Articles by James Stanford

A cheaper Porsche starter car is firming for production and so is a harder-edged two-seater Volkswagen. There are plenty of historical ties between the companies, and the companies collaborated on a joint project for the Touareg and Cayenne SUV twins before Volkswagen took control of Porsche last year. Now, as part of the giant Volkswagen Group - think Lamborghini, Bentley, Audi, Skoda, Seat and Bugatti - more technology and new-model programs will be open to Porsche. "I think both companies will get a good benefit," says VW board member and the company's research-and-development chief, Dr Ulrich Hackenberg. "Porsche has a good experience and competence in sporty cars and we have a lot of potential in hi-tech engine and gearbox from the volume side and also the concept side of cars that are not available at Porsche now." He says Porsche will also be able to save a lot of money by tapping into the VW Group. "So Porsche get technology from our side, but also electronics, and can use it for their cars that are in development now. But also has a possibility to grow with new cars that will fit to the philosophy of Porsche." Hackenberg says it's unlikely Porsche would ever do a version of the Volkswagen Golf, but suggests other models could be shared. "If you think about a small sports car that can also be used for Audi or Volkswagen I could imagine that we have a collaboration with Porsche to create something that is used for all three companies," he says. But Hackenberg says nothing is currently approved. And he is firm that any shared programs must provide enough Porsche identity that the brand's image is not affected. "The character of the Porsche brand is a very wealthy image. We would never do anything against the position of the brand," he says. He points to the Cayenne and Touareg as a good example of how models can be shared without damaging the Porsche brand. "The Porsche Cayenne and Touareg, they have a different character but shared technology. They are not totally common, they have their own engines, Porsche has some differences in the drivetrain, so there always have to be differences that are very important for the positioning of the car."

Action hero Mickey Rourke, supermodel Naomi Campbell, former Queen guitarist Brian May and actor Stephen Baldwin all turn up to help generate excitement around five stunning new models. Lotus is heading into a new era, targeting a direct confrontation with Ferrari, and it dazzles with a giant event that positions the company as Britain's new supercar maker. But things could change quickly if former Ferrari boss Dany Bahar does not get the money he wants. He already says Lotus will move its manufacturing base to Magna in Austria, taking 1200 jobs from the UK, if he does not get around $100 million in government loans. The total investment in the Lotus plan is more likely to be $800 million, with Proton of Malaysia - owners of Proton - promising to underwrite any losses over the next three years. That's the time it will take to get the Elite, Esprit, Elan, Elise and Eterne into production. All five are shown at Paris - against a preview of the Elite alone in the run-up to the event - but none is a full production car and estimates for on-sale dates range from three to five years. The born-again Esprit supercar was rumoured to be first into action but has been overtaken by the Elite as Lotus positions itself for the future. Still, the question of how a tiny company that currently has only a handful of models and a small budget will now be able to develop so many high performance models is not answered in Paris. It is also odd for Lotus to uncover so many proposed models, revealing so much of its future line-up, so far out from production. The most enticing of the cars presented is the Esprit, which is also the most likely to make it into a showroom near you and is due in 2013. A remake of the former wedge-shaped classic, the new Esprit will take on Ferrari with a mouth-watering and mid-mounted 5.0-litre V8, which is ‘pressure charged’ and even has an optional KERS hybrid assistance system. The combined power output is 456kW. The engine will be linked to a seven-speed dual clutch automatic transmission for super fast shifts. Lotus says the car weighs just 1295kg which means a power-to-weight ratio that allows it to make the dash from 0-100km/h in just 3.4 seconds. All the other models presented share the Esprit’s sharp front-end styling and wedge body design, including the Elan, another remake of a Lotus classic. It is a two-seater with a pressure-charged 4.0-litre V6 that makes 331kW and weighs the same as the Esprit. It’s due at the end of 2013. The Elite is a grand tourer and has the same engine as the Esprit, but it is front-mounted and the car is due in 2014. It has a retractable hard-top and weighs 1650kg. Lotus also presents a new lightweight Elise, which is not due for another five years, which takes up the same styling cues as the other new concepts. It also rolled out the Eterne, a four-door model aimed at the growing four-seat grand tourer market. Lotus says this model, also five years away, runs the same V8 as the Esprit and Elite, but is also available with an optional all-wheel-drive system. But that's not all. Tucked away at the back of the Lotus stand is a tiny City Car Concept. It's a little like the Aston Martin Cygnet, which means it will be used to offset the heavy CO2 emissions of the supercars and also give buys a little fun for city runs. Meanwhile, Lotus is headed in a new direction in Australia. It is expected to become part of the Ateco empire at the start of 2011 in a major shake-up of sales across the Asia-Pacific region. Ateco boss Neville Crichton is on the Lotus stand at the Paris Show for a champagne celebration, although he refuses to confirm any deal. "We talk to everyone. I talked to a lot of people at the show," Crichton tells Carsguide. Ateco is already the Australian importer for Ferrari and Maserati. The new Lotus family Elite: Set for sales in 2014 at the start of the new Lotus generation. A 2+2 grand tourer to rival the Ferrari F599. Eterne: The first true four-door sedan with a Lotus badge, but also gets a supercharged V8 and F1-style KERS hybrid pack. Elise 2015: The lightweight sports car continues into a new generation with a sexy new look. Elan: Claimed to be the heart of the new Lotus lineup, taking over from today's Evora as both a two and four-seater in 2013. E sprit: Originally intended to be the first of the new-age Lotus models but now pushed back to 2013 with a supercharged V6.

