Articles by Paul Gover

Power for the beast is expected to come from either the same 4.2-litre V8 found in the RS5, or a twin-turbo V6 with similar outputs.The prototype also shows the lights and grille that will appear on all models in the A4/S4 range.

It's a 911. That's all anyone really needs to know about the latest newcomer in the Porsche family. The shape is traditional, the approach is traditional, and the result is tradition.But the latest car to carry one of the best-known badges in motoring is much, much more than just a backward-looking, inwards-focussed 911. It's only the third all-new car since the 911 hit the road in 1963 and that means the familiar shape is wrapped around a high-tech 21st century package that makes driving easier, greener and more relaxed - yet still just as much fun.Perhaps - just perhaps - the car is not as rewarding or challenging to drive, but there is plenty to come - the GT3 road racer and GT2 turbo beastie - for people who want and need more than just a great sports car to satisfy them.We will only know the answer when we get the 911 home and onto familiar roads, but right now I think the changes have resulted in a 911 that is right for its time and buyers. A Lamborghini Gallardo looks wilder, and a Ferrari 458 Italia is plain wonderful, but there is nothing in the 911s price class that runs even close to the German star.VALUEThere is more to see and touch and feel in the new 911, as well as more performance, but it's still a costly car with prices from $229,900 for the Carrera or $263,100 for a Carrera S with the a 3.8- litre engine.For now, the extra value comes in everything from a new and lighter body - which helps economy - to a cabin with noticeably more space and a dashboard that's been morphed from the luxury Panamera. The end result is a car that's got so many detail changes it's impossible to cover them here. "We've done a lot. Emotions, performance, comfort," says Michael Winkler, chief of Porsche Cars Australia.Of course, there are all sorts of options including sports seats, sound systems, leather choices and special luggage. And there is a new hero colour - a creamy brown called cognac, for people who have extra to spend.TECHNOLOGYPorsche has managed to make the new 911 lighter despite a basic body that's heavier, thanks to work on every area of the car including more aluminium. The wheelbase is up by 10 centimetres, a help in the cabin and also for a future hybrid system, the front track is wider and there is (controversial) electric power steering.Engine outputs are up 257 kiloWatts/390 Newton-metres for the downsized 3.4-litre flat six in the Carrera and 294/440 for the 3.8 in the Carrera S, which means sprint times as quick as 4.3 seconds to 100km/h and a top speed of 304km/h. Fuel consumption can be as little as 8.2 litres/100km and all new 911s have a stop-start system as standard, headlining a suit of efficiency improvements.There is also a new seven-speed manual gearbox - with an extra leg on the usual H pattern - that shares its casing and basic mechanicals with the quick-shifting PDK twin-clutch manumatic. And there is a stop- start system to save fuel and cut emissions.DESIGNThe basic shape is the same but the new 911 is different in almost every detail. "It is possible to modernise an Icon," says Porsche boss, Matthias Muller. So the headlamps are still roundish, the side windows are much the same shape as always, and the curvy body is wrapped around the wider front end and over the rear-mounted engine. But the body is lowered and stretched out, and the rear-view mirrors are now mounted on the doors.Inside, the dials are much the same as always - with the tachometer sitting front-and-centre - but the minor switches are trendy modern from the Panamera and there is even a park-brake button. The materials inside are the same as always, with lots of leather, and Porsche's switch to paddles for the PDK double-clutch gearbox is reflected in chunky metal levers. But there is also a new 12 centimetre colour display screen and three plug-in power sockets. So the melody is the same, even if the words have changed.SAFETYThe new 911 will be a five-star car for safety, although we're not expecting anyone to kill one against an NCAP wall any time soon.There are front-side-head airbags, ABS brakes, stability control and even a new torque-vectoring differential to make cornering safer and easier. The real proof comes in little things, like the big bins in the doors that have been sacrificed to provide more side-impact protection.DRIVINGWheel time is the only thing that really matters to 911 fans and the new car is great. It sprints well, it corners very well, and it gives the sort of feedback you expect - and need - from a 911. But, and this is a big difference, it's more refined with less road noise and none of the steering kickback of earlier cars.The pitchy, bouncing ride and steering fight through corners was something that always made 911s a challenge to drive. Some people will think it's sad that it's gone, but it means you can really tackle a testing road without fear.There is more space in the front seats, too, although I'm not a fan of the latest steering wheel designs or a multi-adjustable driver's seat that I could not get low enough in a couple of evaluation cars. But that's all minor stuff, just like the need to really think about changes in the seven-speed manual gearbox.It's sprung towards the 3-4 plane and that means coming out of the cruising top gear - 2000 revs at 100km/h - down to fifth takes concentration. The latest PDK gearbox is great, with swift shifts and a gear for every occasion. It's also great to be able to left-foot brake into a corner - something that previously killed the engine as part of a Volkswagen safety system - and then select the right gear almost at the apex.Braking is great, the ride is good, and the new dash is simpler and easier to use - like the one-touch buttons for the sports settings and the dial that records G-loading in corners and under brakes.The Porsche people have done everything they can to ensure the new 911 is headed for greatness. It is still a brilliant driver's car, but it's also now easier to access the performance and it's more relaxing for touring work. In short, the new 911 is a winner.VERDICTThe new 911 is a brilliant update of a timeless classic. It ticks all the right boxes.RATING

