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Automotive Lighting
Subaru’s new-gen WRX hero leaps out of the blocks
Boxing day
Automotive Lighting
ISSUE 56 . DECEMBER 2013
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#56DECEMBER
2013
.com.auGoAuto
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8 Banzai!Subaru sticks to the formula but its new WRX makes gains
11 Show ponyA new iteration of a Ford icon surfaces, and this time it’s personal
14 Game changerPorsche launches second crossover SUV in LA
3 Retro StarNissan chases youth appeal with edgy little concept coupe
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EditorialGoAuto NewsroomPO Box 18Sandringham VIC 3191(03) 9598 6477 [email protected]
ProductionLuc Britten
ContributorsMike CostelloBarry ParkByron MathioudakisTerry MartinTim NicholsonDaniel Gardner
Advertising enquiriesSally Mellor(03) 9598 6477 0425 700 [email protected]
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NISSAN iDx NISMO
Retro starNissan chases youth appeal with
edgy little concept coupe
By TERRY MARTIN
NISSAN took the covers from its highly anticipated new compact sportscar concept last month, revealing the
two-door rear-wheel-drive iDx coupe in all its glory at the Tokyo motor show.
While the Japanese auto giant also used its home-market show to reveal a hard-charging Nismo version of its GT-R supercar – with no less than 441kW and 652Nm on tap from its revised 3.8-litre twin-turbo V6 (up from 404kW/628Nm) – the concept previewing a
mainstream, minimalistic sedan-like coupe drew in the crowds with its broad appeal and clear reference to classic cars of yore, such as the Datsun 1600.
Not the 370Z replacement many pundits expected, the iDx is the car Nissan Motor Co’s
executive vice-president Andy Palmer told GoAuto and other Australian media in April would materialise in Tokyo – a sub-Z concept “for what we think sportscars for Gen Xs and Gen Ys would look like”.
It made for a performance-charged display,
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with the convention-challenging BladeGlider roadster EV concept – the previously announced aviation-inspired “exploratory prototype” – also commanding attention on the Nissan stand.
Presented by Nissan CEO Carlos Ghosn in hardcore ‘Nismo’ and more casual ‘Freeflow’
guise, the iDx is pitched at ‘digital natives’ (those born after 1990) and is also certain to appeal to those old enough to remember dearly departed nameplates such as the 1600, Skyline and Laurel from the 1960s and 1970s.
Combining retro cues with a thoroughly modern design, the iDx is built on a flexible
platform that can generate “completely different solutions depending on the theme and participants”, hence the two distinct variants that have the same basic body construction.
The concept is based around a philosophy Nissan describes as “co-creation”, whereby the target audience is actively engaged in the
design and engineering of the vehicle. “We have always valued and respected
customer input and sought to exceed customer expectations,” said Nissan’s global product strategy and planning chief Francois Bancon.
“Now we are taking this into a new dimension by having customers who are passionate about
Freeflow (front) and Nismo iDx
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Nissan participate in the development process with collaborative creation.
“As members of the development team, customers will work together with specialists to co-create a new generation of Nissan vehicles that reflect our customers’ desires, insights and creativity at a more profound level than ever before.”
The Nismo iDx has a 1.6-litre turbo-petrol engine with a CVT transmission with six-speed manual shift mode and “synchronised rev control” – a combination Nissan describes as “an appealing mix of racing heritage with the finest modern know-how” – while the Freeflow is designed to use a milder engine of between 1.2 and 1.5 litres.
The two cars have the same basic dimensions, measuring around 4100mm long, 1700mm wide and 1300mm high,
although the more aggressive Nismo version is slightly wider and lower.
Meanwhile, the Nismo GT-R is part of the 2014 model year upgrade for the company’s flagship sportscar, with the updated series to go on sale in Japan on December 2, followed by sales in overseas markets.
Australian deliveries of the MY14 GT-R are confirmed for March next
year, although the local subsidiary says it has “no confirmed plans for
the Nismo brand or any Nismo models, including GT-R Nismo, for the Australian market”. The best it can do is repeat that Nismo remains under evaluation.
The Nismo GT-R’s uprated performance comes courtesy of new high-flow, large-capacity turbochargers – as used in GT3 racing – while optimised individual
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ignition timing control for each cylinder and an upgraded fuel pump are said to improve combustion.
No 0-100km/h acceleration figures have materialised, although the Nismo is expected to improve slightly on the standard model’s blistering 2.7-second benchmark.
