MOTOR MONTHLYIssue 15 ● July 2010iSelect’s

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Audi gets serious with its hottest supercar everHeil and Pace

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MOTOR MONTHLYIssue 15 ● July 2010iSelect’s

EditorialGoAuto NewsroomPO Box 18Sandringham VIC 3191(03) 9598 6477 newsroom@mellor.net

EditorDavid Hassalldhassall@mellor.net

ProductionLuc Britten

Sub-editorRon Hammerton

ContributorsMarton PettendyByron MathioudakisTerry MartinJames StanfordPhilip Lord

Advertising enquiriesSally Mellor(03) 9598 6477 0425 700 904sally@mellor.net

Tailored SwiftSuzuki gives its popular small car

a third-generation nip and tuck

Lord of the RingsAudi takes on Ferrari and Lambo

with potent R8 flagship

Positive LatitudeNew Korean-built sedan could solve Renault’s large car blues

Beached CossieCosworth builds a mega Impreza,

but it’s not for Australia

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Audi takes on Ferrari and Lambo with potent R8 flagship

\\ Audi R8 GT

Lord of the Rings

By MARTON PETTENDY

AUDI has lifted the lid on a leaner, meaner 412kW version of its lauded R8 super-coupe, which will compete

directly with stripped-out performance cars from sister companies Lamborghini and Porsche.

Just 333 examples of the new R8 GT will be produced from early next year, with Audi Australia confirming “a small number” will be allocated locally, for delivery sometime in 2011.

The more focused R8 comes in response to customer demand for an even wilder Audi

supercar to rival hardcore super-coupes like Porsche’s 911 GT3 and Lamborghini’s Gallardo Superleggera.

However, expect the GT to carry a hefty price premium over the FSI quattro coupe on which it is based, which sells for $341,900.

Based on the V10 version of the R8, which joined the entry-level $268,500 V8 coupe here in August 2009, the GT bristles with a more powerful engine, a sharper mid-engined chassis, improved aerodynamics and a weight reduction program.

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The R8 GT employs lessons learned from the Audi’s GT racing program and will therefore also be suitable for track days, with optional extras including a bolt-in rollcage, four-point racing harness, fire extinguisher and battery kill switch.

All 333 R8 GTs will carry a gearshift badge bearing the individual production number of the car.

The naturally aspirated direct-injection 5.2-litre V10 petrol engine produces 412kW of power – up 26kW on the standard R8 – and 540Nm of torque at 6500rpm. It revs even harder than the V10 fitted to BMW’s outgoing M5, with a redline of 8700rpm.

Combined with a weight saving of 100kg, the R8 GT has an even better power to weight ratio than the Porsche 911 GT3 while returning average combined fuel consumption of 13.7L/100km.

Audi says the R8 GT jets to 100km/h in 3.6 seconds (0.3s quicker than the standard R8 V10), 200km/h in 10.8 seconds and onto a top speed of 320km/h, making it a match for the Gallardo.

A modified version of Audi’s six-speed R-tronic automated manual is the only transmission offered, with an electro-hydraulic clutch that offers Sport and Normal auto modes, two manual-shift modes, launch control and, of course, steering wheel paddle shifters.

The quattro permanent all-wheel drive system is also revised, with a viscous centre coupling that now sends 85 per cent of torque to the rear wheels as standard. Up to 30 per cent of torque can be directed to the front wheels when required, while a limited-slip rear differential delivers up

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> FULL STORY

Chinese close quality gap

> FULL STORY

Five years on from the launch of the current seventh-generation series, how does the Toyota one-tonne stalwart stack-up against a host of newer rivals? We assess the SR5 Xtra Cab 3.0 TD to find out.

Quick test: Toyota HiLux SR5 Diesel

> FULL STORY

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NISSAN Australia has formally announced the local arrival of its 2010 model year GT-R, but its subtle engine, chassis and equipment refinements will be eclipsed by a more thoroughly upgraded version to come next year.

CHINESE car quality has improved dramatically in the past 10 years, according to data released to GoAuto by the world’s leading vehicle quality authority, J.D. Power and Associates.

Nissan GT-R

MOTOR

to 25 per cent locking action under power and up to 40 per cent on the overrun.

