Articles by Neil Dowling

1. Water - 0.1c a litre2. Petrol - $1.35 a litre3. Milk - $1.80 a litre4. Coke - $1.95 a litre5. Perrier water - $4 a litre6. Coffee - $16 a litre7. Shampoo - $30 a litre8. Nail polish - $1278 a litre9. Chanel No.5 - $1860 a litre10. Computer printer ink - $6250 a litre!

The musician, real name Kasseem Daoud Dean and husband of R&B singer Alicia Keys, is Lotus' new vice president of creative design and global marketing.Lotus says it's a natural fit: "Like Group Lotus, he means business. He's a risk taker with considerable credentials including music producer, rapper, designer and painter'', the otus announcement reads."Like our cars, he's multi-award winning - this year he shared a Grammy Award with Jay-Z and like Group Lotus, he keeps good company - this man regularly works with the likes of Bono, Kanye West, Beyonce and Alicia Keys."

It was the largest collection of the cars ever assembled for a parade, organised for the 2011 Silverstone Classic (July 22-24) that claims to be "the world's biggest classic motor festival''. The event drew 1104 race car entries and a crowd of 80,000 across the weekend. The 2011 event was the major celebration of the 50th birthday of the Jaguar E-type, first produced in 1961. More than 1000 E-types were on site and the vast majority of these took to the Grand Prix circuit on Saturday for a unique parade. Although in excess of 800 E-types took to the famous grand prix track, the record of 767 is based on the number of participating cars meeting the strict record verification criteria. Getting over 800 gleaming E-types on and off the Silverstone track presented a considerable logistical challenge and the result was an unrivalled display of one of the most beautiful sports cars ever produced. Owners came from across Europe, from North America, Mexico and Australia to take part in this once-in-a-lifetime event. Among the parade were some very special examples of the E-type. These included famous E-types with registration numbers 9600 HP, 77 RW and 848 CRY as well as the Lindner/Nocker low-drag racer. 9600 HP is the oldest surviving E-type and the only 1960 prototype in existence. It was the original launch car, the 200km/h (150mph) road test car and the subject of the book "The Most Famous Car in the World''. 77 RW is the earliest surviving production roadster and an original press car. 848 CRY was the 12th roadster produced and the most active racing E-type in 1961; it also appeared in the film "The Italian Job''. The Lindner/Nocker low-drag lightweight racer was one of the 12 original Lightweight E-types, raced in 1963/64 by Peter Lindner and Peter Nocker and the subject of a famous recent restoration. However, the Silverstone Classic was not just about the Jaguar E-type as over 7000 classic cars from 120 clubs filled the venue in a display of automotive design, development and passion. Many of the clubs were celebrating anniversaries, including 75 years of the Bentley Drivers Club, 25 years of the BMW M3 with the BMW Car Club UK, 60 years of the Morgan Sports Car Club, 75 years of the BMW 328 with Historic BMW, 50 years of the Porsche Club GB and 50 years of Reliant sports cars with the Reliant Sabre and Scimitar Owners Club. Visit www.silverstoneclassic.com.

