Ferrari and Pininfarina are about the most successful combination to come out of Italy since spaghetti and meatballs.
The new Ferrari Sergio, a celebration of 60 years of collaboration, isn’t exactly what you’d call pretty, so here are five Maranello masterpieces that definitely qualify for the automotive beauty pageant.
1. 1962 Ferrari 250 GT SWB California Spyder
One of the rarest and most desirable Ferraris ever built, just 37 ‘covered headlight’ examples of the 250 GT SWB California were built. Steve McQueen, Clint Eastwood and James Coburn were also seduced by the 250’s combination of silky 3.0-litre V12 and stunning looks – sadly, you’ll need a movie star bank balance to own one today, with prices around the $10 million mark.
2. 1973 Ferrari 365 GTB (Daytona)
You’ll want the post-1971 version with the pop-up headlights, as the earlier cars, with their fixed headlights behind plexiglass covers, have a bit of a Citroen SM vibe about them. The 365 GTB, better known as the Daytona, created the definitive Ferrari GT shape that continues to this day with the F12.
3. 1984 Ferrari 288 GTO
The world has finally woken up to how special the 288 GTO. About a decade ago, you could’ve bought a 288 for less than the price of a new 360 Modena; now, you’ll need well into seven figures to secure Ferrari’s first turbo supercar. Overshadowed by its successor, the 288 was nevertheless the first production car to crack 300km/h.
4. 1987 Ferrari F40
One of the great things about aerodynamics is that it tends to produce beautiful cars. The F40 was shaped simply to go as fast as possible – in the process becoming the first production car to top 200mph (322km/h) – but the result was one of the most attractive shapes ever to hit the highway. They’re old enough to qualify for historic registration in Australia now, too!
5. 1995 Ferrari F355
The F355 marks Ferrari’s turning point. The arrival of Luca Montezemolo heralded a change in fortunes for Maranello, starting an upward trajectory – in terms of its road car programme at least – that continues to this day. That said, while each Ferrari since the 355 has been faster, more reliable and better to drive, in this scribe’s humble opinion they’ve yet to better the styling. What a good looking car.
If we missed your favourite, let us know in the comment section below!
Sergio Marchionne only took control moments ago, yet Ferrari has already released a limited-edition model called the ‘Sergio’ – is this the first sign of a new dictatorial age at Maranello?
No, actually. The Sergio being honoured in this instance is Sergio Pininfarina, the head of the iconic Italian design house.
The Ferrari Sergio celebrates 60 years of collaboration between the two pillars of the Italian automotive industry, a partnership which started with the 250 and has included almost every significant Ferrari since, including the Daytona, F40, Enzo and F12.
Just six of the 458 Spider-based Sergios will be built, all fitted with the latest 447kW spec 4.5-litre V8 lifted from the 458 Speciale.
Unsurprisingly, Pininfarina is responsible for the Sergio’s styling, though only the extremely generous would describe it as the firm’s best work.
It looks remarkably like a tuner version of the Lotus Europa, especially with the gold wheels – is it any wonder that the first example is destined for Abu Dhabi?
Fear not, to take your mind off the Sergio, we’ve gathered together five of the finest Ferraris ever to be penned in the house of Pininfarina.
Ford Australia surprised everyone when it revealed official power figures for the Australian Mustang at its Go Further 2020 event on Monday.
It confirmed the Ford Mustang GT, powered by a 5.0-litre V8, will produce 303kW and 525Nm when it arrives at the end of next year, or 22kW and 17Nm less than its North American equivalent.
Ford Oz, however, assures us this isn’t the case, adamant the Coyote engine in our Mustang GT will be no different to that found in American ’Stangs.
“Same engine, same tuning, it’s just a different conversion,” Ford Australia’s public relations team told MOTOR magazine when asked for an explanation.
Ford says it comes down to the different standards used by the two countries when measuring engine output at the flywheel.
“The (European ) DIN standard is achieved by testing the engine fitted with all ancillaries and exhaust system as used in the car. The American SAE system tests without alternator, water pump, and other auxiliary components such as power steering pump, muffled exhaust system,” Ford added.
Interestingly, the Australian Mustang Ecoboost’s power figures, also officially released on Monday, don’t illustrate such a difference. The Australian 2.3-litre turbocharged variant will produce 233kW and 432Nm, line ball with its US counterpart’s engine.
When asked whether Australia might receive the most powerful Mustang of all – the recently revealed 373kW naturally aspirated V8-powered Shelby GT350 – Ford shook its head, affirming no plans to stray from left-hand drive production for the track focused special.