Nissan Motor Co would only say officially this morning that the Nismo version has lapped the Nurburgring Nordschleife circuit in Germany in just 7:8.679 minutes, which is claimed to be a record time for volume production car.
A host of chassis alterations have also been made with the Nismo GT-R, including specially tuned springs and custom-developed Bilstein DampTronic dampers in the front and rear suspension, and the adoption of a 17.3mm hollow rear anti-roll bar designed to raise roll stiffness while reducing weight.
Three suspension modes can be selected – comfort, normal and R (the latter for circuit applications) – while exclusive Dunlop tyres are fitted, 255/50 ZRF20s at the front and 285/35 ZRF20s at the rear.
The black six-spoke wheels are inspired by Nissan’s GT-R racecar, while the revised exterior improves on the already impressive aerodynamics of the standard car. Indeed, Nismo has also developed an optional aero package that further reduces drag, while giving the car a “menacing and muscular appearance”.
The standard GT-R also picks up a host of running changes for MY14, headlined by minor styling changes (including new high-intensity multi-LED headlights with adaptive lighting technology), recalibrated suspension (aiming for smoother ride comfort and more refinement), and revised interior colour and trim options.
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Banzai!SUBARU WRX
Subaru sticks to the formula but its new WRX makes gains
By RON HAMMERTON
THE all-wheel-drive beast known to car fans as ‘Rex’ is on its way in its 2014 form, wrapped in a more extreme
sedan body and armed with the latest 2.0-litre blown four-cylinder boxer engine and an even more limpet-like chassis.
Subaru’s new-generation WRX sedan retains Impreza at its core but has major revisions such as mostly fresh sheetmetal including bulging mudguards and a pronounced snout. Only the roof, front doors and boot lid remain from the Impreza, along with bits and pieces in the cabin.
In Australia, which is the second biggest market for Subaru’s WRX after the United States, the new model will hit showrooms about the end of March and be followed about a month later by then forthcoming STI version. Prices are yet to be announced.
For now, Subaru is only talking about the
basics of the WRX sedan that comes with a smaller 2.0-litre direct-injection boxer engine in place of the 2.5-litre unit of the current generation.
Despite the downsizing, the turbo engine produces slightly more power, up from 195kW to 199kW at 5600rpm in the US-spec version
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at the show, along with an extra 6Nm of torque, to 343Nm.
The manual WRX is expect to bolt from zero to 100km/h in about 5.5 seconds – similar to the current model – while the CVT is said to do the dash in 5.9 seconds as it is a little slower off the mark.
The reason the car is no faster in the dash than the previous model is that it is about 20kg heavier, thanks to greater body reinforcement and more equipment.
However, Subaru product planners say the key focus in the new-generation car was on handling, and they assure Rex fans that the latest model will be substantially faster through curves and around the race track.
For all markets, the ‘Rex’ finally gets a six-speed manual gearbox, replacing the five-speeder, and – shock horror – the optional continuously variable transmission (CVT) automatic lifted from the Forester GT.
But Subaru says that before hardcore WRX fans poo-poo the thought of a CVT, they should know that this CVT is not your average slurring unit but a specially developed sports CVT – called Sport Lineartronic – that offers up to eight “speeds” and a slick manual mode controlled by paddles on the steering wheel.
Although the current STI has been offered with an automatic transmission in Australia, the WRX was exclusively a manual car, and for Subaru, that means it hopes to pick up incremental sales with the new CVT.
In a first for Subaru, the WRX gets Active Torque Vectoring that can brake the inside front wheel when powering in a corner to minimise understeer.
The trademark symmetrical all-wheel
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drive remains a key feature, with a theoretical slight bias of power to the rear wheels. The manual model retains its viscous coupler centre diff, but the CT version gets an electro-mechanical via Variable Torque Distribution.
The new WRX is 40 per cent stiffer in the body thanks to numerous braces at key points, while the chassis has also been modified in almost every component to deliver a 35 per cent improvement in lateral stiffness of the suspension.
This has allowed the engineers to stiffen up the springs and stabiliser bars, front and back, for a flatter and yet less jolting ride with 20 per cent less body roll.
The WRX gets 17-inch alloy wheels with 235/45 tyres, with the wheels finished in gun-metal grey. At the front and rear, LED lights are
used for the first time in the form of low-beam headlights, daytime running lights across the top of the headlamp clusters, and taillights.
Chassis changes include electric steering that has been given a sharper steering response, as well as revised suspension geometry that Subaru claims has raised the cornering limit to new levels – a key goal of WRX engineers.
