Articles by Chris Riley

IT'S not the most expensive model in the range but HSV's iconic GTS is certainly the spiritual leader.With runaway fuel prices, this may well be the last roll of the dice for the big V8-powered sports sedan but somehow we don't think so.It's hard to imagine a GTS with a hybrid power train or for that matter a diesel or dual fuel LPG model.In April HSV replaced the 6.0-litre engine with a larger, more powerful 6.2-litre 317kW V8 across the range in the never-ending quest for power.A 7.0-litre model is also in the pipeline.The 6.2-litre LS3 engine is put together in the US and is, in fact, the same engine that powers the current Corvette.GTS's two main competitors, the Falcon GT and Chrysler 300C SRT8, run a 5.4-litre 315kW/551Nm and 6.1-litre 317kW/569Nm V8 respectively.There's not much in it.Why go for a larger engine that uses even more fuel?Well, in this market it's all about size and, in manual form at least, the larger engine uses only a tenth of a litre more at 15.3 litres/100km.That's still a lot fuel in any money and anyone considering the purchase of this vehicle should be aware of this fact.If and when petrol hits $2 a litre, it means the GTS will cost $30 in fuel for every 100km travelled, or about 30c every time the odometer clicks over another kilometre.That's before you even think about putting your foot down.The six-speed auto uses significantly less fuel at 14.5 litres/100km.Although all the trio cost about the same and deliver a similar level of performance, it is pointless trying to pick a winner.Suffice to say few Holden fans are going to cross to the dark side and buy a Ford and vice-versa.The macho-looking SRT8, however, is every bit as good and remains a tantalising option for both camps.Our test vehicle was a six-speed manual GTS finished in gleaming red with 20-inch wheels and matching red brake callipers.It's a magnificent looking car, one that commands respect from other motorists who tend to give it a wide berth.We've driven plenty of high-priced Euros, but none of them seem to stir as much interest as a big V8.The 6.2 litre engine delivers a massive 317kW of power at 6000rpm and 550Nm of torque at 4600rpm, compared with 307 at 6000rpm and 550 at 5100rpm previously, using top grade 98 premium.Although rated at 15.3 we were averaging 14.8 litres/100km in mixed driving.The noise from the V8 is raw and powerful, just the way God intended and we found ourselves frequently dropping down a gear just to hear it.The manual change was a revelation, a quantum lead forward from the previous HSV we drove.We'd stop short of calling it smooth, but it is much easier to use with a lighter clutch action.Having said that, it still doesn't like to be hurried and doesn't deliver sports car precision.The manual can blast from 0-100km/h in less than five seconds and is fitted with HSV's controversial magnetic ride control which is activated by a switch on the dash.It offers the choice of performance or track modes but, to be honest, we had trouble telling the difference. We will say that the ride is excellent, nothing like the harsh cars of the past. Cornering and braking are impressive and the electronics don't intrude on the fun.A full size alloy spare is provided, but being smaller than the rear tyres its use is limited on the back.It's the best GTS yet but at the end of the day it's more about what this car misses out on that what you get, so check out the equipment list.

