Articles by Craig Duff

Sales and marketing chief Joachin Schmidt says the 2012 model of the volume-selling sedan and wagon is the most extensive facelift in the company's history with 2000 new components.  More importantly, local Mercedes spokesman Jerry Stamoulis says prices are expected to rise only marginally. Stamoulis says pricing, engine line-up and specifications won't be finalised until the compact Mercedes goes on sale in Europe in March, but predicts customers will get much more for very little extra. The cheapest Merc is now the 1.8-litre C200, priced at $58,850. He adds Mercedes-Benz Australia is also evaluating the potential of an entry-level diesel to sit below the C220 CDI that is now the base diesel model. This week's official global launch of the compact Mercedes follows weeks of leaked images and selected detail reveals and shows a car that looks little different from its predecessor, but boasts major interior tweaks and under-the-skin changes that have improved efficiency in everything from engine performance to drag coefficient. All petrol engines are now direct injection with a stop/start function and come with a seven-speed automatic, leading to power lifts and fuel consumption drops, headed by the C350 CGS which has cut fuel use by 31 per cent to 6.8 lires/100km while boosting power to 225kW. The About 8.5 million C-Class models have found homes since its launch in 1982, with the outoging model alone selling a million units since it was launched in March 2007.  Only avid Mercedes fans will pick the outside changes, which run from redesigned front and rear bumpers to restyled front and rear lights. The interior restyle is more dramatic and borrows elements and design cues from the upmarket CLS. The dashboard has been restyled with a  new surface grain, metallic finish on the centre console controls and a modified instrument binnacle with integrated display.  The telematics system is a Class-leader and will be introduced throughout the Benz family as the models are updated. It uses a larger display and improved usability to help transfer mobile phone contacts, display SMS messages and play music from Bluetooth-equipped devices. There's also a USB interface in the centre armrest and the mutimedia Comand (Comand) Online lets occupants browse the internet when the car is stationary. Mercedes-Benz board member Thomas Weber says the new car will use 10 new safety systems, ranging from Attention Assist to detect when the driver is tired to the Distronic Plus cruise control that automatically brakes the car to maintain a safe gap to the vehicle ahead.

The optional feature is part of the luxury carmakers' push to transform the car from a 20th century mobile office into a 21st century communications hub. The iPad brackets will be mounted on the back of the front seats, giving rear seat passengers instant access to all the functions of the tablet PC, from watching movies and reading the latest edition of the Herald Sun to browsing the internet. Mercedes-Benz spokesman Jerry Stamoulis says the need to match customer expectations for integrated digital devices outweighs the risk the company may cost itself sales of its own back seat DVD screens. "The hi-tech features of Mercedes-Benz go beyond the car itself. These days it's about the ease of connecting to mobile devices and ensuring our customers' have the tools they need, be it for business or pleasure," he says. The iPad brackets tilt and rotate 90 degrees to match the screen aspect to whatever application is running. Power is provided by the vehicle's electrical system and extended internet access comes from the car's Wi-Fi hotspot. That same Wi-Fi connection can be used for voice and data transmission using a Blackberry, iPhone and similar mobile devices with higher transfer rates than the regular Bluetooth connection. Mercedes says the iPad docking station frame and seat attachment have been designed and tested to meet the company's safety standards The frame of the docking station, along with the attachment to the seat structure, have also been designed and verified in line with the high safety standards applied at Mercedes-Benz. An added safety benefit is the fact the iPad is anchored in the docking station - unlike a device held in the hand or sat on the seat on a seat - and in the event of an accident cannot fly uncontrolled through the vehicle, potentially causing injury. The iPad is already in use as a presentation tool at a number of car dealerships, giving sales staff access to the range of vehicle brochures, accessories lists and pricing details on any given model. Carmakers such as Audi are also creating applications to let iPad owners browse the corporate websites or be sent details of the latest models they may have an interest in.

