Articles by Chris Riley

Like everyone else I’d been waiting with bated breath for the premiere of the show, but in the end I got caught up at work and completely forgot about it.Fortunately, someone recorded it for me.What an anti-climax!For all intents and purposes the show is a carbon copy of the British version, right down to the Pommy sounding Charlie Cox who seems more by design than default to have taken on the role of Jeremy Clarkson.The studio looks the same, the leader board is the same and the tongue in cheek delivery is the same - although the latter comes across as more than a little forced.They’ve even replicated the Stig, right down to the same coloured suit and helmet - although they couldn’t come up with a better name for him.Who is he?To be honest, who gives a flying duck?Don’t get me wrong. It’s not sour grapes, because I for one didn’t apply for a job but then I’d probably be as boring as bat shit in the role anyway.Nup. I’ve nothing against SBS’s choice of presenters, but surely to God the producers could have tried something a bit different?Why didn’t we get a female presenter for instance?But of course that would have meant departing from the formula – the successful formula.Do they really believe Aussies are that gullible?Do they really think we’re going to sit there for eight weeks, night after night and swallow the same old storylines recycled all over again?Surely not?For me the highlight of the first show had to be cartoonist Warren’s bizarre shark fishing expedition in a converted Mini Moke.Granted, that took more than a little imagination, but you can see how they segued their way there.Australia . . . famous for . . . our beaches . . . and our predators . . . especially sharks . . . I know let’s weld a cage on a car and go diving for while pointers.Brilliant!So, what next?How long will it be before they pop an amphibious conversion into Sydney Harbour and bravely set out across the Tasman for New Zealand?Because, in the end, it’s got nothing to do with cars really - it’s all about entertainment.The original might have started out as a straight motoring show, but it has evolved into something very different, a new and pure form of entertainment, revolving around the verbal sparring between Clarkson, May and Hammond.Rather than allow the show and presenters to grow in their new found roles however SBS has made a bee line straight for the finish line - don’t pass go, don’t collect $200 and don’t worry about paying your dues.Only time will tell whether this quantum leap is justified or whether it is perhaps overly ambitious - but with seven episodes to go I’m left wondering whether its going to be worth the effort? 

But for Aussies it could all be about the numbers, as the company prepares to launch its sixth generation Golf in Australia with a range of smaller engines.That, in the past, hasn't gone down particularly well with us, where bigger is usually regarded as better as evidenced by Polo's poor performance after the switch from a 1.6 to a smaller 1.4-litre engine a few years ago.The changes have been brought on by Europe's strict tax regime with incentives for manufacturers to build cars with smaller more environmentally friendly engines.Volkswagen argues the smaller engines are more powerful and more fuel efficient than those they replace, but still we find that number 1.4 cropping up again.To put this in perspective, the current Golf V opens its card with a 1.6-litre four cylinder petrol engine that produces 75kW of power and 148Nm of torque.The new Golf VI, however, kicks off with a turbocharged 1.4-litre four that delivers 20 per cent more power and 35 per cent more torque at 90kW and 200Nm, the latter from a low 1500rpm.And, this time around, there's a seven-speed version of VW's acclaimed robotised manual or “DSG” automatic as it is known, instead of the current six-speed.That's with the petrol engine anyway.The transmission can't cope with the higher torque output of the diesel, so it sticks with the six-speed version.There will be no traditional auto.Together with the seven-speed DSG, the Golf can sprint from 0-100km/h in 9.5 seconds, instead of a rather leisurely 12.5 seconds with the previous six-speed auto.It also uses 28 per cent less fuel, just 6.0 litres