Articles by Mark Hinchliffe

RACQ technical services manager Steve Spalding has warned that the biggest danger is that short-term minor performance differences in recently introduced E85 fuel with a 85 per cent ethanol content may lull motorists into a false sense of security. "There is a real concern that if a driver doesn't experience immediate and severe reactions (from using E85) the lower pricing will appear attractive and they will take the risk and keep using it," he said.  His comments follow recent RACQ testing of two vehicles not recommended for ethanol-blended fuels. The test found only a minor loss of performance. However, Spalding suggested that the performance differences such as rough idling and difficult starting could be worse in colder climates.  Caltex this year introduced E85 Bio E-Flex fuel at more than 30 sites nationwide, increasing to 100 next year, however the only vehicles in Australia with manufacturer approval for its use are a small number of SAABs and some Holden VE Series II Commodores. Spalding said their tests, conducted recently at Lakeside Park historic racing circuit, showed motorists would do little or no damage to their vehicles if they used the fuel once and that they may not notice the performance difference. "However, the long-term consequences are almost certainly fuel system degradation such as deterioration of the fuel hoses and clogging the filters.  Minor damage would be a couple of hundred dollars, but if it was an older vehicle the cost of repairs could exceed the market value by a long way," he said. "I think it will be easy for a motorist to run up a repair bill of more than $1000 and the risk is they wouldn't know they would be exposing themselves to these sorts of costs." The RACQ has criticised the Queensland Government's proposal to mandate ethanol content in fuel which would result in regular 91RON unleaded fuel becoming unavailable. The Queensland Government this year postponed moves to mandate the use of the plant-based fuel additive. Spalding said the proliferation of types of fuel offered at the bowser could lead motorists to mistakenly se E85.  Fuel varieties include: ULP (91 RON), Premium ULP (95 RON), higher octane fuels such as 98 RON, E10 (either 91 or 95), diesel, B20 (bio diesel) and LPG.

"We found it in 1958, 50 miles (80km) west of Charleville rusted out in a paddock," says owner David McPhee, 80, of Brisbane. My wife said to buy it for parts but when we discovered how old it was it became a project on its own. It cost 40 (about $64 in today's currency) and we thought that was too much." McPhee won't say how much it's worth now, but Rollers of this vintage sell at auction for between $500,000 and $1 million. "I put 30 years of my life into it. I haven't put all that work into it just to sell it. No way," he says. The Derby-built 1100 series Silver Ghost, nicknamed "Quicksilver", is one of only 90 made. It is powered by a 7.5-litre, side-valve six-cylinder undersquare engine with 114mm by 120mm bore and stroke, one Rolls expanding carburettor and an output of about 35kW. Bosch electric start was fitted by the owner in 1920 because the big engine was too hard to crank start. McPhee says the three-speed crashbox gearbox guarantees a top speed of 105km/h. "For a 1990 motor car that's quite something," McPhee says. Rolls used the same slow-revving engine from 1906 to 1926 with little modification. The former civil engineer has done most of the mechanical restoration work, including building an air fuel pump. When he rescued it from outback oblivion, the car had a rusted four-door body, its third round of coachwork. McPhee's research found a Grosvenor two-seater body on a Rolls with chassis number 1126, just four more than his Roller, so he decided to replicate that body style. The coachwork was completed by a Gold Coast company in 1988. Before that McPhee used to drive it up and down his semi-rural street with just the chassis. "Without a body it went like a bloody rocket," he says. The body is made of aluminium, steel kauri wood from brewery beer barrels and it rides on metal leaf springs with drum brakes only on the rear wheels. Although it has primitive mechanicals, there is remarkably little changed from current cars with the same arrangements of pedals. However, cold-starting the antique machine is a process that takes time and patience. Before the driver gets in, they turn on the master switch on the battery located on the right-hand running board, then switch on the fuel cock behind the spare wheel. The driver gets in through the left-hand door because there is no right door as access is barred by the handbrake and gear shift. Once inside, the driver selects a rich fuel mixture on a control on the footwell, works a device like a bicycle pump to prime the fuel pump, turns on the magneto, coil and battery, retards the spark on a steering-wheel-mounted control, sets the governor control on the other side of the steering wheel to a fast idle and then either gets a friend to manually crank the vehicle from the front or hits the starter button. "It's a reliable system," says McPhee. True to his word, it springs into life immediately and purrs as quietly and smoothly as many of today's modern engines. Its muted rumblings are further dampened by the complex exhaust system which includes a large primary expansion chamber between the header pipes and the muffler. McPhee says he takes the car for regular runs and drove it from the top to the bottom of the British Isles in 2007. He claims he get about 17.6 litres per 100km, thanks to the 1740kg "lightweight" body and short chassis. * You can see McPhee's Roller at the Speed + Style + Beauty classic car show from January 12 to 16 at the old Metro Ford site in Ann St, Fortitude Valley.

