Articles by Neil Dowling

The almost imperceptible hum of the electric motor and the cooling whoosh of the wind are shattered by one comment from the car's driver.“If we built this without the proper parts or the know-how in six months, why is it taking car manufacturers so long?” says Professor Thomas Braunl of the University of WA's engineering faculty.It's difficult to argue. Some university students and their lecturers purchased and transformed a 2008 Hyundai Getz from a petrol-fuelled hatchback to one running solely on plug-in power.It cost $15,000 in materials _ most had to be purpose-built because the components aren't available off the shelf _ and in the real world, perhaps the same again in labour. This is in addition to the purchase of the car.The bonus is that it costs 1.4 cents a kilometre to run _ about 10 per cent of its petrol-fuelled equivalent.“If you recharge at night, using off-peak power, it's less than 1c a kilometre,” Professor Braunl says.“It will charge in four to six hours and that's enough for 100km.“As a household's second car, these are perfect. They produce no emissions, use no fossil fuels (dependant on the electricity source), are simple, quiet and reliable.”The UWA uses roof-mounted solar cells to create electricity to run the car, making the car operate without any greenhouse gas contributions.The conversion required removing the conventional 70kW petrol engine and its ancilliaries _ exhaust, fuel tank, cooling system and clutch _ while retaining the five-speed manual gearbox.Under the bonnet went a 28kW electric motor and its controller, with a 144-volt lithium-ion battery pack set in a safety cage within the boot.Despite the addition of the large battery pack and the electric motor, the Getz weighs the same as its petrol donor.But the conversion requires some different thinking. There is very little heat from the motor so unlike a petrol engine _ where the heater and demister use the heat from the coolant _ the electric car must have an ancillary heater.It also requires small electric motors to run the power steering and the brake system's vacuum pump. The airconditioner needs a bigger motor to operate the compressor.Driving the car is as easy as switching on and pressing the accelerator.Professor Braunl suggests keeping the transmission in third gear. It will accelerate as briskly as the petrol car and without needing to change gears, reach 110km/h.A full load of passengers _ it'll take five adults at a pinch _ may require using second gear and it's possible to select fourth or fifth for country driving.Basically, because of the inherent low-rev torque of an electric motor _ it produces maximum torque at 1rpm _ the driving characteristics are radically different to an internal combustion-engined vehicle.A buzzer fitted to the UWA car warns of excessive accelerator pressure in an attempt to improve economy by extending the range.A simple digital readout on the centre console acts as the fuel gauge.“If the readout gets to about 20 per cent (of charge remaining) then you should start looking for a place to recharge,” Professor Braunl says.While stationary, the energy consumption of the car is 0.8 amps. Use the steering and brakes and that rises to 3 amps. Turn the lights on and it becomes 4 amps and press the accelerator lightly and the drain is 75 amps. Maximum acceleration will draw 150 amps.The DC system isn't as sophisticated as the AC units which, amongst other benefits, has the ability to accept regenerative braking energy. But the DC is simpler and significantly cheaper.“Part of our research is to test the benefits of DC over AC. It may be that DC is more applicable to certain driving conditions than AC, for example,” he says.The Getz was purchased new last year by the UWA without any financial assistance _ despite appeals _ from the car company. Sponsorship has come only from the WA Government's Department for Planning and infrastructure.That hasn't deterred Professor Braunl.“We have purchased a Lotus which will be converted with a high-performance AC electric system,” he says.“The cost is much higher than a DC. The Getz 144-volt motor was about $3500 but the high-performance AC motor with 350-volts is about $30,000 _ it's a very big gap.“We plan to have three cars operating at the same time _ one being built, one being tested and the other being used.“The Getz will be sold at the end of next year. I've already had five serious bids and even requests for us to build cars.“There's a lot of interest.”

Why did I go to school? I can mix pool chemicals without needing to understand the hieroglyphics of chemistry.Biology was fun and interesting but I've yet to find the time or inclination to come home after work and studiously slice up a frog.I know that when a violent woman in the shopping aisle pushes her trolley against mine in order to get to the salted crisps first, we're not interested in directional forces and any theory of relativity. Despite me getting relatively angry.So I didn't need physics. Which is just as well.One thought of a car that is basically a pendulum and shouts at all the principles of physics would be enough to make me refuse a ride.Except that in this case the car is from Porsche and the physics lesson was a distant decade, or two — or four — ago.Porsche has stuck its engine out beyond the rear axle since 1948 (though the very first car was mid-engined) and each year its engineers brilliantly mask this unusual layout.This year it's probably relative only to those who hammer Porsches on the track.Owners who test their cars on leafy streets en-route to the office would never know the limits of a Porsche's rear tyre traction.If the car tested here, the Porsche 911 second-generation 997 big 3.8-litre, rear-drive Carrera — in summary, 911 Carrera 2 S — has limits then it rarely showed them. PricingThe 911 Carrera 2 S costs $248,100 but this is a Porsche and the option list awaits.As tested, the car was $258,580 — remember, this is without any on-road costs — thanks to the addition of metallic paint ($1990), the three-spoke multi-function steering wheel that I consider should be standard ($1490) and of course the PDK transmission that you wouldn't want to leave home without. Add a cool $7000 for that gearbox. AppearanceThough externally it appears practically identical to its predecessor, beneath the curvaceous steel body is a whole lot of changes.Externally the second-generation 997 adds LED