What do we have here?
This is Lexus’s new RC 350 coupe. The car the Japanese company hopes will lure younger buyers, and existing ones, who have become interested in the sporty side of the brand since that beautiful lunatic of a supercar, the LFA.
It’s available in three variants: the base Luxury, the F Sport and the Sports Luxury. We spent most of our time in the F Sport, mainly because it scores chassis tech the others don’t, like a tricky rear-steering system, along with variable rack steering and adaptive dampers. It’s the driver’s pick.
Wait up. Often the words ‘young’ and ‘Lexus’ are mutually exclusive.
Not anymore. Look at it: the RC 350 seems daring and explosive. There are a few quirks, sure, like the rear L-shaped lights that depart from its rear bodywork more offensively than John Howard’s eyebrows. But overall it moves Lexus design towards the exciting end of the spectrum, crucial if Lexus is going to call it a performance coupe.
Well, it needs to be exciting in other departments too.
Interestingly its skin isn’t the most fascinating thing about this car. Tear it all off and you’ll discover the platform is a blend of three Lexus vehicles: the GS, IS Convertible and IS sedan.
The GS platform runs from the front shock towers forward and was chosen for its ability to house the RC F’s big mutha V8 (landing early 2015). The IS Convertible’s platform makes up the middle section, for sake of rigidity, while the IS sedan’s rump was chosen for its rear multi-link suspension.
How does it drive?
If you’ve driven a current IS you’ll be familiar with its classy and refined interior. Slither in to its well-crafted leather seats and you’re welcomed by the same layout and centre stack, however there is a welcome new navigating touchpad in place of that old pesky joystick nub just under the gear lever.
Thumbing the start button brings to life the 3.5-litre V6 found in ‘350’ branded ISs and GSs, again matched to the IS350’s polished eight-speed automatic transmission.
And while the engine’s got a lot going for it on paper, with 233kW and 378Nm, in practice the V6 really needs to be wrung out to make straight-line stuff an event. It’s not slow, and it wails once you’re in to 5000rpm, but the experience is like attending a Red Hot Chilli Peppers concert only to find Michael Bublé behind the microphone – entertaining, but a little too PG rated.
What about in the twisty stuff?
Surprisingly, the chassis is quite talented. It’s a surprise because over bumps at high speeds the struts and springs feel like they’re working hard to control its heft. Sort of like a sumo trying to sit on the floor. Arrive at a corner, though, and the RC 350 F Sport with its tricky rear-steer tech shrinks around you.
The RC 350 feels competent on smooth challenging tarmac: it’s comfortable with a brisker pace than you’re used to and relishes being taken by the gruff of its neck, while still feeling instinctually easy to place before a corner.
Markdowns, however, are that the brakes and front-end could use a bit more bite and feedback.
What’s the go with the three variants?
The range begins with the ‘Luxury’ base variant at a no-frills $66K, while at the other end is the ‘Sports Luxury’ at $86K. This range-topper keeps the exterior package discreet but loads up on luxury (stuff like a 17-speaker system and wood inserts) and safety features. Adaptive damping also rounds out the deal.
But the ‘F Sport’ is the true golden child of this litter; with all the aforementioned chassis gizmos it also gets tasty 19-inch multi-spoke alloys and staggered rubber. Meanwhile there are bigger two-piece rotors at the front and the LFA-style tacho display inside.
At $73K it’s almost line ball with its four-door cousin, the IS 350 F Sport. This means, unlike BMW, you don’t pay more for the two-door – and that it’s cheaper than its rivals.
Whether it’s faster than its rivals is yet to be discovered, but stay tuned, we can’t wait to find out.
We know it’s the last, but is this the best XR8 ever?
By pretty much any measure, it is. It’s the fastest Falcon ever and, in fact, it’s as quick as the fastest FPVs ever made, too, apart from the 351kW GT-F which was about three tenths faster over the quarter-mile.
