The prequel to Mad Max Fury Road has been greenlit for a 2023 release, and Aussie Hollywood A-lister Chris Hemsworth will star alongside the film’s protagonist.
Titled Furiosa, the fifth instalment in the franchise will also feature The Queen’s Gambit star Anya Taylor-Joy as Furiosa – played by Charlize Theron in Fury Road – and Aquaman cast member Yahya Abdul-Mateen II.
The blockbuster will be filmed around Sydney and Broken Hill, and according to NSW Premier Gladys Berejiklian, it will be the biggest movie ever filmed in New South Wales.
Berejiklian added the film will pump an estimated $350 million dollars into the local economy and create around 850 jobs.
Returning to the role as the franchise’s director and creator is industry heavyweight and Academy Award winner George Miller.
The Australian film great said he was excited to get back in the Mad Max director’s chair, adding, “this is a story that I can’t wait to see in a cinema”.
Fellow Aussie Hemsworth echoed Miller’s sentiments about the latest chapter in the iconic franchise.
“It’s a huge honour,” he said. “A lot of pressure but exciting pressure that is certainly motivating.”
“It’s something I’m going to put my heart and soul into because it really is for me, out of everything I’ve done, the biggest pinch-myself moment because I’ve grown up watching it,” Hemsworth added.
Warner Bros. Pictures, who own the rights to the Mad Max franchise, will be hoping this new film does as well as 2015’s Fury Road, which not only took home US$375 million (A$482 million) at the box office but also scored six Academy Awards.
As far as challenging jobs in the motoring industry go, Andreas Preuninger’s role as boss of Porsche’s GT sportscars division has to be one of the hardest.
Electrification of modern cars in the near future is seen as an inevitability by most in the industry. Not Preuninger, who on a media call with Australian journalists remained defiant about when Porsche’s GT cars will go hybrid.
This is a challenge not only because of ever-tightening emissions regulations (which Preuninger says Porsche is being “strangled” by) but also due to the company’s self-imposed goals.
Porsche has committed to being entirely carbon neutral as a company by 2030. This extends to the batteries it purchases from third parties, with CEO Oliver Blume being blunt about how it will affect the company’s relationships with other businesses.
“In the next step, we will also demand this from our suppliers. Anyone who develops battery cells for us must manufacture them exclusively with sustainable energy,” Blume said.
So, how does Preuninger balance his quest for near-eternal purity for the 911, with the company’s campaign to become carbon neutral in the near future?
“We are a strong believer in synthetic fuels,” the GT division boss said, before letting slip that the benefits aren’t solely environmental. “You can even make more power with those, and they are a lot cleaner.”
Though, to achieve the golden goose egg of more power without extra carbon emissions, more money will need to be invested, something the Stuttgart manufacturer is already doing.
“It is more expensive but the more you spend money in developing that process the better, and the lower the cost will be in the end,” Preuninger added.
“Look at all the cars with combustion engines currently out there. You can’t suddenly stop using them one day.
“The cars we buy now should run in 20 years and there should be a way to operate these cars with a lot less emissions.”
“This will help us keep the combustion engine alive, especially for 911, and cars like GT cars.”
A simplistic look at the new 911 GT3 would interpret its minor power bump over the previous generation as Porsche winding back on combustion-engine development. Not so says Preuninger, who explained that much of the 992 GT3’s engine development was spent making sure all the regulatory boxes were ticked, while also keeping Porsche’s customer demands met.
“It is getting more difficult, particularly over here in Europe, because we are strangled by laws and regulations, and it gets harder and harder to fulfil everything,” he stated firmly.
Still, he remains defiant about when his department will begin working with hybrid technology.
“I am sure that the GT model line will not be the first to introduce something like that,” he said.
“I wouldn’t’ say that hybridisation would be a bad thing for a GT car in the future. But, and this is a big but, we have to consider the weight. Technology must give us some answers on how to substantially – and I really mean substantially – lower the weight by going electric. If you have too small a battery, it doesn’t make sense because you just have boost for a few miles and then it is over and you just carry the weight around.”
For Preuninger, his reluctance to adopt electrification solutions just yet isn’t entirely driven by performance – though that is a significant factor – but also by the demands of his customers.