Correction, make that Sportwagon, because that's what they're calling the new VE wagon.It's not as long as the previous VZ, with a smaller load area, designed primarily with looks in mind and cast in the same mould as the sleek Euro wagons.With a raked roof line, shorter rear overhang and a tailgate that is cut back into the roof area, the Sportwagon is a handsome looking car from all angles.The look is poised, broad and muscular, presenting a strong set of haunches to those behind, especially the powerful SS model.The SS badge itself hasn't been seen on the back of a wagon since the limited edition VY in 2003.But with the same V6 and V8 engines that power the current sedan, the new wagon offers nothing new in terms of fuel economy for battling families, at a time when petrol is threatening to hit $2.00 a litre.There's not even a dual fuel version of the wagon, offering an economical LPG option and in fact there probably won't be for some time to come.Chief designer Richard Ferlazzo explained the difficulty with LPG is finding a suitable place to locate the gas cylinder.He said a donut-shaped tank could have replaced the spare wheel in the wagon, but this in turn would have meant sticking a spare or space saver in the load area.“We put the tyre inside and tried it but it just didn't look right, it didn't look like a truly professional execution for a brand new car,” Ferlazzo said.The designer, noted for the gorgeous Efijy show car, explained planning for the wagon had started several years ago when the cost of fuel was not such an issue.He said changing design mid-stream was difficult, but added that engineers were currently looking at how the gas cylinder could be accommodated.He said the result would probably be a “mono fuel” or LPG only model, but that it might not be introduced until well into the wagon's life cycle _ possibly not until the mid-life upgrade.A dedicated LPG model would allow engineers to optimise the engine delivering better economy.“When we started doing the car it wasn't a big deal, but fleets enjoy it and we still want that fleet market,” he said.As it stands the entry level 3.6-litre V6 auto consumes a minimum 11.1 litres/100km, a little more than the sedan's 10.8.While the V8 SS in manual form uses as much as 14.4 litres/100km.In comparison, a dual fuel Commodore sedan consumes 15.5 litres of LPG for every 100km travelled _ significantly more but of course LPG is less than half the cost.It has been almost two years since the launch of the new VE Commodore.With the addition of the Korean-built Captiva off roader to the range, it was speculated the wagon might have outlived its stay.But its absence has left a sizeable hole in Holden's sales figures, particularly in the area of fleet sales.With its sporty new persona, Holden is looking forward to regaining this lost ground.In a break with tradition, the new Sportwagon sits on the same chassis as the sedan, unlike the previous VZ wagon that was based on the long wheelbase Statesman.Having said this, the VE has a longer wheelbase to start with, so the difference between the two is just 24mm.At 4897mm, the Sportwagon is 136mm shorter than VZ wagon, with a load capacity of 2000 litres versus the VZ's 2752 litres (895 versus 1402 with seats up).The main point of difference is the load area itself which is 1113mm long with the seats up or almost 22cm shorter.Because the hinge point of the tailgate has been cut back into the roof, the back can be easily opened in confined areas, requiring only about 25cm of space behind the car.The load height has been raised 36mm, to make loading and unloading easier.Compared to the sedan, the wagon is 91kg heavier with rear legroom the same in both (but 15mm less than VZ).To accommodate the extra weight Holden has retuned the sedan's suspension for the wagon, with revised spring rates and a smaller diameter rear stabiliser.The average driver will find little difference in the way the two ride and handle.Fitted with the standard 180kW V6, Omega and Berlina are still forced to make do with a four-speed auto.The high output 195kW V6 steps up to a five-speed auto while the V8 is teamed with either a six-speed manual or auto.Both five and six-speed autos add manual change mode via the gear shift.Our favourite is the Calais V fitted with the V8 and auto transmission.It’s not as ostentatious as the SS but still manages to tick all the right boxes.The instrumentation, particularly the speedo, is much cleaner and less cluttered and the overall effect is more refined.Standard equipment across the seven model range includes six airbags, electronic stability control, rear parking sensors, alloy wheels and air conditioning.Prices for Sportwagon start at $37,790, just $1000 more than the sedan, with a rigid cargo barrier adding $468. First drive: Holden VE Sportswagon2008 Holden Commodore Sportwagon

  Fiat has launched a turbocharged petrol version of its light Punto hatch that is in a word a little ripper.We can't get over the difference this power plant makes to the feel of the car, with its lively performance and sporty dynamics.The good looking Punto is the car that heralded the return of the Fiat passenger car brand to Australia two years ago.But at the time the hatchback was available only in diesel form.The three-door Sport Turbo, priced from $25,990, is essentially the same car as the 1.9-litre turbodiesel Sport, but with a different engine and transmission.Where the diesel is heavier and more expensive, the petrol version feels lighter, nippier and more fun to drive _ and it's $2000 cheaper.Weighing in at 1155kg, it is 50kg lighter than the diesel and you'd have to reckon that most of that weight would have come out of the front end.The new engine is a light pressure turbocharged version of Fiat's 1.4 litre Star-Jet engine.The low inertia turbo lifts power from 57 to 88kW and torque from 115 to 206Nm, with an amazing 200Nm of torque available from just 1700rpm.The engine is hooked up to a relatively pedestrian five-speed manual transmission.It would have been nice to see the six-speed from the diesel, but having said that the five is slick, easy to use and delivers the goods.By boosting the engine Fiat has managed to shave four seconds off the car's 0-100km/h time which is now a very respectable 8.9 seconds.At the same time it uses an average of 6.6 litres of fuel per 100km and that's not too far behind the diesel at 5.8.As the cost of fuel continues to rise motorists will start looking to smaller cars with smaller engines to save money.With petrol costing $1.60 and diesel $1.80 a litre, many motorists are finding the cost of filling up the family car topping the $100 mark.That's going to take a bit of getting used to.Punto takes 95 strength premium (although it will run on standard) and we were getting 7.6 litres/100km from the 45-litre tank, with a bit of hard stuff thrown in.Many people will take one look at the 1.4 litre capacity and dismiss the engine as too small.But you'll be surprised.The boost kicks in early with a flat torque curve that generates strong peformance across the range.Even in top gear it sales up hills and will still accelerate even if the revs are allowed to drop.Punto comes with a five-star safety rating, six airbags, anti-lock brakes and electronic stability control.It's a middle of the road car in the Fiat scheme of things and this is reflected in the plainer, more conservative styling inside.The standard of finish is also not up to the standard of the more recent Ritmo and 500 models.Also, you'll find a re-inflation kit instead of a spare or space saver under the luggage area.Still, it's a very appealing little car if you want to get away from the usual Japanese fare.