That’s a simple function of the fact that the XR8 gets the same 335kW force-fed 5.0-litre V8 as the other big-hitting Henrys of the last handful of years.
But the new XR8 gets not only the FPV driveline, but also the suspension tune from the R-Spec which was probably the best handling big Aussie Ford of all time, too.
So it’s a razor-sharp track tool, then?
Er, not exactly. It’s still a big, heavy car and its basic underpinnings are now more than a decade old. You can feel it, too, and it’s less than completely nimble. Predictable and surefooted, but somehow less than a track weapon.
So what’s it good for?
Its long suit is the same as every V8 Falcon that ever went before it…racking up big miles in a single day. It has super-long legs and in the automatic form we tested, the lump is turning just 1600rpm at 100km/h. The blower shuts up when you’re cruising and it’s comfortable and relaxed. Actually, it’d probably make a pretty good autobahn blaster. Oh, and it’ll do it five-up and towing a boat or caravan, too.
The fact that it’s the last of the breed…will that make it collectible?
Almost certainly. The last FPV was all sold out before they’d even hit dealerships and I can’t see how this, being the last ever V8 Falcon, will be any less desirable to people who want to grab a slice of today to remind them in years to come just how good we had it.
That seems like a lot of money for a keepsake?
Not really. Given that you can still use it as intended, I reckon a snapshot of the golden era of local performance at less than $55K (under $53K for the manual) is pretty reasonable.
Add up the bits and pieces alone…this is an FPV at Falcon money. And it’s a snapshot you can drive interstate the back way; not just one to put on the mantelpiece.
3.5/5
Specs: Engine: 4951cc V8, DOHC, 24v, supercharger Power: 335kW @ 5750-6000rpm Torque: 570Nm @ 2200-5500rpm Weight: 1862kg 0-100km/h: 5.17sec (tested) 0-400m: 13.28sec @ 179.13km/h (tested) Price: $52,490 (manual), $54,590 (auto)
No more huff for Ford’s turbocharged XR6, but a new look and better value add to the appeal of the last of an Aussie legend.
WHAT IS IT? The fastest six-cylinder Falcon in the updated FGX range (for now, at least; Ford has left the door open to fit the 310kW version of the same engine previously reserved for FPV models).
WHY WE’RE TESTING IT The FGX has just gone on sale and brings a new look and some extra gear.
MAIN RIVALS Holden Commodore SS
THE WHEELS VERDICT Wonderfully flexible engine mated to dynamics best suited to touring and cruising. But gone are the days when the turbo is the fastest non-FPV Falcon.
THE WHEELS REVIEW IT’S ALL about the look with the new XR6 Turbo. Engine, suspension, tyres and transmission are all unchanged, so the driving experience is as it was when the FG arrived in 2008.
The only mechanical difference is a slipperier profile brought about by the new shape and an undertray that smooths the airflow under the car, so the CD has shifted from 0.31 to 0.29.
But claimed fuel use is unchanged and still around V8 levels, at 12.0L/100km for the manual. It’s plenty of fun slurping through it, though.
The 4.0-litre turbo is a willing companion and pulls strongly once the turbo quickly spools up; there’s some lag, but it’s mild and more than made up for once it’s boosting. It’s that mid-range flexibility that makes it such a sweet engine and one that does a good job masking almost 1.8 tonnes of metal.
The same can’t be said for the suspension, which is comfortable and compliant, but too soft at higher speeds once you start winding the pace up. A quick left-right direction change can have the big sedan shifting on its springs and tending towards understeer as it scrabbles for grip.
The equation predictably changes once you feed on the power out of a bend and the full 533Nm makes its way rearward, with the rear end pushing the limits of the 19-inch 245 tyres.
The stability control system is intelligent enough to allow for some fun, though, and the XR6 is ultimately a brisk sedan. It’s just that our drive came straight after being strapped into the stiffer, more focused XR8, which amplifies the more cruisy nature of the Turbo.
