Pussy Galore

iSelect’s 

Issue 3 ● July 2009 

MOTOR MONTHLY 

Pussy galore 

Jaguar’s XFR is simply the Cat’s whiskers 

Compare, Select and Save 

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Editorial 

GoAuto Newsroom 

PO Box 18 

Sandringham 

VIC 3191 

(03) 9598 6477 

newsroom@mellor.net 

Editor 

David Hassall 

dhassall@mellor.net 

Production 

Luc Britten 

Chris Harris 

Sub-editor 

Ron Hammerton 

Contributors 

Marton Pettendy 

Byron Mathioudakis 

Terry Martin 

Ian Porter 

James Stanford 

Philip Lord 

Advertising enquiries 

Sally Mellor 

(03) 9598 6477 

0425 700 904 

sally@mellor.net 

iSelect’s 

Issue 3 ● July 2009 

MOTOR MONTHLY 

Grand heft auto 

Z4 stacks on 200kg, 

but is it worth the weight? 


Blown like the wind 

Awesome new supercharged 

375kW Jaguar XFR roars in 

Czech out the RS 

Latest performance Octavia 

gives Skoda some street cred 

Up and Atom! 

Ariel goes ballistic and claims title 

of the world’s fastest production car 

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Hit and Swiss 

Leblanc supercar is really 

just one track minded 

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\\ DRIVEN: BMW Z4 

Grand heft auto 

Z4 stacks on 200kg, but is it worth the weight? 

By MARTON PETTENDY 

BMW’s Z4 has grown up, in more ways 

than one. So much so that perhaps it 

should be called the Z5, because the 

latest generation represents even more of a 

quantum leap over the first Z4 than the latter 

did over the original Z3. 


But, proving that not even BMW can build 

a folding hard-top convertible that’s anywhere 

near as light as a soft-top, the new Z4 is 

almost a staggering 200kg heavier, with the 

new Z4 sDrive35i topping the range in twinclutch 

M-DCT form at a very unroadster-like 

1600kg. 

Throw in a slightly less powerful 2.5-litre 

entry-level engine and the base Z4 is a tenth 

of a second slower to 100km/h than its 

predecessor. 

Although the six-speed auto version 

improves marginally, it is also significantly 

thirstier – hardly something to crow about 

for a car-maker whose mantra has become 

EfficientDynamics. 

With no replacement yet for the M 

versions, the new Z4’s headline act is the 

additional sDrive35i variant, powered by the 

225kW/400Nm twin-turbo direct-injection six 

from the 335i. 

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Despite also being almost 200kg porkier than 

the M Roadster, the Z4 35i is virtually as quick 

and more than two litres more efficient per 

100km. Mind you, as an auto, it’s also priced 

within $10,000 of the M at more than $120,000. 

The rest of the Z4 Roadster range (the 

single body replaces the previous convertible 

and coupe options) moves up in weight and 

price, too. At base 2.5-litre level, it is $6700 

more expensive at $86,200, while the 3.0-litre 


at $98,100 is a whole $8000 pricier than the 

convertible it replaces. And that’s before you 

factor in a plethora of expensive options. 

However, commensurate with its weight 

and price increase is the added safety, security 

and refinement of a fully integrated, poweroperated 

folding aluminium roof. 

It takes a relatively lengthy 20 seconds to 

open (during which time one must hold down 

the awkwardly positioned roof button) and 

cannot be operated on the move like some 

convertible roof systems, but it does it in 

virtual silence. 

Thanks to a massively larger rear 

window and longer side glass, which now 

incorporates two small rear windows that 

can be independently opened, all-round 

vision is vastly improved. Impressively for a 

convertible, the rear three-quarter blind spot 

is no worse than in many coupes. 

Styled inside and out by female BMW 

designers, the Z4 not only moves up in weight, 

but also size and therefore interior comfort. 

The two-seater cabin is still cosy and cosseting, 

but there’s noticeably more head and shoulder 

room – even if the driver’s seat feels too high 

and its seatback bolstering is a tad too narrow 

for the, let’s say, wide-backed among us. 

