Articles by Mark Hinchliffe

Cayenne is no longer a VW Touareg with a Porsche badge. Despite sharing its chassis, a diesel engine and its first hybrid petrol/electric powertrain with VW, Porsche Cars Australia managing director Michael Winkler says the two models are "totally different"."On the last Cayenne you could exchange the doors with the Touareg. Now you can't," he says. "Every panel is totally different."PRICING AND DRIVETRAINSThree new Cayenne models have arrived in Australia: Turbo V8 at $239,900 (up $2700), Cayenne S V8 at $147,900 (up $1000) and S Hybrid at $159,900. They will be followed shortly by the V6 at $103,500 (up $1000) and Diesel at $104,500 (up $800).For those extra dollars, the customer gets 20 to 23 per cent better fuel economy with increased or similar power figures, more equipment, more cabin space and an eight-speed tiptronic transmission with stop/start technology that switches the engine off at idle.Winkler says the Cayenne is such an important seller for the company they flew powertrain manager Stefan Fegg from Germany to Brisbane for the national launch this week.Fegg says they worked with VW to develop the parallel hybrid system which uses a 3.0-litre supercharged V6 petrol engine (245kW/440Nm) and an electric motor (34kW/300Nm) that produces fuel economy of 8.2L/100km. Not bad for a two-tonne truck, but still not as good as the new Diesel which is down from 9.3 to 7.4L/100km.However, Fegg points out that city drivers will be able to squeeze more economy out of the hybrid and can even choose to run in electric-only mode for up to 3km if they don't go faster than 60km/h.Fegg says the massive fuel economy savings across all models are due to weight saving, reduced friction in the engine and transmission, low-rolling resistance tyres, recuperative power from the brakes used to charge the battery, two overdriven gears on the eight-speed tiptronic with 50 per cent faster changes, and stop/start technology.In Europe, the stop-start function defaults to the switched-on position, but in Australia, the driver must select it, although it then defaults to whatever setting it was on when the engine was last switched off.While Porsche added 65kg to the vehicle for structural safety and extra features, 103kg was shaved from the body by using lightweight materials, 74kg from the chassis, 63kg from the engine and 10kg from the electrics. Overall, vehicle weight is down 250kg.However, the Hybrid unit adds 165kg, of which 80kg is the battery. That makes it top weight at 2240kg, compared with the S at 2065kg and Turbo at 2170.APPEARANCE AND FIT-OUTStyling is now more svelte and less of a big-bottomed tank largely due to the less chunky and much lighter one-piece tailgate design. There is now no separate window opening, so dust penetration should be reduced.PCA training manager Paul Watson says the bonnet has been extended forward allowing the Porsche badge to be relocated. "Every Porsche now has the crest on the bonnet. It's back in its rightful place," he says.It also now features a front air intake that has been inverted from the previous smile to a more menacing grimace. Cayenne is 48mm longer and 11mm wider with a 40mm longer wheelbase, increasing cabin legroom. The rear seats also move forward and back by 160mm as well as folding and tilting.While the space-saver spare tyre is under the cargo floor, in the Hybrid it takes up a chunk of the cargo area because the battery is under the floor. Watson says customers can choose to swap the tyre for a can of goo to patch punctures. Tyres can be re-inflated by an on-board nitrogen compressor. The Cayenne cabin is almost identical to the new Panamera with its sloping centre console, cockpit-like clustered instruments and driver-oriented feel.MECHANICALDriving dynamics feature highly in the new Cayenne with a range of acronyms such as PASM, PTV Plus, PDCC and PTM.PASM is the Porsche Active Suspension Management which adjusts the dampers for sport, normal or comfort setting as selected by the driver.PTV plus is Porsche Torque Vectoring that brakes the inside wheels and varies power delivery via an electronically controlled cross differential on the rear axle in corners. It basically helps prevent understeer which is endemic in most SUVs. It is optional on the Cayenne, S and Turbo.PDCC is Porsche Dynamic Chassis Control is a hydraulic system that operates active anti-roll bars to keep the body flat in corners. It is standard on the Turbo and available as an option on all air suspension models.PTM is Porsche's Traction Management system. In active form on the Cayenne, S and Turbo it uses an electronic clutch to distribute torque up to 100 per cent to either the front or rear wheels. In "reactive" form in the Diesel and S Hybrid, PTM splits torque up to 40 per cent to the front and 60 per cent to the rear."Two-wheel drive isn't an option for the Cayenne, it's an SUV and will always be four-wheel drive," says Fegg.There are three modes for off-road driving. Mode 1 recalibrates electrical systems such as traction control and ABS for slippery terrain and in the air suspension models it raises the ride height. Mode 2 locks the clutch for better traction and Mode 3 locks the rear diff.Brakes in all