Articles by Paul Gover

The back-from-the-dead new-age supercar is being raced towards production in the USA, complete with a new high-tech production facility and - for the first time - an American engineer in charge of development work. Honda has shown an NSX concept car many times over recent years but is now colouring the picture with details including the factory in Ohio that will build the car and information on Ted Klaus, who heads the engineering team. It has also opened an order bank in Britain and is promising an early decision on the car for Australia. “I'm at the front of the queue to get it back,” Honda Australia director, Stephen Collins, tells Carsguide. “We're not in a position to confirm anything as yet. But we're a fair way down the track with it.” The new-age NSX will again be a mid-engined supercar, with a V6 engine - the same package as the 1980s original - and all-wheel drive. “We have a very clear understanding of the high customer expectations luxury buyers around the world have for a supercar, and our challenge is to exceed them and create new value for the customer,” says Ted Klaus. He reveals the car will be built by a specially-trained, 100-strong workforce at the new Performance Manufacturing Centre close to Honda's existing Accord factory in Ohio, USA. Engines will be built close-by in another dedicated NSX plant. The return of the NSX comes almost exactly a decade after production of the original car ended. It was built from 1999 at Honda's Takanezawa factory before production shifted to Suzuka through to 2005. In Australia, less than 300 cars were sold and none of the later models was brought down under. But Honda Australia is convinced the new car can do well from 2015. “We've got a solid history with sales of the first-generation NSX. I think we sold about 280 of those cars,” says Collins. “Give that, and the strength it would provide to the brand, and our history, I'm pretty confident.” He says the essential business case for the car is already underway and the chances for Australia are boosted by strong early interest from the UK, which is driving development of right-hand drive cars. “We are very strongly putting a case together and I feel confident that we will get that across the line. The decision is a collaborative one between Australia and Japan. We're still sorting a few of the details out.” Even though the NSX is not confirmed, Collins says he is preparing a customer plan for the car. That means a priority wait list and dedicated NSX dealers. “I would anticipate that, given it's low volume and the special nature of the case, we'll have some sort of ordering system in place,” he says. “Last time we had about a dozen dealers. Given the nature of the car it would be fairly specialised.” This reporter is on Twitter @paulwardgover  

The edgy WRX Concept car revealed at the New York auto show last month has landed in Australia, although the details of its visit are still unclear.It is definitely headed for public showings but Subaru Australia refuses to reveal its plan for the car following the cancellation of the Australian International Motor Show in June.The WRX was originally booked for a down under visit to star at the show in Melbourne and is spotted this week being unloaded at the Melbourne docks. The timing of its arrival suggests it was shipped from the USA as soon as the show closed in the Big Apple.Its local destination is unclear, although the Japanese brand's flagship dealership - Subaru Interactive@Docklands, in the Victorian capital - has just been given a major facelift.It could easily host the WRX Concept for the coming month, although visits to Sydney and Brisbane are also likely to spread the message on the renewal and revival of Subaru's turbocharged, all-wheel drive signature car."No comment," is the trademark answer to Carsguide from the managing director of Subaru Australia, Nick Senior, to any and all questions on the WRX Concept's visit.However, Subaru admits it is looking at alternatives to traditional motor shows and - unlike most of its showroom rivals - is prepared to pay to test the reaction to new ideas. Most brands are looking closely at the Goodwood Festival of Speed in Britain, where cars are driven in front of a sellout audience on a closed hill climb course.The WRX Concept will only be a static display, however, as the NYC standout does not have a finished cabin or proper running gear.Any showing is likely to re-ignite Australian speculation about the new WRX, which has also been caught testing with heavy camouflage at the Nurburgring test course in Germany.There is no question that the car will be quick and confident, but there are doubts about the final styling and how closely it will reflect the work on the WRX Concept. There has been widespread condemnation of the Nurburgring test car, even though the New York WRX was praised for its edgy looks and an overdue move away from the basic four-door bodywork of Subaru's mainstream Impreza.This reporter is on Twitter @paulwardgover