Specific weight-saving measures include a new carbonfibre-reinforced plastic engine bay lid and fixed rear wing, carbon-ceramic brake discs with unique red anodised six-piston calipers, reduced engine bay sound deadening, a lighter air intake system, a lighter battery, thinner windscreen glass and polycarbonate to replace the rear window and liftback hatch.

Nevertheless, at 1525kg, the R8 GT remains 135kg heavier than the 911 GT3 and 185kg more than the Gallardo Superleggera.

In terms of its sharper chassis tuning, Audi’s GT comes with a 10mm lower ride height, firmer springs and dampers, 19-inch titanium-look alloy wheels (8.5 inches wide up front and 11.0 inches wide at the rear) with 235/35 front and 295/30 rear tyres, and recalibrated electronic stability control.

Apart from the fixed matt-carbon rear wing, the GT differs from the R8 V10 by featuring

a front splitter and carbon-fibre ‘winglets’ on the corners of the front bumper, which also bears ‘GT’ badges, plus redesigned side hatch louvers, a CFRP rear bumper with carbon-fibre diffuser and a matt titanium grey rear number plate bezel and slats.

Inside, the R8 GT is distinguished by matt grey (instead of chromed) highlights, a new shifter, specific matt-aluminium GT door sills, unique instruments, and Alcantara trim for the headlining, steering wheel, seats, knee pads and parking brake, while additional standard equipment includes LED headlights and revised LED tail-lights.

Features like power windows, automatic climate-control and Audi’s MMI driver-vehicle interface with satellite-navigation remain standard, while a 465-Watt, 10-channel Bang & Olufsen sound system, a CD changer, the Audi Music Interface system and an array of carbon-fibre interior finishes will be available as options.

Interest R8 rises: Audi’s hottest super-coupe is powered by a stonking 412kW V10 engine.

By MARTON PETTENDY

SUZUKI Europe has revealed images of its third-generation Swift, which is said to be larger, stiffer, safer and

more spacious than before – yet lighter, more efficient and better performing.

The replacement for Suzuki’s volume-seller,

which is Australia’s fifth best selling light-car, will go on sale here in the first quarter of 2011.

The all-new five-door appears to be a subtle evolution of the distinctive Swift design, more rounded in all directions, with more elongated versions of the current Swift’s wrap-around lights featuring at all four corners.

It retains its handsome overall profile and trademark styling cues, including blacked-out A-pillars and oversized front and rear lights, which are now less angular and separated by two prominent full-length shoulder lines that merge into one at the rear.

While the jury remains out on how modern

the latest Swift will look by the end of its model cycle, British testers have welcomed the extra 10mm of headroom and the 90mm increase in overall length, which liberates a further 50mm between the axles and therefore the front and rear seats.

The images also show a classy new interior

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Suzuki gives its popular small car a third-generation nip and tuck

Tailored Swift

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Suzuki Swift //

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with a contemporary new dashboard that borrows design cues from the mid-size Kizashi sedan and – at least for the model pictured – incorporates a start/stop button, a large central display for the Bluetooth and USB-compatible audio system, an LCD screen in the centre of the instrument panel to display trip computer functions, and cruise and audio steering wheel controls.

A more upmarket cabin features higher quality switchgear, plastics and metallic highlights, while a full suite of safety features including seven airbags and electronic stability control will be fitted, so expect prices to increase accordingly.

The rejuvenated Japanese small car maker claims extensive use of higher strength steel makes the more refined bodyshell both lighter and stiffer, offering lower fuel consumption and emissions, plus better impact safety for occupants and pedestrians.

Combined with now-standard 16-inch

wheels and a wider track, Suzuki says its newest model delivers “even better handling than the already highly acclaimed outgoing Swift that first went on sale in 2005”.

In Europe, the 2011 Swift range will open with a 1.2-litre model, powered by a new petrol engine that could come from VW as part of a technology sharing deal with Suzuki, mated to both manual and automatic transmissions. From early 2011, however, the new Swift’s economy leader in Europe will be a revised Euro 5 emissions-compliant 1.3-litre diesel said to consume just 3.5L/100km.