models have been uprated with larger discs up to 410mm in the Turbo and stronger calipers. All models also feature a recuperative system that uses kinetic energy from braking to charge the battery. It's called a "micro hybrid" system.There is a vast range of options available including lane-change assist and adaptive cruise control that operates down to 20km/h.Cayenne is a combination of elements built in various locations. Its chassis is made in Slovakia, the engines are made in various locations in Germany and Hungary and the final vehicles are assembled in Leipzig, Germany.Winkler says S Hybrid represents about eight per cent of their 250 orders so far, but he expects to sell about 15 per cent after customers have test-driven it. "Hybrid customers will live in the city and buy it not only for economy, but for social acceptance," he says.Diesel will continue to represent about 40-45 per cent of sales. Winkler says there is no confirmation of GTS or Turbo S models.DRIVINGA quick strop across Mt Glorious and its 40-odd kilometres of gloriously winding tarmac reveals a car that is more lively and lithe in its handling, although still short of the BMW X5 benchmark. Despite load shedding, it still feels its weight and relies on the fancy electronics to keep things together. There is a moment of impending understeer at turn-in, but a smooth and predictable flick to oversteer.Road noise is substantially reduced which turns your attention to the wind noise around the wing mirrors and bottom of the windscreen. The S Hybrid deserves its S badge for the potent driving force when both the electric motor and petrol engine are working.It emits a typical Porsche growl as it stomps bucketloads of torque through its wheels. The V8 feels less powerful at the low and mid end than the Hybrid, but comes on song when revved out.The Turbo is simply stunning with lightning delivery of great globs of power for rapid overtaking that will leave you breathless and licence-less unless you are careful. Brakes tend to be too sensitive in initial bite, especially in slow-moving traffic, but offer great confidence when looming up on a hairpin turn.OFF THE ROADPorsche rounded out its country road strop with a short demonstration of off-road abilities at the Mt Cotton Training Facility. Here it was the turn of the mechanical diff and all the associated electronic trickery to strut their stuff.While low ratio has been tossed out to save weight, Cayenne retains hill descent with the speed now controlled by the cruise control stalk down to 3km/h. Wheel articulation is limited, but the traction controls work miracles on steep and uneven surfaces to produce more forward momentum than most luxury softroaders.Wade depth is limited by the air intake, so a bow wave will snuff the engine. However, it is fine for most off-road duties Porsche owners will require.Winkler admits only 20 per cent of Cayenne owners will ever get their wheels dirty.

After another crash in race one at Brno last weekend, the Kawasaki Racing Team rider suffered further damage to his right knee which was injured at Philip Island in the first round in February.  The former World Supersport champion missed the next two rounds.The Kawasaki team's website announced yesterday that he would now sit out the rest of the season while his knee recovers and he considers reconstructive surgery.  Vermeulen is signed for next year with the Kawasaki factory team.He has not yet made a statement.

A jet-fighter style display will put the posted limit right in front of the driver, tapping technology which has been in use in Europe for more than a year.  BMW already uses a heads-up display in a number of its models, including a digital speedometer read-out, but the new system takes it to the next level. BMW Australia is not providing any information yet, but confirms cars built in September will have a new system. "We will announce exact details of this next week," says BMW spokesman, Piers Scott. A recent drive through Europe, when I was driving the latest BMW 528i, showed the value of the speed-limit function as speed zone vary frequently. Some speed limits are not posted at all, but rely on local knowledge. The speed limit shows up as a red circle with a figure inside it. On some German autobahns it changes to a yellow circle with three lines through it, meaning the speed is unlimited. While we won't be seeing that image in Australia, the addition of speed limit information will be helpful for drivers who can become confused by the frequent changes in speed zones.  The system works through the car's satellite navigation system. In Europe, many cars also feature traffic information reports about accidents, jams and roadworks via their radio or satellite navigation, even suggesting detours around the obstruction.  BMW calls it Traffic Management Control, but while some satellite navigation data providers are starting to offer this service in Australian capital cities, BMW will not be introducing it here soon. "We have investigated this for Australia and had engineers over from (Germany) to test the system," Scott said.  "However, we are not in a position to release the system yet until the quality of information supplied improves."

