Articles by Kevin Hepworth

In a manner of speaking Volkswagen has, if not laid hands on, at least sighted the elusive target with its sixth generation of the Golf.The little car that just keeps on keeping on with more than 26 million sales worldwide in a 35-year production run has come to market again, and this time with a pair of petrol engines that offer power increases of up to 23 per cent and efficiency improvements as high as 24 per cent alongside a fuel-sipping diesel with the latest common rail technology."More powerful engines that are more fuel efficient, safety that is going to be the benchmark in the class for some time to come - and all of that for all buyers from the entry car to the top model," says VW Australia boss Jutta Dierks."We took a very good Golf and made it better."For the first time the Golf range in Australia will not have a naturally aspirated engine but rather three small, super efficient units with either turbo-induction or VW's brilliant "twin charger" technology which marries turbocharging and supercharging.The three engines are coupled to either six-speed manual gearboxes or the optional DSG double-clutch automatics at an extra $2500.It is no accident that the badge on the new Golf does not reflect the engine size as the prospect of boasting about a pair of 1.4-litre petrol units was not that appetising."If you are talking about putting numbers on badging, then 1.4 is not really that impressive - and it doesn't represent what the new engines offer," Dierks says.Instead the badge now reflects the power output of the engines and while Dierks concedes that the use of TSI for both the turbo and twin-charger models could be confusing, at least initially, "it is a global decision".TSI had previously been the designation for twin-charger models alone.The entry-level 90TSI is a 1.4-litre turbocharged petrol model starting at $25,990 for the six-speed manual. However, if you don't want it in white - the only non-metallic colour available - then immediately add $700.The 90kW engine replaces the naturally-aspirated 1.6-litre from the Golf V, lifting power by 15kW and carving 2.1L/100km off the fuel use.For the 118TSI the improvements are just as dramatic with economy improved from 8.6L/100km in the previous 110kW 2.0-litre automatic to 6.5L/100km for the 7-speed DSG coupled to the new 1.4-litre.For the first time VW will use common rail technology for its 2.0-litre turbocharged diesel in the 103TDI. According to VW the shift to common rail - in line with most of the diesel world - was driven by the third generation technology which allows for much higher pressure fuel delivery through the use of piezoelectric injectors with consequent reduction in compression ignition noise.Power and torque are on a par with the previous unit injector (Pumpe Duse) system at 103kW and 320Nm but fuel efficiency has been cut from 6.1 to 5.6L/100km.Apart from the engines and gearboxes the majority of change from the fifth to the sixth generation has been in subtle body shaping, small tweaks of the spring and damper rates and an upgrading of tactile surfaces within the cabin.Keeping the genetic cues — which make the MkI Golf as unmistakably a member of the family as the MkV — was paramount to the design team for the new car."This is a `class free' car ... it is available to anyone, so much so that the small car category in Europe is known as the Golf Class," design team member Frank Bruese explained at the Australian launch of the Golf VI."Golf is about heritage and history and each generation must be easily identifiable as a Golf - it must have the Golf DNA of a strong horizontal face, distinct wheel arches and a strong C-pillar."Beuse says that while the design changes are subtle rather than dramatic - sharper character lines, a new grille shape and restyled lights front and rear - as a unit they work to make the eye see a car that sits lower and looks more aggressive and sporty despite it having exactly the same major dimensions as the outgoing model."It is like an Armani suit," Beuse says. "It doesn't scream look at me but the closer you look the more you see of the quality of the material ... the class of the cut."Under the dress suit the new Golf is sitting on almost all of the same running gear as the previous car. Apart from the tweaks to the spings and dampers - and the option of an active damper system on the top-spec Comfortline model - it is business as usual.Styling inside the cabin is also readily recognisable as Golf although the quality of some of the touch surfaces - particularly the new steering wheel - and the inclusion of comfort items such as the climate control air-conditioning from the new Passat CC do lift the game.Across the range seven airbags, electronic stability control, anti-lock brakes, electronic brakeforce distribution and traction control are all standard. The cars have also earned a five-star crash rating in both European and Australian testing.Out on the road the Golf is quick to prove