“A 1.9-tonne GT car, I don’t think there is a market for something like that, and I don’t think there are any tyres for that. We have to get the weight out of those systems. If we can reach the point where we can add a system with a penalty of just 100kg and nothing more then we can start talking.
“But near future? Definitely not. The GT cars will be the last to convert to something like that.”
Instead of building what he thinks customers want, Preuninger went straight to the source and asked them, completing a survey of more than 8000 Porsche GT car owners to better understand their desires.
The result? A green light for more keenly focused performance cars, particularly those with an RS suffix.
“We always have ideas coming from racing, that make the car even more track focused, but perhaps not as useable for the normal 911 owner on the street,” he said.
“A one track minded car, which is exactly what the RS customers are looking for.
“The RS customers are really looking for a car that is capable on the track. This is priority number one. They are willing to sacrifice some creature comforts, or comfort in general, because they use their car as a sporting tool.
“Our task is to concentrate on that purpose. If you look at our race car model lines there are some features we can really use on the street car as well. The only task is to make those street legal.
The new 992 GT3 is currently on-par with the outgoing 991.2 GT3 RS in terms of lap times, putting Preuninger and his team in a difficult position as they develop the next generation of Porsche’s fastest naturally aspirated model.
“We will be going more extreme than where the base GT3 is positioned today,” the GT division boss stated, confirming development of the 992 GT3 RS is currently under way.
After dropping that nugget of information, Preuninger confirming a 992 GT2 RS was also in the pipeline. He did, however, make a tantalising ‘hypothetical’ statement.
“If we were to build a new GT2 RS you can be guaranteed that there would be a [performance] gap [to the 992 Turbo S] that would be big enough to justify the model.”
Considering the numbers the Turbo S is capable of, it’s fair to say that Porsche GT cars wont be found wanting, even as their competition lean on batteries and electrification to keep up.
The 2021 Ford Focus ST-3 has been revealed as as a limited-run, range-topping variant of the hot hatch’s model range for Australia.
Priced from $47,990 before on-road costs and restricted to just 200 units, the punchy hatch comes packing a well-equipped specification compared to its standard ‘ST-1’ sibling.
Headlining the features list are Adaptive LED headlights with a camera-operated cornering capability and sequential LED indicator function, along with a glass panoramic sunroof.
Inside, Ford’s newest hot hatch scores a plethora of extra equipment as a no-cost option, such as a head-up display and the seven-speed torque-converter automatic gearbox. (Note, however, that the ST-3 cannot be had with a manual).
Also standard are electronically adjustable and heated Recaro sports front seats trimmed in leather and suede, and fitted with additional bolstering and lumbar support.
Other interior perks include an 8.0-inch touchscreen display, Apple CarPlay and Android Auto, wireless charging, heated sports steering wheel, aluminium pedals, 10-speaker Bang & Olufsen sound system with subwoofer, and voice command activation for functions such as the sat-nav and messaging.
Under the bonnet, the new ST-3 is driven by the same all-aluminium 2.3-litre turbocharged four-cylinder engine found in the regular model.
Power is still rated at 206kW and 420Nm, and shove is sent to the front wheels through the aforementioned seven-speed auto and an electronically controlled limited-slip differential.
The hot hatch sits on sporty machine black 19-inch alloy wheels, which are wrapped in 235/35 Pirelli P-Zero tyres at all four corners.
Ford Australia has confirmed the limited-edition 2021 Ford Focus ST-3 is set for a local launch in the fourth quarter of 2021.
MORE: Focus stories MORE: All Ford stories
Have you picked up your copy of MOTOR’s April edition? It’s in stores and on shelves now, chock full of the greatest reviews, news and stories of the performance car world.
Leading the charge this month is our first drive of Lamborghini’s screaming $3.9 million dollar 602kW limited edition Sian hybrid hypercar! We also cast a close eye over the treacherous path Lamborghini must navigate as it moves towards a hybrid future.
Cameron Kirby takes two junior performance SUVs beyond tarmac’s end, to discover where the Mercedes-AMG GLA 45 S and the Audi RS Q3 fit amongst the pantheon of the performance world.
