Articles by Staff Writers

Conventional hybrid technology overwhelmingly involves the union of a petrol engine and an electric motor but Peugeot says a diesel-electric hybrid vehicle allows a 30 per cent improvement in fuel economy over a conventional car and 25 per cent better economy over a petrol-electric hybrid.This vehicle highlights the company's commitment to protecting the environment by reducing fuel consumption and greenhouse emissions, while operating within the practical parameters of real world use.By combining an 80kW, 1.6-litre HDi diesel engine with DPFS (Diesel Particle Filter System) and an electric power train, the 307 CC Hybride HDi joins the 307 Hatchback, announced in January, to lead diesel-electric hybrid development in readiness for possible mass-production in 2010.The coupe is a hybrid in stylistic, as well as powertrain, terms. It transforms, via electric assistance, into a genuine convertible in a matter of seconds.In use, the hybrid electric/diesel powertrain heralds a genuine new benchmark in terms of fuel efficiency, combining the low thirst of the 1.6- litre HDi diesel engine with an electric assist motor. A staggeringly low mixed-cycle fuel consumption of 4.1 litres per 100km – almost nearly 70mpg – represents a gain of some 30 per cent compared with the standalone HDi model.In addition to the diesel engine's 80kW, the driver benefits from the additional power available from the electric motor – up to 32kW. This means the performance of the Hybride HDi Coupé Cabriolet is roughly the same as the production model with 100kW 2.0-litre HDi with DPFS.The layout chosen for operational efficiency was the 'parallel hybrid power train', in which the diesel engine is used mainly to move the vehicle. It is combined with a transmission that functions in the traditional way, and the electric motor is powered by energy stored in Ni-MH batteries.

It's also the first all-wheel drive Alfa Spider. The generously sized two-seater (4396mm long x 1830mm wide x 1367mm high) is complemented by elongated rear lights and four exhaust pipes in keeping with its high-performance temperament.Inside, the Alfa Spider features automatic dualzone climate control and steering wheel-mounted radio controls. There's switchable Vehicle Dynamic Control (Alfa Romeo's version of the electronic stability program) and cruise control.Power is by either the 138kW 2.2-litre JTS engine or the more powerful 195kW 3.2-litre JTS. Just weeks after it was revealed at the Paris International Motor Show, Alfa Romeo's new 336 kW super car, the 8C Competizione will take centre stage on Alfa's stand at the 2006 Sydney International Motor Show.The limited edition left-hand-drive only coupe is based on the showcar first seen in 2003.The Alfa Romeo 8C Competizione is inspired by Alfa Romeo's glorious past, beginning with the evocative name, which recalls the great sporting tradition of Alfa Romeo in the 1930s and 1940s.Those cars were equipped with a revolutionary straight-eight cylinder engine and the new 8C is also an eight cylinder - in this case a 4.7 litre example in a more traditional "V" configuration producing more than 330 kW. 

The orange V8 seemed to fuse with the dusty red ochre of the country dirt road. Up ahead, a stray cow plodded along the centre of the thoroughfare, all angular haunches and indignantly upswept tail, completely blocking the narrow road.One drop of a clutch, and this bovine stop sign would have been left in the dust. But for once, the motor-writing fraternity was showing some restraint. Not an ounce of fuel could be wasted.The Holden Economy Drive has become an annual pilgrimage from Sydney's CBD to the heart of the Gold Coast — arriving just in time for the Indy 300 race weekend.From Sydney peak-hour traffic, through suburbia and back-of-nowhere dirt roads and over the sunny Queensland border, this 1200-or-so-kilometre journey is a competition to find the lightest foot in the business.And to separate fact from fallacy when it comes to real-world fuel economy.The new VE Commodore's slight increase in consumption over the previous VZ model fuelled much debate at the recent launch. This was a chance to test models ranging from a dual-fuel V6 to HSV V8s in normal road conditions.A minimum time and average fuel consumption figure worked as a guide for each car assigned during the two-day journey. But the objective fuel figures seemed wildly optimistic at first.Could a V8 VE Commodore — with an "official" figure of more than 14 litres per 100km — cover 100km in an hour using less than 10 litres?We started from Sydney with a VE SV6, which could almost have been mistaken for a V8. An options pack of old-school stripe pack and hexagonal-pattern Holden 19-inch alloys could be blamed for the confusion, making the V6 sports model look almost as imposing as its eight-pot SS sibling.The SV6 looked