Articles by Mark Hinchliffe

Australia scored the first shock with the fastest qualifying time and victory in the first of two two-hour races.  The nation was represented by six motoring journalists including pole sitter and Carsguide Big Wheels reporter James Stanford and Carsguide motoring reporter Mark Hinchliffe.The first race started as an Ashes struggle between Australia and the UK, but ended in a cold war with Russia.  Australia emerged the clear winner by more than 90 seconds over 21 laps of the 4.9km course.The win earned Australia pole for the second two-hour race which was an arm wrestle with Russia who adopted identical pit strategies.  Panel paint was swapped aggressively between the two countries in the last few laps, but Russia held on for victory over Australia with Belgium in third.The ice race was the second MX-5 promotional event after the first last year in Venice to celebrate the sports car’s 20th year.  National teams raced in 20 cars with some countries sharing cars. Among the 120 drivers was former Formula One racer Rene Arnoux.“I have driven on ice before in France but that is a short 600m course which is like a slalom,” he said. “This was bumpy and fast and very challenging.”The event was run by Mazda in Europe with Australia the only non-European entrant.  Mazda Europe boss Jeffrey Guyton said he was pleased Australia had flown from the other side of the world to compete.“The idea was to have a bit of fun, but who could have written a script like this,” he said of the close result.Guyton said the event was a “significant investment” for the promotion of its hero car which holds the Guinness record for the most sales of a two-seater open-top roadster, having passed the 900,000 mark recently.Mazda Australia spokesman Steve Maciver said the race was designed to show “zoom zoom” potential of the MX-5.  He said he would love to see the event staged in Australia some time.The cars were lightly modified mainly with weight stripped out and studded tyres for the ice.  The course was a tight slalom of 23 left corners and 20 right carved out on the ice of Lake Kallsjon in northern Sweden. 

A Queensland Transport and Main Roads spokesperson says there was "some impact" on number plate production due to flooding, but standard number plates will not run out. "The manufacturer had a plan in place to deal with any interruptions to business and that has been implemented," the spokeswoman says. The manufacturer is LicenSys Pty Ltd at Wacol which also makes number plates for all other Australian states and New Zealand.  CEO Andy Olsson says they had about 1.3m of water through the factory. "We're a privately owned company so I can't say what the damage bill was," he says.  "We were severely effected, but production is up and running again now. "We had plenty of buffer stock so there should be no effects on the general public."  Queensland Transport says there are about 47,000 pairs of licence plates available, with another 10,000 ready to go. "Individual customer service centres are managing any local supply issues," the spokesperson says.  "The production of personalised plates has been suspended and will recommence as soon as production capacity allows. "Sales of these plates are continuing with customers being notified that a delay in manufacturing will occur due to the floods.  "All other PPQ (Personalised Plates Queensland) customers with current orders have been notified of the situation." Motor Trades Association of Queensland spokesman Richard Payne says he has not had any reports of dealers running out of plate stock.

That's the compression ratio for their frugal petrol and diesel engines.  For a petrol engine, that's high compression - in fact the highest in the world for a mass-produced engine - but for a diesel, it's very low.  Mazda executive officer Kyoshi Fuziwara says the new Skyactiv engines will be produced in different capacities and configurations over the next decade, replacing the MZR engine introduced in 2002. He says the new internal combustion engines and other "Sky" manufacturing technologies will help improve fuel economy of the Mazda fleet by 30 per cent and decrease emissions by 23 per cent by 2015.  The new engines will be introduced alongside developments in electric and hybrid powertrains. Fuziwara says about 70 per cent of the potential energy in an internal combustion engine is lost due to unburnt fuel, cooling losses, exhaust gas, pumping losses and friction.  "The internal combustion engine still has great potential for improvement," he says. Powertrain manager Susumu Niinai program says high compression means more air mixed with the fuel for a faster burn and reduced load.Mazda brought out four technical officers from Japan headquarters to a technical briefing in Melbourne this week. Niinai says the key point of the Skyactiv-G petrol engine is high compression without knocking or pinging by reducing residual gas in the cylinder and therefore reducing temperature.  