Articles by Nelson Ireson

What defines a sports car? Is it an arbitrary set of numbers--weight limits, 0-110km/h times, lateral g forces? Or is it something more emotional, something that can't easily be quantified? I tend to think it's the latter, and the 2014 Jaguar F-Type presents a convincing case in support of that tendency.Running strictly by the numbers, the F-Type falls a lot closer to the Grand Tourer class than it does to any classical (or even fairly modern) definition of a “sports car.” But behind the wheel, the F-Type's spirit, the feeling it evokes in the driver, rails against classification with 1800kg tourers.Weighing in at 1,597 to 1,665 kg, with a footprint that's 6 per cent larger than the 2013 Porsche 911's, the F-Type is no minimalist enthusiast's machine. With up to 364kW on tap -- and 250kW in its least-powerful form -- it's also not a lesson in momentum maintenance and apex speeds.But between the balanced street-tuned suspension, throaty exhaust notes, abundant torque, balanced chassis, and massive grip, the F-Type ultimately validates Jaguar's claims of a return to the sports car game--whatever the numbers say, whatever the time lapse since the last one.There are three main flavours to the 2014 F-Type: the base model, named simply “F-Type,” the F-Type S, and the F-Type V8 S. Between the three, the primary differences are engine output or type; optional equipment availability; and suspension configuration. The base F-Type sports a supercharged 3.0-litre V-6 engine rated at 250 kW. Good for 5.1-second 0-60 mph (0 to 97 km/h) runs and a top speed of 161 mph (259 km/h), the base F-Type comes standard with 18-inch wheels and cloth seats. It's the lightest of the group, weighing 1,597 kg, but it misses out on the Adaptive Dynamic Suspension system, which improves not only ride quality, but handling, in the V6 S and V8 S, where it's standard.The base F-Type also misses out on Jaguar's very well-tuned performance electronics system, available only on the S and V8 S. With a Configurable Dynamics option offering control over throttle and transmission response, steering weight, and suspension settings (for Adaptive Dynamics-equipped cars), the F-Type lets you tailor the car's driving feel to fit your uses.Jaguar F-Type with heritage cars. But what's it like behind the wheel? In base form, the F-Type is quick, but not particularly inspiring. The low-end torque is good, but, given the car's weight, not great. Once you muscle past the 3,500-rpm mark, however, things liven up greatly.If you've opted for the two-mode exhaust system (our test car was fitted with it) the sound wakes up even more, right around the same transition point. Going from quiet and understated (if a bit pedestrian) the sound comes alive, giving even the base F-Type a pleasant bark, particularly on upshifts and downshifts.When it's time to wipe away the perma-grin installed by straight-line pedal mashing and start turning corners, the F-Type is equally happy to oblige. Well, mostly, anyway. In base form the F-Type gets Continental ContiSportContact2 “max performance” summer tires.Those tires are good, but, ultimately, not great. Grip is fine, and the tires are communicative in the auditory sense, but there's little feedback returned through the wheel. Part of the blame there lies with the Jaguar's steering, however. As a non-electric power steering setup, you might think there are no good excuses for less-than-awesome feel.You'd be right, but that doesn't mean that's what you get with the F-Type. In fact, you get decidedly non-awesome, rather numb steering feel with the F-Type, particularly in base form. Part of the blame for this shortfall also undoubtedly lies in the F-Type's not-so-trim weight.Even approaching 50/50 weight distribution--with passengers, again--that means there's the better part of a ton over the front contact patches. Mid-engine and rear-engine cars (and light front engine cars) are often lauded for their steering feel--feel that is, in part, due to the relatively lightly loaded front axles, and, consequently, tires.2014 Jaguar F-Type first drive. It's not all bad news when it comes to steering, however; steering weight is good, and the variable ratio is quick and intuitive--the cars reactions are nearly as quick as the driver's.The inherent balance of the F-Type, from its spring and damper rates to its near 50/50 weight balance (again, with passengers), the F-Type is well-poised. It's just a bit less communicative about what's going on with the front end than we'd like to see in a sports car.Stepping up to the middle of the F-Type range, you have the $81,000 US (Australian pricing is still to be revealed) F-Type S. Not to be confused with the F-Type V8 S, the F-Type S is powered by essentially the same 3.0-litre supercharged V-6 engine, just in a higher state of tune, the (V-6) S is good for 279 kW and 4.8-second 0-60 mph (0 to 97 km/h) runs.Best of all, the extra power and torque in V6 S trim relieves the car of its sub-3,500-rpm dead spot and gives it a lively, quick feeling in all conditions. The bark, too, is sharper. Uncork the F-Type V6 S in Dynamic Mode with the “googly eyes” dual-mode