“When you start out from the beginning to design a car that’s left-hand drive or right-hand drive you take a totally different approach,” says Trevor Worthington, Vice President of Product Development of Ford Asia Pacific, “the GT350 is, in many ways, such a unique car, that it really would require a significant amount of engineering and validation. Never say never… but I can’t see it happening.”
Nor does Ford believe demand could sway things in our favour: “I would probably think you wouldn’t get that amount of demand [for the GT350] to justify, in right-hand drive markets, all of the engineering that would be required to do that.” Worthington added.
Despite this, Australia’s still got plenty to look forward to. Our first saddle of the Mustang in LA confirms the regular V8 rear-drive coupe’s got a lot going for it.
The next biggest piece of information will be pricing for the Australian Mustang, which we expect to be released next year. And with the US-spec Mustang GT manual lobbing for $32,995 in its home country, price is another figure we hope doesn’t change much for our market.
The Mercedes-Benz GLE Coupe is based on the current, third-generation ML-Class SUV and is a direct rival to the BMW X6. It’s also the first Mercedes-Benz to wear a badge reflecting the company’s new nomenclature. But Mercedes-Benz’s recent model designation rationalisation program means all SUVs (except the prehistoric G-wagen) will wear names beginning with ‘GL’, followed by a single letter indicating which of the company’s core car segments it’s related to. So ‘GLE’ means an SUV in the E-Class segment. Get used to this; there are more on the way…
The GLE also introduces the new Mercedes-AMG sports line concept. These models are a sporty step up from the basic line-up, but the performance and handling enhancements don’t stretch to the same extreme lengths and high cost of a ‘proper’ AMG. It’s a similar strategy as that adopted by BMW with its M Performance models.
Speaking of BMW, the GLE Coupe is clearly inspired by the success of something similar from Munich. Stuttgart’s unhappy marriage of large SUV architecture and coupe style echoes the equally awkward X6. It’s an idea now more than six years old – the X6 went on sale in 2008 – so Mercedes-Benz is running a distant second in the race to claim the cash of those who find ugly compromises irresistible.
Such customers are distressingly numerous, apparently. The GLE Coupe will launch in Europe in three different forms to satisfy their wants.
The GLE 450 AMG 4matic Coupe tops the range. It has a high-performance version of Mercedes’ honey-sweet 3.0-litre twin-turbo V6. The 450’s maximum outputs are 270kW and 520Nm, increases of 25kW and 40Nm compared with the 400 version of the engine. Like both other GLE Coupe models, the 450 AMG will feature Mercedes-Benz’s new nine-speed 9G-tronic auto and well-known 4matic permanent all-wheel-drive system.
But what puts the ‘AMG’ into the 450 AMG besides the modest power increase? Well, it will be equipped with the with Dynamic Select system as standard, giving the driver a choice of five different driving modes. Dynamic Select’s centrepiece is a combination of air springing and continuously variable adaptive damping, which is able to deliver cushy ride comfort at one end of the spectrum and disciplined corner-carving prowess at the other. The 450 AMG’s 4matic system will also feature a sportier 40:60 front to rear torque split (standard models will have a 50:50 split), a 21-inch standard wheel and tyre package (lesser models will have a 20-inch package), a more direct steering rack and AMG visual upgrades.
Below the 450 AMG is the 400, powered by the standard 245kW and 480Nm version of Mercedes-Benz’s 3.0-litre twin-turbo petrol V6. And below the 400 is the 350 d, with a 190kW and 620Nm 3.0-litre turbocharged diesel engine. Both these will ride on steel spring suspensions.
The GLE 400 and GLE 350d are likely cost little more than versions of the current ML-Class with the same engines, according to a senior Mercedes-Benz Australia source. This means prices starting around $105,000 for the diesel V6 and $110,000 for the standard version of the twin-turbo petrol-burning V6. The GLE 450 AMG will cost more; expect a starting price somewhere in the $125,000 to $150,000 bracket.
Extra versions of the GLE Coupe are likely to have been revealed by the time the model is ready for official launch. There will be a proper AMG version with a twin-turbo V8 engine, certain to be badged GLE 63 AMG Coupe; prototypes have already been snapped by spy photographers. A non-AMG V8 and hybrid versions of the GLE Coupe are also possible.
The Silvretta Alps mountain range is home to some of Austria’s most challenging alpine twisties, and today it’s playing host to a world exclusive drive of epic proportions.