Audi built its first hybrid production car in 1996 - the Audi duo, driven by a TDI engine and an electric motor.  But it has taken until now for the German manufacturer to begin producing its follow-up hybrid. Audi group communications, product and technology manager Josef Schlossmacher says they will begin making the "first hybrid model of the present generation" in the next few months.  It will be the Q5 hybrid with a 157kW 2.0-litre TFSI engine and a 25kW electric motor. "Following, we will also bring into the market hybrid versions of our big sedans, A8 early in 2012 and a couple of months later the A6," he says.  "At Audi we are convinced that hybrid cars are an important step to the fully electrical drivetrain of the future." However, Australia may not see hybrid Audis for some time yet.  Audi Australia corporate communications manager Nadine Giusti says the Q5 hybrid will only be built in left-hand drive, "so we cannot bring the car here".

The German polizei have added what is believed to be the world's first all-electric police car, a Mini-E, to their fleet.  The Mini-E, unveiled at the recent Essen Motor Show, is part of a campaign encouraging German car enthusiasts who modify their cars with aftermarket tuning products to do so within safe and legal limits. Police began the campaign in 2005 in response to a massive increase in the number of shoddy and potentially dangerous tuning products entering European markets. The Mini, complete with full police livery and flashing lights, has been given a thorough going-over by legendary tuning house AC Schnitzer.  The result is an electric car with 175kW of power that can sprint to 100km/h in 8.5 seconds and a top speed of 152km/h. Its range is claimed to be up to 240km between charges. The car receives AC Schnitzer's racing suspension, front and rear skirts and bonnet vents, "MI 2" (7.5J x 18") alloy wheels and a high performance brake system from AC Schnitzer with four-pot fixed calipers on the front axle. It is fitted with 18-inch AC Schnitzer alloys and Hankook Ventus S1 evo low-rolling-resistance tyres.

