Articles by Derek Ogden

A couple of cars of the year within two weeks; winner of the V8 Supercar championship . . . now for the Fiesta.Among all the doom and gloom in the automotive industry Ford Australia has something to celebrate.The Ford Falcon G6E was named carsguide Car of the Year, the Falcon XT carried off the Australia's Best Cars Family Car of the Year title and Jamie Whincup piloted his Ford to the V8 Supercar championship and Ford has just released its new small car challenger, the Fiesta.And from what I experienced on the launch, the German-made Fiesta could keep the Blue Oval boys and girls celebrating well into the new year. Ford is hoping to shake up the light car segment and it could well do so with the new Fiesta that has all the hallmarks of a 21st century small car - sharp looks, first-class driving dynamics and the latest in human-to-car connectivity.Not that the Fiesta has been a shrinking violet.Beth Donovan, Ford Australia's vice-president of marketing, sales and service, said the sixth generation car was on target around the world to continue a 32-year history of being a best-seller boasting 12 million customers.“Now it's time to leverage that success in Australia. Our research has shown that it is a car for the world that Australia wants. It is also a blueprint for future Ford product,” she said.On sale in Australia from January 1, the new Fiesta comes in three variants - CL, LX and Zetec. Prices will start at $15,750 for the CL, $18,490 for the LX and $20,250 for the Zetec, excluding dealer delivery and statutory charges.A 1.6 litre petrol engine with manual transmission is standard across the range, while an automatic transmission, matched to a 1.4 litre motor is an option on all models except the three-door Zetec.The 1.6 with manual transmission delivers 88kW of power at 6000rpm and 152Nm of torque at 4050rpm. Claimed fuel consumption is 6.1 litres/100km (46 miles per gallon), while the carbon emissions are 143g/km.The smaller engine, mated to the automatic transmission, produces 71kW of power at 5750rpm and 128Nm of torque at 4200rpm. Fuel economy is 6.9 litres/100km (41mpg) and carbon emissions 164g/km. Ethanol-10 can be used as an alternative fuel.The CL will be available as a three-door or five-door, with manual transmission or optional automatic, and rides on 15in wheels.The LX is five-door only, available with manual or optional automatic, and is standard with 15in alloy wheels.The sporty Zetec, is offered in both three-door and five-door configurations, the latter on offer with manual or optional automatic, while the three-door is sold only as a manual.The Zetec stands out with 16in alloy wheels and a body kit with a unique front and rear bumper, a bumper grille and a larger rear spoiler. The three-door model also features sports rocker panel mouldings.All new Fiestas will be fitted with anti-lock brakes with electronic brakeforce distribution plus driver and passenger airbags as standard. A driver's knee airbag is standard on both of the Zetec models.Additional safety equipment, optional on CL and LX and standard on Zetec, includes front seat head and thorax side airbags, a driver knee airbag and dynamic stability control with traction control and emergency brake assist.The previously mentioned connectivity, which includes Bluetooth with Voice Control (available on LX and Zetec) and USB connectivity, allowing MP3 player integration (Zetec), plus a 3.5mm aux jack, put the Fiesta in a class of its own.Capless refuelling, which is unique to Ford and found only on Mondeo, is standard on all models.Cruise control is standard on LX and Zetec models, and these vehicles are also fitted with a leather trimmed steering wheel adjustable for rake and reach.There are 11 fresh exterior paint colours available, while the Fiesta options include a Safety Pack for CL and LX, which includes DSC, for $1000 and prestige paint $320.In a test drive through Adelaide and the surrounding hills the Fiesta's extremely light steering at low speeds took some getting used to (it came into its own, however, while parking the car, which is larger than its predecessors).However, it weighted up nicely for excellent road feedback when the vehicle was travelling at a greater speed.The Zetec DSC produced a well balanced ride on the twisty and steep roads in the hilly areas, while the car's brakes were up to any hard use when bends tightened unexpectedly.The cabin turned out to be spacious and comfortable and insulated well enough to carry on a normal conversation.Ford is putting a lot on the Fiesta, including optimistically a great deal of TV advertising during the show Australia's Next Top Model. 