The Carparazzi shot of this mule clearly shows the clamshell hood and sloping roofline.The picture also shows the vehicle looks bigger than the current model, but it doesn't reveal whether the Rangie is running on an alloy chassis reportedly being developed with Jaguar. That could trim 400kg off the 4WD for quick and painless gains in fuel consumption. Expect it here in 2013 from about $165,000.

...the final item with just the mildest tapework to disguise the final details. The front end shares the latest chunky look from the E Class, but the hulking family wagon is much more thuggish with the promise of 3 and 4- litre diesel engines as well as a 5.5-litre petrol V8 in early 2012.

It has the raised seating position of  the larger 5 Series GT, as well as its two-tier rear hatch, as well as the aggressive new nose of the latest Three.

...as this shot of the C30 five-door hatchback proves.   Carparazzi is convinced the C30 plate will survive, despite hints from  Sweden about a V30 or V40 badge, and the newcomer is vital to the brand's profit plan going towards 2020.

A near-death experience has finally breathed some heart and soul into the Lexus GS. The GS came very close to extermination after three unsuccessful attempts with cars that looked best at a retirement home, but now the mid-sized Lexus is genuinely worth considering against a BMW 5 Series or an E-Class Benz.It has a more macho look, a cabin that's not just a cushy lounge room, and the sort of driving enjoyment that's likely to make the F Sport models a real hit. Lexus still has to overcome buyer resistance when the new GS lands in Australia in April, but provided it can undercut the Germans on price - which means a basic bottom line just below $80,000, well under the $95,000 of the current car. The lineup is based on the GS350 with V6 engine that produces 28 per cent more power in a mid-sized five-passenger cabin, and the GS450h hybrid that also uses a 3.5-litre V6 but with a continuously-variable transmission and Prius-style powertrain.No-one at Lexus is talking about prices yet, partly because the car is still more than four months from Australian roads and partly because the company does not want to alert its German rivals to its plans. But it's fair to expect a pricing spread from just below $70,000 - for the GS250 that's still to be confirmed for Australia - with $79,990 for the cooking-model GS350 and something around $115,000 for the GS450h.The bottom line means good value, as a $80,000 sticker will really stick it to BMW and Benz, and there is a lot to like in a list of standard equipment that includes great leather and aircon, brilliant Mark Levinson sound, the usual alloys, and a giant colour display screen in the dash. It's just a pity that the need to please Americans with the world's biggest display has cost the rest of the world an eight-speed automatic gearbox...The price picture is still pretty muddled, as there is a lot of extra equipment on cars at the world press preview - including night vision, a drive-drowsiness alert, and the optional sports package with rear- wheel steering - but Lexus promises a big effort with the new GS. "We currently sell about seven GSs a month. We're aiming for 50," says Peter Evans, marketing boss at Lexus Australia. And there is room to move. "The two big guys do about 150 a month," Evans says reluctantly.Work on the GS has produced a long list of innovations, including what Lexus claims as four world firsts. They are a variable driving mode system, a 3.5-litre V6 engine that uses an Atkinson combustion cycle in the hybrid, a 'stacked' battery pack in the hybrid, and a dynamic rear steering on the hybrid.The air conditioning even uses 'nanoe' technology to clean, filter and add ions to the air. In Lexus style, the technology changes go on and on, covering everything from powertrain to safety and comfort. There is a lot to like, although it's not always easy to understand. DESIGN: All the noise about the GS is centred on the grille, which takes a new Lexus direction. It's a lot like Darth Vader's helmet and it gives the car a strong presence in traffic which is, sadly, not matched by a tail end that looks more like a Kia.The cabin, though, is great. The look is upmarket but still a bit youthful, it's good to see an old-school analogue clock in the dash - always a favourite with one-time Ford boss Jac Nasser - and the colour display works a treat. Lexus has also upgraded the materials in the car and that's lifted it away from the so-what look and feel of the previous GS models.The four-generation GS is certain to be a five-star ANCAP car and also has the usual suite of safety stuff you expect on an $80,000 car. There are no fewer than 10 airbags, including knee protection, as well as everything up to a blind-spot monitor, tyre pressure monitor, the drowsiness warning and pre-collision safety protection. It will be interesting to see how much of the safety stuff makes it too Australia, and how much is on the starter car, but the GS package includes a lot of Lexus firsts.So, it's Strike Two for the Lexus GS. The difference this time - and it's a big one - is that I can see the car. The first time I flew to the USA for some early kilometres in the new Lexus luxurymobile it was like driving with a blindfold. The car was real and almost totally complete, but wrapped in a giant leather sausage to hide it from the world.This time, I can see the bodywork and the clock in the centre of the dash is revealed. The clock looks pretty nice and the styling is pretty good, for a Lexus. The GS350 is a tidy drive that lifts the mid-sizer away from its tedious roots and up much closer to an E-Class Benz or a 5-Series from BMW. It's not as tasty as the Audi A6 I left behind in Australia, and it's not as tight as the Five, but it's pretty nice. Sliding across to the 450h, the car has plenty of punch and the right sort of green strengths for California. Sadly, although it goes like a V8 it sounds like a golf cart thanks to a CVT transmission that's tuned for efficiency and not much driving enjoyment.But there is real enjoyment in the F Sport cars, with active rear steering. Lexus has done extra tweaking since my first drive and the result is a car that is surprisingly swift, yet very fluid and easy to drive. The end result, including some drifting fun at a deserted airfield, is one of the most surprising drives of 2011.The new GS is way, way better than the previous models and a real tribute to the development team that broke it out of death row. It's one of the most impressive cars to wear a Lexus badge and is going to make BMW and Benz buyers think twice in 2012.Still a Lexus, but can be a surprisingly good drive and is loaded with goodies to make life enjoyable.