The Scottish-born businessman who once owned the Arrows F1 team and founded a race engineering and design empire - TWR - that spanned three continents, lost a long battle with cancer on Sunday. His Australian legacy is the ongoing strength of the Holden Special Vehicles and Holden Racing Team V8 Supercar products and brands that TWR helped to develop. Walkinshaw formed a joint venture with Holden to create HSV in 1987 which led to the "Walkinshaw VL Commodore in 1988 with an aero-kit Superman would have struggled to fly with. He founded the HRT race outfit in 1988 and, after losing the company during the collapse of the Arrows F1 team, he rejoined the V8 Supercar scene in 2005 and last year regained control of HRT from Mark Skaife. TWR also campaigns the Walkinshaw Racing team in Bunbaberg Red and Team Autobarn colours. His long-time business associate and former HSV managing director John Crennan said yesterday: "I'm a great believer _ only because I've seen it so many times with Holden at a dealership level _ that operators don't last forever, but names do. I saw enough to know that Holden Racing Team and Holden Special Vehicles will endure." "Tom always had a philosophy that we were in this business to make your client's brand grow and he's succeeded in doing that' "As courageous as he was in his private battle, he was just as courageous in business to invest and persist with concepts well before we'd taken them to our partners for approval." It was a sentiment repeated by HSV, whose official release marking Walkinshaw's death noted: Tom Walkinshaw has made an incredible contribution to the landscape of Australian motor racing and automobile industry over many years and he will be sadly missed by many in the industry. HSV managing director Phil Harding said: "Tom was a tremendous inspiration to me and the whole team at HSV, and while we will all miss him the HSV business continues as normal." "While these events are moments to reflect and grieve, it is important to remember that it is the continuation and success of the business that will serve as the best way of honouring Tom's memory, and we know this was his desire and the desire of his family." Holden chairman and managing director Mike Devereux was another figure quick to pay tribute to Walkinshaw. "On behalf of the men and women at Holden, I'd like to extend our deepest sympathies to Tom's family, friends and co-workers across the world," Devereux said. "For more than 20 years Tom's pursuit of excellence helped forge our brand's reputation as a performance leader both on and off the track through the creation of Holden Special Vehicles and the Holden Racing Team. "From the original 1988 Group A Commodore that will forever be known as a `Walkinshaw' to the extraordinary W427 20 years later, Tom's work was truly iconic. "His contribution not only to Holden, but the automotive industry is legendary and will never be forgotten." Ateco boss Neville Chrichton grieves not just for the passing of a major industry figure, but a mate: "I remember him very fondly. He's been a good mate of mine for a long time and the motor industry and motor racing fraternity have lost a very great man," Chrichton said yesterday.

The car Alfa Romeo needs to drive its on-road presence is finally on sale. The launch of the semi-automated twin-clutch MiTo TCT models comes 18 months after the manual's launch. That's a long time to wait for a car Alfa predicts will account for more than 70 per cent of sales."When we launched MiTo, the delay (on an auto) was going to be six months," Alfa's general manager Andrei Zaitev wryly recalls.  "But it's here now and we think it's a major advance in the product and in transmission technology."The other major advance is the Euro V-compliant MultiAir engine. Fiat is following the VW Group's "smaller but smarter" engine strategy and this 1.4-litre unit uses only 5.5 litres every 100km while keeping the sound and sensations Alfa owners traditionally value in a car.VALUEThe Alfa's well kitted out on the spec sheet. The base TCT rolls on 17-inch alloys with cruise control, fog lights, Bluetooth and a decent audio system. It's $31,990, which puts it up against the likes of the Mini Cooper and Audi A1.Spend another $3000 and the TCT Sport adds auto wipers, rear parking sensors and a carbon-fibre finish to the dashboard. And red brake calipers, which obviously help you to stop faster.TECHNOLOGYThe twin-clutch transmission and Multi-Air engines are the standouts. The transmission is a dry-clutch unit that Alfa Romeo Spokesman Edward Rowe says was designed to deal with up to seven gears, 350Nm and four-wheel drive demands to suit the other arms of the Fiat empire.In the MiTo's case there's six cogs and three program maps for the automatic mode. Dynamic is the most responsive of the three and tries to adjust its shift points to your driving style. Manual changes are made by either pushing the gear lever left and flicking it up and down or by using the wheel paddles.Alfa repeatedly pointed out the new transmission will operate just like a conventional automatic, right down to the creep on idle. The majority of the time drivers will leave it in one of the auto modes anyway.The TCT is matched in the MiTo with a turbocharged 1.4-litre engine that is every bit as hi-tech. It uses a stop-start function at the lights as part of a fuel-efficiency focus and an electro-hydraulic set of solenoids to operate inlet valve lift and duration.It's smart and it works, with puts out 99kW and 190-230Nm depending on which map you've got the transmission in.  