We have our mitts on the baddest Mercedes ever made, an AMG GT-S – nastier even than last year’s SLS Black. When it lands in Australia in the middle of 2015, it will be the fastest accelerating offering from the three-pointed star.
Facing off against the Affalterbach special is the 911 GTS, which fuses elements of the GT3 with the DNA of the Carrera S. Boasting flared arches, performance-oriented details and a go-faster cabin treatment, this model is an integral part of a range which stretches all the way from 257kW Carrera to 412kW Turbo S.
For two days we’ll punish these dynamic Germans on challenging mountain passes and open autobahns in the ultimate front- versus rear-engine coupe comparo.
Visually and acoustically, the AMG GT-S stands out. It’s automotive porn of the highest order. Even its part-throttle exhaust rumble swivels heads. These extrovert antics are mimicked in an imposing cabin that the GT-S has, in essence, inherited from the SLS.
The passenger cell is short and wide, rear three-quarter visibility is compromised and the upright position behind the wheel is defined by the towering instrument panel, wide transmission tunnel and the too-close-for-comfort rear firewall. The interior is garnished with round air vents, a high-definition in-dash colour monitor, a blend of soft leather and matte carbonfibre inlays and a busy centre stack. Externally, the prestige of the low-flung GT-S is owed to the gleaming diamond grille and a pair of piercing triple reflector headlights complete with characteristic LED eyebrows.
To unsuspecting bystanders, the GTS is just another 911. In reality, the latest wide-body iteration wants to be the sportiest model this side of the super-potent halo specials. To stress the GT3 connection it comes with black 20-inch wheels, blacked-out bi-xenons, select aero-kit elements, low-drag mirrors, a made-to-measure rear apron, four black tailpipes and two lines of solid black badging on the bumper below the adjustable tail rudder.
Inside, we find snug sport seats, an alcantara-wrapped helm as well as special GTS cues like new instrument graphics and charcoal aluminium trim. In contrast to the AMG, the 911 has a more spacious cabin and optional rear seats despite its more compact dimensions. While it doesn’t take long to get used to the 911’s idiosyncrasies, it’s hard to pardon the absence of a multi-functional steering wheel and driver assistance systems including blind-spot monitoring and lane departure warning.
What better road to test the accelerative abilities of these German GTS twins than the lightly-trafficked Munich-Lindau autobahn that leads to the Austrian and Swiss border.
Heading toward the nation of neutrality aboard the AMG you can instantly feel, in the small of your back, the kick of the explosive twin-turbo V8, which loads the seven-speed dual-clutch transaxle with a massive 650Nm – on tap between 1750 and 5000rpm – with the Dynamic Plus pack fitted. Its mid-range acceleration is irresistible and you can treat yourself to the full urge of the 4.0-litre 375kW engine all the way to the 7200rpm redline.
From 0-100km/h there is little in it, the more powerful Mercedes pipping the Porsche by a mere 0.2sec, but from there it’s a one-horse race. From 100km/h to 200km/h the GT-S is a full 1.1sec faster than the 911, the Mercedes dispatching 0-200km/h (a more representative benchmark) in 12.5sec to the Porsche’s 13.8sec.
The 316kW 911 GTS whips up an extra 22kW over the Carrera S, but it only does so above 6300rpm when a vacuum flap opens the second intake tract. Maximum torque is an unchanged 440Nm, though it now takes 5750 instead of 5600rpm to manifest. In a straight line the GTS is only marginally quicker than its lesser-powered sibling thanks to less favourable aerodynamics, slightly higher weight and wider tyres. So, it’s worth asking whether the new model is worth the extra cash. The answer is an emphatic yes. On the autobahn a combination of higher revs and later upshifts keeps the 911 in the slipstream of the AMG GT-S.
The ability of the Porsche to carry more torque through the gears allows more momentum and pushing power to play with. At the end of the long straight of autobahn leading to Lake Constance on the Rhine, the Porsche tops out at 307km/h. It is thus almost as fast as the Merc, but it takes quantifiably longer to squeeze out the final 25-30km/h.
Both cars excel on the race track. After all, both cars have honed the dialogue between input and response to perfection and both are wonderfully intuitive when driven hard. On a cordoned-off circuit, the Porsche begs you to hit Sport Plus which firms up the dampers, tops up the gearbox with adrenalin and puts the black box on alert.