The extra body length also increases total 

boot space to 310 litres, but with the sizeable 

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hard-top stowed it shrinks to just 180 litres, 

which is barely enough to store a couple of 

backpacks. 

With the roof down, wind buffeting in 

the cabin is acceptable up to 120km/h, even 

without the dealer-accessory wind buffer, and 

normal conversation can also be had. 

It also has the best Z4 interior yet. Entirely 

functional and ergonomic, there’s a little more 


storage space via fold-out door pockets and 

rear bulkhead compartments, while the circular 

design theme is broken only by the optional 

flip-up dash monitor, which brings a new level 

of iDrive-operated technology to the Z4 but is 

so large it looks out of place. 

The Z4 continues to offer a poised, intimate 

driving experience. On a crisp Victorian 

morning with the roof down and the exhaust 

Z-blooded: Three-litre straight-six Z4 feels as 

fast as ever, despite stacking on the kilos. 

note reverberating against roadside cuttings, 

it still delivers a truly invigorating roadster 

driving experience. 

No manual or even 2.5-litre versions were 

available during the extensive launch drive, so 

we can’t say if the base sDrive25i lives up to 

its zesty predecessor, but in 3.0-litre automatic 

guise the Z4 has lost little of the performance 

or agility of the model it replaces. 

Gone is the twitchy, elastic steering, replaced 

by a more linear (but still electric) system that 

is suitably responsive and communicative, 

but still not as alive in your hands as other 

hydraulically-assisted BMW models. 

The 3.0 seems as quick as ever, despite 

its larger overall size and mass, and delivers 

superior stability and roadholding, though the 

revised independent rear suspension still tends 

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to clunk over big road bumps and dips. 

Attached to an all-new chassis that feels 

even more rigid than before (although the roof 

did rattle on the odd occasion in our test car), 

the firm, short-travel suspension performs an 

impressive compromise in terms of ride and 

handling, ironing out nasty road obstacles 

better than before, but we can’t help thinking 

how much better the ride would be without 

run-flat tyres. 

The top-shelf 35i is not only considerably 

quicker again, but used less than 1.0L/100km 

more fuel than the 3.0. It also offers pushpull 

toggle shifters on the steering wheel as 

standard, but when mated to the M-DCT 

twin-clutch gearbox the twin-turbo inline six 

produces all the effortless drivability of an 

auto with all the pure, unadulterated fun of a 

manual. 

The grown-up Z4’s extra space, comfort and 

refinement will be welcomed by some, if they 

don’t mind paying the similarly inflated prices 

– which still undercut the Mercedes SLK. 

Perhaps the M version will change things, 

but we like our roadsters raw and, as it stands, 

BMW has headed too far away from the 

lightweight roadster concept in an effort to 

emulate its fiercest foe, the SLK. MOTOR 

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By DAVID HASSALL 

BRITISH sportscar specialist Ariel’s 

next model promises to be the fastestaccelerating 

production car in the 

world – and will cost more than three times as 

much as the iconic Atom 300. 

Ariel’s website last month revealed that the V8- 


Ariel Atom 500 // 

Up and Atom! 

engined Atom 500 would cost “at least £100,000” 

($A203,000) and be released “shortly”, but that 

production will be limited to just 25 units. 

Power will come from a normally-aspirated 

3.0-litre V8 engine developing 500 brake 

horsepower (373kW), enabling the Atom 500 to 

race from rest to 100km/h in about 2.5 seconds. 

The four-valve V8 ‘atmo’ engine has a narrow 

75-degree V angle to ensure it has the compact 

dimensions necessary to fit it behind the driver 

in an east-west configuration. Ariel also claims 

that the engine has a unique camshaft drive 

arrangement to reduce engine size and weight. 

The 500 started life as a one-off project 

Ariel goes ballistic and claims title of 

the world’s fastest production car 

with Russell Savory’s RS Developments in 

2007 using the Savory-designed 2.4-litre 

supercharged five-valve alloy V8 that is 

now fitted to the recently-announced and 

conceptually-similar Caterham Seven Levante, 

which is priced at £115,000 ($A233,000). 