The first thing you notice as you approach the latest Lancer Evolution is that it's no wild child - there's no automotive equivalent of tattoos or body piercings here.For example, there are no outsize skirts and spoilers hanging off the body; no bonnet power bulge and no outrageous wing out the back. It's relatively restrained in looks.The second thing you notice is there is no key to unlock the doors - just a gizmo that looks like a key fob without the shaft and sends out a signal when it's close to the car. Touch the handle and the driver's door automatically unlocks. So the hi-tech stuff is all here.Then, settling in the driver's seat, the next thing that catches the eye is the speedo, which tops out at 300km/h. Now, that's more like the Evo we know and love.The tenth version of the iconic Mitsubishi performance car is based on the Concept-X, shown at the 2005 Tokyo Motor Show, and has recently arrived Down Under.While more laid-back in looks than many of its ilk, Evo X stays true to the styling direction of the concept car and hints at the agility, flexibility and aerodynamics which characterise Mitsubishi's rally heritage.OK, it has a shark nosed front end inspired by jet fighter air intakes.The 2008 Lancer Evolution boasts a new inter-cooled and turbocharged 2 litre DOHC inline four-cylinder engine, with reinforced cast-aluminium cylinder bock, which generates an impressive 217kW of power at 6500rpm and 366Nm of torque at 3500rpm.Alas, the test car did not have Mitsubishi's all-new twin clutch sport shift gearbox, an automated manual transmission capable of executing lightning-quick gear changes with no discernable drop-off in engine power, and featuring a console-mounted shifter and steering wheel paddle shifters.This Evo had a five-speed manual that, nevertheless, gave some satisfaction in the hard-driving department. Best we could do for fuel consumption was 9.4 litres per 100km (30 miles per gallon).Under urging, the figure quickly ran out to Rolls-Royce territory of more than 17 litres/100km (16mpg). Ah, well.It's wall-to-wall high-end technology with the next generation of Mitsubishi's Super All Wheel Control incorporating an Active Centre Differential, Super Active Yaw Control, Active Stability Control and Sports Anti-lock Braking System with Electronic Brakeforce Distribution, and a Limited Slip Differential supplying a significant advance in dynamic capability.The S-AWC offers the driver three traction modes - Tarmac, Gravel and Snow.In my short time with the car tarmac was all that was needed.Braking just as technologically controlled with a Brembo system comprising 18in ventilated four pot front brakes (two-piece type on up-spec models) and 17in ventilated two pot rear brakes.The Evolution X hugs the road with the aid of a high performance suspension system including front McPherson strut suspension (inverted), and rear multi-link suspension with mono-tube shock absorbers and front and rear stabiliser bars and front strut tower bar.Standard passive safety is taken care of by driver and front passenger airbags, driver side knee airbag, and side and curtain airbags.Recaro bucket seats are a tight fit for all but the narrow-backed body and a sports-style steering wheel is pleasant to the touch.Pricing ranges from $59,490, with TC-SST from $64,490 and the top level MR from $71,690. The optional Performance Pack adds $5500 to the entry level Evolution.