To look at you'd be forgiven for thinking that it's one of the many concept vehicles exhibited at motoring shows over the past few years. But look a little closer and you will see those curves and skinny white-walls belong to another era. Built in 1938, the stunning Phantom Corsair was a car ahead of its time, arguably the most futuristic vehicle to emerge from this period. Some readers may remember the Phantom from the film Young In Heart where it starred as the Flying Wombat alongside Paulette Goddard and Douglas Fairbanks Jnr. The story behind the birth of this reclusive piece of motoring history is just as dramatic as the car itself. A unique, one-off design, the two-door six-seat coupe was to have gone into limited production before the untimely death of its young designer, Rust Heinz. Heinz was born in 1914, the second son of H. J. Heinz, the food millionaire. A university dropout and from all accounts something of a tearaway, he built and raced power boats as a teenager, but like all boys he loved cars and dreamed of one day building his own. That dream might have become a reality but reading between the lines Heinz senior wanted his son to settle down and refused to fund the project. Undeterred, the young Heinz, who was studying naval architecture at Yale, dropped out and moved to California. There he took up residence with an aunt in Pasadena where he opened an industrial design studio. It was this aunt who gave him the money he needed and he enlisted the services of coach builders Bohman & Schwartz to turn his project into a reality. Obviously influenced by aircraft design, the aerodynamic body was a complete departure from contemporary styling without running boards, mudguards or door handles. It also featured an odd 4+2 seating arrangement, with four people able to fit across the wide front seat and another two in the narrow back the driver sitting second from left. Constructed at a reported cost of $24,000, it was built on a modified Cord 810 chassis, the most advanced available at the time. Like the Cord it was front-wheel drive, with a tweaked Lycoming V8 and four-speed automatic transmission. The car's lower frame was made of chrome molybdenum steel and the upper frame was constructed of electrically welded aviation steel tubing. Body panels were made of hand-beaten aluminium. The doors opened at the touch of a button with pop up Gullwing style roof sections. The interior was padded with cork and rubber for safety, sound proofing and insulation. The design was Heinz's, developed with clay and wooden models. Bohman & Schwartz helped fill in the gaps. In a concession to engine cooling the front bonnet is louvered, but the wheels are fully enclosed by the streamlined body that features tiny windows, shock absorbing bumpers and unique headlights. Inside the padded dash is a blaze of 13 dials, a lift from the Cord, with some extras thrown in including a door-ajar warning. The Phantom measured 6019mm, with a wheelbase of 3175mm and weighed in at a whopping 2070kg. It ran on 16-inch wheels and had a 14m turning circle thanks to its enclosed wheels. The tweaked 4.7-litre V8 is said to have produced 140kW at 4200rpm and 368Nm at 3000rpm, with a top speed of 185km/h. Before the car was even finished Heinz had brochures printed with a list price of $14,700 (a small fortune in those days). He also made arrangements to display the car at the 1939 New York World Fair. But before he could see his dream come true he died from injuries received in a freak car crash on July 22, 1939. He was just 25 years old. After his death the car was given as a gift to mentor and family friend Lou Maxon. It has passed through many hands over the years, including TV star Herb Shriner, who owned it from 1951-1970. Shriner had it customised but it has been restored to its original form and can now be found in the National Automobile Museum in Reno, Nevada.    

