Articles by Mark Hinchliffe

"It's a beautiful race car, and Peter loved driving it," says museum owner and long-time Brock friend Peter Champion.  The nine-time Bathurst champion died in September 2006 when his Daytona slammed into a tree at a rally event near Perth. Champion said most of the 40 people attending the unveiling on Saturday night shed a tear.  "It is an emotional thing but something had to be done to preserve his memory," he said. "I've been living with it for four years but I still shed a tear. It's sad but it's a part of history."  Champion had the wreckage restored to its racing glory by the original builder, Richard Bendall, and his company Daytona Sports Cars, in Dromana, Victoria. Champion would not disclose the cost of restoration for the 1960s-style muscle car.  "Put it this way, you could have bought a new one for the price we paid to restore it," he said. A new Daytona coupe can cost between $150,000 and $200,000.  James Bendall, who did most of the restoration work, said it took about 800 hours over two years to complete. "That's about how long it takes to build a new car," he said.  "It still has the original engine, gearbox, differential and suspension.  It was very gratifying to see it back in one piece again and a bit sad when it left the factory. "We've copped a lot of criticism from people over the crash in the past few years which is fairly annoying, but we were very proud of how it came up in the end." Champion said it was difficult to decide on how to display the car.  "We thought about putting it in a room on its own, but it would have become a shrine and personally I don't think there is any place for a shrine among over 40 of his cars," he said. "It's like the last chapter of a book. It has to be part of the same story.  A good friend of mine was against restoring and displaying it but he changed his mind after visiting the Henry Ford museum in the US and seeing the car JFK was shot in. He said it was a tragedy but part of history." Champion said he had thought about moving the museum to a more popular tourist location such as the Gold Coast.  "There has been a big push to get it moved to Melbourne, Sydney, the Gold Coast or Sunshine Coast," "If you wanted more people through it you'd have to be on the Gold Coast somewhere. Who knows, it may end up there some day."  Champions Brock Experience is the largest collection of Brock road and race cars in the country and features Brock's first 1956 Austin A30, Bathurst winners, rally cars and his Bathurst 24-Hour Monaro. There is also a collection of highly modified road-going HDT Special Vehicles built in the 1980s by Brock until he parted with Holden in 1987.  The only Fords in the collection are a 1989 EB Fairmont Ghia Brock built after the Holden split and his Sierra Cosworth touring car. Champion's collection of vehicles and memorabilia was sitting in a Blackwater shed until Brock suggested it be turned into a public museum.

The two-time V8 Supercar champion signed with the high-profile Richard Petty Motorsport (RPM) in August, but the team now faces the prospect of not having enough money to finish the remaining three races this year, let alone compete next year.The team defaulted on its $90 million loan in February and is seeking investors to keep it running.  Ambrose says he is "fully committed" to the Ford team and for the first time since he moved to the US he will not return to Australia over the Christmas break."It's all getting pretty hot and heavy, so I've got to stay here and really get ready for 2011," he says.  "They're in a tight situation, no doubt about it. All I can do is voice my commitment to them and try to help them through it, if I can."Australian spokesman Mark Walker rejected rumours that Ambrose would return to V8 Supercar racing if RPM failed to race next year.  "Marcos is committed to racing in the USA, he won't be coming back over the summer time," he says.  "His eldest daughter has just started school in the US, and Marcos plans to be there for some time to come."Luck has not been on side this year for the Tasmanian who now lives in Miami.  In his first fulltime season in the premier league last year, he had four top-five finishes in the NASCAR Sprint Cup and finished 18th.Even better things were expected this year when he moved to a higher-profile Toyota team, but despite leading several races, he has been plagued by five crashes and three mechanical problems and sits in 26th with only two top-five finishes.At the weekend he was hit and spun out of contention while leading the race at Talladega Superspeedway, Alabama, at the weekend. He finished 34th.Meanwhile, RPM officials have not guaranteed employees they will make it through the rest of the season because of financial issues. Team co-owner Richard Petty is reportedly working on putting a deal together.If the team races next year, it is expected to drop from four to two cars.  Ambrose is signed to a multi-year deal to race alongside A.J. Allmendinger, ranked 20th this year."I wish I had answers," Allmendinger said. "I wish I could tell my team guys it's going to be OK. I wish I could have answers that everybody wants, but I don't."