Similarly, the brakes are OK for a long tour or a brief stint of bends, but repeated hard stops down a hill will have them smoking as they plead for relief; hardly surprising given the performance on offer and the heavy body.
While the Turbo gets the same interior as the regular XR6, it’s a decent step up on the bland and plasticky base Falcon layout. Unique graphics livene the instrument cluster while the 8-inch Sync screen is elegant and functional enough, albeit without the onboard apps that are becoming more commonplace.
The beauty of the XR6T still lies with its value. At $42,990 for the manual and $45,190 for the six-speed self-shifter, there’s a heap of well sorted performance for the money. And, as well as being the best, the FGX version is also the cheapest Falcon to have worn the Turbo badge, something that partially saves the underdone update.
SPECS Model: Ford Falcon XR6T Engine: 3984cc, 6-cyl, dohc, 24v, turbo Max power: 270kW @ 5250rpm Max torque: 533Nm @ 2000-4750rpm Transmission: 6-speed manual Weight: 1764kg 0-100km/h: n/a Economy: 12.0L/100km Price: $42,990 On sale: Now
It’s as mild as an update gets, but new infotainment tech and a freshened look add some sparkle to the trusty Territory in its twilight years.
WHAT IS IT?
The most expensive variant in the MkII range, which includes base TX, mid-level TS and this flagship Titanium. Each is available as a rear-drive 4.0-litre petrol, or rear-drive or four-wheel-drive with a 2.7-litre V6 turbo-diesel.
WHY WE’RE TESTING IT
It’s the end of an era and has just gone on sale. The Ford Territory that helped define the seven-seat SUV segment has had a mild tweak before it’s decommissioned by October 2016.
MAIN RIVALS
Toyota Kluger, Hyundai Santa Fe, Kia Sorento, Nissan Pathfinder
THE WHEELS VERDICT
Still one of the best driving SUVs on the market, but age is wearying the Territory.
THE WHEELS REVIEW
DYNAMIC changes to the Series II Territory amount to precisely zero. After a few corners, you realise why.
Fluent steering and excellent body control ensure a succession of challenging bends is tackled with minimal leaning for what is a high-riding wagon, and there’s decent grip from the 18-inch Goodyear Fortera tyres.
Neutral balance tends to understeer if you ramp up the pace, but the Territory’s limits are higher than many soft-roaders a decade younger. Its stability control, too, stays out of play until required.
If driving maturity counted for sales, the Territory would be near the top of its game. It’s a reminder of why it was the first SUV to win Wheels Car of the Year.
It’s also respectably quiet, quelling road roar and keeping the diesel engine in check.
The car that changed the local SUV game when it arrived in 2004 is still mechanically close to that original, but now comes with extra fizz inside and some new grilles with more chrome.
The ageing 2.7-litre Land Rover-sourced diesel V6, which arrived in the Territory in 2011, still delivers a power punch that suits the Territory’s two-tonne frame. There’s some turbo lag from a standstill, but once the turbo is pumping there’s adequate torque for easy overtaking and suburban duties.
However, fuel use is not a Territory strong suit. While improvements have been made to the 4.0-litre six-cylinder petrol models – a revised ZF transmission and new torque converter – the 9.0L/100km claim for the diesel-powered Titanium model is towards the top of the scale.
Inside, the Territory’s flexibility is still a highlight, even in an era of fresher designs, with features ranging from bottle holders beside each front seat to oversized door pockets and a tray under the driver’s seat.
But the Falcon-inspired interior is starting to date, even with the latest eight-inch Sync2 screen atop the dash, though voice activation is useful for navigation functions, allowing quick and easy inputs to find a local service station or ATM.
Curtain airbags that don’t cover the third row is another memento that didn’t seem as disappointing in 2004 as they do now.
And there’s the occasional hint of penny-pinching, even on the top Titanium level that comes with a choice of black or baseball-glove brown leather; the driver’s seat is only half electric, relying on a winding mechanism for its backrest angle.
