Articles by Jonah Wigley

Mazda is on a high right now after securing its best sales month in history in June with 8406 vehicles sold.

...the Dodge Viper proved so popular that orders were taken even before the show had finished. Surprised by the overwhelming public reaction, Chrysler Corporation – led by Bob Lutz - had to quickly bash together a plan that would turn the show car into a limited production sports car in three years. In May of the following year after months of testing, Chrysler announced that the V10 Dodge Viper was going ahead. The back-to-basics, high performance American built sports car began production in May 1992. Since then, over 25,000 Dodge Vipers have been built. First generation SR (1992-1995) Although it became available to the public in 1992 as the RT/10 roadster, two pre-production models were ready in 1991 and used as pace cars in the Indianapolis 500 of that year. The original engine was a concern for some because it was an alloy version of the then-current Dodge V10 truck engine and doubters worried that it was unsuitable for a sportscar. But at the time, Chrysler weren’t prepared to fork out more cash to modify the motor in a vehicle that hadn’t yet proved itself as profitable. Made with a tubular steel frame and some fibreglass panelling, the two-door roadster was very basic. It had no anti-lock brakes or traction control and parts of the suspension were sourced from another truck, the dodge Dakota pickup. It became apparent that the major focus was on the Vipers engine, and the numbers were impressive. Performance Power: 300kW at 4600rpm and 630Nm at 3600rpm Transmission: six speed manual Fuel: 12l/100km(highway), 20l/100km(city) 0-100km/h: 4.6 seconds Quarter mile: 13.1 seconds Top speed: 290km/h Second generation SR (1996-2002) The family started to grow in 1996 with the introduction of the GTS – again the pace car for the 1996 Indianapolis 500. Apart from a slightly higher roof to enable the driver and passenger to wear hemets, and a few other small exterior modifications, it looked like a Viper from the outside. But this time Chrysler felt more confident and realised the new model needed significant reductions in weight and a chassis design to increase stiffness and strength, and to improve aerodynamics. With the addition of a revised suspension system and a lighter engine, the 27kg lighter coupe substantially increased its grip and speed, inviting comparisons to the Porsche 911 GT2 and the Ferrari 550, although the Viper’s brakes let it down on the track. Airbags were added to the GTS in 1996 and the RT/10 in 1997. In 1999, 18inch alloy wheels became available and in 2001, ABS was fitted. In 2002 a limited release of ‘Final Edition’ models were produced – they were all red with two white racing stripes. It was exported to Europe in 1997 and was sold as a Chrysler until 2003. The RT/10 was replaced by the SRT-10 in 2003 and the GTS was replaced by the SRT-10 coupe in 2005. Performance (GTS) Power: 340kW Transmission: six speed manual 0-100km/h: 4.0 seconds Quarter mile: 12.2 seconds Top speed: 310km/h Third generation ZB (2003-2006) In 2003, more weight reductions and power increases for the convertible SRT-10, along with a major exterior design pushed the Dodge Viper to a new level. The angular shape set it apart visually and an even stiffer and lighter chassis and a more powerful engine made it even faster and stronger. A Mamba edition with black interior and red stitching was introduced at a cost of around US$3000 but only 200 of these cars were produced. The SRT-10 coupe – introduced as a 2006 model - looked a lot more like its predecessor and the chassis was untouched but power was again increased. The fourth generation Viper took a little longer than expected to prepare so the 2006 model ran through 2007. Performance (SR-10 coupe)Power: 380kW at 5600rpm and 725Nm at 4200rpm Transmission: T56 Tremec six speed manual 0-100km/h: 3.94 seconds Quarter mile: 11.77 seconds Top speed: 315km/h Fourth generation ZB (2008-present) A 510 cubic inch, 8.4 litre V10 engine was introduced in 2008 with the latest of the Dodge Viper examples. Like in the first generation, the engine is once again a major part of the new Dodge Viper. There are better flowing heads and larger valves and the electric engine controller has ten times more processing power than before. To a lesser extent the transmission has also been replaced with a unit that now has triple first gear synchronisers that doubles for higher gears, and the exhaust system has been modified. Performance upgrades including speed-sensing limited slip differential and the removal of run-flat tyres have enabled the Viper to remain flatter while cornering. Performance (base)Power: 450kW at 6000rpm and 760Nm at 5600rpm Transmission: Tremec TR6060 six speed manual 0-100km/h: 3.5 seconds Quarter mile: 10.92 seconds Top speed: 325km/h VariantsViper GT2 Viper ACR Mopar Concept Coupe Firepower Copperhead      