exhaust button switched on, and I challenge you not to smile. Most will break out in giggles.In F-Type V6 S form, Pirelli PZero tires on larger 19-inch wheels take over grip duty--and the improvement is immediately noticeable. Steering communication is more abundant thanks to less sidewall flex, though, overall, feedback remains muted.But the chassis itself appreciates the extra grip and readily puts it to use. The communication lacking through the steering wheel is made up for by the input coming back through the seat and pedals; in cornering, the balance of the car is easily discernible.Power out of a corner and you'll sense the impending tail-out attitude just before it happens; hammer the brakes and the car dives just enough, maintaining stability while slowing with force. The Adaptive Dynamics suspension system takes much of the credit here, too, offering up to 500 adjustments per second to adapt to the driver's inputs and the road itself.Modern adaptive damper systems have come a long, long way from their rather recent origins, and the F-Type's system is among the most seamless. That chassis is 30 per cent stiffer in key lateral sections than any other Jaguar, ever. It's also almost entirely aluminium. And it's clear that Jaguar's engineers have spent a lot of time tuning and refining both ride and handling.The only question we have is why it's so heavy--especially given the abundant use of aluminium. Unfortunately, under direct questioning, Jaguar's engineers weren't able to give a good reason. But the F-Type is, by sports car standards, heavy. In V6 S form, it weighs 1,614 kg. That's more than 135 kg heavier than the 2013 Porsche 911 Carrera S Cabriolet. And the 911 has 15 more kilowatts. And a back seat.There's more to the F-Type yet, however: the $92,000 US V8 S. Powered by the familiar 5.0-litre supercharged V-8 found (in similar form) in other Jaguar products, the F-Type V8 S generates a stout 364 kW. Tipping the scales at 1,665 kg, it's also the heaviest F-Type, but 68 kg heavier than the base model is a relatively small penalty to pay for all of those ponies.Surprisingly, at least to me, the V8 S doesn't feel any less nimble or ready to run than the V6 S. The extra weight—51 kg in this case -is simply too little to notice; there's no additional penalty in feel.That leaves the throaty V-8 engine to add a definite element of awesome, roared by its quad-tipped exhaust and then immediately seen on the rapidly rotating speedo needle. Jaguar quotes the 80-120 km/h acceleration time of the F-Type V8 S at just 2.5 seconds--a full second quicker than the base F-Type. I believe it.I also believe the V8 S's 300 km/h top speed--very quick indeed for a sub-$100,000 US convertible. It's surprisingly easy to get a significant fraction of the way there without realising it, too. With its abundant power and speed, the F-Type V8 S can almost feel more like a compact grand tourer than a sports car, particularly once the road opens up and straightens out.In this scenario, it has the composure and pace of a dedicated continent-crosser. But as soon as the curves return and the sight lines shorten, it perks its ears, eager for the challenge. Because of these V-8 factors, we also believe Jaguar's estimate of about half of U.S. buyers opting for the top-of-the-line F-Type V8 S, the rest split fairly evenly between the base and V6 S models.The F-Type has been almost universally acclaimed as a beautiful car. Why? It has headlights, a grille, fenders and flares, just like every other car. Because of the proportion and shape of those elements; because of the organic curves and ratios; because of the attention to detail. But also because of something less easily quantified, some essence that is uniquely Jaguar.Jaguar Director of Design, Ian Callum, admits there are few direct cues to Jaguar's illustrious sports car past--in fact, the idea was to design in an entirely new direction, but with the ethos that inspired those past designs.That ethos was put in place by Jaguar founder William Lyons; its core tenet: to do something new, original. In that, the F-Type succeeds, even while it relates to Jaguar's other new cars, particularly the XK. Inside, the idea was to capture the spirit, if not the detail, of the earlier cars as well. While the cockpit is entirely modern in look and feel, the choice of a shift lever (or joystick) instead of the round dial selector found in other Jags, as well as the shape and location of the knobs and toggles along the centre stack, were all chosen to give an impression of mechanical simplicity--despite the advanced electronics they control. The interior, like the rest of the car, is also extensively customisable. While the design is exquisite, somehow quintessentially Jaguar yet also new and modern, how does the package that design's wrapped around stack up? The answer: Fairly well--though there are a few issues.Trunk space, for one, is minimal. Even apart from the space stolen by design to stow the Z-fold soft top, the floor of the trunk is quite high, and the suspension towers intrude at the sides. The result is a space that's barely suitable even for smaller bags, and not deep