To achieve this it uses a longer 4-2-1 exhaust manifold, direct injection and a specially designed piston head. In the Skyactiv-D diesel engine, lower compression allows more time for the air and fuel to mix for a cleaner and more efficient burn that reduces soot and greenhouse gases. These engines will be mated to new Skyactiv automatic and manual transmissions that technical officer Toshiyuki Kikuchi says will further improve economy by up to 7 per cent. Mazda has chosen to reject continuously variable and double-clutch transmissions and stay with a torque converter automatic highly modified with less clutch slip and an expanded lock-up range.  Kikuchi says this gives it a manual transmission feel, smooth and powerful start-up performance, smooth shifting and a reduction of drive loss. He claims it shifts gears faster than DCT.  The Skyactiv-MT manual is lightweight and compact with a "light and crisp feel like MX-5". It has a common second and third input gear and first and reverse idling gear, plus a reduced shift stroke (from 9mm to 7.65mm), increased lever ratio, reduced inertia during synchronization, reduced load and modified gear geometry. "It's has a quicker and more positive shift," he says.  The other major ingredient in improving economy and greenhouse gas emissions is reduced weight in the chassis and body as most other manufacturers are pursuing. Vehicle development officer Norihiro Tomita says the Skyactiv chassis and body will by 30 per cent more rigid while weight is down 8 per cent.  The suspension and steering will include increased rear toe-in, higher steering gear ratio, and increased front caster angle and caster trail for better high-speed stability and low-speed agility. The front cross bar member of the suspension will be 6.4 per cent lighter and 40 per cent more rigid while the rear is 4.5kg lighter but retains rigidity.

... but may not be cheaper to motorists. Mazda Australia boss Doug Dickson said it would be "most unlikely" that the Skyactiv vehicles would be cheaper. "Price is determined according to equipment offered, not necessarily production costs," he says. "Every manufacturer tries to decrease production costs. But we're going out on our own with Skyactiv and don't have Ford to share the costs of production." Mazda executive officer Kyoshi Fuziwara - one of four officers who flew out to Melbourne this week from headquarters in Japan for briefings on Skyactiv technology - also could not promise cheaper production would flow through as cheaper prices. He says prices would be more likely to "stay the same" with the new models. Dickson also refused to comment on which model would be the first to have Skyactiv technology. He could only say that a vehicle with a Skyactiv-G petrol engine and Skyactiv-Drive automatic transmission - Mazda's first passenger diesel car with auto - would be introduced this year. He says the Skyactiv-D diesel engine with Skyactiv-Drive automatic transmission would arrive next year. "But we're not saying which ones yet," he says. Dickson says Mazda is no different from other manufacturers in producing new technologies to save fuel and reduce greenhouse gas emissions. "Customers expect that their brand will be fuel efficient, making them free to make their buying decision on design, price and features," he says. While Mazda is following industry trends with the use of lightweight materials, some of the Skyactiv methods used to achieve better economy and emissions are unique. Instead of following the European trend of smaller capacity petrol engines with forced induction (turbo or super-charging), Skyactiv uses high-compression naturally aspirated engines. While the petrol engines are going with race-style high compression, Skyactiv-D engines have low compression. Mazda has also chosen to depart from the trend toward continuously variable or double-clutch transmissions by producing a torque converter automatic with greater lock-up of gears across the range. "Mazda hasn't gone down the conventional routes; that gives us an enduring edge," Dickson says. "This technology covers everything from engines to materials, weight, chassis, manufacturing, etc with fuel economy improvements up to 30 per cent by 2015. "We will have a future Mazda family car with Sky technology that will offer 4.2L/100km fuel economy and CO2 emissions of just 112g/km. It will also be more refined, more affordable to make and more fun to drive which is absolutely fundamental to Mazda. Sky will give us bragging rights." The highly technical briefing by Japanese experts was followed by back-to-back test drives around Sandown race circuit in current Mazda6 diesel/manual and petrol/auto sedans with a Sky prototype diesel/auto based on a slightly stretched Mazda6. Results were astounding. This isn't a small step for Mazda, but a quantum leap. Even without the noise dampening of a production car, the prototype sounded quieter than the current diesel. Together with the automatic gearbox, it accelerates in a linear fashion like no other diesel, revving out to 5300rpm and changing smoothly and decisively. There was a slight turbo pause, then strong launch without the sudden boost and torque steer of many higher performance turbo diesel engines. The diesel sedan felt comfortable on the racetrack, even the technical sections where the quick change of direction highlighted the car's agility and light weight.