Described by the company as ‘a car for all reasons’, the Sante Fe combines the off-road capabilities of a purpose built 4WD with the practicality of an SUV and the drivability and comfort of a sedan.Our Sante Fe was powered by a 2.2litre, single overhead cam, in-line 4 cylinder turbo diesel engine. CRDi stands for Common rail Direct injection. The turbo diesel produces 114kW at 4000rpm and 343Nm at 1800-25000rpm. A five speed automatic with electronic sequential manual mode gets power to the wheels. Fuel figures are decent for a seven seater at 8.2 litres/100km.It’s around a ruler’s length short of five metres long and almost two metres wide and it doesn’t try to be anything too flash. But the Santa Fe is a neat, modern package complete with body coloured and heated external door mirrors, twin chrome exhausts and roof rails with easily adjustable cross bars.Inside the SLX is again neat and clutter free.The multi function leather steering wheel enables easy access to most of the daily necessities and the dash is clean and well laid out, finished subtly with maple wood and aluminium highlights. There is also a trip computer, cruise control.But seating and cargo and storage space is where the Santa Fe comes into its own. The third row of two seats – to make it a seven seater – are almost invisible as they fold flat into the rear cargo floor when not in use, and are easily flipped up when needed.There is cool box in the centre console and retractable storage bins in the floor in front of the second row of seats. As well as several cup and bottle holders throughout the cabin, there’s a dash-top lined storage compartment with lid, map pockets and a padded, twin compartment front centre arm rest.The Santa Fe SLX achieved a 4/5 star ANCAP crashworthiness rating and comes with a comprehensive airbag package. Other safety features include electronic stability program, traction control, anti-skid brakes and electronic brakeforce distribution.The Hyundai Santa Fe automatic CRDi SLX starts at around $41,990. For more detailed pricing, check with your dealer.Okay, on the outside there’s not much difference to the average SUV but that’s where the sameness ends.The dash is neat and clean and the materials used to put it together look and feel substantial. The leather, wood and alloy trim give it a hint of prestige without going overboard. One small gripe is that the seats are a bit flat and could hug our manly curves a little better but my concern is negligible.Most of the electronic bits and pieces can be controlled using the multi function steering wheel and everything else you actually have to lift a finger to operate are fairly self-explanatory.For a big boofy SUV, it drives just like a sedan. You don’t seem to get that ambling sway and worrying body roll when cornering, that a lot of other – more expensive - SUV’s haven’t seemed to have ironed out yet.The turbo diesel engine has excellent acceleration and it pulls the two and a half tonnes with no trouble, allowing for simple overtaking and merges. The V6 would be nice to try but we were more than satisfied with the torquey oil-burner. We had the five speed automatic with HiVec – unique to the diesel – and there was a pleasing lack of indecision on gear changes, unfortunately still common in a lot of autos these days.Small to medium-sized bumps and pots were eaten up and not one gouge or rut was followed.Vision is great all round and barring a little wind noise off the wing mirrors and perhaps the odd grumble from the tyres on dirt, sound-wise the Santa Fe is pretty quiet.Overall, if you’re after a good, smart-looking and solid family truck from a company going places, you really should give this a try.

