Monthly Archives: September 2006

Alfa Romeo 8C Competizione

By Alborz Fallah | September 13th, 2006

Alfa Romeo 8C Competizione 336 KW Super Car At The Pris Motor Show

Alfa Romeo will take the wraps of the production version of the Alfa Romeo 8C Competizione, a 336 kW super car that will be produced in limited numbers, at the Paris Motor Show (28 September 2006), providing the Italian car maker with a range-topping model that brings together in one car the heritage, style and performance that is unique to Alfa Romeo.

Based on the show car first seen in 2003 at the Frankfurt International Motor Show and in Australia at the 2004 Sydney International Motor Show, the Alfa Romeo 8C Competizione is inspired by Alfa Romeo’s glorious past, projecting its brand values of technology and emotion into the future. The historical allusions begin with the evocative name, recalling the great sporting tradition of Alfa Romeo. The 8C code was used to identify cars (racing and on-road) of the Thirties and Forties equipped with the revolutionary eight cylinder engine produced by the famous designer Vittorio Jano. The term ‘Competizione’ is intended as a homage to the ‘6C 2500 Competizione’, a sports coupé driven in 1950 by the duo Fangio and Zanardi in the famous Mille Miglia race.

The name, ‘8C Competizione’ is not an arbitrary invention but a distinctive mark of Alfa Romeo’s own sporting history. A veritable legend that has arisen out of the innumerable victories won on circuits throughout the world through the skill of men and their passion for racing, engine research and advanced technology and a reawakened taste for new challenges.

This link with the values of Alfa Romeo’s history adds extra poignancy to the term ‘Competizione’; when projected into the future it represents the sense of constant dynamism that distinguishes a brand engaged in a quest for excellence, increased competitiveness and technological innovation. This is the explanation behind the role of the new car, which is not a point of arrival but a point of departure designed to reaffirm Alfa Romeo’s unique place in the world: its ability to match a thrilling shape to driving satisfaction.

STYLING AND AERODYNAMICS: TRADITION AND INNOVATION

The attractive shape created by the Alfa Romeo Style Centre makes this car with its two bucket seats unique in the Gran Turismo scenario. The designers have worked hard to ensure that the aerodynamic and performance demands have not altered the car’s original concept. The style maintains an incredibly clean shape, uncluttered by any element interfering with the overall harmony.

The solutions introduced on the Alfa 8C to achieve the highest levels of aerodynamic efficiency are not limited to the shape. Air wraps around the car and follows its natural course, unhindered by corners and unevenness. All the pillar and glass surfaces and profiles together with the door mirror shape and position have been optimised by mathematical modelling and also by wind tunnel tests and tests on actual models. Much attention has been devoted to the creation of a ground effect that has allowed a negative Cz (lift coefficient) to help increase stability at high speed, as on racing cars.

The compact dimensions concentrate the aggression of a car designed to ensure maximum driving efficiency.

The car surfaces are highly sculpted and skilfully moulded. In detail, the body is given extra dynamism by the horizontal furrow cut into the side above the front wheelarch. The big wheels and powerful musculature of the rear wings emphasise the model’s personality and strength without detracting from the lines that flow smoothly, almost as though to underscore the formal good looks of the individual exterior details: the drop-shaped headlight embedded, gem-like, in the front wing, the led tail-lights that are a blend of technology and rationalism, the spare door handle. The front end still displays the distinctive Alfa Romeo traits, with a new interpretation of the ‘whiskers’ and shield.

The innovative shape heralds the details and proportions of future Alfa Romeo cars but is also redolent with past thrills and historical allusions: the 33 Coupé Stradale, the Giulia TZ and many other great names of motoring history. The Alfa Romeo style centre also developed new colours to emphasise the shape of the 8C Competizione that match the car’s sinuous shape while also suggesting modernity and a hint of technology.

4.7 LITRE V8 ENGINE: ITALIAN ‘BELCANTO’

The engine is the beating heart of any Alfa Romeo. In this case it takes the form of a brand new 90° V 8 cylinder unit with a cylinder capacity of 4691 cc that was designed with one aim in mind: to ensure extraordinary performance while still offering a smooth drive and being usable in all circumstances, from the track to city traffic.

The top engine performance figures may be summarised as a maximum power output of 450 bhp at 7000 rpm, a peak torque of 470 Nm at 4750 rpm and a top speed of 7500 rpm.

The layout of internal fluid movements and the cylinder head cooling system is designed to achieve high duct permeability and effective intake load cooling to maximise volumetric efficiency and engine performance.

Harmonisation of the intake and exhaust geometry together with the introduction of continuous variable valve timing on the intake camshafts and optimisation of the combustion chamber and engine calibration means that 80% of torque is available from 2000 rpm.

In sporty driving conditions over mixed routes, the power unit offers impressively short response times due to the high permeability of the intake duct and the low inertia of the flywheel-twin plate clutch system.
A crankshaft with counterweights at 90°, fully balanced through careful selection of connecting rods and pistons, ensures the engine runs with low vibration levels.

The engine block and base assembly is in aluminium with 5 main bearings to ensure the structure is very rigid with little loss due to friction. The cylinder heads are also in aluminium alloy.