One Brisbane company plans to begin selling the converted new cars next year from $48,990.  Deep Green Research (DGR) director Michael Gutteridge says the cars will be more affordable than a Prius hybrid luxury model with cheaper running costs and better performance. They will come with a reversing camera, parking sensors, GPS, Bluetooth capability, five-star crash rating, five-year warranty and a swappable battery that snaps in and out and costs about the same as a "swap-and-go" gas bottle. Gutteridge even hopes to compete in the Bathurst 12-hour race with a high-performance production model based on a Lancer Evo and costing $115,990.  "We'll have our own financial and insurance packages," he says. "We want to make it as easy as possible to own an electric car." Gutteridge, a former senior scientist in the Queensland resources and mines department, is raising up to $1.5m in capital to begin manufacturing motors and battery boxes, and converting the Lancers in the middle of next year.  He expects to make about 100 in the first full year, doubling every following year and returning pre-tax profit of $40m after five years with a staff of about 30. "Our market survey shows we will have a line-up for cars," he says.  Gutteridge is not yet releasing the name for the new electric vehicles. The small but blossoming Brisbane electric conversion industry began on the back of the University of Queensland's 10-year solar car program.  "Those UQ electrical engineering students formed local businesses such as Tritium and Ultramotive," he says. Tritium developed the controller used in many solar cars around world and updated it for a Honda Civic which DGR is using as a test car.  Ultramotive designed and built the car's motor originally for a solar car, but has upgraded it for the test vehicle. The DGR Civic competed in the 2009 Global Green Challenge last year and consumed power at 85watt-hour/km.  "That's like getting a Commodore to do 1.3 litres per 100km or 217mpg in the old language," Gutteridge says. The base model electric Lancers will be powered by a lithium-ion phosphate battery with range of about 100-140km and the premium models will use a lithium polymer battery with range of 210-315km. Base models will have 124kW of power and 250Nm compared with the petrol Lancer's 113kW/198Nm.  The electric "Evo" model will have 245kW and 500Nm with a top speed of 250-300km/h. Conversion requires the removal and sale of the petrol engine with Evo engines fetching about $7500.  It is replaced with an electric motor, controller and a reduction gear, but the transmission and differential are retained. Although the Civic test car has an automatic transmission, the electric Lancers will have a five-speed manual gearbox that will also operate in second or third around town "like an automatic". There is a simulated clutch and the vehicle will not stall when stopped in gear. Conversion requires only "slight changes" to the suspension and brakes, but DGR adds an electric brake vacuum pump, electric power steering pump and electric airconditioning motor and condenser. The car also gets a DC converter that drops the current from the 450V battery pack to 12V to operate the car's electrical system for airconditioning, lights, audio etc.  There is a charger on board that can charge from a 10amp, 15amp or three-phase power outlet. A full charge from flat will take seven hours on 10amp, but the car will be able to be plugged into two outlets halving the charging time.  Rapid charging can be completed in two hours through three-phase power or one hour if there are two three-phase outlets. "We can even organise an electrician to install the outlets in the garage as part of our package," Gutteridge says.  DGR will have a three-month run-flat assistance program and Gutteride is negotiating to have auto clubs offer a similar service after their program expires. They will also offer to install solar panels on the roof of a customer's garage at $2500 after government rebate.  "The car will pay off installation in the first year of operation in savings on running costs," he says. Gutteridge will follow the new electric cars with second-hand electric Lancers starting from $39,990.  "There will be no electric cars available at that price and spec level," he says. "Our research shows that 75 per cent of potential electric car buyers would be happy with a second-hand chassis, however government fleets will only buy new cars." Gutteridge also plans to produce an electric SUV based on the front-wheel-drive Mitsubishi ASX, a high-powered 4WD electric model to compete against the Porsche Cayenne and a small "Joey" utility similar to a Mini Moke for about $25,000-$30,000. He says there is already interest for the Joey from governments and the Defence Force.  