daytime running lights and tail lights. The Carrera S has quad exhaust pipes.Inside it's business as usual — in this case, well thought out controls in a rather austere environment.Upgrades include a screen monitor for the sat-nav and radio, though controls on the steering wheel are optional. There's more personal storage space than a few models previous but it's hardly cavernous.Though low and occasionally awkward to enter and leave, there is comfortable room for two adults. The rear seats are purely for children and are better flipped forward to boost luggage space from the bin-shaped boot box.That beautiful flowing body shape that so identifies Porsche bites back at the driver by offering zero hint to the placement of the front and rear bumpers. Parking is, at best, a very gentle manoeuvre. Drivetrains and chassisPorsche kept the S engine capacity at 3.8-litres but it's not the same engine as before. It whacks out 283kW/420Nm at higher revs thanks to an improved direct-fuel injection system.This system allows it to breath a cooler fuel-air mixture so the compression ratio has been pushed to a whopping 12.5:1 for maximum efficiency. Most cars are 8:1 or 9:1.There is also a sophisticated on-demand oil pump and scavenging arrangement that saves 2 per cent in fuel and adds the same in power.Power and torque are up though emissions and fuel consumption is down. So impressive was the leap over the old engine that Porsche's next model, the 998, is likely to have smaller-capacity engines that reap equivalent or increased performance with even less fuel use.Aiding navigation down the green route is the PDK dual-clutch transmission. Its seven cogs perfectly match the engine and further help economy.Blisteringly quick in its shifts, the PDK unit is quicker than the old — yet incredibly reliable — Tiptronic box, delivers better acceleration, less fuel use but is a bit heavier. DrivingThe Carrera 2 S's biggest asset is its tractability. The 3.8-litre engine's low-end grunt makes it surprisingly easy to drive and the PDK in auto mode could be just like any other automatic gearbox.That's matched by its responsiveness. Touch the accelerator and this thing's just poised to fire. And it will, so be careful.It's also addictive. The roar of the exhausts and the subdued whirr of the engine's moving metal parts combine with a nose-up stance under acceleration.The steering is direct and, combined with the car's tail-heavy bias, lightens at speed so that imperfect bitumen at high speed makes it subtly — though initially disconcerting — dance. It's something you get used to.Corner speeds can be phenomenal. This car sits flat, shows a bit of understeer and will start to break traction at the rear but is (nearly) always controllable.Things get messy if you lift off the accelerator during hard cornering but that's physics.It can be a bit noisy inside but it's never annoying. Coarse-grade bitumen will make the tyres howl and there's a bit of wind noise around the window at higher speeds.The split-second reaction of the gearshift lever to the manual mode is just glorious but the rocker-shifters on the steering wheel are badly designed, too easy to knock and illogically each combines the up/down shift.But the Bose sound system is delightful, the comfort an absolute surprise (though you can select a firmer ride) and the quality is close to perfect.Above all, it's easy to drive. This is specifically where the Porsche trounces most of its opposition. This is a car that will thrash most other four-wheeled vehicles in performance, yet will happily putter down to the shops and into work.I want one. It's just as well I failed physics. SnapshotPorsche 911 Carrera 2 SPrice: $248,100 ($258,580 as tested*)Engine: 3.8-litre, 6-cyl, direct-fuel injection, quad-cam, variable-valve timingPower: 283kW @ 6500rpmTorque: 420Nm @ 4400rpmFuel economy (official): 10.2 litres/100km, (tested): 11.6 litres/100kmTransmission: 7-speed dual-clutch PDK semi-automatic, sequential, rocker shifters; rear drive 

...yet business should still refrain from being pessimistic, says the head of Porsche.Dr Wendelin Wiedeking, the president and CEO of Porsche, believed that the economy was 50 per cent psychology and that negative attitudes based on poorly thought out assumptions would exacerbate the situation."I am everything but a pessimist," he says, "so I can only warn everyone even in the current market to see the future only in a dark light."However, Dr Wiedeking says the symptoms of the financial crisis could not be ignored.He pointed to "unsolved problems" that some manufacturers had been "neglecting for years" as having the ability to threaten the existence of some companies."It is a fact that this crisis will see both winners and losers," he says.Dr Wiedeking, speaking at the launch of a new-generation Porsche Boxster, says he was taking from personal experience.Porsche had experienced near bankruptcy in 1993 that resulted in the death of two models the 944 and 928 and the birth of the Boxster."The 928 and 944 no longer contributed to our profits," he says."We urgently needed a fresh product. Porsche was worth 300 million Deutschemarks and we needed an investment of 1.5 billion Deutschemarks to create a new model."The Boxster concept was shown at the 1993 Detroit motor show and the public embraced the car. It started production in early 1996 and until 2008 and consistently exceeded sales forecasts."We have sold up to 28,000 Boxsters and (its fixed-roof twin) Caymans a year and they have become an indispensable part of our product portfolio," Dr Wiedeking says.For 2007/08, Boxster and Cayman sales fell to 21,747 as the model ended its first generation lifespan."But this was still the third-best result ever since the start of Boxster production in 1996. And this figure is all the more remarkable considering that the global economy slumped significantly last year as a result of the crisis in the financial market.""We have learnt from the corporate crisis we experienced ourselves in the early 1990s and we have done our homework."We at Porsche have the definite intention together with Volkswagen to be among the (corporate) winners."Even though this year we will not be achieving the record sales, revenues and profits we saw a year ago, we are still looking ahead full of confidence."Through our share in the Volkswagen Group now more than 50 per cent we have secured our business case on a long lasting, ongoing basis." 

