Articles by Peter Barnwell

And it's an odd decision for a nameplate that has done so well.Like the CLK, the new coupe is an amalgam of components from various Benz models but is more closely aligned to the medium large E-Class than anything else.Due to lob here in July with the new sedan, the coupe brings with it a range of new engines and sensational low slung styling destined to set a new benchmark in the segment.There will be numerous variants of the new hard top coupe (a ragtop cabriolet arrives late this year) starting with a 250CGi direct fuel injection petrol V6 and a 220CDi turbo diesel four cylinder.Pricing is expected to follow the precedent set by the new Benz C-Class which was pitched lower than the model it replaced.Other coupe models include the 250CDi diesel with 150kW and 500Nm output, a 350CGi direct injection petrol V6 with 215kW and a 500 petrol V8.All V6 and V8 models will have a seven speed auto with the fours having five speed autos in Aussie spec'.The new coupe is said to be a genuine four seater with individual seats and adequate rear headroom. The boot is large.At this stage, no AMG version of the coupe is on the drawing board but a sports pack comprising brake and suspension upgrades could be available for the 500 coupe.Technologies and new features from the E-Class sedan will flow through into the coupe including safety, luxury and performance features.

The big question everyone is asking right now is not whether or not the $6.2 billion of taxpayer's money the Federal Government has stumped up for the local car industry is good value but whether the parent companies of Holden and Ford Australia in the US will be in existence next year.If, as is looking increasingly likely, they go belly up, where does that leave Holden and Ford Australia? And what becomes of our $6.2 billion investment.It's the subject of much speculation and calls into question the massive leg-up provided by us, the Australian taxpayer, to local subsidiaries of GM and Ford. And remember, both US parent companies have been in the poo for longer than a few months - their problems go right back to the start of the century when there was a lack of suitable development and poor forward planning. This resulted in both companies getting in a right pickle with the wrong vehicles at the wrong time, push sales driven by discounting and other ridiculous practices, zero per cent finance and a whole train crash of don'ts.They were too focused on cranking out massive pick-up trucks and not the sort of cars they needed to stay ahead of the game.A little crystal ball gazing is tempting in a situation like this, with a smattering of some hypothetical scenarios.Locally, Toyota stands to benefit hugely in the event of the demise or sell-off of Holden and Ford. And rest assured, GM and Ford wouldn't hesitate to flick their non-core businesses to keep the US parent companies afloat at home.That $6.2 billion earmarked for three companies would neatly go back to one, and Toyota has already moved solidly towards making a “green” hybrid car in Australia for which the funds are ostensibly provided. It's a fair old wad in the back pocket for Toyota.But there are other delicious possibilities.Could it be possible for Ford Australia and Holden to move to nationalised ownership and Australia take advantage of the wealth of talent and experience available there. It could be used to tap into a select market, manufacture cars locally and even start supplying technology and components to other carmakers. What red-blooded Aussie wouldn't buy a good car made here by a fair-dinkum Aussie company and not some quasi-Aussie company. It would be unthinkable, un-Australian.And remember, we are the supplier of most raw materials that go into making a car.Nationalisation has become a dirty word in the runaway capitalistic western world where most things are based on short term planning and the fast buck. Look where that led.And with the current international economic problem unsolved, nationalisation is happening anyway even to the pillars of the capitalist system - they are begging for government money.But I suspect the nationalisation pill would be too bitter for us to swallow so at a local level the second scenario probably has more weight _ foreign ownership for Holden and Ford Australia. And we are talking Tata for Ford (possibly Ford the world including Australia) and a Chinese manufacturer for Holden, possibly SAIC which is in an expansionist mood, has plenty of funds and recently took over SsangYong.Tata has already shown its hand purchasing Land Rover and Jaguar - both formerly part of Ford's Premier Auto Group and the Indian company seems well provisioned with funds.China already has a hand in our “local” cars as suppliers of components like windscreens, brakes, lights, switches, wipers and other bits and pieces. They know what's going on here and no doubt would like a car making foothold in an advanced, western economy like ours.Then again, GM, Ford and Chrysler in the US could just shut up shop, hang up the gun and fade into the past. Vultures would be circling already and despite the worrying international situation, some have plenty of cash for a cheap buy-out - they only have to wait it out.Look no further than Japan or Korea for the wherewithall to pick the prime cuts of GM, Ford and Chrysler. Hyundai probably has eyes for Jeep and some of the Europeans could also be in a buy-out position at the right price - Mercedes Benz for GM Opel for instance. We won't have to wait long to find out..... 