per 100km instead of the previous 8.3.With figures like this, you'd think Golf's success would be a no brainer, but we're not convinced.But as all models are either turbocharged or supercharged in one way or another, it puts the car off the shopping list of young drivers - in NSW at least where P plate drivers are banned from driving V8 or turbocharged vehicles.At the moment the 1.6-litre model accounts for seven per cent of sales and the DSG gearbox is optioned by 72 per cent of customers.Volkswagen invited us to drive the new Golf this week in Iceland of all places.In cold, wet and windy conditions the car performed flawlessly.We were able to drive the new 90kW 1.4 litre TSI model with the seven-speed DSG as well as the new 103kW 2.0-litre TDI turbo diesel, this one with a six-speed DSG.There's also a 118kW 1.4-litre twin charged engine with a turbocharger and supercharger that replaces the current 2.0-litre FSI model.Again it produces more power and torque than before, with 118kW and 240Nm versus 110kW/200Nm - but has been tuned with economy in mind.The current lineup also includes a 125kW twin charged engine as well as a 1.9-litre turbo diesel and more powerful 125kW version of the 2.0-litre diesel.Although Golf VI is described as all new it does in fact sit on the same platform as the previous model, with the same external dimensions and wheel base and suspension set up as before.To look at the car is more conservatively styled and we're told much cheaper to build, even though VW is keen to stress that build quality sets new standards for the segment.The roof is the only body panel that has been carried over from the previous model.The big bold front radiator grille has been given the boot, front and rear lights have been changed and other subtle panel changes made to give the car a lower appearance.The rear window line has also been lowered to make it easier for children to see out of the side windows.Inside, particular attention has been paid to the finish and choice of materials.We were a little disappointed to find however that the flashy blue instrumentation for which Golf is renowned has given way to simple white lighting, to give the car a classier feel.VW claims it's the quietest Golf ever, but it's a claim that is difficult to quantify.There's no doubt the new 90kW engine that will power the entry level model packs more punch than the 1.6, but as good as it is the seven-speed DSG box is still not as smooth as a conventional auto, occasionally thumping into gear.But if feels quite sporty and you wouldn't swap it for quids, nor can you argue with the the speed with which it changes gears or the better fuel economy that it delivers.A six-speed manual is standard while the seven-speed DSG will set you back $2700.The 2.0-litre TDI engine is a carry over from the previous model, but has been updated from the original engine, with common rail direct injection.With 103kW of power and 320Nm of torque available from 1750rpm, it delivers smooth, powerful performance and is much quieter than the original.The dash from 0-100km/h takes 9.3 seconds while fuel economy with the DSG transmission fitted is a claimed 5.4 litres/100km.Although we found the new model generally quieter inside, the low profile Michelin Primacy tyres fitted to our test car generated quite a bit of road noise on coarse bitumen.The car feels nice and tight, with no squeaks or rattles and delivers crisp driving dynamics.Fuel economy for the petrol model ranged between 8.2 and 9.1 litres/100km over two stints behind the wheel, while the diesel returned 8.7 litres/100km after a long very hard drive.Safety has been upgraded too with the addition of a knee bag bringing the number of airbags to seven and adjustable damping was fitted to a couple of the cars we drove allowing us to switch between sport and comfort settings.There's plenty of hi-tech options too like satnav, a hard disk-based entertainment system, active cruise control and the automatic parking system that we have already seen with Tiguan. But nothing has been confirmed for our market yet - not even the price.We're tipping a small increase.New Golf will arrive some time in the first half of 2009 while the new Golf GTI will be unveiled at the Paris Motor Show this week. 

