THE next generation of Jaguar XF has been caught testing by out spy photographers, ahead of its late 2015 release.
Sitting above the forthcoming Jaguar XE range, which will enter the fierce premium-compact battle – dominated by the BMW 3 Series, Mercedes C-Class and Audi A4 – the XF, codenamed X260, will be similar in size to the current car, but with better packaging, new engines and Jaguar’s aluminium architecture.
These images show that it will keep the pinched-headlamp look, but with a lower and sleeker overall profile, including a lower, pedestrian-friendly nose, with the same curvaceous lines leading down its flanks.
There are shorter front and rear overhangs, while the XF’s body will also benefit from Jaguar’s expertise in aluminium.
The current XF, which led Ian Callum’s design renaissance for the company, was introduced in 2007 and is based on Ford’s archaic DEW98 steel chassis.
The next XF will change that, sitting on an entirely new aluminium-intensive chassis.
The XF will also benefit from Jaguar-Land Rover’s new Wolverhampton, UK, engine plant, where its lighter, high-tech and super-frugal Ingenium four-cylinder engine range will be produced for use in the XE, XF and other models, potentially hooked up to a ZF nine-speed automatic transmission.
Of course, the XF will also be offered with potent R and RS models, which are currently powered by a 404kW 5.0-litre supercharged V8.
FORD is expected to equip its last-ever Falcon and Territory with an electronic guardian angel, giving both cars the ability to phone emergency services after they recognise they have been in a crash.
The new-found ability is part of a radical overhaul of the infotainment system for the locally made pair, due late this year, as the car maker winds towards signing off on more than half a century of local manufacturing late in 2016.
Both the Falcon sedan/ute range and the Territory large SUV will add the latest version of Ford’s SYNC2 infotainment system that blurs the line between smartphone and car, with a radio system that the car maker claims is so intelligent it can recognise as many as 10,000 spoken words, and even interpret phrases such as “I’m hungry” to find the nearest fast-food restaurant.
In a crash, the cars will automatically use a smartphone’s Bluetooth connection to put the driver in touch with emergency services, even letting them know where the car is via its GPS sensors if it detects the driver is not conscious.
In an effort to help cut down on driver distractions, the unit will include a “do not disturb” mode that will divert incoming phone calls to voicemail automatically.
In an effort to cut down on passenger distractions, the Falcon and Territory will include a wireless internet hub that shares a smartphone’s data connection with up to four devices.
Bizarrely, though, while Ford Australia gave journalists an in-depth look at a localised version of the SYNC2 system – which is already in use in the US and Europe and already confirmed for entry to the Australian market this year – inside a mocked-up Territory, the car maker declined to confirm if the local cars are in line to receive it.
So, if the last-ever Falcon and Territory gain the system, they will both stick with an eight-inch colour touchscreen high on the dash.
However, behind it, smart electronics will take voice commands at the push of a steering wheel-mounted button to control most of the things that drivers have traditionally had to do themselves, including setting sat-nav destinations and temperature controls for the cabin.
Ford Asia Pacific multimedia systems supervisor Adrian McGibbon said the Australian version of SYNC2 would miss out on some of the functionality of overseas versions of the system, such as satellite radio, due to “regional variations”.
Rather than piggyback off a smartphone’s Bluetooth connection, SYNC2’s functionality is mainly based on information stored inside the radio head unit that will replace the former much less interactive one.
That means users will need to regularly update their software via an SD card slot if your favourite fast-food joint suddenly closes its doors and you’d rather the SYNC2 system steer you past it.
Ford Australia has not said if it will provide regular updates to the software via its website.
Of benefit to owners, though, will be two USB slots built into a port sitting on the centre console between the front seats, each pumping out two amps to help recharge a smartphone or portable music player much faster than other systems.
As well as the SD card for updating the software, Ford will include a traditional auxiliary input jack.
But the system’s coup de grace is its Apple Siri-style fuzzy logic that can act on spoken thoughts such as “play similar music”, and even allow you to dictate a reply to a text message that the system will send on your behalf.
After its anticipated introduction to the Falcon and Territory range later this year, the SYNC2 system will roll out into other models next year.
These include a facelifted version of the Mondeo mid-size sedan and wagon – the car expected to replace the Falcon – the Focus hatchback, the locally designed and engineered Ranger-based Everest SUV, and V8 versions of the Mustang pony car that will muscle into the space left after Ford Australia’s performance tuning arm, FPV, switches off the tap late this year.
