Articles by Craig Duff

A Nomex racing suit worn by Steve McQueen in the Le Mans movie sold for $984,000 at an auction in the US last month. The price was more than three times higher than the estimate by the Profiles in History auctioneers, who valued the Gulf Oil racing suit emblazoned with McQueen's "Michael Delaney" character name at $200,000-$300,000. The 1971 Porsche 911 McQueen drove in the movie recently sold for $1.25 million, proving the King of Cool can still pull an audience. The auction also revealed it costs $541,000 to go back to the future. That's the price the flux capacitor-powered DeLorean DMC-12 used in the third Back To The Future movie sold for. The vehicle is one of only three cars left from the movie series, with the other two still in the hands of Universal Studios. This one was used to time travel from a 1955 drive-in movie lot back to 1885 and was fitted with a VW-sourced V6 and had the suspension modified for off-road use in the Wild West.

Growing old gracefully is rarely a trait of mass-production cars. The Mazda6 is the exception that proves the rule; the mid-sized pacesetter is still at the front of the pack four years after it was launched. To keep it relevant, the base model Australian versions recently earned leather seat trim and powered front seats to go with the best chassis in the class.Price trims of $300-$3370 were included in the spec upgrade last October and the base Classic is now known as the Touring. The 6 has something for everyone - it is sold as a sedan, hatch and wagon from $31,450, $32,450 and $34,750 respectively. Add $2000 for the automatic in the sedan and hatch (the auto is standard on the wagon).Lack of a colour screen is the only interior feature that truly dates the 6. The red centre strip display is as modern as my first calculator. The functionality's there, it just doesn't have the hi-res look its more recent rivals have embraced.The auto is a five-speed unit that is a cog down on some in the class. Matched to the 125kW/226Nm from the 2.5-litre four-cylinder it still delivers 8.7 litres/100km on regular petrol. And yes, you can get a 132kW/400Nm 2.2-litre diesel.This is the sportiest looking car in the pack, especially from the front. The curved roof gives it a coupe-like look and the bulging rear bumper adds a touch of aggression. Only the Honda Accord Euro and Kia Optima come close.The interior layout is still on the money and uses logical and easy-to-operate rotary dials for the dual-zone airconditioning, while the sound system is best operated using the steering wheel-mounted switches.Six airbags are standard on the Mazda6 and are backed by seat belt reminders for the front occupants. On the software front the ABS brakes are booked by electronic brake distribution, emergency brake assist and stability control.  ANCAP rates it a five-star car.This is the mid-sized car to own if you appreciate driving dynamics. The chassis sits flat in the turns, the steering is direct with plenty of feedback and the 2.5-litre petrol engine propels the car at a reasonably quick rate. Go for the manual if you're an enthusiast - the extra gear translates into quicker acceleration off the line and in mid-rev overtaking. On the practical front the boot is big - though not as cavernous as a Ford Mondeo - and the back seat passengers aren't chewing on their own legs.