that it is going to keep its rivals honest - something that shouldn't be any surprise as it has been a hallmark of the previous two generations.The ride is subtle and composed across the range with the diesel - on short association - appearing to be the best all-rounder.Noise, vibration and harshness levels are good with only a degree of tyre roar on coarser-chip roads letting the side down.Broken and uneven surfaces were generally soaked up without fuss, although the firmer sport setting of the optional adaptive suspension fitted to the 118TSI did fall victim to mid-corner bumps on a couple of occasions.Both petrol engines can be punched along quite happily but it is the twin-charger 118TSI that excels when asked for extra effort. Despite being a slightly detuned version of the powerplant from the previous GT model it is a wonderfully realistic compromise between urban toodler and open road attack weapon.If you didn't feel the need to spend the optional $1500 on the adaptive damping you really wouldn't be missing out on much.Across the range the standard suspension is better than average with the general disposition of the cars balanced and composed.Steering is typical of VW's front-drive cars with a comfortable degree of feedback, little tendency to be unsettled and consistent linear feel.The new generation red-hot GTI, which has been a mainstay of Golf sales in Australia, is expected to arrive towards the end of this year. In the interim the current GTI will still be available.VW Golf VIPrice: 90TSI $25,990, 118TSI $30,490, 103TDI $33,190 (add $2500 for DSG)Engine: 1.4L/4-cylinder turbo 90kW/200Nm; 1.4L/4-cylinder twin-charger 118kW/240Nm; 2.0L/4-cylinder turbo-diesel 103kW/320NmTransmission: 6-speed manual, 7-speed DSG, 6-speed DSG (diesel)Economy: 6.2L/100km (90TSI), 6.5L/100km (118TSI), 5.6L/100km (103TDI) - all combined cycle, all DSG.The 2009 Melbourne International Motor Show...

Despite best efforts to hold the price line on the most anticipated new car to hit the Australian market for years Nissan has added $7000 to the GT-R's bottom line before the first of the new-generation Godzillas reaches an Australian garage."Unfortunately it is an economic reality that has to be recognised," Nissan's Jeff Fisher says. "However, we are still going to hold the initially announced price for anyone who has a firm order or puts in an order before April 1 and has for a car delivered before June 1."With almost 150 pre-orders held that means that most of the first year's allocation of cars will change hands at the original $148,800 for the GT-R and $152,800 for the GT-R Premium.While the price increase is not good news for Nissan it was not unexpected in a market where the Aussie Dollar has slumped some 45 per cent again the Yen over the past six months.The good news is that even those who miss the boat and have to stump up for the new price are unlikely to be disappointed."The new Nissan GT-R is an extraordinary car," says Nissan CEO Dan Thompson. "It is a technological flagship for this company that demonstrates our passion for sports and performance cars."(It) has already joined the ranks of the world's great supercars."The new GT-R is not a direct descendant of those raw and brutal machines that first earned the Godzilla nickname. Unlike previous GT-R's, this car is not a derivative of the Skyline models, rather it sits on its own `premium midship’ platform.The genetic code is there, certainly, yet there is far more sophistication in this newcomer. From the razor sharp dual-clutch gearbox to the world-first independent rear transaxle transmission and advanced all-wheel drive the new GT-R is technology for the times.Yet there is still the numbers that say this car is an adrenalin rush waiting to happen. The difference is that it now happens at the driver's behest rather than when things get out of hand.A glance at the raw figures — a 3.8-litre bi-turbo V6 powerplant with 357kW of power and 588Nm of torque delivered flat from 3200rpm to 5200rpm, shift changes as slick as 200 milliseconds, a 0-100km/h sprint of 3.7 seconds and a top speed of 310km/h — all suggest brutality. What is unexpected is the civility of the entire package.DrivingThe cabin, while clearly a place in which some intense track work is catered for, is none-the-less generously proportioned and comfortably fettled.The deep bucket sport seats are both comfortable and supportive, the dash is clean and modern with as much information as you think you can handle on tap. The dials are placed high in the driver's eyeline for quick assimilation of the data.The clever multi-function centre display can be set to show a wide array of information from acceleration loads to G-rates and engine information but it is of more use to a passenger than a driver, who would have been better served by a heads-up display of the same information.Fired up, the engine note is rather more subdued than may be expected with a rumble rather than a bark. That is not to say it doesn't raise