Venturing further off-road, we nick the keys to Porsche’s Taycan Cross Turismo prototype to judge whether the ground-breaking new high-rider is just lifestyle marketing, or if real substance is offered here.
Returning to the tarmac, we gather all iterations of Mercedes-AMG’s venerable Black Series badge for a retrospective look at how the fearsome badge rapidly became synonymous with AMG’s most-hardcore offerings.
We pit BMW’s new front-drive 128ti against some old favourites in the form of Ford’s Focus ST and Renault’s Megane RS300. Will the newcomer stack up to some front-drive stalwarts? You can find out here.
That’s not all, as there’s plenty more to see! We sit down with Mick Schumacher to talk about what it means to bring the family name back to F1, as well as what he aims to achieve in his debut season. We also cast a close eye over Aston Martin’s modern classic V8 Vantage, and how it stacks up as a used buy; and countdown ten JDM forbidden fruits that were never officially sold outside of their homeland.
We also have our first sample of BMW’s new G80 M3 Competition, Bentley Continental GT V8, Nissan GT-R50, Maserati MC20 and Alfa Romeo Giulia Q. Plus all of the regular musings from our columnists, extensive long-term tests and independent reviews.
You can find the April edition of MOTOR Magazine in stores today! Or take advantage of the ripper deals we’re having on subscriptions right now. You can save up to 49% at motor.subscription.com.au
The 2021 Lexus ES has been unveiled in China at Shanghai’s Auto Show boasting revised styling, better suspension and more tech.
The refreshed seventh-generation ES will come to Australia in three different models – Luxury, F Sport and Sports Luxury.
All three models are powered by the same hybrid-electric drivetrain that combines a naturally aspirated 2.5-litre four-cylinder petrol engine with an electric motor.
Power is rated at 160kW and fuel consumption is as low as 4.8 litres per 100 kilometres on the combined cycle.
The updated Lexus ES sedan features a newly designed adaptation of the classic ‘spindle’ grille, which now sports larger, L-shaped black inserts, providing a more aggressive and contemporary look.
There’s also a new headlight configuration that features geometric square bezels within the headlamp cluster, which can also accommodate Lexus’s new optional BladeScan adaptive high-beam technology.
BladeScan sends the LED light back towards a spinning blade mirror that synchronise to give a subtler shielding of light, compared to traditional adaptive high-beam systems.
The innovative lighting mechanism also increases the high-beam illumination range, giving occupants better visibility while also ensuring that oncoming vehicle drivers aren’t blinded.
A combination of novel 17- and 18-inch wheels with machined finishes will be available from launch, as will a gloss black 19-inch wheel for the ES F Sport model.
New rear suspension braces have also been fitted to the facelifted ES, switching from a single-sheet structure to a tougher dual-sheet setup.
According to Lexus, these new braces have improved torsional and lateral rigidity of the rear suspension, which has furthered not only the ES’s handling dynamics, but also its ride.
The refreshed ES F Sport model also gets updated linear-solenoid adaptive variable suspension (AVS).
The AVS has been fitted with a new actuator that provides a wider variable range of damping force, making the F Sport more responsive while also achieving an opulent ride quality.
Inside, the new ES cabin has been reworked for improved ergonomics and driver comfort, with the 12.3-inch brought forwards by 100mm.
The large screen also scores new touchscreen functionality, increasing usability when interacting with the ES’s infotainment system.
Lexus’s Connected Services software is available for the first time on ES models, including SOS call, automated collision notification, and stolen vehicle tracking.
Other safety upgrades include improvements to the car’s single-lens camera and millimetre-wave radar, enhancing the car’s pre-collision system so it can now detect daytime cyclists, and pedestrians in low-light conditions.
Also standard is emergency steering assist, low-speed acceleration control, and dynamic radar cruise control with lane recognition and lane-tracing assist.
When will the 2021 Lexus ES come to Australia?
Lexus has confirmed the new Lexus ES range will be available in Australia from the second half of 2021, with pricing and specifications to be confirmed closer to the sedan’s local launch.
MORE: ES stories MORE: All Lexus stories
Welcome to a true heavyweight battle, as we pit a pair of plus-sized super SUVs in another MOTOR drag battle.