...four years after its global launch in Europe. The small family car replaced the Ford Laser here, New Zealand and Japan; and the Ford Escort in Europe, South and North America and South Africa.The Focus has become increasingly popular worldwide and is now the 39th most purchased nameplate globally.Since 1999, the Focus has been heavily involved in motorsport, debuting at the Monte Carlo Rally.Ford Focus Mk 1 The Focus Mk 1 was produced between 1998 and 2004 and included three and five-door hatchbacks, a four-door sedan and a five-door wagon.Codenamed CW170, the Focus introduced critically-acclaimed fully independent multi-link rear suspension, derived from the Mondeo wagon, to give class leading ride and handling. Ford managed to do this very cost-effectively.The interior was panned however, compared with the Holden Astra and Volkswagen Golf.The Mk 1 Focus remains in production in Argentina where it known as the Focus One. It is also still marketed in Brazil.In 2001 the Focus received a facelift that included revised headlamps and bumpers, a six disc sound system, modifications to the interior and a new TDCi engine.Mk 1 petrol engines were the 1.8 and 2.0 litre Zetec-E and the 1.4 and 1.6 litre Zetec-SE. The Endura TDDi was replaced by the Duratorq TDCi in 2001. Performance engines were modified versions of the 2.0 litre Zetec-E.Variants included the CL, LX, Zetec, Ghia and the performance ST170 and RS(2002-2004).Ford Focus Mk 2 Produced since 2004, the Ford Focus Mk 2 was launched at the Paris Motor Show on September 23 of that year. It launched with a three and five door hatch, a four door sedan, a five door wagon and a two door coupe cabriolet.Under Ford’s “Global Shared Technologies” program, the Focus uses the same platform as the Volvo S40, V50, C70, the Mazda3.The Mk2 is quite a deal larger than the Mk 1 but has kept almost the same suspension set-up. It shares the design language of the Mondeo and Fiesta and follows the same interior and dash design as the Mondeo.The Focus sold in Australia is exported from factories in South Africa. Initially New Zealand received the same cars but now imports from Germany.Safety improved for the Mk 2. It achieved a perfect five EuroNCAP stars, beating regular class leaders like the Renault Megane and Volkswagen Golf. It also received five ANCAP stars here in Australia.The 1.4 and 1.6 litre Zetec-SE engines were carried over from Mk 1 and renamed Duratec, but that was where the consistency ended. The new petrol engines included a 1.8 litre Duratec Ti-VCT, a 1.8 and 2.0 litre Duratec-HE, a 2.5 litre Duratec turbo 15. The diesels were the 1.6, 1.8 and 2.0 litre Duratorq.Variants included the Studio, Style, Zetec, Ghia and Titanium. Optional X-Packs were also available.A facelift revealed at the 2007 Frankfurt Motor Show included a reworked design language, softer interior plastics, a new transmission and the Duratorq TDCi engine. ECOnetic and ST were the new trims.In 2008 the Zetec S was introduced that added a sporty body kit.Ford Focus Mk 3 The Mk 3 Focus – in production in Europe - will have the same model spread as today, but is expected to have better performance with improved fuel consumption and emissions. It will also have an ECOnetic hero car with benchmark economy and emissions.We should see the new car in 2011, out of Victoria’s Broadmeadows factory.There is also likely to be the global launch of an electric Focus called the RV in the same year.Focus RS Ford predicted that the Focus RS would do well to invigorate the Ford RS brand but they didn’t expect how popular it would actually get.Ford have nailed the styling in the latest version and its performance at 5.9 seconds to 100km/h and affordability means that it is sure to continue selling well. 

While the original MX-5 was quite a basic car; nicely appointed but hardly luxurious, the current iteration with its 20 years of refinement is in a new league. The Mazda designers have managed to evolve the car over that time, completely changing it along the way while always keeping it exactly the same. They have developed a look that is instantly recognisable through three major redesigns while improving it with each iteration.In its market space the MX-5 Roadster Coupe has only two true competitors, the BMW Z4 and the Mercedes SLK. These are the three two-seat rear-drive roadsters currently available with the folding metal hardtop. The MX-5 is by some margin the cheapest. The fact that it does not have the prestige of the Germans does not diminish its appeal, however as there are a large percentage of buyers that simply like it as a package over the other two. All three for some reason suffer from the hair-dresser reputation, which in our opinion is ridiculous.When the new top was first introduced, a number of automotive journalist where asking why bother, it's not broken, it doesn't need fixing. The soft-top and the experience it brings may not