IT'S back to the future for Audi, judging by its "quattro concept" car.  The stripped-down and shortened RS5 is a tribute to the legendary 1980s Quattro Sport rally car that dominated the World Rally Championship until it was banned in 1986 for being too fast.But don't visit your bank manager just yet.  Audi Australia corporate communications manager Nadine Giusti says there has been no decision made about production of a road-going version of the car unveiled at this year's Paris Motor Show."The show car does however provide many technological impulses for the development of future Audi production vehicles, and not just for the sports car segment," she says.Audi group communications, product and technology manager Josef Schlossmacher says the car will need "a business case" before the board decides to go into production.  "We will also see what the press has to say," he says.Schlossmacher has chosen the hills behind Malibu in California to give the world motoring press a tantalising taste of the concept car, which is a strong hint about how serious the company is about its future. Carsguide was the only Australian media invited to drive the one-only concept car.DESIGNIt stands with its feet apart in a plain white muscle t-shirt and tight-fit jeans revealing muscular flanks beneath.  Well, it would if it was a fit, 30-year-old stud.  Instead, it's a replica of a fit, 30-year-old rally stud.Audi strategic designer Claus Potthoff says the  concept reflects elements of the original Quattro Sport such as the horizontal black grille louvres, thick trapezoidal C pillar and recessed rear hatch and integrated spoiler, but with a modern interpretation.  For example, the spoiler now automatically deploys at 120km/h and lowers under 80km/h rather than being fixe like the original."We didn't want to do a retro model," he says."We wanted it to be modern but with the same elements that remind us of the Quattro.  It was important to get a feeling but not copy history."So, instead of the boxy Quattro Sport with its jutting Kirk Douglas chin, we have wheels in each corner and svelte aerodynamic contours.  Inside, there is a Bauhaus feeling with form following function. For a start the rear seats have been stripped out because the shortened wheelbase doesn't provide any room, but also for weight saving.Although there were rear seats in the Quattro, they were superfluous as there was simply no space for passengers' legs. The front seats are 18kg Sparco carbonfibre motorsport seats while the originals were Recaro.Yet, for all its motorsport pretensions, with its minimalist floating dash and huge LCD instrument pod, the interior abounds in soft leather, bespoke aluminium and carbonfibre everywhere, including the rearview mirror.  Project engineer Peter Seizinger says: "If it looks like carbonfibre it is carbonfibre."Is the quattro concept a taste of Audi's design future?  Potthoff says yes.  He believes the sharp lines around the headlights and grille will have a presence in future models and the simplicity of the interior will become more prevalent. He also believes the LED headlights that swivel from horizontal to vertical for varying lighting functions will also feature in future Audis.TECHNOLOGYThe concept is based on a shortened and lowered version of the magnificent RS5 but with the chassis made of aluminium instead of steel.  In tribute to the original Quattro, it has the same number of cylinders (but a 2.5-litre engine from the TTRS, not like the original 2.2) and even the same weight of 1300kg.Project engineer Peter Seizinger says those details were deliberate matched to pay homage to the rally legend.  While the concept is constructed from modern lightweight materials such as aluminium (body panels) and carbonfibre (boot and bonnet) and the inside door handle is replaced by a leather pull strap reminiscent of the original rally car, the extra lard that brings it back to the Quattro's original weight is in the modern electronics and the required wiring looms.But don't expect it to weigh that much if it goes into production as the concept car may have electric seats, windows, handbrake, etc, but it doesn't have electric wing mirrors, airconditioning or even an audio system.Yet there is an electronic flush-mounted door handle that automatically comes out when it detects a hand nearby.  Seizinger says this is just for show.VALUEIt took less than four months and "millions" to develop, says Seizinger.  He won't comment on cost if it goes into production, but says numbers should be limited to under 1000."It makes no sense to make more than that," he says.  He expects it to become an instant collector's classic with many stored and never driven.  The concept car comes with two-time world rally champion Walter Rohrl's signature on the door sills, making this particular car even more valuable.DRIVINGIt feels raw.  Strapped into the Sparco seats there is a purposeful mood to this experience.  Despite being surrounded by some soft leather and quality trim, the minimalism of the dash serves to diminish any distractions to the aim of the game - driving fast.In front of you is a large LCD instrument pod with an "everyday" mode and a "race" mode that mirrors the original's instruments and can also show GPS renderings of race circuits.Fire it up with the ominous red starter button and you immediately feel the engine vibes come up through the thin seat.  You are also aurally assaulted by the disharmonious five-potter as most of the sound deadening material is stripped out for weight saving.But despite the purposeful motorsport character of the cockpit, we are restricted to slow speeds on the test drive.  After all, says Schlossmacher: "There is only one of these in existence and we have to bring it back alive."Yet it feels special even at the relatively low speeds we are allowed on the test drive on the snaky Decker Canyon Rd winding through the hills behind Charlie Sheen's Malibu mansion in Two and a Half Men.  Highway patrol cars provide an escort and have blocked the top and bottom of the road because the car is unregistered.The lithe handling feels exciting and the steering is sensual - no numb hands here like in so many Audis.  It feels connected to the road.  The dynamic exhaust rasp and the hissing and "pigeon cooing" from the turbo's wastegate is also a delight.Unfortunately, there is no scope for testing its performance potential in the five minutes we spend driving the closed public road.  It gets the slick S5 six-speed manual gearbox which is an absolute joy to use plus the firm but fair suspension from the RS5.  The roads here are billiard-table-smooth, so it glides along with a stress-free ride.Okay, there are plenty of rattles and squeaks in the body and trim, but after all this is a priceless one-off concept car that has not had the usual rigorous pre-production testing to iron out the bugs.  However, there is a certain inevitable feel about the car that says Audi is itching to get this into production, even in limited numbers.VERDICTA board decision on the car's future will be made in the next three years.  Bring it on.AUDI QUATTRO CONCEPTEngine: 2.5-litre turbocharged FSI 5-cylinderPower: 304kWTorque: 480NmTransmission: 6-speed manual, all-wheel driveSuspension: 5-link (front), track-controlled trapezoidal link (rear)Kerb weight: 1300kgWheels: 9J x 20Tyres: 275/30 R20Audi Quattro Sport*Engine: 2144cc turbocharged in-line 5-cylinderPower: 116kWTorque: 245NmTransmission: 5-speed manual, all-wheel driveSuspension: independent MacPherson struts, staliser (front); coil springs (rear)Kerb weight: 1300kgWheels: 8J x 15Tyres: 225/50 ZR15 (* 1984 road car) 