and even sounded the goods, with a high-pitched burble emanating from its pipes on the odd occasion when the go-pedal was a given a meaningful prod — although that was a rare occurrence on this trip.A combination of city, highway and some suburban and country roads in the SV6 returned a fuel figure of just 7.7 litres per 100km, at an average speed of approximately 75km/h.Looking ahead for traffic, cutting out unnecessary braking or acceleration, and cruising the highway at 1700rpm produced an even better result in the big V8s.The top-spec SS V achieved just 8.6 litres per 100km with a similar average speed, thanks to a feathered throttle, a wise choice of ratios on the six-speed manual, and a bit of luck with traffic and traffic lights.The WM Caprice wasn't so lucky with traffic, averaging 10.4 per 100, but at a slightly higher average speed.The big daddy of performance V8s from the Holden Special Vehicles stable couldn't match the SS V or the Caprice for fuel consumption.It was loud in every aspect, from its big V8 powerplant to its gnarled, aggressively angular body kit, and driving for economy was marred by a constant craving to sample some of the new GTS's 307kW potential.Average speed was again closer to the 75km/h mark, with overall consumption coming in at a 10.5 per 100.But the prize for fuel economy was never going to sit in an HSV trophy cabinet. That went to the dual-fuel VE Commodore.Factory-fitted dual fuel is available on Omega and Berlina V6 models as well as the VZ Executive, Acclaim and Ute range. It costs an additional $1900 after the $2000 government LPG rebate.Holden's 3.6-litre V6 has been factory adapted to run both LPG and unleaded petrol, with the engine mimicking the petrol response while using the efficient gas alternative.Power and torque figures stand at 175kW and 325Nm (10kW and 5Nm less than the petrol-only model), and fuel economy is 16 litres per 100km on LPG, and 11.7 per 100 on petrol.This enables more than 1100km of travel before needing to refuel both 73-litre tanks. A full tank of LPG would be good for about 450km, yet cost about $38 to fill — less than half the cost of the standard petrol tank.Disadvantages are a 100kg heavier kerb weight and reduced boot space, but the pros are clear. No amount of lightfoot feathering in any other Holden would save so much at the bowser.Yet the economy brought back by both V6 and V8 engines (all the cars carried three people, plus a week's worth of luggage and camera gear) was fairly significant.One thing that ADR fuel figures cannot tell the consumer is what a car like this can achieve on the open road.The ADR numbers are a combined highway and city figure, and the published figure of 11 litres per 100km for an SV6 or 14.4 for an SS may be a good indication of what to expect.But use these cars predominantly for highway driving, or simply drive with an eye to economy, and you could find less leakage from your wallet.Driving for economy isn't rocket science. There are several simple (and safety-oriented) measures you can take to reduce fuel consumption and leave your wallet closer to full.Drive with your head up, and eyes constantly looking for the traffic ahead. Not only is this safer, it reduces thirsty stop-go acceleration. Anticipate, and back off the gas.Automatics are becoming lighter and more efficient, but typically they use more fuel than manuals. When driving for economy, stay within the engine's torque band; don't over-rev into peaky, thirsty power.With an automatic, ease up on the throttle between shifts. As the engine revs high and prepares the change up, a slight lift of the throttle maintains power without wasting fuel as the transmission engages the next gear. This also makes smoother shifts.A sport or power button typically heightens engine, gearbox and throttle response. The gears of an automatic will change later to allow higher revs, and the engine becomes more accelerative and eager.Some programs even cut out top gear altogether. So, where possible, particularly on highway stints, use an economy setting.Cruise control and speed limiters also help a wandering right foot and improve economy.You go fast, you use more fuel. Enough said.Regular maintenance will ensure all cylinders are firing efficiently. This is particularly true of diesels, which can claim brilliant fuel economy until the black exhaust reveals the tell-tale signs of unburnt fuel and neglect.Correct tyre pressures will improve fuel economy. Check the tyre plate on your vehicle (usually located on the inside door panel) for the manufacturer's settings, and check the pressures when you refuel to prevent this rolling resistance — particularly if yours is a heavy or load-carrying vehicle. Saves tyre wear, too.It's amazing how a full boot weighs heavily on the fuel bill; remove unnecessary objects. And roof carriers create wind resistance.