"It just caught my eye and had a nice, timeless shape," says Joe Jarick, 61.  In 1970, Jarick bought one of five Healey 100S race cars brought to Australia for $500 from a Mackay owner. It was in bits and stayed like that until Jarick sold it for $4500 just four years later while living and working in London. He used the funds to buy a complete 100S from Portugal for 2600 pound.  Jarick made a good profit on his first 100S, but it was later put together, restored and sold for $750,000. Yet Jarick isn't tempted to tart up his 100S for a massive profit.  "This car isn't worth that because it has a lot of warts," he says. "Like me it's not all that flash these days. It's got stone chips and torn upholstery but it's all original upholstery.  There is nothing on this car that is not original except for the spare coil and the indicators.  It's been painted and had new discs but not a lot of other work.  "I like it to look like it's just been on the race track." And racing is what this vehicle is all about.  The S in its name refers to the famous Sebring race track in America and 50 of the cars were used in endurance races such as Le Mans and Mille Miglia. The aluminium race car features a 132 horsepower four-cylinder 2.6-litre Westlake engine with twin SU carbies, an alloy head, an original 20-gallon long-distance race fuel tank in the boot and British Lucas electrics. Jarick proudly wheels his 100S out of the garage and tries to fire it up, but it won't spark.  "I think you put the kibosh on it mentioning the Lucas electrics," he laughs. However, a quick clean of the points and it's firing again, ready to relive its glory days.  "I've had it 36 years and I've never been tempted to sell it," he says.  "It was the first car in production with all disc brakes and a driver's seat belt." Jarick has raced it in a few Lucas GP rallies and in the historic demonstration races at the 1996 and `98 Australian GPs.  "It's a long-distance racing car not suitable for sprint events," he says.  "I'd like to go in some sprint events but in a short circuit I'd never get out of first because of its tall gearing (2.92:1)." Jarick loves his old English white and loberlia (blue/purple) 100S, but also has two restoration projects sitting in mates' garages.  One is a 1904 8 horsepower, single-cylinder de Dion Bouton and the other is a 1938 Lancia Aprilia road car that belonged to Ferrari racer Mike Hawthorn, Britain's first world GP champion in 1958. But it's the Austin Healey marquee that holds pride of place in Jarick's heart.  He joined the Sydney Austin Healey Owners' Club when he bought his first 100S, but he soon founded a Queensland branch.  The local branch celebrates 40 years with a show and shine at the Queensland Maritime Museum on July 4 from 10am to 2pm.  And you can bet Jarick's 100S will be there, warts and all.

Is there anybody out there who actually believes their quality of life has been improved by the invention of voice-recognition phone answering services?  Peugeot at least must think so, because – while normal Bluetooth phone pairing in a car can be taxing - the Peugeot 4007 Bluetooth uses a voice-recognition system that raises the definition of frustrating to a whole new level.However, once installed, the voice-recognition works fine for dialling and answering calls hands-free.  Thankfully the Bluetooth pairing system is the only odd thing about the new Peugeot 4007 compact soft-roading SUV.  You can usually expect all sorts of quirky switches and controls in French vehicles, but this car is straight forward and conventional.Appearance and fit-outAnd unlike most Pugs, the 4007 seems to be in touch with its masculine side. It has rugged good looks, plenty of brushed aluminium accents inside and out, plus four-wheel drive with a diff lock and a rattly diesel engine. Essentially it's an Outlander made by Mitsubishi in Japan.While the exterior looks bold and macho with its aluminium roof racks, rugged panels and solid sidesteps, the interior is all luxury in the top-of-the-line, seven-seater SV trim model I tested.  Over the standard ST trim, the SV adds 18-inch alloys, electric driver's seat, heated front seats, leather upholstery and trim, and Xenon headlights with auto height adjustment and washers for an extra $5000.The leather is soft and plush with tasty contrast stitching. The instruments have nice chrome accents and there is plenty of brushed aluminium and fake carbon fibre aboard to satisfy most male egos.  Some of the plastics are a bit hard and could scratch with use, but the areas that your elbows and hands will touch are padded leather.The coloured computer display in the centre of the instrument binnacle is a nice touch with plenty of information.  