Rowe says the same 1.4-litre engine is tuned to give 125kW in the range-topping MiTo QV.STYLEThe design is what sells Alfas and the looks of the latest MiTo haven't changed. That means its a stylish alternative for Mini shopper or those looking for a change from the baby Audis and BMWs.The three-door hatch is well built and the new transmission will have an undoubted appeal with women - a key target demographic. Alfa expects up to half its customers will be female because of the greater emphasis they place on style and individuality.  The interior is well executed with logical controls in the right places and the seats are comfortable places to spend a few hours.SAFETYThe MiTo has already earned its five stars and comes with the full airbag and software intervention suite, but it is the fact the hazard lights flash during emergency braking that is most impressive.  It's an increasingly common feature on European cars and the flashing lights certainly help grab other drivers' attention.THE MiTo is a five-star safety car, so no surprises on the airbag-ABS-stability control front.  But the seven airbags are boosted by an active head restraint that works to cut whiplash injuries. The MiTo also hits its hazard flashers during emergency braking, a system becoming more common on European cars.DRIVINGThe baby Alfa hustles along surprisingly well, with a claimed 0-100km/h time of 8.2 seconds. The engine revs out to near the redline in dynamic mode and does it with enough growl and snarl to remind you you're driving an Italian car.It's not far off the benchmark VW Polo in this class, but is let down by suspension that is simply the weak link in a good package.  The hi-tech electronics and reasonable rubber are terrific, but the suspension struggled to keep the tyres in constant contact with the back roads of Sydney.The MiTo's torsion beam rear feels every undulation and feeds that back into the cabin. Potholes jar and big hits earn a shudder. So they should, the Alfisti will clamour, but it's an old-school approach to sporty suspension at a time when the modern set-ups on rival cars soak up some of the impact.That said, the Alfa still tracks true - even big hits don't throw the car off-line, just your seating position and if aural clamour matches your desire to go forwards, the Alfa will still deliver.VERDICTA head-turning alternative in the baby-car class that has the poise - and enough pace - to warrant Alfa's forecast of  252 sales next year.Alfa Romeo MiTO TCTPrice: from $31,990Engine: turbocharged 1.4-litre direct injection Outputs 99kW/230NmTransmission: twin-clutch automatic, front-wheel driveBody: Three-door hatchSuspension: MacPherson strut front; torsion beam rear.Warranty: three-years/100,000km

The CR-V is approaching its fourth year in a market filled with newer rivals but the compact Honda is still a consistent seller.  It also has a devoted following among the mums of school-aged children, judging from the number that crop up in streets near schools and parking lots.The Honda combines a high-riding drive position with handling better than some cars and a small SUB body that will still swallow a lot of luggage, especially with the optional cargo screen fitted Carsguide has just returned a long-term CR-V and can see why owners are so passionate about them.The Honda Sport gains alloy rims and a few vanity interior features like a sunglass holder in the roof console. At $39,000 it is pitched into battle against the up-spec versions of the new and very capable Kia Sportage, the Subaru Forester and the Holden Captiva. The CR-V can still match them in the drive, but it is starting to date inside - the lack of Bluetooth is a obvious omission. A six-speed gearbox would only help fuel consumption, too.The cabin itself is still a comfortable, with switches falling where you expect them, a sound system that you don't have to read the manual to manoeuvre around and an airconditioning unit that was warm/cool within 90 seconds of entering the car.The 2.4-litre VTEC engine was good when it came out but Honda will soon need to update the Euro IV-compliant engine with a Euro V version if it wants to continue European sales. It will probably be a refinement of the existing mill, which is a