Unlike most car manufacturers who make a coupe first, then cut the roof off to make a convertible, BMW first created a Z3 Roadster off the 3 Series platform, then a Z4, before the coupe was even thought of.In the middle of 2004 a prototype Z4 Coupe was shown to the BMW board. They dismissed the idea of an attachable hard top and went with the coupe.In December 2004 the management board confirmed production and just a short 17 months later at the end of May 2006 it was released to the world.Here endeth the history lesson.Now, the Z4 Coupe and Z4 M Coupe have arrived in Australia to challenge the Mercedes-Benz SLK and Porsche Cayman and already they have scored a win with a price advantage.The 195kW three-litre Z4 Coupe will cost $87,900 in six-speed manual and $90,500 in six-speed Steptronic auto.They compare favourably with the SLK 350 at $114,400 and the Cayman at $118,000.The 252kW 3.2litre Z4 M Coupe comes in six-speed manual only at $127,200, which compares with the SLK 55 at $163,400 and Cayman S $148,500.The price differential from BMW Roadster to Coupe is $3300. BMW also claims its Z4 Coupes are faster, lighter and more fuel efficient.They will arrive with similar features to the Roadster models such as cornering brake control, dynamic traction control and dual front and side airbags.The M model adds Bluetooth mobile phone capability, sat nav, TV and an audio system approved by Lucas Films, the makers of the Star Wars movies.BMW uses Carver speakers which allow high sound pressures from small speaker sizes.They use 10 speakers including two subwoofers and achieve a total output of 430 watts.BMW claims potential buyers are mainly males aged 35 to 45 years with an appreciation of high-end audio systems.But the Z4s are not just about noise; they are also about performance, boasting a stiffer chassis, stiffer suspension and a 0-100km/h sprint time of five seconds.The Z4 Coupes feature the latest generation dynamic stability control (DSC) with extra functions such as brake drying, emergency braking and hill start assistant. The driver can completely shut down these systems if required.They also feature substantial aluminium chassis and body parts and a 50-50 weight balance.The Z4 M is distinguished by quad chrome pipes, M alloy 18-inch wheels and tyres, performance brakes, M rear apron with diffuser and a slight styling departure up front.It is also stiffer in the front and rear axles which allows even stiffer suspension.BMW claims it launched the Z4 M Coupe around the famous German Nurburgring circuit in 8 minutes, 15 seconds, which was faster than the M3.It will accelerate from 0-100km/h in five seconds and with big ventilated discs front and rear, will stop again in 2.5 seconds and 34m.Standard features over the 3.0si are: rack and pin hydraulic steering, rear parking control, variable M differential lock, M sport suspension, bi-xenon headlights with washers, metallic paint, alarm with remote, 10-speakers with Carver tech, sat nav and TV, Bluetooth mobile business preparation, voice recognition, M leather wheel and M leather seats with electronic memory adjustment.The engine, which is straight out of the M3, has won the international engine of year award for six consecutive years.BMW Group Australia product and market planning manager David Lederer said the jury was convinced by its "fantastic response due to the high-speed concept and six port throttles as well as moderate (fuel) consumption"."Other engines may have more kilowatts or torque, but it's the balance between all properties which wins awards."He said the Z4 3.0si had "the same chromosomes" as the M, but the engine is only two years old and comes from the 5 Series.It includes magnesium for the crank case, bedplate and valve cover and an electric water pump that only runs when required for better economy.Its standard features include: leather Oregon heated seats with electronic adjustment and memory (driver's), anti-dazzle interior and exterior mirrors, wood trim, cruise control, six-CD sound system, 10 speakers, multi-function steering wheel, Bluetooth preparation and auto climate control with micro filter.BMW Group Australia corporate communications manager Toni Andreevski said there were 200 units available this year, including 55 Z4 M Coupes."In 2007, we expect to have factory allocation for approximately 200 unit deliveries, with a similar split," he said.BMW does not build cars to just perform in a straight line, says product and market planning manager David Lederer."No, we want them to shine in the bends as well, especially the tight ones."And so the Coupe version of the Z4 was launched here last week in Tasmania, home of the long and winding road.The world launch was held earlier this year in Portugal on shoddy, potholed roads, followed by laps on the tricky, but smooth Estoril circuit.Courier-Mail motoring writer Gordon Lomas attended and complained that only the M was available to drive and that its suspension, while a gem on the track, was way too stiff for public roads.However, he would have found that the 3.0si actually has a more jarring ride than the M even though it has more compliant suspension.On the Tasmanian launch, the 3.0si banged and bumped over the sharp hits, probably because it is fitted with low 35 per cent profile run-flat tyres which are notoriously stiff while the M gets 40 per cent standard tyres with softer sidewalls.The Z4 M Coupe actually rides quite