While 51 per cent of the 1008 people surveyed nationally called for a higher driving age lifted, 72 per cent of South Australians favoured the increased age limit, followed by Canberra residents (62 per cent) and NSW and Queenslanders 54 per cent. Some called for the driving age to be lifted to 21, according to the survey by Australian peer-to-peer car rental company DriveMyCar Rentals. Company spokesman Daniel Noble said the findings reflected their experience with 95 per cent of owners who preferred to rent their vehicles to drivers aged over 21. However, the National Motorists Association of Australia has rejected raising the driving age. NMAA spokesman Michael Lane, of Sydney, says it is preferable to teach people to drive while they are younger. "Try to teach them as young as possible because they are much more receptive to things and you have more control over them," he said. "It's the one time you know more about something than they do. If you have to wait until they are older you are no longer the guru, just another old fart." Lane says there is "no solid research" on increasing the driving age. The minimum age varies around the country from 16.5 in South Australia to 18 in Victoria. "There is research that shows a lot of crashes happen in the first year, but it doesn't say whether it's the first year at the age of 16, 17, 18, or 19," he said. "If you change the minimum driving age, then you are just time-shifting their first year of driving and there are no benefits in safety. There is also the social factor; if you push the driving age up apprentices can't get to work and students can't get to uni. Mum and dad will be the taxi drivers. I'd like to see some good solid research on this, but at the moment it's just all waffle."

Queensland University of Technology researcher Tanya Smyth has found drivers are increasing their risk of crashing because they are driving drug-impaired and drowsy. She said the problem could be that Australian drug warnings are not graphic enough."It's a widespread issue because there are a number medications that can affect drivers like cold and flu formulas," she said."Other research has identified nine major pharmaceutical drug groups that can impair driving such as analgesics, beta blockers and anti-histamines. I found it surprising how many one person might be on. It's also alarming considering that medications used in combinations or with alcohol can increase the impairing effects."The researcher with the QUT's Centre for Accident Research and Road Safety - Queensland (CARRS-Q) said Australia should consider more graphic medications warnings such as those used in France.French medications use graphic symbols, bright colours and bigger text, she said.Smyth surveyed 3425 drivers and found their risk perception was greater with French labels than Australian labels."My findings suggest that drivers aren't taking the message on board or considering the full implications of the waring, so it could be beneficial to reconsider our warning design," she said.This follows a recent survey which found that one in four drivers suffers from a medical condition that could affect their driving.The Budget Direct survey also found more than half of those affected drivers did not reported their medical condition.

THE nation's "decision-makers" now have three more luxury saloons to choose from. Audi has added two turbo-diesel A8s to the existing 4.2 FSI petrol V8 model with a long-wheelbase model coming next month.The new flagship is the 4.2 TDI V8, the first V8 diesel in its class. It will be joined by a 3.0 TDI V6. It will be joined by a 3.0 TDI V6. All engine models also now come in a long-wheelbase version.Audi Australia boss Uwe Hagen says these models will make them more competitive."The D segment is really important to us because these are the decision-makers of the country," he says.PRICEThe diesel V8 arrives at the same price of $234,000 as the existing 4.2 FSI V8, providing a tempting choice for decision-makers. The 3.0 TDI V6 is listed at $188,000.A8 product planner Jacqueline Walden says 35 per cent of all Audi sales last year were diesel-powered. She expects the two new diesel models to represent 70 per cent of A8 sales with about 60 per cent of those buyers