Volkswagen Australia has confirmed it will draft in a new player to sit at the bottom of its Golf line-up and significantly undercut the current entry level model that starts off at $24,990.  Neither of these prices include on-road costs. The new bargain model, called the 77 TSI, will run a 1.2-litre four-cylinder turbo petrol engine producing 77kW and 175Nm of torque.  It slips in $3000 below the 90 TSI petrol turbo model and has much of the same equipment but misses out on cruise control, a multi-function steering wheel and also runs steel rims instead of alloy wheels. The new model might be cheaper but it will still have crucial safety gear including seven airbags and electronic stability control.  It runs a five-speed manual as the standard transmission, while a seven speed dual-clutch automatic is a $2500 option.  The 77 TSI is already sold in several European markets and is also popular in England, where small economical engines are the top sellers. VW has already introduced the 77 TSI engine with the Polo baby car and says it has received good feedback.  Volkswagen Australia managing director Anne Koeckler says the new entry level model will extend the appeal of the new model. "It allows us to target new customers who wanted to have a Golf but couldn't afford it," she says.  The Golf is the first volume pillar and to make sure it is the volume pillar into the future into the future we started the shift to get it in the sweet spot." The most popular Golf in the range is the 103 TDI turbo diesel model and Ms Koeckler that is not likely to change for some time. However she would not provide any estimation of the sales the new 77 TSI model could achieve. The new entry level Golf is a key part of VW Australia's plans to dramatically boost its sales in line with Volkswagen's plan to be the top selling brand in the world by 2018.  "We will not discuss our internal target," Ms Koeckler says. "You can assume we have the opportunity to double our volumes from where we are right now and go further. With all the new products that are coming next year we have a lot of opportunity." So far, VW Australia is planning on launching the Amaraok one-tonne ute, the next generation Passat and the new Touareg next year.  It will also introduce the super efficient Bluemotion Golf model and roll out fuel saving Bluemotion technology on some other models.

The German brand says its Concept S design study could slash emissions by a whopping 25 per cent, which would also mean substantially lower fuel bills. MAN says the streamlined design of its prime mover "differs radically from today's typically cube-shaped trucks". It spent a lot of time in the wind tunnel adjusting the design to make it as `slippery' as possible, cutting drag. The company says the sleek design means the truck has extremely low wind resistance, similar to that of a modern passenger limousine.  MAN says the problem with the Concept S is that is longer than existing prime movers and that would mean less room for freight in countries that have strict length restrictions. It says that such rules would need to be altered if aerodynamically friendly truck designs are to be introduced onto our roads.

Subaru Australia will take the covers off a high-performance version of the compact crossover wagon that will sit above the existing turbo XT model in what is expected to be a world first.