well, even on the choppier sections, taking corrugations and potholes in its stride, momentarily shaking its head and continuing in its line.The M features hydraulic rack and pinion steering which is light and pin sharp.Every movement is relayed to road position and the driver is able to place the machine exactly where they want and adjust that position at will, even mid corner, without drama, almost without understeer.It's like a go-kart or an F1 machine.The 3.0si uses electric-powered steering which is heavier, more centrally weighted and more prone to "self-steering" over bumps.With a slightly more compliant suspension, it reacts with more character and bias in corners, but still almost no understeer.It's more like a V8 Supercar.While the M has greater power punch out of corners and lights up with a ferocious, crackling rasp, the 3.0si is no slouch either.Both feature a "sport" button next to the gear shift which adjusts the throttle response via the engine management computer mapping.The result is instant punchy response.Although not over-endowed with torque, keep them revving between 5000 and 7000rpm and they will both supply ample ability send you straight to jail, do not pass go, do not collect $200.On the stop side, the big powerful ventilated discs in the M have instantaneous effect, sliding my backside forward on the leather seat and under the seatbelt.The 3.0si has a softer pedal with a little more feel, but less brutal stopping power.On the practical side, they feature a large tailgate which opens high and straight up so you don't have to step back.Contents are protected from sight by a roller blind which is attached to the tailgate so it opens and closes with it.You can fit a large suitcase and smaller bags in the 340litre boot of the 3.0si, but 20L less in the M because of a carpeted hump which houses the battery, air compressor unit and tyre sealant goo that replaces the need for a spare tyre.Inside, the cabins are all tough, black vinyl and rally style brushed aluminium. Very macho.And the on-board computer, sat nav and sound system controls are dead easy to use; there is no frustratingly difficult-to-use BMW iDrive system here.The cockpit is all action with a narrow well for you to brace your knees against, but plenty of room for fancy heel-toe footwork on the pedals and space for a foot rest.While the steering wheel is adjustable for each and height, the M steering wheel is a little thick. I found it tiring to grip over the thousands of switchbacks encountered on the 600km launch through western Tasmania.If I was in the market for an M3 and didn't really need the two extra seats in the back, I'd buy the Z4 M Coupe which is about $20,000 cheaper.It's also faster, livelier and sexier.But for me the 3.0si is less daunting and more fun to drive.While the M features precision steering and F1 handling, it makes you drive faster than you should, then shows up your errors to make you look like a sloppy driver.However, the DSC intervenes to save you from the laws of too much physics, while allowing a certain amount of "play" and slide. I'm sure F1 drivers would love it.The 3.0si bends slightly, pitches and rolls a little and provides bodyweight feedback through the seat of your pants and the tips of your fingers.It is a more engaging, if ever-so-slightly slower, drive and it is easier to look smooth and in control, even if you aren't an F1 driver."YOU look so fine that I really wanna make you mine," Jet screams to me in perfect clarity as drums, bass and guitars pound out a powerful backbeat and I punt the BMW Z4 M Coupe through the implausibly twisty roads around Cradle Mountain, Tasmania.Next track I have Angry Anderson telling me what a bad boy he is and my right foot nearly goes through the floor.Such clarity, such fidelity, such raw and gutsy noise. BMW's Z4 M Coupe and Roadster are the first European vehicles with audio systems to receive THX certification.That accreditation is only given to audio output and speakers that are endorsed by Lucas Films, the makers of the Star Wars movies.They use Carver technology which allows for high sound pressure to be produced by a small speaker.This is important because the Z4 M Roadster and Coupe have limited space available for large bass speakers to drive that thumping bass line and gut-punching kick drum.Most car subwoofers are 12-inch drivers that take up a lot of boot space. However, the subwoofers in the Z4 M require only 10 litres each and generate sound pressure of more than 120dB.The system uses a 10-channel digital audio amplifier and sound processor, giving the two front-mounted sub-woofers an output of 100 watts.There are also eight midrange loudspeakers and tweeters fitted in the doors and behind the seat, each driven by a 25 watts terminal.BMW claims the hi-fi system develops a total power output of 430 watts.BMW Group Australia product and market planning manager David Lederer says the typical Z4 M buyer is predominantly male age 35-45."Besides the necessary excitement, he has the financial means for lots of highly-emotional products," he says."He would likely be familiar with iPod and other such technology, high-end audio systems and a purist avant garde living ambience, not just experienced through brochures." (An iPod cable connector system that powers the unit as well will be available shortly.)All I can tell you is 430 watts of Jet and Rose Tattoo in a tiny Z4 cabin is pure audio Nirvana.