However, Ariel’s new production V8 has 

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been developed by American engine designer 

John Hartley and, like the Savory V8, is 

apparently based on a pair of Suzuki 

Hayabusa four-cylinder superbike 

engines. 

Weighing in at just 500kg, the Atom 

500 boasts a remarkable power-toweight 

ratio of 1000bhp per tonne, 

which is about double that of the 

mighty Bugatti Veyron – the fastest 

car in the world. 

The engine alone 

reportedly accounts for 

about $60,000 of the 

500’s purchase price 

while the six-speed 

sequential gearbox 

provided by French 

racing transmission 

specialist Sadev (replacing 

the regular Atom’s six-speed Honda Type R 

manual) is said to cost $22,000. 

Ariel said it is also investigating the 

possibility of providing an optional paddle 

shift arrangement for the Atom 500. 

The racecar-like platform is the same as that 

used for the company’s regular Atom models, 

which are powered by the four-cylinder 

2.0-litre engine from the Honda Civic Type 

R, but available in normally-aspirated 245bhp 

(183kW) and supercharged 300bhp (224kW) 

forms. 

The supercharged Atom 300, which sells 

in the UK for £30,000 ($A60,900) and 

accelerates from 0-100km/h in about 2.8 

seconds, was the subject of a now famous 

review by Top Gear’s Jeremy Clarkson, in 

which his cheeks blew out like a dog’s while 

hanging out a car window. 

As well as having unique suspension, brakes 

a n d 

aerodynamics, 

including carbonfibre 

wings, the Atom 500 

comes with adjustable traction 

control and launch control. 

Ariel director Simon Saunders 

said the even more hardcore 500 project 

was an experimental departure from 

what the company normally produces. 

“Our aim is to build the ultimate road legal 

track day car,” said Mr Saunders. “Our motto 

has always been ‘Go fast – have fun’ and the 

Atom V8 is certainly going to do that. 

“With a predicted 0-60mph (96km/h) time of 

under 2.5 seconds and 0-100mph of less than 

six seconds, the Atom 500 V8 promises to be 

one of the fastest, if not the fastest, production 

car ever made. 

“For a few customers, the Atom 500 will 

be the ultimate expression of lightweight 

performance and represents the outer limits of 

what is achievable in a road-registered car. 

“We also use this sort of project to explore 

the possibilities of how we can improve 

our standard cars. By pushing the envelope 

to these sorts of extremes, we can further 

improve the breed.” MOTOR 

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\\ DRIVEN: Jaguar XFR 

Blown like the wind 

Awesome new supercharged 

375kW Jaguar XFR roars in 


IT WOULD be easy to flippantly summarise 

the new high-performance Jaguar XFR as 

the Cat sharpening its claws, but – while 

there is unquestionably a big performance 


boost as Jag gets serious about its R brand – 

the new car is really about refinement rather 

than rawness. 

The car’s all-new supercharged 5.0-litre 

V8 engine is a potent and superbly smooth 

weapon, churning out a mighty 375kW of 

power and 625Nm of torque, and on paper it 

eclipses the super-saloon performance leader, 

Mercedes-Benz’s mighty E63 AMG. 

XF chief engineer Kevin Stride proudly 

points out how the supercharged V8 develops 

considerably more torque than the AMG’s 

normally-aspirated 6.2-litre V8 up to 4000rpm 

and then holds its own against the Benz. 

However, the German car still accelerates 

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Apocalypse Meow: Jaguar’s new XF flagship earns 

the R badge with 0-100km/h time of 4.9 seconds. 

to 100km/h much faster – 0-100km/h in 4.5 

seconds versus 4.9s for the Jaguar – and does 

so with a bit more theatre. 

The AMG bursts into life with an awesome 

cackle and always sounds fast whereas 


the Jaguar is intentionally more refined. 

Supercharger whine, which was already quite 

subtle in the superseded SV8, cannot be heard 

at all and only a select amount of engine note 

is transmitted to the occupants. 