Gutteridge says the Australian Design Rules (ADR) are being re-written to accommodate electric cars, but his vehicles will be available before the rules are completed. "The new ADRs will basically comply with the European standards for electric cars," he says.  "Our intention is to exceed any public ADR standards." DGR also plans to crash test the vehicles and hopes for a five-star rating.  Gutteridge says they will handle servicing in Queensland and sub-contract the task interstate.  "Servicing costs should be about half those of a petrol car," he says.DGR electric cars New prices: $48,990 (base), $54,990 (intermediate with longer-range battery), $67,990 (premium), $115,990 (Evo-based high-performance model) Used prices: from $39,990Motor: Ultramotive AC motorBattery: lithium-ion phosphate (base), lithium polymer (premium)Range: 100-140km (base), 210-315km (premium)Power: 124kW (base), 245kw ("Evo")Torque: 250Nm (base), 500Nm ("Evo")

Lexus has let loose some of America's top custom car specialists to modify its hybrid models for the Las Vegas SEMA auto trade show this week.  The result is very un-Lexus - giant rims, flared wheelarches, dazzling paintwork and outrageous body kits, plus high-performance suspension and brakes. The gambling capital of the world brings out the daring in some manufacturers who wouldn't risk showing such outrageous modifications at conventional car shows.  Even the staid Swedish manufacturer, Volvo, has used SEMA to show the street cred of its marque with pimped-up versions of its C30 in recent years. A highlight of the unorthodox Lexus display is a mod version of the word's first compact luxury hybrid car. The flash little CT 200h F Sport debuted last month in Sydney at the Australian International Motor Show. It's already a sporty model with its sports wheels, body performance damper and two-mode dynamics function.  The first luxury car to make a top-three ranking on the Australian Government's Green Guide will go into production in December and arrive here early next year. But it won't quite look like the SEMA display model with 18 x 8-inch alloys with Pirelli PZero Nero 225/40R/18 tyres, adjustable suspension and shocks and a high-performance Big Brake Kit, with mighty 12.9 x 11-inch cross-drilled front discs. The other Lexus hybrid models to get extreme makeovers included the GS 450h with a huge rear wing, RX450h and the greenest and meanest luxury saloon, the LS 600h in "Glacier Green" and riding on 20-inch wheels. Other car manufacturers with vehicles on display include Chevrolet, Toyota, Kia and Hyundai.  SEMA is billed as the premier automotive specialty products trade event in the world and is not open to the general public. Each year it attracts more than 100,000 industry leaders from more than 100 countries displaying automotive parts, tools and components.  One Australian company displaying products at the show is Maxtrax, invented by Brisbane 4WD expert Brad McCarthy. Maxtrax is a tough piece of orange plastic about the size of a bodyboard which is placed under the wheels of a bogged 4WD for recovery without the use of a snatch strap.  The product has been used by Dakar competitors including Australia's Bruce Garland.

National Road Safety Council chairman Roger Cook said yesterday he could not believe governments would not immediately make the change to safer vehicles.  "Extra cost would be minimal because more than 50 per cent of all cars are now five-star rated," he said."What we are trying to accomplish is to get the car fleet modernised because it's pretty old - about 10 years on average.  "Those five-star government cars would then flow into the used car fleet in a couple of years making them cheaper and more available to young people who have the highest casualty rates."If all young drivers were in five-star vehicles their accident rate would drop by 25 per cent."  Drivers under 25 years account for 13 per cent of the population but 24 per cent of road deaths, he said."We have asked state and federal governments to move to five-star ratings and generally without exception they acknowledge it's a good thing to do, but to be brutally frank there is not a lot of absolute commitment at the present," he said."Get the governments to do it and that will be a good example to the private sector.  "If the reason for rejection is finance then the governments have to look at what the cost is of road accidents which is about $27b nationally."That puts enormous pressure on our economy and our hospitals so anything to get the accident rate down will take the pressure off."It's a no brainer."Cook acknowledged that a majority of government fleet vehicles are commercial vehicles such as utilities and vans which have a lower proportion with five-star ANCAP crash ratings."But the cars that young people are driving aren't these types," he said.  "Anyway, commercial vehicles might be lagging behind in safety but they are getting better."