It's the all new Mini, looking only slightly different to its most recent predecessor, but hiding new machinery at its heart. The new Mini Cooper S won't arrive in Australia until the first half of next year and while pricing hasn't been released, it is expected to have a "modest increase" over the current generation, which starts at $39,990 for the Cooper S manual. But the anticipated price rise can be explained through some significant changes.The new version of the car will have a BMW Group 1.6-litre turbocharged, four-cylinder engine, produced at Hams Hall plant in England. The current supercharged engine, produced in Brazil, came out of an arrangement the BMW Group had with Chrysler.This means its previous supercharged growl has disappeared. But not to fret, the new turbo still impresses.The second generation produces slightly more power with 128kW at 5500rpm and 240Nm at a low 1600rpm to 5000rpm with an overboost lifting the reading to 260Nm. The current model delivers 125kW and 220Nm.While a new version of the Mini Cooper will also be a part of the line-up, the Cooper S was the only model tested on the launch.The winding roads and motorways of Spain were a great setting to push the new Mini Cooper S to its limits. It handled well around narrow, tight corners, gripping the road comfortably, with its low centre of gravity and go-kart like performance.The steering and ride was stronger on the model fitted with sports suspension.Although this doesn't come as standard, the difference can be felt with a more sturdy drive, while the lower profile and bigger tyres also contribute to the improvement.With an ever so slight lag, the Cooper S officially shoots from 0 to 100km/h in 7.1seconds. The new Mini is slightly longer in dimensions, although you can't really tell by looking at it. The extra space provides more room in the engine bay, which has also been adjusted to accommodate future pedestrian safety standards, with more room between the body and the engine.On the outside, the new front radiator grille is now one complete unit and changes have been made to the front lights. The front end has also been given a more masculine look, with the engine compartment lid curving up.The rear and the shoulders are more powerful and sportier in design and changes to the exterior are topped off with chrome insignias.The inside feels much roomier, especially for the front passenger who enjoys considerable leg room for such a small car.Even the space in the back seems to be a little more generous than before, although long trips would still be a challenge for most adult passengers.An unusual feature on this car, boasted by the BMW Group as the only premium small car in the world, is the very large speedometer which sits on the middle of the dash. This was a feature on the previous model overseas but was changed for the Australian market to meet ADR (design rule) requirements.But as these have now merged with European regulations, Australia's new Mini will also feature this large speedometer, bigger than the previous European model to allow extra room for an optional satellite navigation system.While you can appreciate the nostalgia of mirroring the location of the speedometer from the original Mini, you do find yourself forgetting to keep an eye on your speed, as well as the fact that lead-foots will be quickly caught out by everyone else in the car.Sitting a great distance from the tachometer, it also takes some of the fun away from monitoring the speed and revs at the same time. Needless to say, it's not the most practical of locations.The dashboard styling has changed and buttons for the stereo and airconditioning are very straightforward and easy to use. The new seats also make a difference, holding your body firmly in place.The six-speed manual transmission took some getting used to, as it's a little rough in shifting and reverse was particularly hard to find at first. Fuel consumption on the new Mini comes in at a claimed 6.9-litres per 100km.The new Mini is not short on safety features. Six airbags, ABS, Electronic Brakeforce Distribution, Cornering Brake Control and Automatic Stability Control and Traction are all standard on the Cooper S.The Mini was particularly a good vehicle to trial as a left-hand drive, as well as driving on what is ultimately the wrong side of the road for an Aussie girl. Apart from grabbing the driver's door to change gears a couple of times, the experience was smooth sailing.The Cooper S is a great little agile performer and there's a lot of fun to be had in the driver's seat, pumping the accelerator and letting your hair down.As mentioned, the new generation will also include the Cooper, with a 1.6-litre, four-cylinder engine, with 88kW at 6000rpm and 160Nm at 4250rpm. It has a claimed fuel consumption of 5.8-litres per 100km.The current generation of the Mini will be manufactured until December and the Cabrio will not be updated either.