Unlike previous generations of the 911, the 2015 911 GTS driven at nine- or ten-tenths won’t bite back. Instead, the latest breed displays a high degree of confidence-inspiring adaptability and transparency. Even when shod with extra-wide tyres – in this case 245/35 R20 Pirelli P Zeros up front and 305/30 R20 at the back – the handling is now modular, the breakaway characteristics nicely progressive and the attitude at the limit quite failsafe.
Not available in the 911 is an equivalent to the Merc’s Dynamic Select feature which allows you to choose from four different personalities when tweaking steering, throttle response, ride comfort, transmission strategy, engine sound and stability control.
Alternatively, the GT-S lets you put together your own personalised set-up. In Sport Plus and Race mode, the chips will blip the throttle during downshifts, clear the exhaust for maximum noise and speed up the entire throttle-to-wheel chain of command. At the same time, the shock absorbers flex their hydraulic muscles, the steering beefs up, the transmission concentrates on late upshifts and early downshifts and the ESP locks itself in handling mode; AMG-speak for controlled power oversteer. Unfortunately, the Porsche doesn’t come with such a risk-reducing stability control setting.
Before heading for the mountains, we stop for petrol and conduct a quick check of fuel guzzling habits. Over 811km the AMG’s V8 averaged 15.1L/100km, whereas the 911’s flat-six was content with 13.9L/100km. Somewhat anti-climactic, but alas, on to the mountains!
The northern climb to the Silvretta dam and summit – 2037 metres above sea level – favours the Porsche. The climb begins with a series of two dozen first-gear switchbacks. As it gains elevation, the road remains narrow and the terrain becomes tricky due to the low-grip surface that encourages early understeer and late oversteer, as if driving on snow. The approach from the south is better suited to the bigger and brawnier AMG GT-S as most direction changes will happily accept third or even fourth gear – with the exception of a few hairpins near the top.
With ESP in handling mode, the AMG GT-S is virtually unbeatable on the fastest stretches of this panoramic spiral climb. Laying down the full grunt can be a momentary struggle through first- and second-gear kinks, but once it pulls away the Mercedes licks up the road like a hungry lizard.
The 47:53 weight distribution, electronic diff, sticky Pirellis, ground-hugging centre of gravity and aluminium double-wishbone suspension make this car feel agile and alert. You’ll want to be in Sport Plus on demanding turf like this. Why? Well, the initially light steering now feels firm and meaty, the gearbox is eager to kick in the next ratio and moderate throttle input is all it takes to attract the engine’s attention.
The 911 can’t pull off as many dynamic tricks. Furthermore, Porsche puts an extra price on goodies like variable-effort steering, sports suspension and dynamic chassis control (PDCC). Carbon-ceramic brakes cost extra no matter whether you shop at Porsche or Mercedes, and in the case of the 911 you’ll also have to spend big for the dual-clutch tranny.
Thanks to the bespoke suspension setting, the fatter tyres and the wider track, though, the 911’s front-end sticks through a corner with more vigour than the AMG. At the same time, the rear end carves around in G-force-defying follow-me fashion until ESP eventually flashes its warning. The chassis of the Merc could do with more compliance for added control and confidence. Who would have thought that, when maxxed to the driver’s limit, the AMG is more challenging and less composed?
At the dawn of a new era devoted to downsizing, hybridisation, electro-mobility and fuel cells, V8s will soon be condemned as fossils from a wasteful past – so go and get one while you still can. Because nothing sounds like an eight-cylinder; because the blend of generous displacement and eager turbocharging never fails to excite; because a V8 is equally charismatic at a leisurely pace and at full song.
There is no doubt about it: the 3982cc kraftwerk is the soul and essence of the AMG GT-S. A similar hymn of praise can be sung for the flat-six installed in the 911. Now water-cooled, but in this particular application still normally-aspirated, the 3800cc motor makes all the right noises, is connected to the throttle pedal via a live wire and begs to be revved hard to deliver the goods.
Late in 2015, when the new 992 enters the scene, turbos will be mandatory across the range, so it’s now or never – unless your pockets go deep enough to afford the GT3. Purists may prefer the boxer in combination with the seven-speed manual, but in case your left hoof has been numbed into early retirement by too many automatics, the PDK gearbox is a perfectly acceptable substitute to that third pedal.
So what’s the verdict? The Porsche 911 GTS is an emotional masterpiece. It combines the physique of the Carrera S with the heart of the GT3 while consciously avoiding the overly radical aspects of the winged warrior. It has nicely weighted steering which is damped and calibrated to perfection. It also has impeccable steel brakes, a wizard chassis engineered for an amazing ride-handling balance, a quick-shift transmission and an infectious engine. In this company, however, it could do with slightly more power and torque, and it needs to unpack its dynamic disciplines.