opting for the flagship."We will have a diesel in every model in our range by the end of the year except the R8," she says.The A8 comes standard with quattro all-wheel drive Audi "drive select" and air suspension. The V8 also gets a sport differential which splits torque between the rear wheels for better drive through corners. It's optional in the V6.The V6 comes with 18-inch alloys, pre-sense safety system, rear camera and parking system, cruise control, MMI satnav, Bluetooth, music interface, metallic or pearl paint, electric adjustable steering column, electric sunroof, Xenon headlights and LED daytime lights.The V8 adds 19-inch alloys, ambient lighting in three colours, adaptive lights that monitor oncoming cars, automatic boot lid, servo-closing doors, Bose sound system, digital TV and sports diff.Key options include LED headlights ($2700), night vision assistant with pedestrian detection ($5400), adaptive cruise with stop and go ($5395), adaptive cruise with lane assist, side assist and pre sense plus ($9080), 1400-watt Bang & Olufsen sound system ($16,950 in the V6 and $14,430 in the V8) and rear seat entertainment screens ($9845).TECHNOLOGYWalden says the TDI technology has a "racing pedigree" from their four diesel-powered Le Mans victories."TDI not only benefits the race track, but also customers," she says. The new turbo-diesel engines are "high-performance, low-consumption, lightweight and compact engines".New to the 3.0 TDI V6 is a stop-start system that switches the engine off when stationary. Walden says this, alone, represents a fuel consumption saving of up to 0.4 per cent. Other fuel-saving technologies in the V6 are an on-demand oil pump, reduced internal friction, thermal management and a recuperation system.The engine weighs 194kg, which is 23kg less than the previous model. Power has been increased 13kW to 184kW and torque is up 100Nm to 550Nm, yet fuel consumption is down 1.4 litres per 100km to 6.6L/100km and CO2 emissions are down 40g/km to 176g/km. But most impressive is the stonking 258kg 4.2 TDI V8 with a walloping 800Nm of torque.Yet Audi claims it sips fuel at 7.6L/100km and emits CO2 at 199g/km. Fuel economy is reduced 6 per cent by the addition of an eight-speed transmission, with shift-by-wire technology.DESIGNThe new A8 arrived last year and these models continue the same Audi style with single-frame grille, V shape bonnet and coupe-like D pillar.It's an attractive, if understated saloon, with an opulent and hi-tech interior. The MMI touchpad infotainment system is a little more complex than before and takes a bit of getting used to. However, the touchpad function helps simplify use and the restyled gear lever actually becomes a handy arm rest when using the touchpad.Underneath is the new Audi spaceframe which is 40 per cent lighter than a conventional steel body.DRIVINGThe national media launch of the A8 took us down narrow country roads west of Melbourne. We marveled at the car's remarkable stability when stepping two wheels off on to the soft dirt shoulder to allow a truck to pass on the narrow bitumen. Then we hit a monster pothole.When we returned to the bitumen, the car immediately felt biased to the left and within a kilometre a warning on the dashboard told us we had a flat tyre. The spare is a space-saver, but thankfully Audi "minders" arrived with a full-size replacement. Owners can't expect that sort of service when they buy the car.The new A8 is a delight to drive and the TDI V8 is an absolute rocketship with acceleration that will pin your ears back and singe your eyebrows. Audi tells us it accelerates to 100km/h in 5.5 seconds.But most importantly for drivers and passengers in this class of car, the diesels don't sound or feel like tractors. They are smooth and quiet, while the V8 has a macho growl at full throttle that could fool most people into thinking it's a petrol engine. They handle like much smaller cars and the sports diff gives them even greater cornering agility.VERDICTAudi's new diesel A8s provide the "decision maker" with a balanced approach to power, economy, environmental concerns and safety.AUDI A8Pricing: $234,000 (FSI), $188,000 (V6), $234,500 (TDI V8)Engines: 4.2L V8 petrol, 3.0L TDI V6, 4.2L TDI V8)Power: 273kW (FSI), 184kW (V6), 258kW (TDI V8)Torque: 445Nm (FSI), 550Nm (V6), 800Nm (TDI V8)Transmission: 8-speed auto with paddle shiftsEconomy (l/100km): 9.5 (FSI), 6.6 (V6), 7.6 (TDI V8)CO2 (g/km): 219 (FSI), 176 (V6), 199 (TDI V8)