Brand loyalty is being tested around the world as Saab, under financial siege and with its factory still closed, unfurls its flagship model.Private owners will have to scrutinise Saab's future to assure them that parts and service will be available. Fleet and user-chooser owners will want Saab's corporate solidity to prop up resale values and maintain sensible balloon payments.And then there's the car. The new Saab 9-5 is a good car - in a lot of ways, equal to its peers. But the cold facts overshadow the attributes of the car itself and beg the question: Will Saab aficionados spend up to $100,000 to have the badge in their driveway given the parlous corporate state and no guarantee of sunrise in the morning?VALUEForgetting for a moment the mist surrounding its future, the 9-5 offers a big car that perfectly suits the prestige segment. It is very well equipped and I'm delighted to note it retains the indelible Saab character that classes it - and its owner - as something special. The price of the all-wheel drive 2.8 Turbo model is $94,900 and almost $20,000 more than the 2-litre, front-wheel drive version. Add $5500 for the sunroof and rear entertainment system and the 9-5 moves into the $100,000-plus zone. Harman Kardon surround sound audio is standard and sensational. The 9-5 wants for nothing except a good home.DESIGNIt looks really good. That short and almost horizontal bonnet with rounded nose and swept-back headlights, the upright A-pillars and severely curved windscreen, slim side glass that subtly rises towards the boot and the long and gentle slope of the roof and trunk put it into another class.Designers maintain Saab's link with aircraft, despite the company foolishly splitting off the now successful aero business in 1969. The cabin is very roomy, the boot huge and the dashboard has a distinctive and very purposeful design.TECHNOLOGYHistorically, Saab has always trod new roads in technology. The latest, however, doesn't introduce much new but rather gather up clever bits. For example, electronically-adjustable suspension; a heads-up instrument display on the windscreen; automatic park assist; and a night panel switch that shuts down all instrument lighting except speedo and, on standby, any emergency panel warning lights. The Holden-made V6 engine is 2.8-litres and gets a turbocharger, drives through a six-speed sequential automatic transmissi on and then through a Haldex clutch that proportions power between the front and rear wheels depending on demand. There's also an electronic rear limited-slip diff that allocates power between the rear wheels.SAFETYIt's chocka-block with safety features, starting with a five-star crash rating, six airbags, the automated park assist, full-size spare wheel and all the electronic aids including all-wheel drive, stability control, cornering control and brake assist.DRIVINGIn terms of design, the cabin is well done though time spent familiarising yourself with the switchgear placement is advised. The keyless start button is down near the gear stick, the parkbrake is electric and the seat is electrically adjustable so it's an easy car to fit into. The engine is a bit noisy at idle but no complaints about performance. It hits its straps from around 2500rpm and delivers with excellent response. The six-speed transmission can bump uncomfortably up its gears at low speeds - though is much smoother when more power is applied - and steering is light and a bit vague. While I'm here, cabin noise and ride comfort is excellent at anything over 60km/h but at lower speeds it is drummy (probably due to the tyres) and the ride gets jiggly (suspension) and handling is less than precise. The 9-5 is more American in feel than European. The all-wheel drive has merits in handling, safety and when hitting the snow but may be an overkill for most Australian buyers.VERDICTTough call, this one. I'm impressed with its engine performance and love the distinctive styling. It betters the BMW 5-Series in features and space, equals it in lots of ways but is notably out of this race in handling and driveline smoothness. Then, like a father discussing the future with his intending son-in-law, there's the small issue of what's going to happen tomorrow.SAAB 9-5 AEROPrice: $94,900Warranty: 3 years, 100,000km, roadside assistResale: 44%Service Interval: 15,000km or 12 monthsEconomy: 11.3 l/100km; 262g/km CO2Safety: six airbags, ESC, ABS, EBD, EBA, TC. Crash rating 5 starEngine: 221kW/400Nm 2.8-litre V6 turbo-petrolTransmission: Six-speed sequential auto, AWD Body 4-door, 5 seatsDimensions: 5008 (L); 1868mm (W); 1467mm (H); 2837mm (WB)Weight: 2065kgTyre size: 245/40R19 Spare tyre Full-size