Where the XFR most impresses is with the 

instant response when a burst of speed is needed, 

leaping from 80km/h to 110km/h in less than 

two seconds, which should see off the Benz. 

That mid-range performance is aided by 

improvements to the ZF six-speed automatic 

transmission, which has more lock-up for the 

torque converter but is still no match for the 

Mercedes seven-speeder let alone BMW’s 

twin-clutch unit in the M5. 

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Go-Cat: The XFR gets frisky as the road gets twisty, 

thanks to excellent steering and active suspension. 

Like both the E63 and the M5 – which are 

$20,000 more expensive – the $208,450 Jaguar 

has gone for subtlety with the styling of its 

executive express, opting only for the required 

larger air intakes at the front and relatively 


minor bodywork refinements, including a 

small built-in rear spoiler and bonnet vents 

to distinguish the fastest four-door saloon the 

company has ever built. 

It is hardly an ostentatious ‘look-at-me’ 

kind of car, but make no mistake – you will be 

noticed driving the XFR, especially if painted 

black, which really shows up the chrome 

highlights around the nose, the 20-inch alloys 

and the car’s purposeful stance. 

As a sporty saloon, there is no doubt in my 

mind that Ian Callum’s beautiful XF is a much 

better-looking car than its German mid-size 

rivals, let alone the ungainly Lexus GS, and the 

R version simply stands out in the performance 

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stakes. In my book, the man deserves a statue 

next to Sir William Lyons at Jag HQ. 

Inside, our launch car was all black trim and 

purposeful, with seats that were comfortable 

rather than hugging in an interior that oozes 


quality rather than the stuffiness of old. 

However, while the R trim provides extra 

sportiness without being gaudy, the interior is 

still let down by sub-standard fit and finish of 

fittings such as the cup-holders and glovebox, 

which spoil an otherwise classy interior and 

need to be improved in the future. 

And long-distance comfort was still spoiled 

by the lack of padding on the centre console, 

which caused us some discomfort with a numb 

knee, while the lack of a digital speed read-out 

and small spacings for the speedo itself made 

it difficult to stay safe from speed cameras. 

But we still like the start-up ‘handshake’ 

function, which rotates the air-vents into 

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Porsche Panamera 

AFTER decades of speculation, years of scoop 

photography, months of official pictures and weeks 

of waiting impatiently to drive the car in the wake of 

its flashy Shanghai debut, the moment of truth has 

at last arrived for the Porsche Panamera. 

Lexus RX450h 


> FULL STORY 

LEXUS Australia will offer not just one version of its 

redesigned RX hybrid SUV but three, when it goes 

on sale in Australia from July 13. 

The hybrid crossover’s aggressive new starting 

price of $89,900, which is $7645 lower than the 

$97,545 pricetag of the single RX400h model 

previously available. 

> FULL STORY 

Citroen C3 

compare, select and save 

A HUGE windscreen that extends well into the roof 

is the defining feature of the new Citroen C3 light 

car, scheduled to come to Australia in May 2010. 

Citroen also revealed it will launch a new range 

of environmentally-friendly three-cylinder diesel 

engines in 2011. 

> FULL STORY 

position and pops up the unique gearshift 

controller when you turn on the ignition, as 

well as the soft-feel dash, the chrome and 

rubber steering wheel controls, the size and 

shape of the wheel itself and even the attention 

to detail with the Jaguar name embossed into 

the chrome air-vent direction sliders. 

The sloping roofline barely compromises 

ease of entry to the rear seat and there is no 

problem with headroom, legroom, visibility or 

comfort once inside. 

Jaguar makes much of its in-house active 

differential development and its wide-ranging 

‘Adaptive Dynamics’ suspension system – 

which apparently monitors the body position 

100 times a second and the wheels 500 times a 

second to predictively improve damper control 

– but unfortunately the launch drive was 

anything but challenging. 

Busy country highways are not the place to test 

such a car, let alone analyse complex systems and 

explore the limits of its capabilities, so we remain 

in anticipation of a more thorough examination 

over an extended time on local roads. 