the hairs on your arms. Anticipation is a wonderful thing.At the Australian launch drive at Eastern Creek this week the outer limits of the GT-R were never going to be tested with chicanes and cones set up around the track.Still, there was enough leeway to clearly demonstrate that this is a car both to be enjoyed and respected. With suspension and gear settings at maximum attack and stability control on track rather than totally disabled the GT-R was a willing partner.Dual clutch, F1-style gearboxes are nothing new — most of the serious top-end sportscars have a version — but Nissan's can hold its own in most company.There are the usual three selectable modes for the transmission — snow, normal and racing — and even at their most aggressive the shifts are smooth and the ratios beautifully matched to the engine's power delivery.The Bilstein DampTronic dampers were developed specifically for the GT-R with the three settings — R for high performance, Sport for normal driving and Comfort for around town — selectable from a single switch.There is no question of the quality of the high performance setting with no impression of body roll right up to the point the rear traction starts to break away.Turn-in is sweet with the car tracking smooth and predictable with feedback excellent for an AWD car. If there is a complaint it is that teh stability control can be a touch too intrusive even when it is switched `off’.The question that hasn't been answered for Australia is how the suspension will handle our less-than-perfect roads.There was no opportunity at the Australian launch to drive the cars anywhere but on the track, however a road drive experience in Japan was less than complimentary.That was almost 18 months ago and on the original suspension package, yet the jury will remain out until we have had the chance to drive the car here in a day-to-day situation.The question mark over ride comfort is not surprising given the huge asymmetrical run-flat tyres — 285/35 R20 rear and 255/40 R20 front — the GT-R runs on.The choice of run flat tyres is against the trend of other performance manufacturers, but both the Bridgestone (Potenza RE70) and Dunlop (SP Sport) offer reassuring grip and surprising ride quality on the track. The question is whether the reworked spring and damper settings can soak up any harshness.What is not under any question is the ability of the Brembo brake package to keep pace with the most enthusiastic of drivers.The huge single block floating calipers on 380mmx34mm drilled front discs and 380mmx30mm ventilated rears don't rely on exotic materials — such as ceramics — but time after time will pull the car down from over 200km/h with reassuring certainty.Without living with the car for any length of time, there are few obvious areas of complaint. Space for the rear passengers is far from generous despite the deeply sculpted seats and the boot — fairly generous in volume — suffers from a having a small load opening.Servicing the GT-R, deliveries of which begin on April 1, will be handled by 11 dealerships designated and eqipped to service the high-tech car. The 2009 Melbourne International Motor Show... 

Godzilla is stepping back into the 'Ring for yet another championship shootout with the best of the heavyweight production car contenders.With the verbal slanging match between Nissan and Porsche over the Japanese manufacturer's claim of a sizzling 7min 29sec lap of the Nurburgring still echoing Nissan is about to re-ignite the flame.Chief GT-R test driver Toshio Suzuki confirmed this week that he is heading back to the Nurburgring in April confident of clocking an even faster time for the 20 kilometre circuit."Four or five seconds ... I think that will be very possible," Suzuki, at Eastern Creek to help launch the GT-R into Australia, says."If the conditions are good and everything works as it should there is no reason it would not be possible to go that fast."The suggestion that a production-fettled GT-R could lower the benchmark time even further is certain to throw fuel on the claims from Porsche that the full story is not being told.At the time of the original 7:29 claim last April Porsche was quick to question the result and raise doubts about how it was achieved.The Germany performance meisters claimed the only way the GT-R could have lapped the Nurburgring in that time was by using special tyres closer to racing slicks than regular road rubber - an allegation Nissan flatly denied.Suzuki, a former Grand Prix driver, says updates to the GT-R's engine and suspension will be enough to bring the new lap target within reach."The little bit extra power (3kW) and improved engine sharpness together with the improved spring and damper settings make the faster time possible," Suzuki says."Then it is also important what happens on the day."The fastest road car lap around the 73-turn track is 6min 55sec in a Radical sports car.The official fastest lap is 6min 11sec set by a Porsche 956 Le Mans racer back in 1983. 

