McLaren GT: A Legend Reinvigorated.

McLaren is a name synonymous with high speed, both on a race track and for performance luxury cars. Early 2020 and the legendary brand releases a new GT, a complete reimagining and new addition to their high performance stable.

Here’s what has been made available for the 2020 McLaren GT.

The Engine.
It’s a 4.0L twin turbo V8 with 32 valves and Variable Valve Timing. It will whistle the GT to 100kph in a blink lasting just 3.2 seconds. The 200kph mark is astonishing at 9.0 seconds, on the way to a top speed of 326kph. Peak power is 456kW. Torque is 630Nm with 95% of that available at 3,500rpm. Those velocities are thanks to a dry weight of 1,466kg. Transmission is a seven speed dual-clutch auto. Claimed consumption of fuel is a UK figure of 11.9L/100km for a combined cycle. Maximum revolutions per minute are 8,500.

The Body.
It’s an evolution of the design ethos that underpins McLaren’s road cars. The body has a base construction of a bespoke MonoCell II-T carbon fibre chassis for maximum strength but minimum weight. It’s perhaps not as wild looking as some of the range but it’s purposeful, fast whilst standing still, and belies it’s 4,683mm overall length. It looks…tidier…with a sculpted front and rear, with an integrated lip spoiler. There are large rear quarter air intakes and a pair of smaller vents on the flanks and directly above the rear wheels. A subtle crease line grows from the bottom of the front air-dam to the rear of the headlight cluster, and in profile brings to mind the McLaren boomerang motif.

2020 McLaren GT upper view

Inside the 225/35/20 (front) and 295/30/21 (rear) wheels are brakes that will haul down the McLaren GT to zero from 124mph in 417 feet, or from 62mph in 105 feet. The suspension is a bespoke double wishbone layout, with adaptive settings that also allow for ride height changes, especially when parking, from 1,213mm to 1,234mm.

It’s broad, at 2,095mm and when the forward hinged, upward lifting, doors reach their highest point, it’s 1,977mm above the tarmac. The tray is completely flat and makes for exceptional high speed stability.

There is an outstanding range of colours to choose from. The default colour is the famous McLaren Silver, however a buyer can specify from the Special range colours such as Onyx Black or Storm Grey, Amaranth Red or Namaka Blue from the Elite, then go more distinctive with Helios orange or Papaya Spark, just two from the MSO Defined range.

McLaren GT front profile

The Inside.
Rather than stamp the GT with the expected wood and leather designs to say it’s a luxury sports car, McLaren embody the functional feature ideal. With optional interior trims available, McLaren have fitted brand new seats, designed and engineered for the GT. Immaculate surface detail is obvious on the trim, and that translates to the dash and console. It’s clean, uncluttered, minimalistic, yet everything is within a fingertip’s reach, including the vertically oriented touchscreen, and knurled solid aluminum switchgear as part of option packs. Black leather and aluminum trim combine for a comfortable and eye-catching steering wheel and console look.

McLaren GT interior

There are also McLaren’s own luggage components that can be purchased which will fit the cargo compartments and complement the looks. Above the passengers is an electrochromatic glass roof that has five preset shading levels and in a roof view, runs into the glazed engine cover. This also provides the lid for a 420L luggage compartment along with 150L for the “frunk” or front trunk. Cooling for the rear compartment comes from the same air intakes that push air into the engine’s radiators.

Pricing starts from US$213,200.

McLaren GT

‘Automotive Mana’ and 2020 Dual-Cab Utes

The rise of the SUV is a noted phenomenon, but an equal marvel is the greater numbers of large dual-cab utes on our roads.  The popularity of the dual-cab ute in Australia shows a trend that ain’t about to end just yet.  On any given day if you take a drive down a popular road in Australia you’re sure to come across some pretty awesome super-size pick-ups.  So what makes these vehicles so attractive? And what are the better dual-cab utes one can buy?  Let’s have a look.