The hottest slot in luxury motoring is about to get even hotter as Infiniti fires up with a rival to the Audi A4, BMW 3 Series, Lexus IS and Mercedes-Benz C-Class.The first Q50 came off the production line in Japan yesterday and plans are in place to have the first Australian cars delivered by November.The Q50 will have a starting price below $60,000, will be powered by a range of engines from a turbocharged four provided by Daimler, and will sidestep its German rivals with a solid emphasis on driving enjoyment.The official introduction of the Q50 comes as Infiniti confirms plans for a major model expansion at both the top and bottom ends of luxury motoring, with a Q70 flagship and a baby model to compete with the Benz A-Class.“The Q50 is coming, absolutely. It's here in quarter four,” Infiniti Cars Australia's spokesman, Peter Fadeyev, tells Carsguide.“It will be our fifth model. And it will be our largest selling model. This will be competing in the most important sector of the Australian luxury car market.”He refuses to even hint on the price points for the Q50 but confirms a range of engines from turbocharged four-cylinder petrol and diesel motors through a 3.7-litre V6 to a hybrid package.But Infiniti is emphasising the sporty feel and technology in the car. “There are a number of technology proof points, including steer-by-wire. Hybrid power is another point of difference, with a direct emphasis on the performance on the car and not just the economy,” Fadeyev says.The Q50 will be loaded with luxury, including two big touch-screen infotainment displays, although there is no news yet on any connectivity plans.Further into the future, a British-built baby is confirmed for 2015 and Infiniti is also expecting an all-electric car - probably in 2016 - based on the Infiniti LE concept car from the New York auto show in 2012.Completion of the first Q50 in Japan includes an aggressive outline of Infiniti's future by the brand's global president, Johan de Nysschen.“We will... introduce models above where the Q70 stops today. In our crossover range, we can imagine significant additions to that lineup as well,” he says.“Other cars on tap include a new compact premium model that will be made at Nissan's Sunderland plant in the United Kingdom starting in 2015.”According to de Nysschen, Infiniti is intending to build a range that covers 90 per cent of the luxury sector - compared with less than 60 per cent now - and more than triple its annual sales from 170,000 in 2012.“I would imagine that, by the end of this decade, we would not only breach the 500,000 mark but the 600,000 mark,” de Nysschen says.This reporter is on Twitter: @paulwardgover 

In addition, the mainstream family Megane will be headlined by a turbo-powered GT model that bridges gap to the hotrod RS turbo models that have become the French brand's signature in Australia.The GT 220 lands in June and will be followed by ‘regular’ wagons less than a month later. Pricing is from $36,990 and the cooking cars will have stickers starting below $30,000 with a choice of a 2.0-litre petrol engine with CVT transmission or a 1.5-litre diesel with a dual-clutch manumatic.After a very short preview drive of the GT 220 in France, and just a couple of twisting corners, it's obvious that the car will suit people who like to drive. It's nowhere near as extreme as the RS 265, which will be good news for youngsters in the back, but it is plenty quick enough for family hauling.It also looks good, is well equipped and easy to handle in all conditions. The basics of the Megane wagon, before the GT 220 upgrade, also point to a reasonable future with families who have been starved of anything but SUVs in the compact class.It's not the most modern car in the class, or the sharpest on price, but it is going a different way as Renault also readies its all-new Captur SUV for Australia next year.The real shortcoming is that it only comes with a six-speed manual gearbox, not even a paddle-shift manumatic. So it's for old-school drivers, as I learn when switching out of a sharp-edged Clio RS."We believe the wagon is a different proposition for consumers. It's a good looking car and sits nicely in the range," says Renault spokesperson, Emilie Ambrosy."We also have an SUV with the Koleos but the wagon suits different people." The GT 220 is developed by RenaultSport, but is not as extreme as the full-on RS cars despite a turbocharged engine that makes 162 kiloWatts with 