enough to contain much in the way of a real suitcase--a potential issue for those wanting a weekend getaway car.The cockpit, too, is a bit short on space. In a car with a footprint 6 per cent larger than the 911--which offers a backseat and a reasonable front trunk--you'd expect ample leg room. Not so. In fact, the shortage of leg room requires a more vertical seating position (at least for taller drivers) than is truly comfortable, as the seatback runs into the rear bulkhead.For passengers, it's worse, as the floorboard doesn't extend as far forward as it does for the driver's pedals. Knee room is tight, as well, making for a bit of discomfort for long-legged drivers (like myself) on longer drives. The rest of the cockpit, however, is as spacious as it should be--shoulder, hip, and headroom are good.The seats, in particular the upgraded leather-wrapped sport seats, are fantastic. Adjustable side bolsters and lumbar support make for a highly tunable seating position, from relaxed and cruising to snug and sporty.The biggest issue with the F-Type, for some, will be the lack of a manual transmission. The eight-speed Quickshift transmission in the F-Type is a rather athletic take on the slushbox concept, with quickened shifts and a 100-per cent lockup that skips the torque converter once out of first gear. But it's clearly not a manual--and not a dual-clutch either.The Quickshift's actual gear changes are quick, indeed--on the order of dual-clutch quick--but there's a lag between driver request (via paddle or centre console joystick) and transmission action. It's a noticeable lag, even in Dynamic Mode.In some cases, the transmission simply doesn't respond, perhaps thinking better of your ill-informed manual shift point. Whatever it is, it's a touch balky and difficult to use in manual mode. Fortunately, it's quite good in fully automatic mode.So good, in fact, in Dynamic Mode, that you're unlikely to wring anything more from the car shifting on your own except frustration. When left to its own devices, the Quickshift in the F-Type downshifts intelligently, upshifts quickly, and avoids interfering in corners thanks to its Corner Recognition software.The question I started out with--the question that remained with me through much of the day and a half driving the 2014 F-Type--is whether the car can truly be called a sports car. The answer, raw and subjective as it is: it can. It's not a minimalist, pure execution of the theme, but it's a sports car. A luxurious, (mostly) comfortable, beautiful, powerful sports car. And that sound. Oh, the sound.www.motorauthority.com

In the world of supercars, there are battles and then there are “battles.” This is one of the latter. In this rather dry and yet superficial look at the Nissan GT-R's snow-driving capabilities, Nissan sets up one heck of a straw man--or snow man, as it were. Testing slalom, acceleration, and braking ability in the snow (skip to 3:50)--on a common set of Dunlop tires, to make it fair--Nissan pits the GT-R against an Infiniti FX and a Nissan 370Z. Yeah, that makes sense... It seems Nissan is trying to show how practical the GT-R is with this video, even in the hands of a young staffer. The woman tasked with driving the GT-R to provide a “normal driver's” perspective owns a Cube, but only drives once or twice per year. Total. Yeah, that makes even more sense... The video gets even funnier when snowy hill starts are attempted on a 20% grade. As you might expect, the GT-R annihilates the competition. The poor 370Z rolls back down the hill, front and rear wheels spinning in opposite directions. To be fair to Nissan and the GT-R, the twin-turbo supercoupe proves its snow-driving mettle. The GT-R's balanced weight, low centre of gravity, and all-wheel drive system make for a capable snow car. Of course, the Audi R8, Lamborghini Gallardo (but maybe not the Aventador), and Ferrari FF--even the Bentley Continental GT Speed Convertible--are, too. Not to mention the Subaru WRX STI, E63 AMG all-wheel drive, and a horde of other all-wheel drive performance cars that might have made a better comparison point. Or, say, attempting a top-speed record for a stock production car on an icy lake. That would have made sense. www.motorauthority.com

Bentley's exploits in high-speed ice driving are well-known--and officially recognized. But for Nissan of Europe, the official Guinness certification apparently wasn't as important as going flat-out on Lake Baikal in a bone-stock GT-R. You see, the claim made with this video is for the unmodified production car ice speed record. Bentley's ice speed record runs were made in a specially-modified "ISR," (Ice Speed Record) Continental Supersports model, in the hands of Finnish rally champ Juha Kankkunen. Top speed: 330 km/h. Not long after, another Finn, Janne Laitninen, piloted an Audi RS6 to a top speed of 331.7 km/h on ice. Now, the Nissan GT-R, in the hands of Roman Rusinov, has crossed Lake Baikal's gorgeous crust of ice at a speed of... 295 km/h. That's not nearly as impressive as the cars modified to hit top speed on ice, but on the other hand, it looked like one hair-rising ride in a showroom-stock street car.  