Let’s ‘cut to the chase’ and quickly realise that a large number of the dual-cab utes we see are driven by people with bigger egos.  To use the Maori definition ‘Mana’ offers a politer label to go with the big ute ego.  ‘Mana” means to have great authority, presence or prestige, and so if you are seen driving these massive utes, you’re likely to satisfy your larger ego with some real ‘Automotive Mana’ and add mud plugging tyres, a raised suspension, tinted windows, a snorkel and spot lights, too.  Any big ute name like Toyota Hilux, Mazda BT-50, Nissan Navara, Ford Ranger or Mitsubishi Triton can have their utes equipped with these big ticket items.

Of course, if your work requires your need to own a big, beefy dual cab ute, then all the showy looks can be forgiven. Builders, landscapers, boat builders, contractors, farmers, engineers, they all need one!  But hey, we’d all love one!

This leads me on to what makes these road behemoths so nice to own and drive.  Here’s a short list of their great traits:

• Load carrying ability
• Towing ability
• Space
• Comfort
• Off-roading ability
• They’re built tough
• They’re safe
• Automotive Mana

Here are the best new Dual-Cab utes you can buy in 2020 that offer all the bells and whistles (Note there are other models in their line-up, but these would generally be more Spartan).  All of the following models come with premium safety, 4WD capability, big towing prowess and premium luxury:

Ford Ranger: XLT, Wildtrak, Raptor, ($57–$77k)

• 3.2 litre TurboDiesel with 147 kW and 470 Nm, 6-speed manual and 6-speed auto, 0-100 km/h approx. 10 seconds, fuel consumption approx. 9 litres/100 km
• 2.0 litre TurboDiesel with 157 kW and 500 Nm, 10-speed automatic, 0-100 km/h approx. 10 seconds, fuel consumption approx. 8 litres/100 km

SsangYong Musso: Ultimate XLV, Ultimate Plus XLV, ($40-$44k)

• 2.0 litre TurboDiesel with 133 kW and 420 Nm, 6-speed manual and 6-speed auto, 0-100 km/h approx. 10 seconds, fuel consumption approx. 9 litres/100 km

Toyota Hilux: SR5, Rugged, Rugged X, Rogue, ($56–$63k)

• 2.8 litre TurboDiesel with 130 kW and 420 Nm with the 6-speed manual and 450 Nm with the 6-speed auto, 0-100 km/h approx. 11 seconds, fuel consumption approx. 8 litres/100 km

Nissan Navara: ST-X, N-Trek, N-Trek Warrior, ($54–$66k)

• 2.3 litre TurboDiesel with 140 kW and 450 Nm, 6-speed manual and 7-speed auto, 0-100 km/h approx. 10 seconds, fuel consumption approx. 6.5–7.0 litres/100 km

Ram 1500: Express, Laramie, ($90–$100k)

• 5.7 litre Petrol V8 with 291 kW and 556 Nm, 8-speed auto, 0-100 km/h approx. 7 seconds, fuel consumption approx. 10–13 litres/100 km

Ram 2500: ($140k)

• 6.7 litre TurboDiesel with 276 kW and 1084 Nm, 6-speed auto, 0-100 km/h approx. 8 seconds, fuel consumption approx. 15 litres/100 km

VW Amarok: TDI420 Core Plus, Highline 550, Ultimate 580, ($52–$73k)

• 2.0 litre TurboDiesel with 132 kW and 400 Nm with the 6-speed manual and 420 Nm with the 8-speed auto, 0-100 km/h approx. 10.5 seconds, fuel consumption approx. 7.5 litres/100 km
• 3.0 litre TurboDiesel with 165 kW and 500 Nm, 8-speed auto, 0-100 km/h approx. 8 seconds, fuel consumption approx. 9 litres/100 km
• 3.0 litre TurboDiesel with 190 kW and 580 Nm, 8-speed auto, 0-100 km/h approx. 8 seconds, fuel consumption approx. 9 litres/100 km

Mitsubishi Triton: GLX+, GLS, GLS Premium, GSR, ($41–$52k)

• 2.4 litre TurboDiesel with 133 kW and 430 Nm, 6-speed manual and 6-speed auto, 0-100 km/h approx. 10 seconds, fuel consumption approx. 8 litres/100 km

Mazda BT-50: XTR, GT, Boss, ($53–$64k)

