Motor Australia (January 2020)

d motorofficial f motor_ mag 51

RISTIAN WANTS to eat the doughnut in his hand. But he’s I’ve driven up here. As for Cristian’s doughnut, he’s given up.
failing. Terribly. Not by his own fault, though. The BMW X3 The coffee in his other hand threatening to erupt over the
our photographer is passenger in is more to blame. As we belt interior has taken top priority. My concern, meanwhile, is
up Mount Donna Buang, a few hours east of Melbourne, each what’s ahead of us – a silver Jaguar F-Pace SVR. It’s a reminder
corner arrives just in time to rip it away from his gaping maw, that if BMW wants the X3 M Competition to be as popular as
the huge centrifugal forces proving this X3 is much more than it hopes, it will need to vanquish a broad set of rivals.
a high-riding family wagon on fancy wheels. Naturally we’d have the updated Mercedes-AMG GLC 63
That’s because this is the brand-new M version. Of course, and Porsche Macan Turbo ready for battle, but since they
that letter and this car are not the most natural pairing. A few weren’t available at the time, they’ll ambush the emerging
decades ago we’d imagine engineers in Munich headquarters winner in a later comparison. Think of today as the first round
would strangle product planners for even suggesting the idea. before the winner earns a ticket to the final. It won’t be easy. ONE Carbon fibre
But the market demands more performance SUVs than ever. Like the X3 M, Jaguar has stuffed the F-Pace SVR with as smatterings and
Sales are so lucrative BMW M predicts the X3 will become its much go-fast engineering as it can handle. Within its engine BMW M5 steering
wheel, red starter
best-selling car. Even better than the M2. bay a supercharger wraps a belt around a five-litre V8’s and gear lever add
The X3 M scores some serious weapons to help get the crankshaft. It’s good for 405kW and 680Nm. It then pushes M-specific flair
job done and out here, on these corners, they seem to be that through an eight-speed transmission to all four wheels, TWO Oz gets
working – especially in range-topping Competition trim. while an active locking rear differential then distributes only Competition
Michelin Pilot Sport 4 S boots lend enough grip to enter a torque across the rear axle. It costs $142,200 – the cheapest variants for now,
bend without touching the brakes. The nose, perched high off base price here – but the list of goodies keeps going. helped by our thirst
for full-fruit models
the ground, tenaciously tracks your intended line. It’s so much At each corner huge 22-inch optional wheels make dinner
more hunkered down than the regular X3 that it feels like a plate-sized brake discs look small. And as we buck and bump THREE M badged
completely different car. along the road towards Mount Donna Buang, the SVR’s stiffer seats are brilliant,
The thing is, after going over what’s changed (and the springs, roll bars and dampers help settle its massive weight. offering good bolster
and under-thigh
$157,900 price!) it basically is. And one squeeze of the throttle There are also gleaming exhaust tips pouting from the rear support
reinforces that. Its nose harbours the all-new S58 engine we’ll valance, revealing the lightened SVR exhaust system. You will
see in the next M3 and M4. Twin turbos pressurise an inline- hear this thing well before you see it. And you could say the FOUR Steel
brakes measure
six to produce 600Nm. And with a forged crankshaft, closed- same for our final contender, which delivers looks and noise a sizeable 395mm
deck block and 3D-printed cylinder head, the new three-litre in equal measure. front, 370mm rear
is good for 375kW. But then there’s the rest of the story.
Grunt is squeezed through an eight-speed transmission and THE X3 M SCORES SOME SERIOUS
xDrive system from the M5 before reaching all four wheels. It
has an active rear differential, adaptive dampers, extra engine WEAPONS TO GET THE JOB
bay bracing and an M-specific steering rack. Then there
are the brakes, which include beefed-up four-piston front DONE AND FEELS AS RAPID AS
calipers and drilled discs to haul down its two tonnes.
These parts create an SUV that feels as rapid as anything ANYTHING I’VE DRIVEN UP HERE


BELOW
X3 M needed the
most commitment
to get sideways, but
rewarded bravery



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THE STELVIO’S CHASSIS shame you can only access the exhaust’s real growl in Race,
which turns off ESP and the soft damper setting. When the
BREATHES WITH THE ROAD, next corner arrives we squeeze the brake pedal. Hard. And

suddenly they bite with feel. Being a lighter vehicle than the
RATHER THAN BEATING IT INTO other two would no doubt also help.
This is a seriously impressive point-to-point device. The
SUBMISSION LIKE THE X3 M steering rack is razor sharp and quick. And the front-end

sniffs out the apex before you’ve even thought of turning in. Its
ONE The Alfa Romeo Stelvio might be the brand’s first SUV, but light controls and fast reflexes fool you into believing it’s even
Adjustable Sparco the four-leaf clovers on its guards reveal it always had a fast lighter than it is. But once taken it to the limit, where the rear
carbon-fibre bucket one in mind. Dubbed the Q (for Quadrofoglio), it splits the inside tyre will hop as it fights to put down power, you’ll feel its
seats are gorgeous
but lack some under- other two on price at $149,900 and shares many of its parts clever hardware strain against physics’ demands.
thigh support with the Giulia Q. That Ferrari-inspired twin-turbo V6, for The Jaguar, meanwhile, very much serves physics. As well as
example, is straight from the sedan with the same 375kW and being the heaviest of the three, the F-Pace is also the softest.
TWO Alfa Romeo’s
Stelvio remains 600Nm. And the similarities don’t end there. There’s a sponginess to it that implies it uses rubber-rich
its best selling It rides on 20-inch wheels of the same beautiful telephone- suspension. Perched higher than its rivals, it also needs an
model, while the dial design seen on the Giulia, and the brake discs and caliper extra moment to respond and some extra care when being
Quadrofoglio badge specs are identical. Even its eight-speed transmission has hustled. Stomp the throttle and that engine amplifies the
should sell well, too
the same gear ratios. It also gets an Alfa Active suspension oscillations… as well as the theatre.
THREE Not as system controlled through a drive mode selector. Think of The thunderous noise from the Jaguar’s exhaust sounds like
natural on the dirt it as a Giulia Q on stilts with a (slightly) bigger boot and an elephant and lion roaring down a drain pipe at each other.
as the others, the
Giulia prefers power all-wheel drive grip, because it certainly drives that way. It’s only a shame the transmission is not as sharp. For a start,
oversteer to get The Stelvio’s chassis breathes with the road, rather than the paddles are hidden behind the steering wheel spokes and
sideways beating it into submission like the X3 M. Amazingly, it retains feel soggy to pluck. And the torque converter is lazy, if not
the Giulia’s signature suppleness, even though it bears another downright reluctant, to downshift into lower gears.
➜ couple hundred kilograms on its bones and holds them higher Thankfully the steering is more eager. It feels accurate,
above the road. with a slightly elastic yet meaningful weight. It forges a good
This composure belies the slightly numb brakes. They’re connection to the front wheels. There’s also a fair amount of
operated by electronic wire, just like the Giulia Q – there is no grip to power out of corners. But the F-Pace SVR feels just a tad
mechanical connection between pedal and pad – and require too doughy or soft to be taken seriously. It’s like a big lazy V8
a delicate foot like they’re carbon-ceramics that need some muscle car trapped inside an SUV body.
heat to work properly. And, keeping true to this theme, they No such problem in the X3 M. It feels like a sports wagon,
come alive with more speed. only with a full cargo load, so it tackles corners with a wider
Pluck the sabretooth-sized gear paddle on the left to and lower stance than the other two. It’s clearly more capable,
downshift and the revs spike and reveal that the engine’s no matter what type of surface you choose. Yet it’s clinical in
bottom-end thrust is just as vicious in the Stelvio. It’s just a the way it picks apart its, erm, competition.



d motorofficial f motor_ mag 55

The X3 M’s gearbox is remarkably obedient, snapping 100km/h in 4.1 seconds and the quarter mile’s end in 12.1,
through shifts, while the paddles, as uninspiring as they look, with consistency typical of its clinical nature.
➜
feel crisp and immediate. The S58’s grumbly, high-revving ESP on or off, 4WD Sport or not, it repeats the result again
exhaust note is disappointingly toned down inside, where it and again, the only difference being how much rubber it
ONE Vents in the sounds a touch artificial. leaves behind on the launch pad. But we reckon there’s more
bonnet, side guards,
and rear bumper make Then there is the number of ways to program its modes. time to find in manual mode.
this F-Pace not like It’s almost overwhelming. For instance, the transmission The X3 M upshifts at around 7000rpm, meaning second
the others, as do its shift program has three modes, as does the steering weight, gear leaves 200rpm on the table. These extra revs would let it
massive 22s
ESP, damper stiffness and engine response. The xDrive, hit 100km/h without a shift. But because the engine spins so
TWO meanwhile, offers 4WD or 4WD Sport for a change to a more fast, despite being undersquare and geared long, it’s tricky to
SVR exhaust system rearward bias. You feel trapped inside a race engineer’s laptop grab the next gear without hitting the limiter.
sheds 6.5kg and adds when you just want to get on and drive the thing. Granted, Even the X3 M’s gearbox would be an upgrade for the SVR’s,
the most delicious
exhaust note this side the M1 and M2 buttons on the steering wheel allow you to though. We’ll explain why in a second. First, let’s get the big
of a Ferrari V12 preset combinations, one for winding roads and another for SVR off the line. Tickle the throttle to 1500rpm, then stomp
straights, perhaps. But we’re not sure all this customisation the gas. It squats and takes off with its nose in the air, like a
THREE
The F-Pace is the third really broadens the X3’s talents. massive oblong powerboat, and you have to fight to keep it
car to emerge from The adaptive dampers are always firm and the steering straight as the steering lightens.
SVO’s go-fast lab in weight feels best in Sport. The shift program should just always Soon after, it nails a 4.2sec 0-100km/h sprint and a 12.2sec
Warwickshire, England
match the level of engine response. And neither does 4WD or lunge down the quarter-mile. That’s a tenth slower than the
BELOW 4WD Sport make any measurable difference in a straight line X3 M in both measurements, even with a higher power-to-
Soft suspension – as we’re about to discover at Heathcote Raceway. weight ratio. But its modest 187.6km/h trap speed is even
makes these kinds Switch the X3 M into its most aggro settings. Hold the brake. more baffling, as it’s packing the most horsepower here.
of antics surprisingly
easy, but it’s a lot of Add throttle. Nothing more than 2700rpm, though, or you will We’re guessing the horses in Warwickshire, England, are
car moving about break the stall. Release the brake and it lunges forward, hitting either malnourished or the SVR’s short gearing is preventing
it from winding out its stonk. Its speed in gears reveals
THE F-PACE SVR NEEDS AN that much; third arrives at 91km/h and fourth at 136km/h,

whereas the X3 can run to 100 and 150 respectively.
EXTRA MOMENT TO RESPOND The Stelvio’s speed in gears are even shorter again compared
to the SVR, but some tyre punctures earlier in the test ruled
AND SOME EXTRA CARE it out of a direct comparison on the strip. Not to leave it out