Jags are all about heritage, style and performance and the XF doesn't disappointment, particularly in the looks department.Park it next to a Benz or BMW at the golf club and it's the Jag that is going to attract all the attention, with the possible exception of the swoopy CLS coupe.The XF is the new age replacement for the retro-looking S Type sedan first introduced in 1999.From the pen of design maestro Ian Callum, it manages to look modern yet unmistakably like a Jaguar at the same time.The purists may not care for the look, but it is one that is going to draw in more buyers than it turns away.That's just what the doctor ordered, with the company's ageing demographic.Priced from $105,000, our test vehicle was the top of the line $166,700 SV8 with all the bells and whistles, including a supercharged 4.2-litre V8.The V8 kicks out an impressive 306kW of power and is hooked up to a six-speed sequential auto with steering wheel-mounted shift paddles.In perhaps the car's most controversial departure from tradition, there is no gear stick or shift lever as we know it, just a round, pop-up drive selector that you use to dial-in drive or reverse.It's a practical, space-saving solution and we wonder why someone hasn't thought of it before?The SV8 is capable of sprinting from 0-100km/h in a rapid-fire 5.4 seconds and on to an electronically limited top speed of 250km/h.But for all its power, it is in fact a real pussycat around town, unless you put the boot in.The power is there when you need it, but the delivery is refined rather than brutal.Despite its 1842kg the XF feels light and nimble around town, with power steering that is perhaps over-assisted.The seating position is low and enclosed and it is difficult to see the extremities of the car, making parking and negotiating carparks difficult.At 4961mm the XF is slightly longer than a Commodore, but the styling is more GT than sedan, in the vein of the current crop of four-door coupes.Riding low, with 20 inch wheels, side `gills' and twin tailpipes, the focal point is undoubtedly the sporty wire mesh radiator grille.SV8 gets CATS computer controlled suspension, with electronically controlled, two-stage, adaptive dampers.In this model you can switch off electronic stability control, with Normal, Winter and Dynamic modes available - the last of these to allow a more purposeful driving style.The inside is bright and inviting thanks to a mix of colours and finishes, with a combination of metal and dark chocolate wood trims.The car seats five with individualised seating for the outer rear passengers and a generous amount of rear legroom.The good-sized boot houses a space saver spare.Fuel consumption is rated at 12.6 litres/100km and that is pretty much what we were getting in mixed driving, using premium grade unleaded.Wish they were all as easy to use as the touch screen computer in this car, which interfaces with a high-end Bowers and Wilkins sound system.We thought the wheels looked a bit plain and were disappointed to find the instrument cluster does not offer a digital speed readout.

It must have taken guts, because the RX-8 is a car like no other, with its unique rotary engine and quirky back doors that open backwards to provide rear access.That's not necessarily a good thing, especially in a world where the colour of a car can tip the balance - but sometimes it requires a point of difference.The RX-8 is a car that you're going to love or hate, maybe a little of both.With 170kW on tap in manual form, but just 211Nm of torque from a rather high 5500rpm, this is no red light racer.Mazda claims low sixes for the 0-100km/h dash, but these days that's really not that quick.Point it at a winding mountain road, however and the car comes to life.With rear drive, a low centre of gravity, perfect 50/50 balance, torque sensing limited slip diff, lots of grip from the 19-inch wheels and a slick, short throw gear shift - it all adds up to fun with a capital F.Love the differentness. It doesn't look like other cars, doesn't drive like other cars and certainly doesn't sound like other cars.Driving the RX-8 is all about revs. Without revs and plenty of them, it simply does not perform.With 5000rpm on the clock the thing starts to hum and if you can keep it there the drive experience is a rewarding one.The GT comes with a six-speed manual, a lift from the MX-5 sports car. It's a sweet, short shifter that falls easily to hand. A six-speed sequential auto is available, but you drop 12kW of power.Looks better than ever, with a new body kit and classy 19-inch alloys. It's 23kg lighter too.GT gets the whole shooting match including Recaro seats, Bilstein dampers and a special foam-filled front cross member to make it handle better.Here's a car crying out for forced induction, either turbo or supercharging - whatever does the trick. It's the easiest way to give it the low end oomph that is so badly needs.The lack of torque early in the rev range makes it difficult to keep up with traffic around town. Just as you get going it's time to slow down again for the next set of lights.Can't understand why Mazda has dropped the triangular rotary references from the front and rear bumpers? For that matter don't know why the centre instrument cluster isn't housed by a triangle instead of a circle.Bucket style sports seats lack height or lumbar adjustment and the steering wheel is not reach adjustable which makes finding a comfortable driving position difficult.Slightly larger 65-litre tank. Drinks premium unleaded. Rated at 12.9 litres/100km but has a reputation for being thirsty.Space saver spare.Looks more sophisticated than the original, but doesn't feel that much different to drive. You could say it more evolution than revolution. For all its faults, however, the RX-8 remains an exciting car to drive.