All the ducts (water, oil, secondary air) are cast directly into the engine to produce a system with great rigidity, low dimensions and guarantees of safe installation, i.e. great reliability.

Casting accessory systems into the main engine casting and the use of very rigid, thick-walled components ensures that little noise radiates from the engine and the components are very reliable.

Longitudinal engine packaging has also received particular attention, as evidenced by the introduction of a single chain timing system that guarantees exceptional lifetime dependability.

Special attention has also been devoted to the acoustic definition and tuning of the intake and exhaust in the quest for a sound timbre that enhances the car’s character and makes it unmistakable. The result is a full, distinctive sound, emphasised by the permeable intake system and an exhaust system with electronically controlled valves that enhance the car’s sound without infringing any type-approval or environmental constraints.

TRANSMISSION, ROBOTISED GEARBOX AND SELF-LOCKING DIFFERENTIAL

The engineers used a layout familiar from other Alfa Romeo cars on the 8C Competizione: the transaxle architecture with gearbox at the rear that is an acknowledged asset of Alfa Romeo cars. This layout allows outstanding dynamic performance while also offering the active safety for which Alfa Romeo cars are fabled.

The engine-gearbox unit is designed in accordance with a transaxle configuration that ensures the weight distribution is very effective for vehicle handling. Due to the small axial engine size and the integration with frame components from the drawing board, the entire power unit can be housed well back to ensure the required sporty configuration.

The 6–speed gearbox with computerised speed selection by means of levers behind the steering wheel is designed to ensure ultra-slick gear shifts and may be used in Manual-Normal; Manual-Sport; Automatic-Normal; Automatic-Sport and Ice modes. The self-locking differential allows acceleration and stability to be managed with extraordinary efficiency in all situations.

SUSPENSION, WHEELS AND BRAKING SYSTEM

In the very best Alfa Romeo tradition, the engineering is directly derived from the race track. The suspension on the new model is no exception, with a double wishbone layout, forged aluminium axle carrier and arms and extra strut for toe-in control.

The braking system offers perforated, ventilated discs with aluminium brake callipers to ensure prompt, effective braking even with heavy use. To ensure the car stays glued to the road, it is fitted with 20” tyres specially developed to ensure outstanding performance: 245/35 at the front and 285/35 at the rear, fitted on perforated rims in fluid moulded aluminium to ensure lightness and maximum brake ventilation efficiency.

To ensure the car is entertaining and safe in any driving condition, the 8C Competizione comes with the latest Alfa Romeo VDC, an advanced stability and traction control system to ensure the driver feels at one with his car.

RIGID, LIGHT STRUCTURE

A rigid, light structure is the rule when configuring a good high performance car. This is also the guiding principle behind the 8C Competizione. In detail, the compact frame is in steel to achieve the greatest torsional rigidity to ensure an accurate, safe drive at all times while the body is in carbon fibre. This choice was motivated by the need to minimise weights while also optimising the car’s centre of gravity for better agility and handling on demanding routes.

INTERIORS: PERSONALITY AND TECHNOLOGY

The car’s distinctive look comes from extensive use of composite materials on the facia and interior panels. This is a technical choice but also reinforces the car’s spirit and emphasises its personality. The same thinking lies behind the adoption of anatomical seats made out of carbon fibre that can be adjusted and customised on the basis of the driver’s physical characteristics (a facility previously reserved for racing cars).

Everything is designed and produced to ensure the greatest user-friendliness for the driver and whoever is lucky enough to share the thrill: relaxed driving position, intuitive instruments that are always visible, robotised gear levers secured to the steering column and easy to reach without removing your hands from the sporty steering wheel.

The carefully-crafted and detailed finish naturally allows the car to be customised to the driver’s taste and a choice of different interior environments is available.

THE ABSOLUTE SATISFACTION OF A SPORTY DRIVE

To see it is to love it: wide tyres, low-slung ride and styling of poised aggression. To die for, in fact. Hear the engine and weep: a full, convincing throaty roar. Now all that remains is to sit behind the wheel, engage first gear and you are off to try out your Alfa 8C Competizione. You are left with one doubt: how will you drive a sports model whose bonnet conceals a 4700 cc eight cylinder engine hat unleashes 450 bhp of power and 470 Nm of torque when you touch the accelerator. The unexpected answer is: with great ease – even more easily, simply and instinctively than your normal car in fact. Provided you allow yourself the time and satisfaction (because this is about pleasure, after all) of getting used to the more direct controls and prompter responses: the sort you could only expect from a true sports car on mixed routes or – even more so – on the track where speed and transverse acceleration are much more controllable.

The new Alfa 8C Competizione is self-avowedly an Alfa in its uncompromising sense of control and driving satisfaction. Driving comfort and dynamic behaviour have always been specific features of Alfa Romeo cars: on this car, they amount to a real strength.

ALFA 8C COMPETIZIONE: A LEGENDARY NAME FOR A UNIQUE CAR

Since the very beginning, the Alfa Romeo spirit has been driven by a constant quest for technical perfection, achieving performances that are better and better. This is all about the engine: the beating heart of every Alfa Romeo car. Racetracks throughout the world have provided the perfect backdrops for truly unique technical and technological progress, with Alfa Romeo always occupying the highest position on the winners’ podium.