2015 FORD TERRITORY DIESEL SPECIFICATIONS
Model: Ford Territory Titanium AWD Diesel Engine: 2720cc, V6, dohc, turbo-diesel Max power: 140kW @ 4000rpm Max torque: 440Nm @ 1900rpm Transmission: 6-speed auto Weight: 2132kg 0-100km/h: n/a Economy: 9.0L/100km Price: $42,990 (manual), $45,190 (auto) On sale: NowClick here to read the full range review of the Ford Territory
We drive the final update to the trusty Falcon. New tyres and the adoption of the G6 suspension tune are complemented by more features.
WHAT IS IT? The cheapest model of the updated FGX range, the last Falcon model before the factory shuts down by October 2016.
WHY WE’RE TESTING IT The spotlight has been on the return of the XR8, but the base model is crucial in the Falcon line-up, especially this EcoLPi version. Revised for FGX with more features and revised driving dynamics, the base model – now known simply as Falcon – carries a lot on its shoulders.
MAIN RIVALS Holden Commodore Evoke, Toyota Camry Hybrid H
THE WHEELS VERDICT More of the same, done slightly better. But there’s a good chance the people that once flocked to the entry-level Falcon – fleets and governments – won’t take much notice of the changes. And private buyers won’t appreciate the drab interior, instead jumping up to the sportier-looking XR6.
THE WHEELS REVIEW SLIDING into the broad, accommodating seats of the entry-level FGX Falcon – which drops the XT moniker and is now known as just plain old Falcon – is an exercise in familiarity.
While the outside has undergone a radical Mustang-inspired refresh (new front design, bootlid, lights, bumpers and wheels), the interior has only been given a minor tweak.
There are some new hues, but the expansive dark grey dash remains unchanged, as does the plasticky steering wheel that rams home the feeling you’re driving the one aimed at governments and fleets.
That level of drabness flows through to other parts of the cabin, from the trio of undamped overhead grab handles that snap back into place to steering wheel buttons that don’t illuminate.
And, while it gets a reversing camera, parking sensors at each end and a colour touchscreen, the base model is the only one in the range that doesn’t get sat-nav.
However, the Sync2 infotainment system brings a clearer colour screen and added functionality, and the much-hyped ability for it to directly call emergency services is a win if you have a big accident.
The eight-inch colour touchscreen breaks into four quadrants for phone, navigation, audio and ventilation. Most are best accessed by the separate buttons sitting below the screen – it’s generally quicker and easier.
But part of the Sync functionality involves voice operation, which is more of a party trick for all but the phone operation (or sat-nav on models that have it), where it’s a useful alternative to drilling into menus.
On the road, the Falcon is as comfortable as ever. Adopting the G6E suspension developed for the FG, it is compliant and supple, disposing of country thumps with ease.
A thicker front stabiliser bar and thinner rear one for the EcoLPi driven here has improved turn-in marginally. Claims of better rear grip were difficult to assess during our rain-sodden drive, but it was enough to establish there’s progression and control.
The suspension compresses heavily over big bumps, but body control is good and the balance as impressive as ever.
The carryover hydraulic steering is light, sometimes too much at lower speeds, but it points faithfully and there’s no kickback or other nasties.
New low rolling resistance Michelin tyres help reduce fuel use, but the 4.0-litre in-line six is still thirsty, with claimed usage of 11.7 litres per 100km.
The lazy, torque-heavy bottom end of the LPG engine means for the most part you can keep revs below 3500rpm. Above that, response is still brisk and performance rewarding.
With 198kW, it’s fractionally more powerful than the 195kW petrol-fed version of the same engine, and the EcoLPi is refined, too. The only indication this is the LPG model is the slight hesitation before cranking over when you turn the key.
It all works beautifully with the latest ZF six-speed auto, which is 10kg lighter and adds additional slip in the torque converter as well as the ability to lock up at lower revs, improving fuel economy by a claimed 10 percent.