While the steering wheel is annoyingly non-adjustable for reach, the electric driver's seat is multi-adjustable so it isn't too difficult to find a good driving position.The Pug comes in five or seven seat options, but the SV is only available with the extra third row.  There is plenty of leg and headroom in the cabin, even in the third row of seats, although that back bench is thin and hard, suitable only for children on short trips.Folding out the rear row is a bit tricky first go and a bit stiff, but that should loosen up with some use.  When folded down it leaves a flat floor and the second row also tumbles forward to provide an enormous rear cargo area.  Drivers will find the controls conventional and the driving experience fairly typical of most soft roaders.MechanicalIt features a 2.2-litre diesel engine that owes its origins to Ford and the PSA group that builds Citroens and Peugeots, and also appears in the Land Rover Freelander 2.  It's not the smoothest and quietest of diesels around. It clatters at idle and rumbles under power, but has strong pick-up, 380Nm of hauling power and will deliver good fuel economy. Even in peak-hour traffic it returned a very respectable 7.4L/100km.There is hardly any lag when you accelerate off the mark with maximum 380Nm of torque on song from just 2000rpm. However, it doesn't cope well with all that torque, spinning the front wheels in the wet, lighting up the traction control and yanking the steering wheel left and right.Four-wheel drive systemThere is much less wheel-spin and torque-steer histrionics when four-wheel drive is engaged on the convenient rotary dial in the centre console.  The dial makes it a simple process to move from 2WD to 4WD and to lock the diff, giving you the impression that this is a go-anywhere adventure machine.But its lack of a full-size spare, clearance and approach and departure angles, plus its overall level of luxury appointments mean it will rarely venture into more challenging terrain than the gravel driveway of your children's private school.  Most drivers will probably stay in 2WD for the economy benefits and only engage 4WD to negotiate the slippery grass around the rugby field.DrivingIt has a plush ride, a tippy feeling in corners and the steering is a bit too sensitive, especially on the highway.  But the brakes have a solid effect on slowing the 1.8-tonne vehicle, and the double-clutch, six-speed auto transmission is quick, slick and silky smooth.Despite its rugged appearance and the off-roading pretensions of the drive selector dial, this is a suburban soccer taxi.  The Bridgestone Dueler tyres tell the tale: They are the ‘HT’ type for highway terrain, not ‘AT’ for all terrain.

"I like to say I sell pre-loved cars not second-hand cars. Unfortunately I love too many of them," the 44-year-old Southport dealer principal says. "That's the problem with being a dealer principal; you are in the shop with all these lollies coming in through the front door. You say, 'will I buy it to keep it or sell it?'. What do you do? It's hard when you love cars. You end up with a collection."Dean's collection is mainly made up of cars that have come down from the bedroom walls of his youth into his garage. They include: a 1966 Austin Healey Sprite, a "black, lowered and lovely" 1970 Fiat 124 BC Sport, a 1982 Lancia Beta Coupe which "not surprisingly has rust in all the wrong places", a Mitsubishi Lancer Evo III, a 1970 Honda Civic that's only done 20,000km, a 1972 one-owner VW millionth edition Beetle, a 1968 Meyers Manx beach buggy, a 1990s Nissan S-cargo mini van "my wife calls Daisy", a 1988 Corolla hillclimber and a rare 1988 Lancia Delta Integrale HF 4WD eight-valve."I just bought another Integrale from Japan which is basically rust free," he says. "But I'll have to give up some of my other toys like the Beta, Veedub and the Civic."He plans to strip back the second Integrale and make it into a replica white Martini rally car like the ones driven to six World Rally Championships in the 1980s and '90s by drivers such as Juha Kankkunen and Miki Biasion. It's got the 16-valve, two-litre turbo engine but even though it has a smaller turbo than my eight-valve, it doesn't have as much lag. "You can get about 700 horsepower (522kW) out of them which I imagine could be quite scary."He plans to drive the Lancias in historic sprint meetings such as the Tweed on Speed, Leyburn Sprints and recent Cootha Classic. Meanwhile, he seriously campaigns his Corolla in the Queensland hillclimb championships which he won a few weeks ago."I got into it about three years ago through a friend of mine with a little Alfa who kept hounding me and hounding me," he says. "I kept putting it off because you have to be committed, but