WHEN BEING HUSTLED from the battle completely, though, we’ve deferred to its
acceleration times from recent Performance Car of the Year
































































56
56 january 2020 whichcar.com.au/motor

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TOP LEFT
The Stelvio’s seating
position felt neither
too high, or too low,
while there are no
ergonomic boo-boos
worth mentioning

MIDDLE LEFT
Drab infotainment
and cluster graphics
in the Jag cheapen
its interior’s entry-
level luxury vibe

BOTTOM LEFT
X3’s cabin is the
most driver-centric.
No Apple Carplay
standard, and while
it is cheap, you pay a
yearly subscription


➜

testing, when it showed jaw-dropping speed on The Bend The Strip
Motorsport Park circuit’s main straight.
Zero to 100km/h from rest on that occasion took just 3.79 ALFA ROMEO STELVIO Q JAGUAR F-PACE SVR BMW X3 M COMPETITION
seconds and the quarter-mile was done in 11.94 seconds. 0-10km/h - 0-10km/h 0.30 0-10km/h 0.27
0-20km/h - 0-20km/h 0.63 0-20km/h 0.62
Yeah, that was a different day and a different track, but it’s
0-30km/h - 0-30km/h 0.96 0-30km/h 1.04
at least two-tenths clear of its rivals in both measurements. 0-40km/h - 0-40km/h 1.32 0-40km/h 1.37
And it’s believable, not least for a couple of things. For one, 0-50km/h - 0-50km/h 1.68 0-50km/h 1.71
it’s relatively light at 1830kg. Combine that with short gearing, 0-60km/h - 0-60km/h 2.07 0-60km/h 2.10
0-70km/h - 0-70km/h 2.57 0-70km/h 2.57
an almost frictionless torque converter and its free-revving,
0-80km/h - 0-80km/h 3.03 0-80km/h 3.04
torque-rich V6 and you’re left with a recipe for a rocket. But 0-90km/h - 0-90km/h 3.54 0-90km/h 3.54
certainly, not just the Stelvio, for all three cars it’s worth 0-100km/h 3.79 0-100km/h 4.21 0-100km/h 4.11
looking at the numbers and letting them sink in. All three are 0-110km/h - 0-110km/h 4.84 0-110km/h 4.75
0-120km/h - 0-120km/h 5.52 0-120km/h 5.41
serious traffic light scalp-takers.
0-130km/h - 0-130km/h 6.21 0-130km/h 6.08
If only everything else on the Stelvio worked. Its windows 0-140km/h - 0-140km/h 7.04 0-140km/h 6.82
have refused to go up or down for the entire duration of our 0-150km/h - 0-150km/h 7.92 0-150km/h 7.69
test. And the wing mirrors sporadically bow out from service. 0-160km/h - 0-160km/h 8.85 0-160km/h 8.60
0-170km/h - 0-170km/h 9.84 0-170km/h 9.58
These suspicions about its reliability only undermine the 0-180km/h - 0-180km/h 11.13 0-180km/h 10.71
good things, like its ride, visibility and smooth powertrain. But 0-190km/h - 0-190km/h n/a 0-190km/h 12.05
that’s sort of par for the course in its low-rent interior. 0-400m 11.95sec @ 0-400m 12.20sec @ 0-400m 12.10sec @
Like the Giulia that inspired its cabin design, the Stelvio’s 191.50km/h 187.55km/h 190.39km/h
80-120km/h (drive) 80-120km/h (drive) 80-120km/h (drive)
interior surface finishes and the gear lever’s ghastly
2.30sec 2.51sec 2.32sec
backlighting drag down its premium ambience. Mind you, 100-0km/h 35.6m 100-0km/h 35.16m 100-0km/h 33.47m
the carbonfibre seats and steering wheel spoke inject some SPEED IN GEARS SPEED IN GEARS SPEED IN GEARS
excitement into the cabin, but also bump the price. 1st 54km/h @ 7200rpm 1st 61km/h @ 6600rpm 1st 64km/h @ 7200rpm
2nd 84km/h @ 7200rpm 2nd 91km/h @ 6600rpm 2nd 100km/h @ 7200rpm
The Sparco seats cost an extra $7150 for the pair, while the
3rd 125km/h @ 7200rpm 3rd 136km/h @ 6600rpm 3rd 150km/h @ 7200rpm
steering wheel adds another $650. Add some fancy tri-coat 4th 156km/h @ 7200rpm 4th 172km/h @ 6600rpm 4th 187km/h @ 7200rpm
paint for $4500 and our Stelvio rolls up at $162,250 – the most 5th 204km/h @ 7200rpm* 5th 223km/h @ 6600rpm* 5th 245km/h @ 7200rpm*
expensive on test. It’s a shame, because the Stelvio Q is a quick 6th 268km/h @ 7200rpm* 6th 283km/h @ 6510rpm* 6th 280km/h @ 6275rpm*
7th 285km/h @ 6300rpm* 7th 283km/h @ 5450rpm* 7th 280km/h @ 5155rpm*
and pretty SUV that’s a good alternative to the typical choices.
8th 285km/h @ 4910rpm* 8th 283km/h @ 4340rpm* 8th 280km/h @ 4015rpm*
Then there’s the Jaguar, which starts as an absolute bargain
at its base price. But with an active safety pack, panoramic
Heathcote Raceway, 21.5˚C, dry. Driver: Louis Cordony *Manufacturer’s
roof, 22-inch wheels, a head-up display and a few other things claim. Official timing Partner www.vboxaustralia.com.au


IF THE X3 M COMPETITION IS TO BE AS POPULAR AS BMW

HOPES, IT WILL NEED TO VANQUISH A BROAD SET OF RIVALS


























































d motorofficial f motor_ mag 59

The Specs


You want numbers?

BMW X3 M COMPETITION JAGUAR F-PACE SVR ALFA ROMEO STELVIO Q
BODY 5-door, 5-seat SUV 5-door, 5-seat SUV 5-door, 5-seat SUV
DRIVE all-wheel all-wheel all-wheel
ENGINE 2864cc inline-6, DOHC, 24v, twin-turbo 5000cc V8, DOHC, 32v, supercharger 2981cc V6, DOHC, 24v, twin-turbo
BORE X STROKE 84.0 x 90.0mm 92.5 x 93.0mm 86.5 x 82.0mm
COMPRESSION 9.3:1 9.5:1 9.3:1
POWER 375kW @ 6250rpm 405kW @ 5500-6500rpm 375kW @ 6500rpm
TORQUE 600Nm @ 2600-2950rpm 680Nm @ 2500-5500rpm 600Nm @ 2500-5000rpm
POWER/WEIGHT 190kW/tonne 203kW/tonne 205kW/tonne
TRANSMISSION 8-speed automatic 8-speed automatic 8-speed automatic
WEIGHT 1970kg 1995kg 1830kg
SUSPENSION struts, adaptive dampers, anti-roll bar (f); double wishbones, adaptive dampers, anti-roll bar (f); double wishbones, adaptive dampers, anti-roll bar (f);
multi-links, adaptive dampers, anti-roll bar (r)
multi-links, adaptive dampers, anti-roll bar (r)
multi-links, adaptive dampers, anti-roll bar (r)
L/W/H 4726/1897/1669mm 4737/2071/1670mm 4701/1955/1681mm
WHEELBASE 2864mm 2874mm 2818mm
TRACKS 1617/1602mm (f/r) 1648/1666mm (f/r) 1622/1675mm (f/r)
STEERING electrically assisted rack-and-pinion electrically assisted rack-and-pinion electrically assisted rack-and-pinion
395mm ventilated/drilled discs, 4-piston
BRAKES calipers (f); 370mm ventilated/drilled discs, 395mm ventilated discs, 4-piston calipers (f); 360mm ventilated/drilled discs, 6-piston calipers (f);
350mm ventilated/drilled discs, 4-piston calipers (r)
396mm ventilated discs, single-piston calipers (r)
single-piston calipers (r)
WHEELS 21.0 x 9.5-inch (f); 21.0 x 10.0-inch (r) 22.0 x 9.5-inch (f); 22.0 x 10.5-inch (r) 20.0 x 9.0-inch (f); 20.0 x 10.0-inch (r)
TYRES 255/40 ZR21 102Y (f); 265/40 ZR21 105Y (r); 265/40 ZR22 106Y (f); 295/35 ZR22 109Y (r); 255/45 R20 (f); 285/40 R20 (r);
Pirelli P Zero
Michelin Pilot Sport 4 S
Pirelli P Zero AR
PRICE $157,900 ($158,900 as tested) $142,262 ($156,081 as tested) $149,900 ($162,250 as tested)
PROS All-round athlete; standard kit; seating position Looks; noise; charm Supple and sharp chassis; effortless surge
CONS A bit clinical; high base price Heavy; high; slower than expected Reliability suspicions; numb brakes
STAR RATING 11113 11123 11123



you would expect as standard (like DAB+), its price inflates MAIN are frustrating. But you sit nice and low, at least for an SUV,
from $142,262 before on roads and options to $156,981 as Four turbos, one and on the most supportive seats, where you’ll slowly submit
supercharger
tested. You get some cool front seats for the dosh, and the to its various talents.
and 20 cylinders
decent cabin drowns out unwanted noises while welcoming between them For one, without many options to tick, except seat heating
the nice ones – like the engine’s roar. That V8 would make make a fun, fast and rear seat adjustment, the X3 M Competition is only $1000
and flawed, trio
anyone forget they’re driving a family SUV every time they dearer than its list price – set at $157,900. Then there’s what
sink the throttle. it does so well. It’s freakishly fast from point to point, an
Overall, the Jaguar is a charismatic, charming and good- ➜ encouraging handler, consistent in a straight line and rarely
looking beast. However, while its aggressive looks are almost drops the ball in terms of ergonomics or refinement.
worth the price of admission alone, the monstrous 22-inch At the end of the day, the X3 M is the car we’re most drawn
wheels spoil its ride and deflect on most surfaces with no to. And, without a ridiculous price difference, it’s the one we’re
improvement to handling. Yes, it’s an SUV, but the seating staying in. So ring the bell on round one, BMW is the winner.
position is just too high. In contrast to the X3 M Competition’s. It earns the chance to prove its mettle against Mercedes-AMG
Speaking of the X3 M, yes, it rides firm, and the drive modes and Porsche – stay tuned.



















