    Car and road are made for each other and we took great pleasure imagining we were Jim Richards carving the curves, leaving the field in a wailing wake of flat six power.The new 911 makes even mug drivers look good.As the mid-model update of the 997 series, the new 911 ushers in a swag of under-the-skin improvements and a mild tweak to its appearance. Blink and you'd miss the body changes which centre on different bumpers, tail lights and headlights and the adoption of an array of LED running lights at the front.Dig deeper and there's been plenty of activity to make the 911 perform and handle better, use less fuel (under 10.0-litres/100km) and deliver more driving pleasure.The 3.6-litre and 3.8-litre engine capacities are retained but both Carrera and Carrera S engines are totally new.“Every screw is new” said Porsche's engineering guru Thomas Krikleberg.“We have equipped the 911 with direct fuel injection for gains in power and fuel efficiency,” he added.“ It also features Variocam Plus (variable cam timing) and a variable oil pump that saves a couple of kilowatts.”A semi-dry sump system is used and the engine internals treated with low friction coatings.The other major development is a double clutch, seven-speed, automated transmission called PDK that consigns the fully automatic Tiptronic 'box to oblivion - at least for 911.Like other automated double clutch manuals appearing on the market, the PDK system offers rapid-fire changes up and down the range, quicker than any manual or auto.For all intents and purposes, these “PlayStation” transmissions make anything else redundant unless you are a stickler for tradition and want a manual.But why would you, manuals are slower and use more fuel.Both flat-six-cylinder engines are naturally aspirated and are good for 254kW/390Nm and 283/420Nm in ascending order. Both can go well into the four-second bracket for a 0-100kmh sprint with the PDK transmission proving that you don't need eight, ten or twelve cylinders and huge power to make a quick car. A few variants of the new 911 Carrera are available including rear wheel drive, all wheel drive and also soft top cabriolet versions of the same. Prices start at $210,400 for the 3.6-litre Carrera coupe manual.The manual is a six speeder and offers a superb driving experience for the purist.But we went all gooey over the PDK especially in the Carrera S with rear wheel drive and Porsche's optional Sports Chrono pack. Apart from other goodies, this offers Sport Plus driving mode at the touch of a button transforming the Carrera S from a hotrod road car into a no-beg-your-pardons track day special.On the drive, the multi-mode suspension system proved a godsend on some of the rougher sections. Normal mode allows the 911 to waft over undulations and potholes in full control with barely a hint of reaction. The steering is absolutely superb, rating as arguably the best in the business and the brakes, even the standard units will bring a blood rush to your head under full application. Bigger multi-piston units and ceramic brakes are available.But it's the way they go that is so satisfying with a Porsche 911. Hit the throttle and it's “see you later.” There's no mucking around, just whoosh, a blood curdling wail and away you go. It's heightened in the PDK Sports Chrono cars that have launch control. Inside has been mildly revised offering plenty of luxury and style as well as leather colour choices and a killer audio system.Wonder how much equity we have in the house? 