In the meantime, we can tell you that the XFR 

is suitably grippy and rides well for such a car, 

but suffers from sharp road irregularities, as you 

would expect from low-profile performance 

tyres, which also generate too much road 

noise. 

The fast electro-hydraulic rack-and-pinion 

steering (electronic control, not electric power) 

is hard to fault, being fast and direct, with a 

lightness of touch at low speeds combined with 

good feel, responsiveness and on-centre feel on 

the highway. 

Jaguar is certainly serious about its R brand 

and has dedicated significant engineering 

resources to revive the brand’s sporting heritage. 

AMG and the M people may not yet be quaking 

in their boots, but the XFR is undoubtedly a 

MOTOR 

huge step in the right direction. 

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\\ LeBlanc Mirabeau 

Hit and Swiss 

Leblanc supercar is really 

just one track minded 


ONE OF the more remarkable supercars 

to catch our attention in recent times 

is a super-light sports racer built by 

Swiss company Leblanc Cars that is, incredibly, 

able to be registered for street use. 

The Leblanc Mirabeau – named after a 


corner on the Monaco Grand Prix circuit – is a 

barely concealed racing car designed to meet 

the regulations for the classic Le Mans 24 

Hour race while also being able to be driven 

on the road. 

It is powered by the 4.7-litre supercharged 

and intercooled aluminium V8 engine from 

Swedish supercar company Koenigsegg, which 

in the Mirabeau produces “more than 700 

horsepower” (522kW) and “more than 850Nm” 

of torque, with a redline of 7600rpm. 

Transmission is the strong Italian-built 

Cima six-speed sequential manual used by 

Koenigsegg, which has an internal oil pump 

and an external radiator, or an optional 

($A92,000) semi-automatic. 

Although Leblanc is rather coy about 

performance figures, a top speed of about 

370km/h is quoted, which would match the 

McLaren F1 supercar and be beaten only by the 

388km/h Koenigsegg CCR (which is cranked 

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up to produce more power) and the 407km/h 

Bugatti Veyron in the production car ranks. 

Leblanc’s only other model is quaintly named 

the Caroline and only has a 382kW 2.0-litre 

turbocharged engine, but it is a seriously quick 

coupe, having been timed from 0-100km/h in 

just 2.7 seconds – second only to the Porsche- 


based Dauer 962 in supercar folklore. 

Despite its turbocharged V8 engine, the 

real secret to the Mirabeau’s performance is 

its light weight, thanks to its lack of creature 

comforts and exotic chassis and bodywork 

materials like carbon-fibre and Kevlar. 

It weighs just 812kg, which is just below 

the Le Mans LMP2 class limit of 825kg (and 

much less than the 925kg limit for Audi’s 

and Peugeot’s outright contenders). It is also 

a match for the classic Le Mans-winning 

Porsche 956 of the 1980s. 

Compare that to other road-going supercars 

and you get a clearer picture because the 

Mirabeau is half the weight of a Veyron 

and even some 570kg lighter than a Ferrari 

Enzo. 

Of course, the Leblanc Mirabeau does not 

come cheap – €543,000 ($A965,000), plus 

local taxes – but how many other million dollar 

MOTOR 

supercars can you take to Le Mans? 

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By MARTON PETTENDY 

in BUDAPEST 

SKODA has applied the smoother new 

look adorned by its facelifted Octavia 

in Australia since March to its RS 

performance flagships. 


Czech Czech out out the 

Latest performance Octavia 

r 

DRIVEN: Skoda Octavia RS // 

Czech out the RS 

Launched recently in Budapest, Hungary, 

not far from Skoda Auto’s Mlada Boleslav 

headquarters in the Czech Republic, the 

newlook RS and similarly updated Scout 

crossover will complete the upgraded Octavia 

range in Australia from September. 

The Octavia RS will bring the same interior 

and exterior updates recently applied to the 

revised Octavia line-up, which relaunched the 

Volkswagen-owned Czech brand in Australia 

in October 2007. 