No Australian fuel economy figures have been released yet, but the smaller engine and six-speed manual and CVT transmission should deliver improvements, despite the weight gain.
Inside, the WRX gets a trendy flat-bottomed sports steering wheel, while sports seats are finished in black – as is almost the entire cabin – apart from red contrast stitching and red highlights in the gauges.
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Show ponyA new iteration of a Ford icon
surfaces, and this time it’s personal
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FORD MUSTANG
By MIKE COSTELLO
FORD tonight released a swag of details on its sixth-generation Mustang, the first iteration in the model’s 50-year
history designed for markets the world over.The simultaneous global reveal, replete with
live bands and standup comedy, took place
across six cities - one of which was Sydney - in a calculated move to emphasise Ford's global aspirations for its flagship nameplate.
As we know, this newfound global focus for the Pony Car includes Australia, with the model you see here due to arrive on our shores in late 2015 as a de facto replacement
for performance versions of the locally made Falcon following its discontinuation in 2016.
The local premiere date might seem a long way off, but the Mustang won’t even launch in the US until April 2014, meaning Ford staged tonight’s global premiere some time out from the start of production in Flat Rock, Michigan.
This new-generation Mustang brings to the table a number of other model-firsts, most notably an integral-link independent rear suspension with aluminium knuckles instead of the current model’s outdated live axle. Ford calls the new model the “most nimble pony ever”.
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The Mustang also gets a torque vectoring system that adjusts torque delivery to each wheel when the car gets out of shape, and GT version will get a track-friendly launch control system.
And while this icon of American muscle car culture retains its signature V8 powertrain at the top end, it will also feature a turbocharged four-cylinder option at the entry level in a number of markets, including Australia.
There could be no clearer sign of Ford’s acceptance that it must move with the times and look beyond its native North America than these two introductions. Dynamism in the corners and a frugal engine option are crucial in Europe and Australia – and increasingly the US.
The 2.3-litre DOHC EcoBoost four, which comes from the same family of engines as the slow-selling 2.0-litre EcoBoost Falcon variant, gets direct-injection and variable cam timing, and produces a projected output of more than 227kW of power and a meaty 407Nm of torque in US spec.
Of course, power will be sent to the rear wheels via an ‘updated’ six-speed manual gearbox or a reworked automatic transmission with steering wheel-mounted paddle shifters.
The bent-eight option is an updated version of the familiar Ford 5.0-litre V8 with an upgraded valvetrain, cylinder heads and intake manifold. The Blue Oval suggests power and torque outputs will be about of 313kW and 529Nm.
A 220kW and 366Nm 3.7-litre atmo V6 option will be offered as an entry car in markets such as the US, but don’t
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expect to see it in Australia.As well as the new rear suspension
setup, there is a new double-ball-joint front MacPherson strut system up front.
Ford Australia, despite being a long-standing expert on rear-drive and independent systems on the Falcon and Territory, played no role in the global engineering process.
The Mustang has bigger brakes all-round, with three packages to be made available. Backing-up what Ford hopes to be its new-found dynamism is a new level of stopping power.
The design of the new ‘Stang comes from a clean sheet of paper, and as we have revealed, featured input from Ford’s Australian design centre, although the project was led from the US.
Under the Blue Oval’s ‘One Ford’ policy, its design studios on each continent pitch in. In fact, Ford Australia’s current design chief Joel Piaskowski was directly involved in the brief in his previous role as design director for the Americas, based in the US.
We’ve seen the fastback coupe, but naturally there will also be a soft-top convertible with a roof that retracts in half the time of the current one. Both retain the key design elements of a long sculpted bonnet and short rear deck, but this new one has a lower and wider stance thanks to a cut roof and wider fenders and track.
There are also retro ‘tri-bar’ tail-lights with sequential indicator, and a revised version of the familiar Ford shark-nose fascia and trapezoidal grille.
Inside the (quieter) cabin, hip and shoulder room is improved, thanks to the wider track and new rear suspension. In a nod to its likely North American demographic, the company points out its boot can fit two golf bags.
“Ford Mustang inspires passion like no other car,” says Ford group vice president of global product development Raj Nair.
“The visceral look, sound and performance of Mustang resonates with people, even if they’ve never driven one. Mustang is definitely more than just a car – it is the heart and soul of Ford.”