Learning from your mistakes makes you a better rider. It makes for a better bike, too, at least in the case of Moto Guzzi's dual-purpose Stelvio NTX 8V. The last model was criticised for only having an 18 litre tank. When the competition and class leader - BMW's R1200 GS Adventure - nearly doubles it and dual-purpose riders like to cover lots of kays, that was a drawback. Enter the 2012 model with a 32 litre tank, revised front end and impeccable manners.VALUEThe Guzzi costs $22,990 but that money buys you a lot of bike, all made with quality gear. The brakes are Brembo, the front forks Marzocchi and the rear monoshock is sourced from Sachs. It's all mounted in a twin-spar alloy frame and the overall impression is quality. It is $4300 cheaper than the class-leading BMW R1200 GS Adventure and coin adds up to a lot of extra riding or decent new gear. TECHNOLOGY Traction control and switchable ABS are standard on the Stelvio NTX. Both are good, as is the remapped fuel injection that helps transmute the 77kW/113Nm into an easy riding machine that is superbly comfortable to ride for such a bike bike. The seat has been reshaped for long rides and there isn't a lot to criticise on the bike.STYLING This Italian adventure machine is physically imposing but rides lighter than it looks. It also comes with all the barwork needed for off-road duties - engine and oil sump guard, hand guards and a tall windscreen that deflects dust, rocks and rain. The detachable alloy panniers add to the aggressive picture. SAFETY Motorbikes don't come with ANCAP ratings: crashing one is never a good idea. That's especially true of dual-purpose machines designed to go well off the beaten track. The Stelvio is equipped with enough protective plates that the chances are good it will survive the fall - the same can't necessarily be said of the rider. RIDING It's not very often that big adventure bikes put a smile on my face - I'm in the minority who see dual purpose machines as inherently compromised. And I'm not that good on the dirt. Still the Stelvio is reassuringly solid on lightly corrugated gravel but it comes into its own on broken bitumen where it keeps encouraging you to go harder. Behind the bars you can forget about how big it is and concentrate on how well it flows. There's a little bit of vibration from the big V-twin but it is muted enough that it won't start inducing pins and needles. The revised screens are easy to read at a glance, which helps when you're standing on the pegs. VERDICT The Stelvio NTX is a smart big-bore dual purpose bike that is a cut-price rival for the BMW. The quality is good, the ride is fun and it will be interesting to see how Triumph's new Explorer rates against it when it lands Down Under later this year.Moto Guzzi Stelvio NTX 8VPrice: $22,990Warranty: Two years/unlimited kmEngine: 1151cc V-twin, 77kW/113NmTransmission: Six-speed, shaft driveFuel tank: 32 litresSeat height: 820-840mmWeight: 272kgSuspension: Inverted 45mm front Marzocchi forks with adjustable rebound, compression and preload; monoshock Sachs rear with adjustable rebound and preloadBrakes: dual 320mm front discs with four-piston Brembo calipers, 282mm rear disc with two-piston Brembo calipers

Dressing up in a Ford Focus is a different thing altogether, which is why the Blue Oval brand turned to Scottish designer Judy Clark to fashion an outfit made from parts of the top-selling small car. The result is a unique dress that features car keys, radio and dash parts, seat cover material and a pair of tail lights. Clark says the outfit mixes feminine layers with industrial mechanics. She calls the back of the dress the "engine" and crafted the components into a crinoline-style bustle. "I'd say that the inspiration for the dress was taken from the Edwardian period and I actually started to design the dress before the car parts arrived," Clark says. The necklace (right) was created by Katherine Hawkins who says her inspiration for the jewellery cam from the vintage science fiction movie Metropolis. "When the box of car parts arrived, I didn't really know what to expect," Hawkins says. "It doesn't help that I can't actually drive so at first I didn't know what the parts were for! But once I got them spread out to see how they look and sit and how I could work with them, the idea came very quickly and I was able to use really cool metals, plastics and rubbery bits!" The centerpiece of the creation is a grouping of instrument panel switches, while coiled springs dangle in a chandelier style and colourful dials and buttons frame the upper portion. The pieces were created as part of Ford's celebration of its 100th anniversary of operations in Britain.

The upper-class battle will erupt when BMW lands its new 3 Series with a clear aim of regaining sales from Mercedes-Benz. How clear? Try matching prices and spec to it direct rival as it looks to increase its share in the mid-sized prestige segment. Mercedes' C-Class is the clear leader in the segment with 5689 sales year-to-date against 3811 for BMW. The segment has fallen by 7 per cent this year, yet the mob with the three-pointed star have held losses to 3.5 per cent against a 16.6 per cent slump for cars with the blue-and-white propeller roundel. Enter the new 3 Series. The (for now) cheapest model is the 320d diesel which matches the equivalent C200 CDI Mercedes on price at $60,900 and BMW is already promoting about its "class-leading" diesel use of 4.5 litres/100km. Step up to the 328i and it is $1000 cheaper than the closest Merc rival, while the range-topping 335i sedan has had a 15 per cent price cut to $91,900 and now boasts a 16-speaker Harman Kardon sound system and xenon headlamps as standard fit. All new 3 Series have had features taken off the options list and into the standard kit, with an eight-speed automatic transmission, electric front seats, a stop/start button, dual-zone airconditioning, adaptive cruise control, auto lights and wipers and front and rear parking sensors. BMW Australia managing director Phil Horton says the new range sets a benchmark for value in the premium mid-sized market. "The new generation 3 Series Sedan improves upon BMW's reputation for sporty driving dynamics, stylish design, advanced technology and safety, powerful and fuel efficient drivetrains and luxury features," he notes. "But more than anything, with reduced pricing for the range topping 335i and new 328i and a huge increase in standard equipment for the 320d, it offers a substantial improvement in value, both compared with its predecessor and its direct rivals in the market." The mid-sized market is already cut-throat and that competition will only increase with the newcomers also facing off against Audi in a three-corner fight. How they compare

VW Jetta 147TSI Highline and Honda Accord Euro Luxury go head-to-head in this comparative review.