I did it one day at Mt Cotton and I was hooked. They're a great bunch of blokes. It's not exactly a blood sport."His Corolla has a 4AGE blacktop 20-valve Toyota four-cylinder naturally aspirated improved classified category race engine developing 89kW at the wheels."But it has a lot more torque which is great for hillclimbs," he says. He bought it for $1500 and has turned it into a $28,000 project racer. This is just a car that was supposed to hold me over until I got into the Evo monster," he says. "But you just can't jump in and hit the track with something that has 350kW at the wheels. It's a bit dangerous. I bought the Corolla to step up to the Evo, but I've fallen in love with it and the Evo is still sitting there. And in the interim I've come across the Integrale and now I'm getting another one. It's a sickness."He bought the 134kW Delta from Western Australia for $15,000 after "hunting one down" over several years. "It's got coil-over springs, it's been chipped, I've replaced the manifold and exhaust, and it's had tender loving care...  and about $5000 spent on it. I only use it for special exhibition events, not serious competition. I worry a little bit. I don't want to put it into a wall."

WHAT gets faster and more powerful while getting cheaper and more economical to run? Volkswagen’s Golf R series. And it also arrives here a lot sooner after release. The first R32 model took two years to get here, one year for the Passat R36 and now less than four months.PricingThe new R arrives at sub-$50,000for the three-door manual, which is a far cry from the first R32 that cost $63,000 and the previous R36 at $55,000. Two more doors cost an extra $1500 and DSG costs an extra $2500.  VGA marketing manager Jutta Friese says five-door will dominate with 80 to 90 per cent of sales and DSG about 85 per cent as is the case with GTI.DrivetrainWhile VW has gone from a 3.2-litre V6 engine to a two-litre, four-cylinder turbo, the power has gradually gone up from 177kW and 320Nm of torque to 184kW/320Nm in the R32 and now a whopping 188kW/330Nm.  Consequently, the 0-100km/h times have also come down from 6.6 seconds to 6.5 (6.2 DSG) and now 5.9 (manual and 5.7 (DSG).VW product marketing manager Valdan Dimic says they prefer to call it ‘downsizing’.  “We continually increase the power, increasing acceleration and at the same time optimising significantly the fuel economy from 11.6 to 8.7 (litres per 100km),’’ he says.VW Group Australia boss Anke Koeckler says while the sporty GTI is the top-selling Golf, the R series was the ‘hero’ car with a niche market.  “We only expect it to be about 10 to 12 per cent of the Golf sales,’’ she says.MechanicalLike the GTI and GTD there is optional Adaptive Chassis Control ($1500) that modifies the dampers to the terrain and can be selected on the fly for normal, sport or comfort settings.  Unlike many of these electronic damper controls in other luxury cars there is a substantial difference between sport and comfort.  The suspension has been lowered 25mm over the standard, but in comfort settings it soaks up the worst potholes.Pulling it all to a grinding halt are massive 345mm front brakes which are only 5mm smaller than the brakes on the big R50 SUV.  Like past R models, it comes with 4Motion all-wheel drive to differentiate it from the front-wheel-drive GTI.  This now features the ability in extreme conditions to transfer 100 per cent of drive through the rear wheels.Styling and fit-outIt arrives with all the usual GT style and there are few clues to picking it from the GTI or new GTD.  One of the easiest ways to pick it is through the twin exhausts. They are on either side on the GTI, on one side on the GTD and together in the middle on the R.Look more closely and you will notice new alloys, black brake callipers with the R-logo and a new bumper design. In front, there are three large air intakes painted in high-gloss black.  In standard trim, it gets Bi-Xenon headlights, LED daytime running lights, Tinted rear windows  and LED rear lights..Inside, there is a flat-bottomed steering wheel, shift paddles, blue needles on instruments, aluminium pedals, aluminium door sills with an R logo and special seats with the R logo in the head rest.  “One of the key elements of the interior design is the seats to highlight the sportiness around you,’’ Dimic says.The standard seats have dark-grey Kyalami cloth named after the South African racetrack with ‘San Remo’ microfibre inserts and grey stitching. Leather is a $3300 option and there are $5300 motorsport seats also available.DrivingPlant your foot flat to the floor and there is a delightful explosion out the back every time the DSG box goes up a gear when it hits the limiter.  