Now a collection of vehicles and memorabilia owned by Hollywood stuntman, motorcycle racer and bike dealer Bud Ekins is going to auction.Steve McQueen was known for doing his own stunts, but when the producers and insurers became nervous over dangerous stunts such as jumping a Triumph motorcycle over a barbed wire fence for the 1963 war film, The Great Escape, they sent for Ekins.He also drove McQueen's Mustang in some of the scenes in the famous 1968 Bullitt movie chase.Ekins died in 2007 aged 77 and now a collection of his vehicles and memorabilia will be auctioned by Bonhams & Butterfields on November 13 at the Petersen Automotive Museum in LA.Highlights from the collection include cars, motorcycles, personal photographs, trophies, posters, memorabilia, tools and racing jackets, as well as paraphernalia from McQueen, a good friend and collaborator.It includes several cars painted and pinstriped by famed Ekins employee and now multinational clothing icon Von Dutch and sidecars that were featured in classic films such as The Wild One, The Great Escape and Pearl Harbor.Highlights include: 1905 REO Roadster, painted by Von Dutch1908 REO Tourer, painted by Von Dutch1908 Delaunay-Belleville H4 Double Phaeton, ex-Bill Harrah, painted by Von Dutch1915 Harley-Davidson 11F with Sidecar1918 Cleveland Single1925 Harley-Davidson JD1936 Harley-Davidson VL Police1937 Harley-Davidson UL

THE biggest loser is poised to become the biggest winner for Renault. The big-bottomed Renault Megane Hatch has gone on a diet and lost a lot of lard around the rear end. It's also lost a lot of weight in customer's hip pockets.In his first new product launch since taking over the reins of Renault Australia less than two months ago, Justin Hocevar is brisltling with excitement at the release of the Megane Hatch, Coupe-Cabriolet and RS250. "It's a less-polarising design," Hocevar admits.He believes the new Megane range will lift flagging sales with their high level of equipment "but not inflated price tags", simplified two-trim variants and charming Euro styling.VALUERenault has announced a drive-away price of $25,990 for the Megane Hatch Dynamique manual listed at $22,990. The CVT auto adds $2000.Compare that with the 2003 launch of the Megane which started at $31,990 for the two-litre Dynamique with five-speed manual. The entry model 1.6-litre model was $25,990.Renault spokesman Sylvain Martin-Villa says the new Megane Hatch comes with a lot of standard equipment not included on the original model such as six airbags, cruise control, ESP, hands-free keycard and music-streaming Bluetooth which is standard in all the new models.The top-spec Privilege adds leather upholstery and trim, sunroof, satnav, rear parking sensors and is listed at $29,990.The Coupe-Cabriolet comes in Dynamique only, with satnav, heated seats and a folding glass roof from $45,990.The Megane Renault Sport 250, which features in the latest Need for Speed computer game, arrives in Cup from $41,990 and Troph#aacee from $46,990, adding Recaro seats, remote key, tyre pressure minitor and 19-inch alloys.TECHNOLOGYThe Megane Hatch and Coupe-Cabriolet share the two-litre four-cylinder engine with power figures of 103kW (102kW in the Megane Dynamique manual) and 195Nm of torque, married to a six-speed manual or a six-step CVT, although the Coupe-Cabriolet is CVT only.The RS250 also features the two-litre engine, but turbocharged to 184kW/340Nm mated to a six-speed manual transmission with a limited-slip differential. It comes with Brembo brakes, lowered and stiffer Cup suspension and a performance data monitor that displays lap times, engine performance, G force and more.There are no diesel Meganes available at launch. "Diesel doesn't fit our philosophy," Hocevar says. "Customers want high-revving engines and we don't want to dilute the business case at the moment with diesel."He says the high demand in Europe for diesel would create supply problems here. "The Australian diesel market is increasing, but it's still not high," he says. However, Hocevar says a diesel Megane will arrive in the next 12 months when the new double-clutch gearbox is available.STYLING"These are not conservative designs," Hocevar says. However, the hatch now looks more like a lot of other hatches in the market, particularly French colleague, the Peugeot 308 hatch.The CC is marked by a glass sunroof and a boat-like rear end. Renault claims the roof goes in 22 seconds, but it takes about five seconds more and must be done while stationary.The RS250 looks better from the rear with its massive diffuser and centralised single exhaust pipe that should please the hot hatch fans. Inside, it's a little gaudy with yellow seatbelts, seat stitching