In their book My Dad Wished He Had One of Those Richard Porter and Giles Chapman, with tongues firmly in cheeks, write about the Ferrari Daytona GT Supercar, saying: `. . . it represented the pinnacle of what they knew about shoving a Gods of War V12 under the long, flowing bonnet of a beautiful machine meant for monstering entire continents in an afternoon.' Australians are about to get the chance to see what the men behind the Top Gear BBC TV program are on about when some of the world's rarest Daytonas celebrate the 40th anniversary of the model at this year's Classic Adelaide in November. “The Daytona is the epitome of a supercar, with its styling, potent V12 performance and bad boy aura that has made it star on the track, in films and on TV,” said Kevin Wall, general manager of European Automotive Imports, the Australian and New Zealand Ferrari importer who will be welcoming Ferrari Daytona owners to Adelaide. “Its influences can be seen across the industry and the top Ferrari model today - the Ferrari 599 GTB Fiorano - is, like the Daytona, a classic front engine, rear-wheel drive V12 powered supercar.” The Ferrari Daytonas attending the Classic Adelaide event will be on display at the Gouger Street party on November 21 before taking part in the event the following two days, enabling the public to hear the magnificent sound of the Daytona's V12 engine at full noise. The Daytona days in Adelaide are part of a worldwide celebration for the classic Ferrari supercar, which started at this year's Geneva Motor Show when Ferrari launched a special version of the modern Ferrari 612 Scaglietti with a colour and trim combination the same as the original launch Ferrari Daytona. This was followed in April by the first of a series of Daytona gatherings at the Mugello Historic Festival and a celebration of the Daytona at the Essen Technoclassica in Germany. Officially named the Ferrari 365 GTB/4, the Ferrari Daytona was launched at the 1968 Paris Motor Show and its design by Leonardo Fioravanti at Pininfarina was a radical change for Ferrari, with its sharp edge lines, flowing shape and blended lights and bumpers placing it at the cutting edge of car design. Fioravanti was inspired to produce the Daytona after seeing a bare Ferrari 330 GTC chassis. “It struck me as something unique,” said Fioravanti. “I wanted to follow its dimensions, while playing close attention to aerodynamics. The fundamental objective was to obtain a thin, svelte car; the search was for a sense of lightness, rake and a slender look. The official name comes from capacity of one cylinder - 365cc - and the `4' represents the four camshafts atop the V12 engine. The unofficial Daytona name arose from its unofficial designation during its development, to commemorate the triple success of Ferrari in the 1967 Daytona 24-hour race with the Ferrari 330P4. The Daytona raced at Daytona with its best result being in a 1973 24-hour race when a car entered by NART finished second overall, driven by Francois Migault and Milt Minter. The same year two Daytonas finished in the top 10 at Le Mans. With its front mounted 259kW 4390cc V12 engine and relative light weight of just 1200kg, the Ferrari Daytona offered performance, which even today places it in the supercar bracket, and for many years held the title of fastest car tested for many motoring magazines. The engine, known as the Tipo 251, was a classic 60 degree V12 with double overhead camshafts and featured six Weber twin carburettors and provided the Daytona with a 280km/h top speed. It blasted its way to 100km/h in just 5.4 seconds. The Daytona was officially the world's fastest road legal car from 1968 to 1970 with an independently tested top speed of 175mph or 281km/h by UK magazine, Autocar, and enough to see off its nearby rival, the Lamborghini Miura. Of the 1406 Daytonas produced by Ferrari, just 158 were made in right-hand drive, while the rare Spyder, produced by Scaglietti, had a total production run of 122, with just seven in right-hand drive. In addition, some 15 Daytonas were built as racing cars. The Ferrari Daytona's bad boy image was cemented in 1971 when racing legend Dan Gurney and Car and Driver editor Brock Yates drove a Sunoco Blue Daytona from New York to Los Angeles in the inaugural Cannonball Baker Sea to Shining Sea Memorial Trophy Dash. The Daytona covered the 4628km in 35 hours 54 minutes at an average speed, including stops, of 129km/h. The drivers claim to have crossed the back roads of Arizona at a steady 290km/h, reporting the Daytona to be rock-steady. British singer Chris Rea celebrated the Ferrari in his song Daytona with the lines she ain't easy, so you take good care/or she will scream down your lust. The song finishes with Daytona's engine at full power and screaming tyres to match.  