be broken but the folding hardtop has enormous appeal for many buyers. Drivetrain Power comes from a 2-litre, 16 valve DOHC in-line four cylinder engine that develops 118kW at 7000 rpm in the manual version and 118kW at 6700rpm in the automatic we tested with paddle shifters. Both develop a maximum 188 Nm of torque at 5000rpm. Exterior With 20 years of very good sales it would be hard to find anybody who can’t recognise an MX-5. The Roadster Coupe with its folding hardtop adds a bump to the body behind the seats. This metal torneau manages to not adversely impact the simply lines of the car. The 17-in wheels fill the continuous arch of the wheel wells beautifully and the whole package is very neat.Interior The cocoon that is the cockpit is appealing to all senses. Visibility is very good and the only thing that may be troubling initially is finding the petrol cap release - it's in the compartment between the back of the seats.  Operation of the folding hardtop is a simple lever release near the rear vision mirror and then it’s a matter of holding the button down until it buzzes - all while in Park. Just do the same in reverse to put it back up. Safety The MX-5 features both front & side SRS airbags, Anti-lock Braking System (ABS) as well as Dynamic Stability Control (DSC) which alters power delivery when the car judges it needs to intervene with an overly aggressive turn-in. This can be switched off.Pricing The MX-5 starts at $43,850 for the base manual soft top and goes through to $53,655 for the folding hardtop with automatic and the Sports package (as tested). This excludes all current additional charges and taxes.Driving Driving is a joy. It is far from a hardcore sports car but it does give you a refined sports car experience.  Steering is very direct, as it should be - you point it and goes and stays where you point it. The steering we found very neutral with no surprises.The cockpit is very comfortable and there is not a great deal of road noise for a small two-seat. A bit more engine note into the cockpit would actually be a good thing.  It is extremely easy to drive - in automatic you can just putter around sedately and feel comfortable. Rev it a bit and start using the paddles correctly and it becomes a true sports car.SummaryThe Mazda MX-5 is the epitome of a practical sports car.  It has its market space all to itself as you need to move up several price rungs to reach the competition. While the competition might beat it in the performance stakes, they still only equal it on overall appeal to many buyers.  The MX-5 is also quite a practical mode of transport if you don't need space. It is easy to park, fits in small garages and only consumes 8.1l/100km.Verdict: 9.1/10

It was the first generation of the legendary Z cars – 240Z, 260Z and 280Z – produced between 1969 and 1978. The 240Z itself was built between 1969 and 1973 and included four series.Although already established in America as makers of economy cars and compact pick-ups, Nissan Motors Ltd of Japan – under the US guise of `Datsun’ to sound less Japanese - knew they needed an ‘image car’ to crack the US market.In the late 1960s, designers started on a plan for a personal GT car, lifting aspects from other sports cars and putting them together in an affordable package. The E-type Jaguar and Ferrari Daytona were obvious influences.Although he left before the 240Z project began, Albrecht Graf von Goertz, a German-born design consultant to Nissan in the early 1960’s, implemented modern design techniques during his tenure – including the use of clay models - that enabled the Japanese marque to become a successful performance car producer. He is credited as being indirectly responsible for the success of the 240Z.The 240Z didn’t just look the part. It was built with performance in mind using four-wheel independent suspension – MacPherson struts in the front and Chapman struts in the rear - and front disc brakes.It also had quick acceleration, superior handling and a firm sporty ride, comparable to substantially more expensive cars like the Porsche 911.On October 22 1969, president of Nissan Motors Ltd Yutaka Katayama, introduced the 1970 Series 1 Datsun 240Z to America. Instantly popular, 45,000 units were sold over the first two years - and through to Series IV, a further 50,000 in 1972 and 40,000 in 1973 were snapped up before the release of the 260Z in 1974.Design and manufacturing changes From 1969 to 1973 the Datsun 240Z took on several design and manufacturing changes across its four-series run.Series I had a chrome “240” badge on the B-pillar quarter panel and two vents below the glass molding in the rear hatch. A three speed transmission was introduced in September 1970. By 1971 the vents were gone and the chrome badges were restyled with a white “Z”.Series II saw several minor changes to things like seat belt latches, sun visors and the tilt mechanism on the front seats. There