They may not offer the same degree of driver satisfaction, but the new “double-clutch” autos are certainly lightning fast.The next challenge for car makers will be to engineer the same kind of drive experience as a manual into these transmissions - a view shared by the head of BMW's M GmbH division Ludwig Willisch.The development of the dual or double clutch transmission dates back to World War II.The concept was invented by a bloke called Andolphe Kegresse just before the outbreak of hostilities.The first working model however was developed by Porsche in the 1980s.The PDK (Porsche Doppelkupplung) transmission made its debut in the Porsche 956 and 962 Le Mans race cars as well as the Sport Quattro S1.A dual clutch transmission (DCT) is a semi-automatic transmission with separate clutches for odd and even gears.The outer clutch drives the odd numbered gears, while the inner clutch drives the even numbered gears.Shifts can be accomplished without interrupting the delivery of engine power, by applying the engine's torque to one clutch just as the engine's torque is being disconnected from the other clutch.A twin-clutch gearbox eliminates the torque converter used in traditional autos.Dual clutch transmissions use wet multi-plate clutches, similar to the clutches used in traditional automatics.But a seven-speed version that uses dry clutches, like those usually associated with manual transmissions, will be been introduced by Volkswagen with its new Golf and Jetta.Getrag which makes the seven-speed transmission in the new M3 is also said to be developing a dry DCT.Although dual clutch transmissions offer superior performance, they simply don't deliver the same degree of driver satisfaction that comes from operating a manual transmission in a sports car.That's because they just don't offer the same degree of driver involvement, because there's nothing quite like the feeling of punching the clutch and ramming home the shift at precisely the right moment.The next challenge for manufacturers will be be the engineering of some physical effort/involvement into shifting gears.BMW's figures show that the DCT transmission offered in the latest M3 is faster than any previous offering including the SMG box in the E46 M3.The SMG or Sequential Manual Gearbox reduced shift times to 80 milliseconds and this figure was further reduced to 65 milliseconds in the later M5 sedan.With the latest seven-speed M Double-Clutch Transmission with Drivelogic however there is no longer any interruption of power when changing gears.Looking at the acceleration times for the M3, the E46 SMG posted 5.2 seconds for 0-100km/h.But the latest E92 model does the dash in just 4.6 seconds.The same car in six-speed manual form is good for 4.8 seconds.Ludwig believes the manual will disappear altogether eventually, but for the time being he said that manual alternatives will continue to be offered.At the moment BMW M has several projects on the go including the development of a new production model based on the Concept CS four-door coupe.It's the second standalone model to come out of the M division, by that we mean one that is not based on an existing BMW model.Prior to this it put together the M1 Homage sports concept, shown for the first time earlier this year year at Italy's Concorso d'Eleganza Villa d'Este.We were invited to take part in a long and wide-ranging discussion with the BMW M boss this week in Germany.In all likelihood we will see M versions of the 1 Series, X6 and perhaps a mid-engined competitor for Audi's R8 super car based on the M1 Homage.It also paves the way for the production of other standalone models in the not too distant future.As quick as the new double-clutch transmissions are, Ludwig agrees they lack the feel of a manual.In this respect he agrees there is still room for improvement, but believes a manual transmissions will continue to be offered for the foreseeable future.“We build cars for customers and there are still a number of customers that like a manual transmission” he said.“I think with time the double clutch transmission will be the solution for the M3. It's faster and it is technology that is in racing.“I think the stick shift will go away in the future. DCT is something that can't be beat. It's faster in acceleration, its smoother than an automatic gearbox and it's more efficient than any other gearbox.“You could say that a few years ago that it was always a decision between sportiness or comfort, or sportiness or more efficiency -but this transmission does so many things at the one time.“On the other hand especially in the United States we have so many customers that like to being involved with the car and to show that they are able to shift manually and so on. Therefore it makes sense for a car like the M3 at the moment.” 