FERRARI’S fastest-ever version of the 458 Italia appears poised to rip off its lid, with a tin-top convertible version of the supercar spied testing in Europe.
Based on the 458 Spider, this prototype Ferrari 458 Speciale Spider features almost all the active aerodynamics built into its heavily track-honed, fixed-roof sibling.
Beneath the rear-mounted engine cowl sits the most powerful naturally aspirated V8 the Italian supercar maker has built, producing 441kW of tarmac-shredding power from its 4.5-litre displacement.
Potentially due for an airing at October’s Paris motor show, the front and rear of the convertible Speciale blends a number of the same Formula One-inspired active aerodynamic elements as the fixed-roof version that bend and stretch under load to increase the amount of downforce as speeds rise.
Of note, though, the more chiselled side skirt is missing the extra shark-like fin rising from just in front of the rear wheel that features on the hardtop version.
Unusually, too, this prototype is fitted with the 458 Spider’s stacked triple exhausts, and not the split twin pipes of the Speciale.
Like the 458 Spider, the compact folding roof is expected to tuck into a specially designed recess built into the top of the engine bay.
The extra electronics and underbody reinforcement for the drop-top version of the 458 Italia adds 50kg in weight over the fixed-roofed version, which means the folding-lid Speciale should weigh in at slightly more than 1300kg, helped by Ferrari’s harsh weight-saving program that cut the 458 Speciale’s mass to 1290kg.
However, the extra bulk is not expected to affect the Spider’s acceleration from rest to 100km/h, meaning it could match the Speciale coupe’s 3.0-sec sprint.
Volvo’s new XC90 is big, brave and possibly even brilliant. The first all-new model since the Swedish brand was bought by Chinese car maker Geely was revealed in Stockholm on Tuesday.
The seven-seat SUV introduces the new exterior style previewed by the company’s recent string of eye-catching motor show concepts.In the metal, the XC90 verges on regal, exuding Scandinavian calm and confidence.The large, vertically slatted grille and distinctive daytime running lights shaped like a ‘T’ laid on its side are features that will be seen on all of the next generation vehicles from company.
Inside, the XC90 is simple yet revolutionary. Volvo’s adoption of a large, ‘portrait’-oriented central touch screen for many controls has almost eliminated instrument panel switch infestation. This look and layout will be adopted by all near-future models.
The XC90 also marks the beginning of the end of Volvo’s reliance on Ford vehicle platforms. The US giant owned the Swedish company from 1999 until 2010, when it was sold to Geely. Volvo developed and engineered an all-new platform dubbed Scalable Product Architecture to provide the basis for all future large models, beginning with the XC90.
Volvo designed the SPA so that only engines with four or fewer cylinders will fit inside it. Although the XC90 is large, all its engines are 2.0-litre fours. The D4 and D5 are turbo diesels, the T5 is a turbocharged spark-ignition engine, while the T6 petrol-burner has both a supercharger and a turbo. All ae teamed with an eight-speed automatic. Topping the range is the T8 plug-in hybrid, which adds the power of a 60kW electric motor driving the rear wheels to the 236kW of the T6’s four driving the front wheels. Volvo promises V8-rivalling sub-7.0 second 0-100km/h acceleration time for the T8, and Prius-beating fuel efficiency.
It wouldn’t be a proper Volvo if it didn’t introduce some notable safety improvements, and the XC90 does just that. It will be the first in the world to feature an auto brake at intersection system, which prevents the XC90 being turned across the path of an oncoming vehicle when this would cause a crash. The SUV will also come with a seatbelts that tighten automatically when sensors detect that the XC90 is about to run off the road or be rammed from behind.
This SUV is a hugely important model for Volvo, which is counting on the XC90 to lift both the brand’s image and the prices it can charge. A first drive is still months away, but the XC90 appears to have the qualities to do the job Volvo wants done. It’s great to look at and has a seductive interior, plus some innovative drivetrains and safety features. This could turn out to be the most admirable Volvo in ages.
Bob Hall, father of the Mazda MX-5 and a former Wheels journalist, is to play a key role in establishing a US design operation for Chinese car maker Geely.
Hall, who starts at Geely on September 15 in a senior product planning role, is set to establish an American ‘listening post’, initially based at Volvo’s Camarillo Design Centre in California. This week Volvo, now owned by Geely, reveals its first new model – the second generation XC90 – since the Chinese takeover in 2010.