free-spinning unit that happily winds up to redline.The on-demand all-wheel drive system performs credibly in a range of situations, from gravel roads to ice and mud. Power is generally channelled forwards, but rear drive is added as front traction is lost. It sounds simple (it isn't, unless y and really enjoy hydraulics) and works well in every situation Carsguide could put it through..The conservative Honda suit didn't win any design laurels when it was launched, but it's standing the test of time well. The inoffensive styling still isn't out of place in the new-car carpark. The upright look has been maximised in terms of interior space and the little SUV is quite capable of taking a family of four on a weekend camping trip with little fuss. Honda will even sell you a generator ...The Honda is a top performer in crash tests globally and its structural integrity is one of the features the Japanese company boasts about. It uses stability and traction control to try and avoid the crash in the first place, then deploys six airbags to cushion the impact between occupants and the reinforced chassis if the worst does happen.Adaptive head restraints help out but first time SUV owners should still do themselves and their cars a favour and book in for a specialised SUV handling course with someone like Murcotts or DECA.The only real giveaway you're driving an SUV comes from the high ride position. The Honda will outcorner conventional cars - and that's without relying on the software to help out. There's the inevitable body roll before the suspension stabilises everything with a fair amount of efficiency. That makes the CR-V a fun device on hard-packed gravel roads and still in its element lane-changing in the CBD.The brakes are solid and again reinforce that feeling of confidence - the CR-V doesn't pitch under heavy brakes as much as some of its competitors.  The rear tailgate needs remarkably little room to swing up, making loading up the groceries a simple affair.The interior surfaces are also easy to clean. That's a big deal for any family with young children or who are regular campers and will be regularly removing gunk from the fabrics, but it stood tall and colourfast even after the worst my pre-teen children could squash into it.The brakes are solid and the car is better than any one aspect suggests. The origami-like way they come together make the CR-V a worthy contender against the latest crop of SUVs _ and reinforce how good it was on launch.If build quality and practicality matters, the Honda should rate highly on the shopping list.

Alfa this week showed the strengths of the MiTo twin-clutch six-speed "robotised" transmission and concedes the absence of even a regular torque-converting automatic has cost the company sales since the MiTo launched last year. In the MiTo's case the latest pair of dual-clutch MiTo models - the TCT and TCT Sport - are much smarter than a regular auto unit. For a start there's three different modes to operate in while still in automatic mode, or the option of self-shifting by pushing the lever left to manual mode or using the steering wheel-mounted paddles. Alfa predicts the TCT duo will represent 180 units - or more than 70 per cent of the next year's projected 252 sales. Both TCT models use the company's new "MultiAir" turbocharged 1.4-litre petrol engines fitted with stop-start engine management. It's a necessary but still worthwhile upgrade as European production gears up from Euro IV to Euro V-compliant engines and the effects role through the local fleets. Alfa's latest engine puts out 99kW and 190/230Nm depending on whether the transmission is in "normal" or "dynamic" mode. And in most situations the engine is a willing performer once on the boil. The car is allowed to rev to raucous levels in manual mode, but will short-shift even in dynamic mode if it detects only light pedal pressure. Prices start at $31,990 for the TCT with 17-inch alloys, Alfa's DNA system, fog lights, and climb to $34,990 TCT Sport which adds an alloy kick plate and alloy pedals, climate air-conditioning, auto wipers, rear parking sensors and a carbon-fibre effect dashboard that will invite many to steer in that direction. MULTI-AIR Alfa's Euro V compliant 1.4-litre engine is dubbed "MultiAir" not just for its turbocharger but the hi-tech engine itself. The inlet cam has been replaced by an electro-hydraulic array of four solenoids - one for each cylinder - to meter oil flow that in turn adjusts valve lift and timing to match engine speeds and loads with the performance/economy juggling act all. The mechanical cam deals with the two exhaust valves, while a third lobe determines the maximum lift and opening duration of the two inlet valves. Alfa says the system optimises the stoichiometrical efficiency - how well it completely combusts a given charge of fuel with a given volume of air - of the engine over a wider load range.