The share market is shot, superannuation is in “negative growth” whatever that means, house prices are dropping alarmingly and interest rates look like falling. Where can you make an honest investment dollar these days? Well, art has some attraction but the numbers involved would make plenty of people tremble in their boots.What about collectable classic cars?We have all heard the stories about the six figure Falcon GTHOs and Monaros not forgetting the European thoroughbred classics, some of which go for multi-million dollar prices.But what if you're just an average punter and want to get in on the action.Take a look at Japanese collectable cars - is the advice coming from those in the know.This is because they have the potential for increased value from a relatively low base. And depending on the car (and luck) you could have a tidy little nest egg in the garage, one that you can take out and actually enjoy at your discretion.Christophe Boribon is the National Auction Manager for Shannons Auctions and he has some firm ideas on what cars are good buying with potential appreciation and those that are dead certainties.Chris' named the Toyota 2000GT as the most collectable classic Japanese car in Australia because of its rarity (only eight imported) and the specification of the car. He says a good one will go for between $2-300,000.Hardly accessible to the average punter.But other cars from most Japanese manufacturers operating here are shaping up well at the auctions and as long term prospects.Mazda's 1960s R100 coupe is worth a look at 10 grand according to Chris' as is the original, glass back RX7.“The RX3 is also good buying at $25-35,000 if you can get a good one and it should appreciate if looked after,” Chris' said.”Then there is the late '90s twin-turbo RX7 and RX7 SP - a locally fettled hotrod that will appreciate because it was a low volume performance car.”“You will pay big dollars for a Mazda Cosmo (up to 100 grand) but the first MX5 is a good proposition for not much money.” He said the SP versions of the later MX5 will be worth more in the long run and even the Japanese turbo model, the SE, should appreciate over time.Toyota has a few potentially collectable models including the late '60s Celica RA23 and TA23 models as well as the rear drive Sprinter 1.6. Celica GT4s should also be good buying if you can find one that hasn't been raced. Honda's most collectable car is the NSX but Chris' says the first S2000 sports cars are worth a look if you can get one that hasn't been thrashed. The tiny S600 and S800 sports cars are good property and even the quad headlight Integra TypeR could appreciate given time.Any Mitsubishi Lancer Evo in reasonable road condition will be worth a punt as a collectable particularly the Evo 6.5 Makinen edition. And if you can get hold of a twin turbo GTO 3000 (non-factory import) it should be a solid investment.Nissan has plenty of collectable cars dating right back to the 1960s. Think Datsun Fairlady sports cars, Datsun 240Z and 260Z coupes and of course the R32 Skyline GTR Godzilla Bathurst winning car - (Australian spec) of which only 100 were imported by the factory. You'll pay about $35,000 for Godzilla these days and it's on the way up for a decent standard one.Subaru has a couple of collectable cars too, the SVX coupe 3.3-litre flat six all-wheel-drive has possibilities and the 22B two door Impreza WRX STi for which you'll pay about $100,000 and going up.Good luck. 