But I reckon it's one of the best buys around.  It's based on a lengthened Corolla chassis, yet has more passenger room and cargo space than the bigger Camry.It's powered by a Camry 2.4-litre engine, yet it punches out more kilowatts than the Camry Sportivo.  It's shaped like a brick, yet it is quieter on the road than an aerodynamic Lexus.If Camrys are known for their practical approach to motoring, then why aren't Camry owners swarming over this model which is cheaper, roomier, more powerful, more economical, more versatile and more practical?VALUEThe Rukus comes in three models, Build 1, 2 and 3 from $27,490 to $31,790, slotting in between Corolla and Camry prices.  Even the base model comes with a host of creature features such as six-speaker sound system, Bluetooth capability for your mobile with audio streaming to play your music, USB and 3.5mm audio input, CD player and keyless start.The next level gains leather seats, steering wheel and gearshift knob, an even better near-arctic airconditioning system and upgraded sound system.  The only extra for the top-of-the-range car is a moonroof, which makes the airy interior even more open.TECHNOLOGYThe Camry Sportivo engine pumps out 117kW, but the same engine is wicked up to a lively 123kW in the Rukus.  It costs less than a Sportivo ($33,990), but the Rukus only comes with a four-speed automatic transmission, while the Camry Sportivo has a choice of five-speed manual or auto.Despite the extra power, its fuel consumption is rated at a respectably frugal 8.8 litres per 100km.  However, on test it actually beat that in town driving with a very healthy 8.3L/100km. On the highway, it sipped at a miserly 7.5L/100km - well, miserly for a 2.4-litre engine with 123kW of oomph.SAFETYApart from the standard safety features of six airbags, stability and traction control and anti-skid disc brakes, it also addresses an often overlooked aspect of safety - especially in hotter climes - and that's UV exposure.  Modern aerodynamic cars often leave passengers bathing in direct UV rays.One of the benefits of the boxy Rukus shape is that it provides more cabin shade.  This is not only good for skin cancer protection but it also means the cabin is cooler after being left locked in the sun while parked.DRIVINGOk, it wobbles around a bit.  It's not exactly a sports car, but it's not bad either.  However, it's surprising that Toyota gave it so much power.It's not more than it can cope with and when the engine gets a little too excited for the wheels there is no heavy handed intervention from the stability control.  It all seems to run quite well with little fuss.  Even the seemingly underdone four-speed automatic transmission copes quite well.Clearly it doesn't need an extra top gear because economy is good and with 224Nm of torque it doesn't need to swap cogs all that frequently, anyway.I exected the boxy shape to relate to wind noise, but the engineers have done some clever things with the aerodynamics and it is actually quieter than even the hushed tones of a Lexus. Not even any buffeting from the big wing mirrors.Build quality is typically high and the doors close with a sturdy thud.  The truly best part of the Rukus, though, is its roomy and flexible cabin.The boxy shape provides plenty of room, especially around the head and shoulders, plus a convenient flat-floored cargo area.  Toyota has provided plenty of convenient and capacious storage cubbyholes around the cabin for iPods, phones, purses, drinks, etc and there is also a nice little receptacle for the key fob.However, the unconventional dashboard has the instruments placed in the centre with a blank spot in front of the driver. At night when there are no display lights there it is particularly unnerving.  Also, the rear passengers might be sheltered from the sun and have plenty of room, but there are no air vents.VERDICTIf you are in the market for a sensible car like a Camry and you like the funky look or can tolerate jibes from friends about the boxy shape, this is definitely worth considering.