Launched in 2004 the X3 compact crossover received a big facelift after criticism that the standard of finish was not up to scratch.Now the most important car in its range, the evergreen 3 Series sedan has been given the treatment following its release in 2005, particularly in the area of styling after being roundly lampooned - notably by Britain's influential Top Gear television program.The 3 Series accounts for about half of the company's overall sales.Launched in May, 2005 the current E90 model has been the target of plenty of criticism over its bland styling and in Australia at least it is being convincingly outsold by the Mercedes C-Class.But this week BMW lifted the covers on a major, mid-life makeover for the car that addresses many of the issues raised.Front and rear lights have been changed and a more prominent “kidney” grille added, along with a redesigned bonnet that features a lifted centre section with twin crease lines.The exterior mirrors have also been changed and re-profiled side skirts have been fitted - all of which give the car a wider, more aggressive stance.The rear lights adopt the L shape common to other models.Adding to the more aggressive stance are off set wheels with fatter rubber and a slightly wider rear track that varies in size from model to model.The big news although it has not been confirmed for Australia yet is a new 3.0-litre six cylinder turbo diesel that will change the way you think about diesel engines forever.This one can accelerate from 0-100km/h in 6.1 seconds, yet uses just 5.7 litres of fuel per 100km.That's only half a second slower than the acclaimed, top of the range twin turbo 335i petrol six and to be frank we'd have no hesitation in picking the diesel.The car we drove in Germany this week is an absolute cracker, with a six-speed manual transmission that revs all the way to 5500rpm on the dial.The suspension feels a bit softer than the 335i but there's nothing shabby about the way it rides and handles.It does a fine job of walking the line between comfort and the sporty edge that Beemer drivers expect.We drove the two cars back to back on Germany's autobahns and back roads and although the petrol model is quicker off the mark - there's not a lot in it.We can't wait to try the six-speed auto version.With a single turbocharger and lightweight aluminium crankcase, the two cars even weigh the same 1625kg - in auto form at least.Like most BMWs the 330d is speed limited to 250km/h, but we had no trouble achieving this speed on the autobahn where it would have happily sat all day.Producing 180kW of power at 4000rpm and 520Nm of torque between 1750 and 3000rpm, the car had no trouble staying with its more fancied sibling.As maximum torque kicked in it quickly caught and matched the 335i for speed and agility, being just a fraction slower to respond to throttle changes.The torquey engine makes light work of corner to corner squirts, changing between third and fourth and pulling effortlessly out of bends.For a diesel it has a relatively high red line and as a result the drive experience is very like driving an ordinary petrol-engined car, with the occasional diesel rumble the only reminder of what lies beneath the bonnet.Unless informed, most drivers would probably not even realise it's a diesel - and after driving this one - most would probably not give a damn.Maximum power is achieved at 4000rpm so there's nothing really to be gained by going past this point but it gives the driver plenty to play with.In fact, from 4500rpm torque is progressively limited anyway.Pushed hard the car returned 8.7 litres/100km compared to the 335i's 13.1 litres/100km (officially the two cars are good for 5.7 and 9.1 litres/100km respectively).After a couple of hundred kilometres behind the wheel of each car there's no downside to the diesel that we can see.That's a big saving and huge recommendation.BMW claims the engine sets a new benchmark for the segment in terms of performance, fuel consumption and engine emissions - the latter rated at 152g/km.The engine is Euro V compliant and will even meet the more stringent Euro VI regulations, not due to come into effect until 2014.The engineers tell us that turbo boost kicks in from a low 1200rpm virtually eliminating turbo lag.In practice, the car was only caught short a couple of times on rolling second starts - but that's more a reflection of our bad driving than anything to do with