SPECS Model: Ford Falcon EcoLPi Engine: 3984cc 6cyl, dohc, 24v Max power: 198kW @ 5000rpm Max torque: 409Nm @ 3250rpm Transmission: 6-speed auto Weight: 1766kg 0-100km/h: n/a Economy: 11.7L/100km Price: $38,400 On sale: NowClick here to read the full range review of the 2015 Ford Falcon
Yes, that is a McLaren P1 being loaded into the Southbank showroom.
The images, shared yesterday by Facebook page Melbourne Exotic Car Spotting, caused plenty of online excitement as it’s the first time McLaren’s latest hypercar has appeared locally.
There’s just one catch – it’s not real. Sadly, the car is a show special, outwardly identical to the real thing but with no running gear.
It’s here to be displayed at the opening of McLaren’s Melbourne showroom, due to take place tomorrow.
MOTOR will be attending to speak with CEO Mike Flewitt, who has flown in to host the event.
Unfortunately, while the P1 is a red herring, Melbourne supercar spotters will be familiar with the dark grey McLaren F1 that has called Victoria home for quite a few years.
Formerly owned by ex-Coke Amatil chairman, Dean Wills, the car is used regularly by a local businessman.
Any questions you’d like us to ask Flewitt, simply comment below!
Jaguar’s F-Type sports car range is set to double in size for 2015, swelling from the current six variants to twelve.
For the 2015 model year, certain F-Type models will be available with the option of all-wheel drive and three pedals and a stick, while the already potent, tyre-shedding V8 Convertible will receive a power hike from 364kW to 404kW.
Jaguar’s all-wheel drive system will be offered on all coupe models bar the base 250kW version, while the range-topping supercharged V8 Convertible will be the only drop-top available with all-paw traction.
With all-wheel drive specified, both the V8 R Coupe and Convertible can hit 100km/h in 4.1 seconds – the coupe being one tenth quicker than the rear driver, the convertible two tenths. Given we’ve beaten that number in the rear-drive R Coupe, with the all-wheel drive system only adding around 100kg we’d expect mid-threes to be achievable.
The newly developed all-wheel drive system remains predominantly rear biased in normal conditions, but will send power to the front wheels once the rears begin to loosen under load. The systems works in conjunction with the F-Type’s electronically-controlled rear limited-slip diff and stability control systems to prevent understeer and distribute torque in the most effective way.
Jaguar say that despite the additional traction provided by the all-wheel drive system, the all-paw F-Type is still exploitable and driftable but in an all-together more controlled fashion than the two-wheel drive models.
The 2015 updates also bring a six-speed manual transmission option for the first time. Developed solely for the V6 rear-wheel drive coupe and convertible models, the three-pedal option will cater for enthusiasts not sold on the eight-speed torque converter auto.
Jaguar will also add a weight-saving carbon fibre roof panel to the Coupe’s option list next year.
Prices and Australian specifications are still unconfirmed, but expect the manual transmission to reduce the price of entry to the F-Type range, while the all-wheel drive models will likely command a price premium over their rear-drive equivalents.
2015 Jaguar F-Type range: F-Type Coupe (250kW, 8-sp AT/6-sp MT, RWD) F-Type S Coupe (280kW, 8-sp AT RWD/AWD, 6-sp MT RWD) F-Type R Coupe (404kW, 8-sp AT RWD/AWD) F-Type Convertible (250kW, 8-sp AT/6-sp MT, RWD) F-Type S Convertible (280kW, 8-sp AT, RWD) F-Type R Convertible (404kW, 8-sp AT, RWD/AWD) – replaces V8 S Convertible
Escaping the Ikea car park just became a lot easier with Mercedes-Benz revealing an AMG off-shoot of its new CLA Shooting Brake.
The CLA Shooting Brake, the last iteration of Benz’s MFA platform, features a longer roofline and further stretched glasshouse than its CLA sedan counterpart to help it reach 595 litres of boot space – just shy of the recently revealed VW Golf R estate’s 605 litres.