The original Rex ran a boy-racer aero kit draped over a trigger-happy turbo engine. It was light, ferociously fast on boost and a lot of fun once owners had worked out all-wheel drive driving The latest wide-body models are more refined dressers (the STI sedan's massive rear wing aside).They've grown from blinged-up teens to muscular mobsters - the wheel-arch bulges give the car an aggressive look without needing ground-effect spoilers and skirts that scrape on every driveway.But has the growth spread diluted the bank-for-your-buck entertainment that first created a cult car or instead developed new devotees? And is the STI really half as good again as a regular Rex? Carsguide puts them to the test.VALUEThe WRX is $40,000; the STI another $20,000. The Rex still looks muscular and is still relatively raw, though it lacks the vicious exhaust bark and burble of the early models. Put that down to tougher noise and emission standards. The interior is comfortable, but its Impreza styling gives it an efficient look that's too benign for this kind of car. Because in most real-world situations it's not that far behind the STI. Track day fans will want the top-spec vehicle because it sharpens the car in almost every area.TECHNOLOGYBoth cars use a centre diff to spread the torque through all four tyres, but a switch lets drivers fiddle with that spread on the STI model.  Switching to manual and rocking the switch will shunt the torque spread from front to rear, meaning the car will tend to push wide or be tail-out through the corners respectively. Given this was a road test, Carsguide left it in auto ... better not to be tempted.The Sports model favours the front wheels, so you tend to push wide in corners, while the Sports Plus mode gives the car a more tail-out attitude. The Intelligent mode switches between the two depending onSTYLEThe aggressive exterior isn't repeated indoors, where only concession to the WRX's performance abilities is the contoured seats that grip like seats should and the drilled alloy pedals. The STI isn't a huge improvement. There's a few logos in the cabin, a chromed gearbox surround and a more menacing light display in the instrument binnacle, but it's still understated.SAFETYAll-wheel drive and a Subaru-tough chassis are backed by electronic stability and traction control, powerful ABS brakes and six airbags to give the performance pair a top ANCAP rating. It also means there's a final suite of electronic intervention in times of driver error or in treacherous conditions.DRIVINGIn traffic and even on most roads, it isn't hard to pick the difference between the WRX and the STI. The regular model has a firm suspension that still gives a degree of ride comfort. The STI set-up trades plushness for performance and while you feel every bump through the wheel, the struts and shocks cope just that little better in tight turns.Both cars need to spool up to around 4000 revs before the turbo-boost hammers it towards the rev-litmiter. The six-speed STI's shorter ratios and extra gear over the WRX means it ultimately feels quicker if you pick up the pace.It's easiest to see accelerating out of uphill corners, where the STI is less likely to be caught just off boost on a gear change and if it is, the extra 58Nm winds the lightweight car into acti on just a fractions of a second quicker.Add in the fact the STI's Brembo brakes will bite harder for longer - and the adjustable electronics should let owner's tune every last inch of tarmac out of it - and it is easy to see how it will be a track-day or rally-based favourite.But put a good driver in a WRX against a reasonable driver in the STI and the WRX will probably win in most situations - there's that little to it.  Both cars are reasonably light in the steering, but they still let you know what the wheels are doing well before it becomes an issue.VERDICTAmateur racers will will rewarded with the STI, but the WRX rules as a value-for-money day-to-day driver.SUBARU WRXPrice: $39,990Engine: 2.5-litre turbocharged Boxer four-cylinderPower: 195kW at 6000 revsTorque: 343Nm at 4000 revsTransmission: Five speed manual, all-wheel drive Fuel use; CO2 emissions: 10.4litres/100km (claimed, combined); 247g/kmBrakes: Ventilated front discs, solid rear discsSuspension: MacPherson strut front; double wishbone rearPerformance: 0-100km/h in 5.3secondsSUBARU WRX STIPrice: $59,990Engine: 2.5-litre turbocharged Boxer four-cylinderPower: 221kW at 6000 revs (manual), 221kW at 6200 revs (auto)Torque: 401Nm at 4000 revs (manual), 350Nm from 3000-6000 revs (auto)Transmission: Six-speed manual, five-speed auto, all-wheel drive Fuel use; CO2 emissions: 10.5litres/100km; 243g/km (manual), 10.6litres/100km 249g/km (auto)Brakes: Four-piston ventilated front discs, two-piston ventilated rearsSuspension: MacPherson strut front; double wishbone rearPerformance: 0-100km/h in 4.9seconds