The five-door hatchback, which was one of the first in its class to introduce six airbags and electronic stability control, beat more than 100 new new cars released in the past year to win the coveted national newspaper award. It is the second consecutive victory for Volkswagen in the Carsguide COTY contest, which was won by the Golf in 2009. Volkswagen Group Australia managing director Anke Koeckler said the award would figure in their advertising and marketing campaigns. "When it comes to expert motoring journalists passing judgment it is more important than when we are talking about our product," she said. Norris Motor Group sales manager Daniela Esposito says the COTY award for the Golf had increased sales inquiries and she expected the same for the Polo. "Customers are well informed these days and they know it's Car of the Year and want to have a look at it," she said. "Golf really took off after the award and the Polo is doing that already." New Polo owner Candice Lazar, 21, described the car as "a great drive". "When I did my research the favourable reviews it got played a role in my decision," the dental assistant said. Carsguide managing editor Ged Bulmer described the Polo, which is also the 2010 World Car of the Year, as "truly an impressive small car". "It's great to drive, while also delivering impressive safety, quality and comfort at an affordable price," he said. The award was judged by a panel of nine Carsguide writers from national News Ltd newspapers plus former four-time Australian rally champion turned road safety and fuel economy campaigner Ed Ordynski. Second place went to the Kia Sportage and third to the Skoda Superb wagon. The other shortlisted contenders were (in alphabetical order): BMW 535i sedan, Camry Hybrid, Hyundai i20, Mercedes-Benz E-Class sedan, Peugeot RCZ, Subaru Forester and Suzuki Kizashi. Previous Carsguide Car of the Year winners are: VW Golf (2009), Ford Falcon G6E Turbo (2008), Hyundai i30 CRDi (2007), Holden V8 Calais V (2006) and Suzuki Swift (2005). The award is judged on value, safety, economy and design, with contenders matched against their class rivals and pace-setters in Australian motoring.

The world's first mass-marketed zero-emission vehicle for the global market beat 40 contenders to win the 47th annual award. Jury president Hkan Matson says the Leaf is the first EV that can "match conventional cars in many respects". Nissan Australia CEO Dan Thompson says the Leaf will arrive here in 2012 in one trim level. It is expected to cost about $48,000. Leaf is powered by an 80kW/280Nm electric motor driving the front wheels, with a stack of flat, laminated lithium-ion batteries under its floor. The car weighs 1.6 tonnes but its low and central mass of heavy batteries gives the car a very balanced feel. On test in Japan in June the car felt very similar to most hatchbacks except for its quietness. It also looks like any normal hatchback, rather than some weird futuristic golf buggy. Its battery can be charged in about eight hours on 240V or quick-charged to 80 per cent capacity in 30 minutes and has range of about 160km. The Leaf will be followed by three more electric vehicles and four EVs from their alliance partner Renault. Nissan chief operating officer Toshiyuki Shiga says ther EVs will be a small electric van, a luxury car then the Land Glider single-seater city car. Thompson says they are very interested in the small electric van. "An electric light commercial vehicle would have market demand but we're focused right now on the Leaf," he says. "Once there is market acceptance of EV, we will move to the LCV but that is several years down the track. It will be a small delivery van not a ute. We don't currently have a small van, so we will launch a conventional powered van first and in the future we will have an EV."

His 2011 season was threatened when his new team, Richard Petty Motorsports, ran into financial trouble after defaulting on its $90 million loan earlier this year.However, his ride has been guaranteed by the sale yesterday of Richard Petty Motorsports assets to an investment group with seven-time NASCAR champion Richard Petty as chairman."Obviously it's a great relief to have my future secured. I can't wait for the year to kick off in earnest at Daytona in February," said Ambrose who cancelled his usual return to Australia for Christmas to help his new team sort out its financial woes."We have a point to prove in 2011. It's my third year in the top NASCAR's elite level, and our aim is to win races and make the end-of-year Chase."Ambrose won the 2003 and 2004 V8 Supercar championship driving a Gold Coast-based Stone Brothers Racing Ford and has finished his fifth year of NASCAR racing in 26th place in the Sprint Cup driving a Toyota Camry. He will line up next year in a Ford Fusion alongside 2004 Champ Car World Series Rookie of the Year A.J. Allmendinger.