The AMG GT-S earns its merits as a compelling autobahn stormer, superfast long-distance cruiser and wholly superior SLS replacement with tonnes of street cred. Its transmission is intuitive, the brakes are razor-sharp, and the engine develops an incredible thrust as it storms through the rev range. Quite a touch heavier than the Porsche, the GT-S easily wins the cabin trophy, too. It’s more lavishly equipped, has a big enough and more practical boot, and oozes presence.
But the big AMG GT-S coupe needs wide roads, flowing curves, third- and fourth-gear sweepers and well ironed surfaces to shine. Its main weakness is its compromised packaging, while its suspension needs to be calmer at high speeds and smoother on bumpy roads. The Porsche 911 GTS, conversely, is the purer, more focused and more dynamic choice. The dynasty continues.
Ford has given its best-selling passenger car in Australia a going over both inside and out, the 2015 Ford Focus wearing a tweaked look, redesigned cabin and crucial mechanical changes as the Mazda 3 and Toyota Corolla rival looks to increase its market share.
Ford has released these images of the Focus, which receives it first significant upgrade since the current generation was launched in August 2011. Since then, we’ve seen a new Hyundai i30 and VW Golf among its rivals in the most hotly-contested segment in the Australian market, yet that hasn’t stopped the Focus from overtaking the Falcon as the brand’s highest-volume passenger car, and second in the Ford line-up behind the Aussie-engineered Ranger utility.
For 2015 the Focus gets a new look, with new grilles, bumpers and headlamps across the range, giving it a more contemporary look alongside its showroom stablemates including the new FGX Ford Falcon and the much anticipated Ford Mustang.
Inside, the cabin has been given a once over, for a higher level of sophistication thanks to improved materials and fewer buttons. The reduced-button count comes courtesy of the new SYNC2 infotainment system, which includes an 8.0-inch touchscreen with voice commands, as well as the ability to call 000 in an emergency. While some of its cars run a powered by Microsoft logo, Ford remains ‘device agnostic’ so isn’t specifically Android or Apple-centric.
The 2015 Focus also has improvements to its Park Assist system, which automatically reverse-parks the car, enabling it to pull out of parallel parks automatically – but only in a forward direction – it will not reverse out for you, so don’t ditch your parking skills just yet.
Mechanical upgrades include a new 1.5-litre four-cylinder EcoBoost engine, which is also found in the upcoming Mondeo and the Kuga SUV. There’s also a 2.0-litre four-pot turbodiesel confirmed, with more details to be announced in 2015.
There are also changes to the electric steering, as well as the front-end, which Ford says is much stiffer than the current car, intended to improve response and feel. As well as adding a layer of involvement to the flagship Focus ST, hopefully the gigantic turning circle of the current car – and the harsh ride – in 17in alloys or above has been sorted.
Ford has not announced pricing or precise specifications for the new Focus, which arrives in Australia in the second half of 2015. The current model starts at $20,290 with the Focus ST the most expensive, at $38,290.
Mazda’s promising CX-3 small SUV – its fourth all-new model in 18 months – marks the next step in its ‘SkyActiv’ product offensive.
WHAT IS IT? The Mazda CX-3 is Hiroshima’s strikingly modern entrant into the burgeoning small SUV segment. Sharing DNA with both the Mazda 2 and Mazda 3 ranges, but more closely related to the smaller 2, it is aimed at younger couples looking for a lifestyle vehicle, rather than the families coveted by the larger CX-5. And unlike several rivals, Mazda will offer both front- and all-wheel-drive versions of the Mazda CX-3.
WHY WE’RE TESTING IT? Given the sizeable market share Mazda enjoys in Australia, we were the first media in the world to drive pre-production versions of the CX-3. Mazda had both a top-spec AWD diesel auto and a mid-spec FWD petrol auto on hand at Victoria’s Anglesea Proving Ground. Expect the CX-3 to hit Aussie showrooms during the second quarter of 2015.
MAIN RIVALS Many, of all types, from a wide range of manufacturers. For now, CX-3’s main competitors include Holden Trax, Ford EcoSport, Nissan Juke, Peugeot 2008, Suzuki S-Cross and Mitsubishi’s entry-level ASX, though due to arrive in 2015 are the Renault Captur, Citroen C4 Cactus, Suzuki Vitara, Jeep Renegade and Fiat 500X, among others. As a category, the small SUV is booming.