The key to Alfa Romeo’s engineering prominence was the 8 cylinder engine developed during the first half of the Twenties by a young engineer named Vittorio Jano. His original brief was to revise the 6 cylinder engine to meet the needs of standard production model buyers and also to stand up to the competition offered by rival manufacturers in races.

The first 8C was tested in 1923, with the P1, already fitted with a compressor and twin spark ignition, and then the P2. Its debut could not have gone better: in 1925 the Alfa Romeo P2 won first place in the first World Championship. The positive effects of these innovations were not restricted to the engines of production cars but the glory of this result was included in the ‘Alfa Romeo – Milan’ badge in the form of the laurel crown that was to adorn all Alfa Romeo cars from that day on.

At the beginning of the Thirties, the powerfully reliable 8 cylinder engines – now in light alloy – purred like cats under the bonnets of stylish cabriolets and coupes (whose bodies were built by the Milanese Zagato and Castagna) and roared like lions in the dust of races such as the Mille Miglia and Targa Florio, that added to the impressive list of victories. The thrilling wins achieved by the Alfa Romeo 8C in 1931, 1932, 1933 and 1934 at Le Mans deserve special attention (the car was later called the ‘Le Mans’ in the wake of these great successes).

The 8 cylinder engine achieved its technical peak in the Alfa Romeo Tipo B engine, known as the ‘P3’ to highlight its technological relationship with the P2. Campari, Nuvolari, Caracciola, Borzacchini, Marinoni, Guidotti and Fagioli were just some of the champions who owed their successes to the 1932 and 1934 versions of the 8C engine in the face of the challenges posed by the most prestigious circuits in the world.

The continual progress and consistent technical research culminated in the 8C 2900, the unbeaten star of racing from the Mille Miglia to the Le Mans 24 hour. The car, an extremely stylish 8C with its body built by Touring especially for Le Mans, was driven peerlessly by its driver Biondetti. This engine was exceptionally long-lived: an 8C 2900 B driven by Biondetti and Romano won the Mille Miglia again in 1947, proving yet again and over an exceptionally arduous route, that Alfa Romeo engines were possessed of truly extraordinary power and reliability.

World War II only halted the victorious progress of the 158 for a short period. The legendary ‘Alfetta’, a distillate of superlative automotive engineering qualities, first saw the light in 1946. In the words of Juan Manuel Fangio, driving this 8 cylinder car was like ‘holding the bow of a Stradivarius in your hands’. First the 158 and later the 159 brought Alfa Romeo laurels in the first two modern Formula 1 world championships, with Nino Farina in 1950 and with Fangio in 1951.

After the Formula 1 victories, Alfa Romeo decided to withdraw from racing to devote itself to the demands put on it by its latest arrival, the 1900 and later the Giulietta range. 1967 saw the return of the powerful 8 cylinder engine fitted to racing 33 models and responsible for the attractive, resolute shape of the road version of the 33. This car also enjoyed a very encouraging racing debut, with Teodoro Zeccoli taking top position on the winners’ podium after the uphill race in Fleron, Belgium, in a 33/2 Sport Prototype.

Other 33 cars met with considerable success on tracks and circuits throughout the world during the Seventies. This technical perfection was transferred to standard production cars such as the Montreal, a car of great prestige and performance, whose 8 Cylinder engine was derived from the unit fitted to the 33 models used for racing. In 1977, the 8 cylinder engine was fitted to a limited series of the Alfetta GTV, produced by Autodelta which thus continued the sporting tradition applied to engine production.

Now the legendary heart of that engine comes back to beat under the bonnet of the new Alfa 8C Competizione.

Prices and availability for the Alfa Romeo 8C Competizione will be announced at the Paris Motor Show on 28 September 2006

Mitsubishi Colt Ralliart Shines at Targa West Tarmac Rally

By Alborz Fallah | September 12th, 2006

I never really pictured the Mitsubishi Colt Ralliart as a rally car (despite the name), I mean its a small little hot hatch.. Nonetheless, the little colt has proved me wrong over the weekend at the Targa West Tarmac rally, coming second in its class and third outright in the three-day event’s Challenge category.

Not bad for a car worth around $29,990.

“Who would have thought a little hatchback could run away from the likes of a potent BMW 535, a Subaru WRX STi, a brace of Aussie V8 muscle cars and even a couple of Porsche 911s?” said the Colt Ralliart’s driver, Perth remedial therapist Robert Buys.

Buys and his co-driver, his motoring journalist father Bill, delighted in rivals nicknaming the Colt Ralliart “the dark horse!”

The only car to beat it in its class was the $56,990 Subaru WRX STi of fellow West Australians Mark O’Kane and Jeff Sadler, while on the final day the extra power (248kW versus 113kW) of the BMW M3 of Robert Darrington and Basil Lenso, also West Australians, nudged the Colt Ralliart from second to third overall in the Challenge category.

Nevertheless, the Colt Ralliart won Challenge on two stages, including the last, and its times would have seen it mid-field outright in the Competition class, which was won by the Evolution IX Mitsubishi Ralliart Lancer of Ross Dunkerton and Alan Stean against about 70 other cars – mainly exotic marques.