THE plumage of a Norwegian Blue parrot is of such beauty that even a dead specimen for sale in a pet shop would unzip the wallet of any obsessive bird lover. Beautiful things do that to people. Unfortunately, beneath the glossed veneer of some cars lies a lifeless character as irretrievable as the heartbeat of John Cleese's Norwegian Blue.But not so with the Volkswagen Passat. Now in its fourth decade in Australia, the Passat has been dosed with an efficient engine range and a strong chassis. It's a competent handler, is strong on fit and finish, is great to drive and just makes a lot of sense. It will do anything asked of it and will reward you with low-cost motoring and even put a smile on your face.Put it on a pet shop perch, however, and the pretty-boy rivals - with or without a heartbeat - will probably outsell it. The latest Passat, like the new Jetta, is a very polished performer but you have to first get over the fact its body has clinical lines that would better befit a Camry.VALUEBetter than expected, actually. The 1.8-litre 118TSI sedan costs $38,990 - the same price as a 2-litre Jetta - and equates well to rivals such as Ford Mondeo ($37,740), Subaru Liberty ($37,990), Mazda6 ($40,905), Camry Grande ($39,990), Hyundai i45 ($37,490) and Kia Optima ($36,990).Fit and finish is damn near perfect, the equipment level is substantial and the sense of solidity and security on the road is hard for rivals to match. Power-focused nomenclature is confusing - the 118TSI here isn't the same as the 118TSi (note the lower-case "i") of the Golf which has a 1.4-litre engine.DESIGNOn the one hand it looks purposeful and neat and clean. On the other, it's bland. It doesn't stand out on the road and could be made by any of a dozen mid-size car makers. If you like coloured baubles and shiny metal, this may not be your car. But the pragmatist sees that it is exceptionally functional. The boot is big and flexible, the cabin is not to big and not too small, the design of the dashboard is simple and very workable and materials such as the soft-feel dash and leather seats are subtle hints that this is a quality product.TECHNOLOGYThe engine is new. Passat is the only Volkswagen to use this 1.8-litre in Australia and is an odd inclusion given it could have picked up the Eos' 155kW/2-litre petrol engine which gets practically the same fuel consumption (7.7L/100km vs Eos' 7.9)  and emissions (180 vs 184g/km CO2) with a lot more poke. Not that there's anything wrong with the 118kW/250Nm 118TSI which may better suit a gentler life in the suburbs. There's no manual, just the slick seven-speed DSG auto. Everything else is as per previous Passat, making this an evolution model that hints at being the breather before an all-new version in four years.SAFETYFive star crash rating, electronic stability control, eight airbags and lots of aids in the chassis to keep your life on track. Good news for travellers and those who don't want to spend hours on the side of the road is the full-size spare.DRIVINGIt has a chassis so taut it feels like a stretched wire - but there's no hint of breaking. This is Volkswagen's chassis boys at their best, providing a rock-solid platform for a family sedan that feels more like an agile racer. The steering is electric but is very good - it feels just a bit numb when slightly off centre - and the driver soon adapts. Designed for the family, the Passat 118TSI is not particularly quick immediately off the mark - due probably to the DSG's slight lag - but soon picks up the ball and can turn in a respectable 8.5 second 0-100km/h acceleration time. The joy is more in its free-revving nature and excellent responsiveness, helped by its selection of the transmission's seven ratios. Ride comfort is also very good and handling is very good, with very low wind noise being one of its most redeeming features.VERDICTNew Passat is a quandary as it competes with Volkswagen's own Jetta that is only slightly smaller and less expensive. But the German-built Passat's quality is excellent and the performance is a nice mix of economy and vroom. Pity that it looks like Plain Jane at the school dance.VOLKSWAGEN PASSAT 118TSI SEDANPrice: $38,990Warranty: 3 years, unlimited kmResale: 48%Service interval: 15,000km or 12 monthsEconomy: 7.7 l/100km; 180g/km CO2Equipment: eight airbags, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 118kW/250Nm 1.8-litre turbo-petrolTransmission: Seven-speed DSG autoBody: 4-door, 5 seatsDimensions: 4769 (L); 1820mm (W); 1490mm (H); 2711mm (WB)Weight: 1482kgTyre size: 235/45R17, full size spare.