Safer, better equipped and more fuel-efficient than ever, the two models will appeal to those looking to make the switch to a smaller vehicle, but who are unwilling to sacrifice quality or creature comforts.Leading the charge in the economy stakes is a diesel in the A Class range for the first time, the A180 CDI that uses as little as 5.0 litres of fuel per 100km.The major upgrade sees the debut by Benz of a number of innovative fuel-saving technologies, but the way it pans out it’s more a case of what we miss out on that what we will actually get.The big news is the addition of a Compressed Natural Gas (CNG) powered model in the B Class range that, it is claimed, can slash running costs by 50 per cent.The problem as far as we’re concerned is that the necessary infrastructure for refuelling the vehicle does not currently exist outside of bus depots, so it's not going to be appear on the shopping list any time soon.A fuel-saving “ECO” engine cut-out system has also been introduced as an option in both ranges, that kills the engine when the vehicle comes to a stop, for example at traffic lights – helping to reduce fuel consumption.The system has been shown in tests to cut fuel use by as much as nine per cent, but unfortunately it is available only with manual petrol models at this stage.And, because Benz sells very few manuals here, it too is of little interest at this stage – but this could change soon as the technology is rolled out to include auto and diesel models.We also miss out Benz’s Blue Efficiency package, a new trademark for particularly economical and environmentally compatible cars, featuring lightweight construction, lower air and rolling resistance and more efficient energy management.It is packaged only with the smaller A160 diesel that the company doesn’t offer in Australia.It’s not all doom and gloom, however, because we will be getting the new Active Parking Assist system.Like similar systems offered by other manufacturers, it will virtually reverse park the car for you, checking if a parking space is large enough and guiding the vehicle into the spot after the driver selects reverse gear – without the need for the driver to touch the steering wheel.It will be a boon for those drivers who would rather do a second lap of the block, than tackle the daunting task of reverse parking their car with traffic waiting.The new A and B Class ranges including the new A180 CDI diesel are due to arrive in September, but we were invited to preview the cars this week at the international launch in Berlin.A departure from the rear wheel drive sedans that the company has traditionally produced, the front-wheel drive hatches have proved enormously popular since their introduction – the A Class in 1997, the B eight years later in 2005.Many people including industry insiders dismiss the cars as pretend Benzes, but this view is short-sighted and overlooks their intrinsic practicality.At 4273mm the B Class is 39cm longer and a few millimetres wider than its smaller sibling.Both ranges have been overhauled inside and out, with the obligatory new lights, bumpers and radiator grilles featuring a more prominent three-pointed star.Engines and transmissions remain pretty much the same but have been further refined to produce better fuel economy and less harmful emissions.Combined the A and B Class now make up 18 per cent of Benz sales in Australia and at the moment almost 25 per cent of Benzes sold here are now diesels.The A180 CDI will be available in five-door form only with a six-speed manual standard and uses the same 2.0-litre four cylinder common rail turbo diesel that has powered the B180 for some time.It has been added in response to strong customer demand for an A Class diesel.Personally we have always found the A Class a mite small for our tastes and believe the larger B Class is better suited to our roads and environment.It’s the car that Benz should have built in the first place.Sales speak louder than words and the B Class has quickly outstripped the smaller hatch.The B180 with its 2.0-litre direct injection turbo diesel is an old favourite.With 80kW of power and 250Nm of torque on tap, claimed fuel consumption is 5.2-5.4 litres per 100km, down from 5.8 previously, giving it a range of over 1000km.The car is an ideal size for the city, able to seat four adults in comfort, with plenty of rear legroom and a good sized luggage area.We’d like to see a little more power from the engine and there is in fact a more powerful version available with 103kW and 300Nm.But Benz says the small gain in performance would not justify the extra cost of the car, so we’ll have to be content with the one we’ve got.The lighter A180 with the same engine turns in an even better result at 5.0-5.2 litres/100km, but because of its smaller size is noticeably noisier inside.In the entertainment department, a 40 gig hard disk based navigation and music system is available as an option with both ranges.The navigation system offers a three-dimensional view and the system offers a full range of media inputs including Bluetooth and USB via a variety of connecting cables through a port located in the glovebox.Prices for both ranges are expected to increase slightly, the new A Class more so because it has additional equipment.Prices for A Class currently start at $35,000 and for the B Class at $45,800. 