Why do people say something is 'as cute as a button'.A button isn't cute. It's a fiddly, slippery thing thats entire life is dependant on a strand or two of cotton thread.It will break at the most inopportune time, causing grief to the wearer. Nothing about a button is cute.A Fiesta, however, IS cute.Even the first model easily fell into the `cute' category and was so alluring that thousands were sold to young ladies seeking style and sensibility. The latest is a bit more edgy in shape, but it still has the characteristics of the first model.Teardrop headlights and high, slim tail lights combine with the `bunched up' wedge profile of the Fiesta to make it a distinctive addition to the traffic.Subjectively, the three-door is prettier. It conveys a more sporty nature. The five is obviously more practical.The CL manual model tested comes with 15-inch steel wheels covered by silver-painted plastic covers. Again, practical — but not necessarily an elegant look. Edgy on the outside, interesting on the inside. The dashboard is neat, modern and very user friendly.Yes, there is a conflict of materials and colours but it works. There are even sections of soft-feel material on the dash that really lifts the car's perceived quality.There's also plenty of storage spaces — including a hinged pocket on the lower right-side of the dash — and a glovebox capable of accepting more than a glove.Driver's of all sizes should get comfortable in this car. The driver's seat is height adjustable and the steering wheel can adjust in both tilt and telescopic.Visibility is fine and parking is good because you can sense where the tail end is abruptly cut off. The small triangles of glass just forward of the front doors aid side vision.The front seats get surprisingly long cushions to support the thighs, which is very welcome for anyone spending a lot of time behind the wheel.There's room in the back for two adults with sufficient head and legroom, though like most of its rivals, the Fiesta seat is firm and shapeless.Shoppers will rejoice with a huge boot that is both deep and long. The seat is split-fold to boost cargo room.I disliked the tinny clang of the doors closing. Unusually, the rear hatch closes with a solid thump.The boot's hatch is generous in the size and height of its opening but may be difficult for smaller people to close.Ford provides a space-saver spare though a full-size wheel can fit. The test car had an optional “full-size” 80km/h-limited 175/50R14 Goodyear Duraquip spare that appears physically as big as the 195/50R15 road wheel.If you drive in the country, get this Duraquip version or, better, ask for a proper tyre. The CL five-door manual model tested here is the entry-level version with a $16,490 sticker price.You may save $740 by forgoing two doors but if you have any more than two friends, you may end up regretting that saving.Ford add more goodies for the LX ($18,490) and Zetec ($20,990). Autos add $1500 but the engines are only 1.4 litres, not the 1.6 units fitted to all the manual models. Deduct $740 for the three-door models.Electronic stability control, traction control and five extra airbags — taking the number to seven — cost $1000 as a package and no owner should leave the showroom with out it.For those of you who came in late, the Fiesta is basically a Mazda2 and that's all good news.The front-wheel drive baby gets an 88kW/152Nm 1.6-litre engine for the manual transmission model.But opt for the auto and the engine is a smaller 71kW/128Nm 1.4-litre unit.Ford claims 6.1 litres/100km for the manual and 6.9 l/100km for the auto with CO2 emissions starting at a low 143g/km.The chassis is very simple with conventional design and components that indicate simple and inexpensive servicing and repair. The CL's list of features is a string of “A” in the Ford brochure. A stands for Accessory.But there is airconditioning with a pollen filter, electric front windows, heated and electric mirrors, and a single-CD with MP3 compatibility, an iPod jack and audio controls on the steering wheel. The Fiesta will perform a lot better than you may expect.The 1.6-litre engine is a torquey, quiet and frugal little unit that has a pleasing kick at about 4000rpm. The gearbox is a conventional five-speeder with accurate shifts and, together with the clutch, a light operation.Fuel economy on test was 7.2 litres/100km but I was enjoying the engine and could have done a lot better. Sorry.Handling is surprisingly secure. This is a light car and can move about a bit in sidewinds however displays none of this nervousness through the bends.The steering is overly light but it all feels comfortably connected. People who enjoy a drive will wear smiles equally as wide as owners ho just want a cheap-ish commuter.The brakes are front discs and rear drums but there's no complaint from me about their performance.I liked the ride comfort of the Fiesta mainly because I was expecting a light, thumpy ride. But it's all tied down neatly and the car will soak up bumps without a worry.

