MAZDA has revealed its new five-door CX-3, which it hopes will change the booming compact SUV segment when it goes on sale in Australia around April 2015 against the likes of the Ford EcoSport, Holden Trax and Skoda Yeti.
Sharing its underpinnings with the Mazda 2 – including a 2570mm wheelbase, independent MacPherson strut front suspension and a torsion beam rear-end – the higher riding SUV body promises more interior space and a bolder look than the city car on which it is based.
At 4275mm long and 1765mm wide, the Mazda CX-3 is bigger than the 2 (3900mm/1695mm) but shorter and narrower than the 3 (4460mm/1795mm for the hatch).
Key to the CX-3’s appeal is a higher riding body, which gives seats a higher hip point and occupants a better view across traffic.
At 1550mm high it’s taller than the 2 (1475mm) and 3 (1455mm), but lower than the CX-5 (1710mm).
It will be offered with either a 1.5-litre turbo diesel or the same 2.0-litre four-cylinder petrol used in the 3.
Mazda is not confirming outputs of the engines yet, but they will be very close to the 77kW/250Nm for the 1.5 diesel available overseas and 114kW/200Nm for the 2.0 petrol.
Mazda is also expecting to cover a broad price scale with the CX-3 by offering the two engines in a manual or auto and various grades with two-wheel drive and four-wheel drive options.
Expect pricing to range from about $22,000 to more than $30,000.
Lower-grade CX-3s will run on 16-inch wheels while more expensive versions get 18-inch alloys.
The CX-3 picks up the latest Kodo design theme employed on other Mazdas with a bold five-point grille surrounded by a metal-look finish that flows into distinctive headlights that include an “LED illumination line”. There are also bold wheel arches.
The interior, too, is in keeping with the theme first revealed in the 3 and also used in the 2 – and expected to be adapted to soon-to-be-updated versions of the 6 mid-sizer and CX-5 mid-size SUV. That includes the MZD Connect system that uses a central control knob.
Safety is taken care of with curtain airbags, while Mazda’s i-Activsense safety system will be offered on some models; it has features such as autonomous emergency braking and blind spot monitoring.
There’s also a new “Ceramic Metallic” colour designed to look like “a finely honed metallic surface” that changes in different light.
It didn’t take long for Shelby to get its hands on the latest generation Mustang.
Its first offering is the GT350, a hardcore racer for the road packed full of go-fast gear, including the most powerful naturally-aspirated V8 Ford has ever produced.
Let’s start with that engine. The 5.2-litre V8 is unique to the GT350 and is Ford’s first ever production V8 with a flat-plane crankshaft, a configuration most commonly found in Ferraris.
This configuration enables better cylinder breathing by reducing overlap between exhaust pressure pulses. Final figures have yet to be confirmed, but Ford has confirmed the new engine will produce more than 373kW and 542Nm.
Power will be fed through a six-speed manual gearbox to a Torsen limited-slip differential, while an optional Track Pack adds an oil cooler for the engine and transmission.
If anything, however, the upgrades to the chassis are even more impressive. MagneRide continuously variable dampers make their Mustang debut, with the ability for each corner to adjust itself every 10 milliseconds.
Lightweight alloy wheels measuring 19 x 10.5-inch at the front and 19 x 11.0-inch at the rear are wrapped in Michelin Pilot Super Sport rubber.
The size of the rolling stock has allowed the fitment of enormous 394mm two-piece cross-drilled front rotors clamped by six-piston calipers with 380mm discs and four-piston calipers at the rear.
Inside, there are new sports seats and a flat-bottomed steering wheel, while an integrated driver control system makes an appearance, allows drivers to select from five modes which alter the ABS sensitivity, stability and traction control, steering weight, throttle mapping, damper stiffness and exhaust settings.
Sadly, Ford Australia has no plans for the GT350 to join the local line-up, which is a crying shame, as based on the spec list alone, this new Shelby looks to be one of the most desirable cars of 2015.
The LA motor show’s first reveal is also likely to be its most opulent.
