Articles by Peter Barnwell

Alfa Romeo is relaunching its MiTo light car range with a revised four car lineup, featuring a twin clutch (manumatic) transmission on some and other technology as well as an equipment tweak.MiTo has been available here for some time but faces stiff competition from Mini and other brands.The MiTo TCT (Twin Clutch Transmission) is aimed at buyers wanting an auto as well as sporty performance and low emissions and fuel consumption. The best of both worlds.But the MiTo you'd expect to get TCT misses out - the high performance QV remains six speed manual only.  Go TCT and it means the least powerful 99kW engine in the MiTo's 1.4-litre, turbo four cylinder, petrol Multi-air engine range.Four versions of MiTo are now offered; 114kW manual MiTo at $29,990, 99kW MiTo TCT at $31,990, 99kW MiTo Sport TCT at $34,990 and 125kW MiTo QV in manual also at $34,990.Alfa says the three versions of MiTo's 1.4-litre Multi-air engine deliver comparable power and torque to other engines of greater capacity. Designed by Fiat, Multi-air technology also garners significantly better fuel economy.Multi-air engines don't have an inlet camshaft instead, a set of electro/hydraulic solenoid (pumps) operates the inlet valves, it is said, more efficiently than any variable cam timing system in existence.Opt for the TCT models and you also get auto stop/start function that further reduces emissions and fuel consumption to as low as 5.5-litres/100km particularly around town.The six-speed TCT system has adaptive shift patterns and is operated like a regular auto with PRND selected on a stick shift that also offers sequential change mode in a parallel Sport gate. Paddles are also provided on the steering wheel.Sport mode defaults back to auto if you fail to utilise the manual system.All three engines deliver strong torque at low engine speeds and pass Euro 4 or 5 emissions regulations. MiTo score a five star Euro crash rating.All four models score Blue&Me audio system, electronic key, aircon, wheel controls, cruise, pollen filter, electric power steering, trip computer and window tint. Wheels are alloy 17 or 18-inch with low profile rubber.All models are fitted with what Alfa calls DNA (for Dynamic, Normal and Allweather - a system that changes settings for the engine, steering, suspension and gear box.The MiTo Sport TCT is speced up to a similar level as the MiTo QV model - without the 125kW engine.MiTo has undeniable character and presence on the street thanks in part to its unusual face and the pert rear end accentuated by a bank of LEDs.It's just that the TCT transmission needed to be on the QV as well as the other models. Go figure.Alfa Romeo MiTo TCTEngine: 1.4-litre Turbo 4-cylinderPower: 99kWTorque: 190Nm/230Nm (Normal/Dynamic)Transmission: 6-speed Twin-Clutch autoWeight: 1170kg

It takes a while for BMW to effect a mid- model change because they are staggered to happen over a period of up to two years. That's why we are only seeing the mid-model upgrade to the 3-Series Coupe and Convertible now while the sedan model went through its changes about 18 months ago.And essentially, the sedan changes are reflected in the 3-Series Coupe and Convertible.  That means a new visage - new grille, lights with eyebrows, bumper changes and something similar at the back. Changes have been made to character lines on the body and the car's overall appearance has been lifted with new colours and wheels.MechanicalIn line with the modest exterior changes are a range of engine upgrades that yield better fuel economy and more power.  Across both Coupe and considerably more expensive Convertible ranges there are two turbo diesels in 2.0-litre four and 3.0-litre six cylinder while the petrols are a 2.5-litre naturally aspirated straight six and a 3.0-litre twin-scroll turbo six in the 335i Sport that replaces the earlier twin turbo engine.This engine has the same power (225kW) and torque (400Nm) as the twin-turbo but delivers maximum torque at a low 1300rpm and uses less fuel into the bargain.  