were also small upgrades to the oil pressure guage and speedometer.Series III in 1972 got new hubcaps, a new rear end, a redesigned centre console, a new four speed transmission and a seat belt warning buzzer and warning light. Other upgrades included automatic seat belt retractors.Series IV received dash layout alterations, the headlight buckets changed from fibreglass to steel and intermittent windscreen wipers became standard eqipment.Racing history Datsun’s 240Z was very successful in SCCA racing in the 1970’s, notably when it was driven under Peter Brock’s Brock Racing Enterprises – the American, not the Aussie - in 1970 and 1971 by John Morton, John McComb and Dan Parkinson.From 1970 to 1973 the 240Z also enjoyed success in the International Rally circuit, where it competed in the East African Safari Rally, the Monte Carlo Rally and the Southern Cross Rally, among others.Drivetrain Datsun’s 240Z is powered by a 2.4 litre L24 inline six cylinder SOHC engine with twin SU carburettors. It puts out 113kW at 5600rpm and 198Nm at 4400rpm. There is the option of a four or five speed manual transmission and a three speed automatic for cars produced after September 1970. The 240Z will get to a top speed of 201km/h via a 0-100km/h time of eight seconds. Typical fuel consumption is around 11 litres/100km.Dimensions and weight Wheelbase: 2302.8mmLength: 4135.1mmWidth: 1628.1mmWeight: 1068kgIn 1998 - to keep the Z car flame lit - Nissan bought up several 240Z’s, fully restored them and sold them at dealerships for $24,000.These days Today the 240Z is fondly remembered as a hugely successful 1970s sports car and one still sort after by enthusiasts looking for an affordable restoration project or - if they can find one in good order - a great looking cheap sports car.The most common modification for the 240Z is the replacement of the normally aspirated engine with the turbo from the 280ZX due to the relative ease of the swap – it requires no changes to the transmission or mountings.V8 conversions are also popular due to the unusually large engine bay. And — not surprisingly — many clubs and forums exist for the iconic Datsun 240Z. 

The basis of Ford Australia’s XR performance series, the carmaker’s large sedan and largest selling car – the Falcon – was born in the US in 1960 with the original XK, but has been developed and built in Australia since 1972 starting with the XA series.In that time, more than three million Falcons have been sold - mostly in Australia and New Zealand.There has been fierce rivalry between the Ford Falcon and the Holden Commodore for sales in Australia for years now, and this spills over to their performance variants - the Commodore SS and the Falcon XRs.The XR was introduced as a Falcon model in 1966, largely based on the US car, but was the first Falcon here to carry a V8: the 150kW 4.7-litre Windsor engine. The XR as it stood was superceded by the XT Falcon in 1968, but the XR name lives on in the high-performance end of the Ford stable.In 1991, after an exhaustive global search, Ford Australia finally settled on English coach-builder Tickford to head up their high performance car division.As a result, the legendary XR series of Ford sedans were introduced with the Falcon EB range in July that year, with the XR6 and XR8 Falcons the most successful and widely recognised.Fifth generation (from 1988)1991 - EB Falcon, 1992 – EBII FalconThe EB’s predecessor, the EA, had introduced a completely new shape for the Falcon so the EB and EBII didn’t change much in design terms. However, it did offer handling improvements and, more importantly, introduced the first XR6 and XR8 sports models – bringing back a V8 engine, which had been absent in Falcons from 1983.SpecsS XR6: 161kW and 365NmS XR8: 165kW and 388Nm1993 – ED FalconFurther handling improvements came with the ED and more exterior colours were offered. Both the XR6 and XR8  gained an exclusive quad headlamp cluster.SpecsS XR6: 161kW and 365NmS XR8: 165kW and 388Nm1994 – EF Falcon An award winning new design was launched with the EF and with it, a modified engine and suspension and a new EEC-V engine management system, plus vastly improved safety features including a standard airbag and airbag compatible bull-bar.1995 – EFII FalconFord dropped the XR6 wagon off the EFII range.Specs XR6: 164kW and 366NmXR8: 170kW and 398Nm1996 – EL FalconThe final E series before the sixth generation AU saw minor changes all round. Improved ABS and steering and quad-headlamps on the XR sport models were the notable differences.SpecsXR6: 164kW and 366NmXR8: 185kW and 402NmSixth generation1998 – AU FalconThe Falcon was lucky to stay on at all as Ford looked at other products like the Mazda 929 and the Ford Taurus to take its place. But for various reasons - not least of which was the effect dropping the model would have on local employment - the Falcon lived on, this time with radical new ‘New