Maserati has perfected the art of applying subtle changes to existing models to create new  variants to appeal to new buyers. Basically, it’s like a woman having a series of hairdos designed to subtly alter her appearance and expand her list of suitors.But in the case of the GranCabrio Sport, the tweaking has made an attractive convertible into one with more appealing driving characteristics.VALUEThe GranCabrio Sport is expected in Australia in December and, based on currency predictions, will land here for less than $350,000. That’s a premium of about $20,000 on the existing - and ongoing - GranCabrio. What do you get? Well there’s a more sporty line of body gear - stuff like a front splitter, side sills, black grille and headlights surrounds and 20-inch wheels - but the better value is in the slightly more powerful engine, firmer suspension and an enhancement to the world’s best exhaust note. The modest changes to the body sharpen up its street cred and the engine note is certainly head spinning. But is this all worth the extra dosh? Maybe not.DESIGNSame as the existing GranCabrio but with the additions as mentioned above. This is Maserati honing the model and in its creation of a new, high-priced variant of the convertible, may be seen as gilding the lily. It seats four people - yes, adults in the back for short trips - and the ride comfort is very good for a car that has been worked over in the suspension department. It’s as quiet and comfortable with the electrically-operated fabric roof up or down. The boot is small and in the test car, was practically full just with the addition of the fold-out wind deflector. Cabin treatment is excellent, falling over only by the placement of some switches behind the steering wheel where they are invisible to the driver, and a sat-nav system that isn’t up to Japanese standards.TECHNOLOGYMaserati make song and dance out of the extra 10kW (that’s not a misprint - it’s a weeny 10 kilowatts) and additional 20Nm. More important is the friction-reduction campaign that has reduced fuel consumption and emissions by 6 per cent to 14.5 l/100km and 337g/km CO2. The end result is 331kW/510Nm for a 0-100km/h time of 5.2 seconds. That’s a mere 0.1 second faster than the 323kW/490Nm standard version. The ZF box gets longer steering wheel paddle shifters made of carbon fibre - which is dotted around the car as a trim material - and the box changes gears twice as fast as the existing model and blips on downshifts while manual mode will allow the engine to run to the rev limiter. Suspension springs are 15 per cent stiffer and there’s ben modifications to the dampers. The brake rotors are ventilated, drilled and slotted to minimise fade.SAFETYMaserati cars, like most exotic cars, aren’t flung into concrete barriers to come up with a crash rating. It’s understood they’re pretty safe. Standard kit includes stability and traction control, six airbags and automatic pop-up roll bars.DRIVINGAs expected, it’s a quick car with lots of exhaust hoise available at the touch of the “sport’’ button on the dash. Though suspension tweaks are designed to improve handling, comfort has not been sacrified. It is also an easy car to drive and well suits the role cruising the more expensive suburbs in your city.VERDICTIt’s clearly Italian with its showmanship styling, loud exhaust noise and ability to sprint. It turns heads all the time and despite its exotic tag, was a real pussycat to drive. Four seats also make all the difference.MASERATI GRANCABRIO SPORTPrice: est. $345,000Warranty: 3-years/100,00kmResale: 72% (est.)Service interval: 15,000km/12 monthsSafety: n/aEngine: 4.7-litre, V8 petrol, 331kW/510NmBody: 2-door coupeWeight: 1980kgTransmission: 6-speed sequential auto, rear driveThirst: 14.5L/100km, 98 RON, CO2 337g/km"The heart and soul of luxury motoring that takes its top off''

Bouncing back from the GFC and poised to turn downward again as a surging Australian dollar threatens to push up interest rates, Australia has become a nation of widening gaps between the haves and have nots. Witness the strength of the luxury car market. In Maserati's case, Australia has recorded sales increases of almost double previous years. Spokesman for Australian importers, Ateco Automotive, Edward Rowe, says the GranTurismo coupe models doubled sales in 2011 year-to-date compared with the same period in 2010. "The Quattroporte is up 90 per cent in the same period and order books are getting longer,'' he says. "The currency rate, which favours importers, means we have added a lot more equipment to the models to make them more attractive. The GranCabrio, for example, has more luxury features and equipment than before.'' Australians who can afford to consider a Maserati are also more likely to buy a sports derivative rather than the more luxurious models. The launch of the GranCabrio Sport - the more sporty version of the existing convertible - is set down for December in Australia with a sub-$350,000 price tag. "We expect to sell in 2011 calendar year 40 Quattroportes, 90 GranTurismos and 35 GranCabrios - not including the Sport model which, as is expected, will be registered in the 2012 year,'' he says. "But we are aware of the potential for the global economy - and that of Australia - to tighten in 2012 so our estimates for these models will be similar next year.'' Buyers for the GranCabrio Sport are expected to come from BMW 6-Series and Mercedes-Benz coupe models. "It's an exclusive market and Maserati is doing well because of its exclusivity and especially the breadth of the customisation available on the cars.''