The 335i Sport only comes in M Sport spec' and is available with a seven-speed double clutch "manumatic" transmission as well as the standard six-speed manual.The entry level diesel 320d Coupe ($65,600) gains 5kW to 135kw and 30Nm to 380Nm and is available with a six-speed manual or optional six-speed auto with sequential change.  Other engine have been tweaked for improved economy and lower emissions but are essentially the same as before.Suspension changes offer a new damper with softer initial ride qualities increasing stiffness as more demands are made on the car.  Upholstery upgrades include a sun reflective treatment on the Convertible's seats that keeps them cool on hot days in direct sunlight.Drivetrain and PricingVarious option packages are available across both Coupe and Convertible ranges that include the Innovation Package and the M-Sport Package.  We drove most of the new variants last week and all have characteristic BMW traits like sporty dynamics and a solid feel on the road. The 335i Coupe is approaching earlier six cylinder M3 performance levels and is capable of putting away a 0-100kmh sprint in the low 5.0 second bracket.It has impressive throttle response from extremely low in the engine rev range and sings sweetly up to the 7000rpm redline.  Even the 330d is good for a low 6.0 second split.  The cars have superb dynamics even in Convertible form which bears a weight penalty of up to 150kg.The segmented hard roof on the Convertible takes less than 20 seconds to retract or deploy and when place, looks almost the same as the Coupe model.VerdictPerformance from the other models is similarly impressive - they are great to drive While it would be great to have the 335i in your garage, the reality is that the entry level 320d in auto would do the job just as well around town with the added benefit of being able to cover 1000km on a tank driven carefully and it's a decent performer too.  It's the one we'd buy.BMW 3 Series Coupe and ConvertiblePrices: 320d $65,600 (coupe), $78,500 (convertible); 325i $84,900, $98,700; 330d $94,700, $107,700; 335i M Sport $116,700, $129,900; M3 $158,300, $176,700; ($2965 for 6-speed auto on 320d and 325i, standard on 330d; $3500 for 7-speed double clutch option on 335i)Engines: 1995cc 4-cylinder turbo diesel (320d); 2497cc straight 6 petrol (325i); 2993cc straight 6 turbo diesel (330d); 2993cc straight 6 petrol (335i); 3999cc V8 petrol (M3)Transmissions: 6-speed manual with auto stop-start (320d, 325i, 335i, M3), 6-speed automatic (320d, 325i, 330d), 7-speed DCT (335i, M3 with auto stop-start).

Until July 2006 the Australian Design Rules specified that new cars sold in Australia had to have speedos that were accurate to within 10 per cent of a car's actual speed. But under the current ADR a speedometer is not allowed to indicate a speed that is less than a car's actual speed, called under-reading. But it is allowed in effect to over-estimate the speed, by up to 4km/h plus 10 per cent, called over-reading. There are however several other factors which come into play and could influence the result. These include under or over-inflating a car's tyres or for that matter fitting different-sized wheels or tyres, all of which will have an effect on the accuracy of your speedo. If the vehicle you are driving is carrying a heavy load it could also cause the speedo to over-read as the tyres will be pushed out of shape and have a smaller rolling diameter as a result. And, we're talking here only about cars sold officially here, not "grey imports" like the Nissan GT-R which is very popular with teenagers. These vehicles are not required to conform to Australian design rules.