Driver Buys said the Colt Ralliart was “the tallest car with the smallest engine” – a 1.5-litre turbocharged and intercooled MIVEC (Mitsubishi’s variable valve timing).

“It’s a superb performance package with all the benefits of a Getrag 5-speed manual transmission, Sachs clutch, 16″ alloy wheels with high-performance, low-profile tyres, a stiff, braced suspension and terrific stopping power.

“Nobody imagined it could handle and brake like it did. We flew into the chicanes deeper than anyone else, shot through the traffic islands at the Western Range stage without lifting off and drifted through the fast bends, all the time nestled in the body-hugging Evo VIII MR seats!”

Even when the BMW M3 overtook the Colt Ralliart four stages from the end the Buys’ “didn’t mind”.

“Our car didn’t cost $160,000 and we had a load of fun anyway,” Robert said.

“And in winning the last stage we pegged back a second on the Beemer!

“The cars we beat were an AC Cobra replica, BMW 535i, Porsche 911 Targa, Holden HSV Grange, a Mitsubishi Evo VIII, Holden Clubsport R8, Falcon BA GT, Porsche 911 Cabrio, a Subaru WRX STi and a Lotus Elise.”

“The Colt Ralliart’s performance in Targa West over three days has proven conclusively the performance, quality and most importantly mechanical reliability and durability of the car – aspects honed in rallying and off-road racing by Ralliart competitors around the world over decades,” said Mitsubishi’s President and CEO, Robert McEniry.

The Colt Ralliart develops its 113kW of power at 6000rpm and 210Nm of torque at 3500rpm.

Its sports suspension has been tuned for enthusiastic driving, while the brakes, wheels and tyres are significantly upgraded from the standard model Colt to handle the extra performance the Ralliart version delivers.

Active Stability Control, incorporating Active Traction Control, is fitted as standard, and Colt Ralliart’s body has 30 per cent more torsional rigidity than the standard Colt, providing the platform for the car’s outstanding handling.

If you can afford it, the Mitsubishi Colt Ralliart is available from a select, specially-trained group of Ralliart dealers. If you can’t afford the Ralliart, you can always try your luck with the Mitsubishi Colt VRX.

2006 Volkswagen Golf R32 Road Test

By Alborz Fallah | September 12th, 2006

2006 Volkswagen Golf R32 Road Test

Test model: 2006 Volkswagen Golf R32, five-door with DSG

Options fitted:

Electric glass sunroof – $1621.00 – OK, I’d think about it
Satellite navigation system with CD changer – $2436.00 – No, I’d buy a portable touch screen unit for less than $1000.00
Electrically adjustable driver’s seat – $725 – No, the manual system works too well
Parking distance sensors – $644 – Yes, but why aren’t they standard on the R32

Recommended Retail Price: $58,460

On Road Price: $64,061

Where it sits: The top of the tree in the Golf range.

A bit of history: The R32 was first launched in 2002 and was considered one of the hottest cars on the road with its 177kW engine. Worldwide demand was way more than was originally planned, with over 14,000 sold between 2002-2004. In Australia, all 200 imports were sold and after driving this car, I can only hope that Volkswagen have plenty of stock of the new R32, this time round.

HOW IT GOES

It wasn’t easy taking the R32 back to Volkswagen. The most powerful Golf ever built, is a sophisticated, high performance ride, which your Grandmother could drive. Yes, it’s that good.

From the moment you fire up the R32 engine, your ears tell you full well, that there’s something a little angry under the bonnet of this car. What we have here, is a 3.2L V6 which will deliver a respectable 184 kW (250bhp for the older crew) and a peak of 320 Nm of torque, between 2,500 and 3,000 rpm. The problem is, this engine plays such a sweet tune that more often than not, you’ll find yourself driving with the windows down and the CD player off!

No question, this R32 with its 4Motion and DSG set-up, is a quick thing. In the Northern Territory, you’ll hit a scary 250km/h and the benchmark 0 to 100km/h sprint in just 6.2 seconds although, on the road, I reckon it feels a little quicker than this.

It’s not just the speed and acceleration though; the silk smooth delivery of power and the astonishingly quick gear changes via Volkswagen’s Direct Shift Gearbox make this car one of the best performance drives of the year. It’s just so user friendly. There’s nothing like the sensation of driving a six speed manual with a close ratio gearbox, but that’s only true if you haven’t driven with a DSG transmission. It is truly a work of art, which will probably end up in the Louvre, alongside the original Range Rover, once all car makers adopt this technology and bury the old school automatic.

DSG explained

Direct Shift Gearbox is a dual-clutch automated manual gearbox, which shifts gears faster than Michael Schumacher could ever hope to. With two clutches and a two-part transmission shaft operating different gears, the DSG never takes a rest. For example, when you select “D” for drive, first gear is selected by one clutch, and second gear is pre-selected by the other clutch. This produces an almost seamless gear change with little or no loss of power between shifts. The DSG is currently on board the Bugatti Veyron (the world’s fastest car) and is said to feature in the much anticipated Audi Supercar, the R8.

