Brabus SV12 R Biturbo 800

German tuner creates "the world's most powerful and fastest luxury saloon" that develops almost as much torque as the most powerful Bugatti Veyron ever built
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With its thump-truck credibility on the line like never before, German Benz hot tuner Brabus has responded by creating the world's most powerful luxury four door limousine.

With the SV12 R Biturbo 800, Brabus has squeezed 588kW from the S-Class Mercedes-Benz's twin-turbo V12 power plant to make a limousine that hits an astonishing 350km/h (217mph).

Brabus had to make a move, though, with Benz's all-new twin-turbo V8 cranking out 320kW of power and 700Nm of torque giving the standard Mercedes range surging performance.

But the way it has worked the old V12 has produced more than double the torque of the new V8, with 1420Nm (1047lb-ft). While Brabus limits its output to 1100Nm (812lb-ft) to keep its gearbox alive, it's still good enough to hurl the two-tonne limo to 100km/h in just 3.9 seconds and it will keep surging in a wall of speed to hit 200km/h in only 10.3 seconds. That means the SV12 R Biturbo 800 will take just 6.4 seconds to sprint from 100km/h to 200, which is better than a lot of supposedly fast cars games take to hit the metric tonne.

While it hasn't skimped on luxury, the main focus has been on the SV12 R Biturbo 800's performance, so the 5.5-litre (336ci) V12 engine from Mercedes has been enlarged to 6.3 litres (385ci) thanks to both bore and stroke increases.

It now has larger pistons and balanced connecting rods, plus angrier camshafts, freer-breathing cylinder heads and a new, carbon-fibre air intake system.
It has four water-to-air intercoolers to feed its two turbo chargers and the powerplant is finished off with a four-tipped, stainless-steel exhaust system, all of which complies with EURO V emission laws.

It's not a high-revving engine though, with peak torque thumping home at 2100rpm and peak power coming and going at 5500 -- and it's still rear-wheel drive only, even though Benz offers the S-Class with an all-wheel drive option.

While Benz itself has high-tech seven-speed automatic transmissions available, they've not been designed to cope with this level of power, so Brabus has beefed up a five-speed auto (which doesn't seem to hurt its acceleration figures) and run the torque through a limited-slip rear diff.

Given that Benz limits its own S-Class sedans to 250km/h, Brabus has had to work hard to keep the SV12 R Biturbo 800 on the ground in braking, suspension and aerodynamic development.

The grip begins with the massive monobloc wheels, which range from 19- to 21-inches in diameter and wear either Pirelli or Yokohama sports 265/30 ZR 21 at the front and 295/30 ZR 21 tyres at the back.

With its own suspension system also fitted, the SV12 R Biturbo 800 uses enormous 12-piston, fixed aluminium brake calipers on a 380mm x 36mm steel front braking system, and there are six-piston calipers with 355mm x 28mm discs at the rear, to provide more than double the braking power of the standard S-Class.

Brabus also tweaked the Active Body Control's computer to lower the ride height 15mm (0.6 inches) to minimize body roll and to help keep the aerodynamics more stable at high speed, along with a distinctive front lip spoiler. There's also a clear-coated, carbon-fibre rear spoiler lip, too, and the new rear bumper has customised cut-outs for the four exhaust tips.

The interior upgrades include an iBusiness multimedia pack to sync the car to Apple-based systems, like the iPhone or iPad, while Brabus can tailor the interior trim to any colour of leather or carpet anybody might want.

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Renault hottie on sale

Renault's long-awaited Mégane RS is on sale -- at last
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Australia's hot hatch fans rejoice -- the choice of Gendarmes and French boy-racers alike, the all-new Renault Sport Mégane RS 250 is in dealers Down Under at last.

Launched this week in Melbourne, the new RS is the flagship of the updated Renault range. Debuted alongside the new Mégane five-door hatch and Fluence sedan, the new Renault Sport will be offered in Cup and Cup Trophée variants. The vehicle is available in a single three-door coupe-cum-hatch body style only.