Following the lead of BMW and Aston Martin, Lotus has designed a concept three-door hatch that is less than 3.5m long and will have an innovative electric drive train. It says the car, called the Ethos, could be ready for sale as early as 2013. It was the sixth car shown by Lotus at this year's Geneva motor show and despite its sales potential, was basically overlooked by the public as they became dazzled with Lotus' other sports-car offerings. The Malaysian-owned but English-based niche-model sports-car maker could call on its parent, Proton, to help build the car. It could even become powered by a small petrol engine for Malaysia and other markets, and with the Lotus-developed three-cylinder petrol generator and electric motor hybrid system for a more exotic version for emission-sensitive markets. Though Lotus Cars group PR manager Alastair Florance says it's still a concept, the car features significantly at the company's head office in Norfolk, UK. "But this is not the car shown at the show with a Proton badge - that is a completely separate car,'' he says. "The Ethos can make it to production in about 2013 - but we haven't made the final call on that. "It is shown as a concept with a hybrid power train using the new Lotus-designed system of a range-extender petrol engine and an electric motor. But that's just one possibility. It could have a small petrol or diesel engine instead of the hybrid.'' Lotus' 1.2-litre three-cylinder petrol engine - which in this case is made by Fagor in Spain - is specifically designed to act as a generator for the lithium-ion battery pack. It does not drive the wheels and therefore can be located anywhere in the car - front, back, under the seats and horizontal or vertical. "The range extender is for applications where the car is driven for long periods,'' Mr Florance says. "Perhaps we would have an electric-only system, with a plug-in charger, for city purposes where it doesn't need the extra weight and complexity and expense of the petrol engine.'' The Ethos concept has a range of 60km as a full electric car, but up to 500km with the range-extender system. The engine is designed to run on varying fuels, including ethanol and methanol. In electric mode, it is as quick as most other traffic. It can accelerate to 100km/h from rest in nine seconds and top speed of 170km/h. With the range extender engine in use, its 54kW/240Nm generator will charge the batteries to provide sufficient energy to allow the car to cruise at 120km/h.

Bouncing back from the GFC and poised to turn downward again as a surging Australian dollar threatens to push up interest rates, Australia has become a nation of widening gaps between the haves and have nots. Witness the strength of the luxury car market. In Maserati's case, Australia has recorded sales increases of almost double previous years. Spokesman for Australian importers, Ateco Automotive, Edward Rowe, says the GranTurismo coupe models doubled sales in 2011 year-to-date compared with the same period in 2010. "The Quattroporte is up 90 per cent in the same period and order books are getting onger,'' he says. "The currency rate, which favours importers, means we have added a lot more equipment to the models to make them more attractive. The GranCabrio, for example, has more luxury features and equipment than before.'' Australians who can afford to consider a Maserati are also more likely to buy a sports derivative rather than the more luxurious models. The launch of the GranCabrio Sport - the more sporty version of the existing convertible - is set down for December in Australia with a sub-$350,000 price tag. Rowe expects this to greatly enhance GranCabrio sales and suggests that many have already been allocated. "We expect to sell in 2011 calendar year 40 Quattroportes, 90 GranTurismos and 35 GranCabrios - not including the Sport model which, as is expected, will be registered in the 2012 year,'' he says. "But we are aware of the potential for the global economy - and that of Australia - to tighten in 2012 so our estimates for these models will be similar next year.'' Buyers for the GranCabrio Sport are expected to come from BMW 6-Series and Mercedes-Benz coupe models. "It's an exclusive market and Maserati is doing well because of its exclusivity and especially the breadth of the customisation available on the cars.''