The battle for the title of “world's fastest production car” is as fierce as it is bizarre. Populated by extremely rare, hyper-expensive, hand-built cars, the group of contenders is as unrealistic as the speeds they reach. But there's a new king of this particular hill, as evidenced by video of the run: the Hennessey Venom GT. At least, technically. Hennessey Performance president and founder John Hennessey acknowledges as much, saying, “While a Veyron Super Sport did run 267.8mph (431kmh), Bugatti speed-limits its production vehicles to 258mph (415kmh). Thus, at 265.7mph (427kmh) the Venom GT is the fastest production car available to the public.” Whatever the technicalities, the specifics are clear: the run was validated by two VBOX 3i GPS-based data logging systems during a run at the United States Naval Air Station Lemoore in California. Equipment for the car was as-delivered to customers, including Michelin Pilot Super Sport tires, a full interior (including leather seats, air conditioning, and a high-end stereo, Hennessey points out), and Brembo carbon ceramic brakes. The Venom GT also set another record during the run, though the company cautions that Guinness only recognises records set in kilometres per hour. A time of 14.51 seconds to 200mph (322kmh) bested the Koenigsegg Agera R's 17.68-second time. Hennessey CEO Don Goldman hinted that this might not be the final hurrah for the Venom GT's top speed runs, however. “While the 2.9 mile (4.7 km) long runway is more than enough acceleration distance for a F/A-18 fighter jet, it was far too short for the Venom GT to reach its true top speed,” said Goldman. It's not as though the Venom GT hasn't already been recognised as being fairly rapid. It holds the Guinness record for the quickest accelerating production car, rocketing from 0-300km/h in 13.63sec - around the same time it takes a SS Commodore to achieve half that speed. The Venom GT is based on a Lotus Exige chassis but its supercharged four-cylinder engine has been replaced by a hand built twin-turbo 7.0-litre V8 that produces in excess of 925kW and, unlike the all-wheel drive Veyron, transmits the outrageous amount of power to the ground  through only the rear wheels. Hennessey plans to build a total of 29 of the carbon fibre Venom GTs - coincidentally one less than Bugatti's Veyron Super Sport edition - each costing a little more than $1.1 million ($1.05AUD). It claims that more than one-third have already been sold in the United States. Hennessey's position goes against the current trends from traditional hypercar brands, such as Ferrari, Lamborghini and McLaren, which have all admitted the Veyron's top speed mark has become unbeatable, but also irrelevant. Instead, McLaren believes its new plug-in hybrid P1 flagship has been designed to be the fastest car around a racetrack while Ferrari has headed down the same path with its LaFerrari. www.motorauthority.com  

Australia can no longer look forward to getting a Tesla Model S under the luxury car tax level when the car launches here -- after delays likely December this year or early 2014.In what feels more like a bait-and-switch marketing tactic than a legitimate business decision, Tesla Motors has announced that it will not build the most affordable, smallest battery pack version of the Model S electric sedan.Why? Because of a “lack of demand”. According to Tesla, only four per cent of buyers placing deposits reserved the 40-kWh version of the Model S. The 40-kWh model remains on Tesla's retail site for the moment, at a promised price of US$52,400 -- after $7,500 in US tax rebates that are not echoed here in Australia.Tesla had previously said it would start the Model S range below the luxury car tax level, which would have meant the base variant coming in under $77,000. That leaves us with the prospect of the two higher variants -- 60kWh and 85kWh -- which will cost much more.And while just how much more has not yet been revealed, it's likely we'll see the 85kWh one at around $150,000. Tesla had claimed a range of 257 km for the 40kWh Model S, along with a 0-100km/h time of 6.5 seconds and a top speed of 177 km/h. A 173 kilowatts motor generating 420 Newton metres of torque was specified, with production to begin this year.According to Tesla, “Customers are voting with their wallet that they want a car that gives them the freedom to travel long distances when needed.”American buyers that reserved a slot for the 40kWh model won't be left in the cold, however. Instead, they'll get a crippled version of the US$62,400 (after credit) 60 kWh car. It'll have the same battery pack as the mid-range Model S, but software will limit it to use of 40kWh of the pack's energy.This limited version of the electric sedan will also offer the 60-kWh car's more powerful motor and attendant quicker acceleration (100km/h in 5.9 seconds) and higher top speed (193 km/h).www.motorauthority.com 