... with the public unveiling of the latest Honda CR-V and Ford Escape. The compact SUVs, which drop into the one of the fastest-growing showroom classes in Australia, point to a new focus on design, quality and efficient family wagons for the 'burbs. They follow the Mazda CX-5 which is already creating lines at Australian dealerships, while ending the life of the good looking but thirsty CX-7, although Toyota is yet to reveal its next RAV4 and it's unlikely until 2012 at the earliest. The CR-V is the fourth generation of the Honda SUV and looks like an evolution, not a revolution. As it sits at the LA Auto Show it its clearly a little bigger inside, with more features than the current car, but - like the upcoming Civic replacement - does not have the quality that owners have come to expect from a Honda. The Escape, in contrast, is vastly improved and reflects a focus on quality and comfort, with a touch of 'surprise and delight' thanks to a rear-end sensor that opens the boot with just a swipe of your foot.  BMW has a similar system in the 5 Series, and promises it for $846 on the upcoming 3 Series, but it's a real winner for parents who battle through supermarket parking lots with arms filled by groceries and youngsters. The CR-V stays as a five-seater, despite rumours of a third-row bench, with mechanical changes focussed on extra power - 137 kiloWatts from 2.4 litres - a new intelligent all-wheel drive system and a five-speed automatic. Honda has improved efficiency and even fitted an 'Econ' mode, with visual clues in the dash when the car is being operated for maximum green power. There is a split-fold back seat, a new console approach, six airbags and more. But full details on the CR-V - including the vital price - are still secret until launch plans for Australia are finalised. The Escape is also still a US-focussed newcomer, but is coming to Australia in 2012 and certain to pick up a major boost in fuel economy, quality and comfort. The basic engine for the USA is a 2.5-litre four cylinder with a six- speed automatic gearbox, while Australia is also likely to get either or both of the new 1.6 and 2-litre EcoBoost turbo fours. “Escape is America’s best-selling utility vehicle, and the Ford team has worked hard to make sure we deliver even more of what small SUV owners really want,” says Ford's global head of production development, Derrick Kuzak. "It offers the strengths that customers today really value – fuel economy, versatility and new technology that makes driving and living with the vehicle easier and more fun – all wrapped in a sleek, more modern design."