A mid-life update hasn't transformed Volkswagen's T5 Transporter - at least not externally. It's what's under the slab-sided skin that counts and it's here that VW has filled out the niches of what is already an extensive model range.The two-wheel drive versions of the T5 arrived in February and now the big appeal is the just-launched combination of a seven-speed DSG gearbox matched with 4Motion all-wheel drive.That's an instant winner with the NSW ambulance service and should haul the Transporter into the sights of tradies who work in rural areas and resort owners looking for a vehicle to carry six passengers and their luggage off the beaten track.PRICING AND DRIVETRAINThe T5 comes in two wheelbase lengths, with three engines and three van heights. That variety is one of the reasons it only trails the Toyota HiAce and Hyundai iLoad on total sales. The resale value is another compelling argument for the T5 and one VW Australia Commercial Vehicles director Phil Clark is keen to point out."The NSW ambos buy them because we can tailor the design to their requirements - we do a lot of building for what customers want - and they get their money back on them when they're resold," he says.The DSG is a $3000 option - and one most delivery operators should tick - while the 4Motion option is another $3500. The cheapest 4Motion-equpped vehicle will cost $45,490, rising to $77,990 for the Multivan Highline.TECHNOLOGYThe seven-speed DSG transmission is the big-ticket boost for Volkswagen, whether the Transporter is set up for passengers or payload."The automatic opens up the market for us - the van business is about 50 per cent automatic," Clark says, while admitting that figure is high by global standards.The DSG is unobtrusive and, mated to the 132kW 2.0-litre twin-turbodiesel, delivers impressive fuel economy. A high-speed run through southern Germany last week pushed the test seven-seat Multivan and high-roofer Transporter into double-digit figures, but only just.It's the no-brainer option for people who will be in and out of the vehicle all day, even if the six-speed manual lets you work the engine harder.  The 4Motion system is only available on the twin-turbo engine and our time in it failed to register a flicker on the dash.That's probably becasue the roads were more autobahn than around the barn, but it's another weapon in the Transporter's considerable arsenal of tricks. And the top-end T5 is the volume seller. The base 75kW engine accounts for 6 per cent of sales, the 103kW engine grabs 46 per cent and the 132kW version makies up 48 per cent.An aftermarket Siekel off-road pack will raise the suspension another 35mm - or higher if required - and add Bilstein shocks if serious off-roading is required.SAFETYThe safety features are cut-and-pasted straight out of the passenger car catalogue. There's a driver and front passenger airbag, and the option of adding head and thorax airbags for both parties. ESP stability control is standard across the range and there's the basic chassisDRIVINGThis is as car-like as big white boxes get, even if Volkswagen is at pains to point out most of its T5s aren't sold in white.  The chassis uses MacPherson struts up front and a semi-trailing independent rear axle with coil springs and an anti-roll bar at the rear.The dash layout is typically VW, with clear instruments and switchgear that's easy to work. The ride from the high-roof Transporter was faultless, though at high speeds (much higher than Australians can legally travel), there was some "boom" from the empty cargo compartment down back. Wind the sound system up and you can drown it out, but it's one of the few reminders you're in a commercial vehicle.The Multivan didn't have that issue and the only concession to "mini-bus" travel comes in the plastics, which look similar as those on a Polo but are harder - and presumably more durable - to the touch. Put that down as a plus for the owner. If you're travelling in the back, grab one of the rear seats - the squabs on the centre-row pair are a touch short for long-distance driving.And the dash-mounted bottle-holders don't hold. They're good for a cup of coffee, but the spring-loaded arm grips too low down and lets 600mm bottles topple out even during sedate cornering.Not that you have to be sedate - the 400Nm from the 132TDI motor pushes the vehicle down the road at a respectable rate - and at an average quoted fuel consumption of 8.4litres/100km. Those looking for something more citified can opt for the 103kW/370Nm 103DTI or the 75kW/250Nm 77TDI. All engines comply with Euro 5 emission standards.VERDICTAll-wheel drive and DSG will keep the T5 going places.