The two Fastback coupes, a 1967 right-hand-drive GT500 and a 1968 left-hand-drive GT350H will be up for grabs in the Exhibition Centre at Darling Harbour on the last day of the show, November 5.The auctioneers, Shannons, say the GT500 (build number 500) is one of just 2048 Shelbys built with Ford's big block Police Interceptor 428 V8 engine in 1967. It has a fully documented history.The Le Mans Blue GT500 up for auction was delivered new in California in March 1967 and has a four-speed manual gearbox. It came to Australia in 1969 and was totally restored in 1999.The left-hand-drive red 1968 GT350H (build number 01140) was originally delivered to the Hertz Car Rental Company in Detroit in 1968.It came to Australia in the late 1990s.Shannons expect the Shelby GT500 to attract bids in the $170,000-$200,000 range and the GT350H to sell for $150,000-plus.

It was the most hideous hairdresser's car on the market. It made a pudding-bowl haircut look like the height of fashion.The mangled, bulbous concoction that was the Z3 Coupe looked like the deformed lovechild of a delivery van and a Bladerunner hearse, and was as polarizing as a pair of sunnies.In fact, the only way to look at it without a grimace was to wear shades with a very, very dark tint ...In contrast, the new Z4 Coupe is sharply focused, and its hard top and rounded bottom is no longer a nasty afterthought.It is now something to have nasty thoughts about.The Z3, both in Roadster and Bread-van M Coupe form, was not the success BMW had hoped for, particularly in this country. Of course, the Yanks loved it.The next-gen Z4, released in 2003, has been another story.Still polarizing, designed as if attacked by a blunt end of a corkscrew (and likely with the help of a few bottles of red), but with a look so distinct from the competition, that even if you don't find its flame-surfaced face attractive, you can't help but look twice.Then there is the drive; a dynamic bum-on-rear-axle seating position, perfect 50/50 weight distribution, and that trademark 3.0-litre straight six that joyfully sings through the revs like an angel on opiates.Now to the three-strong Roadster lineup, add two hard-top Coupes.The new Z4 Coupe comes in two forms; a 3.0si, starting at $87,900 and the top-shelf M model at $127,200.The Z4 Roadster's base 2.5-litre engine is not available in Coupe form.Both cars are $3,300 less than the drop-top Z4. And as the pricing suggests, the two coupes offer a very different drive.The 3.0si Coupe is powered by Beemer's 3.0-litre magnesium-aluminium inline six-cylinder engine, developing 195kW and 315Nm and served through a short-throw six-speed manual or smooth six-speed auto ($90,500).A 1320kg kerb weight allows for a frugal 8.9 litres per 100km combined consumption (and runs on 91RON fuel) and a 5.7 second time for the 0-100km/h.The divine Miss M model has the infamous 3.2-litre six from the E46 M3, developing 252kW and 365Nm and propelling it to 100km/h in five seconds flat.It's 100kg heavier than the lighter-engined 3.0si, and comes in six-speed manual only.Both engines sound beautiful, burbling behind the ears through phat twin pipes (quad in the M), but the M's screams to 8000rpm under throttle to sound a screaming banshee compared to the 3.0si's harmonious wail.The difference between the two model's acceleration and aural intensity is only the start.The 3.0si sits on softer suspension, but runs on BMWs much maligned run-flat tyres.The lack of flex in the sidewalls produces a harsh ride over bumps that can cause sideways skipping and occasional tramlining due to the lack of absorption.Though supremely stiff suspension-wise, the M's "lack" of run-flats allows for greater absorption and less resistance through rough surface changes (there's no spare at all).On normal tyres, the M's steering is sharper on turn-in with almost no kickback.The even weight distribution of the Z4 Coupe allows stupid entry and mid-corner speeds, though the tail is happy to wiggle on exit if the throttle is too keenly felt.A Sport button on the console bumps it up another notch, heightening the throttle response and speeding up the engine's heartbeat.The brakes are brilliant, with M3 CSL stoppers on the up-spec M.The pedal has loads of feel, and works with a deep ABS and intuitive two-step ESP stability control that can be either rigged or completely neutered.But it is best to leave it on; the program is non-invasive and subtly calibrated, and is particular help on the 3.0si's stiff sidewalls.Enveloped in leather and highlighted with chrome or fake carbon, the Coupe is quieter and seemingly less raw when cruising than its convertible sibling (though tyre noise particularly on the M is invasive).It is sometimes difficult to get exactly the right angle between hip to foot, and shoulder to hand, but once found, the drive is pure and involving.The 3.0si has only a few small options to close the gap with the M spec on the inside; sat-nav, Carver stereo, voice recognition, M sports suspension, and M seats and steering wheel will add several thousand dollars.But the more angular lines and projections of the