WHAT IS IT?This is BMW's hot-rod X5 Sports Utility Vehicle though you couldn't and wouldn't take it off road under any circumstances. It has low profile 20-inch tyres and uses the same underpinnings as the BMW X6M.HOW MUCH?A lot but at $172,900, it's pretty good for the range-topping X5 with everything and super high performance.WHAT ARE THE COMPETITORS?Mercedes Benz ML63AMG _ a strong competitor for the X5 and to a lesser extent and a lot less money, the Jeep Grand Cherokee SRT8.WHAT'S UNDER THE BONNET?A 4.4-litre, twin-turbo, petrol V8 with variable valve timing on the inlet and exhaust sides. Each turbo is a twin scroll unit so, effectively, there are four turbos pressurising air into the high-tech engine. It's good for 408kW/680Nm output. Drives all four wheels through an x-Drive system and a six-speed auto calibrated for sporty performance.HOW DOES IT GO?Like a maglev train _ capable of putting away a 0-100kmh sprint in 4.7 seconds and speed limited to 250kmh. Sounds like no other V8 we've driven. Tames HSVs in a single bound.IS IT ECONOMICAL?Not really, drinks premium at a rate of 14.3-litres/100k if you can stay off the loud pedal. Is it "Green." Yes, sort of, despite kicking out plenty of CO2, the X5M passes EU5 emissions regulations. Australia is currently at the equivalent of EU3.DOES IT HAVE MANY SAFETY FEATURES?Yes, jammed with safety kit including six air bags, sports calibrated stability control, huge brakes, safety cell chassis.IS IT COMFORTABLE?Leather, dual climate control, 600 watt audio, voice control, TV, large info screen are you kidding? But the firm two mode (Sport and Normal) suspension can get jiggly on uneven surfaces. Run flat tyres have little give. A switch to Normal suspension fixes that. Has air rear suspension.WHAT'S IT LIKE TO DRIVE? Fabulous, despite weighing 2300kg, steers like a sports sedan, has impressive response at any speed, great brakes, flat cornering even when pushing hard. Love the paddle shift though its fixed to the wheel. Those M people know how to to do performanceIS IT LUXURIOUS?Top drawer. Nothing of any note left off the features list. Is it value for money? Erm, depends on your perspective. We would find it difficult handing over so much to the government in luxury car tax _ but that applies to many cars. Would we buy one? Maybe, if we won the lottery. The thing is the turbo diesel X5 35d is such a good thing _ whack on a set of big wheels and option it up and you'd be happy as a pig....

WHAT IS IT?This is the high performance version of Chrysler's near iconic 300C sedan. It has a larger capacity 6.1-litre petrol V8 engine, huge 20-inch wheels and plenty of goodies inside like leather clad sports seats, a 0-100kmh timer and  this time around, a limited slip differential.HOW MUCH?Priced at &74,990, the SRT8 leave little to be desired. Chrysler is pretty well on top of the latest gadgets and luxury developments and it shows inside the SRT8.WHAT ARE THE COMPETITORS?HSV's Clubsport R8 and FPV's GT are close on price and have similar engines and power output. But the SRT8 isn't as hard core as these two, it's more of a quick cruiser rather than a road going sports sedan.WHAT'S UNDER THE BONNET?Power comes from a 6.1-litre, Hemi V8 with overhead valves. It aint the latest artillery but is good for 317kW/569Nm output that propels the SRT8 in the way you'd expect - fast. It drives the rear wheels via a sequential five speed auto.HOW DOES IT GO?Like a train _ we used the built-in 0-100kmh timer and clocked a 5.35 second split. A hotshot would do better. Has a pleasing rumble from the wide spaced dual outlet exhaust and plenty of kick in the mid and high rev ranges.IS IT ECONOMICAL?It's OK, drive with an egg foot and it will do 12.0-litres/100km, boot it up and the sky's the limit. Chrysler claims a combined average of 14.0-litres/100km.IS IT 'GREEN'?Not really.IS IT SAFE?Has all the necessary kit - multiple air bags, stability control so goes close to a five star crash rating. Inherently safe with big Brembo brakes, large tyre contact patch sports calibrated stability control. Weighs in at just over 1900kg. Look out little cars.IS IT COMFORTABLE?Superbly. Despite being the "sport" version, has comfy and controlled ride, minimal noise intrusion, large soft seats and plenty of interior room _ a "first class" travelling experience. Also scores a monumental Kicker 13 speaker audio system, the latest in 3D satnav, a 20gigabyte myGig infotainment system, leather, electric assistance everywhere, remote proximity entry, keyless go - you name it.WHAT'S IT LIKE TO DRIVE?Impressive. Not as sharp in the twisties as an HSV or FPV but still wieldy and fun to steer though the steering itself is a little too light and vague. rockets out of tight corners like a sports sedan should aided by that new differential. The Brembos as welcome given the power and weight of the SRT8. And all this in a pampered driving environment.IS IT VALUE FOR MONEY?You'll pay a bit more for the SRT8 but it's a bit different and more "bling" than the direct competitors. Value? Pretty good really considering the size of the thing and what you get. Beats a small European premium model for similar money every day.WOULD WE BUY ONE?Yep, the missus hates it but then what does she know. Hope she isn't reading this.