Bentley has pulled the covers of the Grand Convertible, essentially a new-generation Azure.
Based on the enormous Mulsanne limousine, the Grand Convertible is currently a concept, designed to gauge customer reaction and demand before committing to full production.
“We are eagerly awaiting the response of our customers to this car,” says Bentley Chairman and CEO, Wolfgang Durheimer. “We will ensure that this car – if it reaches the roads – will be a highly exclusive, extremely limited collector’s piece.”
Given the world’s high-net-worth individuals are currently falling over themselves to obtain mega-dollar, ultra-exclusive exotica, we’d say a production version is a formality.
Underneath that long, liquid-metal bonnet is Bentley’s familiar 6.75-litre (six-and-three-quarters in Bentley-speak) twin-turbo V8 producing 395kW and a thumping 1100Nm.
The rest of the body is painted in Sequin Blue, so named as the hue was originally lifted from a single sequin from a customer’s gown.
This dizzying attention to detail carries over into the interior, with Sequin Blue stitching contrasting with the naturally tanned hides of 14 cows, merged together in a progressive diamond pattern.
Topping off this stately parlour on wheels is a tonneau made from Burr Walnut, the largest piece of wood veneer ever fitted to a Bentley, if that sort of thing matters to you.
While nothing weighing as much as this could ever be called a driver’s car, Bentleys do have a way of getting under your skin as incredibly desirable pieces of automotive craftsmanship, and the new Grand Convertible isn’t likely to change that in a hurry.
It’s not often we’ll plug another media outlet, but some footage is too good not too share.
Selected European journalists recently attended a track day at Fiorano (the lucky sods) and at the end of the day a certain Kimi Raikkonen appeared to show them they couldn’t actually drive worth a damn.
As supercars go, the F12 is actually a pretty friendly device, but that’s like saying as sharks go, a Tiger isn’t anywhere near as scary as a Great White.
Unleashing a 545kW rear-driver on a damp surface should be the stuff of white knuckles and clenched teeth, but nobody appears to have told the laid-back Finn, who nonchalantly chats to his terrified passenger in that distinctive monotone.
The picture on the main page should give you some idea of what to expect; that’s Kimi with half a turn of opposite lock (the F12 only has 1.8 turns lock-to-lock) at 150km/h. One handed. It’s a breathtaking reminder of just how good modern F1 drivers are.
Given his infamous distaste of PR gigs, it’s amazing Kimi showed up at all, but you’d have to be dead inside to pass up the opportunity to flog an F12 around a racetrack, especially as when your current one runs out of tyres, the helpful Ferrari people line up another for you.
If you’ve got any other favourite videos of F1 drivers in road cars, share them below. Otherwise, which race or rally driver would you most like to passenger with, in what car and where?
The most popular and controversial man in motorsports is back.
Ken Block’s latest Gymkhana product has slowly been teased over the past month or so, culminating in the reveal of his chosen chariot, the mad Hoonicorn, at the recent SEMA show.
Hoonicorn is shaped like a 1965 Mustang, but we suspect there’s about as much Mustang in it as there is Infiniti in Daniel Ricciardo’s Red Bull F1 car.
A 630kW 6.7-litre Roush-built V8 drives all four wheels through a six-speed sequential gearbox, perfect for destroying tyres.
Block’s latest project is by far his biggest yet in scale, with Hoonicorn laying four big, black straps all over much of outer Los Angeles.
But enough talking. Grab a cup of coffee, sit back and enjoy 10 minutes of Hooniganism.
V8 SUPERCARS: Whincup races into history with title #6
SNARING a record sixth Australian V8 Supercars title at Phillip Island the weekend poses the question: is Jamie Whincup the best local tin top driver in the history of the sport?
Whincup’s sixth touring car crown means he has overtaken Mark Skaife, Dick Johnson and Ian Geoghegan, all of whom banked five championships.
Skaife, Johnson, and Geoghegan all attract support for the Best Ever tag, as do Jim Richards, Peter Brock, Allan Moffat and Craig Lowndes.