Our combatants for this stoush both herald from Germany, and are the Audi RS Q8 and Mercedes-AMG GLE 63 S Coupe.
Despite the SUV bodystyles, these are no longer cars that enthusiasts can look down their nose upon. The RS Q8 is quicker than the original Audi R8 V10 Plus around the Nurburgring by a full two seconds. Supercar killer: confirmed.
Neither have any options fitted, with the Audi being the cheaper of the pair at $208,500 against the AMG’s $225,500 pricetag.
For that price, each receive a 4.0-litre twin-turbo V8 engine, with the Audi’s having 441kW/800Nm outputs, and the AMG 450kW/850Nm.
They need all that power too, weighing in at over two tonnes each.
The RS Q8 is quickest off the line, and never relinquishes its lead. Against a claimed 0-100km/h sprint the big Audi is bang on, clicking into triple digits 3.8 seconds after launch. While the AMG shares the same claimed 0-100km/h time, in the real world it was only able to manage a best of 4.2 seconds.
This is in part due to the fact that despite all the performance on tap from the 4.0-litre V8, the GLE 63 S lines up sans launch control.
At 160km/h (or 100mph in old money) the gap remains at four tenths of a second, with the RS Q8 achieving a 8.6 second sprint to the GLE 63 S’s 9.0 neat.
Over the traditional quarter mile the RS Q8 holds onto its advantage, with a rather rapid 11.9 second elapsed time, while the AMG stops the clock with 12.2 second pass.
Interestingly though, both cars fly through the speed trap at the end of the quarter mile at 187km/h exactly.
By time 200km/h appears on the speedometer, the AMG’s power advantage is only just starting to show, clawing back a tenth of a second with a 14.5 second run compared to the Audi’s 14.2.
To watch the full runs, along with a ‘street start’ and roll race, watch the video above.
Make sure to subscribe to the MOTOR YouTube channel for more!
The 2022 Ford Evos has broken covers at the Shanghai Auto Show, reviving a name last seen on a 2011 Frankfurt motor show concept that previewed a styling revolution for the Ford brand.
Built in China as part of a 50:50 joint venture between Changan Automobile and Ford Motor Company, the Evos is part of Ford’s China 2.0 initiative, which will see the creation of no fewer than 30 new Ford and Lincoln products tailor-made for the Chinese market.
Officially, the Evos is said to be made exclusively for the world’s largest car market (China), but unofficially, the crossover has very similar proportions and looks to the long-rumoured and spied successor to the Ford Fusion in America and Ford Mondeo in Europe.
The Evos will utilise the Blue Oval’s fully-networked vehicle (FNV) electric architecture, which we’ve already seen used on other Ford products like the Mustang Mach-E.
FNV allows for wireless software updates to be made directly to the vehicle’s operating software and will also enable the implementation of Ford’s first virtual assistant technology.
It is not known what will power the Evos in China, but a petrol-hybrid drivetrain is likely, as is a fully-electric model in the future.
The exterior aesthetics of the coupe crossover show off a design language we’ve come to expect of Ford, with a slim headlight and daytime running light configuration that sits high on the car’s bonnet and lines its entire length.
A large, blanked-out hexagonal grille finished in gloss black paint sits below the bonnet, and a large, centrally mounted sensor used for the car’s various safety and autonomous features is mounted low on the front fascia, flanked by air ducts and more grille.
The Evos’s side profile isn’t too dissimilar from the aforementioned Mustang Mach-E, with a low, sleek and swept-back roofline contributing much to its coupe looks.
Inside, the first thing to notice is the massive 12.3-inch digital dash and 27-inch 4K infotainment touchscreen display that covers almost all of the avant-garde dash.
The gigantic screen will run Ford’s SYNC+ 2.0 operating system, which will employ a new user interface design and utilise Baidu’s AI technology.
The rest of the cabin has a familiar, albeit premium Ford look, with an angular three-spoke steering wheel with control shortcuts, large, circular rotating gear selector, faux leather and fabric blend seats and blue ambient lighting.
A suite of autonomous driving functions will also come as standard on the Evos, including a level-2 autonomous driving mode Ford has coined BlueCruise, which will allow hands-free driving on several pre-selected sections of highways in China.