A household wiring inspection will be part of the package for private owners of the first family-sized electric car when it hits the showroom floor. Nissan announced pricing for the Leaf as it prepares to start selling the car to fleet operators and taking customer inquiries. Private buyers will have their homes' wiring assessed to ensure it is capable of taking the 10-amp draw required to charge the Leaf on a "level one" basis. Nissan is also recommending they upgrade to a 15-amp recharge facility - but can't yet give a price on what the "level two" charging point will cost. Nissan Australia brand manager Darren Holland said recharging via a 15-amp supply would take about eight hours if the battery was flat - and most owners won't come close to using the 140km "real world" range during their daily commute. "Level three" public charging stations will charge the battery to 80 per cent capacity in around 30 minutes. The Leaf will be the second fully electric mass-produced vehicle available for sale in Australia. Mitsubishi is already selling the smaller i-MiEV for $48,800. Nissan Australia CEO Dan Thompson predicted sales "will be in the hundreds" in the vehicle's first six months on the road. "We've already had huge interest from fleet managers ... this is a genuine five-seat electric vehicle that doesn't compromise space, comfort or practicality," he said. Unlike the Renault Fluence ZE that is also due to go on sale mid-year, the Leaf is not designed for battery swaps. The car is a powered by an 80kW/280Nm electric motor and the inbuilt satnav system shows the range the vehicle can travel on its battery charge. The Leaf scored the top five stars in the Euro NCAP crash tests.

Stylish SUVs have a drinking problem and the Nissan Murano is no exception. The latest facelift has made it arguably the most attractive critter in the mid-sized class and the V6 engine packs the punch of a cage fighter. But you pay for the privilege at the pump. Still, the looks and performance make it more a high-riding car than a soft-roader and it needs to be considered in that light.VALUEThe base ST Murano rolls out of the factory with an impressive level of gear to justify its $47,990 price. Powered and heated front seats, xenon headlights, dual-zone airconditioning, leather upholstery, a reversing camera and a Bose CD player are all appreciated creature comforts. The price puts it on the shopping list against Jeep's impressive new Grand Cherokee at $45,000 and the Toyota Kluger at $44,500.TECHNOLOGYThe direct-injection alloy V6 hauls the 1.8-tonne Murano with the same ease an unladen Sherpa goes at a g oat track. We're talking 191kW and 336Nm which translates into a 0-100km/h time of eight seconds flat. The downside to that level of excitement is an official fuel figure o 10.9 litres/100km - and 95 RON is the recommended fuel. The all-wheel drive system is front-biased but feeds power to the rear wheels as required and there's also a 4WD lock function for the 1 per cent of owners who will take this refined soft-roader off-road. Braked towing capacity is rated at 1500kg.STYLINGSUVs don't get any classier than this. The design is inspired - it looks far more compact than a 4.8-metre bus yet the angles don't compromise interior space. There's plenty of space for front and rear-seat passengers and it's quality room - the leather seats are sumptuous and make this a genuine long-range tourer. The cargo area is big enough to stow a family's luggage, or load up for a weekend getaway and the rear seats fold 60/40 for bigger loads.SAFETYThe Murano feels solid from the moment you open a door - or close the tailgate. Front, side and full-length curtain airbags are backed up with ABS brakes with electronic brakeforce distribution and brake assist and all seatbelts are the preferred three-point variety. It hasn't been crash-tested yet but should be a five-star car.DRIVINGThis is one of the few continuously variable transmissions that I won't drone on about. Whether that's because of the high level of NVH suppression or whether it just makes sense with the V6 I don't know or care. What I do care about is how responsive the car is off the line or under mid-range acceleration and I can't complain. The steering is another matter. The Murano goes where it's pointed but doesn't give you much feedback on how that's happening. Not unusual for this class, but given the rest of the package is so car-like, it is an obvious fault. Handling is better than most SUVs unless you really charge into a corner and the ride is as comfortable as you can hope for at this price point.VERDICTBuy one if you want a high-rider that shouldn't see too much off-road action - and can afford the fuel bills. The ground clearance is better than anything this side of the Jeep but it still won't ease the pain if tree branches scratch your Murano off the beaten track. All it needs is a decent turbodiesel option, like the ones in the more rural focused Pathfinder and Patrol.NISSAN MURANO STPrice: $47,990Warranty: Three-years/100,000kmResale: 65 per centService intervals: 10,000km/six monthsSafety equipment: Six airbags, ABS with EBD and BAEngine: 3.5-litre V6 petrol, 191kW/336NmBody: Five-door wagonDimensions: 4835mm (L), 1835mm (W), 1700mm (H)Wheelbase: 2825mm, 1610mm/1610mm tracks front/rearWeight: 1795kgTransmission: Continuously variable automaticThirst: 10.9 litres/100km 95 RON, 259g/km CO2. 