and tacho.SAFETY All new models have a long list of safety features such as six airbags, automatic headlight and wipers, ESP, ABS, emergency braking assist and on the CC there is rollover protection. There are also energy-absorbing bumpers to protect pedestrians.DRIVINGThe Megane Hatch distinguishes itself as a quiet and comfortable ride with solid road manners and the ability to boogie when the roads get a little twisty.It's always had sporty front-wheel-drive handling characteristics, but now with a little less understeer and torque steer. It also handles the sudden jolts in road surfaces a little better. The CVT makes the engine scream when pushed and you are better advised to use the six-step selector for shuffling through the gears.Inside is a pleasant environment with plenty of soft touch surfaces, especially where you rest your elbows. However, the seats are short in the base and the winding mechanical adjustment is archaic.The switches and controls are typically quirky like most French cars such as the audio controls on a stalk hidden behind the steering wheel. Surprisingly there is no passing indicator function that flashes two or three times.Front-seat passengers will enjoy the high command position and the sense of space. In Coupe format, the CC has more structural integrity than most folding hard tops. It handles without drama and there are no groans or creaks from the roof joins.The glass roof only has a gauze cover which is not enough to shield passengers against the sun's harmful rays, glare and heat. With the top down, the dashboard and steering vibrate and the weight of the folding roof with its heavy glass in the boot makes the front light and the steering vague.We experienced the RS250 only on the Broadford motorcycle track, a challenging, undulating circuit with off-camber and blind corners. Hocevar says, "This is how it should be driven."The RS250 joins the recently released Clio Sport 200 Gordinio edition in Renault's venerable sport stable that goes all the way up to Mark Webber's work car. "This is not just stick-on badges, but ground-up reworking," says Hocevar.On the track, even hard-core sports machines can feel soft. Here the RS250 feels sloppy, the brakes soft, the steering vague and it's simply too quiet until it's hitting the rev limiter. It would probably be quite good on the open road where the bumps can unsettle more highly strung hot hatches.At least the LSD ensures there is little wheelspin, while there is virtually no torque steer.VERDICTRenault has hit the spot with pricing, features, styling and refinement. Megane Hatch is now a much more approachable design. There has always been a market for Renault Sport products, but the RS250 will win few converts, even though it looks the part.It remains to be seen whether the company can restore some faith in this quality Euro marque.Renault MeganeMegane Hatch: $22,990 (Dynamique manual or $25,990 driveaway), $24,990 (Dynamique CVT), $29,990 (Privilege CVT) $29,990Megane Coupe-Cabriolet: $45,990Megane RS250 Cup: $41,990Megane RS250 Cup Trophee: $46,990Engine: 1997cc (1998cc RS), 16-valve, 4-cylinder (twin-scroll turbo RS)Power: 103kW, 102kW (Dynamique manual), 184kW (RS)Torque: 195Nm, 340Nm (RS)Transmissions: 6-step CVT, 6-speed manual

JUST as the Jetta is a Golf with a boot, so too the Renault Fluence is a Megane with a boot.But it is so much more. With a 4.6m body length and 2.7m wheelbase, this is a genuine five-seater that puts this "small car" closer to the medium-sized category.Yet this isn't the replacement for the Laguna. That's the even larger Latitude which is coming early next year. New Renault Australia boss Justin Hocevar is optimistic that the Fluence will rank alongside the new Megane Hatch and Koleos compact SUV as the biggest sellers in their range.The Fluence is arriving in our showrooms now in the company's new strategy of two trim levels, Dynamique and Privilege. Hocevar says the two-trim strategy will be less confusing for customers.VALUEThe Fluence sedan will sell for the drive-away price of $25,990 for the Dynamique manual. It is listed at $22,990, the CVT is an extra $2000 and the top-spec Privilege with CVT is listed at $29,990. That aligns it more closely with the Japanese competitors than its Euro counterparts.Yet Renault hasn't cut corner on features. The Dynamique includes a smart key card for keyless unlocking and engine starting, Bluetooth connectivity with music streaming and dual zone climate control air conditioning.Privilege adds satnav, a 3D sound system, electric glass sunroof, black leather upholstery, passenger seat height adjustment with lumbar support, multimedia connection box (aux input socket and USB), rear parking sensors