Be prepared: it's the motto of the Scouting movement and could just as easily be applied to the Scout, Skoda's entry into the compact sports utility vehicle market.Based on the Octavia 4x4 wagon, the Scout is aimed at those who want a refined yet rugged vehicle with the practicality of a station wagon. That is, a model that is prepared for almost anything.The Octavia Scout 4x4 has been developed to be as happy on the street as it is in mud, sand, snow, or on gravel.Key to this flexibility lies in its second-generation Haldex clutch, which allows power to be transferred between the front and rear wheels when it is required, reacting faster than the first generation mechanism giving better traction on loose surfaces.And with 180mm ground clearance and 17in Proteus alloy wheels, there's little terrain that can stop it in its tracks.Power to the wheels comes from the tried and tested Volkswagen 2 litre TDI turbo-diesel engine with particulate filter as standard producing 103kW of power and 320Nm of torque via a six-speed manual transmission.Acceleration from zero to 100km/h is a claimed 10.2 seconds, with a top speed of 197km/h.The Scout is said to use 6.6 litres of fuel per 100km (43 miles per gallon) on the combined urban/highway cycle from a 60 litre tank and put out 178g of carbon dioxide per kilometre.It will tow a trailer with brakes up to 1600kg, 650kg without.At 4581mm, the Scout is 9mm longer than the standard Octavia 4x4 wagon and is 15mm wider and 17mm higher at 180mm, making the ground clearance 40mm greater than the two-wheel drive Octavia.It also looks very different from its sibling with chunky bumpers at the front and rear, moulded side protective strips and profiled door sills, all giving greater protection for the bodywork.Black roof rails reinforce the practical nature of the vehicle, as do circular fog lamps below the headlights.Protective wheel-arch strips, unique kick plates on the front door sills and sump guards below the front and rear bumpers are all standard. A four-spoke multifunction steering wheel, gear lever and handbrake are trimmed in leather, while special seat fabric and a grab handle on the dashboard ahead of the passenger seat are unique to the SUV.The wagon gets a swag of standard equipment including heated front seats, dual zone air-con, electronic stability control, six airbags, rear acoustic parking sensors, cruise control, twin chrome exhausts and unique Scout touches throughout the cabin.And the generous 580 litres of rear cargo space can be increased to 1620 litres with both back seats folded flat.Cargo can be anchored down by means of an expandable net and a privacy cover retracts at a single touch.During a drive in the Victorian Alps over bitumen, gravel and in mud, the Scout proved to be all it claimed and more.As well as producing a comfortable ride under sometimes trying conditions, the car never once lost its footing.The cabin was welcoming and quiet, with little intrusive engine sound, and minimal road and wind noise even at the legal speed limit.Altogether it's a surprisingly functional and smart package which, at a starting price of $39,990, takes it right up to rivals for value and versatility.Options include Columbus satellite navigation ($2490) and the usual additions such as sunroof ($1730) Alacantara and leather seats ($2490), xenon headlights ($1730) and front park distance control ($490).The Scout could suffer some initial sales resistance due to the fact there is no automatic gearbox on offer.But it is already on a winner with former world surfing champion and Gold Coast resident Mark Ochilupo about to take delivery of one as a Skoda ambassador. 