Will the new Ford Evos come to Australia?
The Ford Evos will most likely not make its way Down Under, with a representative from the automaker’s local arm telling Wheels there is no news to be had on a local launch.
MORE: All Ford stories
There’s an innate captivation with high-speed drivers, evoking fighter pilot-like images of yore that bravely pushed unproven machines into speeds unknown.
During high-speed testing, on January 17, SSC and its Tuatara hypercar posted a mind-bending two-way average of 455.3km/h.
They subsequently nabbed the production-car speed record, this time certified by Racelogic, following the brand’s previously contentious PR blunders.
This time though, to everyone’s surprise, there wasn’t a professional factory racing driver or a high-speed test pilot behind the wheel; instead sat Dr. Larry Caplin, the first SSC Tuatara private owner, dentist, entrepreneur and philanthropist.
Dr. Caplin spoke recently with MOTOR to explain how he found himself driving a car covering a kilometre in under eight seconds.
“I grew up in a family where cars were always something we spent time with and bonded over,” explains Caplin.
“I got my start cleaning a shop where they worked on cars when I was 12 years old: sweeping the floor, scraping grease off the floor and emptying the trash. I then went on to doing brake jobs, exhaust systems, rebuilding alternators and anything else that needed to be done mechanically.
“So I’ve been involved in cars my whole life. Actually, I have a car that my father was the salesman of in 1967. He used to sell cars, he was the salesman and my uncle was the buyer. And I actually restored that car, a ’67 Chevrolet Impala Super Sport – it was the first car I’d ever restored.
“I have a lot of American supercars. I have the last Ultimate Aero ever built, #15 of 15. I also have the last Mosler ever built which happens to be the only Raptor GTR. I have a couple of ’05 Ford GTs, one of which I use as a daily driver – it has about 55,000 miles on it or so. I also have one of the new ones, in a Gulf livery, and I have a Saleen S7 – one of the three twin-turbo competition cars they built.
“I’m also in Ferrari’s Corse Clienti program, so I get to race an FXXK Evo and a 599XX, which are fantastic cars. I have a Lamborghini that I have 112,000 miles on, that also gets daily driven. And then a Portofino, an 812, among other things.”
While the dentist’s car collection may read like a lottery winner’s shopping list, these are by no means mere display pieces.
“Look, I never thought growing up that I would have cars like this, so I drive all of my cars,” Caplin adds
“As a matter of fact, my sidekick who I drive with all the time is my [86kg] South African mastiff. He’s been in almost all of my cars, he rides with me in the Ford GT and the Lamborghini all the time! I show up to work and I’ve got drool down the whole side of the car!” laughs Caplin.
So why an SSC?
“Interestingly, the very first supercar I ever purchased was the Ultimate Aero. So before I had purchased a Ferrari, or a Lamborghini, I had purchased the SSC Ultimate Aero and went from no supercars to basically the fastest car in the world at the time.”
So how does essentially a private car owner prepare to take the place of a professional test pilot?
“Fortunately, I’ve spent about the last five years in that Corse Clienti program with Ferrari where we have the benefit of one-on-one driver training and coaching from Ferrari factory drivers. I’ve also had a lot of conversations with other people including [prior SSC pilot] Oliver Webb, and even Charlie Turner from Top Gear – so understanding their perspective was really helpful input.
“There was a lot of time spent with SSC and everybody involved in it just to make sure that the facility was prepared, the car was prepared and that I was prepared.”
So after all of that preparation, did Caplin find the experience of the run somewhat anticlimactic?
“It was oddly calm,” he admits. “I was not stressed at all, my pulse wasn’t elevated, I was focused. We were very prepared, so it was surprisingly calm. For me, it’s just a place where I can be very present, it’s the only thing that I’m focused on.”
So what’s next for the world’s fastest dentist and SSC?
“This was just us working through testing and we happened to break the record. We’re still working forward. We have not reached the top speed of this car. So we expect to go back out, and I’ll run the car again and re-break my record”.
Their target? That elusive 300 miles per hour (483km/h). As for the timing of when we might see another attempt?