60 january 2020 whichcar.com.au/motor

SUPERCH ARGER P A CKA GES




















PERFORM ANCE P A CKA GES




















EXH A UST SY STEMS
























































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62 january 2020 whichcar.com.au/motor

BY D Y L A N CA MP BE L L + PI C S C R I S T I A N B R U N E L L I

CROUCHING





TIGER








SANT’AGATA POWERS ITS BABY BULL TO 470kW COURTESY

OF THE PERFORMANTE POWERPLANT, BUT ALSO PROMISES
A CHASSIS TO MATCH WITH NEW ALL-WHEEL STEERING






















































































d motorofficial f motor_ mag 63

PPENS OFTEN in car company land. A whiz-bang new
odel emerges and then, what feels like only a year later,
e model is facelifted and gets all the goodies of the
s halo car, which now seems a bit dated. Coincidence?
e cleverness – car companies know what they’re doing.
in point: the new Lamborghini Huracan Evo. More
e Huracan’s biggest update since its launch in 2014,
is a Performante in everything but name – and one
ajor exception which we’ll get to. That means it’s in
e Performante engine, the most aggressive iteration
amborghini/Audi 5.2-litre V10 yet. A redesigned inlet
d higher-lift intake cams with titanium valves – and
ably some ECU fiddling – combines with the existing
compression ratio and 8500rpm maximum engine
or a fairly staggering 470kW at 8000rpm and 600Nm at
m, up 21kW/40Nm on the outgoing LP610-4.
seven-speed dual-clutch paddleshift transmission
s though in fairness it had little room for improvement,
he big news in the chassis department is the fitment
erformante’s trick rear-steering system. Lamborghini,
hile, has ditched the previous letters/numbers naming
tion – to make the cars more marketable, it says – so
I would be the only ones calling it the new LP640-4.
of course, was the Performante’s name under the
s naming convention, yet the Evo differs in one
ant way and it’s not just the lack of super-sticky Pirelli
Trofeo R tyres – no, don’t think your Evo is going to
52.01 around the Nordschleife, unless you retrofit the
ante’s Aerodinamica Lamborghini Attiva (ALA) active
namics, of which the Evo misses out entirely.
The aero has indeed improved, says Lamborghini, thanks to
restyled front and rear bars – which inject a bit more sin into
the Huracan’s overall vibe – and a subtle yet obvious, almost
ducktail-like rear lip spoiler. In Evo guise, and certainly in our
test car’s Bianco Icarus Metallic paint, there’s a new – to our
eyes – almost Countachness about the Huracan missing in
the previous design. And that’s even if you ignore the awful
body-coloured, white rear diffusor – one aero element that
does borrow heavily from the Performante – which looks, from
some unfortunate angles, like a nappy.
Inside the tweaks are minimal, limited to a new 8.2-inch
touchscreen atop the centre stack which now contains all
infotainment and air-con controls. As we pick the car up,
we’re told, almost proudly, that this system was designed
by Lamborghini – not Audi – which would go some way to
explaining why it’s fiddly, not the last word on intuitiveness
and a bit annoying.
Meanwhile, not that it would register for those in the market
➜
but the price has crept up from $428,000 to $459,000, or a
seriously pricey $520,461 if you tick as many options as the
ONE
Carbon ceramic brakes Lamborghini public relations team did for this particular
are hugely powerful car. Which had just 146km on the odo when we picked it up,
with basically perfect making MOTOR the first outlet in Australia to drive it, and
pedal feel, a real
highlight of the car with just a 500km limit. Needless to say, the run-in period was
very brief.
TWO And limited, mostly, to Melbourne’s Monash Freeway as
Victoria’s Gippsland we guided the pristine nose of our baby bull south-east
region has an
abundance of quiet, towards Warrugal – and the twisty road playground that lies
largely unknown, nearby. Specifically, Grand Ridge Road, a 25km stretch of quiet,
excellent roads
undulating twisties linking the even quieter locales of Hallston
THREE and Ellinbank. The thinking being, faster sweepers should play
Thanks in part to to traditional Huracan strengths of speed and stability, while
cylinder deactivation some tighter corners could help show off the new rear-wheel
and stop-start, the
big atmo V10 is Euro6 steering. Or so the theory went.
compliant. Impressive! The first thing you notice about the Huracan – once you’ve


64 january 2020 whichcar.com.au/motor

IN OUR TEST CAR’S BIANCO ICARUS METALLIC


PAINT ... THERE’S ALMOST A COUNTACHNESS ABOUT


THE HURACAN MISSING IN THE PREVIOUS DESIGN


















d motorofficial f motor_ mag 65

FIRST AND SECOND GEARS ARE PROCESSED RAPIDLY WITH



gottenusedtothecurious,slightlyhigh-feelingseatingposition,
somewhat of an illusion created by the low windowline and
dash – is, as ever, the engine. Oh, the engine.
In the most behaved mode Strada (Street), you’d have no
idea of the ferocity that lies just centimetres from the back
of your head, the powertrain shifting you along effortlessly,
smoothly and quietly and on supple adaptive dampers with
a more-than-acceptable ride quality. The width and value of
the car are always in the back of your mind and aside from
also some fairly big tyre noise – and seats that have a bit of
a time limit – the Huracan is as liveable and daily driveable
as supercars come. The indicators even make sense after a
while, being a stubbly thumb-controlled left-right switch on
the left steering wheel spoke, even if the idea isn’t quite as well
executed as Ferrari’s, which puts a button on each side of the
steering wheel.
Scroll the drive mode selector – which is a red toggle on the
base of the steering wheel – through to Sport and even Corsa
(Race) and the Huracan may as well be a different car. Ahead
of you, the clear, bright TFT instruments transform from big


66 january 2020 whichcar.com.au/motor

01 02














































































ZERO WHEELSPIN, HOWLING REVS AND LINEAR POWER



tachometer to full, race-spec rev counter, complete with giant they are felt percussively through the seat just as much as they
gear indicator. The idle speed increases, as does the amount of are heard with your ears.
decibels coming from behind you, as the Evo crouches down ➜ Sadly we were unable to test the Evo on our drag strip but
into the pounce position ready for your next command. past experience with Huracans and R8s – even rear-drive ones
If you’re in a supercar posse you might have a silly mate with ONE – suggests its claims aren’t the stuff of fiction. Zero to 100km/h
a McLaren who’s only too eager to tell you just how fast his Seats look cool and takes just 2.9 seconds, says Lambo, and 0-200km/h 9.0sec –
carbon-tubbed, latest twin-turbo purchase is in a straight line. are supportive but a improvements of 0.3sec and 0.9sec over the outgoing LP610-4
And he’d be right, they’re fast. So are Ferrari 488s; and 911 GT2 little firm; will have respectively. Owing to the linear way it accrues speed, and
you squirming after a
RSs. But the Huracan Evo proves the atmo engine ain’t getting long stint with minimal all-wheel drive fuss – rather than the explosive,
left in anyone’s dust, if nothing else just because of its twin- coming-on-boost, bursting-into-wheelspin rear-drive thrust
clutch launch control and all-wheel drive. TWO of its turbocharged rivals – the Huracan Evo is somehow not
Rear-wheel steering
As you might imagine with a car with 470kW, the Huracan quite as exciting in a straight line as its rivals, but it’s still as fast
has made the biggest
Evo is brutally fast. First and second gears are processed difference to the way as you’ll ever want. And it sounds as good as you’d ever want,
rapidly with zero wheelspin, howling revs and linear power the Huracan drives. the V10 making a racket that will echo through the ages.
It’s very noticeable
translating to clean acceleration. And all the while making a The Huracan, and R8, have obviously always been about
noise like the sound deadening has been sucked through a OPPOSITE that engine. About the powertrain, really, as the twin-clutch
hole in the rear firewall. How they can make a car this loud, New 8.4-inch centre ’box deserves just as much praise. And if you could try to
legal, is amusing, the Evo even more aurally aggressive than touchscreen the understand Lamborghini’s focus in updating the Huracan, you
big change inside;
the previous Huracan (which was no wallflower). Notably the controls infotainment might say it’s tried to elevate the chassis and handling to get at
hilarious pops and cracks on the overrun, which are so loud and air-con. It’s ok least close to the magic of that which lies amidships.



d motorofficial f motor_ mag 67

The Specs


Like a Performante. But not


LAMBORGHINI HURACAN EVO
BODY 2-door, 2-seat coupe
DRIVE all-wheel
ENGINE 5204cc V10, DOHC, 40v
BORE/STROKE 84.5 x 92.8mm
COMPRESSION 12.7:1
POWER 470kW @ 8000rpm
TORQUE 600Nm @ 6500rpm
POWER/WEIGHT 330kW/tonne (dry)
TRANSMISSION 7-speed dual-clutch
WEIGHT 1422kg (dry)
SUSPENSION double wishbone, coil springs, adaptive dampers,
anti-roll bar (f/r)
L/W/H 4520/1933/1165mm
WHEELBASE 2620mm
TRACKS 1668/1620mm (f/r)
STEERING electrically assisted rack-and-pinion; rear-axle steering
BRAKES 380mm carbon ceramic discs, 6-piston calipers (f);
356mm carbon ceramic discs, 4-piston calipers (r)
WHEELS 20.0 x 8.5-inch (f); 20.0 x 11.0-inch (r)
TYRES 245/30 R20 (f); 305/30 R20 (r); Pirelli P-Zero
PRICE AS-TESTED $520,461
PROS Engine to die for; response; noise; insanely fast
CONS Lacks handling magic of rivals; new infotainment is fi ddly
STAR RATING 11112
























































