Peter Horbury, the Brit who heads Geely Design after a stellar career at Volvo and Ford, says, “I’m not sure of Bob’s title yet, possibly ‘Head of Brainstorming’. Whatever it is, we will be tapping into his extreme knowledge and creativity in all things automotive. I am really looking forward to working with him.”
Long term, Geely wants to expand the US-operation to a fully-fledged design and R&D facility aimed at creating cars to suite Western taste.
“I still have another game-changer (up here),” Bob Hall, pointing to his head, told Wheels recently. “It’s a potential segment buster and, like the Miata (MX-5), is a common-sense vehicle, and maybe that’s the point. Unlike the Miata, it’s in a real segment too, with global volumes well in excess of six million cars. I reckon it could take 300,000 sales a year”.
“I just want to do it, I don’t want to be a one-trick pony,” says Hall, a card carrying car nut who, even at 60, still has much to offer a brave car maker. “I wanna get back and do some disruptive, kick-ass cars”.
MAZDA’S most expensive current-generation 3 has landed in Australia, with a raft of standard luxury and driver-assist features to help justify its lofty positioning.
Priced from $40,230 plus on-road costs, the diesel-engined XD Astina attracts a $4040 premium over the SP25 Astina petrol equivalent – a cost the company says is partially due to the economy-enhancing i-Eloop regenerative braking technology.
As the new performance leader of the BM-series Japanese small car range – at least until the MPS materialises in 2016 – the XD Astina comes with a standard six-speed manual gearbox (with two final-drive ratios), something that the rival Volkswagen Golf 110TDI Highline, Ford Focus Titanium TDCi Powershift, Audi A3 TDI and Mercedes-Benz A200 CDI fail to match.
However, the optional ($2000) six-speed automatic transmission option, a first for a diesel-powered 3, is expected to account for about 60 percent of sales.
The car’s 2.2-litre direct-injection four-cylinder engine is the same as in the Mazda CX-5 and 6 SkyActiv D.
Aided by a single two-stage turbocharger and an unusually high (for a diesel) compression ratio of 14.0:1, it pumps out a healthy 129kW at 4500rpm and 420Nm from 2000rpm.
The result is an acceleration time of 7.7 seconds to 100km/h on the way to a 216km/h top speed for the manual – or 8.4sec for the auto, which is half a second slower than the 92kg-lighter SP25 GT hatch we tested in March.
On the economy front, the XD is the second Mazda (after the 6) with the i-Eloop tech, which recovers and stores otherwise lost kinetic energy into the electrical system.
Additionally, idle-stop is standard, contributing to a 5.0L/100km fuel consumption average in the manual (5.2L for the auto), compared with 5.7L/100km for the most economical petrol-powered 3.
A number of items differentiate the diesel from its petrol counterpart, including an exhaust sound synthesiser for a sportier noise, shiny 18-inch alloys (with 215/45R18 tyres), LED front fog lights and a glossy rear-bumper valance insert.
The attractive, well connected and ergonomically sound cabin sports cosseting suede/leather seats, a superb driving position and excellent instrumentation – though storage space is more limited than it was on older-gen models and rear vision is pitiful.
Aside from SkyActiv D badging on the back, the easiest way to pick the XD from the otherwise identical SP25 Astina is 70s Golf GTI-style red piping along the lower edges of the grille.
On the road, the first surprise is that, while it sounds somewhat clattery in that direct-injection way from outside, the drivetrain is agreeably more muted inside.
Feather the throttle and the sheer quietness of the velvety forward thrust that follows after the briefest of hesitations continues to be at odds with drivetrain assumptions.
Whether in the satisfyingly weighty and beautifully positioned manual (our favourite) or slick and quick-witted auto, the seamless ease with which the speed builds is a delight, imbuing the XD with an effortlessness that matches the best from Europe.
Clearly the Japanese engineers have worked hard tuning the electronics to keep that 420Nm torrent of torque from corrupting the front wheels.
Outstandingly tractable, yet uncharacteristically revvy for a diesel, the XD pulls strongly and is a rapid yet relaxed point-to-point performer, barely registering 1950rpm at 100km/h in sixth gear in the auto.
Blasting along twistier bits, the chassis continues to keep its cool, with a composed cornering neutrality underlined by a beautifully calibrated traction system.