Although you can also change gears manually on the R32 using a set of steering wheel mounted paddles, there’s no point really. Just select “S” for Sport and the DSG will run to almost redline in every gear with a little bonus on the way down. When braking hard on the approach to a corner, the R32 will automatically down shift with a delightful double clutch song, enabling you to power out of the corner in the perfect gear ratio.

What’s even more astonishing (sorry about the use of superlatives) is the way this car lays to the power down in the wet. Quite simply, the R32 has got more grip than a bucket full of starving leeches, no matter what the road conditions are. No doubt, the Haldex four-wheel drive system has a big part to play in the way this car performs in the ‘grip’ department, as it electronically distributes power to all four wheels or wherever it’s needed, thus avoiding any loss of traction or hint of torque steer.

HOW IT HANDLES

One thing Volkswagen has achieved with the new Mark V Golf Chassis, is a very good balance between ride comfort and cornering ability and the R32, applies this and then some. For a car with cornering limits this high, speed bumps and potholes are soaked up without fuss, despite riding on ultra-low profile 225/40 rubber and 18 inch (Zolder) alloys. It doesn’t seem to matter how much throttle you give this car into a corner, it will hold its line and frankly, the only place you could safely and legally explore its limitations, is on a race track.

Compared to the Golf GTI, the steering feels slightly heavier and that seems to work well in the R32 given the additional weight you are carrying with a V6. You’ll notice the blue brake callipers which sit on top of some very large vented brake discs. These units are designed by Volkswagen and provide Brembo-like stopping power with little or no brake fade after heavy use.

In and out of corners, it’s hard to go wrong in the R32, given the technology built into the vehicle. You get: 4Motion all-wheel drive, ABS, ASR, EBA, EBD and ESP, which all come together to make this car, performance friendly.

I’ve driven both the Japanese bad boys, Mitsubishi’s EVO 1X and Subaru’s WRX STI and I’m comfortable in saying that the R32 has the power and agility to at least keep up with these demons on any sort of twisty stretch, whilst providing an infinitely more comfortable ride.

STYLING

Standing behind the R32 for the first time, you’d be excused for thinking that a reputable after-market performance tuning company had got to work on the standard Golf and produced something a little special. First off, you’ll notice that this car has been lowered (by 20mm over the standard Golf). Secondly, two very large polished stainless exhaust pipes are a giveaway along with the purposeful 18 inch multi-spoked Zolder alloys.

From all other angles, the subtle brush has been applied to the R32, such as the deeper colour coded side skirts and Jetta style front grille, although this is a polished stainless look, rather than chrome. There is no ‘Golf’ badging anywhere just R32 on the front and rear of the car. Noticeably missing, are front driving/fog lights found on lesser Golf models, but don’t worry, they’ve been replaced by a set of Bi-Xenon headlights, which could provide enough light for a night game at the MCG. Incidentally, Bi-Xenon means that both the low beam and high beam lights are Xenon powered.

BEHIND THE WHEEL

Inside the R32, it’s familiar territory if you’ve spent some time in the current Golf GTI. However, there are a few features which are unique to this car, such as the milled aluminium strips that you’ll find along the doors panels, dash, and around the centre console, which add a prestige look. Careful attention has been paid to the design and function of the large foot pedals, which are polished alloy with rubber inlays and work a treat, if you’re lucky enough to be behind the wheel of this car. The switchgear and instrumentation is pretty much of the same high quality you’ll find in other Golf models although, you do get some cool blue transparent needles which sweep all dials. Nice.

The standard leather sports seats are from the Golf GTI and are as good as you get in performance cars. However, if you reckon you need even more side bolster than these, and I don’t, then you could go for the optional Recaro Racing Seats which do look sensational, but at over $3,000 you might have second thoughts.

The proper sports steering wheel is also lifted from the GTI, and is a superb three-spoke model with a Formula One style flat bottom incorporating audio and trip functions along with gear shift paddles.

INTERIOR COMFORT

The R32 is a luxury ride, no question. The standard Golf with leather upholstery is a nice place to be, but the R32 comes locked and loaded with a bunch of techno toys that sort this model out from the rest of the range.

The inventory of standard features is way too long to list, but the goodies include; Dual Zone electronic climate control with dust and pollen filter, Automatic dimming rear view mirror, Automatic headlights on – with coming/leaving home function (when you hit the remote unlock or lock button the headlights light up for a set time) 8 Channel 250W amplifier with 10 speakers and 6 disc changer (definitely better than my Yamaha home system) Chillable glove box and rain sensing wipers. All the other creature comforts are there such as front an rear cup holders and 12V sockets, but one thing you don’t get, is electric folding side mirrors, mandatory if you go anywhere near a shopping centre these days.

SPACE, STORAGE AND PRACTICALITY

The five-door R32 in comparison to the three-door version is much more than just a luxury hot hatch. It can comfortably transport 2 adults and 3 kids to the shopping mall or convert to a small station wagon by folding the rear seat backs down. There are heaps of thoughtful storage areas throughout the car and the load space behind the rear seats particularly large. The interior is well lit with individual map reading/games playing lights at both ends, together with foot well illumination up the front. There’s also the little things in the R32 (and much of it in the standard Golf) like proper grab handles all round so you can close the doors with ease and the separate bookshelf in the glove box for the owner’s manual, so you can still fit a couple of cokes in there to chill, that make this car the inspired all rounder it is. You won’t even need a bottle opener, it comes with one!