Legends are created by vehicles like the Land Rover in much the same way that John Wayne became an icon in the never-ending television war between cowboys and Indians.John Wayne would now roll in his grave. The Indians have taken the legend and are ready to make it their own. No, not John Wayne and the cowboys — the Land Rover.There's an expectation that things would change as Land Rover's new owner, the giant Tata conglomerate of India, starts exercising its rights of ownership.But it's early days. Land Rover is reputed to be a better company over the past few months as Tata peers into its more recent quality issues.Something must be working because Land Rover agents report almost non-existent warranty issues with the most recent Discovery 3.That's welcome news because about the only hiccup I had with Land Rover was its perceived lack of quality. Go back a decade or two and we're talking rubbish quality.On test this issue, the latest Discovery TDV6 SE showed the past issues have been purged.This is simply a brilliant 4WD that is equally as composed and assured in the dirt as on the road.Models and pricingFor the price — $75,990 — it is a whopping $8000 cheaper than the Toyota Land Cruiser GXL V8 turbo-diesel and it's a better vehicle. I wouldn't have said that 10 years ago.The S version that sits under the SE is $67,590 as an automatic and is just as inviting as the SE though probably better suits the family that will actually go bush.You can then pay $86,590 for the even more upmarket HSE but you'd be better off going to the $90,900 Range Rover Sport TDV6. Exterior:There is no mistake that if this is parked in a supermarket carpark, on a private school verge or halfway up the Canning Stock Route, that this is a serious 4WD.It's functional to the point of being military and yet there's something domesticated about it as well. Look how there's no spare tyre on the back door (it's under the chassis rails) so the shape is uncluttered.Think about a plastic roo bar for this one, even if it's just to save that blunt 1sq.m of plastic nose that is just dying to crumple up against a tree in the desert, Skippy's great grandson or the tight Turn 6 in the city carpark.Interior Inside it's equally as neat. Functionality meets subtle luxury in a cabin that, in the TDV6 SE tested, includes leather and lots of pastel hues with alloy-look trim pieces and interesting arrays of switches and knobs. Kids would have a ball in here (just don't give them the keys).The Discovery is a seven seater. But it's a seven seater with a difference because it seats seven adults. Not leprechauns, amputees or kindergarten pupils — real big people.Granted, it does it with minimal luggage room though there's enough flexibility to arrange the seats to store an eclectic mix of humans and stowage.The horizontal split tailgate may be a tad old fashioned and be a clumsy two-handed operation, but the fold-down section aids loading heavy luggage and doubles as a seat.Above everything, the cabin looks fantastic. Even your mates with luxury saloons will love this thing.Drivetrains and chassisYou've heard about the 2.7-litre turbo-diesel through its use in some Jaguar sedans, other Land Rovers and some Peugeots.Different electronic mapping and different turbochargers alter the power and torque figures. For the Discovery the bent six gets one turbocharger and one intercooler.This is a lovely little engine though suffers a tad in the 2.6-plus tonne Discovery.But it gets a reprieve thanks mainly to the ZF six-speed auto with sequential shift — a box that now is as common as noses — and a 4WD low-range ratio that is one of the lowest in the off-road business.The Disco gets Land Rover's famed Terrain Response system. This is basically a Play School panel with bright colours and diagrams — no words, let's keep it simple folks — allowing the driver to select the terrain, the high or low-range gearbox, the hill descent function or height adjustment courtesy of the pneumatic suspension.In a word, brilliant. Just dial up, go easy on the throttle and any terrain is putty in your hands.I love the suspension for its ultra-supple ride but criticise it for its poor wheel travel. However, just when you think traction will suffer, the Disco's sophisticated traction control — which sources firm ground via sensors and will redirect power to any single wheel — pulls the wagon out of potential trouble.The Discovery sits on a frame to which a body is then affixed. This adds a lot of weight but keeps everything durable. Monocoque bodies are lighter and can be tauter, but there's something secure about having a couple of train tracks under your seat when taking to the dirt. EquipmentStandard fare rates highly. The more sophisticated sat-nav in the test car was the only extra-cost item. Around town it's a nice aid but serious bush folk would get a big-screen unit from VMS for about the same price.Leather is a luxury touch and looks great with its perforations. However, while it suits the city you may consider downsizing to the cloth-trimmed Discovery S or get seat covers.The SE adds a six-disc CD player with eight speakers, park sensors front and rear, cruise control and climate airconditioning.The xenon headlights are a boon for the country and are also standard issue on the SE.Driving This is a big machine with a relatively small engine. And it's a diesel, to boot.But though there can be some initial lag off the mark, it's a sprightly performer and will more than keep up with most traffic.Unusually, it doesn't seem to lose its spark when there's three adults aboard which reflects its meaty torque output.Much of the performance can be aimed at the six-speed auto box that neatly spaces the cogs to suit the low-end power delivery of the engine. Drivers who want to work the box for extra zing may use the sequential mode, though this is suggested mainly when overtaking, towing or for specific off-road sections.The engine's quietness and smoothness is so petrol-like that you'll fool most of your friends. That keeps the vehicle quiet and comfy for long journeys and won't make it compete with the clarity of the audio system.The ride comfort will also surprise you. Sure, on the road it's like a big sedan but it's the first corner that will reassess your opinions of large 4WDs.Thanks to an electronic suspension monitor working on the air springs, body roll is kept to a minimum. That's welcome but just don't get too confident — the body may feel controlled but the tyres may be ready to sign off.The steering is pleasantly light — because there's a lot of hydraulic assistance between the wheel and your hands — making city parking easy and off-road excursions painless despite the large number of turns lock-to-lock.Most work on test was gravel though there was a beachside exercise. The low-speed engine torque indicates 4WD High will complete most tasks though the Discovery really comes into its own when the 4WD Low lever is engaged.The drive is a very low 2.93:1 (most 4WDs are in the 1.5:1 category) which gives the heavy vehicle a lot of pull when things get very sandy or slippery.Hot beach sand has the traction coefficient of body talc but it didn't deter the test vehicle. Select the Terrain Response picture with the cactus (that's desert as in sand) and raise the suspension and the system refines its power for a low-speed, low-response delivery that will minimise wheel spin.The tyres were partially deflated — down to 18psi — for the beach stint. They could have gone down to 12psi if things became tricky.In the gravel the picture of rocks was selected, so again there was a slightly retarded throttle response.When raised on its suspension the Discovery has a 310mm ground clearance which is more than sufficient for most off-road pursuits. I was initially concerned about the spare wheel bolted under the rear of the chassis rails but the only touchdown on test was the exhaust pipe under the driver's seat while crawling over a gravel mound.After the drive to the country and the day's outing in the sun, the Disco's computer recorded 11.2 litres/100km. How good is that? Around town I made it climb to 11.9 l/100km but even that was with three adults and a route through morning traffic.This is a superb machine. Perhaps I'd ask for a bigger fuel tank — it's 82 and could go closer to 100 litres — to give it more legs in the country. Beyond that, I'm sold. Price: $75,990Engine: 2.7-litre, V6, quad-cam, 24-valve, turbocharger, intercoolerPower: 140kW @ 4000rpmTorque: 440Nm @ 1900rpmFuel tank: 82 litres (diesel)Economy (official): 10.2 litres/100km, (tested): 11.9 litres/100kmPerformance: 0-100km/h: 11.7secTransmission: 6-speed automatic, sequential, 2-speed transfer; constant 4WDTow (max): 3500kg 