However, the XD’s heavier front end turns it into a reluctant handler, lacking the sheer alacrity of the SP. And a little more low-speed steering bite wouldn’t go astray, though it feels fluent, responsive and rock-solid at higher speeds.
Of more concern was some brake fade after a session of downhill mountain-road revelry on the launch, suggesting an upgrade is required from the unchanged 3 set-up of 295mm vented front and 265mm solid rear discs.
Coarser bitumen revealed the low-level droning we’ve come to endure from most Mazdas, but the supple ride quality proved to be a positive for a car with sporty intent.
The XD Astina is well-specified, with radar-based adaptive cruise control, blind-spot monitoring, lane-departure warning, low-speed autonomous braking, higher-speed impact-mitigating braking and reverse cross-traffic alert, heads-up display, sat nav, powered front seats and upmarket audio.
The stridently relaxed yet muscular XD makes for a convincing and dependable upmarket alternative to a Euro diesel.
Model: Mazda 3 XD Astina Engine: 2191cc 4cyl, dohc, 16v turbo-diesel Max power: 129kW @ 4500rpm Max torque: 420Nm @ 2000rpm Transmission: 6-speed manual Kerb weight: 1448kg 0-100km/h: 7.7sec Price: $40,230 On sale: Now
MAZDA is believed to be readying a 2.5-litre turbo all-wheel-drive flagship for its current 3.
The Japanese company had previously cast doubt over a future MPS in the latest generation small car.
Expected in time for a facelift in 2016, the high-performance answer to the 206kW/380Nm Volkswagen Golf R 4Motion is expected to produce more than 200kW and 400Nm.
With the Mazda Motor Corporation now in its second year of record profit after a period of massive new-product expenditure to overhaul its core models, a refocus on halo performance products has commenced.
The next-generation CX-9 full-size SUV will also feature a variation of the 2.5-litre turbo AWD drivetrain when it makes a global debut sometime next year.
The switch to AWD follows two successive front-drive MPS models, leading to criticism that there was too much torque for the steering to handle.
“Mazda has always maintained that it has had to concentrate on the core model line-up first,” Mazda Australia public relations manager Steve Maciver said.
“Now that we’re in profit, the company can start looking at possible halo product.”
Capable of hitting 100km/h from standstill in 6.1 seconds, both previous 3 MPS variants were powered by a 190kW/380Nm 2.3-litre DISI four-cylinder turbo engine shared with the now-defunct CX-7 SUV and first-generation (though AWD) Mazda 6 MPS.
Mazda’s model renewal, which started with the top-selling CX-5 medium SUV in early 2012, includes the 6 medium sedan (December 2012), 3 small car (January 2014), 2 light car (November 2014), MX-5 sports car (early 2015), CX-9 large SUV (late 2015/early 2016) and all-new CX-3 compact SUV debutante (early 2016).
Belgium Grand Prix: Dramatic Ricciardo victory
DANIEL Ricciardo has led three Formula One grands prix during his career, and he’s won all three. He’s also won three of the most recent six GPs, and the last two consecutively.
Yesterday’s Belgian Grand Prix fell the Aussie’s way after championship leader Nico Rosberg punctured Mercedes-Benz teammate Lewis Hamilton’s rear tyre in a clumsy overtaking move, but also inflicted some damage to his own front wing. That put the two Mercs into pit lane and gave Red Bull’s Sebastian Vettel and Ricciardo more than a glimmer of hope.
Pushing to hold off his young teammate, Vettel made a small mistake and the West Aussie flew past and quickly put some time and distance on the reigning world champion.
Seizing his chance, Ricciardo, who qualified fifth, used great pace to open a handy gap before Rosberg regrouped and began an impressive fightback after his lap two miscue.
Hamilton struggled on until five laps from the end, but never got back into contention.
Rosberg, helped by clever team strategy, chased down Ricciardo as the laps ran out.
They went into the final lap with our boy holding a still dwindling 4.3sec advantage, but he defiantly slammed in his personal best lap in the run to the chequer to claim Red Bull Racing’s 50th grand prix victory by 3.3sec.
The win at Spa was unexpected in light of the Renault-powered Red Bulls’ well-documented lack of straight-line speed. But when the race started it was obvious that the team had pulled some aero drag out of the Bulls to give them a chance on the straights.
“Everyone was saying we didn’t really have a chance around here, but I think we had some really good pace today and surprised ourselves,” said Ricciardo.