SAFETY FEATURES

In days gone by, performance cars were lucky if they came with a seatbelt. These days, there’s a vast array of safety features built in to these cars and the R32 gets the lot. Airbags include; Driver and front passenger airbags, Driver and front passenger side airbags and Curtain airbags, front and rear.

As we all know, airbags might save your life in a crash but it’s the active safety features which can help you avoid the crash in the first place and again, the R32 has these systems in spades. You get Anti-lock brakes with Electronic Brake Pressure Distribution and Brake assist in the stopping department. In the Traction control area, the car is fitted with Anti-Slip regulation, Electronic Stabilisation Program and 4Motion all-wheel drive and that’s about as good as it gets in any price performance car.

Front seatbelts are height adjustable with pre-tensioners and belt force limiters while three-point seatbelts are fitted times three in the rear.

For kids, there are three child seat anchor points along with ISOFIX anchorages which although a standard in Europe due to their ease of fit and added safety benefits, have not been embraced here in Australia for reasons which require some investigation.

COST OF OWNERSHIP

At $58,460 with the DSG, the R32 is a bargain when compared to its closest rival, the rear-wheel-drive BMW 130i Sport with a 6-speed automatic box, which will cost you $65,800.

If you don’t have kids, then the three-door R32 with DSG at $57,238 is a no brainer.

Given the 2006 R32 is quite a few thousand cheaper than the previous Mk 1V edition and loaded with way more wizardry, Volkswagen Australia should sell comfortably higher numbers than the previous model, assuming they have the stock, that is.

If you’re lucky enough to afford one of these beauties, it’s doubtful that you’ll want to coast around without occasionally exploring the many talents this car is blessed with. If that be the case, I’m not sure that the combined fuel consumption figure of 9.8L/100km is all that relevant as is, the fact that the R32 like the good stuff.

COLOURS

There are only four exclusive colours on offer with the R32 (Deep Blue, Black Magic, Reflex Silver and United Grey) and I’d be happy with any one of them.

MY OPINION

If you’re looking for a performance car, a luxury car, a family car, and a safe car at the right price, then look no further than the Volkswagen Golf R32.

By Anthony Crawford.

Chrysler 300C Line-up

By Alborz Fallah | September 12th, 2006

Chrysler 300C line-up

The Chrysler 300C comes in a formidable line-up with Sedan and Touring versions both available with a potent engine range catering for everyone from the pure performance enthusiast with the 300C SRT8, to the fuel conscious with the state-of-the-art turbo diesel.

The four distinguished powertrains include the:

Smooth 3.5-litre V6 petrol engine (183 kW, 340 Nm) – stupidly slow at 0-100 km/hr in 9.7 seconds
Renowned 5.7-litre HEMI® V8 petrol engine with Multi-Displacement System which increases fuel economy up to 20 per cent (250 kW, 525 Nm) – 0-100 km/hr in 6.8 seconds
Efficient Mercedes-Benz 3.0-litre V6 CRD turbo diesel engine with standard diesel particulate filter and fuel consumption of just 8.2 litres per 100 kilometres (160 kW, 510 Nm) 0-100 km/hr in 8.6 seconds
High performance 300C SRT8 powered by a 6.1-litre HEMI V8 – already available in the Sedan and arriving in the Touring late in 2006 (317 kW, 569 Nm) – 0-100 km in 5 seconds

Models are equipped with a comprehensive list of standard equipment and safety features including

Electronic Stability Program (ESP),
Emergency Brake Assist,
All-speed Traction Control System (TCS),
Four-wheel disc Anti-lock Brake System (ABS),
driver and front passenger multi-stage front airbags,
front and rear side-curtain air bags
front seat belt pretensioners.

Its not just the looks and the power, but for a car built in Magna Steyr, Austria – the 2005 Chrysler 300C has been awarded five-star ratings for driver and front passenger protection in a frontal crash, the highest rating in the U.S. government’s safety crash test program, conducted by the National Highway Traffic Safety Administration (NHTSA).

Prices for the 300C start from $53,990 for the 3.5-litre V6 Sedan.

Since muscling onto the scene late last year the award winning 300C has been a run-away success in Australia, as it has been around the globe. With 200 registrations in August the 300C trounced the competition accounting for more than 50 per cent of total segment sales (upper large under $100,000), outdoing its nearest rival by a resounding 79 units to become the clear leader in this prized segment.

Victoria Police Chrysler 300C Police Car

By Alborz Fallah | September 12th, 2006

Update March 28th 2007:

We’ve been informed by Victoria police that our assumptions were incorrect. From July 1 2005, all revenue raised from speed and red light cameras, as well as from all on-the-spot fines, has been put into roads and road safety through the Better Roads Victoria Trust Fund. So the Chrysler 300C is not paid for by your speeding tickets – at least not directly.

Ever wondered where all your speed camera fines are going to? Well here is an example, Victoria Police has boosted their vehicle fleet with the addition of Chrysler’s 300C, the vehicle that is currently dominating the upper large vehicle segment (under $100,000).