The hybrid car world is about to receive a big wake-up call when Honda's new Insight arrives in November priced from an expected $30,000. It seriously undercuts Toyota's two hybrid offerings, the expensive Prius and the locally made Camry hybrid.But that's only half the story because Honda's hybrid range going into the latter part of 2011 will include a new hybrid sports coupe called CR-Z. Like the CR-X sports coupe from the early 1990s the CR-Z has striking styling and a truncated, three door body wrapping its petrol/electric powertrain hooked up to the front wheels via a six-speed manual transmission.But first cab off the rank is the long-awaited Japanese-manufactured Insight, a big hit in Japan to the point where the rest of the world has had to wait its turn to buy one.Insight runs a relatively simple parallel hybrid powertrain based around a 1.3-litre, petrol, four-cylinder engine with a 10kW electric engine tacked onto the end. Total power and torque outputs are 72kW and 167Nm. It's all electronically controlled with the electric motor basically an engine assist for acceleration or moving heavy passenger loads.Insight is a five-door hatchback built on a Honda Jazz-based platform with modifications at the rear to accommodate the battery pack and electricals. This was done to control costs and make Insight more affordable. The same applies to the powertrain where Honda has shied away from a more complex hybrid set up like Toyota favouring what it calls the IMA system (Integrated Motor Assist).Honda has a fairly pragmatic attitude to mainstream automotive engineering rarely lashing out with unnecessary technology. It places more importance on reliability and in Insight's case, economical, low emissions driving -- almost guilt-free driving for want of a better description.Some regenerative energy capacity is provided  through the brakes and electric motor but there's none of the efficiency optimizing trickery you find on Bluemotion cars from VW for example. That's due next time around.It does have simple but effective ways to minimise fuel use such as a driver educating function called Eco Assist that prompts drivers to use less throttle and to drive more smoothly. The system challenges drivers to use less fuel "rewarding" them for economical driving by growing a tree icon on the instrument panel. It makes a measurable difference for drivers with a competitive nature.The CVT (Constantly Variable Transmission) helps reduce fuel use as does the dual ignition system and engine shut down under deceleration.Honda has determined that it isn't efficient to make your hybrid car move off under electric power and nor is it efficient to lug around a large battery. Insight has engine stop/start to cut fuel use around town and in Econ mode, limits the air conditioner, throttle response and cruise control.This is the second Honda Insight with the nameplate first appearing in 1999. That car was an unwieldy thing that offered barely adequate performance, minimal accommodation and a style that attracted the wrong sort of attention. New Insight is a more mainstream effort and is quite an attractive car from some angles. It looks pretty good sharing a family resemblance with other models in the current and forthcoming Honda range.It's not as big as Prius but clever packaging allows Insight to take five at a squeeze and their luggage in the big boot. In practical terms, Insight is a mixed bag with limited rear seat headroom an issue if adults are going sit there. But the load space is expandable to huge proportions thanks to split folding rear seats. There's even underfloor storage.We will get Honda's ‘affordable’ hybrid Insight in two spec' levels offering generous equipment even in the base model. Safety equipment provided includes six air bags and stability control along with what Honda refers to as its ACE body structure_code for reinforced passenger cell.As a drive experience, the Insight is like your average family small/medium car. It goes OK and has adequate acceleration when you floor the throttle. Ride and handling are much the same too with a relatively supple ride ensuring you arrive in good shape.  But a sporty car it most certainly is not.