The four-time Bathurst winner has confirmed that he and co-driver Kees Weel, of the Gold Coast, plan to compete again in 2011, possibly with a two-car team. "Kees is pretty adamant that he wants to do it," said Lowndes who won the September race in his first attempt. He's already bought a second Colorado and is going to start ripping it apart over Christmas and getting it up to spec. We just need to secure the funding and get the support to carry it through." Lowndes said Weel's son and former V8 Supercar driver Paul would drive the second car. The father and son team competed in the 2009 rally, but failed to finish because of mechanical problems. Paul didn't race this year as his wife was about to give birth. Lowndes said he expected Kees would continue to be his navigator, even if they entered a two-car team. "We had this discussion between the three of us and I raised that question who would have him (as co-driver) and Paul's response was 'you can have him'. Maybe they fight too much," he said. The two Colorado rally cars will be identical with the same driveline and suspension. "It's a proven car that's easy to copy," Lowndes said. "Expanding to a two-car team is easy, but expensive. You need more transportation, more mechanics, more personnel and more spares. There is a lot more organisation to be done yet to get to that point." Safari organisers have not officially settled on dates for the 2011 event, but it is expected to be held on the same weekend as this year, which would be straight after the Phillip Island endurance round on September 16-18. "So long as it doesn't clash with the V8 calendar, I'll be there," he said. Lowndes also confirmed he wants to compete in the gruelling Dakar Rally in South America as early as 2012. "Definitely I'd be keen and I'm sure Kees would be keen for it," he said. "It's just a matter of doing it properly. We don't want to go over there with a half-hearted attempt but with good equipment. This style of car doesn't suit the Dakar. You need a diesel engine vehicle. You can get away with it here but not at Dakar." Australia will next month field the biggest contingent yet to compete in a Dakar Rally with two car teams and five motorcycle riders. Lowndes said the growing interest in Australians competing in the world's toughest motorsport race would aid their efforts to put together a team to compete in the event. "There seems to be more interest every year, so that should help us with funding and support," he said.

Thousands of babies and young children are accidentally locked in cars around Australia each year and the potential for injury or death is heightened in the summer months. In NSW, there are between 140 and 180 calls a month for babies and young children accidentally locked in cars. In Victoria, there are between 110 and 135 calls a month for babies and young children accidentally locked in cars.RACQ vehicle technologies executive manager Steve Spalding says modern cars make it more difficult for owners and even their trained experts to break into cars quickly in emergency situations. "Modern cars that feature advanced security systems can make it difficult to get into them once the keys are locked inside," he says. "This is partly in response to consumers demanding improved security systems and the convenience of remote locking - deadlocking is particularly problematic." He says the alternative in an emergency of breaking a window can be dangerous. "Attempting to break the windows can lead to injury and should be avoided if possible. It is better to gain entry by other methods," he says. The Australian Automobile Association estimates the various state clubs receive hundreds of thousands of calls annually for lock-outs, tens of thousands of calls for babies or children locked in cars and a few thousand calls for animals or pets locked in vehicles. Spalding says the situation of a baby, child or pet locked in a car can be life-threatening in the summer months. The RACQ conducted tests to measure the interior temperatures of parked cars, showing temperatures rose quickly to a point that exceeded safe levels for occupants. The tests found temperatures can rise from air-conditioned levels to ambient in less than two minutes and to 40 degrees in seven minutes. In one test, the ambient temperature was 32.5 degrees, but inside the car it peaked at 75.1 degrees. Queensland Injury Surveillance Unit spokesperson Dr Ruth Barker says the temperature can rise quickly in a locked car even if the windows are slightly down and the car is a light colour. "Babies and young children can quickly develop heat stress, heat stroke and irreversible damage if you leave them in long enough," she said. Kid Safe director Susan Teerds says that even on a cloudy day the temperature can skyrocket. "Having the windows down a bit doesn't make a huge difference and the smaller the child the faster they will succumb to heat stroke," she says. "First they get distressed, then they start to cry and try to get out and then they'll faint." Teerds says that while waiting for emergency help to arrive, parents can take steps to lower the car's temperature. "It's not silly to get the hose and spray the car or hold an umbrella up to shade the car," she says. "It's a last resort to break the window. It's actually really difficult as a brick won't do it. You have to use something sharp and know what you are doing. It would also be terrifying for the child to have someone bashing on the window." RACQ tests show that regardless of whether a vehicle is light or dark, has tinted windows or a sunshade, or has the windows slightly down, cabin temperatures vary by only a few degrees. Even when parked in the shade, cabin temperatures can exceed 40 degrees. Caroline Wright is thankful that when she accidentally locked her grandson, Jack Hardman, 3, in her car in a hospital carpark recently it was 5.30pm and the temperature was not high. "I felt terrible when it happened," she says. "I saw a lady and sang out and she came over and was really kind and had a phone and rang my daughter and Sonia rang the (auto club). They were there within seven minutes. It was just great service. The seven minutes felt long, but Jack was calm and I kept playing with him through the window. It seemed like it took about 20 minutes to get in, but I don't really know how long. Luckily it was 5.30 and it wasn't hot. I would have panicked if it had been in the middle of the day in summer. I would have smashed the window and wouldn't have let him sit there." Spalding says automobile clubs send a service vehicle in an emergency, even if the caller is not a member.