If Audi's current TT turbo four and naturally aspirated V6 don't ring your bell then you're in luck because now there's a high output turbo four called the TTS that will keep the hotrod rice-burners honest. Only thing is you will need deep pockets to get into the Audi TTS coupe or roadster because the kick off point is $92,900 for the manual coupe, easily pushing through the 100 grand mark if you tick a few option boxes.This is the first “S” model TT which is now in generation II having first appeared back in 1999.Like other Audi S models, the range-topping TTS offers a sportier edge to its style, performance and handling and is aimed at drivers who really enjoy their wheel time.The engine is a revised version of the 2.0-litre, direct injection, turbo four cylinder (TFSI) in the entry model TT and quite a few other Audi/VW products but in this case, it's seriously tweaked to pump out a hairy-chested 200kW/350Nm.The cylinder head is different as are the injectors, turbo and intercooler and it's available with a six speed manual or optional six speed, dual clutch, robotised manual called S-tronic.We really don't understand why Audi would go the two transmission route because only S-Tronic is needed, capably fulfilling both manual and automatic roles. It's also quicker in a 0-100kmh sprint at 5.2 seconds and doesn't use any extra fuel.Maximum torque becomes available at a shade over 2000rpm holding to 6000rpm which translates into superb response on the open road, especially with the S-tronic transmission. This is because gear change times are a fraction of either a manual or conventional auto. Alternatively, you can leave it in “D” and let the car do everything for you.A particularly pleasing feature is the exhaust pop on up-changes _ a bit like an F1 or rally car. It also blips the throttle on down-changes and can drop down two gears if the selector is held and speed allows.Drive goes to all wheels via Audi's clever quattro system that apportions power front to rear and also from side to side.It translates into impressive grip and drive on winding roads or slippery conditions.This is further aided by dual mode magnetic suspension that adapts to any given set of conditions offering comfort and control for high speed and low speed driving on varying surfaces.Safety equipment is extensive with sport mode stability control, multiple air bags and an electronic diff lock in the package.The interior is a study in modern technical style, functional, ergonomic and comfortable. Various types of leather upholstery are available including a funky baseball mitt style in light brown.The roadster has an electrically folding soft top, roll bars, decent boot and offers performance and handling essentially the same as the coupe.Like all TTs, the TTS features an aluminium space frame chassis offering strength and lightness. Additional weight savings are made through the use of aluminium suspension components and sub-frame structures. But the TTS still weighs in at around 1400kg depending on the model. Buyers will appreciate the bi-xenon headlights, quad tail pipes, auto rear wing, premium audio and body aero parts that add to TTS's allure.We punted it hard around Phillip Island race track and nary a wheel went out of place even at the limit. The Brembos took everything dished out and the car lapped up its track time - just like the drivers.Our only complaint is the positioning of the S-tronic change paddles on the wheel. They should be fixed on the steering column. 

You can throw away your kidney belt in Mitsubishi’s new Lancer Evo 10 because it won’t jolt and jiggle you into a quivering mass like earlier Evos.

It was - sort of, but added two extra “doors” and didn’t have a turbo engine or the same performance as a 7. It was more refined and practical offering seats for four and a decent boot in the back. The raunchy twin turbo rotary engine was replaced by a new generation Renesis naturally aspirated unit that ran like a sewing machine but lacked torque and outright grunt.Handling was super impressive and it was a pretty car to look at.And so we come to the mid-life revamp of the RX8 and it’s… more of the same, a little less power, lower gearing to address the torque deficit, a decent six-speed automatic option with sequential shift replacing the awful four speeder and minor interior and exterior tweaks. The new model handles even better than the first if that’s possible and the engine still sings like a sewing machine right up to and beyond 8000rpm.Mazda has increased the model range to include a base model at $49,720 the Luxury and the GT.It has no direct four seat competitor in the market and is the only mass produced rotary engine car available.The rear hinged “doors” remain unchanged and the interior has a quality air to it with premium fixtures such as Bose audio on some models.Perhaps the most impressive thing about the new model is the adoption of Mazda MX5 sports car six speed transmissions to the RX8. They add a new dimension to the car offering slick shifts and improved overall performance.The Renesis twin rotary engine is good for 170kW/211Nm output which is enough to propel the 1474car from 0-100kmh in a claimed 6.4 seconds. But it’s a thirsty beast consuming a claimed 12.9 litres/100km of high octane unleaded on the combined cycle. Drive the RX8 hard and this increases alarmingly.Safety is well looked after with stability control, six air bags and a host of other equipment to avoid a collision and protect occupants.Wheels sizes vary according to the model with the high spec GT scoring a set of gorgeous 19-inch items to complement Bilstein dampers while the other two have 18s. The spare is a space saver.But “the proof of the pudding is in the eating” as they say and on the road, the new RX8 won’t disappoint. The sound of the engine is startling and stirring as it wails away pushing the sexy sports car rapidly forward. Get it up around 5000rpm and things start happening fast. Make it live above this engine speed and it’s fantastic to drive _ especially on a tight winding road. Which is precisely what we did last week west of Coffs Harbour.Few rear drive cars offer the level of grip, precision and stability of the RX8 when driven fast like this. It is inspiring from behind the wheel to experience such deft handling, such manners, such driver feedback and resistance to stepping off line in anything costing less than about $100,000, let alone the sub 50 grand price of the RX8.It makes mug drivers look good and is inherently safe because you can avoid a potential collision in the first place simply by using the RX8’s handling attributes. And it rides well into the bargain offering a taut controlled feel on rough roads that won’t jiggle your fillings loose.We particularly enjoyed the sharp, well weighted electric steering that places the car with pin-point accuracy.The RX8 is a relatively popular model for Mazda and should continue to be given the enhanced qualities of the new model. Imagine if it had a turbo - woo hoo. 