The new RS is powered by a 184kW/340Nm turbocharged 2.0-litre petrol engine matched to a six-speed manual gearbox. No auto or dual clutch variant is offered. Though Renault sources admit the carmaker does have a sequential offering on the way, it's not clear when the update will surface. One pick is at the car's midlife facelift due late 2011 or early 2012.

Also high on the RS 250's spec list is a mechanical limited-slip differential and oversized Brembo brakes.

As part of its brand relaunch Renault Australia has simplified its model lineups and boosted standard specifications across board. Already well equipped in its outgoing Mégane F1 Team R26 limited edition guise, the new RS benefits less from this policy than cooking model Méganes.

The Mégane Renault Sport 250 Cup is priced from $41,990. Included in its standard specification are Sports antilock brakes and stepped stability control, headlight washers, LED daylight running lamps, 18-inch alloys, sports seats, auto lights and wipers, dual-zone climate aircon, foglights, electric window and mirrors, cruise control with speed limiter, USB interface and streaming Bluetooth audio and hands-free and rear park sensors.

Though satnav is not available, a multi-function RS Monitor Display allows users to measure a number of performance parameters including laptimes. The system also incorporates Renault Sport Dynamic Management system which allows the driver to choose the degree of electronic intervention from the stability control system as well as 'tuning' the throttle mapping.

Unlike most cooking model Renaults, the RS 250 allows the complete disconnection of the stability control for racetrack use.

Attracting a $5000 premium, the Cup Trophee adds keyless entry and start, 19-inch alloys (though 18-inch wheels can still be specified at no added cost), tyre pressure monitoring system, height adjustable Recaro front seats and more.

Options across the RS 250 range include leather upholstery, front park sensors and Bi-Xenon headlamps.

Aside from the wheel sizes and designs, the Cup and Cup Trophee can be told apart by the colour coding of front bumper facing and rear diffuser-style valance. In the Cup the elements are black, while the Trophee gets gloss gunmetal finishes.

Read our launch review of the Renault Sport Mégane RS 250.

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Classic racer Batten to campaign F6 in Targa High Country

Hard-charging Volvo punter will swap to a turbocharged FPV for tarmac rally round

Paul Batten's name may not be familiar to many, but his bright red Volvo PV544 is a regular fixture in the Classic Handicap section of Australia's best-known tarmac rally, the Targa Tasmania.

Batten (pictured) is putting aside the ancient Volvo for a drive in a factory-supported FPV F6, contesting the Targa High Country. Sitting alongside Batten in the turbocharged six-cylinder sedan reading pace notes will be his father Mike, a former NSW rally champion.

Paul Batten is a rally champ in his own right and has won his class twice in Tasmania. For the Targa High Country event he's being nurtured by his employer, Prodrive, the company that owns FPV in partnership with Ford. Batten Junior is a chassis engineer testing cars at Ford's proving ground near Geelong for a day job.

Keeping the F6 on the road over the course of the Targa High Country will be a team of personnel gathered from Robinson Racing Developments, FPV and Ford. In his class, Batten will be up against Brendan Reevs in a Mazda3 MPS.

"Mazda has made a commitment to the Targa events, and now we have Paul with the Ford," said Mark Perry, event organiser.

"Mazda and Ford are both big names, and Reeves and Batten are both big talents.  I think it is a glimpse into the future of this competition."

Batten is naturally looking forward to the event and sees a lot of potential in the F6 over the route's faster roads.

"We are really looking forward to stretching the F6's legs in Targa High Country," Batten said.

"This is a great chance to mix our two passions, motorsport and the Ford product, and make a small contribution to the motorsport history of the Blue Oval.

"It will be great fun winding it out on the Targa roads the way it was designed to be driven. We haven't had a chance to test the car and we aren't sure how we will stack up in the results, but the FPV has real driving character and we will be enjoying every minute of it."