IT was originally the “people’s car’’ and now Volkswagen wants to get closer to the mandate laid down in the late 1930s.In bringing back the Beetle - incidentally, for the third time - Volkswagen says it’s learnt from errors with the outgoing New Beetle (1998-2010) and is promising cheaper prices, more room, more performance and yet retaining the car’s historic fun aspect.“The previous model’s problem was that it couldn’t attract the mainstream consumer,’’ saysVolkswagen Group spokesman Christian Buhlmann in a rare admission that the New Beetle was a bit hit and miss.In the US it was a big hit and was the main reason for global sales tipping over one million. In Australia, a bit more than 8700 - including the convertible - found buyers from 2000. There’s still a few left at dealerships though production stopped last October.But Buhlmann is excited about the Beetle (the “New’’ has been dropped) and - like Volkswagen Australia - expects a much greater audience.“It’s more for the driver but it’s also a lot more practical (than the outgoing model,’’ he says.“The boot is almost three times the size, there are greater convenience features, it is better to drive because the driving position is now more “normal’’ and it has excellent handling and performance characteristics.’’Volkswagen this week debuted the Beetle in Berlin saying it will be about 10 per cent cheaper than the Golf. It will go on sale in Europe in September but Australia is a long way off - one estimate is late 2012 and another is “about mid year”. When it gets here, expect prices from about $25,000 and up to about $42,000 for the 147kW turbo-petrol model. That could, however, change and that also applies to the final specifications.VW says 66 per cent of previous Beetle buyers were female and now expects a 50:50 split as it appeals to more men.VALUEClearly Volkswagen has Mini in its sights, but the Beetle also fires at Citroen’s DS3 and intrudes into premium Euro coupes such as BMW, Audi and Mercedes-Benz. Based on the European pricing and that of rivals, the Beetle is likely to be priced from $25,000 (1.2-litre) to $42,000 (2-litre GTI). The DS3 is about $35,000; the BMW 120i Coupe at $53,000; and the Mini Cooper S at about $50,000. But - and it’s a big but - the Beetle is very well equipped (again, I’ve based this on Euro-spec models) and quality of the Mexican-built bubble is almost up to German standards. Let downs include the dashboard of hard plastic.DESIGNIconic. It’s a total change from the New Beetle. It grows in length and wheelbase and width and track, but is lower and has a flatter roofline. Things reminiscent of the 20th Century Beetle are subtle but visible - the protruding lower sills that look like running boards; big, round headlights (now the only VW with these); no discernible grille; and on the inside, a glovebox styled on the 1960s model (there are actually two gloveboxes) and a sling grip on the B-pillars. There is more room - four adults can fit and the boot is almost three times the size of the older model - and better access, including the now frameless glass on the doors and a wider hatch. The vase for the flower has gone but may return as an option.TECHNOLOGYIt’s all Golf under the body, with a 50mm slice taken out of the platform. Components are shared across the VW brand and the VW Group. The front-wheel drive gets engines from 1.2-litre to the detuned GTI 2-litre turbo engine with 147kW. I drove only the 147kW with the six-speed DSG automatic transmission. Australia may get two petrols and one diesel and maybe miss out completely on a manual transmission. The rear suspension is tuned to the Beetle and is an upgraded version of the Golf unit. Steering is electric-hydraulic. Crazy but despite all this, my most memorable feature is the subtle sound of the exhaust that has been artificially tuned - by way of a sound amplifier up against the firewall - to resemble the offbeat pulse of the old air-cooled engine.SAFETYVolkswagen claims a EuroNCAP five-star crash rating, six airbags and stability and traction control, following the lead of the Golf.DRIVINGThe engine note is very quiet - better at cruising speed - and when off the throttle, that discreet chuff-chuff becomes a muted backdrop. In 147kW guise it's a quick car.The most impressive change is the handling. The wide track - up 63mm at the front and 49mm at the rea r - just grips the road so tightly that it feels glued to the bends. Ride comfort tends to firm. I drove the optional sports suspension and it felt equally as competent through the corners as the standard set-up but choppier over mid-corner bumps.VERDICTThis is a really good car. It’s a hard car to fault because it sits in a market segment where buyers traditionally forgive function in the name of fashion. But pragmatic buyers may discard style and look at the Golf and see more flexiblity and five-door convenience.