But it’s hard to argue against Whincup’s strike rate, and formidable record, which also includes four Bathurst 1000 wins.
The Red Bull Racing star has been untouchable in recent seasons, winning the past four titles and coping with a significant challenge – the switch to the Next Generation racecar.
He sealed title number six, typically, with another assertive win on Saturday.
It is nigh impossible to compare drivers from different eras, and many will rightly argue that Whincup has benefitted from being part of the classiest team on pitlane, but he has routinely gapped team-mate Lowndes, no easy task, while dealing with some serious opposition in a category based on performance parity.
He rarely plays it safe. He backs himself. He won’t be intimidated.
Typically, there were no winning celebrations by Whincup, who has been criticised – perhaps unfairly – for being too cool and unemotional.
Instead of celebrating with the team, Whincup studied car data with his key technicians until nine o’clock on Saturday night.
“It’s a bit of a weird feeling to lock away the championship with a round to go because there is still a lot of pride on the line for the final races and we don’t want to let ourselves down right to the very end,” said Whincup, the ultimate 24/7 professional.
“I’m sure it will mean everything when I look back at it and it has a chance to sink in. My motivation and love for racing is higher than ever and I’m looking forward to enjoying the next few races.”
The 31-year-old’s speed, fitness, composure under pressure and dedication to the business of winning races and titles certainly makes him the hardest to beat of any on the V8 grid.
Whincup has been the dominant force in the sport again this season, with 12 wins to date – and two races remaining at Homebush early next month.
The crazy, sobering thing is that Whincup, should he elect to remain a local hero and not challenge himself in international motor sport, could have another decade to add to his successes.
The six-timer is now looking forward to a more immediate challenge, the returning former two-times champ Marcos Ambrose, who has spent nine years racing in NASCAR in America.
Whincup has no doubts that Ambrose, who will race as a wildcard in the Sydney finale in a DJR Falcon as a precursor to a full season next year, will be fast straight away, despite not racing a V8 Supercar since 2005, also the year he last executed a standing start.
ARC: Pedder is rally champion
SCOTT Pedder has taken the Australian Rally Championship for the first time, but the final round of 2014, Rally Victoria, also marked the emergence of young Steve Mackenzie as a serious challenger in local rallying.
Pedder’s task was made easier when on the very first stage his title rival Brendan Reeves had the misfortune of a flat tyre on his Mazda 2, dropping almost three and a half minutes.
“We had a flat only two kilometres into the first stage, had to pull over at the same spot to change it and then had to follow (Glen) Raymond’s dust for 20-odd kilometres,” said a shattered Reeves.
His cruel luck allowed Pedder to ease off the pace even after Reeves began to score some stage wins.
While Reeves and Pedder eyed each other, Ford Fiesta driver Mackenzie emerged as a fresh force in Australian rallying, easily clinching his maiden ARC Heat victory ahead of Pedder and Tony Sullens (Citroen).
A clearly emotional Pedder leapt from his Renault Clio at the finish to hug his family, friends and team from Walkinshaw Racing.
Pedder reflected on a massive crash at Rally SA in 2010 when he seriously fractured his leg.
“After that I thought it was all over, that I’d probably never even drive a rally car again,” he said. “So to be able to come back, fight with guys like Eli (Evans) and Brendan (Reeves) and to win a championship is an amazing feeling.”
WRC: Ogier wins Wales finale; Taylor fourth in Junior WRC
SEBASTIEN Ogier scored his eighth win of a spectacular 2014 World Rally Championship to end a dominant year in commanding fashion in the typically difficult conditions that prevail at Rally Great Britain.
It was the 12th win of a possible 13 events for Volkswagen in 2014. Hyundai won the remaining event.
The ubiquitous rain and menacing fog hanging over the Welsh forests make for perilous gravel stages, the likes of which are not experienced anywhere else on the WRC calendar. Smooth in places, mostly muddy, but always slippery, the 70th staging of this classic once again posed an extreme challenge to participants.