Edge’ styling that wasn’t to everyone’s taste.2000 – AUII Falcon2001 – AUIII FalconAUII and AUIII saw the introduction of double wishbone independent rear suspension and a standard passenger airbag. During this time the Falcon also received minor styling changes and the XR8 got small power upgrades.Unfortunately though, the AU was constantly outsold by the VT Commodore.SpecsXR6: 164kW and 366NmXR6 (VCT): 172kW and 374NmXR8: 185kW and 412Nm2002 – BA FalconOver $500 million was spent on a major overhaul of the Falcon in its transition from AU to BA.Improvements to the suspension and inline six cylinder engine plus new transmissions and two brand new V8 engines were the most notable of the dramatic changes.The Barra straight-6 and Boss V8 engines were introduced.The BA received a lot of front and rear quarter changes resulting in a more Euro shape. Inside was completely revamped too giving it a more conservative and polished look and feel.XR Falcon sales go through the roof, smashing all previous records. 972 were sold in December 2002 compared with their previous best ever effort of 507 for the AU.The XR8 is only available in manual as Ford need time to reinforce the automatic transmission to cope with the enormous power outputs of the new BOSS 260 engine.A big talking point is the BOSS bonnet bulge on the XR8, due to the engine placement not compromised by the low bonnet height.2004 – BA MKII FalconA Tremec six-speed manual transmission was introduced for the XR range.SpecsXR6: 182kW and 380NmXR6 Turbo: 240kW and 450NmXR8: 260kW and 500Nm2005 – BF FalconIn 2005 motoring journalists criticised the lack of design enhancements on the BF, noting it was too similar to the BA. But several mechanical enhancements made up for lack of style, including improvements in power and fuel economy.2006 – BF MKII FalconIn response to Holden’s VE Commodore, the BFMKII was introduced with two new hero colours, different trim levels and a modified front end.SpecsXR6: 190kW and 383NmXR6 Turbo: 245kW and 480NmXR8: 260kW and 500NmSeventh generation2008 – FG FalconStarting a new generation with an impressive 5 star ANCAP safety rating, the latest Falcon was introduced in early 2008. The letters ‘FG’ are a nod to the discontinued Fairmont Ghia.The inline six cylinder engine received a power upgrade and the XR6 Turbo produced 270kW(and 533Nm), the same as previous FPV turbos, thanks to a new induction system and extra boost.A gas option became available for some variants.The XR8 is the only V8 in the Falcon line-up, carrying the same V8 as the previous generation GT and produces 290kW and 520Nm.The XR6 Turbo is more powerful than its Commodore equivalent but - like the XR8 - does not look as aggressive as its FPV cousins.SpecsXR6: 195kW and 391NmXR6 Turbo: 270kW and 533NmXR8: 290kW and 520Nm

During its 47-year history, the iconic Oran Park Raceway in Sydney’s west has hosted thousands of touring cars and V8 Supercars and hundreds of champions. Mark Skaife and Allan Moffatt have been the most successful drivers there, with six ATCC wins a piece. Sadly, the track is being demolished soon to make way for more ghastly development. To make the pill a little easier to swallow you can experience the legendary Oran Park yourself, this Wednesday April 1. Enthusiasts will have the chance push the upper limits of excitement legally in their own cars at the Track Attack Drive Day hosted by Ian Luff and his team at Ian Luff Motivation Australia. Having been established there since 1983, Luff regards Oran Park as his second home, so feels the pain of losing it more than most. “How do I feel about it — very upset. This place has been like my second home for 26 years….my playground,” Luff says. “I’ve broken all sorts of lap records here and one that hadn’t been beaten for 10 years. I’m not blowing my own trumpet.” And he’s not either. Luff speaks with infectious enthusiasm about his days at Oran Park, from the heart and with passion. But as the name of his company suggests, Luff can turn negatives into positives in a heartbeat. It’s the end of an era but he realises life moves on and he hasn’t put all his eggs into one basket. “We’re like McDonalds you know, we don’t just sell Big Macs. “We do driver training, driver testing, driver development, TV advertisements.” In other words we will be seeing a lot of Ian Luff for a while to come yet. The track day is the perfect outlet for drivers who want to push their cars to the limit without the risk to public safety. All drivers must be licensed and cars must be in good mechanical condition. Helmets can be provided. Luff and his team will be on hand to provide tuition in high performance driving and answer any questions you might have on the day. Track Attack Drive Day hosted by Ian Luff Motivation Australia: Cost: $325 Phone: 9829 3599 If you can't get there this time, there will also be drive days on Saturday June 13 and Saturday November 28.  