Porsche's most spectacular production is a sleek, spacious, ultra-modern and futuristically-styled masterpiece.In comparison with its four-wheeled namesakes, it shares everything but performance.The Porsche Museum, sited on a roundabout opposite the factory in outer-Stuttgart's Zuffenhausen estate and adjoining the company's humble 1948 wooden workshop, is a temple for followers of motor sport, admirers of Porsche and lovers of cars.So vast is the Porsche Museum audience that despite its whopping $200 million cost, it could even contribute to the company's future bottom line.Klaus Bischoff, one of the museum's curators and a regular visitor to Australia with Porsche museum cars, said the futuristic Italian-designed building housed 80 cars and yet displays would draw from a collection of 403 machines.He expects 200,000 visitors a year when it opens this week (January 31) to the faithful and the curious with adult entry at $16.Comparisons will be drawn with Stuttgart's other car museum, the Mercedes-Benz tower. But they are, like each company's philosophy, quite different.Even Porsche aficionados will be staggered by the contents of the museum.The curious, with only a remote sense of the company, will be impressed by a collection that includes its founder's late-19th century foray into electric vehicles — pertinent given Porsche's soon-to-be-released petrol-hybrid models — and breadth of race campaigners.But perhaps more impressive is that the 5600sq.m Porsche Museum replaces a room of 20 cars that, until now, was Porsche's only attempt at showcasing its past.It indicates the growth of Porsche but more importanty, a new-found opportunity to look back on itself.Porsche has found time — and since the completing its takeover of Volkswagen, the funds — to reflect.It admits that the $200 million museum comes at a depressed time in a sales yet it points out that it believes this is a blip and that better times are soon ahead.Technically the museum started four years ago and construction started a year later. The exhibits are basically on one level though ramps and stairs invite guests to explore.Pride of place in the 100-year-plus journey is a roughened aluminium bodyshell with Porsche-trademark teardrop lines.This is the Type 64, built in 1936 by Ferdinand Porsche to house an eight or 12-cylinder engine. It was one of three handmade by German coachbuilder Reutter and despite its appearance, has nothing to do with the creation of the Volkswagen.Three Type 64s were made but only this one — the third — was used by Ferdinand Porsche for inter-country travel.After winning the contract to build a people's car the plans for a sports engine were dropped and it was fitted with a 24kW 1.1-litre unit destined for the Volkswagen to become a mobile testbed.It was destroyed after WWII by the Americans — according to Mr Bischoff — and only recently started on its long journey of restoration.The Type 64 was the first car to be fitted with the Porsche name yet this didn't happen until after the war.Ferdinand Porsche trained as an electrical engineer in the late 19th century though expanded into the internal combustion engine and extended into all aspects of automobile engineering.Though known as the father of the Volkswagen, it was his son Ferry who was the father of the Porsche.Ferry built the Porsche "Number One" in Austria in 1948 as a car for himself with no intention for mass production.The mid-engined two-seater roadster, with a Volkswagen engine upped to 30kW from 16kW, became so desirable by car buyers at that time that production became reality.But for production reasons and a need for extra seating put the engine behind the rear axles — where it remains today on the 911 — and a roof was added.Only 52 of the 356 models — handmade in aluminium — were built in Austria before the business moved in 1948 to the Zuffenhausen site and started car building in 1950.Ferry counted the first mid-engined car and the 1947 Cisitalia as the most important of his creations.The Cisitalia was a design brief given by a rich Italian businessman who wanted a greater Italian presence on the Grand Prix race tracks and the podiums.In an era of huge, front-engined race cars, the Porsche-designed racer defied the trends. It was relatively tiny and had a supercharged 1.5-litre 12-cylinder engine placed behind the driver.The nose section was short and the low weight and its balanced distribution of the car made it an instant hit. An optional drivetrain could make it an all-wheel drive.The Cisitalia made Porsche wealthy enough to make his first car, the 356."If the Cisitalia didn't work, there would be no Porsche today," Mr Bischoff said.Displays run through Porsche's production car and race car history. As a sampler: 1953 America Roadster — Built for the US market and the precursor to the Speedster, this had a 1.5-litre 51kW engine and weighed only 605kg. 1959 Type 754 — The prototype of the 911 was designed by Ferdinand Porsche (grandson) as a four-seater. His father disagreed and it became a 2+2. The first 911 appeared in 1964. 1960 718RS60 Spyder — the 118kW ancestor to the current Boxster that in 1960 won Targa Florio and the 12 Hours of Sebring. 1962 804 — the last pure-bred GP winner from Germany won drive Dan Gurney the GP of France. It had a 1.5-litre 136kW eight-cylinder engine and all-wheel disc brakes. 1964 904 Carrera GTS — First fibreglass Porsche that had a 2-litre 178kW eight-cylinder engine but also ran with four and six-cylinder units depending on the race. Won Targa Florio in 1964. It was designed to close the gap between Porsche's racing and production cars and therefore became the precursor to the 911. 1970 917 Gulf oil racer — Had a 4.9-litre 463kW V12 engine and averaged 249km/h at Spa in 1970. Nicknamed "Taxi" because of the volume of people who drove or were passengered in it. 1973 917/30 — One of the most powerful ever made, this 882kW 5.4-litre flat-12 ran to 385km/h driven by Mark Donohue and was so good the US race officials changed the rules to expel it from competing.There is also some of the gifts made by Porsche to Ferry and Ferdinand such as a four-door Porsche 928 wagon and a four-seater 911.Displays include cut-away 911 models, automobilia with a Porsche theme over the decades, the first Porsche diesel — don't get overly excited, it's a tractor — and its 1956 Jagdwagen 4WD military jeep.In addition, there is a glass-encased workshop where customers and museum cars are restored, and a top-class restaurant. 