68 january 2020 whichcar.com.au/motor

The rear-wheel steering goes some way to achieving that.
Unlike, say, a Porsche 911 rear-steering system – which blends
invisibly into the dynamic sum of the car – the Huracan’s
system is very obvious in its operation. Almost too much so.
There’s an acclimitasation period as you keep turning too
much into corners, only to unwind a little bit of lock. But once
you get used to it, only small steering inputs are required –
making driving a Huracan fast a tiny bit easier. It comes to
the fore in the slower corners where the point of rotation feels
more rearward than before, letting you carry more and more
speed without fear of the car pushing wide. It’s quite a unique
feeling if you’ve never felt it before.
As for the high speed stuff, it’s hard to know what difference
the rear-steer has made as it wasn’t exactly a nervous-feeling
car at bigger velocities to begin with. Feeling rock-solid planted
and giving total confidence at higher speeds has always been
a Huracan virtue.
It’s curious playing with the Evo’s myriad electronic modes,
too. Corsa is almost too aggressive for the road. The rear-
wheel steering becomes hyper-sensitive and the transmission
develops an artificial thump as you go up the gears, which
➜ is a bit unpleasant. Sport is very much the sweet spot, the

transmission a lot smoother, the rear-steering not as aggressive,
MAIN the damping a bit softer with more compliance. There is no
Styling continues to customisable Ego mode in this car – which is a curiosity – so
be a main attraction you’re restricted to Sport mode which is no hard thing – it’s
for the typical Lambo
customer and the perfect for the road.
Huracan ticks the box It has to be said, though, the rear-wheel steering hasn’t

THE REAR-WHEEL STEERING


HASN’T REALLY IMBUED THE

HURACAN WITH A NEW


DYNAMIC MAGIC AS HOPED




MIDDLE really imbued the Huracan with a new dynamic magic as we
Based on the feeling may have been quietly hoping. Beyond a doubt the Evo is
of driving it, if we spectacularly capable – the speeds it will comfortably permit
had an Evo we’d fit
P-Zero Trofeo Rs... for down a twisty road are nothing short of ludicrous – but the
research purposes chassis, the front end and the steering, still exist in the very
long shadow of the powertrain. It’s a fairly hard thing to
BOTTOM
Cool design details measure up to – the engine is one of the greatest ever made.
are everywhere – We wouldn’t argue for a second either that the Evo would be
hexagons, and ‘Y’ riotously good on a track, where what is almost a slightly under-
patterns, the current tyred feeling would translate into huge fun. Power oversteer is
mood at Lambo
possible, too, some rear-drive characteristics emerging in first
and second gear. But as it stands, on the road, some classic, at
➜ times scary mid-engine dynamics (the harder you try to drive
around the relatively narrow 245mm front tyres on the brakes,
the more aware you are that there is a huge lump of engine
right behind you) limit you to driving the Evo in one way. And
that’s enjoying the acceleration, noise, gearbox and brakes – of
which there is no doubt plenty to enjoy.
Instead, for us the Evo is a preview of a car that’s still to
come, and one that makes us salivate like a hungry hound
at a butcher’s window: the rear-wheel drive version. The
LP580-2, the 426kW version of the previous Huracan, was one
of our favourite cars. And so the prospect of an even more
grunty, cheaper, Performante-powered rear-drive Huracan
Evo is something that Excites Us A Lot. We don’t even know if
Lamborghini is going to build one, but we presume they will.
And for MOTOR readers, it will be worth the wait.



d motorofficial f motor_ mag 69

M FIRST DRIVE. TOYOTA GR YARIS






















WEAPONS

GR4DE















BY S C O T T N E W MAN












THE TOYOTA GR YARIS WANTS TO BE THE

GUN HOT HATCH AND HAS A HELL OF AN


IMPRESSIVE ARSENAL AT ITS DISPOSAL































































70 january 2020 whichcar.com.au/motor

d motorofficial f motor_ mag 71

ORTUGAL'S SINTRA region is a haven for ABOVE LEFT Hot Yaris is Toyota's first turbo all-wheel
drive since the ST205 Celica GT-Four 20 years ago
royalty. The World Heritage-listed National ➜
Palace was consistently occupied by ABOVE RIGHT Four-piston calipers clamp giant discs to
provide plenty of stopping power for the 1300kg three-door
Portuguese kings from the early 15th to
the late 19th century; the accompanying
castle dates back a further 600 years still. It starts with the bodyshell. The GR is the only three-door
In more recent times, primarily the 1970s Yaris, a decision made to provide a stiffer, more aerodynamic
and ’80s, Sintra played a crucial role in base for the World Rally Car. The roofline is lowered 95mm to
the Portuguese round of the World Rally reduce drag and the roof itself is carbonfibre, an unheard-of
Championship, motorsport monarchs addition in this segment. To further shed weight, the doors,
like Markku Alen, Walter Rohrl, Hannu bonnet and hatch are aluminium, the net result being a 38kg
Mikkola and Michele Mouton mastering saving over the previous Yaris body-in-white.
the stages, seas of rabid spectators parting The modifications don't stop there, the GR sharing virtually
just long enough to allow the passage nothing in common with the cooking version Yaris. The
of screaming Group 4 131 Abarths and standard car's cheap and easy-to-package rear torsion-beam
bellowing Group B Quattros. suspension has been ditched for a four-link arrangement; the
It's apt, then, that Toyota should choose the dampers and springs have been completely overhauled; the
region for our first taste of its new road-going wheels swell to 18 inches in diameter wearing 225/40 tyres,
rally car, the GR Yaris. If that seems too tall an order for and they cover enormous brakes. Toyota won't provide the
the humble Yaris, consider that the GR will form the basis of exact sizes just yet, but reveals the front two-piece rotors are
the successor to the machine that carried Ott Tanak to the bigger than those on the Supra (so at least 348mm) and there
2019 world title. The days of the true homologation special are are four-piston calipers up front and two-piston at the rear.
sadly over, but Toyota hasn't just thrown the kitchen sink at Healthy stoppers for a car that weighs in at just 1300kg.
its new Yaris, it has included the refrigerator and most of the Where it really gets juicy, though, is the drivetrain. The
microwave as well, in the process transforming the Yaris from engine is unique to the GR Yaris, a 1.6-litre three-cylinder
an inoffensive city car into an all-wheel drive hot hatch. that benefits from a hefty dose of turbocharging. According


72 january 2020 whichcar.com.au/motor

THE GR YARIS


WILL FORM THE

BASIS FOR


TOYOTA'S NEXT


WRC CAR








































































































d motorofficial f motor_ mag 73

ONCE THE AWD


SYSTEM DETECTS

TYRE SLIP ITS


PRIORITY IS TO


REGAIN TRACTION








































































































74 january 2020 whichcar.com.au/motor

to engine boss Atsunori Kumagai: “The three-cylinder is very gear at 2500rpm? No sweat. This isn't a car in which you'll need
➜ good [for] response and power compared to four-cylinder.” to row the gearbox to overtake.

And its compact size and lighter weight certainly can't hurt. Not that doing so is a chore. The shift is light, accurate
ABOVE Toyota might have downsized the engine, but it hasn't and easy to use; it's not quite a Civic Type R, but on first
18-inch wheels wear downsized the grunt. The exact outputs are still a secret, but acquaintance it's nicer than an i30 N or Megane RS.
Dunlop SP Sport Maxx the GR Yaris will produce more than 185kW/350Nm for a At the legendary Estoril circuit it feels pleasingly quick; on
tyres; not-for-Oz power-to-weight ratio of at least 142kW/tonne. Healthy. the narrow mountain roads where Alen, Rohrl et al plied their
Performance Pack
upgrades to Michelin A close-ratio six-speed manual is the only available gearbox, craft it feels seriously potent, keenly punching out of even
Pilot Sport 4 S an auto dismissed due to its weight. But what truly sets the the tightest bends. The short gearing helps, but also the GR's
GR Yaris apart in the baby hot hatch segment is its all-wheel engine isn't afraid to rev; the redline sits at 7000rpm, though its
TOP RIGHT
GR is the only Yaris drive system. Loosely based on that found in the RAV4, best work is done by 6500rpm.
to use a three-door drive is apportioned front-to-rear via what Toyota calls a Subjectively, the biggest question mark surrounds the
bodyshell, chosen to 'high response coupling' using a set of electro-mechanically soundtrack; the three-pot thrum is more commonly associated
provide a better
base for Toyota's controlled clutches. There are three modes that vary the base with budget city cars (VW Up, Renault Clio, Nissan Micra) and
next WRC contender drive split: Normal (60:40), Sport (30:70) and Track (50:50). isn't unpleasant, just a bit tuneless. Some rally car-style pops
Selecting the optional Performance Pack adds Torsen and bangs would help, but are no longer possible with the
ABOVE RIGHT limited-slip diffs front and rear, swaps the standard Dunlop latest emissions regulations.
Toyota is keeping
tight-lipped on many SP Sport Maxx tyres for Michelin Pilot Sport 4 S and revises the The best insight into the attitude of the GR Yaris engineering
of the finer details of damper settings to suit. Sadly, Toyota Australia has no plans team is that it retains a manual handbrake. Toyota's European
the GR Yaris, but at to offer the Performance Pack, sales and marketing chief Sean Master Driver, Vic Herman, laughs: “It can be useful.”
least we know it has
LED DRLs! Hanley stating: “We believe the [standard] GR Yaris ticks every Toyota's new hot hatch was tested extensively at the
box we needed to tick to bring this car to market.” Nurburgring, but its program wasn't limited to tarmac, hitting
It's an impressive stat sheet and happily one that translates the snow and gravel with Toyota's WRC drivers behind the
to the drive experience. The engine, in particular, is incredible. wheel.“They have huge experience with differentials,” Herman
According to Kumagai, the “most important point is response explains. “It's their main tuning tool.”
for this car”. Response isn't an attribute generally associated The harder you drive, the greater the similarity between
with small, heavily turbocharged engines, but the GR's triple the three driving modes. Sport's 30:70 drive split sounds like
feels at least 25 per cent bigger than it is. Flexibility is its an invitation to power-oversteer, but once the all-wheel drive
greatest strength, charging forward even in higher ratios. Fifth system detects tyre slip its priority is to take the necessary steps