The Rex is back with a body to match its bite.  Subaru has given fans of the cult budget blaster a huge boost by filling out the WRX with the same bulging body as the even faster STI.The Rex now looks like a mean machine with pumped out front and rear wheel arches and has the added benefit of a larger footprint and extra stability because the wheels sit out further.VALUEEven better is the fact that Subaru has managed to keep the entry price for the all-wheel-drive slingshot pegged at $39,990, the same amount the very first WRX cost when introduced back in 1994.Subaru has also worked some magic on the STI range-topper by bringing back a sedan version and fitting it with a great big wing, a move that should please the young at heart.  It has also introduced an automatic transmission, the first time a self-shifter has ever been offered with an STI.Subaru's boffins have also fiddled with the STI's suspension to sharpen up its handling.  A handy $2000 has been chopped off the entry price of the manual version, which drops to $59,990.TECHNOLOGYNo change has been made to the engines, except for the automatic STI which has been given a different tune.  The standard WRX runs a 2.5-litre four-cylinder boxer with a turbo on top that helps make 195kW and 343Nm of torque. It has variable valve timing, but only for the intake camshafts.It is only available with a five-speed manual, which is linked to a permanent all-wheel drive system with an open front differential and a rear limited slip diff.  The gap between the wheels (the track) is now 35mm wider at the front and 40mm wider at the rear which helps with stability, while each tyre is 10mm wider.Subaru has also fiddled with the rear suspension in a bid to improve agility.  It sits on stylish new 17-alloy wheels which are lighter than those they replace.The STI runs a 2.5-litre boxer four like the WRX but it has a several upgrades including variable valve control for both the intake and exhaust camshafts.  It generates a healthy 221kW and 407Nm when paired with the standard six-speed manual gearbox.The automatic version generates the same power, but 57Nm less peak torque although its peak torque is available for longer.  Automatic buyers also miss out of the cool electronically controlled centre differential, getting a mechanical system instead, and have to make do without the manual's front limited slip diff.The automatic is a regular five-speed gearbox, not an advanced dual-clutch unit, but it can be controlled with paddle shifters and is a no cost option.  Subaru lowered the STI by 5mm, changed spring and damper rates, roll bar thickness and redesigned some components to sharpen up its handling. It also has new, lighter alloy wheels, which measure 18-inches.SAFETYBoth the WRX and STI get a full safety suite of six airbags and electronic stability control and all have been rated with five stars by ANCAP's crash test regime.DRIVINGThe people have spoken and Subaru has given us the WRX we always wanted.  After copping a backlash for serving up the soft-looking and soft-driving WRX of 2007, Subaru has come up with a WRX that is not only a fantastic drive, but also looks like a seriously sporty machine.As a WRX owner (a 1998 two-door STI) I can say this is the first of the recent versions that really makes me want to start saving for one.  It is the best performance car bargain in Australia and provides a heap of bang for your $39,990 bucks.Subaru had largely sorted out the suspension in a 2008 update, but this version is even more sure-footed thanks to the changes underneath.  We tested the Rex on slippery tarmac and loose gravel and it was remarkably well behaved. The AWD system provides lots of traction as you would expect, but the WRX is so stable and predictable that it is even more fun that before.The engine performance is as good as ever. It isn't a high-revver, but it is so strong from low down in the rev range that you don't need to wind it up too far.  You can leave it in a higher gear and still surge out of a turn.The biggest downside is the five-speed manual, which is nice enough but means you do 2600rpm at 100km/h. It needs and extra gear. Then there are the sports seats which are not very supportive at all and the underwhelming interior, but it is easy to forgive these few issues.We tested the STI at Phillip Island, which revealed just how fast and forgiving this cars is.  It maintains awesome corner speeds, dives incredibly late into the turns (thanks to standard Brembos) and has stunning acceleration whether in the wet and dry.The automatic is not as sharp or as fast but will appeal to older customers who can't be bothered changing gears.  Then there is the sedan which looks great with its giant wing like the STIs of old. It is actually the only thing that differentiates the STI sedan from the WRX sedan, while the hatch STI and WRX look almost identical.The fact that the WRX and STI look similar might be an issue for STI customers, but WRX buyers couldn't be happier.Subaru Impreza WRXPrice: $39,990Engine: 2.5-litre turbo four-cylinderPower: 195kW at 6000rpmTorque: 343Nm at 4000rpmTransmission: Five-speed manual, all-wheel driveEconomy: 10.4L/100km and 247g/km CO2Subaru Impreza WRX STIPrice: $59,990Engine: 2.5-litre turbo four-cylinderPower: 221kW at 6000rpmTorque: 407Nm at 4000rpm (350Nm at 3000-6000rpm Auto)Transmission: Six-speed manual or five-speed automaticEconomy: 10.5L/100km and 243g/km CO2

