CHRIS GABLE - Wheels online editor
Porsche Boxster S
Okay, the car itself wasn’t entirely new. But, thanks to a heart transplant from the Cayman S, the Boxster S became my highlight. Now with Porsche’s VarioCam Plus and 217kW/340Nm on tap — 11kW and 20Nm up on the previous 3.2-litre flat-six — Porsche’s gorgeous convertible assumed a more capable persona.
The Boxster’s poise and responsive steering was a given but with extra output, the Boxster S became a revelation. And not just at its thrilling top-end best, but down low, too, where many Boxster owners will use it most. Corners that previously required a slot back to second gear could now be taken with alacrity in third. Ditto third gear corners in fourth. You could keep doing the sums.
You name it, the Boxster S now delivers more of it. In spades.
BMW 530d
Some cars just feel right from the get-go. For my money, BMW’s 3.0-litre turbo-diesel 5 Series was one of ’em. With all the refinements of the ’07 5 Series updates and BM’s big-torque 3.0-litre turbo-diesel six, the 530d proved irresistible. Even at $115,000 plus, it’s a prestige bargain.
With mountainous torque (480Nm, in fact) available from 1750rpm and that silky six-speed doling it out appropriately, progress can be serene — or rapid. You choose. At 7.1sec, 0-100km/h takes just 0.2sec longer than the 530i’s, and its 7.5L/100km fuel economy is abstemious alongside the petrol car’s 9.5. And all with superb ride, chassis refinement and a host of safety equipment and creature comforts.
Out of my price range: definitely. On my wish list: ditto.
Volkswagen Golf GT
The sub-GTI twincharger-driven Golf GT turned out to be a car capable of giving both its flagship sibling and a lot of cars with litre-larger engines a huge run for their money. The supercharged/turbocharged 1.4-litre petrol engine was both fascinating technically and satisfying dynamically.
Riding on the GTI’s chassis, ride height and 17-inch wheels, the GT was, in many ways, the proverbial drink you have when you’re not having a drink. Oh, and it’s $5000 cheaper than the equivalent GTI with either six-speed manual and or six-speed DSG. Despite being slower — by about 0.7sec to 100km/h — than the GTI, it still felt quick off the mark and the twisty stuff.
And, with a diesel-style payoff at the pump matched to a reduced CO2 feel-good factor, the GT has undeniable compensations
...from the Wheels Magazine 2007 Yearbook, on sale now.
SAMANTHA STEVENS - Wheels online journalist
Renault R26
Only the French could venerate a victory in Formula 1 with a canary yellow, stickered-up, big-bummed hot hatch – and simultaneously create the most kick-arse turbo hatch on the current market.
A big statement, but the R26 really blows (in a good way).
The RenaultSport Megane F1 Team R26 (take a breath) is not just a specced-up accessories-only glitter pack. At first, its lurid pearlescent Mardi-Gras paint palette and flagrant flying flag on its buttocks and bald head scream hot-hatch prowess. But it’s what you can’t see that counts on the clock.
Big 12-spoke OZ Racing alloys, four-pot Brembos and big vented 312mm discs secrete RenaultSport’s fantastic Cup suspension, while an LSD works to suck it limpet-like to the road even when that boost wave flushes through. This reduces the need for continual spooling with left-foot braking, and allowing you to flat-foot it through turns that would have turned its competitors’ inside front tyres to mush.
The only criticism on track is shifting up from third – the gate width from 3rd/4th and 5th/6th is almost half the width of 1st/2nd to 3rd/4th - but once learned, the gearbox is an absolute honey.
In the Victorian Dutton Rally championship, our little yellow wasp managed to wipe out Evos ad STis, amplified GT-Rs, tech-tuned Europeans and Aussie V8s with ease, and made this driver look good as well as stand out.
In fact, its competition complained so vehemently to the rally organisers about its overwhelming domination of the scoresheet, that a separate ‘2WD Turbo LSD' class was created. So, it's in a class of its own, then.
AUDI R8
An Audi, it is not. The R8 is fuelled by adrenalin, speaks aural excitement in an unmistakable German accent, and encompasses the driver in cosseting comfort only comparable to the womb.
That 4.2-litre mid-mounted powerplant pumping 309kW at 8200 revs hollers behind the head like a child that has ingested caffeine instead of Ritalin – yet it is not intrusive or harsh. Everything exudes elegance, even when you let the devil out of its box.