Safer, better equipped and more fuel-efficient than ever, the two models will appeal to those looking to make the switch to a smaller vehicle, but who are unwilling to sacrifice quality or creature comforts.Leading the charge in the economy stakes is a diesel in the A Class range for the first time, the A180 CDI that uses as little as 5.0 litres of fuel per 100km.The major upgrade sees the debut by Benz of a number of innovative fuel-saving technologies, but the way it pans out it’s more a case of what we miss out on that what we will actually get.The big news is the addition of a Compressed Natural Gas (CNG) powered model in the B Class range that, it is claimed, can slash running costs by 50 per cent.The problem as far as we’re concerned is that the necessary infrastructure for refuelling the vehicle does not currently exist outside of bus depots, so it's not going to be appear on the shopping list any time soon.A fuel-saving “ECO” engine cut-out system has also been introduced as an option in both ranges, that kills the engine when the vehicle comes to a stop, for example at traffic lights – helping to reduce fuel consumption.The system has been shown in tests to cut fuel use by as much as nine per cent, but unfortunately it is available only with manual petrol models at this stage.And, because Benz sells very few manuals here, it too is of little interest at this stage – but this could change soon as the technology is rolled out to include auto and diesel models.We also miss out Benz’s Blue Efficiency package, a new trademark for particularly economical and environmentally compatible cars, featuring lightweight construction, lower air and rolling resistance and more efficient energy management.It is packaged only with the smaller A160 diesel that the company doesn’t offer in Australia.It’s not all doom and gloom, however, because we will be getting the new Active Parking Assist system.Like similar systems offered by other manufacturers, it will virtually reverse park the car for you, checking if a parking space is large enough and guiding the vehicle into the spot after the driver selects reverse gear – without the need for the driver to touch the steering wheel.It will be a boon for those drivers who would rather do a second lap of the block, than tackle the daunting task of reverse parking their car with traffic waiting.The new A and B Class ranges including the new A180 CDI diesel are due to arrive in September, but we were invited to preview the cars this week at the international launch in Berlin.A departure from the rear wheel drive sedans that the company has traditionally produced, the front-wheel drive hatches have proved enormously popular since their introduction – the A Class in 1997, the B eight years later in 2005.Many people including industry insiders dismiss the cars as pretend Benzes, but this view is short-sighted and overlooks their intrinsic practicality.At 4273mm the B Class is 39cm longer and a few millimetres wider than its smaller sibling.Both ranges have been overhauled inside and out, with the obligatory new lights, bumpers and radiator grilles featuring a more prominent three-pointed star.Engines and transmissions remain pretty much the same but have been further refined to produce better fuel economy and less harmful emissions.Combined the A and B Class now make up 18 per cent of Benz sales in Australia and at the moment almost 25 per cent of Benzes sold here are now diesels.The A180 CDI will be available in five-door form only with a six-speed manual standard and uses the same 2.0-litre four cylinder common rail turbo diesel that has powered the B180 for some time.It has been added in response to strong customer demand for an A Class diesel.Personally we have always found the A Class a mite small for our tastes and believe the larger B Class is better suited to our roads and environment.It’s the car that Benz should have built in the first place.Sales speak louder than words and the B Class has quickly outstripped the smaller hatch.The B180 with its 2.0-litre direct injection turbo diesel is an old favourite.With 80kW of power and 250Nm of torque on tap, claimed fuel consumption is 5.2-5.4 litres per 100km, down from 5.8 previously, giving it a range of over 1000km.The car is an ideal size for the city, able to seat four adults in comfort, with plenty of rear legroom and a good sized luggage area.We’d like to see a little more power from the engine and there is in fact a more powerful version available with 103kW and 300Nm.But Benz says the small gain in performance would not justify the extra cost of the car, so we’ll have to be content with the one we’ve got.The lighter A180 with the same engine turns in an even better result at 5.0-5.2 litres/100km, but because of its smaller size is noticeably noisier inside.In the entertainment department, a 40 gig hard disk based navigation and music system is available as an option with both ranges.The navigation system offers a three-dimensional view and the system offers a full range of media inputs including Bluetooth and USB via a variety of connecting cables through a port located in the glovebox.Prices for both ranges are expected to increase slightly, the new A Class more so because it has additional equipment.Prices for A Class currently start at $35,000 and for the B Class at $45,800. 