exterior M sports styling kit or M colour palette of red, blue and bronze are not available as a final differentiation between the two Coupes.This allows the discerning Bimmer buyer a choice of two very different drives within the one slick body shape.The intensity of the M almost justifies the massive price jump - it is the pointy end of the spectrum, a hardened athlete with a mean streak, while the 3.0si walks a delicate line between sportster and tourer.According to BMW, almost 90 per cent of buyers option the $2,600 auto, and this would be fitting for the 3.0si.Over 600km of Tasmanian Targa roads, the 3.0si was a more enjoyable drive on the long haul, with power for pound when the roads tightened, but settling down on the touring stages.The M remains hard, loud and full of itself even at 3000rpm, like a stallion next to a gelding.But the competition between stablemates will be the least of Beemer's worries.It is predicting 200 units a year at this stage, with 55 per cent choosing the M model.But the battle for niche market dominance against the superb Porsche Cayman and elegant SLK roadster will be the real test.It may not be able to dominate the high-end sports coupe segment, but at the very least, its cutting-edge shape and knife-edge performance will spare this Coupe from populating the hairdressers' staff parking lot. Samantha Stevens is a roadtester on the CARSguide team. Her work appears here and in the Sunday Telegraph CARSguide. A version of this review, as well as other news, reviews will appear in the Sunday Telegraph.

The far-reaching web of the bright yellow Ferrari 360 Spider was cast in the form of a looming shadow down the straight at Oran Park.Five laps into the reverse-grid component of this CAMS licence qualifier, the little Swift Sport had clawed its way to the lead from ninth on the grid before being thwarted on the straight by a Porsche Cayman S.The next straight was upon us — but as the golden Ferrari filled my rear-view mirror, the black-and-white flag heralded the race's end.Short reverse-grid handicap though it was, the supercar had been undone by a $23,990 hatchback. It ain't called Swift for nothing.Suzuki may have abandoned the famous GTi nameplate, but a decade since the last hot Swift, it has lost none of its famous fun factor.The standard 1.5 litre Swift engine has been pumped up to 1.6, its new-found 92kW peaking at the 6800rpm limit.On song, the engine is as harmonic as a soprano on speed, and the ensuing adrenalin rush is sparked more by an aural inducement than an actual surge of power.This sweet engine produces 18kW more than the standard donor engine and 15Nm more torque, with 148Nm on tap.Power has been found with the installation of a new block, inlet and exhaust camshafts, crankshaft, pistons and rings, conrods, intake and exhaust manifolds. Add to these an electronic throttle body and a bigger muffler.The engine is matched to a smooth, close-ratio, short-throw five-speed manual. The gear whine in first sounds alarmingly like a police siren.Despite peak torque occurring at 4800rpm, 800rpm higher than in a standard Swift, the Sport responds eagerly from remarkably low revs.The gearing is an absolute joy, with even fourth pulling strongly up steep inclines.On the highway, however, the Sport could use a sixth gear; at 100km/h, it's singing away at 3300rpm.Cruise control is optional, and 98RON fuel is required.To the Sport's credit, a day driving laps around Oran Park, combined with highway stints to and from the track, produced a fuel consumption of just 9.8 litres per 100km. Normal city driving saw figures in the low sevens.But this has always been the beauty of the smaller hot hatch. The Sport weighs in at just 1100kg — only 40kg more than its Swift S sibling, despite some top-shelf specs (although it has a can of goop instead of a spare tyre.) The Sport is quick to stop, too, with the standard rear drums replaced by discs.Rubber is excellent: the Dunlop SP Sport Maxx tyres are wrapped around gorgeous 16-inch alloys that provide feel without rattling the teeth.The Sport's suspension is stiffened with new Monroe shocks, and suspension and tyres provide great feedback without compromising ride quality in the slightest.The vaguely loose feel of the slightly roly-poly standard car is all but gone. Even the seats have better side support.Extra chassis stiffness is provided by a rear floor crossmember and additional right- and left-side floor members.The body is shaped for speed, with a gaping front air dam, revised front and rear bumpers and spoiler, and colours like Courage Yellow, which is brighter than Las Vegas.Against both the exotica and the cars in its category, the Sport sure stands out.With six airbags and ABS as standard, along with sports and spec appeal, it will give the Citroen C2 VTS/VTR, Ford Fiesta Zetec and Mini Cooper a run for their money.The premium for the Swift Sport is a $6000 stretch over the similarly specced Swift S. But the go-fast goodies in a little car that can brag about beating a Ferrari are well and truly priceless. With thanks to Ian Luff Motivation Australia, Oran Park.