Turbocharged petrol and diesel engine 

gives Skoda some street cred 

choices, mated to both six-speed manual and 

automatic (DSG) transmissions, will continue 

to be available here in both four-door ‘liftback’ 

and five-door Combi body styles. 

As with the garden variety Octavia, the 2009 

RS skin is fresh from the A-pillar forward and 

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comprises new, more stylised headlights, plus 

revised front quarter guards and wing mirrors, 

and a different bonnet, bumper and grille. 

The larger, boomerang-shaped headlights will 

come with the option of Xenon globes and an 

adaptive light function, while the redesigned 

bumper features a wider air intake, fog lights 

with cornering function and, for the first time, 

daytime running lights. The RS also scores 


new tail-lights while a new 18-inch alloy wheel 

design can be had instead of the standard 17inch 

items. 

Styling is a subjective thing, but few could 

argue the Octavia’s smooth new look has the 

greatest visual impact in range-topping RS 

guise. Gone are the flat, boring headlights of 

the current RS, which projected a downcast 

and decidedly eastern European look, in favour 

of a more contemporary headlight shape that 

makes the Octavia both far more aggressive 

and upbeat in equal measure. The heavily 

chromed Skoda grille still nestles in between 

but somehow looks prouder ahead of a more 

bulging bonnet and quarter guards, and above 

a deeper, more purposeful bumper. 

Certainly, the exterior changes are far easier 

to pick than the interior upgrades, but it could 

be argued the Volkswagen-esque cabin design 

and build quality, which is as convincing as its 

ergonomics, wasn’t in need of fixing anyway. 

Surprise-and-delight cockpit features 

continue to abound, like the hidden high-grip 

surfaces applied to the inside of the interior 

door-pulls and on the floor of the upper 

dashboard compartment. 

A large, flip-out dash box, easy-to-read 

Reign Czech: Skoda’s sportiest model comes in hatch 

and wagon body styles, with petrol and diesel power. 

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instruments, highly tactile controls and, 

thanks to the hip-hugging fake-suede 

sports seats in the RS we sampled, one 

of the most ergonomic seating positions 

we’ve encountered all add to the Octavia 

RS experience. 

On the solid cross-country global 

launch drive through Hungary, the petrol 

RS was as effortless to drive in peak-hour 

Budapest traffic as it was at very high 

freeway speeds. 

Powered by a turbocharged 147kW/ 

280Nm version of Volkswagen’s directinjection 

2.0-litre four, the petrol RS 

sedan is in effect a Golf GTI with a boot 

or the Jetta GTI that VW never built, 

while the petrol RS Combi adds another 

dimension by throwing in the cargo space 

of a midsize wagon like the Mazda6, 

Subaru Liberty or … VW’s own Passat. 

Mated to an ever-ready double-clutch 

automated manual DSG transmission 

controlled oh-so-conveniently by steering 

wheel paddle shifters, both the petrol and 

125kW/350Nm 2.0-litre turbo-diesel RS 

are lusty performers with a satisfying level 

of response and in-gear acceleration. 

According to European test figures, the 

TDI manual liftback returns as little as 

150g/km and 5.7L/100km, while at the 

other end of the range the TSI DGS wagon 

produces 180g/km and 7.7L/100km. 

Both engines meet stringent new Euro 

V emissions standards. However, given 

most of the 20kg of weight savings are 

the result of replacing the full-size spare 

wheel with a tyre repair kit, which won’t 

be the case for Australian models, it 

remains to be seen whether the efficiency 

gains translate to Australia’s test regime. 

Ride quality on the cobblestones of 

Buda’s old town was far from comfortable 

and won’t find favour with those who 

spend most of their time on Australian 

B-roads, and a brief track session at 

Hungary’s Euroring proved the frontdrive 

RS is a chronic understeerer on a 

racetrack, despite its surprising lack of 

body roll. 

With more street cred than ever, though, 

the Octavia RS should continue to offer 

more bang for your buck than the Golf 

GTI in a package that has never looked 

better. 

MOTOR 

www.goautomedia.com 

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