There's always a bit left over when you divide six by four. For BMW's Z4 20i what's left is a lighter, nimbler roadster that uses 20 per cent less fuel than its six-cylinder predecessor. It still hammers harder than a nailgun and its pose value is up there with Miranda Kerr in a Victoria's Secret outfit.The Beatles reckoned money can't buy you love. Z4 buyers will disagree. Owners will adore it and others will lust after it, so the $77,000 starting price is pretty much irrelevant.That cash buys a 135kW/270Nm direct-injection turbocharged four-cylinder that is a better engine in every aspect than the in-line six-cylinder it replaces. It is housed in a hardtop roadster that spins heads as quickly as the twin-scroll turbo spools up. Spend another $12,500 and the same engine is fettled to produce 180kW/350Nm in the Z4 sDrive 28i.Brake energy regeneration is standard on most European cars these days - it recharges the high-output battery and lets it deal with the on-demand ancillary systems rather than have them suck power and petrol from the engine. It is the engine that does the job, though.A decent run in the base Z4 saw it use just 8.0 litres/100km. Sporty cars - the 20i hits 100km/h from rest in 6.9 seconds - aren't meant to be that efficient, especially not when they're being pushed. Push the button to drop the top and cruise and the fuel figure will fall accordingly.The original Z3 was derided for its soft looks. The same can't be said for the Z4. It's a classic roadster style with a bonnet you can land a small plane on arching up to a curved roof and stumpy tail. BMW says there's 180 litres of space in the boot, but you'll be buying bags from Ikea to fit - flat-pack is the name of the game.A smarter option is to lift the plastic cowl in the rear and not drop the top until you reach your destination. That then gives 310 litres of much more practical space. Put the bags in your room and then you can go topless.The expected safety systems are all there ... and then there's the options list for those who want the best of everything. That runs from adaptive headlights with a high-beam assist that automatically dims the light for approaching vehicles to adaptive cruise control, parking sensors and emergency phone calls.The basic structure is a five-star vehicle - the roof is effectively a rollover hoop and there are pop-up bars behind the seats if things go pear-shaped with the lid down, while four airbags cushion the blow.City running in the Z4 shows a lot of work has gone into keeping the interior quiet. There's a mild mechanical turbine whine from standstill but it is all pretty muted until you stand on the go-pedal. Then it snarls and gets down to business. The manual gearbox is notchier than most Beemers but the throw is precise.Given how good the eight-speed auto is, though, I'd seriously consider spending another $3500 to have it. Blaspemy? Not in this day of computerised nano-second gearchanges and steering wheel paddle-shifts. The button next to the gearshift has Comfort, Sport and Sport+ settings for the suspension, steering, throttle response etc.Keep away from Sport+ - it loosens the stability control and makes the rear end twitchier than a bridgroom on the wedding day, despite the claimed 52/48 weight distribution. Sport is the sweet spot for the Z4 and coupled with the spot-on steering makes this an engaging drive rather than a too-entertaining one.

Ford Fiesta Zetec and Honda Jazz VTi-S go head-to-head in this comparative review.