It’s a joyous sound, accompanied by explosive power as the four wheels grip the tarmac and make haste.On the launch in Tasmania last week (June 11) we turned off the highway just out of Launceston and headed up the B roads into a snow flurry in the mountains, gravel roads and black ice.  In most cars it would be time to exercise extreme caution, but the R takes it all in its stride with an uncanny amount of grip and tidy manners.A few corners found us ploughing ahead through black ice, but there is nothing much you can do about that.  In the main, it turns in tightly – a little tighter with a dab of left foot brake – and stays on line through a corner so long as you keep the throttle on.  Lift off and the chassis doesn’t like it, but things never get wild.Steering is neutral and brakes have a bit of a plush initial feel, unlike the bite of the GTI and GTD.  Practical people with a wild streak can explain the five-door away as a family car and point to the fuel economy figures.  But it’s really that wild ‘R’ streak that we want.VW Golf R historyMk IV R32 launched in Europe in 2002 in limited numbers.  Launched in Australia in 2004 at $63,000.  R32 has a 3.2-litree V6 with 177kW/320Nm and a 0-100km time of 6.6 seconds Mk V R36: Mk V R36 launched in Europe in 2005 and Australia in 2006 for $55,000.  R36 has a 3.2-litre V6 engine with 184kW/320Nm and 6.5/6.2sec (DSG).Mk VI R launched in Europe in February and Australia in June for $48,490 (3-door manual), $50,990 (3-door DSG), $49,990 (5-door man), $52,490 (5-door DSG).  R has a 2-litre direct injection, turbo 4-cylinder with 188kW/ 330Nm and 5.9 secs (manual), 5.7 (DSG).

The VW Golf GTD arrives in five-door variant only with a list price of $39,290 for the six-speed manual or $41,790 for the six-speed DSG automatic transmission.  Volkswagen Group Australia spokesman Karl Gehling believes the diesel is worthy of its "grand tourer" tag because the manual sips fuel at 5.5 litres per 100km giving it a touring range of 1000km from its 55-litre fuel tank. "It's quite clearly a performance model," he says."It might challenge some people's understanding of what a sports car is but it's got all the benefits of sport with economy with an affordable sub-$40,000 price tag. We don't see that he GTI badge will be diluted by this at all."Engine and gearboxOn the question of dilution, while the GTI pumps out an extra 30kW of power, it pales against the GTD's Commodore-sized torque of 350Nm with a comparatively feeble 280Nm. Both the manual and DSG GTD race from standing to highway speed in just 8.1 seconds, but it's still a long way from the GTI's 6.9 seconds.  Yet the manual GTD sips fuel at 5.5 litres per 100km, which is only 0.2L/km more than the standard two-litre diesel providing 1000km of range from the 55-litre fuel tank. GTI manual drinks fuel at 7.7L/100km.  The GTD emits CO2 at 145g per kilometre, up just 6g, while GTI pumps out 180g/km.Market and salesVolkswagen Group Australia product marketing manager Vladan Dimic says the GTD is several vehicles rolled into one. "It's about handling and sportiness, but it's also frugal and economical, and easy on the pocket and the environment," he says. "It will appeal to diehard diesel lovers who have been looking for something sportier."Gehling says few GTI buyers will be tempted by the GTD. He suspects it may rob some of their TDI customers, instead. "Really there's no direct performance diesel competitor," he says.  He expects DSG to account for about 85 per cent of sales as it does in the GTI which represents about 25 per cent of all Golf sales.Dimic says there are at least ‘a couple of hundred’ GTDs in the country and stock should be adequate for demand.  He wouldn't forecast sales volumes. "We have a lot of interest and some orders already," he says.Package and fit-outTechnical officer Thomas Wacker says the GTD shares ‘a lot of similarities with the GTI such as brakes and lowered suspension’.  Although the GTI is lowered 22mm in the front and 15mm in the back and the GTD is dropped 15mm evenly.Outside and inside, there are only a few telltale signs differentiating the GTI from the GTD such as chrome horizontal grille strips, twin pipes on the same side of he car rather than one on either side, seat inserts in grey and some badging.  The GTD even gets the GTI's XDS electronically controlled differential with the ability to redistribute torque between the front wheels and apply braking force to counteract understeer.It comes with a range of options including Adaptive Chassis Control ($1500) that modifies the dampers to the terrain and can be selected on the fly for normal, sport or comfort settings.  