“It feels a bit surreal, but another win is very cool, very cool.
“It was difficult staying out at the end of the race. When you’re the leader as well, you always feel like you’re the most vulnerable when it comes to a pit stop or not, but Simon my engineer came on the radio and said, I think, ‘It’s 11 laps left, can these tyres get to the end?’ And I said, ‘I think I can keep more or less this pace’, and we were able to. Then on the last lap I found a couple more tenths, so I was having a bit of fun then!
“There’s been a lot of good things about the win today; obviously the last two came from a more aggressive style of race, but today was more calculated and it was nice to win under different circumstances.”
Kimi Raikkonen looked on track to land his first podium of a tough season – he goes well at Spa – but in a tough duel lost out to the fast Williams of Valtteri Bottas, who continued his fine form. It was Bottas’s fourth podium in the past five races.
Vettel claimed fifth after a late-race pack scrap, followed by the two McLarens and the always exciting Fernando Alonso in his Ferrari. However, Kevin Magnussen copped a 20 sec post-race penalty for his aggressive late-race defence of his position, which dropped him behind Alonso.
But the 2014 Belgian GP was all about the cool brilliance of Dan Ricciardo and the fussing and feuding Merc bovver boys…
That noise you hear in the distance is Toto Wolff and Niki Lauda tearing Rosberg a new orifice.
Great Scott as Volvo wins in Sydney
VOLVO’S remarkable first season in Australian V8 Supercars rocked to new heights yesterday at Sydney Motorsport Park, where the hugely impressive Scott McLaughlin posted the marque’s breakthrough 200km race win.
While the combo had previously won sprint races at the grand prix and in Perth, this one was special because it embraced strategy, pit stops and raw speed from the driver and his S60 Polestar.
Coming 24 hours after a horror opening day when an engine blew in one race, and a wheel fell off in the other, McLaughlin’s relief and joy were palpable.
Shane Van Gisbergen dominated on Saturday with runaway wins in the twin 100km sprints held in soggy conditions.
But McLaughlin went blue sky mining on Sunday, converting the Volvo’s one-lap pace (and another pole) into the narrowest of wins over a fast-finishing Nick Percat and Fabian Coulthard, both driving Holdens.
Tension heightened during the closing stages as McLaughlin battled an increasingly unenthusiastic soft-compound right-front tyre, the gap shrinking from more than five seconds to just 0.3sec at the flag.
When McLaughlin hit the finish line, the relieved Garry Rogers Volvo camp erupted with predictable delight.
Asked what might have been the outcome if the race was a lap longer, the always candid McLaughlin replied: “Oh, it would have been all over – one more corner and it would have been all over!”
He said he’d tried to save wear on the hard-working front-right by using more throttle to steer the Volvo sprint-car style by kicking out the rears. But then the rear went off.
With pulses in the Volvo garage rising, the 21-year old showed steely composure to keep his car in front at the chequer – just.
While Kiwis won all three races at SMP, championship leader Jamie Whincup was solid both days and heads into the endurance races, starting with next month’s Sandown 500, with an extended advantage of 135 points.
IndyCars: Shaky Sonoma for Will Power
A NASTY 6.0-strength earthquake with an epicentre in the heart of the Napa Valley wine country rocked the Indycar community on Sunday (race) morning. But that was nothing compared to championship leader Will Power’s day in the office, the Queenslander dropping from pole to 10th place at the finish.
Power led for 33 of 85 laps in his Team Penske car, but on lap 40 dropped to 20th after a spin. Rebounding, he got back into the top 10.
It wasn’t an entirely convincing display from Power, who has a history of the wobbles when the title is at stake.
Brisbane-born Scott Dixon took the win from Ryan Hunter-Reay and Simon Pagenaud.
The podium means that Pagenaud joins Penske pair Power and Helio Castroneves as drivers still in the hunt for the 2014 IndyCar Series title, to be decided next weekend in a double-points race at the two-mile Fontana oval.
Power did not suffer much hurt from his spin as Castroneves was involved in contact on the first lap, never was in the top 10 and finished 18th.
He entered the race 40 points behind Power and the gap is now 51 points. Pagenaud is 81 points behind Power. There are 104 points available in the final round.
Power can sniff his first IndyCar championship, but history shows he can’t count on anything. Two years ago, he lost the championship to Ryan Hunter-Reay by an agonising three points. Two years before that, he was runner up to Dario Franchitti by five.