• 3.2 litre TurboDiesel with 147 kW and 470 Nm, 6-speed manual and 6-speed auto, 0-100 km/h approx. 10 seconds, fuel consumption approx. 10 litres/100 km

Holden Colorado: LSX, LTZ, LTZ+, Z71, ($50–$58k)

• 2.8-litre TurboDiesel with 147 kW and 440 Nm with the 5-speed manual, with 147 kW and 500 Nm with the 6-speed auto, 0-100 km/h approx. 9.5 seconds, fuel consumption approx. 9 litres/100 km

HSV Silverado: 1500 LTZ Premium Ed. ($114k)

• 6.2 litre Petrol V8 with 313 kW and 624 Nm, 10-speed auto, 0-100 km/h approx. 5.6 seconds, fuel consumption approx. 12.5 litres/100 km

Isuzu D-Max: LSU, LST, ($49–$55k)

• 3.0 litre TurboDiesel with 130 kW and 430 Nm, 6-speed manual and 6-speed auto, 0-100 km/h approx. 8 seconds, fuel consumption approx. 8 litres/100 km

Jeep Gladiator: Overland, Rubicon, ($76–$77k)

• 3.6 litre Petrol V6 with 209 kW and 347 Nm, 8-speed auto, 0-100 km/h approx. 9 seconds, fuel consumption approx. 12 litres/100 km

Just for complete ‘Automotive Mana’ status, top honours would have to go to the Ram, HSV or Jeep Gladiator.

2020 Suzuki Ignis GLX: Private Fleet Car Review.

This Car Review Is About: Suzuki’s ultra-cool micro SUV, the Ignis. Reborn in 2016 from the original model of the early noughties, the sub-compact machine with hints of Swift has been given a minor visual tickle for its 2020 iteration. It’s a two trim machine with GL and GLX specifications.

How Much Does It Cost?: In Pure Pearl White, on the manual GL, it’s $18,990. The GL Auto is $19,990 in the same colour, with the GLX an auto only at $20,990. Metallics add $595 to the GL and GLX. Prices are driveaway.

Under The Bonnet Is: Suzuki’s willing 1.2L Dualjet four potter. The 16V donk offers up 66kW at 6,000rpm and torque of120Nm at 4,400rpm. The auto is a CVT with a button activated Sport mode on the selector and a Low range fixed gear that’s ideal for hauling the 865kg (dry) machine up hill and down dale. Well, more up hill than anything. Economy from the teacup sized 32L tank is rated as 4.9L/100km on the combined cycle for the auto. On a very easy highway run, we got a best of 5.5L/100km.

It’s here we need to point out that our review car had just 26 kilometres under the tyres, so no doubt figures would look better as the drivetrain loosens up.On the Outside Is: A choice of the new additions to colour palette, with Ivory, Khaki (as seen on the review vehicle supplied by Suzuki Australia), and Black, alongside the existing Red, Grey, and White. The external amendments see a restyle front and rear bumper, and the blacked out grille has chrome limned inserts for a fresh look. The GLX has driving lights in the lower quarters of the front bar sitting under cheeky looking LED limned headlights. Wheels and tyres are 175/60/16 Bridgestone Ecopia for the GLX, 175/65/15s on the GX. The rear flanks have defining strakes, the wheel arches have a good flare (which makes us wonder if some bigger wheels would look even better) and have polyurethane black linings for contrast.

Length is just 3,700mm, with a boxy 1,660mm x 1,595mm width and height riding on a wheelbase of 2,435mm that enables a turning circle of just 9.4 metres. The SUV-like stance comes from a ride height of 180mm. The petite five door machine has an approach angle of 20 degrees and departure of 38 degrees.On The Inside Is: A basic yet tidy layout and one that admirably suits purpose. Manually operated seats, a single push for down for the driver’s window, plain but not untasteful plastic trim, and Suzuki’s nicely laid out touchscreen greet the passengers. For the driver is a simple but cool looking dual dial display and a monochrome info screen on the right. Access to this is via a tab underneath or a steering wheel button on the tilt only column. This shows consumption, clock, fuel level remaining, and also provides access to some of the basic car settings.