340 Newton-metres of torque.The best way to highlight the difference is the 0-100km/h time, which rises from 6.0 seconds in the RS 265 hatch to 7.6 seconds in the GT wagon."It is the link between RenaultSport and the normal cars. But it is seen as a RenaultSport car and there are plaques in the cars with a build number," says Ambrosy.But why is the GT 220 coming as a wagon and not a hatch?"We're doing it because we see an opportunity for this vehicle. We've had a tremendous success with the RS 265 but there are people who want the practicality of five doors."And the RS is an extreme car. This is a chance to grow the portfolio."The GT 220 is slugged as a limited-edition car - with 18-inch alloys - but it is also the first Renault for Australia with stop-start technology, helping trim fuel use to 7.3 litres/100km from 8.3 for the RS."We will get a couple of hundred cars. The base model will be $36,990 with no options, then there will be a premium pack for $5000, which puts the car at $41,990, with leather seats, satellite navigation with reversing camera, front parking sensors, panoramic sunroof and a system that Renault calls Visio with lane departure warning, bi-Xenon lamps and automatic dimming of the high beam," says Ambrosy.This reporter is on Twitter: @paulwardgover 

A new wave of baby SUVs is breaking on Australian shores and Renault is hoping to surf to success with its all-new Captur. The youthful newcomer should land early next year with a starting price just below $20,000 and the emphasis firmly on 20-somethings buying their first new car.That means design is king - including bodywork with contrasting roof colours - with everything from in-car Apps for the infotainment system to zip-off washable seat covers.The Captur's SUV body is built up over the mechanical package used for Renault's new baby, the fourth-generation Clio, which means front-wheel drive, small-capacity turbo petrol engines and impressive suppression of mechanical and road noise. Fuel economy should also be good.Renault now sees the baby SUV class as a potential gold mine, just like its Euro rivals and even Ford and Holden in Australia, which means buyers will have plenty of choice and lots of bargaining power."We think it will be a worldwide tendency for a long time. It is a strong trend, crossovers, globally," says Christophe Pejout, the Captur project leader.It's tough to really rate the Captur without running it back-to-back with its new rivals - including the Ford EcoSport and Opel Mokka - but it does well enough for a small SUV. It's never going to excite a sports car fan, but it's a good looker that hits the right notes for Gen-Y buyers coming to cars for the first time.And it might also do well with older people looking for that essential higher seating position for their suburban runabout.VALUEHow do you rate the Captur without a solid bottom line? It's impossible. But, based on a pricetag that is likely to limbo just under $20,000 for the base model - with a tiny 900cc turbo engine - and hover around $23,000 for the popular model, the French contender should be right on the money.The Captur also promises miserly running costs, with 4.9 litres/100km thirst for the baby engine and 5.4 for the larger 1.2-litre turbo that was available for test driving in France. On the downside, the petrol engines take premium unleaded and Renault Australia has no intention of taking diesel engines, at least for the foreseeable future.But ownership will be helped by the five-year warranty with $299 capped-price servicing for the first three years. "We wanted a car that looked like a crossover, and acted like a crossover, but didn't consume like a crossover," says Pejout.There are likely to be three trim levels in Australia, with even the basic car getting Bluetooth connectivity and an Eco driving mode but no rear-view camera."There is a lot of competition coming and it will be priced and specified appropriately," is all Renault Australia's Emilie Ambrosy says on pricing plans.TECHNOLOGYThe mechanical package of the Captur is solid and basic. Just think of the Clio, add a new body on top, and there you go - right down to the cost saving rear drum brakes.In fact, the Captur is only 150 kilos heavier than the Clio 4 and the same weight as the previous-generation baby car.Where it scores is with the sort of stuff that young buyers want and need these days, especially the impressive R-Link with giant display screen and access to more than 50 Apps. The system even has a text-to-voice system that can read out tweets and emails, which is going to be essential during the inevitable safety crackdown in coming years.The tablet-style display screen in the Captur test car - although not confirmed for the starter model - is clear and impressive, with satnav that works well thanks to the TomTom operating system that even keeps a track of the speed limit.On the mechanical front, the big tech news is the 900cc engine that makes 66 kiloWatts at 5250 revs and 135 Newton-metres of torque at 2500 revs. But, like most starter cars, it's only mated to a five-speed manual gearbox - and it was not available to drive in France.The larger 1.2-litre motor makes 88 kilowatts and 190 Newton-metres at just 2000 revs, with a six-speed dual-clutch auto called the 'Efficient Dual Clutch' by Renault.DESIGNThe Captur turns heads and will make great bait in showrooms, especially in the light blue-with white roof colour combination. But the best looking combination is reserved for the diesel cars during the French test and we're relegated to the black-over-brown look for our drive.There are nine body colours and three roof colours for owners to mix and match, with 16 and 17-inch alloys.Renault's crazy-talented design guru Laurens van den Acker - he always has a new wild looking pair of sneakers on display - has done a great job in overseeing a car that looks both youthful and inviting. It's not your typical blunt-edged SUV truckster.And the latest version of Renault's corporate 'face' gives the car a striking nose that manages not to offend. "We think it's more of a family car than Clio 4," says Pejout.The really classy work is inside the Captur, from the dash layout - which can be customised with colour splashes on things like the switches and air vents - to a sliding rear seat and the zip-off seat covers. They should make clean-up work easier, as well as potentially boosting resale values with a last-minute change to all-new fabric.The seats are cushy but not particularly supportive and the steering wheel sits too flat - bus-style - for my liking. And the impressive slide-out drawer on the passenger side - which is much bigger and more practical than a traditional glovebox - will be chopped to fit in a right-hand drive dash.SAFETYThe Captur is almost certain to score five stars from NCAP, since the Clio is a five-star winner that's rated as Europe's safest baby cars.Neither has any rear airbags but that has not affected the Clio's Euro NCAP rating, although it could cause a problem in Australia next year if ANCAP sticks to its plan to downgrade any newcomer without rear bags.Pejout admits safety development was focussed on costs and the NCAP targets but points to ESP stability control and ABS brakes in the Captur's favour. "In Europe, people don't count the number of airbags, they look at the EuroNCAP rating. For us, it's important to have a good EuroNCAP rating," he says.DRIVINGIt's impossible to really rate the Captur without driving its rivals. It's trendy enough, and has some cute design touches and lots of technology, but it is nothing special to drive.It's soft and cushy, not great for cornering grip, but has solid brakes and is quiet at all speeds. For people who just want trendy transport, or something for short-and-sharp city or suburban runs, it ticks the right boxes.The 1.2 turbo motor needs to be encouraged, which definitely means dumping the Eco mode unless you're in stop-start traffic or cruising at highway pace. At its best, it still only gets to 100km/h in 10.9 seconds and the baby 900 will take 12.9.The twin-clutch auto is smooth and efficient and, based on comparisons with anything Volkswagen short of the latest Golf 7, beats its German opposition for both smoothness and response. There is no jerking during parking manoeuvres and it holds well on hills.The Captur is not as good to drive as the Subaru XV, even though it's smaller and likely to be cheaper, and who knows what will happen when it goes up against the more powerful Opel Mokka and Holden Trax twins in the GM line, as well as the Ford EcoSport and the rest.The cabin package is impressive and the infotainment package is impressive, even the surprisingly-meaty sound system. The adjustable rear seat looks good but only really makes the leg space passable for adults, so is focussed on flexibility for load work, and I'm disappointed that the great dash drawer won't be coming downunder.So, what to do on the star-score front? Right now, I don't have enough information to make a seriously solid judgement on the Captur, but it's looking like a potential podium finisher in the new SUV class and that means it gets 3.5 from 5 with the potential for a re-score - up or down - once its lands in Australia.VERDICTThe Captur looks great and is good fun, but it's not for people who like to drive.

Luxury car buyers in Australia are paying too much, according to a British exotic brand that has just slashed a massive $100,000 from its local pricetags.