Indy Lights decided on countback
BRIT Jack Harvey won the last and deciding Indy Lights race of the championship year at Sonoma, but heartbreakingly lost the title to Colombian Gabby Chaves on a countback.
Both won four races during the season, but Chaves had more second placings.
Harvey had the consolation of being the season’s top rookie, ahead of Aussie Matthew Brabham.
Brabham finished a strong year with fifth place on the back of a sixth on Saturday. In 14 races, Brabham took a pole, a win and fourth overall in the points.
Chaves’ championship win comes with a $750,000 Road to Indy scholarship to assist his advancement to the 2015 IndyCar Series.
NASCAR: Rugged race for Ambrose
GETTING crashed at the half-mile Bristol oval is as likely as getting dizzy whenever the Sprint Cup circus comes to town for a 5000-lapper.
Ford’s Joey Logano survived the expected mayhem to win for the third time this year
Marcos Ambrose’s promising 10th-fastest qualifying effort translated into… well, not much. He finished 34th and 20 laps down after a rough night.
WRC: Hyundai scores maiden win
AFTER a spectacular multiple rollover during the shakedown on the eve of Rally Deutschland, Belgium’s Thierry Neuville bounced back in his rebuilt i20 to take a stunning maiden World Rally Championship event victory for Hyundai.
It was only the ninth start in the WRC for the Hyundai Shell World Rally Team.
Making the win sweeter, Dani Sordo finished second in his Hyundai i20 WRC to give the team a double reason to celebrate.
Mechanics worked a remarkable 18-hour shift to fix the car in time for Friday morning’s start after the shakedown shunt on Thursday.
Hyundai certainly benefitted from the retirements of Volkswagen’s new world champion, Sebastien Ogier, and flying Finn Jari-Matti Latvala. But Neuville showed plenty of pace throughout.
A mistake while leading only 70 kilometres from the end ultimately cost Latvala his chance, while Ogier skidded off out of the lead on day one and had another crash on Saturday.
Next up is Rally Australia on September 11-14, with local hero Chris Atkinson joining Neuville in the Hyundai entry.
THIS is a very important car for the world’s oldest car maker because, while Mercedes-Benz is the best-selling premium brand in Australia, the three-pointed star is behind Audi and BMW in the global sales race.
The C-Class has long been the brand’s top-selling model in Australia, and has to take a step up from the rival BMW 3 Series, which is only two years old, and the Audi A4, which is ageing gracefully.
This W205 C-Class, which looks like a shrunken version of the flagship S-Class that’s been lauded by the motoring press globally, weighs about 40kg less than the previous W204, thanks to extensive use of aluminium and the fact that there’s no spare tyre.
Yet the new model isn’t short on spec. The $60K entry-level C200 boasts LED headlights and 18-inch alloys, while inside you’ll find a cabin that’s little short of breathtaking for the cash and includes sat-nav as standard.
The elegant, sophisticated interior design sees less clutter, with fewer buttons than before, and its simple approach puts the BMW 3 Series interior to shame.
The centrepiece is a superb touchpad that looks like it was inspired by a yacht. It’s finished in gloss black and is easy to use, with a pinch function and natural feel, but there’s still the textured buttons and rotary dial of the Comand system.
On the road, the C200 is a solid performer.
The driving position behind the stunning-looking steering wheel is low, comfortable and offers good all-round vision from supportive fake-leather seats. To get real leather, you’ll need to pay an extra $7K for the C250, which has the same 2.0-litre turbocharged four-cylinder but with more power.
In the C200 it makes 135kW and 300Nm, but even in this least powerful guise it has reasonable throttle response, even in the default Comfort mode.
Switch to Sport, which sharpens the steering, throttle response and damping, and you’ll find the meagre body roll further reduced and a car that sits impressively flat under heavy acceleration and hard braking.
This is not a perfect car, though. Our test car revealed a compliant ride that saw every bump felt through your hips rather than the sharp, well-weighted steering. This improved from the C200’s 18s to the C250’s standard 19-inch wheels, but the optional air suspension, not tested here, should really solve this.
There’s also discernible wind noise on the freeway from the A-pillars, but very little noise from the engine. It only makes itself known under throttle, and can verge on coarse when you rev it hard – which it needs when you’re having a go on a windy road – but its remains impressively vibration-free, complementing the 7-speed auto’s smooth changes.