Australia’s next-generation Swift is likely to be released exclusively as a five-door hatch again, powered by a 1.4 or 1.5-litre petrol engine (both more powerful and efficient than the current 1.5) and a revised 1.3-litre turbo-diesel that returns 4.2L/100km consumption (down from 4.5L/100km) and CO2 emissions of 109g/km (down from 120g/km). MOTOR

Swift and sure: Classy new interior design borrows design cues from the new Kizashi.

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Renault Latitude //

New Korean-built sedan could solve Renault’s large car blues

By RON HAMMERTON

RENAULT has unveiled its new luxury flagship, called the Latitude, which has been earmarked for sale in

Australia as a replacement for the slow-selling Laguna from next year.

The likely source of the Australian model is Renault Samsung Motors in South Korea, where the BMW 5 Series-sized sedan has already gone into production as the third-generation Samsung SM5.

In Australia, the cost-effective Korean

Renault would not only compete with entries from European marques, such as the Skoda Superb and Volvo S60, but also Japanese prestige cars, including Renault stablemate Nissan’s Maxima.

The Latitude – which looks almost identical

to the new SM5 except for a different grille and other superficial touches – will be publicly unveiled at the Moscow motor show in August before going on display at the Paris motor show in October ahead of its European showroom launch late in the year.

Positive Latitude

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Although Renault’s press release from its French headquarters names Australia as a starter for Latitude “this autumn” (our spring), Renault Australia managing director Rudi Koenig told us the Latitude was still being considered, and the earliest it could arrive would be next year.

He confirmed that Renault’s Asian manufacturing base in South Korea was the likely source for Latitude should it get the green light.

Renault Australia already imports its best seller, the Koleos SUV, from Renault Samsung Motors and is set to add another Korean model later this year with the arrival of the Megane-based

Fluence small sedan.

Mr Koenig said Renault Australia had too much on its new-model plate to launch Latitude in 2010.

“We have a lot of product action happening this year with our new Megane hatch, our new Fluence small sedan, our Megane coupe-cabriolet and our Megane Renaultsport 250 all happening around the Sydney motor show time,” he said.

“So the Latitude is certainly an option for us into next year, rather than this year. It is not locked away yet, but it is an area of the market that, to be fair, we have struggled in with Laguna. We are looking at what the options are for that segment of the market.”

Mr Koenig said a decision on Latitude would be influenced by market conditions next year and the vehicle’s potential in the premium segment.

The 4890mm-long Latitude

French Seoul: The Latitude is built by Renault’s Asian manufacturing base in South Korea.

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– built on the same Renault-developed platform as the Espace people-mover – is one notch bigger than the 4801mm-long Laguna.

The new Latitude dispenses with Renault’s controversial bulbous rear end, displaying conventional, even conservative styling that is clearly aimed at an international audience for whom the marque’s quirky design frequently has been a liability.

Although no engines have been announced for the Latitude, the Samsung version has been launched with a Nissan-made 2.0-litre four-cylinder petrol engine mated to a six-speed automatic transmission. The previous SM5, which was based on the Nissan Maxima and continues on sale in South Korea alongside its newer stablemate, is powered by Nissan’s 3.5-litre V6.

Neither Samsung model features a diesel engine for the Korean market, but Latitude will certainly get that alternative for Europe and, potentially, for Australia.

Announcing the new Latitude in France, Renault said the “status-enhancing family

saloon” would be tailored for different international markets, delivering “a truly high-end package that will position it as the spearhead of international Renault’s saloon car range”.

It said Latitude would claim one of the biggest boots in its class, along with a “silent ride” and “a choice of powerplants that are sure to give it a decisive edge over its rivals”.

Among the comfort features listed by Renault are dual-mode air ioniser with double fragrance diffuser, triple-zone climate-control, a massaging driver’s seat, Bose premium audio and hands-free phone connectivity.

The Renault Laguna, which is offered with a choice of 2.0-litre petrol and diesel engines in Australia, has struggled here since its mid-2008 launch. Renault hoped to sell 500 Lagunas a year, but sales slumped in 2009 to just 95 for the 12 months to December 31.

This year, sales have improved 200 per cent on last year’s lowly figures, but still only account for 10 per cent of Renault’s 756 sales year to date.