This stunning admission, by Captur project chief Christophe Pejout, comes as he also admits the French company is targeting its safety development work

The brawny British sports car is back from the dead, thanks to Jaguar and its impressive new F-Type roadster. It's taken 40 years for the cat car company to find the cash and commitment to re-join the Porsche players, but it's done the job right.Say what you like about the styling, or the supercharged V6 and V8 engines fitted old-school in the nose, but the F is a rorty romp to drive and a car that grows on you with every passing kilometre. And the soundtrack from both engines is fantastic.The prices are not great, starting at $139,000 in Australia, and the F-Type is a bit chunky despite its alloy construction, but all my doubts are erased during a fast blast out of Pamplona during a personal running of the bulls. I'm not draped in white, and I don't have a red scarf around my neck, but nothing can catch me this morning and the F-Type smears me with a smile that won't quit.The first of the new Fs lands in Australia in August and it's likely there will be a queue - especially for the mid-range car, the F-Type V6 S that balances everything the best and makes the most compelling case to reject a Boxster S or 911 Cabrio for something boldly British.The pricing is not as sharp as some people had hoped, but the showroom stickers sit exactly where Jaguar always said they would be. That means the $139,000 opener for the regular F-Type is pitched between the Boxster and 911 numbers, and closer to the lesser of the Porsches.Standard equipment is exactly as you would expect, from aircon and 18-inch alloys to sports suspension and brakes, electric leather seats with suede facings and twin exhaust pipes.Skip up to the V6 S from $171,400 and you also get an active sport exhaust, 19-inch alloys, a limited-slip differential and full leather seats. The top-line V8 S adds four exhaust pipes under the tail, 20-inch alloys, an electronic active differential and more.There is a giant touchscreen in the dashboard, punchy Meridian sound in all cars. To put the prices into perspective, a Boxster S starts at $133,000 and a 911 Cabrio from $254,600. And Jaguar has also gone all working class with the F-Type, including free scheduled servicing for three years or 100,000 kilometres.The starting point for the F-Type is an all-alloy body with what Jaguar calls a Z-fold canvas roof, which does its work in 12 seconds at up to 50km/h.So the basic structure is very, very strong and quite light - not just a coupe that's had its top chopped - and the engines are all supercharged, and hooked to Jaguar's regular eight-speed automatic with heavy re-tuning for manual-style sports shifts.The engine numbers are 250kW and 450Nm for 0-100km/h in 5.3 and 9.0 litres/100km in the starter car, rising to 280/460 and 4.9/9.1 in the V6 S and then 364/625 and 4.3/11.1 in the V8 S.The cars come with satnav and plenty of cabin fun stuff, but the basics are old-school with fully-independent suspension, big brakes at each corner, and rear-wheel drive with wide tyres. Jaguar has even rejected electric power steering because it says its variable hydraulic system gives better feel, although the cars all have stop-start systems for a little better efficiency.You have to sit the F-Type alongside its predecessors to really understand it. Yes, it's chunky - and, for me, a bit like a more-muscular Honda S2000 - and it sits away from the other members of the current Jaguar family.But that has been the Jaguar way in the past and it looks right beside the C-Type roadster and D-Type Le Mans racer. In this company, the classic E-Type looks way too dainty and - call it sacrilege - and out of place.The shape is tightly drawn, the cabin is roomy with some nice design touches - including a passenger grab handle on the centre console - there is reasonable boot space and the folding top is well integrated into the design. It also sits nicely away without forcing Jaguar to include a heavy folding metal roof.No-one at Jaguar talks ANCAP scores because "this is a limited-run sports car" and it is not likely to be crashed through the full battery of tests. But the structure is strong, there are four airbags and built-in rollover protection, and the usual ABS-ESP electronic systems are backed-up by classy dynamics that makes it tough to get into trouble.You can talk all you like, and fire up endless facts and figures, but the only thing that counts for a sports car is how it drives. And the F-Type is a great drive. My first experience of the F-Type is not as emotional as a dropping into a Porsche, but the brawny Brit really stars with things like blacked-out wheels and the right sports car colours. But when the V6 engine starts cracking up towards the