the design.Here's hoping BMW decides to bring in this model with the rest of the new range to be launched in December.Moving inside there's a new generation iDrive system with a control knob that functions more like a joy stick and an 80Gb hard drive that you can download your music to.The hard disk is also home to the satellite navigation system, dispensing with the need for map disks, with 12Gb reserved for music.In Europe, the car will even be offered with internet and email access but at this sage the infrastructure does not exist to support the system here.During the drive program we still had trouble getting the sat nav system to do what we asked, but we'll reserve judgement on this one until we've had more of chance to play.In general terms it still requires too many clicks to access the functions that you want and in this area the company could take some lessons from the iPod people.Crash activated dynamic head rests are now standard and are designed to move forward to cushion the neck in the event of an accident to protect occupants against wiplash.Prices for the new range will be announced closer to the launch, but are not expected to change dramatically.In the UK there's only a four per cent difference between the price of the 330d and 335i which in Australia sells for $107,290, so the diesel is expected to be a little cheaper.

The arrival of BMW's 7-speed “DSG” style double clutch transmission is likely to spell the end of the auto as we know it for the company. The M version of the transmission with drive logic is set to make its debut in the new four-door M3 sedan with deliveries due to start in December. It's faster than the previous SMG robotised manual and faster again than the current six-speed manual - fast enough in fact to propel the sedan from rest to 100km/h in a mouth watering 4.7 seconds. That's just a tenth of a second slower than the iconic coupe. A watered down version of the transmission will soon also find its way into the 335i 3 Series Coupe and Convertible, but under a different name and without drive logic control. The latter dictates how quickly gear changes occur, smoothing them out or speeding them up at the touch of a button. The sedan joins the M3 coupe and soon to be released cabriolet, and is expected to account for about 25 per cent of sales. It's not the first time BMW has produced an M3 sedan. The second generation E36 model launched in 1993 holds that distinction but it was never sold here. It is however BMW's first V8 powered M3 with a 4.0-litre V8 that delivers 309kW of power at 8300rpm and 400Nm of torque from 3900rpm. With four doors and a proper back seat that can accommodate three people instead of the coupe's two, it adds a practical dimension to a car that ordinarily has very little to do with the practicality. As well as putting it back on the shopping lists of those that would have normally scrubbed a coupe, it could also lure buyers from Benz's attractive C63 AMG sedan. The only other major difference between the coupe and sedan is that the sedan is 25kg heavier and misses out on a carbon fibre roof. Given the additional weight of two extra doors BMW's engineers probably felt there was nothing to be gained (the roof shave 5kg or 20kg compared to a roof with sunroof fitted). We were able to go for an all too brief blast in the M3 sedan down the autobahns of Germany this week. Here it is legal to go as fast you like in certain areas, but you need to keep a watchful eye out for traffic entering from other lanes. The M3 sounds fantastic under full throttle and at speeds exceeding 200km/h it makes for rapid transport. The new seven-speed transmission is as good as they say, moving rapidly through the gears under hard acceleration, with an uncanny sense of timing, anticipating changes before the driver. You can leave it in D or change gears manually using the wheel mounted change paddles. The new transmission is quicker and uses less fuel than the auto or manual at 11.9 litres/100km. As good as it is, after driving this car, it won't be long before the manual is discarded altogether. The good news is that price of the sedan is expected to be between $12,000 and $15,000 cheaper than the $162,000 coupe. The bad news is that the double clutch auto will set you back $6700 more no matter which model you buy. At this price we can't see it reaching the incredible 70 per cent take up rate of the SMG transmission.  