THE WHEELS VERDICT Guaranteed to win people over simply by looking great, the CX-3 will compound that love with its sporty handling and keen engines. The all-wheel-drive version is particularly good, but CX-3 has some refinement issues and it can’t challenge its roomiest competitors for rear-seat or boot space. One for singles or couples without sprogs.
PLUS: Striking styling; taut and balanced chassis; AWD availability; cool factor MINUS: Refinement still not what it should be; noisy petrol engine; rear-seat side vision
THE WHEELS REVIEW AS MAZDA’S ‘SkyActiv’ engineering philosophy and ‘Kodo: Soul of Motion’ design aesthetic keep charging forward, the hits from Hiroshima keep getting bigger. We’re talking figuratively, of course, because the last two – the excellent new Mazda 2 and now this CX-3 ‘crossover’ – have shown that small doesn’t need to mean less.
Tested here in pre-production form at Anglesea Proving Ground before launching in Australia next autumn, the CX-3 has much in common with the 2, including its 2570mm wheelbase. The CX-3 is a significantly larger car though – 215mm longer, 70mm wider, and 55mm taller, riding on tracks that have swollen by 25mm at the front and 40mm at the rear. Mazda wouldn’t provide a kerb weight, but the internal dimensions it supplied suggest the only areas where the CX-3 is roomier than the 2 is for rear legroom and knee clearance, and cargo space (264 litres versus 250, in addition to a dual-height floor and almost fold-flat capability).
The measurements don’t convey the whole story, though. The CX-3’s rear seat is mounted quite high – theatre-style – giving passengers a decent view forward, though rather less over its ‘fast’ hipline. Up front, seat comfort is respectable, despite a lack of finite seat adjustment, while forward vision is impressive thanks to fairly upright A-pillars. Unlike the CX-5, you never feel like you’re sitting too high in the CX-3. Mazda wanted to achieve a “sweet spot” in terms of the driver’s hip placement and the CX-3’s feels spot-on – high enough to command the road, yet low enough to still feel sporty and car-like.
The dashboard and centre console are identical to the 2’s, which is no bad thing. And neither is the carry-over tech, including collision mitigation, a head-up display and the 7.0-inch MZD Connect colour screen with central controller on high-grade variants. Mazda Australia plans “a broad range”, according to senior public relations manager Steve MacIver, so expect everything from a steel-wheeled manual front-drive petrol to the 18-inch-wheeled AWD diesel automatic like we tested at Anglesea.
Two engines will be offered here – a 2.0-litre petrol four (shared with the Mazda 3) producing 109kW at 6000rpm and 192Nm at 2800rpm, and a new-to-Australia 1.5-litre ‘SkyActiv-D’ turbo-diesel four producing 77kW at 4000rpm and 270Nm from 1600-2500rpm. Both six-speed manual and six-speed automatic transmissions will be offered, though Mazda wouldn’t confirm with which engine type or drive layout.
Unusually, while the front-driver shares its torsion-beam rear with the 2, the all-wheel-drive version gets a unique De Dion rear suspension design that offers a degree of independence – double-jointed driveshafts, plus longitudinal and lateral linkages for each coil spring – while still having a rigid connection between each rear wheel. And it’s this AWD version that is the sweeter drive.
Our first laps at Anglesea were in the front-drive petrol auto. Wearing 215/60R16 Dunlop Enasave tyres, the mid-spec CX-3 felt sharp and responsive once into a corner, with plenty of grip and a neutral balance tending towards understeer when pushed hard. But Mazda’s “linear motion” steering still lacks the off-centre immediacy that we used to expect from its products.
More apparent was the 2.0-litre SkyActiv-G’s vocalness. Foot to the floor, the auto petrol upshifts at 6600rpm, accompanied by plenty of induction noise, though at least it doesn’t sound unpleasant like a Holden Trax. Indeed, for much of the time, it’s the torquey 1.5-litre turbo-diesel that seems the quieter of the two, even though it lacks the petrol’s punch. Upshifting at 4700rpm, the baby diesel isn’t the fastest thing around but then this is hardly a performance car. Mazda’s estimates of a “high four” (litres per 100km) fuel consumption average for the diesel, and a “low six” (litres per 100km) for the petrol.
The AWD diesel was notable for two other things. Its chubby 215/50R18 Toyo Proxes R40 tyres produce considerably more coarse-chip tyre noise – still likely to be an issue with the CX-3 on Aussie roads – but its De Dion rear suspension and AWD system endow it with a sweeter chassis.