Back in the late 1980s, Honda sold a Civic-based three-door hot hatch called the CR-X. It was like a motorcycle with four wheels and had a 1.6-litre VTEC engine that revved to about 9000rpm. The thing hooked around corners and almost achieved cult status though it was a fairly expensive proposition at the time.The shape of CR-X and the name has bounced back in Honda's new CR-Z hybrid sporty coupe due in Australia late next year for around the $35,000 mark.  We had a chance to drive the dart-shaped CR-Z last week in Germany and found the experience quite enlightening. It's no CR-X but the days of cars like that are numbered and Honda wants to make more of a green statement these days.It showed a concept CR-Z at Tokyo Motor Show in 2007 and will go into production soon with styling faithful to the stunning concept car though slightly toned down.MechanicalIt runs a 1.5-litre single cam, petrol engine hooked up to an electric motor for a combined output of 91kW and 174Nm. Those numbers spell sporty performance as opposed to sports car performance and Honda is not claiming that for the six-speed manual CR-Z which can cover the 0-100kmh split in 9.8 seconds. A CVT auto is also on the agenda.This is the first time a six-speed manual transmission has been available on a hybrid car and in this instance, it works a treat –- even offering engine stop/start as a further petrol saver. Stop/start uses the electric motor to instantly fire up the engine if moving off from a stop. It is a low emission vehicle as well as being economical.The engine also has a valve shut down function at low revs to conserve fuel, helping the car achieve official consumption of a handy 5.0-litres/100km in what is the first of an expected flurry of sporty hybrid cars by many manufacturers. Until now, hybrids have focused on family type vehicles and SUVs.DrivingThree driving modes are selectable on buttons arrayed on the left hand satellite pod flanking the sports steering wheel. They are Econ, Normal and Sport. The car has different engine and dynamic set-ups for each mode.It also has a reward system for ‘green’ driving, like that found in Honda Insight. Drivers earn leaves of a virtual tree for ‘good’ driving and penalties for ‘bad’ driving. It creates a competitive environment for the driver to use less fuel.CR-Z is relatively light weight at 1140kg which aids handling and performance. The chassis has been rated at similar rigidity to the Civic Type R.  CR-Z is Robinson Crusoe in the market but could be seen as competition particularly for the Alfa Mito and possibly Mini Cooper.Honda engineered a sporty exhaust note for CR-Z to complement its striking good looks. It’s a fun thing to drive especially at higher engine revs. The slick changing manual transmission entices sporty driving as does the cars neat dynamics aided by aluminium front suspension.It has a distinctive look complete with the chopped-off rear like the old CR-X. The interior is similarly funky and functional. But forget about it being a 2+2, the rear seats are essentially a parcel shelf.We had a ball driving this car through the forests surrounding Frankfurt last week. It offered plenty of comfort and control and a decent turn of speed once the revs were up.Honda CR-Z hybridOn sale: late 2011Price: from around $35,000Engine: 84kW/145Nm 1.5 litre i-VTEC engine, 10kW/78Nm electric motorTotal outputs: 91kW/174NmTransmission: six-speed manualEconomy: 5L/100kmEmissions:117g/kmRivalsHonda Insight from about $30,000Honda Civic Hybrid from $35,000Toyota Prius from $39,900

Price no object, what car would you buy? A Ferrari, a Lambo, a Roller, perhaps a Bentley? In my case, Maserati's stunning Gran Turismo S auto would be on a very short list if I had around $330,000 to spend. Yes, the automatic.A work of automotive art, the Pininfarina-styled Gran Turismo (GT) exudes an aura of power and class, of controlled aggression. There's even a hint of American muscle car about its flanks.The superb, flowing exterior lines are matched by a high standard of craftsmanship inside and out from the people who build it, and that too is matched by the quality of the components used — nothing but the best.The Maser GT is a true GT in that it's an imposing long distance coupe with seats for four, supersports performance and handling and the luxury accoutrements you'd expect in a limousine.It adds up to a hefty 1880kg weight but with the 4.7-litre V8 engine up front kicking out 323Kw/490Nm, urge is not an issue here. It puts away a 0-100kmh sprint in 5.0 seconds neat and generates a stirring V8 burble/blatt into the bargain.The naturally aspirated engine features variable inlet valve timing and has a redline of 7250rpm. The thing to note here is the six-speed ZF auto is calibrated to change up at redline thereby contributing to the GT's performance potential. Most autos run out of legs well before redline. It also has Ferrari-style paddle shift levers on the steering column and multi modes to change how it swaps cogs.The suspension is a version of the electronically controlled “Skyhook” system and is adaptive to certain inputs from the road, driver and car itself. Push the Sport button on the dash and it goes into attack mode which allows the big coupe to be driven spiritedly on demanding roads.On test, the level of enjoyment driving this car was as high as just about anything else we have driven including real hotrods like the new Nissan GTR and German