d motorofficial f motor_ mag 75

The Specs

Baby World Rally Car


TOYOTA GR YARIS
BODY 3-door, 4-seat hatch
DRIVE all-wheel
ENGINE 1.6-litre inline-3, DOHC, 12v, turbocharger
POWER/TORQUE 185kW/350Nm
TRANSMISSION 6-speed manual
WEIGHT 1300kg (approx)
WHEELS 18.0 x 8.0-inch (f/r)
TYRES 225/40 R18 (f/r); Dunlop SP Sport Maxx 050
PRICE $40,000 (estimated)
PROS Engine; handling; size; brakes
CONS Price unknown; no Sports ESP setting
STAR RATING 11112


























































to regain traction. Exiting Estoril's super- lack of heft gives it an agility larger rivals will
tight chicane, the Performance Pack's Torsen struggle to match. The static dampers feel
diffs prove their worth, the standard car nicely judged too, providing stability and
momentarily spinning an unloaded inside IT HAS HE support without rattling your teeth out. It's
rear wheel, though such is the level of grip difficult to suggest many improvements, but
that it's unlikely to be an issue on the road. POTENTIAL TO a stronger rear-drive bias would be nice, for
The grippier Michelin tyres improve it seems the GR Yaris lacks that Focus RS-like
turn-in and lateral adhesion, but either car BE THE HOT ability to rotate the car using the throttle.
displays fine balance. Estoril's final corner The details differ, but its overall behaviour is
is a fast fourth-gear right-hander that HATCH KING strongly reminiscent of the Audi S1.
goes on longer than a Logies acceptance Let's hope the price tag isn't also
speech, seemingly purpose-built to expose reminiscent of the $49,900 Audi. Currently
understeer.You still have to exercise a degree it's the great unknown, Hanley refusing to
of patience, but do so and the GR Yaris will tenaciously hold offer hints on pricing beyond: “We understand that the car's
your chosen line. The ESP is far too conservative and there's ➜ got to be attainable.” It's a unique offering; its size suggests
no halfway-house Sport mode, but thankfully my chaperone is a competitive set of Ford Fiesta ST and VW Polo GTI, yet its
happy for it be disengaged for the last couple of laps and the ABOVE power and performance put it closer to the Subaru WRX and
Yaris feels so happy to be free of its restraints. Camo comes off at Hyundai i30 N. At $35,000 or so the GR Yaris has the potential
On the road it just flows. The steering is light and accurate, the 2020 Tokyo Auto to be the hot hatch king, but add $10K and it could be the court
Salon in January,
turn-in crisp and traction absolute, all characteristics that jester, talented and amusing but ultimately a bit player.
though head to our
promote confidence. Its size is also of real benefit; the smaller website if you want The bang is there, but we won't learn the bucks until closer
footprint takes up less real estate on the road and the relative a sneak peek to the GR's Australian release in Q4 2020.


76 january 2020 whichcar.com.au/motor

E L T I





















































WHIC SEASON 2













Starts Sunday, 26 January, 2020. Network 10.
























































FEATURING

M COMPARISON.HONDANSXvMCLARENGTvFERRARI PORTOFINO

















































































Supercar

GRAND
TOURER
BY B EN BA R R Y + P I C S J O H N W Y C H E R L E Y
TEST









GOING FURT












IF YOU NEEDED TO DRIVE FAR, FAST AND IN STYLE IN THE ’60S,

HYBRID, DROP-TOP, SUPERCAR











78 january 2020 whichcar.com.au/motor

HER, FASTER












YOU REACHED FOR YOUR FERRARI DAYTONA, THE DEFINITIVE GT.

– IN 2019 THE GT HAS MANY FACES












d motorofficial f motor_ mag 79

McLAREN GT




















EITHER McLAREN HAS been thinking outside the box or though the pricey Luxe option pack plays a large part in that.
it hasn’t read the script, because this new McLaren GT veers As England gives way to Wales, the GT earns its stripes as a
so far off-piste from a traditional grand tourer’s specification comfortable long-distance cruiser. Road noise is significantly
that someone should probably call mountain rescue. Not that reduced compared with a 570S thanks to liberal extra
the GT’s ingredients are radical, because it follows the same soundproofing and softer engine mounts and bushings, and
formula as every McLaren produced since 2011’s MP4-12C, the ride has a supple glide even by McLaren’s exceptional
and its building blocks trip from the tongues of car literates standards – it borrows ‘proactive damping’ from the costlier
like a primary schooler might recite the alphabet: carbonfibre 720S, which doesn’t just react to bumps and driver inputs
tub, mid-mounted twin-turbo V8, seven-speed dual-clutch but gets one step ahead of them. The steering also feels
transmission, dihedral doors. significantly different: weightier on-centre, with less road-feel
You’ll pay from $400,000, so the GT’s affordable in a McLaren fizz than other McLarens, but the hydraulic system will still
context, and comparable money to the 570S Spider with turn out to be the standout on this test.
which it shares so much, though there is differentiation here, The GT is no Bentley – there’s still a hum of road noise,
and logic to McLaren’s approach. Parts-bin mechanicals are and the occasional mid-corner bump will thwack through
tuned for a more relaxed if still driver-focused character – the carbon structure where a Conti is far better isolated – but
the 4.0-litre V8 gains new turbos and a flatter torque curve generally it’s a comfortable and effortless car to stroke along
for better driveability; there are quieter, softer Pirellis, and with its easy power and a planted, low-set feel, even when the
gentler suspension and bushings too. Power stands at 456kW heavens open and standing water on the road makes progress
and 630Nm, splitting the 570S and 720S models, if landing so much trickier.
significantlyclosertotheformer.It’sacarforthejourney,insists In this newly luxurious context, the gruff bass of the
McLaren, but one that also upholds the brand’s reputation for flatplane-crank V8 jars, and there’s a squishy throttle and quite
exceptional dynamics. pronounced turbo lag to work through before the turbos fling
Design that’s a little too seesaw-inspired to these eyes is you forward – a little drum roll before the curtain rises. But the
dictated by the need to provide easier passage over speed pause only emphasises just how rapid the McLaren feels, the
bumps as well as extra luggage space – though the impressive- on/off turbo effect intensified by this being the lightest car on
sounding 420 litres of storage under the roof-hinged hatch test at 1530kg, and dual-clutch gearshifts that might have
is presented in an awkward hump perhaps best filled had the rough edges rounded off a little to meet the
by emptying the contents of your suitcase over it GT brief but still don’t let the engine catch its breath.
rather than actually taking the case along. Supercar Acceleration surges relentlessly as following traffic
All in all, it’s an intriguing if oddball creation. So GRAND flounders in our wake.
to discover if the GT can truly convince as a grand TOURER Only the brake pedal gives real cause for
tourer, we’re convoying across England to north TEST complaint, with excess initial mush and tricky
Wales with similarly expensive rivals that stress-test modulation when the pads and discs really get busy
the McLaren’s talents at either end of the spectrum. – it’s calibrated to complement gentler GT driving but,
Released early last year to replace the California T, combined with the soggy turbocharged throttle, you’ll
Ferrari’s Portofino – its entry-level model at $399K – is a much probably find crisper pedal feedback playing a church organ. MAIN
more conventional grand tourer: engine up front, decent boot The following day, rain still streaming over empty Welsh McLaren is the
at the back and – uniquely in this test – handy plus-two rear back roads, the McLaren’s mid-engined layout, relatively low most powerful
seats and a folding hardtop that allows the car to morph from weight and punchy performance contributes to a dynamic and lightest of the
test trio. The good
coupe to convertible at the push of a button. that’s not only highly engaging but malleable and forgiving
folk from Woking
The recently evolved Honda NSX is on hand to keep the enough to quickly build confidence. The GT flows delicately just can’t help
McLaren’s blend of mid-engined dynamics and usability over the road surface, steers with a measured clarity and themselves
honest. The NSX majors on daily practicality, and the new precision that will later make the Honda seem sterile and RIGHT
one bolsters that hand with all-wheel drive and pure electric the Ferrari a bit giddy, and feels strikingly light and agile as it The GT’s Luxe-spec
running for short periods – thank a turbo V6 with hybrid carves eagerly through corners, encouraging you to work its interior brings some
assistance for that. If the NSX proves comfortable, secure, tyres and engine hard, confident you can coax it a little past the of the plushness the
name implies. Only
efficient and thrilling to drive, it might just beat the McLaren limits without suddenly snapping shut the throttle or stabbing
some, mind you
GT at its own game. Mind you, it does cost more at $420K. at the steering in panic.
Settle into the McLaren GT’s cabin and it’s clear the company True, there’s a shade more body roll and less feel than with
has expended significant effort ensuring it fulfils the luxury/ other McLarens, but the keenness of its turn-in thanks to
usable brief expected of any grand tourer. weight being centred low and between the axles and the way it
Familiarly low-set sports seats have more indulgent padding pivots around its driver like a hula-hoop are all unmistakeable
and are upholstered in softgrain aniline leather, and the deja- signatures of a perfectly balanced sports car, no matter the
vu 570S dash is garnished with knurled finishes and beautifully extra fuzz of GT luxury, even if the nagging frustration persists
tactile metal paddleshifters. There’s even our car’s optional that a 570S is a sharper, more feelsome, more agile tool.
electrochromic roof that darkens or lightens at the press of It’s easy to fall for the McLaren GT whether you drive it at
a button; and new, faster infotainment with sat-nav more a cruise or like a cruise missile. What’s harder to fathom is
likely to get you to your destination. There’s definitely greater whether it’s actually the right car for this market segment. Gut
sophistication and sense of occasion to these surroundings, feel before I jump into our rivals? I’m not sure that it is.