redline I'm hooked.You sit right down in the car and there is terrific wind protection with the top down. With the roof in place you might as well be riding in a coupe. Over two days we begin in the basic car, then move to the V6 S for track and road driving, then graduate to the V8 S on the second morning.It's a smart move by Jaguar - no surprise there - because the cars get quicker and more involving as you gain experience. That also means you can push harder and find more to enjoy, and exploit.The basic F-Type impresses with its rigid chassis and an engine that just does the job. It needs a rev but the gearbox is terrific, slurring around the Spanish cities like a regular auto but delivering rifle-crack manual shifts when you unleash the sports programs in the car's electronics.The V6 S is the Goldilocks car, just right in every way, with an engine that gives everything you need - especially with the active sports exhaust delivering a cracking soundtrack to the action - a chassis with limited-slip assistance for turns, and great brakes and a very supple ride.The V8 S delivers almost supercar-style straight-line performance that is intoxicating, and sure to win people across from Porsche, but the downside is extra weight in the nose that upsets the chassis balance. It's not bad, but keen drivers will notice the deterioration in front-end grip and a need to pre-plan any quick cornering."My favourite is the V6 S, because it all works so well together," Jaguar's chief test driver, Mike Cross, tells me during a special Carsguide tuition session. "In the V8, you need a lot of talent or a lot of road."What's not to like? The steering wheel is not very sports car, with too many 21st century fiddly buttons, there's not much boot space and the pricing means a lot of Jaguar wannabes won't be able to afford an F-Type.But the more time I spend with the F-Type the more I like it. And, yes, it's even a car I could come to love as a V6 S. The chassis is always incredibly well balanced, you can brake late and hard without worry, and all three engines provide enough crack to get you going. The V6 S is easiest to keep in the sweet spot, either fast or slow, and the V8 is the right choice for long-legged touring.The F-Type is a real sports car in every way, yet you can also sit back and cruise in traffic and even dribble through stop-start commuters without the car getting grumpy. It's impossible to give a final verdict after such an exhilarating Spanish preview drive, because Jaguar has presented the car in the best possible way and there are no Porsches - or even AMG droptop Benzes or costly Aston Martins or Maseratis - for comparison work.But the F-Type is a landmark car, a special car that is a fantastically rewarding drive, and certain to be a success. I'm giving it four stars for now, with space to lift the grade once I have driven it at home in Australia.It's been a long time coming, but the F-Type is worth the wait.

This heavily disguised Subaru prototype has been spotted lapping the Nurburgring in Germany and has raised far more questions than it answers. It's definitely more clunky looking than the edgy WRX concept car unveiled recently at the New York auto show, and the mis-mash of body bits -- and even an STI rear wing -- raise some doubts about its relationship to the final WRX production car that will be ready for the road later this year. It's also hard to balance Subaru's claims that the new WRX moves away from a body shared with the four-door Impreza against the sedan-like look of the test car. But Subaru Australia is already planning for the arrival of the new WRX and company boss, Nick Senior, makes one promise. “The critical component of the WRX – and it has been since day one – is that it provides an exhilarating drive. That was and always has been in the brief and we’ve never failed to deliver on that,” he tells Carsguide after seeing the WRX production car at Fuji Heavy Industries in Japan. Senior is unusually guarded on the look of the upcoming hero, and the car lapping the Nurburgring. “FHI’s intention has always been to differentiate new-generation WRX from Impreza, and the new generation car will reflect that intention,” he says. “As with any new interpretation of an iconic product, it must continue to appeal to those that contributed to the success. For us, that means a vehicle that will continue to resonate with the more than 25,000 passionate and enthusiastic customers. Our core.” Senior continues his riddles with his assessment of the new car's role. “It is important that we grow our customer base and appeal to a broader audience,” he says. “The new generation WRX and STI tick both those boxes. I cannot imagine any of the current owners being disappointed. I do imagine it appealing to more.” But the Carparazzi crew