An Australian-developed carbon-fibre auto passenger cell has been adapted from Boeing aerospace technology and attracted interest from carmakers such as Toyota and Holden. The hi-tech carbon-fibre/plastic composite is the same material used in F1 cockpits and working out tools and techniques to mould the material into the right-angle bends, nooks and crevices that make up an occupant cell gave an intake of auto students an insight into the next-gen challenge of building cars lightweight composites that cure at low temperatures. It is also the latest major update on the FR-1 lightweight concept vehicle created by the non-profit AutoHorizon Foundation to showcase local automotive talent, using the industry's most innovative companies to oversee students in a hands-on hi-tech training centre. AutoHorizon founder Brian Tanti's mission is to encourage automotive design and engineering talent by partnering with TAFE auto departments and then getting teachers from companies that are pushing the boundaries of their respective fields. And it is one of the many reasons he'll cite why the non-profit foundation should be high on the funding priorities for state and federal governments. "We're giving local students hands-on training and understanding of cutting edge auto technologies, from the carbon-fibre FR-1 cell to work in the latest electric-power systems," he says. "Those skills then move through the industry as graduates enter the workforce, but if we don't challenge them, our brightest automotive students will go overseas for training exactly along the lines of what we aim to provide." He also concedes that each change is government, at either level, means he must reiterate Auto Horizons' role and repeat the pitch for funding. "It's part of life for non-profit organisations," he says, "though most don't take a lot of convincing after they see the work we." The FR-1 runs on custom hardare developed in association with Marand Precision suspension specialists. It is powered by a 6.2-litre Holden V8, matched to a Ferrari transaxle to power the lightweight roadster via the rear wheels. Tanti says a Porsche transaxle was an early option, but it was ultimately rejected because it would have raised the car's centre of gravity. "We've tried to apply best practice at every element from design to production and this car's a symbol of what Australian can do." Tanti says SEMA, the massive US aftermarket auto show, is keen to show the car at next year's event. "The FR-1 is attracting attention and SEMA will help us put the word out to the world that Australia can hold its own at a global level."

Gran Turismo 5 is predicted to sell more than 10 million copies, outranking Hollywood movie blockbusters and enshrining the game's status as the most realistic car racing simulator on the market. More than 2.5 million copies have reportedly been sold in the first week (Sony won't confirm or deny).  With the Christmas rush to come, the company is banking on a software and hardware (you need a PlayStation 3 to play) bonanza. "Gran Turismo 5's first four days in Australia has exceeded our sales expectations and we are receiving great feedback on the title from consumers.  Numbers will be shared in due course, however, we can confirm that after the recent opening weekend this is the biggest  exclusive release on PlayStation 3 ever in Australia," a Sony spokesperson says. Nothing has come close to dethroning the title as the must-own four-wheeled franchise. No matter whether you're playing for fun or using the game to learn tracks before actually racing on them, it's focus on physics hasn't been seriously challenged. It's a testament to the game's popularity - and credibility - that carmakers are queueing up to place their vehicles in the game.  Mercedes-Benz launched its SLS AMG on the cover of the console game and Toyota also collaborated closely with the developers in creating some of their vehicles. Red Bull designer Adrian Newey was impressed enough to create the 450km/h X1 virtual grand prix racer as an exercise in how quickly an F1 car can go if there are no rules to slow it down. Retailing giant Harvey Norman mounted a huge advertising campaign before the game's launch, expecting game sales to help sell PS3 consoles in the lead-up to Christmas. And early indications are it will, with plenty of parents seen leaving shopping centres with a PS3 under their arm. And the the more you play it, the better it becomes. Game creator Kazunori Yamauchi was criticised in early reviews for not making the damage realistic enough, but it turns out you have to earn the right to damage the machinery. Gran Turismo 5 has a progessive damage setup and while the first level is the barely credible "pinball effect" where bouncing off cars or scenery slows the vehicle down without any appreciable mechanical problems, the following levels will hurt your ability to keep racing at the front of the pack. It's only when you rank up to level 20 that the damage becomes seriously evident as the physics engine alters the mechanical modelling.  Level 40 reportedly unlocks near-realistic damage modelling. A second patch was released last weekend (there was one at launch on November 25) to address the online gaming issues, many of which resulted from the huge number of people trying to join multiplayer races. Polyphony allowed for 500,000 gamers to be online at once, but were swamped in the first week.  Complaints of gamers minimising weight and maxing power to ludicrous levels also forced Yamauchi to limit those issues in the latest patch - and he has hinted more is in store for both single-player and online modes as GT5 "evolves like a living creature".