Peugeot 207 

The city-smart Liberty and its country cousin, the Outback, have been given a mid-life styling freshen and a much more significant injection of smarts with the SI-Drive (Subaru Intelligent Drive) technology on all 3.0-litre and turbo models."SI-Drive gives the driver three cars; a performance version or an economical version depending on the road, the conditions or the driver's emotions," Subaru Australia managing director Nick Senior says."We are particularly excited about being able to offer this technology as it has previously been the domain of much more expensive vehicles."SI-Drive is the culmination of almost two decades of determination and belief in an idea Liberty project general manager Toshio Masuda had as a young engineering student."When I was a student I imagined the day when you would not have to change the engine in your car to get very different characteristics," Masuda says at the Australian launch of SI-Drive. "I kept a belief in my idea and when I became a senior engineer with Subaru I knew it was time to introduce this idea to the world."But although the theory of SI-Drive was sound, he says resistance from some sections of the company was difficult to overcome. "Many in the company thought this (SI-Drive) was not possible because of the technical challenges ... challenges we have been able to overcome," he says.Operating through a simple dial situated on the central console behind the gear shift, the driver can select an economy mode (Intelligent), general driving mode (Sport) or aggressive attack mode (Sport Sharp).From the 3.0-litre engine, Intelligent mode provides performance like a 2.0-litre non-turbo, Sports mode raises the stakes to a 2.5- to 3.0-litre non-turbo equivalent, while Sports Sharp ensures maximum engine response.The reduction in engine output in Intelligent mode - with its consequent fuel saving - is 27 per cent in the 3.0-litre engine, down from 297Nm and 180kW to 200Nm and 147kW.For the 2.5-litre turbo engine, it reduces maximum torque by 19 per cent and power by 20 per cent down to 275Nm and 148kW."It is essential, however, that the driver also matches driving style to the engine output," Subaru's Derek Ashby says. "Aggressive driving techniques will only make the fuel consumption worse."To help drivers stay in the most efficient engine range, SI-Drive cars have what Subaru calls an Eco Gauge in the dash display.Manual models also come with a shift light indicating optimum time to change gears."Real-world testing by Subaru Australia in Australian conditions has shown significant fuel-consumption improvements in I mode compared to S mode," Ashbury says."For example, a Liberty GT manual transmission vehicle in I mode showed a 14 per cent improvement in the city cycle with the highway cycle achieving a gain of 6 per cent over the S mode."The facelift also marks the return of the turbo-charged GT model, this time with the superb 2.5-litre unit from the Impreza STi.With 184kW and 339Nm on tap, the GT comes as a base with a five-speed manual or a pair of Spec-B models with a five-speed auto or the STi's sublime six-speed manual. Spec-B cars also benefit from a Bilstein sports suspension package from the 3.0R Spec-B - and add 18-inch alloys and low-profile rubber.Specification levels across all models have been improved, with one of the key gripes against both Liberty and Outback (the lack of telescopic steering adjustment) answered.There is also brake assist and six-stacker in-dash CD. Higher up the model tree, the turbo and 3.0-litre cars also add a multi-function screen for trip, fuel and SI-drive information, high-intensity discharge lights, dual-zone climate control, expanded multi-function steering wheels and power seats with memory.Subaru has held prices for the 2.0-litre cars ($31,990 manual and $33,990 auto) and trimmed $1000 from the 2.5-litre range ($34,990 manual). The 3.0R remains at $50,990, the 3.0R-B is up $500 to $52,990, while the range-topping GT Spec-B starts at $55,990 (manual).