Where other high performance cars tend to make many aggro, a Lambo turns them meek and mild, yielding out of their lane or giving way at cross roads as the sleek Italian supercar burbles by. If only they really knew what it is like to drive a car like the Lamborghini Gallardo Spyder, they would totally lose it.We have and we nearly did.It's everything you might imagine and more.The experience is almost mystical for the mechanically inclined, certainly a sensory overload and possibly the best ego massager money can buy apart from a private jet or multi- million dollar yacht which not many people can see you in anyway.They sure do in the Lambo Spyder _ the convertible version of Lamborghini's V10 Gallardo supercar.Essentially the same as the mid-engine tin-top the Spyder has an electrically folding soft top and no engine window through which to view the “crown jewels.” You can't have everything.It costs a pretty penny (around $460,000rrp) for the stunning mica orange car we drove that was kitted out with extra goodies like robotised sequential paddle gear shift called e-gear and other luxuries.Competitors are from that other Italian supercar company whose name starts with F and to a lesser extent, Porsche though they are a cut below the two Italians in prestige if not performance.The name Lamborghini rolls off your tongue like a delicious feast and that's what the Gallardo Spyder is like _ delicious. It is sensational to drive at any speed.An aggressive looking beast, the Spyder is all angles and air vents, low slung with a big rump and short front that is totally in keeping with its performance potential and the incredible sound blasting out those twin big-bore exhaust pipes.If you have been to an F1 race and heard what a highly developed V10 on-song sounds like then you will appreciate the Gallardo's auditory assault. Funny enough, it only bellows, nay blasts when the throttle is pushed hard otherwise it could be your average unassuming sports car with a handsome baritone ringing from the engine. But moving to Metallica mode doesn't take long.Built around an aluminium space frame a-la Audi (owner of Lamborghini), and various polycarbonate and aluminium panels, the two seater Gallardo Spyder tips the scales at a respectable 1570kg which means its going to have plenty of get up with 382kW and 510Nm spinning from the highly developed 5.0-litre V10 engine. It will put away a 0-100kmh sprint in 4.3 seconds and according to company literature, will run right through 300kmh given access to a handy airfield.Better yet is the Gallardo Spyder's handling and ride _ aided by all-wheel-drive and sophisticated electronics that help keep everything in check regardless of speed (well, within reason).The suspension is based around aluminium components and is double wishbone front and rear. Lambo has added a really handy lift mode to the front suspension for negotiating speed humps and dish gutters. Works a treat.It rolls on gumball 19-inch Pirellis of large proportion fitted to some of the best looking composite alloy wheels we have ever seen.Handling is controlled, quick to response, neutral at high speed, well damped and surprisingly supple, even in `sport' mode. Power is delivered with a greater bias towards the rear axle and a partial limited slip rear diff.The optional e-gear system takes a bit of getting used to and isn't as rapid changing as some other systems but does the job well and is fun to use, even selecting reverse with a push button.It has a large turning circle which is sometimes annoying and likes a drink of high octane premium but with 80 litres in the tank, touring range is pretty good. The pedal box is tight so it's left foot braking.There is plenty of luxury kit inside the cabin including electrically adjustable and heated seats, premium audio, climate control aircon and power assisted ancillaries. The seats are upholstered in a soft leather with contrast piping and all controls are easy to use and stylishly laid out.Its a surprisingly comfortable car to drive relatively roomy in the cockpit and offering reasonably good visibility but minimal boot space. Access is easy, egress a little more difficult due to wide rocker panels under the doors.The Gallardo is a work of art for the mechanically attuned to behold. The massive disc brakes, superb build quality, lustrous paint, clockwork engine that has a serious sting in the tail and possibly the best exhaust note of any road car we have driven. How does it get past ADRs? Who cares, we drove around all the time roofless even in inclement weather just to savour the sound. Plenty of people had their phones out filming and recording the awesome sound track.We just worried about it all the time, a problem when you have responsibility for something as valuable and revered as the Lamborghini Gallardo Spyder. 