It winds its way across the face of the hills and in its extension becomes more littered with mud, increasingly calling for aid from the tyres and drivetrain.Conditions become so bad that earth starts scraping on the underside and pools of water threaten to enter the cabin. On top of that, we are lost.This picture could have been a lot brighter if (a) we knew where we were and (b) the Porsche was an all-wheel drive Cayenne.But we are in Sicily and we are lost — except for the cold comfort of scribbly lines on the satellite navigation system — and driving a Boxster.A Boxster, for those who came in late, is not an all-wheel drive. It is made for bitumen. Smooth, open bitumen roads with signposts.Some time later, when we finally found the proper bitumen road, we stopped for a $1.60 espresso served by a large man who didn't speak English and noticed the Boxster's roof was splattered in mud.Its flanks were so coated that it hid the original yellow paint. I didn't want to think about what the underside looked like.Yet even filthy, this latest Boxster lures its Sicilian onlookers.Exterior Visually this second generation Boxster — the first launched in 1996 — looks bigger with a wider tail and sharper nose.In fact, no dimension has changed. Designer Michael Mauer — ex Saab — said the idea was to portray a more muscular car without making major sheet metal changes.He achieved its stronger appearance by more horizontal red-coloured LED tail lights and projector headlights that have shed the `fried egg' shape once shared with the 911.The more powerful look is pertinent. Porsche lovers will appreciate that the latest Boxster — arriving in Australia in March with keen pricing — is more powerful, faster, more fuel efficient, has less emissions and now delivers a spine-tingling exhaust roar.Models and pricingThe range remains the same: two models, the (prices estimated) $115,000 Boxster and $140,00 Boxster S — each with an electric folding fabric roof.The mid-engine mounting is integral with the car's name and is paramount in delivering its assured handling.Handling ability doesn't change, which is just as well because the chassis now has more power to control.Drivetrains and chassisThe Boxster S powerplant remains at 3.4 litres but the engine shares nothing with its predecessor. It also adds direct fuel injection for the first time.Cylinder dimensions have changed so there is now a shorter stroke and so the extra 11kW is delivered higher in the rev range.Torque is also up by 20Nm to 360Nm at maxs at 5500rpm compared with the previous engine's flat rating from 4400rpm to 6000rpm.This data, however, is misleading because the new engine's torque is practically a plateau from about 4200rpm before starting a slight drop nearing 6000rpm.Its delivery is also masked by the dual-clutch PDK transmission that is optional — though should be mandatory — on all Boxsters.The result is a Boxster S that runs harder and stronger right from idle and, thanks to new exhaust piping, sounds glorious. Spend more money and Porsche will sell you an exhaust with an active baffle to make even more music.Incidentally, the Boxster gets a single rectangular, central exhaust pipe and the `S' has the twin pipes centrally located. Just like the 911 GT3.Fuel economy actually improves. The `S' is claimed to get 9.6 litres/100km compared with 11 1/100km in the previous model.Performance is up. The PDK version hits 100km/h in 5.2 seconds compared with the Tiptronic-boxed old model at 6.1 seconds.At the Boxster's launch, Porsche harped on weight as being absolutely vital to performance. It went to pains to discuss the magnesium roof skeleton, for example, and why it would never consider a metal roof.The proof is the Boxster S PDK, that now weighs 1355kg, down an impressive 40kg on the previous Tiptronic model.The `standard' Boxster also gets the treatment. It has a 2.9 litre engine, up from 2.7, and adds 8kW to 188kW and 17Nm more to 290Nm. Both outputs are delivered lower than the previous model.This Boxster doesn't get the `S' model's direct-petrol injection. Porsche says it reached all its targets without using this injection.Targets included the power output and its impressive 9.2 litres/100km average, down from the old 2.7's 10.1 l/100km. Emissions are also better.Acceleration of the 2.9 is 5.8 seconds to 100km/h with the PDK model compared with the previous version's 7.0 seconds.All this is helped by the 2.9 getting the same weight-loss regime as the “S”, taking it to 1335kg from last year's 1395kg.There have been changes to the suspension — more a re-tune, actually — to align it with the wheel choices and the brakes are bigger and meatier. The composite ceramic brakes are optional.EquipmentCabin changes add the better audio system with its 125mm screen and MP3-compatible CD player.Optional — isn't everything? — is the Porsche Communication Management 163mm screen and sat-nav, USB and iPod availability.DrivingThe rapid-fire gear changes of the PDK box have met their match in the highly-responsive character of Porsche's direct-petrol injection six.Only fitted to the Boxster S — the only model tested at the launch — the PDK perfectly complements the outstanding delivery of the new 3.4-litre engine.While you quickly fall in love with this engine, you notice other aspects of the latest Boxster. For example, the ride comfort is simply remarkable.How on earth Porsche modified a MacPherson strut front end and tuned a multi-link rear end to provide a supple, compliant and always comfortable ride for the occupants while making the car sit flat as a tack through high-speed corners — all on 40-profile tyres — is anyone's guess.Then there's the steering. No electric assist here, despite the long journey for the hydraulic fluid from behind the driver to in front of his/her toes.It is perfectly weighted and so neat that mid-corner adjustments are not only confident but almost invited by the chassis. Lovely.The 3.4 engine has strong torque off the mark to match the PDK's characteristics. Manual changes via the gear lever are delightful but