80 january 2020 whichcar.com.au/motor

McLAREN HAS EXPENDED SIGNIFICANT EFFORT

ENSURING THE GT FULFILS THE LUXURY/USABLE


BRIEF EXPECTED OF ANY GRAND TOURER





























































































1.THEFAMILIARFORMULA 2.LOWERENGINE,BIGGERBOOT 3.SPRUCED-UPINTERIOR

McLaren’s first ever grand tourer The familiar carbon tub evolves with You can choose Standard, Pioneer or
is built on the same mid-engined an upper ‘Touring’ rear structure and Luxe interior specification. Our Luxe
foundations as any other McLaren. slightly lower engine for a 420-litre brings memory heated seats, power-
Can a convincingly luxury GT rear load area. And there’s ‘Proactive adjusted steering column, softgrain
experience really be born of sports damping’ from the 720S, which ‘learns’ aniline leather and SuperFabric
car ingredients? from previous scenarios. luggage bay floor.







d motorofficial f motor_ mag 81

FERRARI PORTOFINO
























































































FERRARI HAS BEEN doing grand tourers for far longer than The focus on usability, the position of the engine and the
its mid-engined line. So although the F8 Tributo, its entry- height of the Portofino – 20cm loftier than the NSX – means
level mid-engined model, is an excellent two-seat supercar Ferrari must sacrifice some dynamic finesse at the altar of
comfortable enough to use every day, the Portofino is closer to versatility against our mid-engined opposition. But it makes a
defining the GT breed. damn good fist at clawing back the deficit.
A 3.9-litre twin-turbocharged V8 produces 441kW with It starts with a strikingly low-set driving position and a
760Nm and is mounted in the nose; there are plus- button-covered steering wheel much like you’ll find in any
two rear seats that adults can just about squash Ferrari, with the familiar if unusually fast rack ratio and
into courtesy of 5cm extra rear legroom versus the generous assistance. The light steering gives the Portofino
Supercar California T; and then there’s that folding hardtop energy to dance off the extra kilos lying up front, even if there’s
GRAND
TOURER that lowers in just 14 seconds at speeds up to very little road surface information actually flowing through
TEST 40km/h, letting you bask in the Italian sun (or shelter the helm; the McLaren, with its more languid ratio, offers more
from the Welsh rain) – and surely nothing better nuanced communication.
complements the GT brief than the ability to remove There’s also a highly responsive feel through the pedals,
the roof, a pleasure denied to McLaren GT customers especially compared with the McLaren. Factory-fit carbon-
because of its curious rear loadbay. ceramic brakes (no other car here is supplied with them as
You climb into the Ferrari through doors that open in the standard) have a far tauter, more immediate response, and
normal way, and the new, central 10.25-inch infotainment throttle response in Sport mode is like stepping on an electric
screen is crisper and easier to use than those in the Honda and fence after the muted McLaren, though it can always be
McLaren, and doubles as a rear-view camera with an image so softened in Comfort.
clear it’s like watching HD TV – a peripheral detail maybe, but The outright punch of the V8/dual-clutch powertrain is
key to the Portofino’s daily drivability, though driver aids like blunted after the more powerful, lighter McLaren and the
lane-keep assist haven’t made it to Maranello yet. e-boost and endless gears of the similarly powerful though


82 january 2020 whichcar.com.au/motor

PULLING THE

PADDLESHIFTERS

IS MORE LIKE


WHIPPING THE V8

ON FOR EXTRA


SPEED THAN

CHANGING GEAR



































1. MORETHETRADITIONALGT 2.SMARTYPANTSTECH 3.THAT’SALOTTAOPTIONS

Po rtofino costs similar money to Variable Torque Management drip- Our test car was fitted with about
th e genre-bending McLaren but is a feeds the twin-turbo torque through $50K worth of optional extras,
tr aditional GT. A front-engined V8 with the lower gears (for that naturally including a carbon exterior pack,
pl us-two rear seats, a normal boot, aspirated feel); third-generation e-diff hero ‘Rosso Portofino’ paint,
an d even a folding hardtop roof, it grips or skids on demand; and hardtop adaptive dampers, and front and
be tter delivers the grand touring brief. drops in 14 seconds on the move. rear parking cameras.






heavier NSX, but what it lacks in thrust it makes up for with fingertip delicacy and gentler inputs, not scruff-of-the-neck
driver engagement. Hardly sluggish either, as 0-100 in 3.5sec harries, not in these conditions anyway.
and 320km/h flat-out attest. In fact, the Portofino actually deploys its power well,
MAIN Turbo lag is non-existent (nobody has mastered forced especially given how much work the fast and reasonably soft
Portofino was induction like Ferrari), giving a bandwidth to the performance front-end asks of the rear. Partly that’s thanks to the trick e-diff
the only one of the
three that provided that begins with low-rpm flex and rises progressively towards carefully marshalling power, partly thanks to supple damping
the choice of driving 7500rpm almost like the good old days of natural aspiration, (courtesy of rather cheeky optional adaptive dampers here)
roof up or roof rather than the sudden turbo kick of the GT. And neither that helps the Ferrari gather itself up neatly after crests and
down, but the Welsh
weather made it a Honda nor McLaren can shift gears with quite the pop of the ride serenely over the primary undulations as our test roads
simple decision… Ferrari; pulling the paddleshifters is more like whipping the V8 take us over boggy, uneven moorland.
on for extra speed than changing gear, though again you can But it’s not perfect: play with the Ferrari more aggressively
TOP RIGHT dial back the blam-blams for less-Italian driving. and there’s a brisker transition to oversteer in the wet and
Classic tan leather
interior is dominated There’s a vitality to the way the Ferrari steers and revs that more of a snap as it comes back in line. Over secondary ripples
by big 10.25-inch makes it feel lighter than it actually is, and in some ways there’s also what feels like a structural shimmy from the rear.
infotainment screen Ferrari has approached the Portofino from the opposite end The Portofino remains a compelling drive, and represents
that beats its rivals’
of the spectrum than McLaren in trying to make a GT feel like the car on test that best fits the grand-tourer criteria simply
a sports car, not the other way round. It’s a car you drive with because nothing else here covers more bases.



d motorofficial f motor_ mag 83

HONDA NSX



































































1.ITJUSTGOTUPDATED 2. ELECTRIC FEEL 3. CARBON OVERLOAD
Latest updates mostly focus on Transversely mounted twin-turbo 3.5 There’s only one NSX, now with
sharper style and handling, with V6 is boosted by a single electric motor electrically adjusted seats, but our
stiffer bushings and anti-roll bars, at the rear and twin electric motors on test car wears $50K of extras,
grippier tyres and laptop trickery for the front axle. The NSX is the only car including carbonfibre everything
the all-wheel drive, electric steering, here with all-wheel drive and the only – carbon-ceramic brakes, carbon
ESP and adaptive dampers. one with pure electric capability. exterior pack, carbon engine bay…























































84 january 2020 whichcar.com.au/motor

Supercar
FREEZE-FRAME THE VIEW through the NSX GRAND NSX is apparently two seconds swifter around the
windscreen and you’ll see wipers working hard, TOURER company-owned Suzuka circuit.
TEST
water streaming over the road surface and pooling No extra power, though, so the output of both
in compressions you could possibly fish in, and fossil fuel and electrical power combined is still
you’d probably want to park this near 600 horsepower 427kW and 645Nm. But mash the throttle and this
supercar, not squash the accelerator to the floor. But press remains a searingly quick machine – less than three seconds
play, teleport yourself to the low-slung driver’s seat with from zero to 100km/h, says Honda, a statistic validated by your
its strong support and deep padding and I swear you’d feel internal g-meter.
confident, certainly more than in either the McLaren or the The integration of petrol and electricity is seamless, the
Ferrari. Cutting through standing water, getting on the power batteries filling in for any lag at low revs where the McLaren
early out of corners, braking late – none of it fazes the NSX. pauses, fattening out the mid-range and adding an intense,
It’s built around a spaceframe chassis, clothed in aluminium manic rush to the high notes, all of it soundtracked by a deep,
and composites with tight panel gaps that make the McLaren angry bellow like the V6 is singing through a vocoder. Artificial
look like a kit car, and equipped with a 3.5-litre V6 boosted not perhaps, but it suits the NSX’s digital character perfectly – as
only by twin turbochargers, but also three electric motors – does Quiet mode that lets the NSX run eerily, if briefly, silent.
one at the rear to boost the mid-mounted V6 and a pair at the A nine-speed dual-clutch auto plays its part in the NSX’s
LEFT front to act on each wheel individually for all-wheel drive and lunging acceleration, its close ratios and shifts quick enough
Indigo Blue interior
colour is new and no need for a propshaft between. Ferrari has adopted a similar without getting hysterical, so too the all-wheel drive, simply
the materials are idea with the upcoming SF90. because you can just deploy all the power where the McLaren
beautiful, but the Updates for MY2020 include a little flim-flam (including our and Ferrari invite more tentative, progressive squeezes.
NSX is let down by
Civic-spec sat-nav car’s Thermal Orange Pearl paint and its Indigo Blue and black At 1780kg the NSX is the heaviest car on test by a chunk, but
and heating controls alcantara interior) and, of more substance, chassis tweaks that its performance feels significantly stronger than the Ferrari,
make things stiffer, grippier and more precise: anti-roll bars and fit enough to give the McLaren a hard time, though
BELOW are uprated 26 per cent front, 19 per cent rear, rear toe-link it’s possible the NSX’s competence in the conditions is a
It’s like the ‘Lost
Decade’ never bushing stiffness is up 21 per cent, rear hub rigidity climbs six subjective factor today too.
happened, and per cent and the Continental SportContact 6 tyres supersede If all this sounds like driving a simulator, the NSX has far
Honda kept evolving the previous 5Ps. Add in software updates for the – acronym greater depth than that. There’s still a certain sterility to the
the original NSX to
maintain Japan’s ahoy – Sport Hybrid Super Handling All-Wheel Drive, electric steering and at times you might notice a little tug as the
high-tech leadership steering, stability control and adaptive dampers and the new e-motors act on the axle that also steers, but it’s pretty subtle
and the overwhelming feeling is really one of precision and a
meaty kind of consistency.
Chassis tweaks have peeled away the layer of detachment
from the (albeit impressive) early cars, and what’s really
noticeable in these conditions is the NSX’s playfulness, odd
though that may sound given its sure-footed competence.
Work the chassis hard with ambitious entry speed or early
throttle and it’ll pivot around its middle and oversteer, and
it’s all so benignly balanced and naturally gathered up that
it quickly fosters confidence. It’s a pity traction control won’t
fully disengage even in Track mode, but work with it, don’t be
too abrupt, and it will provide enough rope to give you the full
‘Senna mastering a sodden Donington in 1993’ experience.
There are three crucial areas in which the NSX drops the
ball versus our more storied group-test rivals: a badge that
wilts against Ferrari and McLaren; an interior that borrows too
heavily from US-market Acuras; and a boot so tiny you’ll need
to pack like a free-climber. Any of the above might prove deal-
breakers, but as a car to use every day and then properly lay
into over your favourite road whatever the weather, there’s an
awful lot to like about the NSX.