The event runs throughout the Easter long weekend, with Sydney’s Eastern Creek racetrack set to become a temporary shrine to help celebrate the life of Barry Sheene.It will also double as a mecca for lovers of all things two-wheeled with plenty of activities including a swap meet and trade and club displays.This year, the festival will feature four-time World Grand Prix champion Kork Ballington and two-time World TT Formula One champ Graeme Crosby, who will appear as guest riders in several parade laps over the weekend.Ballington will be riding either his Kawasaki H1RA 500cc or his KR250 GP motorcycles — bikes that helped him become one of only 16 riders to win consecutive double titles on 250/350cc machines in 1978 and 1979.On top of his World TT F1 win, his Isle of Mann Senior TT victory and several successful rides with Suzuki, Crosby will be riding the Suzuki GS1000R that netted him the Australian Swann series in 1980. 

But the Chilli variant adds even a little more heat to the recipe, for which the cost starts at around $43,500. Of course, you can add all sort of goodies from the bursting Mini option wardrobe to bump that price tag up at will.EngineMated to a six speed manual transmission, or optional six speed auto, the Mini Cooper S Chilli is powered by a 1.6 litre, four cylinder turbocharged engine that squeezes out 128kW at 5500 rpm and 240Nm at 1600-5000 rpm.On its way to a top speed of 225km/h, it will pass the 100km/h mark in 7.1 seconds.In the city, the Chilli burns 7.9 litres of fuel every 100 kilometres but on country roads and freeways that figure can drop considerably to around 5.2 litres, while CO2 emissions are also relatively low, at around 149 g/km.ExteriorThe ‘compact on the outside, roomy on the inside’ promise continues with the Cooper S Chilli.Seventeen inch alloy wheels jammed hard into each corner provide the car with minimal overhangs and promote a stocky, bulldog appearance.A wrap-around style glass window band increases peripheral vision and the upright windscreen improves interior space.The wide-mouth, hexagonal grille and bi-xenon elliptical headlights, plus chrome highlights and Cooper S badging accentuate the sporty look of the Chilli, whilst side sills, flared wheel arches, twin exhausts, twin racing stripes and a wing-shaped roof spoiler compliment its muscular, purposeful stance.InteriorThere is a feeling of precision and quality inside the Mini Cooper S Chilli.Supportive leather seats and multifunction steering wheel provide a superior level of comfort, whilst the unique dash layout – emphasised by the huge speedo in the middle - is fresh, neat and well made.There is plenty of storage space in the roomy, chrome-finished cabin, including two cup holders, and enough leg room in the back seats for two average sized males to sit in comfort on short trips.SafetyAs well as six standard airbags, the Chilli comes with anit-skid brakes with cornering control, brakeforce distribution and stability and traction control systems.DrivingIt’s always refreshing to see a unique approach to interior design. Mini has certainly achieved difference with the switch laden dash and big retro dials finished with chrome and lots of glass and colour. Whether it’s necessarily to our taste is another story but big-ups in any case for the effort.One negative was the position of the speedometer. It might look striking and novel if you’re not driving but it’s a hassle to look left all the time to see how fast you’re going – and perhaps a little dangerous too. Another sore point was the footrest that seemed a bit too large for our Aussie feet, and got in the way a lot when changing gears.But the seats were firm and supportive, the cabin was light and roomy and the fat leather wheel felt substantial in the hand. Most of the controls were easy to find and simple to use, although we did take a bit of time fumbling our way a round the audio system.All the talk about the Cooper S range handling like a go-kart is on the money. The bigger wheels at each corner give it plenty of grip. Diving in and out of corners, the car was always direct and true.The turbo charger gives the Chilli all the nip it needed. We did find giving it too much squirt took enough weight off the front wheels to liken it to an untethered hose on full whack, which was a little unsettling.The suspension could have been slightly more forgiving which would have ironed out a few rattles and knocks over rough bitumen, but there was little to no body roll given its extremely low centre of gravity and ideal weight distribution.But overall, this is a fun and feisty car – with all the pocket performance you could want, and great looks to boot.