While most people associate James Bond with Aston Martins, the original Ian Fleming books had the British master spy driving a Bentley.  In a new book commissioned by Ian Fleming Publications, author Jeffrey Deaver has returned 007 to his rightful place in a Bentley in the pages of Carte Blanche.Deaver, author of the Bone Collector, selected the Bentley Continental GT in his book to be published on May 26, a few days before the anniversary of Fleming's birthday.The book is partly set in Dubai, where Deaver recently drove a Continental GT.  "It is an inspirational and awe-inspiring city and makes a perfect Bond location, especially for a novel that pushes our hero to new extremes," he says.Despite Bond driving a Bentley in Fleming's books, his first car in a movie was a Sunbeam Alpine in the 1962 film, Dr No.  He didn't drive a Bentley until the second Bond flick, From Russia With Love, in 1963 in which the licensed-to-kill agent drove a Bentley Mark IV.It wasn't until the third Bond movie, Goldfinger, in 1964, that Bond drove the famous Aston Martin DB5, the quintessential Bond car.  There were also Bentleys in On Her Majesty's Secret Service (1969) and Moonraker (1979).Other car companies have used Bond films to promote and even launch new models.  Highlights are the amphibious Lotus Esprit in The Spy Who Loved Me and the launch of the BMW Z3 Roadster in GoldenEye.Agent 007 carsVehicles starring in James Bond films:1962, Dr No: Sunbeam Alpine, Chevrolet Bel Air convertible1963, From Russia With Love: Bentley Mark IV1964, Goldfinger: Aston Martin DB5, Rolls-Royce, Mercedes 190 coupe, Lincoln Continental, Ford Mustang convertible, Rolls-Royce Phantom III1965, Thunderball: Aston Martin DB5, Ford Mustang convertible, BSA Lightning 650cc motorcycle, gyrocopter1967, You Only Live Twice: Toyota 2000 GT, BMW 2000 CS1969, On Her Majesty's Secret Service: Aston Martin DBS, Mercury Cougar, Bentley Mark II Continental, Rolls-Royce Corniche1971, Diamonds are Forever: 1971 Ford Mustang Mach 1, Triumph Stag, moonbuggy1973, Live And Let Die: Glastron speedboat, double-decker London bus, Chevrolet Impala convertible, Mini Moke1974, The Man With The Golden Gun: AMC Hornet and Matador, Rolls-Royce Silver Shadow1977, The Spy Who Loved Me: Lotus Esprit, Wetbike concept, Ford Cortina 2.3 Ghia, Mini Moke1979, Moonraker: Bentley Mark IV, Rolls-Royce Silver Wraith II1981, For Your Eyes Only: Citroen 2CV, Lotus Esprit Turbo, Rolls-Royce Silver Wraith II1983, Octopussy: Mercedes-Benz 250 SE, BMW 5 Series, Alfa Romeo GTV1985, A View To A Kill: Renault taxi, Ford LTD, Rolls-Royce Silver Cloud II, Chevrolet Corvette C4, Jeep Cherokee (XJ)1987, The Living Daylights: Aston Martin DBS and V8 Vantage, Audi 200 Quattro1989, Licence To Kill: Rolls-Royce Silver Shadow, Kenworth petrol tanker1995, GoldenEye: BMW Z3 roadster, Aston Martin DB5, Russian tank, Ferrari 3551997, Tomorrow Never Dies: Aston Martin DB5, BMW 750iL, BMW R1200C motorcycle1999, The World is not Enough: BMW Z8, Rolls-Royce Silver Shadow2002, Die Another Day: Aston Martin Vanquish, Jaguar XKR, pink Ford Thunderbird convertible2006: Casino Royale: Aston Martin DBS and DB5, Jaguar E Type Roadster, Fiat Panda 4x4, Ford Transit, Ford Mondeo2008: Quantum of Solace: Aston Martin DBS V12, Alfa Romeo 159 and 156, Audi A6, Ford Ka & Edge, Jaguar XJ8, Volvo S40T5, Volkswagen Type 1.

Only 200 of the MX-5 Special Edition models are available here and 3660 around the world with 2500 in Europe, 750 to USA, 200 to Canada and 10 to NZ. Mazda Australia spokesman Steve Mciver says the rarity of the vehicle should ensure good resale values.  "In general the MX-5 is a classic," he says. His opinion is backed by Shannons Insurance state business development manager Phil Ross.  "The Mazda MX-5 is obviously a very popular roadster having sold 900,000 worldwide so as a future classic you need to look at the special models that have been offered," he says. "In 2001, an MX-5 SP won the showroom class at Targa Tasmania. The SP version was 1.8 litre turbo and is a collectable car in Australia today, and hard to find. "The new special edition 2011 Mazda Mx5, with only 200 earmarked for Australia, we could be looking at another sought-after version.  "The low numbers will probably provide a slower rate of depreciation." The MX-5 Special Edition arrives at $47,200 which is no extra cost on the standard coupe.  However, the Special Edition also includes stiffer Bilstein-tuned suspension with strut tower bar in the same finish as the 17-inch alloys, new exterior colours, chrome interior accents and grey leather seats, steering wheel and handbrake with highlight stitching. Mciver says the vehicle was made available by head office.  "Occasionally they make a special edition and we decided we liked the look of it and the suspension and thought it would be a good option for people looking for something different," he says. "Our product boys did their sums and came up with the special offer. If it was ongoing production we couldn't offer these prices.