Carsguide ambushed the full-size one tonner on a late-term testing run near Geelong this week and can confirm this vehicle, as opposed to earlier test mules with makeshift bodies, is the one that will end up in showrooms. The next day we snapped images to confirm Ford Australia is also working on an SUV variant of the T6 ute, as reported last week. Carsguide came across a Ford evaluation convoy testing the rivals the new T6 SUV must beat. The fleet included a Mitsubishi Challenger, Toyota Fortuna, Nissan Pathfinder and the Ford Everest, a Thai-built model built off the existing Ranger pickup base. All of these vehicles are based on rugged ladder-frame one tonne workhorse utes, including the Mitsubishi Triton, Toyota Hilux and Nissan Navara, making them clear rivals for the T6 SUV. Ford is throwing considerable weight at the new SUV project, with Ford Australia's European-born suspension guru Alex de Vlugt spotted driving one of the cars. Like the T6 prototypes, the ute-based SUVs ran over a tough ride and handling route just out of Geelong that includes pot-holed dirt roads, smooth country roads and tight suburban streets. Ford Australia will not comment on whether or not the vehicles were conducting an evaluation as part of the T6 SUV engineering program. The only other possibility is that Ford is considering importing the Ranger-based Everest as a short-term range filler, but that idea is knocked on the head by company spokeswoman Sinead McAlary. "We are not considering bringing the Everest to Australia," she says. The camouflaged T6 ute models are crew cabs and, while they were covered in thick cladding, gaps allowed glimpses of the showroom-ready painted panels, lights and bumpers. The Bridgestone and Dunlop off-road tyres are clearly visible. Carsguide reports top Ford US engineer Todd Hoevener is now leading the T6 SUV project which is cranking up as most of the T6 ute work is complete. The T6 SUV will not replace the locally-made Territory, which is based on the Ford Falcon and therefore much more car-like to drive. Given the size of T6, which is considerably larger than the existing Ranger, the SUV built off it would be much larger than the Territory. It would also be more of an off-roader, with greater ground clearance and a lock up four-wheel drive system.

The Swedish trucking giant has come up with the Concept Truck 2020 a rendering of what it expects drivers will use to haul freight in 10 years from now. Volvo uses the concept truck to predict some elements of future of truck technology, including an autopilot feature that would allow drivers to relax for long periods of the trip. The interior of the concept truck is spacious with a clean and crisp, uncluttered, design. Traditional rows of dials and gauges have been replaced by a single digital instrument panel that glows blue. "We have replaced the traditional dashboard with a thin film panel on which information is tailored to suit the driver," says Volvo Truck design director, Rikard Orell. "The panel is operated like a touchpad, just like an iPhone. We have saved a lot of space that way." This system would also allow for a level of customisation. Volvo has drawn on Swedish design themes for the driver's seat, which looks like it belongs in an Ikea catalogue.  It says the seat, which has a thin ventilated mesh backrest, is "more like a modern office chair than a traditional driver's seat." There is no word on how comfortable it would prove on a long run along the Hume Highway. It appears there is no passenger seat although there is a futon sofa behind the driver's seat which folds out into a wide bed for night time. One of the key features of the Concept Truck 2020 is the visibility from the cab, an important safety component. The truck has a deep windscreen at the front, but also has large side windows. The lower part of the doors is also made from glass to allow optimum visibility. Volvo says the windows could be easily blackened, one assumes with an electro-magnetic feature as is currently available for commercial windows, or in the case of the windscreen covered with a blind. The external design of the concept truck is futuristic without being completely far-fetched. Volvo's design team says it used lines and shapes that would try and make the truck look smaller than it actually is. It has LED headlights as well as LED indicators that are built into the front bumper. The nose is largely smooth with only a small grille at the bottom for the best aerodynamics. Volvo says this design is also 'gentler' in the event of a collision with a car or other vehicles. You might notice there are no wing mirrors on the Concept Truck 2020, instead it has two cameras that project images onto the inside of the windscreen. This adds cost, but helps cut drag. Volvo says other aerodynamic changes to the trailers of trucks could bring a far greater gain than anything it can do to the prime mover. The use of side skirts and duck-tails, which dramatically reduce