and 17-inch alloy wheels.TECHNOLOGYThe Fluence shares engine and drivetrain with the Megane Hatch. It's powered by a two-litre four-cylinder engine with 103kW and 195Nm of torque, married to a six-speed manual or a six-step CVT.Satnav is included on the Privilege trim, but because they have run out of room for buttons on the centre console, you get a remote control. This could easily get lost under a seat and it's fiddly to use, although it does allow back-seat drivers to really tell you where to go.STYLEThe new Fluence is an elegant small sedan with a generous 4.6m body length and 2.7m wheelbase creating a lot of space for five people.Streamlined, horizontal headlights and taillights give the vehicle a feline look. It's elegant in its simplicity, but a little fussy around the lower door sills.Inside, it is an identical setup to the new Megane, except for a larger rear bench, much more legroom and headroom, and, of course, a boot. That cargo area is one of the biggest in its class at 530 litres and the access is wide and low with a flat boot floor and a 60/40-split folding rear seat for carrying long items such as a surfboard.The cabin is airy and comfortable with plenty of soft-touch surfaces, especially where you might want to rest a bony elbow. There is a lot of chrome around the door handles, instrument surrounds and gearlever knob, and a choice of light or dark leather upholstery in the Privilege.There are also some practical touches such as a chilled glovebox. Inside and out, the car has a high-quality fit and finish.SAFETYAll Renaults have a high specification of active and passive safety systems for their class. Standard safety systems include the now-standard ESP, all the usual braking systems and six airbags.It also features cruise control and speed limiter, automatic lights and wipers, fog lights and rear parking sensors on the Privilege.DRIVINGThe Fluence makes the refined new Megane almost seem harsh. It is eerily quiet, sophisticated and rides with the composure of a much bigger car.Steering is ultra-light at low speed for easy parking and firms up as speed gathers with a nice weight and feel. Despite its comfy rid, it still swaps direction on twisty roads with aplomb.Renault claims the Fluence's specific roll angle is 0.42 for lateral acceleration of 1m/s2 compared with a segment average of 0.45. It's all technical gobbledygook, but it means it sits flat in corners and won't make the kids sick in the rear bench.While the CVT makes the engine scream, the noise is fainter than in the Megane thanks to sound insulation. Inside, it is identical to the Megane, except for the extra room front and back.VERDICTThe elegant Fluence should win some customers in the growing small-to-medium sedan category with its high levels of features, its sophisticated looks, its quiet ride and its attractive price tag.Renault FluencePrice: $22,990 (Dynamique man, $25,990 driveaway) $24,990 (Dynamique CVT), $29,990 (Privilege CVT)Engine: 1997cc, 16-valve, 4-cylinderPower: 103kW @ 6000rpmTorque: 195Nm @ 3750rpmTransmission: 6-speed manual, 6-step CVTTurning cycle: 11.1mWheels: 6.5 J 16 and 17 inchTyres: 205/60 R16 and 205/55 R17Brakes: 280mm ventilated discs (front), 260mm solid discs (rear)Suspension: MacPherson struts (front), flexible beam (rear)Economy: 7.8L/100kmCO2: 184g/km (185 CVT)Fuel tank: 60 litresKerb weight: 1328kg (man) 1369 (CVT)Dimensions (mm): 4618 (l), 2037 (w), 1501 (h), 2702 (wheelbase), 156 (clearance)

Craig Bastow, 43, swells with pride when he talks about the 1970 Datsun he has recently had restored. It's all original in Monte Carlo red with matching engine and chassis numbers and the original AM radio.The only additions are Ewing three-piece wheels, a custom exhaust and the Japanese-style fender mirrors for "presence". "There is a bit of a story to this," he says."As a young guy in my late teens a mate (Peter Semos) and I were really into them," he says. "He tragically died in the Noosa Triathlon in 2004."About a year later I bought the car from his wife, Robina, and at the beginning of this year I gave it a bit of a refresh. You could either do it up in a shoddy fashion or do it once and do it properly. I wanted to do it properly and keep Peter's memory alive. I knew how much this car meant to him."Craig's first 240Z cost him $4000 in 1986, but it didn't last long. "I moved on to other things for work," he says. "At the time a 20-year-old car with two seats wasn't the most practical thing."He paid $15,000 for the current 240Z and reckons it now owes him about $40,000 and could be worth as much as $50,000 because it's had a faithful restoration. "But I will never sell it. It will never leave the family," he says.Bastow shipped the