Phillip Island was the test track, Le Mans winning driver Tom Kristensen was the tutor, and a LHD sequential shifting R8 was the subject. All foreign to this writer - the track, a LHD, and Mr K had been flown in for the occasion - yet one is immediately at home behind that wheel.
Intuitive, arousing, complete, and with a tendency to kick up its rear wheels if you let it loose. Again, an Audi it is not.
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BMW M3
The Q-Car of the Bimmer range has lost some of its cloistered looks, but gained some brutal clout. Five cars in one, with fifty-something settings at your disposal to play with. And play with it, you will.
It's not a surprise that it’s good – what is surprising is just how malleable, expendable and useful it is, in all its different guises.
Put your gran in it to toodle to the shops, then toss it ‘round a track, then transport a bookcase across town – it does it all. You don’t need the sensible car and the weekend track weapon squeezed into the garage – you just need this.
JAMES WHITBOURN - Wheels staff journalist
Ford Fiesta XR4
It was a long time coming to Oz, but the Fiesta XR4 (aka ST) lived up to expectations. I must confess to not having read any of the Euro ST reviews, but transferred wisdom told me it was something to look forward to.
However, my first drive was a slight disappointment. Until I realised this is a car for lovers of a great chassis, not engine enthusiasts.
Despite Ford’s effort shoehorning the 2.0-litre from the Focus, the payoff isn’t what you might expect. A featherweight (at 1090kg) with 110kW/190Nm should have sparkling performance, but it doesn’t. It’s willing enough, but also quite noisy, with plenty of valve-train thrash and it isn’t that quick in a straight line. We wrung 8.9s and 16.4s (0-100 and 400m) on Oran Park’s front straight…
However, the XR4 comes alive on a bobbing, weaving country road, where you can exploit its chassis. It’s so capable, it belies the mere hot-hatch tag, with brilliant composure, plenty of grip and rewarding levels of adjustability. The steering is also a highlight with levels of feedback so uncommon in its contemporary competitors that it initially feels darty.
However you quickly realise this is as sharp and communicative a steering system as you’ll find on almost any car, at any price. In all, a slightly lacklustre engine in a chassis to drive for at a price ($24,990) that, stocked as it is with active safety kit (including ABS, EBD, EBA, TC and ESP), is a complete driver’s car bargain.
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Renault Megane F1 Team R26
It’s quirky but it’s good. Sure the rear-end’s an acquired taste, but in top-shelf R26 form, it looks the goods on charcoal 18s in either yellow or black. Black ones are $1000 bucks cheaper, you know, at $43,990.
The R26 is, of course, French, so the interior has nice touches like the card-style key and central starter button and the aircraft-style handbrake lever.
The drive is distinctly French, too, meaning: a) this is a (seriously) hot hatch that rides well, and b) there’s character in spades – including its deep exhaust tone and shrill turbo sonics.
Chassis wise, hot hatches don’t come much grippier or better balanced than this, with the R26’s mechanical LSD the main upgrade over the earlier limited-edition Megane 225 F1. Driving enjoyment is also derived from the R26’s slick-shifting six-speed ‘box, comfy front buckets and accurate, well weighted steering.
With 168kW and 310Nm from its twin-cam, intercooled 2.0-litre four there’s plenty of power on tap. Impressively, it’s also a flexible mill, with a nice broad spread of grunt.
The French (or, at least Renaultsport) still know how to build hot hatches and here’s the proof. The R26 is as good doing the day-to-day stuff as it is blinding around bends.
Volkswagen Golf GT Sport TSI
Over the course of 2007 I drove lots of Volkswagen Golfs with almost every engine and transmission combination available and found them all agreeable (I didn’t sample a 1.6-litre job, but that’s probably the exception in the range).
However, the Golf GT Sport TSI impressed me most, as much for its technology as the way it all comes together. I’m talking about its 1.4-litre supercharged and turbocharged engine here, of course. Roughly speaking, the supercharger gives it low-rpm grunt, while the turbo takes over top-end-shove duties.
On the road, there’s no appreciable torque hole with solid pull available not too far off idle, while the transition to turbo-boosted top-end is seamless.