Contrary to what many people think, motoring writing is not all skidpan slaloms through witches' hats and tearing around race tracks.Take the Australian media's recent introduction to the new Honda Jazz, which consisted of a 60km commute through the Melbourne CBD and the city's leafy suburbs.The Honda Jazz Urban Fuel Economy Challenge (see below) involved the second generation of the light hatchback which, since its debut in 2001, has sold more than 2.5 million around the world.Honda says the new Jazz introduces new levels of styling, performance, driving dynamics and ride quality and, most importantly, environmental friendliness.There are three variants—a 1.3 litre GLi and two 1.5 litre i-VTEC (variable valve timing) models, the VTi and VTi-S. All meet Euro 4 emission standards and run on 91 RON standard unleaded fuel.Jazz GLi comes with standard power windows and mirrors, central locking and single in-dash CD stereo.Added to this is safety equipment that includes ABS anti-skid brakes with electronic brake force distribution, dual front airbags and front seatbelt pre-tensioners, all standard. An optional Safety pack comprises side and curtain airbags, and a multi-information display which includes a speed alarm, trip computer and seatbelt reminder for all passengers. The mid-range Jazz VTi gets the larger, more powerful 1.5 litre engine in addition to side and curtain airbags, the multi-information display, a security alarm system and a vanity mirror for the front passenger. The top-of-the-range Jazz VTi-S is given the sports makeover with sport front and rear bumpers, side skirts and 16in alloy wheels.The GLi features Honda's advanced 1.3 litre SOHC engine, (now with i-VTEC technology) to provide the best balance of fuel economy and lively performance.It delivers 73kW of power (up 12kW) and 127Nm of torque (up 8Nm).The 1.3 litre i-VTEC engine delivers fuel economy figure of 5.8 litres per 100km (48 miles per gallon) and produces just 138g of carbon dioxide per kilometre with manual transmission.The GLi has a five-speed manual or optional five-speed automatic transmission, the latter unique to the segment, with Honda's Grade Logic Control.Both VTi and VTi-S are powered by a 1.5 litre SOHC i-VTEC engine that has an output of 88kW (up 7kW) and 145Nm (up 2Nm).Fuel economy is similarly frugal, achieving a combined 6.4 litres/100km (44mpg) and just 151g/km in manual form.Both VTi and VTi-S are available with five-speed manual transmission and Honda's new five-speed automatic transmission, that allows the driver to change gear manually using paddles on the steering wheel (VTi-S only).The second-generation Jazz retains the same suspension layout as the previous generation, with significant improvements incorporated to enhance ride quality, handling and agility, while upgraded power steering is standard across the range.With flexible seating arrangements, interior space is used to best advantage. Leg room in the back is good and head and shoulder space generous.Driving the new Honda Jazz with skill and restraint can have its rewards.Besides feeling comfortable with the way the vehicle behaved, I and my colleague coaxed fuel consumption of 5.1 litres per 100km (55mpg) out of the 1.3 litre car and collected a prize—appropriately a Honda wallet—from the carmaker for being the most fuel efficient, and therefore economical, drivers of the 20 or so scribes on the Jazz launch. 

Bugger it, go out and buy a new Jag. They're not as expensive as you might thinkThe Jaguar XJ is for the gentleman (or lady) of a certain age - a sensitive subject at my time of life.He (or she) is probably a company executive who, on the way up, has become accustomed to comfort and the finer things in life.Employing a driver, he probably never gets behind the wheel, spending his time in the back seat doing what captains of industry do in the rear of their company cars.In these taxing economic times, those from the big end of town and others need not feel guilty about travelling in this flash car.This is no million-dollar Maybach or Rolls-Royce. The 3.5 litre Jaguar XJ V8 (the test vehicle) would cost the company $159,990 plus on-road costs.If times are tough there's always the economical 2.7 litre XJ6D diesel at $154,900 or, if shareholders are on side, the 4.2 litre Super V8 long wheelbase at $234,900, still only a quarter the cost of the ultimate limo.The 2008 XJ enjoys significant improvements to its interior thanks to extensively redesigned front seats which are standard across the range and offer even more comfort and support. Rear seat passengers can relax with greater leg and foot room following changes to the backs and lower cushions of the front seats. Wall-to-wall leather, it's all very gentlemen's clubby.On the other hand, business is never far away, an upgraded Bluetooth connectivity system allowing users to hook up to five approved mobile phones to the car's own in-car telephone system.Oh, gawd! You can run, but you can't hide.On the outside the XJ has been given a fresh look with an all-new, distinctive design which includes a new bumper with reshaped upper and lower mesh grilles and a new Jaguar Growler badge, giving the 2008 model a purposeful appearance.Adding to this is the Jaguar Leaper, a bonnet mascot that stands alongside the Rolls-Royce Spirit of Ecstacy and Mercedes-Benz