“That is obviously the best way to end a season, with a win,” Ogier said after winning in Britain.
“We were under no pressure, as the world championship was no longer at stake, and just wanted to enjoy the Rally Great Britain.
“We really had to go flat-out on Friday and had a close battle for the lead with my team-mate Jari-Matti Latvala. That allowed us to open up a big lead over the rest of our rivals.
“When Jari-Matti made a mistake on Saturday, it obviously completely changed the character of the rally for us. I just had to get the car to the finish line. However, that is anything but easy given the typical conditions here in Wales.”
Mikko Hirvonen – four times a championship runner-up – brought his WRC career to an end in style, securing second place in an M-Sport Fiesta.
Ever the sportsman, Ogier didn’t let Hirvonen’s 13-year WRC career end without a thought: “A quick word on Mikko Hirvonen: I am delighted for him that he ended his final WRC rally on the podium. He has had a great career, and we will miss driving against him.”
Briton Alastair Fisher notched up a second consecutive victory in the FIA WRC Junior class at Rally GB, the series won by Stéphane Lefebvre.
In their DS3 R3s, the seven crews competing in the final round battled it out in the heart of the Welsh countryside with Fisher leading throughout to take the win ahead of Martin Koči.
Australian Molly Taylor placed fourth.
NASCAR: Marcos bows out as Harvick crowned Sprint Cup champ
IT WAS the race within a race to crown the 2014 NASCAR Sprint Cup champion; four men standing, and 39 spoilers going at it over 400 miles of slippery Homestead-Miami Speedway in Florida.
It was also the end of Marcos Ambrose’s full-time NASCAR campaign, with the Australian calling time on the bold nine-year American phase of his career to return home.
But all attention was on the four men who survived a long and brutal season of regular racing and the cut-throat 10-race eliminations called The Chase.
The new elimination system left many fans and most of the star drivers disappointed. Missing the chance to be champion in 2014 were Jimmie Johnson, Jeff Gordon, Kyle Busch, Tony Stewart, Dale Earnhardt Jr, Brad Keselowski and Carl Edwards.
A new champion would be crowned out of Ryan Newman, Joey Logano, Kevin Harvick and Denny Hamlin.
Three of the quartet – Harvick, Logano and Hamlin – raced in the forward bunch early, cementing the thought that the new champ might also be the winner of the race.
Newman, who started way back in 27th, was fighting his way through the pack into the top 10. And (cue the soundtrack from Jaws) he kept coming… sixth … fifth …
Ambrose started ninth, slid back and briefly went a lap down early in the running, searching for miracles rather than a touch of luck.
Up front, Gordon – still mightily peeved about missing the championship chance by a single point – was looking for a form of shallow redemption with a Homestead win.
But at half distance, all four contenders were running in the top five. Tantalising.
One hundred laps from the flag, the contenders were still at the pointy end, Hamlin leading from Logano. Ambrose had bounced back to 14th before dropping back again.
Logano’s hopes were bruised but not dashed when he scraped the wall while a tardy pit stop cost Newman some places and he slipped out of the top 10. Briefly.
Restart with 25 to run: Gordon and Keselowski one and two, but all four contenders bunched together, led by Hamlin.
Then debris on the track and another caution. Twenty to go.
Taking four new tyres, Logano’s car slipped off the jack. There, in that moment, went his championship hopes. From sixth he fell to nowhere.
Harvick and Newman took two right-side tyres apiece, while Gordon and Hamlin stayed out, hopeful their tyres would hang in for 15 laps.
Two racing laps, and another caution.
Gordon belatedly pitted, leaving the restart between Hamlin on old tyres side-by-side with Newman with two fresh boots.
With eight to go, Hamlin led Harvick and Newman, but the leader was struggling and vulnerable.
Harvick pounced into the lead and Newman nailed Hamlin for second.
Aaaagh… CAUTION!
Restart: three to run. Hamlin and Logano well out of it. Harvick looked safe. Newman settled for second. An almost tame ending after a dramatic race.