...with almost 75 per cent of this year's allocation already sold."The order book is sitting at about 130-140 ... and I am confident that all 190 cars available to us for this year will find homes," Nissan Australia boss Dan Thompson says.Priced from $148,800, the GT-R is available through 11 Nissan high performance centres in the capital cities.However, Thompson concedes that there is still some fine-tuning to be done on how the high-tech supercar will be serviced. "This is a whole new ball game for us ... it is a great experience and there are some things we are still working through."Key among those is the complex servicing schedule demanded by the car's hand-built bi-turbo 3.8-litre V6. At launch in Japan Nissan was promising a free three-year premium performance program which includes specialised racing car-style servicing with full chassis and suspension balance as well as a precision engine tune and balance."We have not made a final decision on how servicing will be handled in Australia but it will be at a standard commensurate with the car," he says. "To have the GT-R is a very exciting thing ... it is a supercar and that is something none of our traditional competitors have in their model ranges."It seems certain that Nissan Australia will not offer the Ultimate Metal Silver finish which highlights the range in Japan.Ultimate Silver requires a seven-coat treatment with a base coat, primer, a basic silver colour, a clear coat, the ultimate silver with higher metal content and brightness index and then two more clear coats.Nissan paint engineers concede damage to the finish could not be touched up or even totally resprayed at any normal paint shop. 

US media quotes Chrysler president Tom LaSorda as confirming the end of production for the retro-styled sedan, launched in 2000."Since the announcement of PT Cruiser Cabrio last year, there have been a number of exaggerated reports announcing the end of the PT Cruiser model," Chrysler Australia's Jerry Stamoulis says. "To date, there has been no communication from the Chrysler product team that suggests PT Cruiser production will end."Over one million PT Cruisers have been sold worldwide and the vehicle remains an important part of our Australian portfolio."Stamoulis says the quotes relate to the sale of production tooling for the PT Cruiser."It is not unusual within Chrysler that a buyer will be sought for tooling and equipment from a model that is in the process of generational change," he says."PT Cruiser is at that stage of its model life and as I understand it Mr LaSorda's quotes are relative to that process."If the Cruiser were to be axed it would be the seventh cancelled since Cerberus Capital Management bought Chrysler in 2007.The Dodge Magnum wagon and Durango SUV, the Chrysler Crossfire, PT Cruiser convertible, Aspen SUV and Pacifica SUV have been discontinued. Chrysler is reportedly looking to sell the Dodge Viper. 

When they really put their mind to it there are few who can stand beside the boys and girls from Stuttgart.Witness the new C-Class, the glorious SL and any of AMG's mouth-watering Black Series offerings.Yet all of those engineering and styling highpoints pale beside the sheer genius of a marketing department that can sell a superseded seven-year-old chassis as a new-generation sports coupe.Sheer geniusAccording to Mercedes, the original C Coupe was slated for the bin on the arrival of the all-new C-Class sedan. What kept it alive was a compelling plea from world markets — including Australia — where the thing had continued to sell even as it aged.That late change in plans has resulted in a new generation CLC without all the fuss and bother of actually building it up from nothing. Change the body, fix the steering and some of the ride quality and Bob's your mother's brother.Do people buying the "new" car really care? Apparently not as it continues to sell well enough to justify its existence — 87 last month.A key point of that is that there was nothing terribly wrong with the original Sports Coupe. It didn't ride particularly well, didn't go that hard and had abysmal vision out of the rear window.The "new" model rides a little better, goes a little harder, looks considerably better both inside and out and somehow, the abysmal vision out of the rear window is worse.It does, however, miss out on all the exceptionally good things athat the C-Class won — like its much tauter body, lighter suspension components and far stiffer chassis.Pricing and fit-outThe CLC is priced from $49,990 — not bad for a chance to get that famous three-pointed star in your garage.Standard equipment (for the $53,900 Kompressor Evolution) includes eight airbags, anti-lock brakes, stability control, rear park assist, lowered