three-pointed star in the automobile lexicon of calling cards.Adding a further touch of attitude, side power vents match those introduced on the XK sports car and there are lower body sills and a subtle rear aero spoiler.New door mirrors maintain the automotive fashion with integrated indicator lights, while upgraded alloy wheels add to the saloon's sporting appearance.The XJ test car rolled on new 19in Polaris alloy wheels — the XJR features 20in Cremona alloys and Super V8 features 20in Calistos.The Germans are sold, so it seems, the Jaguar XJ winning the annual `Autonis' design award - 16,000 readers can't be wrong - for a luxury car from German car magazine Auto Motor und Sport, ahead of home-grown models from BMW, Mercedes and Audi.Under the bonnet was a new engine — a 3.5 litre V8 producing 190kW power and 335Nm of torque.Other power plants on offer are the highly acclaimed economical 2.7 litre V6 twin-turbo diesel and high performance 291kW 4.2 litre supercharged petrol V8.A six-speed automatic transmission provides smooth and slick gear changes while handling the high torque of the engine, meaning higher gearing can be incorporated, helping to cut fuel consumption.When Jaguar's ground-breaking all-aluminium XJ luxury saloon range was launched in 2003, its lightweight body helped the car set new standards in handling, precision and refinement.The latest aluminium monocoque is even better, being 60 per cent stiffer and 40 per cent lighter than that of the model it replaces.Every XJ comes with sophisticated safety features such as computer active technology suspension, automatic speed limiter and tyre pressure monitoring system.An adaptive restraint technology system uses ultrasonic means to calculate appropriate airbag deployment and force, based on passenger weight and position.Side-curtain airbags, front seat thorax airbags and energy absorbent front seat backrests ensure a safe driving experience for all occupants.The cabin is an oasis of calm, extensive sound insulation and sealing seeing to that.It's the perfect ambience for thinking and making decisions . . . even driving.

It wasn't a promising start. The temperature was toying with single figures; the rain was sheeting down; the wind was gusting to 50km/h and there was a convertible to drive.Fast forward two hours and a flight north. The temperature was in the mid 20s; there wasn't a cloud in the sky; the wind was a mere zephyr (not the Ford kind) . . . and the Audi A3 Cabriolet was mine for the rest of the day.What was there to do but to drop the soft top — the optional fully automatic roof stowing in around nine seconds flush to the body (no tonneau needed) — folding to leave exactly the same boot space as when it is up, 260 litres, and thanks to 50:50 split-fold rear seats, swelling to 674 litres with both rear seats folded down — the largest luggage area in its class.There is also a semi-automatic version with a centrally placed handle unlocked by hand before the automatic release rapidly opens the lid.There was little cabin turbulence in the four-seater — even less with an optional wind deflector in place.However, positioned immediately behind the driver and front seat passenger this does take out the rear seats.With the double insulated rag top — a good weight saving here — up, the `wind' may have dropped but there was more road noise.As launched, the A3 Cabriolet range features two sporty, yet economical engines — the tried-and-tested 118kW 1.8 TFSI and 147kW 2.0 TFSI, both taking advantage of Audi's direct injection engine technology combined with turbocharging.Both engines, says the maker, return a fuel consumption figure of 7.6 litres per 100km (37 miles per gallon). The turbo motor responds extremely quickly at 2000rpm, the 1.8 TFSI producing maximum torque of 250Nm in just 1.2 seconds, firing the car to 100km/h in just eight seconds when mated with the standard six-speed dual clutch S tronic transmission.The 2 litre TFSI engine, named Engine of the Year in its class for four consecutive years from 2005, at 1800rpm produces 280Nm of torque on the crankshaft with its peak at 5000rpm.It is available with a choice of two transmissions, including a six-speed manual or the S tronic which can accelerate the A3 Cabriolet to 100km/h in just 7.3 seconds. In manual mode 7.4 seconds.I can vouch for the slickness and smoothness of the 2 litre with both S tronic and six-speed manual transmissions, and assume there's not much lost in either with the fractionally smaller motor.Airbags for driver and front passenger, plus head and thorax side airbags, are all fitted as standard. All four seats feature head restraints.An electronic stability program with anti-lock braking, electronic brake force distribution, electronic differential lock and brake assist also is fitted as standard across both models. Prices start at $49,990 for the 1.8 TFSI Attraction (S tronic), the 2.0 TFSI Ambition (six-speed manual) is from $54,900, while the 2.0 TFSI Ambition (S tronic) is from $57,500. Prices have been calculated with 25 per cent luxury car tax. Audi Australia will cover the extra 8 per cent LCT on behalf of its customers until August 26, when the outcome of a Senate Economics Committee inquiry on the tax is expected to become known.Audi is letting us have 300 A3 Cabriolets this year, half of which have already been sold. 