uber-cars— BMW's M3, Benz's C63AMG and Audi's RS4/6.Not as outright quick, the big Maser is a deft hand in the tight stuff and gets on the boil really fast. The engine howls up to redline willingly and the big coupe's dynamics are right up to the task, even the brakes but then it does roll on 20-inch rubber of extreme proportions. This is all aided and abetted by the slick changing transmission that wills you to use the paddles and not just leave it in D.There's plenty of kit inside the Poltrona Frau leather-clad interior — 3D satnav, electric seats, Bose audio, Bluetooth. And it's styled to match the stunning exterior — certainly as appealing as other high-end stuff, some of which costs plenty more.Befitting a true GT is the 86-litre tank that saps a bit of boot space but there's still enough for a couple of medium size bags. No spare is supplied — it's a tyre inflation kit for the Maser GT. Fuel consumption hovers around the 15-litres/100km mark so there's plenty of range available.It has a low front that can be problematic on driveways and there's a long stretch for the seat belts. Rear seat room is surprisingly generous — even for an adult. The GT attracts admiring looks wherever it goes and the attention is certainly justified. Sensible but awesome, sexy and svelte, this car is a piece of work. It looks a million bucks from any angle and backs up the eye candy with performance that may startle.

Mercedes-Benz has been making cars for more than a century and the E-Class or its derivatives for 60 years.The company is about to launch the ninth generation of what is the quintessential Benz family sedan and also a sporty two door coupe version of the same to replace the CLK. It’s a totally new vehicle from the low rolling resistance tyres up and contains advanced technology to make the E-Class better to drive, safer, use less fuel, more comfortable, last longer and be easier to service. In other words, the new E-Class ticks all the boxes regarding car ownership.Called the W212 series, the new E-Class has exterior design features carried over from the first model way back when. The sexy new wedge shape sedan body not only tips its hat to the past around the side and rear mudguard areas but also scythes through the air at a world beating 0.25Cd aerodynamic rating – the most efficient shape in modern production cars bettered only by the E-Coupe which is one point better than the sedan at an incredible 0.24Cd. It allows the cars to use less fuel as well as cutting interior noise.New E-Class is only slightly larger than the previous model but offers better interior space thanks to superior design and new technology.There are plenty of goodies, including direct control suspension offering Comfort, Sports or Airmatic in the top of the range model. Direct control steering changes the front wheel’s response depending on speed using an Australian designed Bishop system.New standard features across the range include attention assist that monitors driver fatigue, ambient lighting, nine air bags, LED mirror mounted repeater lights and a central controller for various car functions including the high-end audio system, now with integrated USB connectivity.The sedan is a five seater with an optional four seat layout while the coupe is strictly a four seater. Both have large boots and a space saver spare. The sedan’s fold down rear seat is a handy feature. Numerous options are available including night vision assist, Distronic radar cruise control, reversing camera and plenty more.Benz has taken steps to make the new E-Class greener by implementing its BlueEfficiency technology on all four cylinder models and the diesel V6. These include aerodynamic aids with a flat undertray, an on-demand alternator, direct fuel injection, smaller capacity force fed engines, so called “eco” power steering, regulated fuel pump, low rolling resistance tyres, optimised air conditioning and other measures. Engine stop/start is not available with automatic transmission.Running costs should be checked with service intervals out to 25,000km. On the road, both sedan and coupe are superb cars to drive with the sportier coupe a real treat. The new E-Class could easily be a benchmark for the modern four door sedan and two door coupe, it’s that good.Two versions of the E-Class will be available in a couple of weeks: Avantgarde and the Elegance with the former having a sporty flavour and the latter more aligned with comfort and luxury. It’s reflected in the wheel sizes and interior décor/features.The E-Class will initially launch with two petrol powered models, the 200kW E350 3.5-litre V6 and the 285kW E500 V8. Both are equipped with a seven-speed G-tronic automatic transmission with paddle sequential shift. Drive goes to the rear wheels through various modulations including electronic stability control.Other models will follow later in the year including three diesels: the 220CDI, the 250CDI, both with a 2.2-litre twin turbo four cylinder diesel engine (the 250 generates 150kW and a whopping 500Nm of torque) and a 350CDI with a 3.0-litre turbo diesel V6. A 250 CGi model with direct fuel injection and turbo charging will also become available at the same time.The coupe runs a similar spread of powertrains and features.Prices will start at $80,900 for the E220CDi sedan and $94,500 for the 250CGi Coupe. Some models fall under the 7.0-litre/100km fuel economy trigger point to get a reduction in Luxury Car Tax.