Mercedes also says the addition of a tailgate means more headroom for rear occupants over the CLA four-door coupe – no significant feat if you ask us.
More importantly the CLA 45 AMG Shooting Brake, like its other compact brethren, uses AMG’s bat-crazy 2.0-litre turbo four packing 265kW and 450Nm which is harnessed by a front-drive based four-wheel drive system.
It’ll get the mini war-wagon to 100km/h in 4.7sec and take it to 250km/h before being halted by an electronic limiter.
When it arrives in showrooms the car will feature 18-inch wheels, but buyers will have the option to pick out various designs of a 19-inch wheel. You’ll also be able to option the estate with loads of exterior, interior and safety enhancements. Some of the options include a Performance exhaust system, steering wheel and seats, along with trick red brake calipers and carbonfibre trim.
Mercedes will offer an exclusive OrangeArt edition package when the car is launched early in 2015, which includes a special matte graphite grey finish and orange accents throughout the car. So your partner’s fake tan smears will blend in nicely.
The compact Shooting Brake will debut at next year’s Geneva International Motor Show, with its market launch to coincide with the Motor Show in March.
What’s in the December 2014 issue of Wheels magazine? We attempt to break the magical 300km/h speed barrier on a highway in the Northern Territory.
Subaru’s Outback boxer steps into the ring with a genuine outback boxer; we explore the hottest new metal hitting showroom floors in 2015 and expose the XR8 Coupe that might have saved Falcon. How Ford let it slip away.
Ride with us on an awesome mountain road in one of the best sports cars in the world. It’s front-engined Italian versus Victoria’s twisty alpine highway. Ferrari’s F12 Berlinetta driven.
Want more? Download the Wheels app, or pick up the December 2014 issue at your news stand.
UPDATED 5.55pm HAS Victoria’s road safety watchdog stuffed up? The state has given its P-plate drivers permission to drive Ford’s 335kW supercharged 5.0-litre V8-engined Falcon.
According to the VicRoads website, the state’s road safety authority will allow newly licensed drivers to jump behind the wheel of the last-ever Falcon XR8 sedan, despite other states banning them.
The VicRoads database of approved vehicles shows two green ticks alongside the versions of the 2014 Falcon XR8 fitted with either the six-speed manual gearbox or the six-speed automatic.
Yet Wheels can reveal that after confirmation that the XR8 is P-Plater legal, the approval was premature: VicRoads has corrected its statement, a spokesperson telling Wheels, “This vehicle is banned, however there has been a data error from the technical feed between Redbook and the VicRoads website.”
VicRoads has corrected this, and the change should be reflected overnight.
Victoria recently streamlined its P-plate restrictions to a 130kW per tonne cap on engine performance. Blanket bans previously placed on turbocharged and V8 models locked newly licensed drivers out of safe and fuel-efficient vehicles with downsized engines, and rural drivers out of four-wheel-drive vehicles often needed for work purposes.
Having the new XR8 on the Victoria’s approved P-plater list was particularly ironic, as young drivers would’ve been con-currenlty banned from driving the 290kW version last sold wearing the XR8 badge in 2010, and featuring an atmo 5.4-litre V8 under the bonnet.
Wheels took VicRoads to task as the intorduction in July of a blanket 130kW/tonne performance limit on vehicles for the state’s most inexperienced drivers was easily exceed by the new XR8, which boasts 180kW/tonne.
Ford has resurrected the XR8 nameplate for one last hurrah before the brand switches off its Australian manufacturing business late in 2016.
The FGX Falcon is the only V8 in the entire Ford Australia line-up, and the most powerful to ever wear the XR8 badge.
Shoehorning the Ford Performance Vehicles-developed supercharged Miami V8 under the Falcon’s bulging bonnet also gives hope that a 310kW version of the locally made 4.0-litre in-line six-cylinder turbocharged engine will one day roll out of Ford’s Broadmeadows factory as a swansong for the XR6 badge.
Wheels will publish a first drive of the XR6 Turbo on Friday.