The Kia Cerato -- called Forte overseas -- Koup lineup just got a whole lot sportier at the 2013 New York Auto Show: the new 201-horsepower, turbocharged Koup SX has made its debut alongside the base Koup EX.With 148kW of power and 264Nm of torque from its 1.6-litre, direct-injected turbo four-cylinder engine -- the same one used in the Hyundai Veloster SR Turbo --  the Cerato Koup SX is the most powerful Koup model ever.With front-wheel drive and a six-speed manual transmission (a six-speed automatic is available), the Koup SX aims to be Kia's sportiest model. The base-model Koup EX comes standard with an automatic transmission for its 2.0-litre, 129kW/209Nm four-cylinder engine -- a rise of 14kW and 15Nm over the current Koup's 2.0-litre."The Forte Koup is arguably the sportiest vehicle in our award-winning lineup, and it has helped raise Kia’s brand awareness significantly among automotive enthusiasts," said Michael Sprague, executive vice president of marketing & communications, Kia Motors America.  "Its rakish design, premium amenities and powerful turbocharged engine set it apart from the competition."The Koup SX and EX join the Cerato sedan and hatchback, and despite the performance-directed marketing and turbocharged engine, there's still plenty of Kia value going on as well.As with the Koup EX, standard features include UVO eServices with Rear Camera Display, Bluetooth wireless, SiriusXM satellite radio, LED lighting, and a leather-wrapped steering wheel--but adds 18-inch alloy wheels, dual chrome exhaust tips, and LED tail lights. Optional extras include HID headlights, dual-zone climate control, SmartKey with push-button start, 10-way power driver's seat, and more.The Kia Cerato Koup SX also has its own aesthetic features, with a larger opening in the bumper and grille, black gloss grille inserts, larger front brakes, alloy pedals, and "carbon fiber-style" interior and exterior accents.The new Cerato Koup range is likely to go on sale in the fourth quarter of 2013. Pricing and details of Australian specification will be announced closer to its launch. And while there is no indication yet of whether we'll get the turbocharged Koup SX, Hyundai's success with the Veloster suggests Kia will be looking seriously at the business case.The Car Connection

The New York motor show next week won't have as many impressive global debuts as Geneva did, but it will host the debut of one of the most anticipated cars of the year: the 2014 Mercedes-Benz CLA45 AMG.The CLA45 AMG offers a more aggressive, aero-treated take on the standard CLA Class exterior, and a more Alcantara-and-carbon-fibered take on the interior. From every angle, inside and out, the photos, posted by Autoblog's Spanish counterpart, show it's a well-executed look.Better yet is the potency packed into this pint-sized four-door coupe. As Mercedes-AMG confirmed to us in Geneva, the CLA45 AMG will pack 265 kW, hit 100 km/h in 4.6 seconds, and cost less than $50,000 to start.www.motorauthority.com 

The feud between the Corvette and the Viper isn't new. Owners and fans have gotten into enough forum flame wars to burn down half the galaxy. But it's rare that the manufacturers get so directly involved as in the case of the 2014 SRT Viper TA. As you may know, the Viper TA was essentially built as a response to a track test between the Corvette ZR1 and the Viper GTS at Laguna Seca, performed by Motor Trend. The ZR1 won the day, and took home a new production car lap record. The SRT team wasn't happy with that. The 2014 SRT Viper TA--and regaining the Laguna Seca lap record--is the result of that dissatisfaction. The TA in the name stands for Time Attack, and it's a special package made with track days--and track records--in mind. Built from the standard SRT Viper, not the GTS, the Viper TA gets retuned two-mode Bilstein Damptronic dampers, much like the GTS, but with firmer