sports suspension, 17-inch alloys, dual zone air conditioning, cruise control, multi-function display, sports seats with manual adjustment, rain sensing wipers, fog lamps, bi-xenon head lamps, the direct steering system, paddle shift for the automatic and full fake leather upholstery.DrivingOn the road the CLC has manners that will not offend nor scare the average driver.You couldn't always say that about the first generation Sports Coupe.Where the CLC did impress was in its ability to soak up the worst of Sydney's very average roads. Potholes, expansion joints and general poor surfaces did have the capacity to upset the CLC but less so than some higher priced offerings.The 1.8-litre supercharged four-cylinder manages a reasonable 135kW of power but there ocassions when a little bit more than the 250Nm of torque would have been appreciated.Anyone buying the CLC as a performance sports car is going to be sorely disappointed ... but I doubt few would go down that road. Most of those who buy one will have done so because of its affordability, its styling and its badge — none of which they should find cause for complaint with.Something that should positively cheer a new owner is the real-world fuel consumption under 9 litres per 100km. Mercedes claim an 8.4 for a combined cycle and we were not far off that after a week of city living.The cabin is fresh and reasonably generous in space, particularly in legroom for the rear passengers — something you do not find a lot of in modern coupes.However, the shape of the CLC means that those long-legged rear passengers will find headroom a challenge.For the front seat dwellers there is ample shoulder and headroom but the seats lack a little in side bolstering.Another tick for the CLC is that there is actually enough space in the boot to put luggage for a weekend away or a full load of groceries.It's not new, but it could be you. Impressively enduring. CLC Sports CoupePrice: from $49,990Engine: 1.8L/4-cylinder supercharged; 135kW/250NmTransmission: 6-speed manual, 5-speed automatic, RWDEconomy: 8.4L/100km combined (supplied) 

Having softened off the new WRX for its hatch launch last year, Subaru has put the bite back into Rex with the arrival of the sedan."It is not a matter of putting back anything that was taken out, rather an advancement of some characteristics to further improve the car," Subaru boss Nick Senior argued."The 2009 car is a bit more aggressive and goes a bit harder but it is still a car you can live with from Monday to Sunday."When the new generation Impreza hatch range was launched in August last year there was an unapologetic move to make the cars more attractive to a demographic Subaru felt it had been missing — middle-aged male and females who wanted performance without the raw edge.The WRX, which had built its street-smart reputation on being something of a junkyard dog, lost some of its mongrel appeal as a by-product of the refinement.With the arrival of the sedan and a whole range of upgrades — including an extra 26kW of power, 23Nm of urge and a specific suspension package that brings back dynamic handling — the big dog is back, albeit better trained.The key to the reformed character of the '09 WRX is in two critical areas, engine performance and suspension tuning — the first to be utilised across the Subaru world, the second a special toy for Australian buyers alone."The WRX has evolved into a very mature sports car," Senior said.Sales and price When the WRX was first launched in 1994 monthly sales were running at around 25, a figure which has peaked and troughed over the years. The current model, available only in the hatch variant until this week, is averaging 80 cars a month — a figure Subaru is hoping will jump closer to 150 a month with the arrival of the sedan. Both variants are priced from $39,990."There has been a good deal of hold-off for the sedan, a model that was well known to be coming this year," Senior said.Engine Under the bonnet the extra power and torque comes chiefly from a larger and more efficient turbocharger — a slightly detuned version of the one used in the STI models.Maximum target boost pressure is up 18 per cent to 92kpa compared to the 2008 turbocharger but still down 10 per cent on the STI.Road manners To answer the criticism of a more plush and less controlled handling characteristic for the '08 model Subaru's engineers have increased spring rates and retuned the dampers to keep the WRX flatter through corners and under braking. As well as sharpening turn-in feel for the steering the incorporation of a new damper valve in the hydraulics dramatically reduces kickback when the front-end is under load through corners."This (handling improvement) has been achieved through larger