Audio, like the Swift Sport, is AM/FM only, however the GLX has a pair of tweeters over the GL’s rather pauper like door-only drivers.

The main seat padding is a pleasant black and white stitch with a charcoal bolstering. They’re supportive enough and on a round trip of close to 200km didn’t leave the driver feeling physically worn. The colour matches the plastics, with the lower half of the cabin in black with light gunmetal grey door grips. The dash has a bone coloured strip which complements the light grey cloth for the pillars and roof lining. Auxiliary ports sit underneath the touchscreen for 12V and USB. It’s a clean look here and mirrors what the Ignis is all about.Each door has a bottle holder, cup holders are two up front and one in the rear of the centre console, between the front seats. The rear seat folds easily to increase the cargo pocket from 264L to 516L (measured to the window) or a full 1104L if packing to the roof.On The Road It’s: A shining example of expectations being met. The Ignis is not intended to be anything other than a very good city car and it meets that purpose head on. The CVT is, for want of a better few words, not the best in smoothness, with whines, clunks, indecisive movement but it works for the Ignis. It harnesses what torque there is and uses it effectively enough. No, acceleration isn’t rapid, with a 0-100kmh time measured in days but it runs along just fine, at just under 2,000rpm, at the highway limit. There’s the initial grab at a gear, as such, with the accompanying whine and a long sliiiiiiiiiiiiiiiiiiide into the next ratio, such as there is.

There’s a subtle but noticeable clunk as that change happens, and a less prolonged whine this time around. A sensation of a third change and the CVT has done its job. A flattening of the right foot has a hesitation whilst the CVT thinks momentarily, then it’s noticeable change in harmonics, a slight clunk, and the Ignis sees some extra pace. It’s the same with the Sport mode; a gentle press has the S in the digital screen light up, and there’s a noticeable change in the tone of the engine and the transmission. The feeling in the drive is slightly smoother and it’s a semblance of increase in speed in the context of what the Ignis delivers otherwise.

There’s not a lot in the brakes, primarily because the Ignis doesn’t need it thanks to being so light. Vented discs up front are supported by drums with front and rear pads inside. the pedal has decent feel and it takes no time at all for a driver to get the feel of just how much pressure is needed. The steering is the same. It’s not the last word in conversational yet there’s still enough for a driver to get some good feedback from the front driven wheels.Ditto the suspension. It’s compliant enough for most road surfaces but on one particular section of road, noted for testing the absorption rates thanks to a rise in the tarmac that descends into a paved section momentarily, virtually every car will crash to the bumpstops and the Ignis is no orphan here. However it recovers quickly and doesn’t deviate from the straight-ahead, indicating that the suspension is sorted well enough.

Perhaps where a small improvement could be made is to remove the Jatz cracker thick rubber and bolt on some wider treads. There are times that the sidewalls were noticeably flexing and the chassis would squirm in sympathy as a result. It’s not an indication of the car doing anything wrong, simply dealing with physics and a tiny pawprint on the road.

What About Safety?: There are the basics here: six airbags, electronic aids such as ABS, and pretensioning seatbelts. That’s it. No autonomous emergency braking or rear cross traffic alerts etc.

What About Warranty?: Suzuki will warrant the new Ignis for five years and unlimited kilometres. Servicing costs are capped for five years or 100,000km, with year 1 at $239, years 2/3/4 at $329, then back to $239. That’s on a 12 month/15,000km cycle.At The End Of the Drive. It’s hard to quantify one key element of the Ignis GLX. As basic as it is, with a small engine, sappy CVT, and boxy looks, you’d be forgiven for overlooking it. You’d also be overlooking a car with an indefinable yet easily understood factor: it’s a fun car. Once the Ignis is up and humming it’s simple to drive, can be hustled relatively, and it feels more alive in what it’s doing than cars three times the price. One J. Clarkson, known for his opinions on matters machinery, is all for the “alive” factor of what is otherwise electricity, wires, fuel, and metal. For us, the Ignis is that and then some.

There’s no doubt some extra work would give it more life but would it dull the character? Make up your own mind by checking out the funky Ignis here.