The Bonneville Salt Flats in Utah are `land speed central' when it comes to world records. Made famous by Sir Malcolm Campbell and his car Bluebird, the salt flats were the scene of his last land speed record in 1935 when he became the first person to drive an automobile at more than 300 miles per hour (301.337mph or 482km/h). Now a group of Britons are planning an assault on a slightly unusual world record there. After years of planning and development, the British Steam Car has been unveiled in a bid to smash the world steam car speed record at Bonneville in August. The last official steam powered record attempt took place in 1906, with Fred Marriott driving a Stanley Steamer built by the Stanley brothers. It achieved 127.659mph (205km/h). In 1985, Bob Barber reached 145.607mph (234km/h) in a steam car but only made one run - to qualify as a world record the average speed of two runs in opposite directions is taken. From day one, the British have had an uneasy love affair with steam power. James Watt started the ball rolling with the first reciprocating steam engine. Cornish mining engineer Richard Trevithick built a full-size steam road locomotive in 1801 at Camborne Hill. Named Puffing Devil, on Christmas Eve that year, he demonstrated it by successfully carrying several men up Camborne Hill and then continuing on to the nearby village of Beacon. This is believed by many to be the first demonstration of transportation by (steam) automotive power. The first commercial railway in 1812 used a twin-cylinder locomotive, The Salamanca, designed by Matthew Murray, to cart coal from Middleton Colliery to the centre of Leeds in Yorkshire. Salamanca was so successful that Murray made three more locos, one of which blew up while working, and another was used on Tyneside where it was seen by George Stephenson, who modelled his own locomotive, Blucher, on it. The Stockton and Darlington Railway opened on Teesside in 1825. Driven by Stephenson, Locomotion hauled coal and flour nine miles (15km) in two hours, reaching a speed of 24mph (39km/h) on one stretch. The first purpose-built passenger car, dubbed Experiment, was attached, and carried dignitaries on the opening journey. It was the first time passenger traffic had been run on a steam locomotive railway. Now, in similar British resolve, having overcome numerous challenges and setbacks in the past eight years, the British Steam Car Team is ready to take on Bonneville. This is no lavishly funded project, most of the work developing and building the car being undertaken in a modest wooden workshop at Lymington in the New Forest, Hampshire. After project manager Frank Swanston died last year the team regrouped and was boosted by the recruitment of Don Wales as test driver. Wales is the nephew of the late Donald Campbell and grandson of Sir Malcolm Campbell, who between them established more than 20 land and water speed records. Wales himself set an electric vehicle land speed record in Bluebird Electric in 2001. At Bonneville, the British Steam Car will be housed in the same hangar used by the Campbells for their record attempts. The car works by using liquid petroleum gas to raise steam in the seven-metre-long car. The gas is set alight using an ordinary car ignition system and a valve pinched from a camping gas stove. A wall of flame at a temperature of more than 1000C is created and used to heat a tonne of water. The water passes through the car's tubes and turns into superheated steam. The steam, at 400C, hits a turbine and turns a shaft, which turns the wheels. Principal racing driver Charles Burnett, who has competed in drag car and drag boat racing, will drive the British Steam Car. He has also captured a variety of world records using catamarans and monohulls powered by diesel, petrol and LPG engines. He was included in the Guinness Book of World Records in 1999 for an offshore water speed record of 137mph (216km/h). “I am passionate about advancing environmentally friendly vehicles on land, water and in the air and this is an excellent way to demonstrate the potential of steam,” said Burnett. Support for the British Steam Car Team also came from 1996 Formula One world champion, Damon Hill. The official website, www.steamcar.co.uk includes a link to a special Pound a Pixel website. Here, individuals and companies can buy space on the site and will get their names on the car for just pound stg. 1.  