diameter stabiliser bars front and rear, stiffer springs up to 38N/mm on the front and 34N/mm on the rear," Subaru Australia's Derek Ashby explained."Strut top mounts have also been changed to the same as that used on the STI WRX."Combined with these changes as a total suspension package, shock absorber damping rates both front and rear have been retuned to provide a much more sports handling characteristic."While the five-speed manual transmission has been retained for the WRX — it has the distinct advantage of being 20kg lighter than the 6-speed option — there have been modifications to improve shift feel.Appearance Externally the makeover for the year model change is minor but noticeable. The sedan and hatch share a new grille and WRX badges front and rear.Interior changes are almost non-existent and the predominance of hard plastics is still an Impreza trait.The in-house sports seats are well sculpted and supportive, bolstered enough for the odd session on the track and comfortable enough for extended road cruising.Driving A back-to-back comparison with the superseded model on the Winton track was enough to give credence to Subaru's claims of getting back the attitude.Flatter through the corners, easier to set up and turn-in and quicker to get on the game out of the corners the entire feel of the car was sharper and yet more under control.Coupled to the new suspension package is a rethink on the rubber and with the wider Dunlop SP Sport tyres (225/45R 17 compared to the 205/50R Yokohama's from the 2008 specs) the result is chalk and cheese.As dramatic as the track improvements were it was away from the smooth tarmac that the best of the engineering improvements shone through.On a highly corrugated gravel run the ability to steer through a broken corner without fear that the steering wheel would be torn from your grasp was refreshing.Overall — across tarmac and gravel — the '09 WRX exhibited a behaviours that was an impressive blend of go-hard poise and daily-drive compliance.Amid all the attitude and performance increases, Subaru has managed to trim combined fuel efficiency figures from 10.7L/100km to 10.4L/100km.That'll do Rex, that'll do.Subaru WRXPrice: $39,990Engine: 2.5L/4-cylinder turbo, 195kW/343NmTransmission: 5-speed manualEconomy: 10.4L/100km (combined cycle)

It was a singular talent at picking some of the most perverse, impractical and thoroughly loveable cars driven mostly by a lack of budget and an immediate need for wheels which set Kevin Hepworth on a path that would ultimately lead to a role in motoring journalism.Learn on an EH station wagon, buy a 1962 Beetle, progress to an Austin 1800 and then fall madly in love with a 1968 MGB. Add a Triumph 2000 Mk I before a Mazda Capella, a Nissan Stanza (still ashamed of that one), another MGB (1972 this time) then a 404 Wagon, a Holden Sunbird (even more ashamed), EL Falcon and Pajero.

It's time to reveal the second half of the carsguide Car of the Year field - and this time it's all closer to home.The second group of five finalists includes a pair of Aussie icons and three of the perennial favourites out of Japan.These COTY contenders have been through the same gruelling three-day test program as the opening five contenders - the Audi A4, BMW 135i Sport, Fiat 500, Jaguar XF diesel and VW Tiguan.With the full final field of 10 revealed, the votes are in and a winner will be announced next Friday.For the stories, video and photos visit Carsguide Car of the Year 2009. 

The 1963 F1 world championship-winning Lotus 25 driven by Jim Clark brought $1,525,500 (including buyer’s premium) after spirited international bidding at the Bonhams and Goodman sale in Sydney yesterday. "It is certainly a world record for a Lotus and we believe it to be an Australian record for any car," Bonhams and Goodman's Robert Glover said. "The really nice story is that we had bidders from Japan, the United States and Europe but the car is staying in Australia." Mr Glover said the buyer was a "known keen enthusiast" but had requested confidentiality on the sale. Against predictions of recession-hit bidding Mr Glover said the sale had realised $5.2 million, a 90 per cent clearance rate by estimated value. "The sales were still very much driven by passion rather than any attempts to recession-proof," Mr Glover said. He said that while rarity was what made many of the lots so attractive, buyers who desired one of the cars or bikes at the sale were prepared to go to great lengths to obtain them. The record breaking Lotus was the jewel of the John Dawson-Damer collection. Dawson-Damer was killed competing in a Lotus at the Goodwood festival in England in 2000 and his collection of six historic Lotus cars went under the hammer at the weekend.