the rocker-switch design of the steering wheel paddle shifters is hard work and badly lets down the gearbox. Standard paddles please, Porsche.I have already repeatedly raved about the exhaust note … so you get my drift.There were a few versions on the 3.4 theme tested on Sicily's sometimes brilliant, sometimes devious and always interesting roads.Possibly the best was the one with the optional sports seats that wrap the body in leather and staple it to the chassis for a ride that feels straight out of Disneyland.This also came with the optional PASM — active suspension management — which is ideal for people with access to a track but really the extra money would be far better spent on upgrading the audio.The Boxster may be relatively small but it has excellent cabin room for two adults and a big forward boot with a smaller luggage area in the rear. A couple could easily live with this.Visibility is great with the roof down, somewhat limited to the rear three-quarter when up. This roof can be raised or lowered when travelling at up to 50km/h which suits the vagaries of women and the weather.Changes to the latest Boxster are predominantly hidden beneath the skin. For existing Boxster owners, that's a good thing because it maintains the ageless theme of this little gem.

Plans for an Aussie-built hybrid Astra, future cars with a wider choice of fuel types and exports of Pontiacs back to the US show Holden certainly isn't doing things by halves.Except when it comes to its V8 engine.January marks the debut of the 6-litre V8 with AFM (Active Fuel Management) that cuts off the fuel supply to four cylinders when coasting.It will only be fitted to the automatic transmission V8 models of the Commodore, Ute, Sportwagon, Statesman and Caprice.A Calais AFM this week on test showed the system simply slips the car into and out of its standard V8 mode when sensors detect varying engine loads.But it's not as active as I expected. Certain traffic situations could call for a four-cylinder mode, yet repeatedly the dashboard signalled it was remaining as a V8.When it was working -- primarily freeway coasting or long country downhill runs -- the `4-cyl mode’ tag would illuminate and there would be a slight change in the engine feel. As if, suddenly, the car was driving over tiny road ripples.Check the instantaneous fuel readout and it would fall from about 11.5 litres/100km to about 7.5 l/100km.It could make a bit of a difference on the longer haul but if you're route is freeway commuting, it's not time to pop the champagne.Holden conservatively say AFM will reduce thirst by 1 l/100km. In the Calais' case, that's down to 13.3 from 14.4 l/100km. If you're the average 15,000km annual motorists and fuel is $1 a litre, you'll save $150 a year.Considering the Calais just cost you $51,290 plus on-road charges, $150 is the equivalent of an annual cafe meal and wine with the wife. Which makes you feel good but leaves you with a nagging feeling that you could have done a lot better.But AFM is on the right track and made more welcoming by the fact that Holden hasn't raised its V8 prices.More importantly, it gives near-V6 consumption with all the party tricks of a V8 as close as a press of the foot.AFM doesn't change anything for the driver or occupants. The Calais is still a great blend of European and Australian engineering that results in a solid, well mannered and safe car that has the performance to deliver a few smiles.But it is a heavy car and there are times -- notably at slower speeds and in tight parking bays -- when it can feel ponderous and show its 1700kg-plus dry weight bulk.The steering is heavy and the gearchange lever sometimes feels as firm as a railway track-changing lever.Then there's the handbrake lever from hell with a release action that is determined to pinch the skin on your left hand.But the seating is cushy while being supportive and there's room in the back for three proper adults.The boot is big -- but not as big as many front-drive small cars -- while the space-saver spare is standard (a full-size tyre is optional) and the fold-down rear seat merely exposes a small hole for carrying skis.It wasn't that long ago that this VE series hit the streets with such acclaim. Yet now the cabin, more specifically the dashboard, has aged badly and looks decidedly old fashioned.It's still ergonomically sound -- except the handbrake -- and easy to operate, but the rivals have accelerated faster and seem to have a better handle on pastel hues to brighten the interior.There's not, however, much to dislike about the engine. It starts like a bear out of hibernation yet punches a lot of weight that perfectly suits the six cogs.Play the game and use the manual sequential shift and the engine perks up a bit more.If you're not the son or daughter of an OPEC executive, the engine is best run up to about 4000rpm and the next cog selected.Sure, the exhaust note is exhilarating as the tacho needle spins towards 6000rpm but the thrill is directly equated to the thickness of your wallet.As a tourer, it needs a full-size spare and a tank-full of standard unleaded and it will simply gobble up the kilometres.Around town it's bit awkward but always comfortable and self assured. Snapshot Holden Calais V8 AFM Price: $51,290Engine: 6-litre, V8, OHV, 16-valve, Active Fuel Management cylinder cut-outPower: 270kW @ 5700rpmTorque: 530Nm @ 4400rpmEconomy (official): 13.3 litres/100kmEconomy (tested): 14.5 litres/100kmGreenhouse: 320g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential; rear-drive