Feeling more poised on bitumen, with a seamless transference of drive to the rear wheels to keep understeer at bay, yet also neater on dirt with far less ESC intrusion, the all-wheel-drive CX-3 might carve itself its own little dynamic niche. With the (presumably) lighter petrol engine and Mazda’s superb six-speed ‘SkyActiv-MT’ manual gearshift, the CX-3 could offer a level of dynamism and driver appeal lacking in so many of its competitors.
Ultimately, though, what’s likely to send the CX-3 straight to the top of the small-SUV sales charts is its styling – particularly the 18-inch-wheeled version in a stunning new colour called Ceramic Metallic (pictured). It isn’t perfect, but in a class where so many SUVs are frustratingly mediocre, Mazda’s CX-3 seems destined to succeed.
SPECS Model: Mazda CX-3 FWD Engine: 1998cc 4cyl, dohc, 16v Max power: 109kW @ 6000rpm Max torque: 192Nm @ 2800rpm Transmission: 6-speed automatic Kerb weight: 1300kg (estimated) 0-100km/h: 10.0sec (estimated) Economy: 6.2L/100km (estimated) Price: $25,000 (estimated) On sale: Q2 2015
Rumours have been flying around for a while about a hardcore, track-only version of the LaFerrari and here it is, the FXX K.
The LaFerrari moniker has been dropped, but Ferrari’s hybrid hypercar forms the basis for this new billionaires’ plaything, unveiled in Abu Dhabi as part of Ferrari’s end of year party.
An extension of the Ferrari’s ‘XX’ program, which began with the Enzo and continued with the 599, the FXX K is designed to be an experimental test bed for future technologies, as well as a handy way of generating almost $150 million in revenue, thanks to the entire run of “no more than 40 cars” being pre-sold at an estimated A$3.7 million each.
Unrestrained by any racing regulations, Ferrari’s engineering team has extracted an extra 46kW from the 6.3-litre V12 thanks to new camshafts, replacing the hydraulic valvetrain with a mechanical system and removing the exhaust silencers. Peak power of 634kW is now produced at a stratospheric 9200rpm.
In addition the output of the electric motor has increased by 20kW to 140kW, taking the combined total to a staggering 774kW and “in excess of 900Nm.”
A larger, lower (by 30mm) front splitter, extendable rear wing and various aero mouldings has lifted downforce by 50 per cent in low-drag configuration and 30 per cent in high-drag configuration, producing 540kg at 200km/h.
The electronics have been remapped for circuit use, including a special calibration for Ferrari’s trick Slide Slip Control system to suit the FXX K’s slick tyres.
The result of all these tweaks is a Fiorano lap time of 1min14sec, five seconds faster than LaFerrari and two seconds faster than the previous FXX Evoluzione.
Mercedes’ SL gets a facelift just in time for summer, but it’s the entry-level car that gets the biggest changes.
WHAT IS IT The SL400 is the new entry-level SL, Mercedes’ uber hardtop convertible that harps back to the legendary 300SL of 1955. Replacing the SL350, the 400 brings with it not only a new name but a new, more potent, more frugal V6 engine. It weighs less than the 350, is faster and uses less fuel. It doesn’t have any visual changes, so is part of an update rather than mid-life facelift.
WHY WE’RE TESTING IT The SL400 is a whopping $83K cheaper than the V8-powered SL500, so it needs a convincing engine to be considered a player against the cheaper BMW 640i turbo six and the twin-turbo V8-powered 650i Convertible, which is only $18,800 more than the Benz six. Then there are sweet droptop sixes from the likes of Porsche to contend with, and for similar money Jaguar’s ageing XK V8 Convertible.
MAIN RIVALS BMW 640i Convertible, Jaguar XK Convertible, Porsche 911 Carrera Cabriolet
THE WHEELS VERDICT The SL400’s name may not make sense, but the new V6 gives it a stronger set of legs – and they’re more flexible and efficient, too.
PLUS: Stunning presence; great sound and flexibility from the new engine MINUS: Slow roof; costlier than BMW 6 Series; can’t escape width when you’re driving
THE WHEELS REVIEW STEP aside, SL350; there’s a new kid in town. Meet the Mercedes-Benz SL400, the new entry-level model for the oldest badge in Benz’s current line-up.