The iconic shape of Porsche's 911 is unmistakable even though it has been evolving since the first prototype, hand built by Ferdinand Porsche, back in 1948.

The new C-Class follows last week’s introduction of the new Estate (wagon) in three variants: C200K, 220CDi and 63AMG.The compact Benz carry-all arrives just as the C-Class rides high on a number of best car awards and sales head north.It’s an impressive car in any form.Even the entry level model looks good, drives well and has the all important three-pointed star on the bonnet.The fact Mercedes-Benz has been able to keep the price static for a decade would also help move metal.It’s essentially the same as the sedan underneath and back to the windscreen.After that the Estate is characteristically a wagon with a one-piece tophinged tailgate and long load space that can be expanded when the rear seats are folded.Mercedes-Benz doesn’t have a small SUV in this segment so the wagon has to cover quite a few bases and fend off plenty of competition from other all-wheel drive competitors.Benz has put a more practical focus on this newcomer, creating space in the back to fit in more stuff.It is available in three grades – classic, elegance and avantgarde with varying levels of standard equipment and exterior appearance.Like the sedan, the avantgarde version is the best looker thanks to its more aggressive front end styling and sporty body add-ons.The 200K runs a 135kW/250Nm supercharged four-cylinder petrol engine, the 220CDi is a 125kW/400Nm common rail turbo diesel and the 63AMG is a 6.2-litre, 336kW/600Nm petrol V8.Performance is not an issue with any of the variants, certainly not the 63AMG.Drive is to the rear wheels and the two fours have a five-speed auto with sequential change mode, while the AMG has a seven-speed auto, also with sequential mode.Fuel economy is impressive on the two fours with the 200K good for 8.3 litres/100km and the 220CDi capable of a mere 6.2 litres/100km.Prices start at $58,990 for the 200K rising to $141,300 for the wicked 63AMG variant which will arrive here in time.The cars are five-seaters offering plenty of passenger room and a swag of luxury goodies, including leather upholstery, premium audio, climate control and several electronic goodies.Plenty of options are offered to tailor the vehicles, but even with a standard trim, all variants are well equipped.We took the C200K estate variant for a drive last week and for all intents and purposes it felt just like the sedan, offering sporty performance and handling and plenty of feel for the driver.It is compact enough to fit into tight places, but it’s also roomy inside for four adults.Five would be a squeeze.The load space is big and there’s a full-size spare under the floor.A cargo cover is also provided to keep luggage from view.Bluetooth technology has been installed and there is a handy Speedtronic cruise control system.The interior on our test car was a little dull in grey on grey tones, but other colours are available.The dash layout is functional and attractive with a large television monitor in the middle.It remains hidden when not in use.All variants are fitted with comprehensive safety equipment including stability control, multiple air bags and hill-start assist, which means you don’t have to keep your foot on the brake while stopped on hills.We also like the idea of what Benz had called Pre-safe.It readies systems for maximum protection in an imminent crash.