MASH THE THROTTLE AND THE NSX REMAINS A


SEARINGLY QUICK MACHINE – LESS THAN THREE

SECONDS FROM ZERO TO 100KM/H, A STATISTIC

VALIDATED BY YOUR INTERNAL G-METER








d motorofficial f motor_ mag 85

Supercar
GRAND
TOURER
TEST










THE FERRARI IS A MORE CONVINCING

CAR TO DRIVE REGULARLY AND TAKE ON


LONG TRIPS THAN THE MCLAREN – EVEN

IF SOME DRIVERS MIGHT PREFER LESS


EXCITEMENT IN FOUL CONDITIONS










86 january 2020 whichcar.com.au/motor

The Specs


Softer, but not soft



McLAREN GT HONDA NSX FERRARI PORTOFINO
BODY 2 door, 2 seat coupe 2 door, 2 seat coupe 2 door, 4 seat convertible
DRIVE rear wheel all wheel rear wheel
ENGINE 3994cc V8, DOHC, 32v, twin turbo 3493cc V6, DOHC, 24v, twin turbo + 3 electric motors 3855cc V8, DOHC, 32v, twin turbo
BORE X STROKE 93.0 x 73.5mm 91.0 x 89.5mm 86.4 x 81.3mm
COMPRESSION 9.4:1 10.0:1 9.45:1
POWER 456kW @ 8500rpm 427kW (combined) 441kW @ 7500rpm
TORQUE 630Nm @ 5500 6500rpm 645Nm (combined) 760Nm @ 3000 5250rpm
POWER/WEIGHT 298kW/tonne 240kW/tonne 265kW/tonne
TRANSMISSION 7 speed dual clutch auto 9 speed dual clutch auto 7 speed dual clutch auto
WEIGHT 1530kg 1780kg 1664kg
SUSPENSION double wishbones, adaptive dampers, coil double wishbone, dampers, coil springs, anti roll bar (f); double wishbone, dampers, coil springs, anti roll bar (f);
multi link, dampers, coil springs, anti roll bar (r)
springs (f/r)
multi link, dampers, coil springs, anti roll bar (r)
L/W/H 4683/2045/1213mm 4490/1940/1215mm 4586/1938/1318mm
WHEELBASE 2675mm 2630mm 2670mm
TRACKS 1671/1663mm (f/r) 1655/1615mm (f/r) 1633/1635mm (f/r)
STEERING hydraulically assisted rack and pinion electrically assisted rack and pinion electrically assisted rack and pinion
BRAKES 367mm ventilated discs, 4 piston calipers (f); 368mm ventilated discs, 6 piston calipers (f); 390mm carbon ceramic discs, 6 piston calipers (f);
354mm ventilated discs, 4 piston calipers (r) 360mm ventilated discs, 4 piston calipers (r) 360mm carbon ceramic discs, 4 piston calipers (r)
WHEELS 20.0 x 8.0 inch (f); 21.0 x 10.5 inch (r) 19.0 x 8.5 inch (f); 20.0 x 11.0 inch (r) 20.0 x 8.0 inch (f); 20.0 x 10.0 inch (r)
TYRES 225/35 R20 (f); 295/30 R21 (r); 245/35 ZR19 (f); 305/30 ZR20; 245/35 ZR20 (f); 285/35 ZR20 (r);
Pirelli P Zero
Continental SportContact 6
Pirelli P Zero
PRICE $399,995 $420,000 $398,888
PROS Engineering; low weight; performance; steering Powertrain; performance; entertaining dynamics; looks Engine and gearbox; speed; easy on the eyes; noise
CONS Awkward cabin and boot; interfaces; really a GT? Price; weight; no individual drive mode; brakes No halfway house ESC; steering too light
STAR RATING 11113 11112 11113



d motorofficial f motor_ mag 87

THE VERDICT

















THAT THIS TEST has diversity to make the BAFTAs blush
is simply a by-product of McLaren busting its GT out of the
grand-touring pigeonhole with an adapted mid-engined sports
car made more luxurious. The McLaren’s drawbacks mostly
relate to those inherent in the architecture and carryover
mechanicals – low-down, two-seat layout, and a flatplane V8
that rumbles like a gorilla in a suit. But the GT is grand-tourer
comfortable – it feels plusher and more luxurious than its
siblings – and the real payback comes with how sweetly it
drives, its lightness, speed and delicacy. We like it.
But it’s also hard to reconcile the confusion of the GT’s
positioning, and we fear it may suffer the same fate as the last
Lotus Europa, which repurposed sports-car bits and pieces for
a ‘business class’ experience and sold poorly. RIGHT
First GT from
The Ferrari Portofino is the only traditional grand tourer in
McLaren looks
this test, with its plus-two rear seats, front-mounted engine, slightly less odd
even a folding hardtop – a convertible should at least be in the metal







































offered to GT customers, and Ferrari provides the best of both ABOVE
here, where its rivals are coupe only. The author
at work in
There are question marks over how together the Portofino
McLaren’s grand
feels when pushed really hard, but keen responses, most tourer that’s
notably from its steering and powertrain, lend energy and really a sports
car in disguise
alertness familiar from more overtly sporting Ferraris. And this
is a more convincing car to drive regularly and take on long
trips than the McLaren – even if some drivers might prefer less
excitement in foul conditions.
The Honda strikes the sweet spot between the McLaren and
the Ferrari, its usability baked in rather than subsequently
superimposed. It’s as easy to daily drive as the Portofino,
awesomely secure in all weathers, vastly fast and able to run
on e-power alone, if fleetingly. Then turn up the wick and the
Honda’s thumping e-boosted V6, mid-engined layout and
surprisingly adjustable balance blend otherworldly futurism
with old-school interaction. It flatters, encourages and engages
all at the same time. The boot, the badge and the Acura parts-
bin interior all count against, but I would pick the NSX to do
the jobs of both McLaren GT and Ferrari Portofino.








88 january 2020 whichcar.com.au/motor

THE HONDA STRIKES THE SWEET SPOT BETWEEN THE

McLAREN AND THE FERRARI, ITS USABILITY BAKED IN


RATHER THAN SUBSEQUENTLY SUPERIMPOSED








d motorofficial f motor_ mag 89

M FIRSTFANG.BMWM340i
































































































































90 january 2020 whichcar.com.au/motor

BLAC R













OPS Y ON ORD C S


















BY U L O


THE STEALTHY EXTERIOR HIDES A THUMPING 285kW

TURBO STRAIGHT-SIX, BUT HAS ALL-WHEEL DRIVE

NEUTRALISED THE APPEAL OF BMW’S BABY M3?














































d motorofficial f motor_ mag 91

UR DRIFTBOX TIMING equipment is broken. Or at
least I think it must be. If it’s right, this BMW M340i
xDrive has just ripped down the quarter mile and
obliterated its claimed 0-100km/h acceleration time.
Four. Point. One? That’s three-tenths quicker than
what BMW says it will do. That’s even quicker than a
current BMW M3.
And it’s not even an M car. Well, not a real one
anyway. It’s the latest job from BMW’s M Performance
armthataimstoinjectsomehot-blooded engineering
from the M division into regular cars. This gives
us a stepping stone between each range on price
and performance. And we’re discovering that you’re
getting a lot of the latter.
So we line up again on Heathcote Raceway’s drag
strip to try and repeat the magic. I run my left finger
up the drive-mode pad, pressing Sport along the way
to turning DSC off. I yank the fancy crystal gear lever
sideways to engage its Sport shift program and pin
the brake pedal hard.
Revs build and hold between 2500 and 3000rpm.
I clear the brake and the M340i bursts forward like
a cornered cheetah that’s spotted its escape. The first
couple of upshifts come and go before that number appears
again. Four point one. I keep my eyes locked on the horizon. The
quarter-mile time repeats the previous run. It has clocked 12.3sec
at 183.1km/h.
When we last tested a BMW 340i it accelerated to 100km/h from M340i BURSTS
rest in 5.51sec and crossed the quarter mile in 13.57sec. That’s over
a second slower than the xDrive on both counts. And that was after FORWARD LIKE
a morning spent trying to extract its best times.
So, what’s changed? A whole generation for a start. The 3 Series A CORNERED
recently started its seventh innings and looks all the better for it. CHEETAH THAT’S
It’s bigger in every way and wears its broader dimensions well. The
tracks have been pumped out at both ends and the wheelbase is SPOTTED ITS ESCAPE
41mm longer. At its core is a stiffer structure with more aluminium.
And this time it has four-wheel drive, a first for Australia.
This is also the first M Performance 3 Series. BMW’s modular
B58-series engine debuted late last generation, but now has a new
twin-scroll turbo with lighter impellers to quicken response. The
compression ratio has dropped from 11:1 to 10.2:1, presumably
to welcome more boost. Its fuel system can now also pressurise
contents to 350 bar, a density equal to water on the ocean floor.
Power consequently jumps from 240kW to 285kW. That’s
V8-rivalling stonk. And you know the engineers put in some late
nights to perfect the engine tune because it spreads this power
peak over the same 5500-6500rpm as before. It’s only the torque
band that slightly shrinks, with its 500Nm arriving at 1850rpm
instead of 1380rpm and lasting until 5000rpm.
BMW also put its eight-speed transmission on the operating
table, redesigning its hydraulics while compressing the ratio
spread. And it’s the combination of shorter gears, four-wheel drive
grip and the stronger mid-range, where there’s seemingly no break
in jet-like thrust, that give the M340i serious acceleration.
It punches just as hard on a roll as it does off the line too. The
80-120km/h time reveals you’d blow past a dawdling Camry on
L-plates in 2.55sec. The thing is, though, it doesn’t feel that much
faster than the old 340i while moving. Just a whole lot more
efficient. For one thing, the noise isn’t anything special except for a
muted blurt filling the cabin. And you no longer paw at the wheel
to stay straight, since it grips like a Russian gymnast.