As if a Clubsport ain't enough, HSV have gone and put a blower on the 6.2-litre, high performance V8 engine.That ups power to a withering 470kW and torque to a mountainous 770Nm.That's 630 horsepower in the old money or right up in V8 Supercar territory.It's part of an upgrade kit for the Clubbie R8 that takes it well beyond the W427 in performance terms. The kit is available at certain HSV dealerships.Why would HSV do this especially after just finishing production of 200 “be all to end all” W427s?Obviously they want a hero car on the books all the time and this one certainly fills the bill.It is one of the quickest cars we have ever driven, eclipsing some `supercars' including highly regarded models from Lamborghini, Porsche and Maserati. German bahn-blasters like the Benz C63 AMG, Audi RS6 V10 and BMW M3 don't even rate a mention.“Rubbish” … the nay-sayers will scoff. But rest assured, one drive will convince even the biggest sceptic. It puts away a 0-100km sprint in about 4.0 seconds but the real strength is roll-on acceleration — like no other.The 1825kg Walkinshaw Performance Supercharged Clubbie we drove not only blows plenty “exotics” into the weeds, with all the option boxes ticked like our test car, it costs a `mere' $97,160.The engine is essentially a 6.2-litre Clubsport unit with a Harrop supercharger mounted in the vee and a big-bore stainless steel exhaust out the back complete with a `rolling thunder' burble on the over-run.The supercharger makes an incredible whine when you're on the gas competing with the blatting sports exhaust note for dominance.For the mechanically attuned, it's music to your ears. Others may find it offensive but it's certainly frightening if you're not prepared.There's so much grunt percolating out of that all-alloy, pushrod V8 that it's difficult to stop the rear wheels spinning under brute acceleration in the first three cogs and there's no need to feather the clutch to get them going.The Poms already have a similar car called the Vauxhall VXR8 — also a Walkinshaw effort — but it only puts out 420kW/715Nm.The red monster we had for 24 hours is a step up again.It has special equipment to tame all that poke — adjustable coil-over suspension with 15-way damping adjustment, six-piston front brakes, four on the rear, a special clutch, oil cooler, vented bonnet and other go fast goodies.The result is a Clubbie like no other.There is no point at which brutal acceleration isn't available. It hits hard and fast as soon as you push the accelerator. The front of the car rises, the rear squats, its emits that blood-curdling whine and blatt, and the rear wheels scrabble for grip. After the first rocket thrust, you hit the cut out at 6600rpm, select the next cog in the close-ratio six-speed box and it starts all over again.It's a handful on tight roads because of the instant power and torque but once you spool your driving up to the task and figure out the best technique, the WP Clubbie is devastatingly quick point to point.The brakes cope OK and the adjustable suspension is best set up firm because it's easy to bottom out on comfort setting.Steering? We didn't pay that much attention because you can nearly get this car around corners on the throttle.It looks better than a Clubbie because of the 22-inch wheels and large bonnet scoop. But inside it's pure Clubbie except for the WP badging.This is a car to be reckoned with and certainly shouldn't be driven by people with an attitude problem. It also likes a drink with the average on our mad fang hovering in the 22-litres/100km area. It's no Prius that's for sure but you've got to have some fun in your life, eh.The WP Clubbie is for the mechanically attuned with considerable driving talent, oh, and a large wallet.