The world's most popular car racing game is finally here - and partners of loungeroom racers will curse the day it launched.  Based on this household, Gran Turismo 5 will cause serious family friction, be it battling for the controller or just fighting for control of the TV.The game is so extensive that it could easily take gamers a year to complete every challenge - though smart fans are advised not to tell their spouses or children that fact.There are 1031 cars to try out on 71 tracks and a level of realism that demands replaying the same race until you get the lines and overtaking manoeuvres just right.All of the above make it great value for money with prices for the PlayStation 3 game starting at $130. That's about the norm for a console game in Australia, but the difference is most games can be completed within a week.  Most partners will resign themselves to It's also one of the reasons the title is expected to sell 10 million copies.THE CREATORKazunori Yamauchi is renowned as a perfectionist - he took five years to create this version of the Gran Turismo franchise - and that exacting approach means he could walk away from his Polyphony Digital gaming design studio and have a career as a race driver.The Stig, now known to be British touring car driver Ben Collins, was hugely impressed with Yamauchi's car control while mapping the Top Gear track for inclusion in the game.The Japanese genius has taken part in several professional races and finished fourth in his class driving a Lexus IS-F with Australia's Peter Lyon in this year's 24 Hours of Nurburgring despite starting from 174th place after problems in qualifying.Yamauchi doesn't distinguish between driving in game and in the real world, which goes a long way to explaining why GT5 is so realistic. It also explains his passion for the GT Academy challenge, an online contest to find the best virtual racer, who then goes on to undertake real racecar training. The first two Academy graduates are both still racing, which Yamauchi says vindicates his approach to the game."I like the fact that people are using Gran Turismo to learn how to drive," he says while piloting a BMW M3 around the streets of Madrid for the game's global launch.  "It builds on a young man's life and seeing that is really enjoyable - they live their dreams in the game and if they're good enough, they can live it in the real world."THE GAMEGamers and reviewers have been waiting five years to get to grips with GT5 and that level of expectation led to fears that the developers couldn't possibly match it.  They have, but it's not for everyone. The physics are first rate, but the graphics vary depending on the chosen car and track.It's the same with the computer's artificial intelligence. At first play it seems too artificial, which is one of the few concessions Yamauchi has made. The AI keeps pace with a driver's in-game development, so by the time you've reached the more advanced levels they're fiendishly hard to overtake.  I've already been censured for swearing at the TV, but being block-passed by a computer doesn't seem right.The same approach is taken to the car damage.  The physics don't deform the vehicle exterior as much as expected, but crashes will wreck the mechanicals, affecting everything from steering and braking to engine output.  Again, it's calibrated to match your level of experience. It's a smart game strategy that lets casual players get away with repeated hits but penalises serious players trying to complete the upper levelsTHE CAR COMPANIES The queue of carmakers wanting to take part in the game indicates its success at a technical and commercial level.  The Mercedes-Benz SLS AMG is the "face" of GT5, having earned the coveted cover shot as a result of the company's development with Polyphony Digital. The upside for Mercedes was dealerships were given a one-track demo of the game starring the $500,000 supercar."We've worked very closely with PlayStation and Polyphony Digital to recreate the Mercedes-Benz SLS AMG in Gran Turismo 5 - and we're thrilled by the result," Mercedes communications head Anders Sundt Jensen says.Toyota/Lexus made a similar commitment with the FT-86 and IS-F respectively, while Red Bull F1 designer Adrian Newey built a one-off prototype - the X1 - showing what a grand prix car would look like without rules to limit its aerodynamic shape.Ferrari, which famously guards its intellectual property, also relented and allowed its vehicles to be virtually reproduced for the game.  Ford products make an appearance but, sadly, there's no local product and Holden fans have to do with the VZ Monaro and Commodore SS ported across from the GT4 game.GRAN TURISMO 5Console: PlayStation 3Game modes: GT mode is the main event with players unlocking progressively better cars and harder opponents as they advance. Special Events offers karting, Nascar and rally racing. Licences is basically an in-game tutoring package that teaches drivers the braking, handling and racecraft skills they need to be quick. Arcade is a less demanding version of the game, but it's one that "real" GT enthusiasts aren't likely to spend much time on, unless they're racing against young children.Vehicles: 1031, though only 200 are the "premium" models with ultra-realistic renderingDisplay: The game is presented in 1080p and is 3D compatiblePrice: from $130