the drag at the rear of the vehicle, have been shown to deliver significant fuel saving benefits. The only problem is that they also cut into cargo space. Volvo says a larger aerodynamic benefit could come from a dramatic change in the way trucks travel. Following the same lines as the SMART project in Europe, Volvo imagines trucks could travel in convoys on a form of electronic auto-pilot. Travelling close behind each other, the trucks would save significant amounts of fuel by running in the slipstream of the vehicle in front. But how would this train cope with general traffic? Volvo envisages that the best way is trucks and general traffic separate: "This will be possible when the transport sector's vision of green corridors becomes reality," Orell says. "Here heavy goods vehicles are separated from other traffic, driving in their own lanes, like a railway but without rails." Orell says apart from the fuel economy advantages of this system, the truck train would allow drivers of following vehicles to rest for much of the journey. It all sounds promising except that the massive cost of dedicated truck lanes is likely to be prohibitive for some time. What Volvo does not discuss when it comes to the Concept Truck 2020 is the powertrain. The company is not prepared to predict what technology will be used to power its truck of the future. It could be that it doesn't want to give away what it is working on, or that it really doesn't know how engines will change in 10 years. History suggests predicting powertrain technology can be difficult. Take the 1954 edition of Australia's Cars magazine which predicted the engine technology that would arrive in the next decade. It said 'sun power,' an early term for solar energy, would soon propel cars, while gas turbines were also a realistic option. In the mid-1950s, nuclear power units were being fitted to US battle ships and the US air force was testing one in a long-range bomber. Cars Magazine suggested that when it came to nuclear power, "the next step is obviously for automobiles." Thankfully, that never happened. Realistically, it is likely that trucks will still be powered by turbo diesel engines in 10 years, although they will no doubt have to adhere to even stricter emission standards than now. The sheer weight of trucks and their freight means electric motors, which will soon be used for small city cars, are not appropriate given they are unable to produce the energy needed to pull 60-tonnes.

Ford Australia has announced it will add the ECOnetic Transit van to its local stable, making it the second model to run under the ECOnetic sub-brand following the arrival of a Fiesta version last October. Like the micro Fiesta, the ECOnetic van runs on diesel.  It has an official average fuel consumption figure of just 7.2 litres for every 100km and produces just 189 g/km of CO2 emissions. Ford says this places it `at the forefront' of the full-size van market in terms of fuel consumption and in the lead when it comes to CO2 missions.  It is a narrow lead though. Peugeot's Expert large van is the only other van to match the Transit's 7.2L/100km fuel economy figure, but the French worker uses an extra 3 g/km of CO2 per 100km according to the official rating. The ECOnetic is considerably more efficient than the best selling vans including Hyundai's diesel iLoad which uses an average of 8.5L/100km and 225 g/km of CO2 and the Toyota HiAce that uses 8.6L/100km and 225 g/km.  The ECOnetic Transit is also considerably more efficient than the standard Transit, which uses 8.2L/100km of fuel and produces 216g/km. Like the regular Transit, the ECOnetic runs a 2.2-litre four-cylinder Duratorq TDCi turbo diesel linked up to a six-speed manual. It has been recalibrated with economy in mind, but still manages to produce the same amount of power and torque as the standard engine - 85kW at 3500revs and 300Nm from 1800 to 2000revs. Ford says the engine also uses a lower friction oil in a bid to use less fuel.  It is also speed-limited to 110km/h in order to stop the driver getting carried away and ramping up the fuel consumption.  Ford Australia spokesman, Justin Lacy, says it is unlikely the speed limiter will be a problem for drivers.  "There aren't too many Transits out there doing more than 110km/h," he says. "The limiter is a good idea because obviously the faster you are going, the more fuel you are using."  The ECOnetic Transit has a green shift indicator, which shows the driver when it is time to change gear for economical driving. It runs 16-inch wheels with more aerodynamic wheel covers and low rolling resistance tyres.  Available as a short wheelbase only, the ECOnetic Transit still has a cargo capacity of 6.55m3 and an 1172kg payload. It costs $35,490 plus on-road costs. Ford Australia marketing chief, Beth Donovan, says the ECOnetic Transit will make sense for companies considering the environment.  "We expect that the Transit ECOnetic will appeal to customers who prioritise low fuel costs while reducing their impact on the environment," Donovan says. "It is a true no compromise alternative for business owners as it has better fuel economy and lower emissions than the leading vans on offer today."