“This bold, powerful and capable vehicle is more than ready to help police officers go and get the bad guys!” said Gerry Jenkins, managing director for the Chrysler Group in Australia.

“And with a comprehensive list of standard equipment and safety features the police will be doing it in style too,” he said.

Mr Guy Hungerford of Victoria Police Fleet Division said the 300C is proving extremely popular with the public.

“There has been a positive reaction to this car, with its good looks and striking presence it turns a lot of heads and has some serious street cred.

“When people see the 300C they just want to take a closer look and talk about it which helps to encourage positive interaction,” he said.

The fitting midnight blue 300C with its flashing lights and chequered decals is fully operational and will be used throughout Victoria in general police duties.

“We are also using the 300C at police open days and high profile events like the 2006 GMC Australian Motorcycle Grand Prix at Phillip Island,” said Hungerford.

“Victoria Police have trialled many vehicles in the past yet none have attracted the attention and interest of the 300C. Using this fantastic car is proving to be an enormous success,” he said.

The public can next look forward to viewing the car at the Spring Racing Carnival.

Toyota Prius 500,000 sold worldwide

By Alborz Fallah | September 12th, 2006

Toyota announced today that the Toyota Prius, the world’s first mass-produced petrol-electric hybrid vehicle, has passed a significant milestone with more than 500,000 sold around the world. Prius was launched in Japan in late 1997 and its sales success encouraged its launch in the US and Europe in 2000 and Australia in 2001.

Sales have exceeded 280,000 in the US, 200,000 in Japan and 40,000 in Europe. In Australia, Prius is the best-selling vehicle of its type with more than 4334 sales to 31 August 2006.

The first-generation Prius, available in limited numbers to Australian buyers, gained an immediate following, particularly among environmentally conscious consumers. The second-generation model, launched in late 2003, provided more interior space and more power from Hybrid Synergy Drive II, Toyota’s newest hybrid technology.

Sales in Australia increased markedly to 1094 units in 2004 and 1423 in 2005. Further refinements introduced last year included a reversing camera on the i-TECH model – the first Toyota vehicle in Australia with this feature.

Prius also gained easier-to-read instruments, a new front mask, new exterior colours and improved audio systems. Sales this year have increased to 1187 units (to 31 August), up 29.9 per cent on the same stage last year.

Worldwide, sales of Toyota hybrid vehicles have exceeded 600,000 units. Toyota’s hybrid system means Prius uses up to 50 per cent less petrol than an equivalent-sized conventional car and emits about half the carbon dioxide.

Fuel economy is just 4.4 litres /100km (tested to ADR 81/01 under controlled factory conditions). Prius seamlessly combines the power of an electric motor with a 1.5-litre VVT-i Atkinson Cycle petrol engine. It delivers 57kW of power at 5000rpm and 115Nm of torque at 4000rpm. The petrol engine automatically switches off when the car is stationary or coasting.

Energy that is not required to propel the car is converted to electricity and stored in a sealed 201.6-volt battery, for use when required. Regenerative braking allows the vehicle to convert kinetic energy into additional electricity.

A unique electronically controlled continuously variable transmission allows the car to drive as a seamless automatic. Prius is a fully specified five-door liftback, capable of seating five adults comfortably. It requires no special training to drive, does not require external charging, uses 91 RON unleaded fuel and has 456 litres of luggage capacity.

Peter Brock to be honoured at Dutton Rally Victoria

By Alborz Fallah | September 12th, 2006

Motor racing legend Peter Brock who was killed last week in the Targa West Rally will be honoured at the Alphera Dutton Rally Victoria being held this weekend. Competitors will wear special ’05′ decals on their cars, and at the beginning of the three-day event, everyone involved will be asked to observe one minute’s silence to remember the man who achieved so much in motorsport.

The 05 has been Peter Brock’s number ever since he started helping the no drink driving campaign, the 05 stands for the maximum alcohol limit.

“We are still in shock over the passing of Brocky, and we will never forget the incredible achievements of this great man,” says National Event Director, Anthony Moss.

“Our thoughts are now with Peter’s family and close friends as they try to come to terms with their loss, especially his son James, who competed in the NSW round of our series“.

Mr Moss says the Alphera Dutton Rally Series events are not the same type of events as the one in which Brock lost his life. Each one of the three-day events (there are four in the series which can be contested on a stand-alone basis or entered as a series) are made up of a variety of different skill sessions.

Motorkhanas, individual circuit sprints, hillclimbs and timed quarter-mile sprints are among the range of activities that both drivers and co-drivers undertake during the course of the three days.

The emphasis in all Dutton Rallies is as much on skill as it is on time and scoring towards a win focuses on both. No public roads are involved, and the idea is for competitors to enjoy their cars safely and responsibly in suitable closed venues.

“Our events cater to the individual with a performance car, to use it the way it was intended to be used, with skill – and it all takes place on closed racetracks, airports and training facilities, not on public roads,” says Moss.

“We will implement any recommendations from CAMS following their investigations into this tragic incident. Our events have an impeccable safety record, but with our emphasis on safety if there is anything more we can do, we will,” Moss says.