Californian Harvick took the race win, and the championship. The late cautions killed Hamlin.
Barely noticed in the celebrations was Ambrose’s goodbye after placing 27th.
Toyota president Akio Toyoda has completed a whistle-stop tour of Australia, participating in the final stages of the Japanese giant’s 72-day driving and training project.
Toyoda demonstrated a unique one-off turbocharged, all-wheel drive Toyota 86 – dubbed GR86X – built by Tommi Makinen Racing in conjunction with Toyota’s Japanese motorsports arm Gazoo Racing.
The demonstration took place on a section of road used for the Wedding Bells stage of this year’s WRC Rally Australia, a piece of road MOTOR is familiar with following our passenger ride with Chris Atkinson earlier this year.
The GR86X, essentially a Subaru Group N rally car with an 86 body, made its debut with Makinen behind the wheel at this year’s Rally Finland, and Toyoda says the unusual project is part of his commitment to returning Toyota to its sporting glory years of the ’80s and ’90s.
Toyota’s large-scale development product was aimed at educating employees and executives in the difficulties vehicles must face in our unique terrain.
“Australian roads represent 80 per cent of the world’s driving conditions,” said Toyoda. “After driving on so many roads, our team members’ expectations for future test-car courses will never be the same because of all the stark realities that they experienced.”
With Toyoda at the helm, hope remains that there’ll be something in Toyota’s range beyond the 86 to get enthusiasts excited again before too long.
This weekend Wales hosts the final round of the 2014 World Rally Championship. Along with Monte Carlo and Finland, it’s one of the best rallies of the year.
As the traditional championship curtain-closer, the Welsh forests have witnessed some incredible title fights over the years.
One of the more dramatic was 2001. Local hero Colin McRae led going into the final round on 42 points, with Tommi Makinen trailing by one point and Richard Burns a single point further back on 40.
Essentially, whoever won the rally would win the title. Makinen’s charge was over early, tearing a wheel off on Stage Two.
In characteristic style, McRae vowed to attack from Stage One and the result was something of the most breathtaking onboard footage ever seen.
Above is footage from SS2, which Colin won by 1.8sec from Marcus Gronholm. His commitment is off the scale, driving the car to its limit and beyond, reaching speeds of 210km/h.
Sadly, driving at such speeds can only be sustained for so long and on Stage Four a slightly ambitious cut sent McRae into one of the biggest crashes of his career.
Having seen McRae’s demolished car, the distraction caused Burns to almost throw it off the road less than a kilometre later. The Englishman recovered and went on to win his first and only world title by a single point.
Mercedes is altering its naming system in an attempt to de-mystify its burgeoning range.
Its five core model ranges – A-, B-, C-, E- and S-Class – will remain, while its expanding SUV range will known as the GL-series, with the final letter representing how it corresponds to the relevant core model range.
From next year, Merc’s smallest SUV will be known as the GLA, the GLK becomes the GLC the popular ML becomes the GLE – with a X6-like Coupe version joining the range in the near future – and the gargantuan GL becomes GLS – I.e the S-Class of the Mercedes off-road range.
In 2016, a new roadster will be launched, known as the SLC, replacing the current SLK, though its larger drop-top sibling will remain the SL.
Here’s where it gets more complex. Names such as CDI (for diesel) or Bluetec Hybrid (for, well, hybrid) are a thing of the past, replaced by d for diesel, e for electric, h for hybrid and f for fuel cell, though that last one is probably a while off.
Oddly, Mercedes has dropped any reference to petrol models engine displacement. For a handy visual example, see the images above.
New Skoda Fabia is larger and prettier than the slow-selling model it replaces.
WHAT IS IT Classic European B-segment five-door hatchback from Volkswagen Group’s value brand. The new Skoda Fabia is closely related to the recently updated and very sharply priced VW Polo.
WHY WE’RE TESTING IT The Skoda Fabia III has just been launched in Europe, though it won’t make it to Australia until the second half of 2015.