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Cosworth builds a mega Impreza, but it’s not for Australia

\\ Subaru Cosworth Impreza STI CS400

Beached Cossie

By MARTON PETTENDY

SUBARU and F1 engine builders Cosworth have joined forces to produce the wildest production Impreza STI

ever seen, powered by a 295kW turbocharged boxer engine that propels the exclusive new WRX to 100km/h in a claimed 3.7 seconds.

That makes the new Cosworth model a full second and a half quicker than the standard Impreza WRX STI hatch, as well as a match for some of the world’s finest supercars.

The bad news is production of the Cosworth Impreza STI CS400 will be limited to just 75 vehicles, and all for the UK market, where it

will be priced at £49,995 ($A87,130) – well up on the standard STI at £27,245.

For the money, the first genuine Cosworth-developed road car since 1996 comes with an array of engine and chassis upgrades that combine to deliver claimed quarter-mile (400m) acceleration in 12.75 seconds and a

top speed of 250km/h.Claimed to be “one of the world’s most

accelerative hatchbacks”, the Cosworth Impreza employs a 33 per cent more powerful version of the STI’s 2.5-litre turbocharged four-cylinder ‘boxer’ engine to drive all four wheels via a six-speed manual transmission.

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Cosworth removes the horizontally opposed all-alloy turbo twin-cam, which retains Subaru’s Active Valve Control System (AVCS), and replaces a range of internal and ancillary components with Cosworth-specified parts.

These include high-performance pistons, manufactured using the same methods Cosworth uses to produce its F1 pistons, reducing weight, friction and carbon build-up, forged connecting rods made from high-strength steel, special Cosworth engine bearings, heavy-duty cylinder-head studs, high-performance multi-layer head gaskets and a higher-pressure oil pump.

Cosworth also fitted an all-new forced induction system comprising a new compressor and wastegate actuator to increase boost pressure, complemented by a unique exhaust system with larger capacity tubular manifolds and larger-diameter downpipes.

Combined with a remapped ECU, the changes are claimed to liberate no less than 295kW of power at 5750rpm (versus 221kW at 6000rpm for the standard

model), along with a cracking 542Nm of torque at 3950rpm – up from 407Nm.

Cosworth said the substantial increase in torque at high revs and significantly improved in-gear acceleration makes

the CS400 more driveable on the road and quicker on

the racetrack.

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Although Subaru said the extra output remains “within the torque capacity design limits of the original Impreza drivetrain”, Cosworth has also applied carbon synchromesh to the top three ratios in the six-speed manual gearbox and an upgraded single-plate clutch with revised pressure plate bearing and disc, plus a short-throw gearshift linkage for quicker shifting.

Otherwise, the gearbox, final drive ratios and full-time all-wheel-drive transmission with front and rear limited-slip differentials, viscous centre coupling and default 50/50 front/rear torque split is unchanged.

Chassis changes are aimed at improving handling, steering feel and driver feedback, via the fitment of special Eibach coil springs and new Bilstein dampers built to Cosworth specifications, including a 10mm lower front ride height.

Cosworth says the result is improved ride quality and more focussed and

composed on-the-limit handling, along

with less pitch and bodyroll.Also fitted are larger 355mm ventilated

front brake discs gripped by motorsport-style six-piston calipers with bespoke pistons and larger brake pads, all supplied by AP Racing. The standard STI’s rear brakes and ABS set-up remain unchanged.

Completing the upgraded mechanical package are stronger, lighter 18 x 8.5-inch ‘Pro Race’ alloy wheels shod with high-performance directional Michelin Pilot Sport 3 tyres (245/40 R18).

External cosmetic extras for the CS400 include standard Xenon headlights, a new front bumper with revised foglights and upper and lower mesh grilles, a new rear spoiler, discreet Cosworth badging on the lower grille, front seats, brake calipers and floor mats, and individually numbered plaques on the engine and door sills.

Inside are new Recaro front seats, a piano black centre stack, privacy glass and Cosworth-branded black leather for the rear seats and steering wheel. MOTOR

Screaming hatch: Wild new Impreza lives up to its Stealth Bomber looks with 0-100km/h time of just 3.7 seconds.