overall settings and a smaller gap between the two modes. Springs and anti-roll bars are also retuned for track use, and a new carbon fibre X-brace is used in place of the standard aluminium unit. Aero tweaks also help track performance, with carbon fibre front splitter and rear spoiler adjusting airflow. A rear carbon fibre appliqué blings up the track-focused theme. Having spent some time on track behind the wheel of the new Viper ourselves, we'd welcome the opportunity to test the TA package's improvements. As SRT chief Ralph Gilles puts it, "Our engineers revised the suspension settings to refocus the Viper specifically for track duty, using a blend of components from the GTS and the SRT models, add in the extensively developed aero package and the new Time Attack package is born. We’re not only saluting the existing capabilities of our current models, we’re also targeting another niche in our customer base with a tremendously capable track machine." Beyond those tweaks, the rest of the TA kit is essentially aesthetic, with black anodized brake callipers wearing a Crusher Orange Viper logo, matching the Crusher Orange paint job on the car, and matte black Sidewinder II wheels. Inside, the equipment is all standard Viper, with Crusher Orange accent stitching on black upholstery. The SRT Viper TA weighs in at 1519 kg and generates the standard 471 kW and 813 Nm of torque as the rest of the SRT Viper range. Only 33 units of the Viper TA will be built, sadly meaning many of these cars will be bought as collector's items rather than for their intended - and rather harsh, crash-prone - use on the track. Of course, the TA isn't likely to be the only track-focused new Viper built, nor is it likely to be the most hardcore. If the last generation's ACR and ACR-X models are any indication, there's much, much more in store from SRT. The public debut of the 2014 SRT Viper TA will come next week at the New York Auto Show. Construction will begin in the third quarter of 2013. www.motorauthority.com  

As the BMW 3-Series range bifurcates into four-and-more-door 3-Series models and two-door 4-Series cars, it's getting a new addition: the 3-Series Gran Turismo, unveiled today at the 2013 Geneva Motor Show. Like the 3-Series sedan it shares its leading moniker with, the 3er GT sports both 177 kilowatt 328i and 220 kilowatt 335i variants. Unlike the 3-Series, however, the Gran Turismo is closer in overall size to the 5-Series, much like the 5-Series GT is close to the 7-Series' size. While the original studio photos showed the 3-Series GT in a fair light, the live photos cut through the gloss and glitter and reveal...a hatchback that still looks pretty svelte. The proportionality shown in these live shots (which are typically more unforgiving than primped studio pics) is a welcome change from the ungainly 5-Series GT, and gives us hope that the car will be just as good-looking on the road. The new 3 Series variant shares much with the existing F30 sedan and soon to be released Touring (or "wagon" in local speak) but it is built on a long wheelbase version of their platform. Designated F33, it is used in some Asian markets. The GT is unlikely to have any load advantage over a Touring but its versatility and point of difference are its strengths. Only a few engine variants will come this way in GT form so Carsguide tips a 320d diesel entrant at about $64,000 and a 328i at about $69,000. www.motorauthority.com  

The 2014 Chevrolet Corvette Stingray Convertible is just a day or so away from its official unveiling, but for the moment we get a sneak peek at the car as it rolls off the truck toward the show floor. Posted to Chevrolet Europe's Facebook fan page, the image shows what is clearly a roofless Corvette Stingray rolling down the ramp. Unfortunately, a car cover obscures the choicest details, but the general proportions of the rear end -- arguably one of the most important aspects of any convertible -- are clear. And they're good. Of course, we expected the Stingray Convertible to look good. Last month, what appeared to be a design study for the car leaked onto the web, and then earlier this month, Chevy confirmed the car for its Geneva debut. Following its debut in Europe, the first Stingray Convertible will be auctioned at Barrett-Jackson in April, with proceeds going to the Barbara Ann Karmanos Cancer Institute in the US. www.motorauthority.com