Actions speak louder than words and when we took the GranTurismo away for a weekend, we found it had a way of dominating proceedings.Everybody wanted to know what it was, how much it cost and whether they could have their photo taken with the car _ whether they were interested in cars or not.And they wanted to know how long we'd had it?I wish . . .I'd expected the questions and had come prepared.Suffice to say the big `Maser' has a mystique that extends beyond the bounds of mere metal, a car that commands attention wherever it goes _ some welcome, some not so welcome.More than just a car, it's the ultimate male fashion accessory _ a piece of automotive exotica that's going to make you look and feel like a million dollars.At more than $300,000 the GranTurismo is not the most expensive car that Maserati sells here, but we'd have no hesitation in adding that it's the best looking of the bunch.Gone is the droopy, retro, overly round styling that marked previous models, along with that awkward looking rear end, replaced by a long sleek coupe with classic sports car lines.The two door, four-seat coupe replaces the previous GranSport, but sits on the longer Quattroporte platform.Measuring 4881mm and weighing in at a hefty 1880kg, the oh so long bonnet hides a 4.2-litre Ferrari V8 that pumps out 298kW of power and 460Nm of torque, revving out to 7250rpm.The engine is a derivative of that in the Ferrari F430 and is teamed with a ZF six-speed automatic transmission that allows the driver to change gears manually.The main difference between the two engines is that the Maserati unit has a wet sump and produces more torque.Despite its obvious bulk the GranTurismo can dispatch the dash from 0-100km/h in just 5.2 seconds and on to a lofty top speed of 285km/h.Punch the throttle and the throaty V8 roars to life, the rear hunkers down and the car squirms before launching regardless of the electronics.We've driven faster, but none with more style than this thoroughbred.The driver can choose between manual, sport auto or fully automatic gears changes, with no need to chase the padded paddle shifts around the steering wheel as they are fixed to the steering column.Pushing the sport button activates a more aggressive change pattern, as well as altering the suspension and stability control settings.We were surprised to find however that the transmission still changes up automatically when redline is reached, even in full manual mode.The auto is said to be even quicker than Ferrari's and so much more enjoyable than the horrendous robotised manual offered previously.Rather than a hard-edged sports machine, the GranTurismo is more of a big luxurious cruiser, with plenty of power on tap for the odd squirt.Out on the open highway it laps up the miles, but a firm foot is required on the throttle or you could find the pace dropping off.Fuel consumption from the 86 litre tank is rated at 14.3 litres/100km and it takes premium unleaded, preferably the good stuff.We were getting 14.7 over a 700km stint.The car's charcoal exterior did not prepare us for the gorgeous red leather interior.While contoured and comfortable, the seats were rather firm and so was the electronically modulated Skyhook suspension.Parking the car at fuel stops provided plenty of entertainment as wide-eyed country folk circled the vehicle for a better look, peering through the windows to get a better look inside.Doing the obligatory lap of the town centre never failed to attract attention either, as did parking it outside the pub.It's a difficult one to go past.I don't know why they bother fitting sound systems to cars like this, the note from the V8 is the all the accompaniment one needs.But if it does grate there's a 30GB hard drive based unit to store your songs, shared with the standard navigation system.Dropping down a couple of gears and pushing the car hard through long sweeping corners and a series of shorter switchbacks found plenty of grip from the 20inch wheels, fitted with 245 front and 285 35 rear 35 series rubber.But it can become unsettled and is not totally at home on our second rate back roads.The four pot Brembos provide solid braking, but some bigger units would be nice.We were loathe to take the car on any dirt roads as the low profile tyres are prone to puncture and there is no spare tyre, just a puncture repair kit to reinflate the damaged tyre _ a space saver is optional.Getting in and out of the deep set back seats can be challenging and rear legroom is not generous.The front seats slide forward electrically to provide access.The boot is on the small side but can still hold a couple of bags.All in all this is a much more refined mainstream car than previous models.But why not just buy a Ferrari, we wondered?Price is one obvious reason and the fact they appeal to two very different kinds of buyers.Even at $306,750 plus onroads, the GranTurismo is still 127 grand less than the cheapest Ferrari.Style is another reason, because the GranTurismo is a true GT tourer with seating for four people.And after all, it's all about style.