The face-off is looking like a foregone conclusion now the all-new GS is on the road. The new range starts with the six-cylinder GS350 and hybrid GS450h, but future expansion is expected to include a V8-powered GS-F and most likely a 250 starter car. Lexus is careful to avoid any confirmations, but the GS250 is already a runner - and headed for a range of countries that need to combat diesel-powered rivals - and the GS-F is a consistent topic for discussions. "I am strictly prohibited to talk about GS-F or any V8 project," the deputy chief engineer on the GS project, Koji Sato, says. But he admits a V8 engine will fit under the bonnet of the new car, and that there is extra capacity in the car's chassis and suspension. "We cannot comment on future models, but the platform of the GS has high capability for new engines and other body styles," he says. "The rear suspension structure is totally different and it has a higher potential in terms of dynamic capabilities." The all-new GS is the result of a total re-think on a car that has, until now, badly missed customer targets and fallen well short of its German rivals. Lexus even considered killing the car at one point. The marketing chief at Lexus Australia, Peter Evans, gives some details on the GS rollout including consideration of the 250. But he totally discounts any chance of a diesel, even though BMW and Benz both use diesels as their starter cars in the E-Class and 5-Series and sell more than half their mid-sized models with a four-cylinder engine. "There is no diesel. There is no diesel in the program," says Evans. "There is a smaller-engined variant. It is the GS250 and targeted at eastern Europe and China. Clearly it's the star for the Chinese market. It's under active consideration for Australia but isn't confirmed yet. Up to 140km/h it's about as fast as the GS350 and it has very good fuel consumption numbers."

THE all-new Porsche 911 is everything you expect, then more. Actually, it can also be less if you just want to doze along the freeway in seventh - yes, seventh - gear in the latest manual transmission with the engine turning at just 2000 revs.But it's still a sports car to dream about, to tussle and tease along a twisty road, and one of the rare cars to make a memorable entry at your favourite haunt.The new 911 - Porsche people will call it the 991 - is only the third totally new model since the badge hit the road in 1963, and the German sports car maker has gone all-out to ensure it's a landmark.Spending? No-one will say, but it's unlikely there was any change from $800 million.It's just as fast as always, but bigger, more refined, and with the quirkiness of previous generations either removed entirely or damped down almost to Camry levels. And there is lots of efficiency, headlined by better fuel economy and a smaller 3.4-litre engine in the Carrera starter.PRICINGThe first of the new 911s will reach Australia in March, priced from $229,900 for the Carrera or $263,100 for a Carrera S with the larger 3.8-litre engine. The new coupes will be followed quickly by the cabrio - look for pictures on Carsguide next week - and eventually the hero cars including the GT3 track monster and the Turbo in 2013.TECHNOLOGYFor now, work on the 911 is concentrated on a new and lighter body, a cabin with noticeably more space and a dashboard that's been morphed from from the Panamera, with everything from a wider front track and a stretched wheelbase to controversial electric power steering.Engine outputs are 257 kiloWatts/390 Newton-metres for the 3.4 and 294/440 for the 3.8, which means sprint times as quick as 4.3 seconds to 100km/h and a top speed of 304km/h in the S.Fuel consumption can be as little as 8.2 litres/100km and all new 911s have a stop-start system as standard, headlining a suit of efficiency improvements.There is also the seven-speed manual - with an extra leg on the usual H pattern - that shares its casing and basic mechanicals with the quick-shifting PDK twin-clutch manumatic.Other details run from standard wheel sizes up from 19 and 10 inches, with all sorts of options including sports seats, sound systems, leather choices and special luggage. And there is a new hero colour - a creamy brown - called cognac.But it's still a 911, from the body shape to the feedback at the wheel.DRIVINGThe first and most-obvious improvement for anyone who has driven any previous 911 is the elimination of the pitchy, jouncy ride that has always had the front wheels pattering and drumming to any changes in road surface. The improvement is partly in the front suspension, partly in a steering system that eliminates unwanted distractions.The car is also noticeably quieter and there is more room for both of the people in the front. The back? It's not something to test, unless you're younger than five.The performance is as strong as the recent 911s, perhaps a touch better but it's hard to know in the real world, and it still has the mid-range punch and throaty exhaust note that makes the car special.Braking is great, the ride is good, and the new dashboard is simpler to use, although the electronic park brake is hidden below the dash.For me, the multi-adjustable electric seats in the Carrera S are set too high, and the fake-ceramic steering wheel looks a bit cheap. And it's easy to get lost in the new seven-speed manual gearbox, which is also sprung towards the 3-4 plane and means you have to concentrate to go from seven to five.The PDK gearbox is great and my choice now Porsche has paddles, and the sound systems punch.My complaints are mostly very minor stuff and that's no surprise on any 911, and especially not on a ground-up rework.The Porsche people have done everything they can to ensure the car is headed for greatness.They even laid more than two kilometres of smooth new bitumen road at a California airfield to ensure the car would make the best possible impression on the world's motoring press ...VERDICTHow good is the new 911? Very, very good. How good? Ok, I want one.RATING