Chinese Vehicles Not Good Enough

By Alborz Fallah | September 12th, 2006

When the Japanese first invaded the car market, the Japanese cars were torn for their reliability and performance, we all know how much has changed now, the same story applies to Korean cars. Nonetheless, the biggest player to enter the car market since Japan is China. However analysts are warning that Chinese Cars should take their time before they set out to tackle the west as a negative start can damage their reputation for a generation.

China’s domestic car makers have been increasingly pushing for overseas in order to maintain their rapid growth. Nevertheless Chinese cars are yet to make serious inroads into Western markets. Even though western markets have the highest volumes (but very low growth compared with Asia).

“Expectations are not homogenous. They differ significantly by market and right now the U.S. market expects a lot more than what Chinese cars are delivering,” said John Humphrey, who manages China operations for auto consultants J.D. Power Asia Pacific Inc.

“The U.S. is the most competitive auto market in the world. There are a lot of players in that market and not a lot of growth,” Humphrey told reporters.

China became a net vehicle exporter for the first time in 2005, exporting 172,800 units, up 120 percent from the previous year, but most of those exports were to developing countries.

Domestic players Geely Automobile Holdings Ltd and Chery Automobile have both said they wanted to export to the United States, but neither have set firm dates for entering the market. Chery President Yin Tongyao has said he was “scared of drowning in”.

But with billions of dollars being invested in China by the likes of Volkswagen AG and General Motors Corp. as well as local players, some have warned of a looming glut that might force companies to turn to exports to survive.

Companies like SUV maker Great Wall Motor Co Ltd have already started making tentative moves into Europe.

But in wealthier markets, Chinese car makers are up against higher emissions standards and more stringent quality controls, and would be faced with building distribution networks from scratch — the cost of which would eat into their advantage of lower manufacturing and labour costs.

Whereas Chinese consumers cite gas mileage and price as the things they value most when buying a car, U.S. consumers are more likely to value reliability and durability.

That will be a challenge for China’s car makers, which have more problems per vehicle than the average.

Honda CRV 2007

By Alborz Fallah | September 08th, 2006

I posted a few pictures of the 2007 Honda CRV a few weeks back after they were leaked on the internet. Honda has recently officially given some details of the brand new 2007 model CRV set to take on Toyota’s dominating Rav 4.

The new CRV is relatively bigger than the current model and unlike the current Japanese made CRV, the new vehicle is actually being manufactured in Thailand. Uha… The new CRV is set to come with a real-time AWD system as well as side curtain airbags, and if that wasn’t enough, the CRV even comes with Radar cruise control (it will slow down if the car infront does).

The Rav 4 still hides the ugly spare tyre on the back (just like the current CRV) however with the new Model CRV, Honda have moved the spare tyre inside the car and under the floor. Nontheless, we shouldn’t expect all these features to come to Australia. I mean after all, we tend to get the lower spec cars as most manufacturers seem to think that Australians don’t want the full list of features and they’ll still pay the same price as European customers who want all the features!

“We cannot comment on the final specification, but I cannot imagine everything being standard in Australia,” Honda Australia senior director Lindsay Smalley says.

“Our car is coming out of Thailand, so some of the equipment they fit as standard for Europe will not be available.“

So what about a Diesel version of the Honda CRV? Nope. Not gonna happen. Well at least the price will stay the same (currently starting at $30,000 plus on roads) right? Nope.

“The car in Australia will definitely be more expensive than the current model because of the equipment upgrades,” Smalley says.

So what exactly do we miss on that the Europeans take forgranted? Well the European car is set to come with the following high end features:

Front side-curtain airbags
Electronic stability control (with Trailer Stability Assist)
Active front headlamps.
Radar Cruise Control

So far all that is confirmed from Honda Australia is that it will look like the pictures and it has a 2.0 Litre engine! Honda Europe says that the car is slightly faster than the current model when it comes to the 0-100 sprint.

Peter Brock killed in a racing accident

By Alborz Fallah | September 08th, 2006

Seems like this week isn’t the best week to be an Australian Celebrity. First it was Australian Environmentalist Steve Irwin and now motor racing champion driver Peter Brock has just been killed in a racing accident in Western Australia.

The Confederation of Australian Motor Sport (CAMS) said in a statement the accident occurred at about 1.50pm (AEST).

“On behalf of the motor sport community, CAMS offers its sincere sympathy to Peter’s family and many friends,” the statement said.

Brock was competing in the Targa West Rally at Gidgegannup about 30km from Perth.

Early reports state that Brock’s car was so far off the road at the time of crashing that six competitors cars had driven past the crashed vehicle without noticing it.

Peter Brock was a dominant and well respected figure in Australian motor sports. Peter Brock won the Bathurst 1000, Australia’s most prominent domestic motorsport event, a total of 9 times through the 1970s-80s.

Brock retired from full-time driving in 1997. And has since competed in motorsport events like the Targa Tasmania. he had made two return visits to Bathurst in 2002 and 2004 and returned to top-level touring car racing as a team owner of “Team Brock” in 2002 in the V8 Supercar category.

A year later he sold his share in the team to Kees Weel.

In recent years, he occasionally competed in various motorsport events such as the Targa Tasmania.