The C-Class is a major step up for the segment, and first impressions on Australian soil show a car that can easily take it to the 3 Series. It’s high on spec, fit and finish, and possesses a genuine premium feel. It is, almost, a mini S-Class.
Model: Mercedes-Benz C200 Engine: 1991cc 4cyl, dohc, 16v, turbo Max power: 135kW @ 5500rpm Max torque: 131Nm @ 1200-4000rpm Transmission: 7-speed automatic Kerb weight: 1390kg 0-100km/h: 7.3sec (claimed) Price: $60,900 On sale: Now
lick here to read the full range review of theMercedes-Benz C-Class
FORGET skiing, we’ve discovered the ultimate snow rush. It’s called the AMG Ice Experience, which is a fancy name for an orgy of horsepower, snow and opposite lock.
Conducted on 500 acres of snow and ice in Queenstown, NZ, it’s an excuse for AMG owners to cut loose in more than $4 million worth of cars, hone their car control skills in a safe environment, and leave grinning like idiots.
Wheels went along to see what’s what; here’s what we learned:
You’ll realise you suck
“Forget everything you know about driving,” says AMG’s chief driving instructor in the morning briefing. “You’re going to spin and spin until you’re so frustrated you’ll want to throw it away.”
He’s right. It takes 10 metres to realise how slippery the ice flats are, when an ambitious stab at the throttle spits me backwards into a snow drift. Suddenly even driving in a straight line is a challenge, let alone nailing 900-metre drifts.
My pride is restored when every other driver spins, too, but the rest of the morning is a blur of 360s and swear words.
You’ll nail it
While the morning was spent going backwards, the afternoon is spent on the lock stops.
All the advice given by the AMG instructors suddenly clicks, with each activity (they range from slow slaloms to motokhana courses and more challenging high-speed circuits) now an addictive cocktail of white rooster tails, perfect drifts and manic laughter.
Throttle control, particularly in big rear-drive AMGs, is crucial, with a millimetre too much the difference between a nailed slide and, on some of the high-speed activities, disaster.
You also need to think of the loud pedal as the steering wheel. More throttle, not steering lock, turns the car. Reefing on the wheel to change direction only results in hideous understeer – inputs need to be slow and precise.
The biggest challenge, though, is changing the way you think. Rather than reacting to the car’s behaviour, on ice you need to think two or even three steps ahead. Keeping your vision up and planning where you want to position the car in three turn’s time, means you control the car, not the other way around.
They let you fang $400,000 hot rods
Safety is priority one, but AMG also wants you to have fun.
“Go nuts,” says the chief instructor. “The only thing we won’t cop here is car abuse, so cut loose. Go crazy.”
The cars on offer are: SL63, E63, CLS63 wagon and C63 507, and the low-grip surface exaggerates the differences in handling and power delivery.
The most challenging car to master, particularly on slow-speed courses, is the SL. Its long-wheelbase, rear-biased driving position and 800Nm of torque make it difficult to catch when the tail breaks away. The CLS could also be tricky with its heavy wagon body.
The E63 is more predictable, but it’s the C63 that’s the easiest to master. Throttle response from its 6.2-litre atmo V8 is instant, meaning you have none of the turbo lag you get in the other cars, which can bog a slide down at the crucial moment.
It’s breathtaking. And huge
Imagine a completely white racing circuit surrounded by snow-covered alps and you can begin to appreciate the beauty of Queenstown. It’s a stunning backdrop, but there’s a more serious edge for motoring enthusiasts.
The Ice Experience is held at the Snow Farm, an enormous facility used by car companies from around the world for winter testing.
Security is tight (entire sections are off-limits), but you’re guaranteed to see at least one camouflaged mule – we spotted a new Mazda MX-5 – as it heads from one testing facility to another.
If you’re afraid of crashing a $400K of AMG, don’t be. Every exercise is held on its own proving ground, usually an area the size of two football pitches. So even when you spin, the worst you can do is beach it in thick snow.
You won’t want to leave
At some track experiences – thanks to safety briefings, too many customers or overzealous instructors – actual wheel time is limited. Not in Queenstown.
Aside for a short 10-minute greeting and 30 minutes for lunch, the rest of the day is spent in the car (thankfully, given it was 12 degrees below).
Group sizes are small, too, so there’s little sharing of cars and more time to hone your skills and nail that perfect slalom and drift.
