-roll bar compared to that of the Focus ST, offers selective damping and features upgraded front knuckle and shorter link arm hardware.
Sat on 19-inch wheels, there will be an option of Michelin’s Pilot Super Sport or track-friendly Pilot Sport Cup 2 tyres available in some markets where the car is due to sold.
Like its predecessor, the new steed gets ‘RS Recaro shell’ seating plus a host of richer appointments than the rather bare-boned generation-two version, which sold in Oz in limited numbers for $59,990.
Pricing will be confirmed closer to the Focus RS’s first-quarter 2016 launch.
THIS is the Ferrari 488 GTB that’s stolen the thunder from the highly-anticipated Ford Focus RS that was also revealed overnight in Europe. The turbocharged successor to the 458 Italia can steal more than thunder: it’s faster, more powerful and has the most aerodynamic body of anything to come out of Maranello, including the mega-buck La Ferrari hypercar. Hear that, Lamborghini?
The 488 is the worst kept secret of 2015: the turbocharged version of the brilliant 458 Italia. Along with its new nose and doors that look like a giant ice-cream scoop has been taken to them, the 488 ditches the old 4.5-litre V8 for the 3902cc twin-turbo that arrived in last year’s Ferrari California T. Power is up from 425kW to 493kW, while the twin-scroll turbochargers come with 760Nm of torque, a massive 220Nm hike.
The new powerplant sends the super-slippery mass from 0-100km/h in 3.0sec flat, making it 0.4sec faster than a 458 Italia and as quick as the most potent version, the 458 Speciale. How about 200km/h? That takes only 8.3sec before a top speed of 330km/h. While we’re talking numbers, it weighs a negligible 10kg less than the 1525kg 458 Italia. It’s win-win.
Why turbocharging? Like Porsche – that’s recently confirmed its adding turbo engines across its 911 range – it’s all about reducing CO2 emissions. Turbocharging will also proliferate across the Ferrari range, with the 488 GTB only the second model of the current range to use forced induction.
Is the 488 GTB a step the right direction? Sure it’s a red coupe that can pull the wool over a sheep’s back, but is the visual fussiness of the new turbo Ferrari coupe a sign of things to come? The purity and aggression of the 458 has been tarnished, somewhat. Is it the first sign of FCA and current Ferrari boss, Sergio Marchionne’s, ‘Americanisation’ that was vocally feared by Luca Di Montezemolo as he was ousted from the company after 23 years?
Either way, the 488 GTB will be amazing to drive in terms of its chassis, as the 458 is one of the world’s best sports cars. It’s expected to cost around $530K when it arrives in Australia in 2016 at the earliest, following its reveal at the 2015 Geneva motor show.
RENAULT will unveil a one-tonne pick-up later this year in concept form, to take on the hot-selling Toyota Hilux, Volkswagen Amarok and Ford Ranger in the highly lucrative segment.
The Hilux was the fourth best-selling vehicle in Australia in 2014, and Renault is keen to cash in on the demand for pick-ups with one of its own.
To be based on the upcoming Nissan Navara, the new unnamed pick-up will most likely mirror its rivals in offering a range of two-door single-cab and four-door dual-cab body styles.
Everything forward of the A-pillars will feature unique Renault styling and panels, meaning that from the doors back, the French and Japanese-badged twins will be virtually identical. The Renault’s cabin may be given a makeover to keep it looking more on-brand than the Nissan’s.
The rest of the Renault will most likely be shared, including the separate chassis construction, double wishbone front end and leaf springs rear suspnsion.
The Renault will be powered by a four-cylinder engine range likely to include the new Navara’s 2.3-litre turbocharged petrol unit, as well as a 3.2-litre turbodiesel. An entry-level model is expected to use the 2.5-litre that’s found in the Nissan X-Trail.
Renault Australia managing director Justin Hocevar says that the new pick-up will bolster the brand’s growing sales. “A pick-up truck is something that represents a huge opportunity for Renault,” he told Wheels.
“It’s got a lot behind it, especially with the credibility of the [Renault-Nissan] Alliance’s experience in this segment,” he said. “The pick-up has the potential to become a core model and represent a good percentage of our sales. It’s a natural fit.”
The comments came on the same day that Renault announced its Kadjar SUV, based on the Nissan Qasqhai.
The unnamed ute will be revealed in 2016 and arrive in Australia showrooms by early 2017.