It would be a case of deja-vu for Aussies because the original Scirocco was never released here either.

Fiat vans are a common sight but it seems like only yesterday that the company re-entered the passenger car market with the launch of the Punto hatch.Punto has since been joined by the retro look Fiat 500 that we drove recently and now another larger hatch called the Ritmo.We were pleased to find that both cars are finished to a much higher standard than the Punto.Ritmo also sees the debut of a brand new Fiat logo.It is larger than Punto and sits on a modified version of the platform that underpinned the earlier Stilo.It is also slightly longer and wider than its cousin the Alfa 147, but we are told the new 147 (make that 149) will share the same platform.Ritmo is designed to go head-to-head with the likes of VW's best-selling Golf.It is offered in two grades with a choice of 1.4-litre petrol or 1.9-litre diesel turbocharged engines.Our test car was the petrol 1.4-litre Ritmo Sport T-Jet priced from $32,990.It is a good looking car and the combination of burgundy paint, charcoal alloys and piano black trim inside create a smouldering kind of appeal.Far from being a bit of a yawn, the 1.4-litre turbocharged engine produces a surprising amount of pep.It is good for 110kW of power at 5500rpm and up to 230Nm of torque at 3000rpm, if the sport setting is selected.The trend is towards smaller engines in Europe where the same engine produces anywhere from 52 to 137kW, with a 150kW unit said to be in the pipeline.The dash from 0-100km/h takes 8.2 seconds and it has a top speed of 208km/h.Fuel economy for this model is rated at 7.1 litres/100km, but we were typically getting between 8.8 and 9.0.Once up and running, disengaging the overboost Sport button improves economy.To get the best results from the car you need to keep the engine on the boil, but with a slick six-speed manual and a nice note from the exhaust that is easily accomplished. In fact, it can be a difficult task getting the car off the line quickly without spinning the front wheels.Although its fitted with electronic stability control, the system is designed to provide some wheel spin. The sports suspension can be a rough at times, but it pays dividends in the handling department.Point Ritmo at a corner and it hangs on nicely, with controlled slide at the limit.Stability control and six airbags are standard and the car has a five-star safety rating.The Sport model adds a rear spoiler, sideskirts, sports pedals, sports seats with lumbar adjustment of driver's seat, leather sports steering wheel, gear lever and handbrake knobs, sports upholstery, red brake callipers and 17 inch alloys fitted with 225/45 tyres. Climate air and Blue&Me integrated telematics system are also part of the package.It offers Bluetooth hands-free technology with steering wheel controls, instrument panel with multifunction display, MP3 audio file player from a USB port and SMS text reader.Rear leg room is adequate and the deep boot could easily accommodate a full-sized spare, but unfortunately a space-saver is provided. 

I've driven this car both on and off the track. There's no doubting it goes hard and the smoother ride is a godsend, but at the end of the day I find myself drawn back to the same question. That is, does the STI cut it as a hatchback?The answer, in an Australian context, perhaps not.That's because hot hatches, as nice as they may be, are really training wheels before you have the money for a real car.Personally, I miss how raw the STI was, the glitzy gold wheels and outrageous rear wing, even if it did block rear vision.Subaru argues the new, more refined STI will appeal to a different buyer, to well-heeled young execs who don't want to be tagged boy racers.The company could be right, but it might have also inadvertently abdicated its throne to arch rival the Mitsubishi Evo a sedan.The point is Subaru buyers have proved notoriously fickle in the past when it comes to style.STI has only been on the market since February, so it's early days yet, but Impreza sales are down 21 per cent this year, maybe because the standard Impreza is available only as a hatch.Priced from $59,990, the STI finds itself under siege from a host of competitors, more so now that it's a hot hatch.In Spec R form, it's an even bigger ask at $64,990.The competition even VW's V6 all-wheel drive Golf R32 is cheaper.There's no word yet on prices for the Evo X, which was to have been launched last month but here's something to consider. For the same money you could buy a full-sized, fully-blown Falcon GT and have spare change.Questions of styling aside this third generation STI is tangibly more refined than its predecessor.The greatest step forward is undoubtedly the smoother ride.It's also more livable and much easier to drive. You no longer need to be a body builder to operate the clutch and the six-speed manual transmission is a snack to use.Having said that, it still takes some finessing to get off the line cleanly and things don't really start to happen until the top end of second gear, or about 4000rpm.Sixth gear is for freeway use only and the car makes some odd pops and whistles as the turbo does it stuff.The 2.5-litre turbocharged four-cylinder engine kicks out 221kW of power and 407Nm of torque (up from 206kW and 392Nm).Weighing in at 1505kg (just 10kg more in Spec R form), the STI blasts from 0-100km/h in 5.2 seconds (0.2 seconds quicker than before).Fuel consumption is lower at 10.3 litres/100km but it takes 98 strength unleaded, which can be difficult to find.For the enthusiasts there's intelligent drive, switchable traction and more centre diff settings to play with.However, for most of the time the defaults will do.Our test car was the top of the line Spec R, which adds leather and lightweight BBS alloys.It's a bit plastic inside and for the price, we expected to see Bluetooth and an auto-dimming mirror.Finally, it would be nice to see larger Recaro seats fitted for the fuller Aussie figure, and it's unfortunate that the spare is a space saver. 