But what does 400 mean? The SL350 had a 3.5-litre V6, so is there a 4.0-litre under the long bonnet, with its classic SL vents and fins clearly visible when you’re behind the wheel? No. Instead there’s a smaller 3.0-litre V6 there, complete with a pair of turbochargers. So it must make 400kW, then, or perhaps horsepower? No again; the new engine, which is the biggest news for this SL, delivers 245kW (20kW more than the SL350) or 328bhp. Well, what about torque? 400Nm would be pretty handy for a twin-turbo six. The SL smashes the old car’s 210Nm, but peaks at 370Nm (and now it kicks in at 1200rpm; the old car took until 3500rpm). A 400-litre boot? Ah forget it…
Regardless of the mysterious name, the SL400 will be the biggest seller, making up about half of all SLs sold here, so it’s crucial for Mercedes as an image builder and, at $229K, a cash cow. The smaller turbo engine is yet another example of downsizing to meet ever tightening CO2 emission laws in Europe and Stateside.
Behind the wheel, the SL400 is an event. Slip into the well-bolstered leather seats and you’re presented with a three-spoke wheel and low driving position. Visibility is good: there’s a large centre mirror, and you can almost see the curvature of the earth over that long, wide bonnet…
The cabin, which is unchanged, is well-crafted, with a short SL-embossed gear selector, and even with that metal roof on there’s a clever glass roof for an airy, light feel.
With the roof down – with a pathetic cut-out speed of 15km/h for opening and closing, it may as well be done at a standstill – the SL becomes a hoot to drive, its bassy idle swelling into strong Baritone howl. The note isn’t progressive; it gets louder, but doesn’t have so much depth. Nevertheless, it’s a sweet tune and not overbearing, punctuated with the occasional pop and subtle burble on throttle lift.
The new powerplant is super flexible. In Sport mode, the throttle loses the long travel of the Eco setting, reacting sharply and quickly. It’s a little lethargic in Eco, too, but Sport does exactly what it’s supposed to and the SL accelerates hard, feeling lithe and not anywhere near its 1655kg.
Rolling response is good, too, but not in the league of its V8 counterparts, while the seven-speed auto’s changes – which can be done via the wheel mounted paddles – are super smooth.
Balance is also superb. The seats hold you firmly as the SL400 rolls with its suspension on Comfort, but once at full lean it grips and goes.
The steering is responsive, but doesn’t tell you quite enough about precisely where the wide front 18-inch wheels are, and while roadholding is good, a little wet weather has the SL’s tail twitching out of corners; with it off, lairy powerslides are a breeze.
The word for the SL400 is smooth. It describes its looks, supple ride (even with the suspension in its firmest setting) and the silky V6. So smooth must be what 400 means.
SPECS Model: Mercedes-Benz SL400 Engine: 2996cc V6 (60°), dohc, 24v, twin-turbo Max power: 245kW @ 5250-6000rpm Max torque: 480Nm @ 1600-4000rpm Transmission: 7-speed automatic Weight: 1655kg 0-100km/h: 5.2sec (claim) Fuel economy: 7.3L/100km (EU) Price: $229,000 On sale: Now
FANCY what could be Australia’s fastest pram? British sports car marque Aston Martin is being forced to sell two of its high-end cars with child-ready rear seats as standard.
A hiccup with the way child seats fit into the $517,000 Vanquish Volante drop-top that’s about to go on sale here means that, just like the cheaper $479,995 tin-lidded two-door before it, Aston must fit each sun-loving sports car rolling out of Australian showrooms with either a child seat or baby capsule.
The 424kW front-mounted 6.0-litre V12 soft-top convertible, which sprints from 0-100km/h in four seconds flat, has failed to meet Australian Design Rules that spell out where the back-seat attachment points for child restraints in all vehicles sold here need to be located.
However, while the Volante’s mounting points fell outside the ADR’s strict limits, meaning seats developed for the Australian market were not compatible, the Department of Infrastructure – the federal government’s overseer of vehicle safety standards – said the infraction was “minor and inconsequential” and has allowed the drop-top to sell here with factory-supplied units.
An Aston Martin spokesman told Wheels that the brand had already sold “a number” of Vanquish-badged Astons in Australia with the child seats.
The Australian Government is currently looking at ADRs, which despite being constantly updated were framed almost 20 years ago. Part of the review’s role is investigating whether Australia should align itself with overseas vehicle standards, such as those used for European or US markets.
According to a Federal Chamber of Automotive Industries submission to the review, which is due to hand down its report, the cost of complying with ADRs costs more than $14 million a year.
A separate Senate inquiry into road safety is also looking at whether ADRs have kept pace with the technology creeping into car design. It is due to show its list of recommendations to the government by September next year.