Other options include a sunroof ($1900), 18-inch alloys ($1200), satnav ($2500), leather upholstery ($3300), electric driver's seat ($600), park asisst ($1400) and Bi-Cenon lights with cornering function ($2000).DrivingIt is difficult to criticise a vehicle that can be punted hard, never put a foot wrong and still squeeze out more than 800km from a 55-litre tank.  Unless you looked at the tacho you wouldn't think this is a diesel. It sounds and feels way too smooth, it makes a delightful ‘whump’ sound when it hits the redline just short of 5000rpm and it doesn't clatter at standstill.There isn't the urgency of top-end turbo petrol firepower, but there is a prominent rush of propulsion from way down low.  Handling is ideal for our bumpy and twisty country roads, keeping all four paws down on the ground for maximum grip and traction, even in frosty conditions on the launch drive in chilly Tasmania. Not a tyre squeal in earshot.Speed-adjusted steering on many European cars tends to be too light at our ridiculously low highway speeds, but not s the GTD. It feels perfectly weighted right through the speed range.  The cabin is a smart and comfortable place of business with tasteful decor, soft-touch plastic, chrome highlights and a driver's position that is spot-on thanks to a widely adjustable steering wheel that moulds into your hands.Ok, here's the only criticism. Brakes are slightly touchy.

ONE day Nissan’s powerful Nurburgring-blitzkrieging GT-R might be an electric vehicle.  At least that is the hope of Nissan chief operating officer Toshiyuki Shiga.“EV is fun to drive,” the company’s number two says, pointing out that the 180km/h Japanese Bullet train uses an electric motor.  “One day GT-R will be an EV. It’s my favourite car,” he says at the world media preview of the Nissan Leaf electric vehicle in Japan this week.“The weight is low in this car because of the battery under the floor so it handles well,” he says, making joyous “whooshing noises” as he mimics driving a car.  Shiga may be enthusiastic about the driving dynamics of the Leaf, but like all electric cars it feels as exciting as stepping on to an escalator.Certainly there is instant throttle response because of the flat torque curve of an electric motor and there is linear acceleration, but after the initial punch it feels lifeless.  There is simply no sensation of speed or acceleration. This is not only due to the linear response and lack of explosive power, but also because there is so little sound and no engine vibe.The Leaf looks like any five-door hatchback, not some goofy space-age golf buggy like other electric cars and concept models.  The only telltale signs that this is something different are the small hatch at the front which conceals the plug-in charging points, the bulbous but aerodynamic blue LED headlights that divert air over the door mirrors to reduce wind noise by 3dB, and the solar panel on the rear wing which helps charge the supplementary battery that powers the auxiliary equipment such as the audio, satnav and cabin lights.Like most aerodynamically designed vehicles, there are the usual problems with vision through the A and C pillars while the neat rear end is sawn-off so there is only a small cargo area and no spare tyre under the floor.The only clues in the cabin that this is an EV are the smaller-than-usual transmission knob and the instrument pods.  One instrument binnacle above the steering wheel supplies time, speed and ambient temperature.Another binnacle inside the steering wheel shows battery charge and temperature, odometer, trip meter, transmission selected and a meter that shows how economically you are driving.The seats are velour and cushy, there is plenty of leg and headroom front and back and the steering wheel includes cruise and audio controls, but is adjustable for height only, not reach and feels a little off-centre to the driver.  Leaf doesn’t have a luxury feel, but it’s a comfortable cabin atmosphere.Nissan Australia CEO Dan Thompson said it was too early to comment on specification levels for us, except to say that it will arrive in 2012 in one trim level.It is powered by an 80kW/280Nm electric motor with a stack of flat, laminated lithium-ion batteries under the floor.  The Leaf battery stack is integrated into the chassis so it is not suitable to battery swap technology.The car weighs 1.6 tonne, but with that low and central mass of heavy batteries it gives the car a very balanced feel.  The battery can be charged in about eight hours on 240V or quick-charged to 80 per cent capacity in 30 minutes.The car will communicate with Nissan HQ via satellite, internet and mobile phone to help users remotely turn on the airconditioning before they get in the car, check on their battery charge status and set a timer to charge the battery.Nissan provided four pre-production vehicles for the first media test drives on its Grandrive proving ground circuit at Yokohama.  