Game changerPorsche launches second crossover
SUV, the compact Macan, in LA
PORSCHE MACAN
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By RON HAMMERTON in LOS ANGELES
PORSCHE today unveiled its long-awaited Macan at the Los Angeles motor show, billing it as the first
sportscar in the medium SUV class.It also confirmed that the Macan Turbo –
the fastest variant of its new all-turbo, all-V6
line-up – will be the most powerful SUV in its league, boasting 294kW of power and a top speed of 266km/h.
Porsche Cars Australia says the sub-Cayenne crossover will make its Australian debut in mid 2014, becoming the German company’s fifth model line here. Potential buyers will not have to wait long for pricing, as that should be
announced before Christmas. The new vehicle – sharing underpinnings
from Audi’s Q5 but with a full Porsche work-over, including a unique body and powertrain – is expected to go straight to the top of the Porsche sales pile, displacing the Cayenne as the brand’s Australian and global sales leader, and adding large incremental volume.
Developed under the Cajun tag – short for “Cayenne junior” – the Macan will be launched as expected with a choice of three V6 powertrains, including a new blown version of its petrol 3.6-litre V6 for the range-topping Macan Turbo.
Porsche says it is the first time this engine has been employed in a Porsche model.
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Producing 294kW at 6000rpm and 550Nm from 1350rpm, the premium V6 can propel the Macan Turbo from standstill to 100km/h in 4.8 seconds. With the addition of Porsche’s optional Sports Chrono go-fast program, this drops to 4.6 seconds – faster than BMW’s bigger and V8-equipped X5 M (4.7 sec).
By comparison, Audi’s swiftest Q5, the diesel SQ5, does the dash in 5.1 seconds, while BMW’s fastest X3, the xDrive30d, does it in 6.3 seconds.
Curiously, the twin-turbo 3.6-litre engine is less powerful that the dual-blower 3.0-litre unit offered in Porsche’s flagship sedan, the Panamera, which develops 313kW, although that smaller engine does not have as much torque (520Nm).
All three models in Porsche’s Macan range get Porsche’s highly regarded dual-clutch PDK seven-speed transmission as standard equipment, along with Porsche’s latest sports-oriented, multi-plate clutch all-wheel drive system that makes its debut here.
For now, only V6 engines – two petrol and one diesel – are available, but Porsche has not ruled out adding others, perhaps including a hybrid and a four cylinder.
The new Macan range kicks off with the Macan S, armed with a short-stroke twin-turbo 3.0-litre petrol V6 producing 250kW at 5500rpm and 460Nm of torque between 1450rpm and 5000rpm.
Porsche says this is good for a 0-100km/h dash in 5.4 seconds (5.2 sec with Sports Chrono), and a top speed of 254km/h.
On the official European combine fuel consumption test, the base Macan consumes 9.0 litres per 100km, and emits 212 grams per kilometre of carbon dioxide.
Next up the model ladder is the Macan S Diesel, with a 3.0-litre turbo-diesel V6 producing 190kW at 4000rpm and 580Nm from 1750rpm.
This is 40kW and 70Nm less than the benchmark twin-turbo 3.0-litre V6 in Audi’s 230kW/650Nm SQ5, and naturally slower over the 0-100km/h
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sprint – 6.3 seconds versus 5.1 sec.However, the Porsche single-turbo diesel
has a fuel economy advantage, returning about 6.3L/100km compared with the Audi’s 6.8L/100km.
All eyes will be on the Macan Turbo, which Porsche promises will set new standards for SUVs in driving dynamics and enjoyment on both paved streets and “uneven terrain”.
To cope with its extra performance, the Macan Turbo gets bigger 360mm front disc brakes (up 10mm on those of the Macan S and S Diesel), and 356mm rear discs (+16mm).
All Macans get a five-arm wishbone front suspension arrangement, along with a trapezoidal wishbone rear independent suspension, all fashioned from light-weight aluminium.
Kerb weights range from 1865kg for the Macan S to 1925kg for the Macan Turbo, with the Macan 6 Diesel slotting in
between at 1880kg.The Macan’s wheelbase is 2807mm –
identical to that of the Audi Q5 – but the Macan is marginally longer overall, at 4681mm (Q5 4629mm).
Porsche says the Macan draws many of its design features and technologies from other Porsche models, and this is especially evident in the cabin with its Cayenne-style controls with a multitude of buttons.
A multi-function steering wheel with gear-shift paddles will be standard, along with high-performance audio system and electrically operated tailgate.
In a first in the segment, air suspension will be optional, as will Porsche’s torque splitting drive system and automatically adjusting headlights.
Porsche says the Macan will be built on a new production line at its Leipzig plant where it also builds Cayenne and Panamera.
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