THE new Ford Focus RS has been unveiled at an event in Germany – with the headlines being ‘at least’ 235kW from the same 2.3-litre EcoBoost four-cylinder used in Mustang and a switch to four-wheel drive with some very trick torque vectoring. It’s a shot across the bow of the forthcoming Honda Civic Type R and current Nurburgring lap record holder, the Renaultsport Megane 275 Trophy R.
This is, if you’re keeping count, the third Focus RS, although only the second to come to Australia, and the first to go to the U.S. It will be sold globally as part of Ford’s move to internationalise its performance offerings, and it’s been engineered by a Ford Performance team working in both the U.S. and Europe.
We’ve not got any performance numbers yet, although the EcoBoost engine gets a bigger turbocharger than in the new Mustang; we’re betting it will make around the 255kW mark, compared to the previous model’s 224kW. We’re also promised that the engine has been developed to rev hard, something the four-pot Mustang isn’t noticeably keen to do. We reckon on a 0-100km/h time somewhere in the mid-to-low fours when it goes on sale next year. There’s no pricing details yet, either – although the move to four-wheel drive and the sheer quantity of tech on the car suggests it’s likely to cost a fair chunk more than the last RS, which was $60,000 here.
The four-wheel drive system sounds properly impressive, with twin electronically-controlled clutch packs at the back, one working with each wheel. These enable management of both front-to-rear torque split – with up to 70 percent of effort being diverted to the rear axle. But also the side-to-side allocation, allowing some serious torque vectoring to help reduce understeer and – according to the official press release – “the ability to achieve controlled oversteer drifts at the track.” Sounds good to us.
The RS will gets firmer suspension than the ST, retuned electric power steering and switchable dampers as standard. Track-spec ‘Cup’ Michelin Pilot Sport tyres will also be an option. We’re told that it can generate more than 1G of lateral acceleration.Ford will be releasing full details at the Geneva motor show in March with full coverage at wheelsmag.com.au
THE Ford Focus RS will be all-wheel drive and pack at least 255kW. That’s what a leaked report out of the UK says ahead of tonight’s official reveal of the Renaultsport Megane RS 275 and upcoming Honda Civic Type R rival.
Based on the 2015 facelift, the new Focus RS will pack the Mustang’s 2.3-litre turbocharged four-cylinder, which makes 231kW in the pony car, and team it with sophisticated torque vectoring system. The all-wheel drive system itself is reportedly electronically controlled, which means that the ferocious Focus will be able to split it torque between front and rear-ends for a rear-wheel bias when needed. While that Revoknuckle from the previous RS is no longer necessary, controlling torque steer will be taken over by the torque vectoring system.
From the leaked images, it also appears that the new RS is exclusively a five-door hatch.
If confirmed for Australia, this will be the second Focus RS to make it Down Under, after Ford Australia managed to secure the last run of the previous 224kW model that rolled off the Saarlouis, Germany, production line. With only 315 for Australia and New Zealand, it cost a hefty $59,990. If confirmed, it’s not expected to be on sale here until 2016.
The RS comes in the wake of the stunning Australian-designed Ford GT and Mustang 350R at the 2015 Detroit show.
The Focus RS will be revealed in the flesh at the 2015 Geneva motor show. Full details and imagery of the Ford Focus RS will be revealed at 11:45pm Tuesday 3 February.
THE 2016 Chevrolet Camaro convertible has been spied testing a soft-top, effectively ending speculation that the sixth-generation will be offered exclusively with a hard-top. These images show a heavily-clad Camaro with B-pillar treatment and glass that differs from the coupe versions that we’ve seen testing.
The 2016 Camaro will ride on GM’s new Alpha platform, which will also be used for Cadillac models which means a high level of technical sophistication. It also brings significant weight savings, rumoured to knock off as much as 130kg from off the current car’s heft. That means a starting weight of around 1560kg for the V6 coupe, or 1643kg for the V8 SS version, with the convertible V8 shown here at 1762kg in manual form.
That aid both economy and performance from the Camaro’s new engine. That V8 will be the Gen V version of Chevrolet’s small-block V8, which made its debut in the 2014 C7 Corvette. Compared to the Gen IV V8 that’s currently found in the Holden Commodore SS and HSV models, the new V8’s biggest party-piece is direct fuel injection. It will still use an aluminium block, with the same deck height, cam placement and variable timing as the current engine. Power in the C7 Corvette Stingray starts at 338kW, so the Camaro should offer similar outputs. The dual exhaust on this test mule indicates that this car is the SS V8 version.