MAIN RIVALS Hyundai i20, Toyota Yaris, Mazda 2, VW Polo
THE WHEELS VERDICT A better (and better looking) small Skoda that needs to be realistically priced to win customers PLUS: Turbo 1.2-litre engine; practicality and cargo capacity; ride comfort MINUS: Handling; may not be priced far enough below big-brand competitors
THE WHEELS REVIEW SKODA’S third-generation Fabia is wider, lower and way better looking than the car it succeeds. That’s one problem solved, then. The ungainly looks of the current Fabia are surely one of the reasons the small Skoda was practically sales-proof in Australia.
Due to arrive in the second half of 2015, Fabia III also brings advances in technology, adopting some elements of the flexible MQB component matrix developed by the Volkswagen Group, owner of the Czech brand. Skoda has sought to further improve ride comfort, but the main benefits brought by the adoption of MQB components are in the areas of drivetrain efficiency and enhanced electronic-based safety systems.
Skoda designers say this is the first model to incorporate design features of the VisionC concept shown at Geneva earlier this year. This is a little hard to see – the production car lacks the concept’s drama – but there’s a clear visual relationship between the new Fabia and Skoda’s other recent releases, the Octavia and Rapid.
New Fabia’s greater width (up 90mm) and reduced height (down 31mm) not only improve the car’s proportions. Interior space is noticeably increased, especially shoulder room, and the B-segment hatchback’s cargo compartment grows to class-leading volume (330 litres).
Interior quality also makes a big impression. Skoda’s trademark useful touches remain, including an ample array of places to stash stuff, and the new cabin features much classier furnishings. Tough-feeling hard plastics play a major role, but the grain and gloss levels are very similar to soft-touch finishes. Touches of chrome and features such as customisable dash inserts can lift the atmosphere inside the new Fabia, but the basic themes are simplicity and clarity. It’s a very useful and easy to use car.
While three-cylinder engines are offered in Europe – the 1.0-litre petrol from the Up and a new 1.4-litre turbo-diesel introduced with the facelifted Polo – only the petrol-burning 1.2-litre turbo four, in two power outputs, will make it to Australia next year. All are engines of the latest MQB generation.
The 66kW version of the 1.2 TSI, teamed only with a five-speed manual, will power the least expensive new Fabia. It needs to be priced around $15,000 to attract buyers. An 81kW version, with a choice of six-speed manual or seven-speed double-clutch auto transmissions, will power higher model grades.
Both the 1.2 TSI engines are likable. They’re refined, smooth and don’t lack for torque. Naturally enough, the 81kW version has palpably more punch, and a gruffer sound, but the 66kW won’t leave anyone feeling seriously short-changed.
Both the manuals shift fluently, while the seven-speed double-clutch is mostly adept.
Another piece of MQB borrowed for the new Fabia is electric-assist steering. It’s the same hardware as in the facelifted Polo, which uses the same PQ26 platform as the Skoda. Light and easy at low speed, the Fabia’s steering gains both weight and feel as velocity increases.
The Skoda isn’t the most agile B-segment model, but it’s not at all bad. It’s a fundamentally well-balanced car that puts more emphasis on ride than handling. Which is what most customers, whether they realise it or not, actually prefer.
Buyers also prefer cars from relatively obscure brands such as Skoda to be cheaper than alternatives from bigger, better-known brands. The Fabia III’s far-distant launch date in Australia means prices are yet to be decided. About $1000 or $1500 less than equivalent Polo models would be enough to bounce this little Czech out of its (undeserved) obscurity.
SPECS Skoda Fabia 81 TSI DSG Engine: 1197cc in-line 4cyl, dohc, 16v, turbo Max power: 81kW @ 4600rpm Max torque: 175Nm @ 1400-4000rpm Transmission: 7-speed double-clutch auto Weight: 1154kg 0-100km/h: 9.4sec (claimed) Economy: 4.7L/100km (EU) Price: $19,750 (estimated) On sale: Second half 2015