that caught the Subaru in Germany is strong on their interpretation of the new look. “The styling of the car isn’t as dramatic as what we saw on the New York concept, although there are clear similarities between the two, particularly in regards to the lights and elements such as the fender vents, grille and the aforementioned diffuser. If you squint a little there's even a resemblance to the legendary WRX models of the 1990s,” Carparazzi. “Sadly, the production version gets a conventional sedan body with a taller roof and narrower fenders than that found on the concept, and its side mirrors are mounted to the doors instead of on the A-pillar. Finally, the lower air intakes are also much smaller than those on the concept.” But there is some hope for WRX tragics. “Look a little closer and there are some elements that suggest that this may in fact be a prototype for the even more extreme STI version of the new 2014 WRX. The most obvious sign is the giant rear wing, which shares a design with wings found on past WRX STI models including the current 2013 one. There’s also a slightly toned-down version of the aggressive rear diffuser we saw on the WRX concept as well as wheels that almost completely fill out their arches.” Senior tells Carsguide that Subaru is maintaining absolute security on the WRX until it is ready to go public with the production car, but admits there is already plenty of interest in early deliveries in 2014. This reporter is on Twitter: @paulwardgover  

To understand the brawny new F-Type Jaguar you have to forget the classic E-Type. The new beast is a throwback to the D-Type racer than dominated at Le Mans in the 1950s, not a revival of the style-driven sweetie from the sixties.It's tough and tightly-drawn, all about making an impact and going fast.Jaguar has been missing a sports car from its lineup for just on four decades, but the success with the mid-sized XF and XJ limousine have provided the cash and credentials to finally get back to the sharp end of its business. And it's way, way more focussed than the lardy old XK . . .The F-Type is great news for sports car shoppers, since it is capable of going toe-to-toe with Porsche and makes Aston Martin's roadsters look dated and irrelevant.It's not cheap, with a starting sticker of $139,000 for the basic supercharged V6 model and a top-end whack of $202,300 for the V8-powered S, but it is good value when you look at the Boxster S and 911 Cabrio which are its obvious rivals.The F-Type is strictly a two-seat convertible, packing everything from aircon and satnav to leather seats and alloy wheels that range from 18 to 20 inches. Its old-school folding canvas top does the job in 12 seconds at speeds up to 50km/h -- But 50 is just the start for a car which has been developed for fun runs on the world's favourite roads.It's a classic roadster with the engine in the nose, and eight-speed automatic gearbox in the middle - but tuned by Jaguar and ZF to give manual-style shift feel and timing - and drive to the back wheels.The engines start with the  3-litre supercharged V6 that makes 250 kiloWatts for a claimed 0-100km/h time of 5.3 seconds, then the V6-powered S jumps to 280 kiloWatts and 4.9 seconds, with the supercharged 5-litre petrol V8 producing 364 kiloWatts for a sprint time of 4.3 seconds. The V6 S has a mechanical limited-slip differential and the V8 gets an electronic diff in the tail. There are no diesels and no fours.Jaguar has done lots of honing and fine tuning, right down to switchable driving modes and active exhausts - twin tips on the V6s, four pipes for the V8 - that cut loose a banshee howl under acceleration and a fireworks performance of cracks and bangs on twisty roads.The look of the F-Type has become familiar over the past two years and, in some ways, it's a bit like a Honda S2000 that's been in the gym. At least, that's my first impression.But after two days I can see that it's another new direction for Jaguar's design team under Ian Callum, who refuses to be predictable or boring.But the F-Type is all about driving, so here we go. The V6 is a nice car with a comfy cabin and enough power and grip for most drivers. The V6 S lifts the bar and is the Goldilocks car - just right - with real stonk in the engine room, the trick differential to drive you round corners, and the genuine speed that makes track laps in Spain both fast and rewarding.The V8 S is something else again. It's a bit heavy in the nose, which means you have to think before you turn, but the punch is truly supercar fun. And the noise . . .The F-Type is sure to be a success and Jaguar is already working on a coupe that will allow it to unleash an RS model that will be truly special. But, for now, the F is great, Jaguar is back in the sports car business, and the world seems right.