Now threatened as Jaguar prepared to launch a new cat this week in Victoria's chilly high country.But it held off long enough for us to put the new Jaguar XF through its paces, amid jibes about Jaguar's impending sale to the Indian Tata conglomerate.Interestingly, Tata already owns another English icon Tetley Tea.Looking more like a coupe than a sedan, the big four-door, five-seat saloon hits all the right notes and is sure to “curry” favour with its new masters.The mid-sized and mid-priced XF is a replacement for the aging and somewhat ungainly S Type sedan, but visually at least it appears to have more in common with the sleek XK two-seat sportier.It's the dawn of a new era for Jaguar, trumpet the execs, at the same time talking up the company's sale by Ford, which is due to be finalised next month.They say Jaguar is making money but its main problem lies in its loyal but shrinking customer base - the average age of which is 57.Ironically, instead of the younger group the entry level X Type is targeted at, its buyers are mainly cashed up retirees.It is probably a good thing then that current S Type owners apparently aren't too fond of the new XF's styling.Jaguar revealed that 77 per cent of the 200 or so orders it is holding for the car are from people who don't own a Jag.XF is the work of Jaguar design guru Ian Callum who also penned the XK.At 4961mm in length the car weighs between 1679 and 1842kg, depending on the model.It sits on a heavily modified S-Type platform, but employs the same engines, transmission and suspension components of the XK.High-strength Boron steel is used to reinforce the cabin.Prices for the XF start from $105,500 with a range of engines including a 3.0-litre V6, 4.2-litre V8 and Supercharged 4.2 litre V8, as well as a twin turbo 2.7-litre diesel.The entry level V6 and diesel are priced the same, but you would have to be crazy to go past the diesel with 152kW of power and 435Nm of torque.Like the others it's hooked up to a ZF six-speed sequential auto with wheel mounted shift paddles.The dash from 0-100km/h takes 8.2 seconds (a 10th faster than the V6) and it consumes just 7.5 litres/100km against the V6's 10.5litres/100km.The XF lines up against the likes of the Benz, BMW and Audi as well as Lexus's GS range.Gone are the twin lights that were a hallmark of the S Type. Yet the front grille is distinctive and readily identifiable. There's no Leaper atop the bonnet, but a big cat can be found emblazoned across the boot.The modern themes extend to the interior where's there still plenty of wood and leather, but mixed in with more contemporary, and more importantly, sportier finishes.We got to sample the V6, turbo diesel and 4.2-litre naturally aspirated V8 (a supercharged version is still to come).It's a classy car and is finished to a high standard and one that manages to avoid the sombre tone that distinguishes German interiors, with a good mix of colours and finishes.It doesn't quite reach Lexus standard of interior quiet, but it's nothing to complain about.The stop/start button pulses red to draw attention while blue halo instrument lighting takes its cue from Motorola's RAZR mobile phone, of all places.Perhaps the biggest talking point is the large iDrive-style gear selector that replaces the normal shifter.It takes some getting used to but works fine and occupies significantly less space in the cabin.Rear head and leg room is good but the back seat could be a squeeze with three passengers.The V8 scores a 440 watt 7.1 Bowers and Wilkins surround sound system, with full iPod compatibility