However, with more than 500 motoring journalists from around the world given a short drive on the smooth circuit, drive time was limited.Drive impressions were also hampered by Nissan representatives who were in the car to answer questions and act as a ‘human handbrake’ on enthusiastic driving.  Despite limited drive time, it feels nimble enough for normal driving duties.It has light steering that gets markedly heavier off-centre, yet it feels stable at speed and changes direction quickly.  EV senior manager Shigetoshi Tokuoka says the handling is effected by centrally located batteries, electronic stability control and a rigid chassis that integrates the battery.Cars with heavy internal combustion engines in the front have difficulty moving that mass in a corner. However, with the 250kg battery in the centre of the car, Leaf turns lightly on its axis improving change of direction, cornering and lane-changing.As for the motor, Leaf chief product specialist Tooru Abe explains that the driver will have ‘a different kind of relationship with EV to a conventional petrol engine’.  “Compared to a gasoline engine, the electric motor is more suitable for driving with instantaneous torque and you don’t have to shift the gears.“Our electric motor has a Nissan-specific control system that enables a quick response for smooth driving and acceleration.”  A drive impression wouldn’t be complete without comment on the eerie lack of noise.The engineers were so concerned that the lack of noise would draw attention to other sounds, they devoted their energy toward muting wind buffeting around the roof-mounted antenna, tyre howl and even the wiper motor hum.When the driver hits the start button they are greeted by a chiming melody like booting up a Windows PC.  As you pull away there is a muffled whistling sound in the cabin and a slight jet whine outside to alert pedestrians. It can be switched off manually or will automatically turn off over 30km/h.In reverse it gives off a feint beeping sound to warn pedestrians.  In normal transmission mode there is instant acceleration and a coasting feel when off the throttle.Eco mode feels like it has changed up a gear. It also reduces the airconditioning effectiveness and when you take your foot off the throttle, it activates more regenerative braking to recharge the battery.  If you floor the ‘loud’ pedal in Eco mode, it reacts the same as in normal mode.Leaf picks up speed imperceptibly and because it is so quiet it is easy to drift over the speed limit.The world’s first mass- market EV is a refined and well-thought-out package. But it still feels like driving a vacuum cleaner. 

And it seems they’ll have to do the same for the other of the first generation of mass-market electric vehicles being rolled out, the Mitsubishi iMiEV. Mitsubishi announced this month that its iMiEV plug-in electric car arriving in July will only be available on a lease basis. Now Nissan says it will do the same when its Leaf EV arrives in 2012.Nissan Australia CEO Dan Thompson says leasing a package that includes a charging system installed in the home would be "the most favourable option"."The problem is customer's range anxiety," he says, pointing out that motorists will need a dedicated charging system in their home to satisfy concerns about the limited 160km range of the vehicle. It will be important to package the whole thing with charging hardware for the home. (The lease arrangement) will most likely be offered exclusively through Nissan's finance company."The vehicle goes on sale in Japan and the US in December with US buyers able to choose between a lease package and an outright purchase."Over the next six months we will be ale to see the data about what has worked in the US," Thompson says. "This is a 100 per cent new business model for us. We won't know the answers until we see the rollout overseas."The vehicle will cost about $42,000 after the US government's $7500 cashback subsidy. Nissan chief operating officer Toshiyuki Shiga says the Japanese government is offering a cash subsidy of half the price differential over a conventionally powered car of the same size. In Japan, the Leaf price is about $48,000 and the government subsidy is $9800."After 2012 we will expand production overseas and the costs will come down," Shiga says. "Over the next six years the cost of gasoline powered cars and EV will be about the same. In the beginning it will be difficult to sell because of the cost, but when the cost comes down the government incentives will go."Thomson says Nissan Australian is about 'a year away' from settling on prices.