The figures read 125kW, 240Nm, 7.9sec zero to 100 (manual) and 7.7 litres per 100km, which is close enough to a Golf GTI in performance, while using a slurp less fuel.
Generic Golf V attributes make the basic car a good thing, too. Take for instance its solid build quality, classy, well screwed together interior, excellent front buckets and seating position, well-oiled shift action and sure-footed chassis dynamics.
Yep, I could really live with a Gold GT Sport TSI. And, if Volkswagen’s TSI engine points to the future of low-emissions, low-consumption, high-enjoyment motoring, then the future is bright.
DANIEL DEGASPERI - Wheels ed. coordinator and Web contributor
Ford Mondeo
The Mitsubishi Magna changed the mid-size sedan world in 1985 by combining the space of a Commodore and Falcon with the four-cylinder efficiency of the much-smaller Camira, Corona
et al.
Without exaggerating the point, I reckon the Ford Mondeo is a subtle revolution: wider, and with more rear legroom than a Falcon, yet available with an economical 2.3-litre petrol four and 2.0-litre diesel tied to a six-speed auto, or more powerful 2.5-litre petrol turbo five linked to a six-speed manual. Good drivetrains all, though the Mondeo’s sheer size and baulk means it isn’t the quickest car in it’s class.
Even so, experience the Mondy’s superb steering, ride and handling, modern looks and keen prices, and I’m left with little not to like. If Camry buyers thought a 6, Liberty or Accord Euro was too small, now there’s no excuse…
Audi R8 manual
There’s not much more I’d want from a $260K car than what the R8 manual delivers. While journos argue that the Porsche 911 is still the better drive, for me the R8’s awesome looks and superb-quality interior get it across the line. It’s 4.2-litre 309kW V8 is an orchestral orgasm, it’s rear-mounted, clear-glass casing purely a work of art.
Yet unlike many exotics, this is a car that is able to go down carpark ramps without removing half its face. A car which combines style and comfort for the city (and your missus), and razor-sharp handling and brilliant performance when the moment calls. A cut-price Lamborghini Gallardo, where sex and sensibilites combine.
Skoda Octavia 1.8TFSI Elegance
Out of seven drivetrain combinations available, it was the 1.8-litre turbocharged four-cylinder and six-speed manual which made the Occy stand out in ’07.
Basically a smaller Golf GTI 2.0-litre, and a preview of the engine we’ll see in the 2008 Audi A4, it’s billiard- smooth and very swift - 0-100km/h time is claimed to be 7.8-seconds which makes it hardly half a second slower than the GTI.
Yet the Octavia Elegance is $30,990. Although smaller than the Mondeo inside, and not quite as agile, it’s better performance, superb ride comfort, and quality, well-appointed interior leaves me to close my eyes and flip a coin.
This model also makes the $7.5K-dearer, but firmer-riding and hardly-quicker Octavia RS seem hardly worthwhile…
SALLY DOMINGUEZ - Wheels COTY judge and designer
1963 Chrysler Turbine
I am super keen to spill the beans on my outstanding COTY playthings, but I don’t want to give away the game. So I will start with some fogeys for fun and thrills, beginning with the 1963 Chrysler Turbine.
As a jet-powered lounger, Turbine is a disembodied but crazy drive. Fabulous Batmobile soundtrack, spooky disconnect on pedals and steering, boaty as hell, but the magic of engine plus body plus metallic bronzed interior makes this baby by far my most exciting auto experience of 2007.
...from the Wheels Magazine 2007 Yearbook, on sale now.
Hear the Turbine roar for yourself at www.turbinecar.com/top.swf.
US Customs crushed the Turbine dream when they levied such taxes on the Ghia-built samples that all but 7 or so were destroyed. See it yourself at www.turbinecar.com/burnfree.htm
1967 Alfa Duetto
Once my campus chariot, then a wreck in a country shed, Dad’s dream car emerged from cash-induced retirement. In the interim I have apparently grown up: I can no longer stomach spinning around corners in a fragile, tin deathtrap. But it looks – and sounds – brilliant.
Honda Civic Type R
Who’s a Manga Mamma?! Interior better than the 159 and that’s saying something. At a time when I was stressed and stroppy, this car gave me attitude, and wings. Steering and shift placement perfect, knob deserves its own party, engine note excitably naughty. Type R'n'me are like THIS.