“I would say in the next couple of months” reckons Caplin.
Will Koenigsegg or Hennessey answer the call? Only time will tell.
The 2021 Maserati Levante Hybrid performance SUV has been officially unveiled at the Shanghai Auto Show.
Representing only the second model in the brand’s 107-year history to utilise a battery pack as part of its powertrain, the Levante Hybrid will now sit alongside its electrified sedan sibling, the Ghibli Hybrid.
Powering the new SUV will be a turbocharged 2.0-litre four-cylinder engine working in conjunction with a mild-hybrid 48V battery pack.
The dynamic duo pumps out 246kW and 450Nm, and this power is sent to all four wheels via ZF’s eight-speed automatic transmission and a rear-mounted mechanical limited-slip differential.
Maserati claims the new mild-hybrid powertrain is the lightest ever installed in its SUV, and as a result, 0-100km/h is taken care of in just 6.0 seconds, and the Levante won’t stop accelerating until it has nudged over its claimed 240km/h-plus top speed.
The Italian automaker also says that, because the batteries have been situated beneath the boot and over the rear axle, this is the best model in the line-up for weight distribution.
Combine that weight distribution with an overall mass of 2090 kilograms, trick double-wishbone front suspension, and square stance 265/50 R19 Pirelli tyres, and the new Levante could prove to be one of the better-handling models in the range.
Fuel figures rated on the WLTP cycle are yet to be quoted by Maserati, however, the Modena firm claims the hybrid is up to 20 per cent more efficient than the V6 Levante.
The 2021 Levante Hybrid also comes with a mild facelift, which includes a redesigned front grille, ‘boomerang’-style taillights and an updated 8.4-inch infotainment display.
The electrified SUV will also get splashes of blue around the famed triple side air ducts, brake calipers and C-pillar logo.
The 2021 Maserati Levante Hybrid is expected to arrive on Aussie shores in the fourth quarter of 2021, with local pricing and specs to be confirmed closer to the car’s launch date.
MORE: Levante stories MORE: All Maserati stories
The 2021 Subaru WRX STI EJ25 Final Edition has been unveiled as the swansong model for the current generation of the celebrated moniker.
Just 75 limited edition examples will be built, with 30 being sold directly to the public through Subaru’s website, and the remainder being sent to the Japanese automaker’s local dealer network.
First released in 2014, the VA series WRX was the first in the brand’s history to ditch the Impreza badge from its name, and has served as Subaru’s halo performance car for almost a decade.
EJ25 denotes the engine code of the current generation’s turbocharged 2.5-litre boxer four-cylinder engine which will be phased out with the VA WRX, making way for a completely new powertrain in the performance car’s next generation.
The horizontally-opposed four-banger has been performing as the WRX’s most powerful engine since it was first unveiled in the 2006 Subaru Impreza WRX STI.
And although it’s the final outing for the motor, the EJ25 found under the hood of the Final Edition is mechanically no different to the one found in the regular STI.
But, with 221kW and 407Nm on tap, a short-throw six-speed manual transmission and all-wheel drive, the rally-inspired Rexy can still sprint from 0-100km/h in claimed 5.2 seconds.
So if the WRX STI EJ25 Final Edition isn’t about more performance, what do you get for your hard-earned $62,440?
The answer – A LOT of cosmetic upgrades.
On the outside, there’s individually numbered badging, gold 19-inch BBS aluminium wheels, silver six-piston Brembo brake calipers with the STI logo, fender inserts, mirror covers and a shark fin antenna.
The numbered badging continues on the inside, which also features Recaro sports bucket front seats with silver highlights, an Ultrasuede steering wheel and a carbon fibre-look instrument panel.
Rally fans who purchase the Final Edition online and donate an additional $1000 to the Australian Road Safety Foundation will also have the opportunity to have their special STI delivered to them by one of Subaru’s best rallying stars among the likes of Molly Taylor, Cody Crocker, Mark Stacey or Dean Herridge.
The limited-edition WRX will also only be available in three colours – WR Blue Pearl (50 units), Crystal White Pearl (15 units), and Crystal Black Silica (10 units).
The 2021 Subaru WRX STI EJ25 Final Edition is on sale now.
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