Mazda's "zoom-zoom" catchcry may be seen by some as childish and overdone.Yet, says Mazda's global design director Laurens Van Den Acker, the slogan immediately crystallised the company and illuminated its future path.The Japan-based stylist this week opened his sketch pad in Melbourne to an intimate guest list and started by terming "zoom-zoom" as "Mazda's moment of truth".Mr Van Den Acker says Mazda had to do more to create brand awareness before it became indistinguishable against similar design trends being adopted by — among others — Opel, Kia and Hyundai."I thought it was time to move on," he says."We needed some freshness yet didn't want to scare away customers. And we had to appeal to new customers as much as retain existing customers who were moving up to a new Mazda."Part of the result of a clean-sheet approach is seen in the current Mazda6 and, from mid-2009, the next Mazda3.But only part. The new design philosophy is called Nagare, a Japanese word indicating "flow" and, yes, one that could also seen to be childish and overdone. But that's part of Mazda's new definition."The Mazda3 was developed at the same time — 2006 to mid 2007 — as the first theories of Nagare were being developed," he says."We didn't know if Nagare would work even though we recognised that it had potential."Taking the guest through the 2009 Mazda3 design by way of his drawing pen, Mr Van Den Acker shows a new grille — the "face" — that moves away from the current Mazda3's "traditional and tired graphic"."In profile, the current Mazda3 is static. We wanted to make it more dynamic."So we start by adding RX-8 fenders," as he draws in the bold arcs over the front wheels, "and then sharper the rear, swoop up a line," drawing an arc through the rear door "to create a coupe look.""The rear is still one of the most important parts of the car. We shouldn't walk away from that."Mr Van Den Acker says the Mazda6 has been changed to reflect its mature appeal in the market. The Mazda3 now (for 2009) has been changed to attract a younger market.He admits that when it comes to the cabin, "a lot of our rivals are running away from us"."So we need some new features here, creating zones and making it a place for the customer who loves to drive."These customers aren't afraid of technology so we use technology in the dash."Some of our competitors have simplified the dashboard to the level of a (kitchen) appliance."Above all, Mr Van Den Acker admits to falling for beauty."Beauty should rise above a vehicle's functionality to avoid being too German," he says."Styling is what sells the car. A beautiful car is one that people desire."He says that Mazda was fortunate that it had a short history."We have nothing to look back to. We aren't burdened by 100 years of careful grille management so we are always looking forward."That's not the case in a car company that has a long history because you are always presented with opportunities to look back, to reflect, on previous design themes."At Ford (one of his previous employers), we used to look back a lot." The audience laughs.No humour, however, in crash avoidance.All safety authorities strive for the day when car collision and accident injuries and fatalities are abolished through sophisticated car-to-car communication.For another reason, Mr Van Den Acker awaits the day with enthusiasm.“I can't wait for the day cars communicate and we don't need all this stuff (protection for occupants and pedestrians)," he says."Imagine the weight and fuel efficiencies of that! Imagine if cars don't crash — our design future would be more exciting."The future will also include new materials and here he looks at BMW's concept Gina that uses a textile skin that allows the body surfaces to move."The characteristics can change according to factors including speed and other specific situations," he says of Gina which has features including a spoiler that rises from the tail and changes shape on instruction from electronics that measures airflow.Mr Van Den Acker moves on to show exciting future Mazda models based on the Nagare theme. I'd like to tell you but I promised Mazda I wouldn't. 

Sunday is designed for sleeping in, waking to a humungous fry-up breakfast, turning on the reticulation for the garden and planning a drive with a lunch stop.Which I did. Except that on that day, some charity closed off the freeway so that 7000-odd bicyclists could pedal down the four-lanes and give money to sick people.One month before there was a similar event that saw almost 10,000 people walk a 10km route around the river.It was full of bicycles, roller blades, prams, wheelchairs and dogs and completely clogged up a perfectly good family day by the water.Earlier on the year there was a walk-to-work day. Give us a break. I live 17km away.All the people who involve themselves in these activities feel sickeningly happy that they've done something to better the world.Sure, it also got them out of the house for a day and in many cases, let's just be happy that the world sees these people for only ONE day.The smug one-day-a-year cyclists command the freeway for about six hours and rejoice in the fact they've saved 120 grams of CO2.They show it's possible to make a lot of motorists unhappy while peeling off five grams of fat while pedalling to a McDonalds store 30km away and giving $25 to save sick kids.At least, all this is the impression I get from whinging motorists.These same whinging motorists are the ones who intensely dislike cyclists on the roads AT ANY TIME.They don't like pedestrians because they can press a button and make them stop at a traffic-lit intersection.So, I am declaring that I will support a drive-to-work day.That's right: Everyone will drive to work. No cycling, no walking, no buses, no scooters, no taxis and no trains. Just jump in your car and bugger the lycra-clad oxygen thieves because the car is king.Because roads are made for cars. Not bicycles. Because car parks are there for cars and should be used as such.Wouldn't you be a happy lot then. It will show solidarity. The car wins over the bicycle. There could even be a charity to donate to.Just imagine that? A city with the population of four million and a car ownership of two million. At, say, $5 a car, you'd make some sick kid happy to the tune of $10 million.So let's declare April 1, 2009 as Drive-to-Work Day. Each car on the road donates $5.And while your in the world's biggest traffic jam since Karl Benz self-propelled himself out of his driveway, just take a few seconds to reflect on a commuting life alongside bicyclists, scooters and pedestrians.