car to the Motorline BMW workshop where it spent the next eight months being restored to its former glory. "I love the lines and the simplicity. You pull the bonnet on this and you know what's there. "There is a bit of purity to it."The 1970 240Z is powered by a simple, single-overhead-cam six-cylinder 2.4-litre engine, hence the name. "It was capable of about 150hp (112kW) in an under 1000kg car so it had great power-to-weight ratio," Bastow says. "They tried to copy the (Porsche) 911 dynamics with a 50-50 weight distribution."However, if you go over 100km/h the front tends to lift and it gets light in the steering. But it's a tough old girl. Mechanically it's perfect."Bastow has only had the car back from the workshop a few weeks, but intends to take it for "nice drives" once or twice a month through the mountains. "You don't want to sit on the highway for a long time. The exhaust note drones through the cabin," he says."You get more looks in this than in my Porsche (996 Turbo)." As a fitting tribute, he hopes to drive his mate's widow in the 240Z to the annual service in memory of Semos.1970 Datsun 240ZEngine: cast-iron block, alloy head, single over head camshaft, 2393cc in-line 6-cylinder Bore x stroke: 83 x 73.7mmCompression: 9.13:1Fuel: mechanical fuel pump, twin Hitachi SU carburettorsPower: 112kW @ 5600rpmMaximum torque: 146lb ft at 4400rpmTransmission: 5-speed manualBrakes: 10.7in discs (front), 9 x 1.6in drums (rear), servo assistedSuspension: independent with MacPherson struts, lower wishbones, coil springs, telescopic dampers, anti-roll bar (front); independent with MacPherson struts, lower wishbones, coil springs, telescopic dampersSteering: rack and pinion

It rests among trophies and engine parts in his two-car garage where the walls are lined with motoring and motorsport posters and memorabilia.Taking pride of place are a 1967 Jaguar S-Type and a 1957 Jaguar Mark 1. "I love the classic lines and shape of the old Jags, but they also have the performance and handling of a modern car," the retired school principal says.Parnell bought the S-Type about 20 years ago from a Longreach man who bought it from a RAAFie who bought it new in Butterworth, Malaysia, for $6000 with airconditioning fitted.He has since spent about $20,000 on restoration. "It's not a concourse car but I use it for rallies and weekend club events because it still runs well," he says. "It's got heaps of torque and power."The 3.8 litre six-cylinder S-Type has 164kW of power at 5500rpm and 325Nm at 3000rpm and is mated to a four-speed manual overdrive with modern four-wheel disc brakes and independent rear suspension.In its day it was capable of 0-100km/h in 10.3 seconds with a top speed of 201km/hr. "It's a nice drive and handles brilliantly," Parnell says But the motorsport posters and trophies give away Parnell's real passion - racing."As a kid you'd see Jags being raced by Rod Hodgson at Sandown," he says. "The Mark 1 won the first two Australian Touring Car Championship in 1960 and '61 then Bob Jane started racing the Mark II then the E Type and Jag was king until 1964 when the Mustangs came along."However, Parnell's racing career started in the early 1970s, not in a Jag, but in a Honda S600 doing hilblimbs and motorkhanas. "Then along came the family and I left motorsport until the late 1990s," he says.His return to motorsport was fittingly in a 1973 V12 Jaguar. But it was an ill-fated return with a big crash on the Noosa hillclimb. "I did a fair bit of damage and had already rebuilt it twice and I wasn't going to do it again," he says. "So I sold it in pieces and got more for it than if I had sold it as one piece."About six years ago, he bought the '57 Mark 1 in Brisbane as a wreck for $2000 and started restoring it and modifying it as a race car to compete under the Jaguar Historic Racing Team Queensland banner with a couple of like-minded mates.Parnell rebuilt the 3.4L twin-cam straight-six engine with better specs, different straight-port heads, triple Webbers, high-compression pistons, hand-built extractors and hot cams - "the wildest I could get".Needless to say, almost all the Lucas "Prince of Darkness" electrics have been replaced. Parnell reckons it's good for "about 200hp at rear wheels" (150kW). "Until two weeks ago it raced seven events in nine weeks," he says."It won the last three events - first in class at Leyburn, Speed on Tweed and Pittsworth sprints. I often win my class. "It gets a lot of use. I do about 14 events a year."Parnell has insured the Jags for about $20,000 each. "The Mark 1's not as pretty as the Mark 2 but it's getting more and more valuable all the time," he says. "I'd never sell these. I've spent too much time and effort on them."