92 january 2020 whichcar.com.au/motor

➜

MAIN
Trapezoidal exhaust tips
are variant-specific, as
is a bumper that shuns
chrome reflectors

BOTTOM ROW
Select options
including metal pedals
and premium audio
form the bulk of
changes in the interior



















































d motorofficial f motor_ mag 93

The Strip

BMW M340i xDrive
0-10km/h 0.25
0-20km/h 0.60
0-30km/h 0.91
0-40km/h 1.25
0-50km/h 1.60
0-60km/h 1.98
0-70km/h 2.40
0-80km/h 2.89
0-90km/h 3.46
0-100km/h 4.07
0-110km/h 4.75
0-120km/h 5.45
0-130km/h 6.25
0-140km/h 7.20
0-150km/h 8.19
0-160km/h 9.27
0-170km/h 10.44
0-180km/h 11.82
0-400m 12.26sec @ 183.12
100-0km/h 35.1m



Heathcote, 24˚C, dry.
No rollout applied.
Driver: Louis Cordony
Official timing partner
www.vboxaustralia.com.au
















94 january 2020 whichcar.com.au/motor

➜
BOTTOM LEFT OPPOSITE LEFT RIGHT
Active blinds in the kidney M Sport seats are Ride quality suffers
grille open and close to comfortable enough, with new 3 Series
aid cooling or warming even if they lack M suspension but
the water radiator strong side support handling benefits



YOU’RE NO LONGER PAWING

AT THE WHEEL TO STAY

STRAIGHT, SINCE IT GRIPS


LIKE A RUSSIAN GYMNAST









The lack of extra urge you’d expect from a 35kW/50Nm hike The new 330i M Sport we sampled earlier last year was an
might have something to do with a serious blow-out on the scales. excellent handler. It steered with precision, felt agile and relished
BMW prescribed the new 3 Series an aluminium-heavy spec, but throttle steer. And if you peeled back its sheetmetal it would be
new front driveshafts, transfer case and differential are just the easy to see why. BMW stiffened the 3 Series chassis by almost
beginning of a 130kg weight increase over the old car. For instance, half, concentrating on mounting points while also redesigning the
the new electronically controlled locking differential is bolted to steering system and debuting fancy new passive dampers.
the end of the main propeller shaft. But the M340i misses out on two of those things. Firstly, the
And there’s still all the stuff the M340i needs just to manage the 3 Series’ new dual-pinion steering rack doesn’t fit in around the six-
energy unlocked by these new go-fast bits. An optional M Technic cylinder engine, so the M340i instead carries over the previous F30
package on our car adds two extra drivetrain radiators. It also gen’s horrible belt-driven system, equalling a doughy steering feel
replaces the standard 348mm front brake discs with new 372mm while refusing to reveal much about road surface.
items. Solid four-piston calipers now do the gnawing, since the Secondly, Australian M340i models score as standard adaptive
car’s now fast enough to vaporise inferior sliding units. dampers that lower the ride height 10mm and now offer two
These parts all add weight, so the M340i xDrive’s power-to-weight modes instead of three. However, BMW’s suspension engineers
ratio grows by only 10kW, from 155kW to 165kW per tonne. But prefer the regular M Sport ‘lift related’ dampers, saying they
those improved acceleration times show it’s less about how much increase stiffness without sacrificing high-speed body control. We
you weigh and more about how you use it. agree. The adaptive dampers as fitted to Australian models fail to
That philosophy continues right down to the contact patches, convincingly control the M340i’s new front-end mass. That is more
where Michelin Pilot Sport 4 S tyres feature on 19-inch wheels. due to its extra flab rather than the fault of the adaptive system but,
Those tyres are put to good use too. In an emergency stop the either way, the front-end defaults to understeer. Comfort and Sport
M340i hauls down from 100km/h in 35.22 metres. Sure, that’s only damping modes simply offer a choice of how early you’ll find it.
average among the metal we regularly flog here, but it’s about five Luckily the drivetrain is not just designed for fearsome
metres better than the old non-M 340i. And it’s rolling on the same acceleration. The all-wheel drive system is based around an
staggered tyre widths. electronically controlled multi-plate centre differential that, when
So the new M340i xDrive goes, and it stops all right too. All that’s open, lets torque flow through to the rear wheels unhindered.
left to find out is whether it can handle. Phrases like ‘rigid bearings Like a Nissan R35 GT-R, it’s rear-biased and sends torque forwards
and stabilisers’ in the press release promise that much. It also when it detects slip. This means the rear locking diff calls the shots
bodes well that it shares its suspension and chassis with the heavily on the throttle, so the car feels inherently rear-driven if you drive
revised 3 Series. slow-in, fast-out. Sometimes it will charge out of tight corners with









d motorofficial f motor_ mag 95

fierce traction, other times it’ll give you a good dab of opposite system’s guts on a wall hoping its secrets would leap out at them.
lock. As you charge through winding roads, confidence growing, Because there’s a hooligan hidden in the M340i xDrive that’s
oversteer becomes a useful way to rotate the car mid-corner. incredibly rewarding to find.
And yet the M340i xDrive never threatens to buck you off its On first meeting, we like what BMW’s M Performance division
saddle. The rear Michelins relinquish their hold progressively. has done with the 3 Series. At $99,900 before on roads and options,
The rear suspension is communicative. And since the differentials the M340i xDrive is priced line ball with its all-wheel drive rivals
work in harmony, the car will shuffle torque forward to turn like Audi’s S4 and Mercedes-AMG’s C43. Yet it will bury them on
knuckle-whitening tank-slappers into fun dabs of oversteer. It’s the drag strip, and behaves more rear-driven on the limit while
so confidence-inspiring that switching off DSC feels as normal as being very forgiving. In short, there’s a lot to like. It’s a solid luxury
switching off the air-conditioning. performance car.
Any other driving approach only reinforces the drivetrain’s But in trying to beat these rivals at their own game, BMW
brilliance. Try to get the M340i xDrive on its toes with the brakes missed the chance to highlight its own strengths. Opting for a rear-
and it will push early, washing off mid-corner speed and refusing drive M340i in Australia would have equalled a purer-handling,
to rotate. Wider front tyres and a softer compound would help, arguably more entertaining and even cheaper car. Even with that
along with a finer brake feel. But the root of its problems go much dud steering rack.
deeper than that. We’re not fantasising either. America scores a rear-drive M340i
It’s obvious the carried-over steering rack from the F30 partners while the rest of the world gets all-wheel drive. Why? We’re not
terribly with the all-wheel drive set-up’s heavier front-end. Then, sure. But while you’ll still be your local tyre shop’s favourite
short of installing a four-cylinder engine, it’s as if BMW knew it customer in an xDrive-equipped M car, BMW’s choice to build
would not achieve the 330i’s sweet handling balance or steering one without it perhaps reveals that we’re not all ready to abandon
here. Instead, we’re imagining it bought a third-gen Ford Focus rear-drive yet. Even if this xDrive weapon is quick enough to fool
RS and tore it down back in the lab, then hung the all-wheel drive us into thinking our timing equipment is broken.


THERE’S A HOOLIGAN HIDDEN IN THE M340i xDRIVE

THAT’S INCREDIBLY REWARDING TO FIND






The Specs



BMW M340i xDRIVE
BODY 4 door, 5 seat sedan
DRIVE all wheel
ENGINE 2998cc inline 6, DOHC, 24v, turbocharger
BORE X STROKE 82.0 x 94.6mm
COMPRESSION 10.2:1
POWER 285kW @ 6500rpm
TORQUE 500Nm @ 1850 5000rpm
POWER/WEIGHT 165kW/tonne
TRANSMISSION 8 speed automatic
WEIGHT 1670kg
SUSPENSION struts, adaptive dampers, coil springs (f);
multi link, adaptive dampers, coil springs (r)
L/W/H 4713/1827/1440mm
WHEELBASE 2851mm
TRACKS 1583/1567mm (f/r)
STEERING electrically assisted rack and pinion
BRAKES 372mm ventilated discs, 4 piston calipers (f); ➜
345mm ventilated discs, single piston calipers (r)
WHEELS 19.0 x 8.0 inch (f); 19.0 x 8.5 inch (r)
TYRES 225/40 R19 93Y XL (f); 255/35 R19 XL (r); ABOVE
Michelin Pilot Sport 4 S
PRICE $100,200 (as tested) Aluminium six can’t
PROS Silken turbo punch; genius drivetrain; looks stop the weight
CONS Dull and heavy front-end; no rear-drive for Oz balance from tipping
STAR RATING 11113 to 52.5/47.5 with AWD

It’s a match!


















































































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M FEATURE. McLAREN F1, P1, SENNA DRIVEN































































































































98 january 2020 whichcar.com.au/motor

HOLY TRINITY













THE McLAREN F1 LAID DOWN THE DNA THAT RUNS

THROUGH THE EQUALLY MIGHTY P1 AND SENNA.

WELCOME TO THE ULTIMATE MAC ATTACK






BY AN D R E W F R AN K E L + PI C S L U C L A C E Y














d motorofficial f motor_ mag 99

100 january 2020 whichcar.com.au/motor