When it was first launched in Australia in 2003, the Mazda RX-8 was touted as a `sports car like no other'. It still is.With the second generation of the rotary engine powered sports coupe, Mazda is continuing its 40-year association with the Wankel engine - the only non-piston motor to win the Le Mans 24-Hour race, in 1991 - and maintaining the opposite opening doors for which it has become famous.Now on the market in three variants - the base with six-speed manual gearbox at $49,720, the Luxury $55,520, with optional six-speed automatic transmission an additional $1645, while the top performer GT is $57,625.The RX-8 is a car of contradictions. While Mazda says it will reduce fuel consumption across its range of vehicles by 30 per cent by 2015, the four-door sports coupe now uses 12.9 litres of premium unleaded fuel per 100km (22 miles per gallon) travelled on the combined urban/highway cycle, as opposed to 12.6 litres (22.5mpg) with the superseded model.It is also slower to the `ton' - 6.4 seconds as against 6.2 seconds. Reason is shorter gear ratios, hence one extra shift.The power with manual set-up stays at 170kW, the automatic, with 158kW, rises by 17kW over the four-speed of the last model. Fuel consumption is 12.1 litres/100km (23mpg).The auto is shackled by the fact that 9000rpm is beyond the box which is limited to 7500rpm tops. The 1.3 litre rotary powerplant still has that unique rorty note with smooth overtone, the body is more aerodynamic at 0.30, against 0.31, and suspension upgrades has made the car a better deal on bends.However, the motor has to be held up near the redline to get the best out of it and the suspension does not iron out creases in the road surface. The engine sits low and well back in the engine bay, making for ideal 50:50 weight distribution.All RX-8 models come with a comprehensive list of equipment that includes climate control air-conditioning, cruise control, a six-disc, MP3-compatible CD player with six speakers (nine on Luxury) and auxiliary jack, and a leather-wrapped steering wheel and gear knob. There are front and side airbags for driver and front passenger, and curtain airbags for all occupants.Dynamic stability control, anti-lock braking and electronic brake-force distribution are standard.The base model rides on 18in alloy wheels and high-performance Bridgestone Potenza 225/45R18 tyres.The RX-8 Luxury adds leather seat trim, eight-way electric driver's seat adjustment with three-position memory, a premium Bose sound system with 300 Watt amplifier and nine speakers, a power sliding sunroof and front fog lamps.The GT features 19in alloy rims with sticky Bridgestone Potenza 225/40 aspect combined with Bilstein shock absorbers to sharpen the RX-8's already quick reflexes and deliver prodigious grip.All manual models get a special trapezoidal double front strut brace, while the GT goes one step further with a urethane-filled front suspension cross-member designed to sharpen steering and improve feedback. A sports body kit consists of side skirts, a ground-hugging front bumper with integrated fog-lamps and a rear deck-lid spoiler.The GT is 23kg lighter than the RX-8 Luxury.Lightweight alloy wheels and body-hugging Recaro leather/cloth sports bucket seats are at the forefront of weight-saving.The GT weighs just 5kg more than the base model.Mazda Australia says it expects to sell 75 RX-8s a month, the standard model, making 10 per cent of these, the GT for 40 per cent, and the Luxury for 30 per cent (manual), 20 per cent (Activematic). Related Stories2008 Mazda RX8 unleashedFirst drive: 2008 Mazda RX-8 

The road from the racetrack to the High Street is not so long.