Audi RS Adds Spice TO Q3 Range And Hyundai Gets Xtra Active

2020 Audi RS Q3 Sportback

Audi’s performance badge, RS, has been added to the Q3 range, as has the model’s first Sportback. Two of the most powerful Q3 derivatives have arrived in Australia to redefine the premium compact SUV segment: the all-new Audi RS Q3 and first-ever RS Q3 Sportback. Powered by a 294kW five cylinder with turbo, the pair are priced from $89,900 for the RS Q3 and $92,900 for the RS Q3 Sportback. Peak torque is spot on for the compact SUV, with 480Nm on tap and belting RS Q3 to 100kmh in 4.5 seconds. Audi’s fabled quattro AWD underpins both models via a seven speed S-tronic auto.

There will be little to ask for in the RS Q3, as 21 inch wheels, the RS Sport exhaust, a pair of RS bespoke drive modes, and an RS Sport suspension system are standard. Damper control, wheel-selective torque control, and a progressive steering ratio are also standard. Visual spice comes from a rejigged three dimensional looking grille, a bespoke blackout package, metallic paint, and matrix-LED headlights with RS specific surrounds for the indicators.

Passengers will sit in Nappa leather seats with honeycomb stitching, and stay warm or cool via three zone climate control. Cargo space has 40:20:40 split fold flexibility on sliding second row seats. Safety has a 360 degree camera, lane departure, rear cross traffic alert, and adaptive cruise plus AEB. Tech levels come in with an RS menu on a 12.3 inch screen for the virtual cockpit, a B&O 680W sound system pound tunes through 15 speakers, a wireless charge pad and smart app compatibility. 2 USB ports for both front and rear seat passengers allow charging on the go along with Audi connect plus services.

Buyers can select eight exterior colours, a matt aluminuim style package, a RS extended design package, and two service plan packages. There are three years or five years, and priced at $2,320 or $3,420.

“The all-new RS Q3 range is unique in its segment, combining its award-winning engine with exceptional design and incredible performance. The arrival of the first-ever RS Q3 Sportback extends on Audi’s high-performance portfolio range and debuts as the first vehicle to be offered within the compact SUV segment – an entirely new segment of vehicles that we are delighted to offer our customers.” said Paul Sansom, Managing Director at Audi Australia.

Deliveries start from July 24 and orders can be placed online via audi.com.au

2020 Audi RS Q3 Sportback

Hyundai’s popular Santa Fe has been given some extra oomph with the addition of the Active X. Powered by a 3.5L petrol V6 or torquey 2.2L diesel, it finds a home between the entry level Active and mid-spec Elite. Transmission is an eight speed auto driving the front wheels in the petrol, and all corners for the diesel. Pricing starts from $47,020 plus on-roads for the petrol and $50,050 plus on-roads for the diesel. Premium paint is $695, and buyers can specify for the Active X a dark beige interior at $295.
Standard features are extensive: 18 inch alloys underpin the Active X, with extra safety from front parking sensors incorporated into the standard Safety Sense system. Comfort comes from leather appointed seats, dual-zone climate control (with auto de-fog), rain sensing wipers, and cooling inside the glovebox. Puddle lamps and courtesy lights add both safety at night and visual appeal, and handy tech from folding mirrors and Smart Key access.

Exterior colours are seven, with the interior trim having a premium finish dashboard, fabric A-pillar covers and melange knit headlining. Black is also available for the interior as an option. extra value comes from a tyre pressure monitoring system, smart app compatibility, privacy glass for the rear occupants, and Smart Cruise Control with auto stop/start.
“Santa Fe Active X expands our award-winning family vehicle range, offering customers desirable features and technology at a price point that makes it unique in the large SUV market,” said Hyundai Motor Company Australia Chief Operating Officer, John Kett.

Capped price servicing applies to a 12 month or 15K drive cycle, and is $330 for the petrol for years 1,2, and 5, with $390 for years 3 and 4. The diesel is $435 for all years except year 4 at $499. The warranty is five years and unlimited kilometres. Roadside assistance is available for the first 12 months and when servicing with Hyundai, customers will also receive a 10 Year Sat Nav Update Plan, a Roadside Support Plan for up to 10 years and more.

Contact Hyundai Australia for availability and to book a test drive.