The Camaro isn’t locked in for Australia, but Holden has confirmed that a rear-wheel drive V8 model will be in its showrooms once production of the Australian-built Commodore ends in 2017. While it has confirmed that a Commodore replacement will keep the name, it’s also confirmed a dedicated sports car will be part of the line-up, with the Camaro and Corvette as prime candidates.
It’s smaller and lighter, but the new fourth-gen MX-5 debuts a 1.5-litre version set to slash the cult car’s entry price.
It has been confirmed the forthcoming MX-5, codenamed ‘ND’, will offer a choice of either 1.5-litre or 2.0-litre SkyActiv-G naturally aspirated four-cylinder engines when it locally goes on sale come third quarter this year.
In its most basic 1.5-litre six-speed manual spec, the MX-5 is expected to hit showrooms between $35K-$37K, slashing around $10K off the entry point compared with the outgoing third-generation NC.
The direct-injected 1.5-litre engine is related to that of the Mazda2, but is said to have its own block, head and crankshaft. It also gains 15kW and nine newton metres over the city car, producing 96kW at 7000rpm and 150Nm at 4,800rpm.
At 3915mm long, 1730mm wide, 1235mm high and with a 2315mm wheelbase, the fourth-gen two-seater is not only the most diminutive MX-5 to date, the base 1.5-litre is extremely lightweight, tipping the scales at 1000kg, saving over 100kg compared with its forebear.
While that ‘magic tonne’ figure, spread perfectly 50:50 between front and rears axles, is quoted for the most basic soft-top variant (sat on 16-inch wheels), it remains to be seen how the 2.0-litre engine or the options of a hard-top or auto transmission affect more richly specified variants.
Much of Mazda’s self-coined ‘gram strategy’ weight saving is due to extensive use of aluminium in the car’s construction, which includes the bonnet, bootlid, front guards, soft-top header panel, bumper reinforcements, as well as key suspension components.
Mazda has yet to confirm the outputs of the direct-injected 2.0-litre engine short of confirming it “produces even more torque” than the 118kW and 188Nm unit that currently resides in the outgoing MX-5 range.
Pricing and spec of the much anticipated 2.0-litre version will be announced closer to the MX-5’s Australian launch just after mid-year.
That a SuperVeloce enhanced Aventador is as inevitable as death and taxes doesn’t quash anticipation for the purest, most extreme flagship Lambo yet.
Sticking true to Raging Bull heritage, the latest SV looks to cop a menacing styling makeover to complement a gym-honed weight drop and increase in V12 muscle.
Spied during what Autoexpress reports as a commercial photo shoot, the SV’s revised styling package gets a host of aerodynamic enhancements, with a more aggressive treatment to its various air intakes, vents and airflow guides, a more pronounced rear diffuser and a now-signature SV rear wing.
More liberal lashings of unpainted carbonfibre are also key SV visual cues.
In the long tradition of SV-enhanced Miuras, Diablos and Murcielagos before it, the Aventador SuperVeloce will be perfect for customers who consider Lamborghini’s ‘regular’ V12 hypercar a little too tame.
While it’s unclear how much extra output engineers will extract from the regular LP700-4’s 515kW and 690Nm 6.5-litre engine, the SuperVeloce must surely surpass the 530kW of 2013’s limited-edition LP720-4 50 Anniversario model.
A neat 750 horsepower (551kW), complete with a requisite LP750-4 designation, seems the safest and most fitting bet.
The SV will also need to supplant the Anniversario’s ear-pinning 2.9sec 0-100km/h claim.
Top speed? Its predecessor, the Murcielago SV, was offered with two different aero packages, each with its own V-max claim, so it’s feasible the new SV could breach Anniversario’s 350km/h peak should a ‘slippery’ small-winged aero package be made available.
That said, handling and stability, rather than top-speed heroics, could well be the most crucial performance benchmarks for the latest SV breed.
Like the Murcielago SV before it, expect the top-spec Aventador to be stripped of 100kg through weight savings spread across the chassis, bodywork, interior and powertrain, leaving the weighbridge ticket under 1.5-tonne. Expect exact figures at the Geneva motor show this March.
If and when the Aventador lands on Aussie terra firma, don’t expect much change from a frosty million dollars.