But at $150,000 plus, HSV's W427 “super car” goes where no Holden has gone before.

A check of the NRMA's Petrol Watch website revealed the average price of petrol in Sydney this week was 164.1 cents a litre compared to diesel at 182.1 cents a litre 18c more.The thing is, even at this price a diesel vehicle is still going to be cheaper to run, at least in terms of the amount of fuel consumed.But most people only see the price and have difficulty grasping this fact.We had a look at the 12 fuel savers this week in the booming small car segment, comprising two hybrids and 10 diesels.We compared the fuel consumption of petrol models to that of the fuel-saving hybrid or diesel alternative, along with the difference in purchase price of the two.Our comparison shows the average fuel consumption of the petrol model followed by that of the diesel or hybrid, with the extra cost of purchase for the fuel saver shown in brackets.In the case of the Prius, which has no directly comparable model, we compared it to the most expensive Corolla, the Ultima sedan.The cheapest of the fuel savers is Hyundai i30 CRDi at $21,490, with the most expensive by far and away Toyota's much-vaunted Prius hybrid at $37,400.There's more to the story than just fuel economy as the initial cost of the car has to be taken into account as well as its resale value, which in the case of a diesel is going to be higher.For example, take Hyundai's i30, a car that comes in 2.0-litre petrol and 1.6-litre turbo diesel form, both with a five-speed manual gearbox.Both have a 53-litre tank but the petrol model uses 7.2 litres/100km compared to the diesel's 4.7 litres/100km.That makes the cost of filling up the petrol car $86.97 and the diesel, $96.51 $9.54 more.That's a significant difference and enough to put most people off.But here's the thing.Because the two cars consume fuel at a very different rate, the petrol model will, in fact, cost $11.81/100km to run, while the diesel one will set you back $8.55 a saving of $3.26/100km.Taking this argument a step further, diesel would have to hit 252.1 cents a litre before the two cars would start costing the same to run.Doubting Thomases will point to the difference in the cost of servicing the cars as well as the higher initial cost of buying a diesel vehicle.My mechanic reckons there's very little difference in the cost of servicing the two.But, in most cases, you'll certainly pay a premium of some kind for a hybrid or diesel vehicle at least $2500 more or, in the case of the Prius, $5410.Using the i30 as an example again, the SX petrol model is priced from $18,990 while the same model with a diesel engine is $21,490 a difference of $2500.With the cost of fuel at the current prices, that means you'd have to travel 76,000km before you'd recoup your initial outlay and start to reap the benefits of diesel's lower fuel consumption.Therein lies the rub because, for the majority of people, that's about when they'd begin thinking about getting rid of their car and updating to a new model. COMPARATIVE CONSUMPTION:extra cost of purchase in bracketsCitroen C4: 7.1 vs 4.7 litres/100km (+$4000)Dodge Caliber: 8.0 vs 6.1 litres/100km (+$4000)Fiat Ritmo: 7.1 vs 5.6 litres/100km (+$3500)Ford Focus: 7.1 vs 5.6 litres/100m (+$4000)Holden Astra: 7.8 vs 6.0 litres/100km (+$3000)Honda Civic: 7.2 vs 4.6 litres/100km (+$4000)Hyundai i30: 7.2 vs 4.7 litres/100km (+$2500)Mazda3: 8.6 vs 6.0 litres/100km (+$4000)Peugeot 308: 6.7 vs 4.9 litres/100km (+$4000)Renault Megane: 8.2 vs 5.8 litres/100km (+$3000)Toyota Prius (Corolla): 7.7 vs 4.4 litres/100km (+$5410)VW Golf: 7.5 vs 5.5 litres/100km (+$2500)