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Insightful pricing for Honda's new hybrid

Honda Insight hybrid car games undercuts arch-rival Prius on price with $29,000 entry point - but doesn't undercut the Prius on fuel economy
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Following Honda's announcement made at last month's Australian International Motor Show, the all-new Insight hybrid has today been released Down Under with entry-level pricing starting below the critical $30K mark.

Honda aims to grab potential Prius buyers with its competitive price point, which at the base level undercuts Toyota's popular hybrid hatch by $10,000.

The entry-level Insight VTi will start at $29,990 and features equipment levels on par with similarly sized conventionally powered rivals. Included as standard is climate control, cruise control, keyless entry, alloy wheels, trip computer, Bluetooth connectivity and reversing sensors.

Entertainment comes by way of a six speaker single-CD tuner with steering wheel-mounted remote controls, a USB port and 3.5mm auxiliary jack for audio devices.

The up-spec Insight VTi-L is priced from $33,490, more than $18,000 cheaper than Toyota's top shelf Prius i-Tech. The premium Insight model adds auto headlights, rain-sensing wipers, foglamps, leather steering wheel, 16-inch alloys, a DVD player, reversing camera and satellite navigation.

Safety features familiar to both Insight models include dual front and side airbags, stability control, traction control and anti-lock brakes with brake-force distribution and emergency brake assist.

Insight variants are powered by a 1.3 litre i-VTEC four-cylinder petrol engine with Honda's Integrated Motor Assist (IMA) system putting power to the front wheels through a continuously variable transmission (CVT). The IMA is essentially an oversized starter motor designed to supplement petrol engine power and boost torque.

Honda claims a combined fuel economy average of 4.6L/100km, with emissions of just 109g/km. By the same measure, Prius records 3.9L/100km and 89g/km.

Visit the Carsales Network again for our local launch review of new Honda Insight range.

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High five! Audi unleashes stove-hot RS3

Throbbing turbo five-pot engine, flared lightweight carbonfibre-reinforced plastic wings and widened track are among the USPs of Ingolstadt's latest road rocket
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These are the first images of Audi's steroidal new RS3 Sportback, which packs the TT RS's turbo five-pot engine within its relatively sedate hatchback proportions.

The numbers alone make for tantalising reading, as the 2.5-litre turbo five belts out a robust 250kW and 450Nm (on tap from 1600 to 5300rpm), easily giving it bragging rights among the five-door hatch brigade.

Audi quotes a 0-100km/h split of 4.6sec and top whack of 250km/h, and these stats put it in exalted company that includes the likes of the BMW M3 and Mercedes C63 AMG. Needless to say, it blows into the weeds its lesser S3 sibling.

Drive from the warbling five-cylinder engine is relayed to all four wheels by a seven-speed S Tronic dual-clutch transmission and Audi's trademark quattro AWD system -- a viscous-coupled Haldex affair.

The RS3 tips the scales at 1575kg (about 60kg more than the four-cylinder turbo S3), and its none-too-portly girth is partly thanks to weight-saving measures such as carbon fibre-reinforced plastic (CFRP) front wings and the use of "light vermicular graphite" for the engine block.

Efficiency tweaks include a delivery-on-demand oil pump and a regenerative system that recovers energy as the car decelerates.

Offsetting its extra oomph is a chassis that lowers the RS3 Sportback by 25mm compared with the standard A3, while balance and composure are boosted by a widened 1564mm track

The RS3 rides on 19-inch alloy wheels (available in machine-polished titanium look or a black finish with red rim inserts) shod with 235/35 series tyres at the front and 225/35 at the rear.

Electromechanical rack-and-pinion steering provides a suitably direct gear ratio of 16.2:1 for keen turn-in, while internally ventilated discs (370mm at the front and 310mm at the rear) boost stopping power.

Befitting its high-po orientation, the electronic stability programme (ESP) features a Sport mode that activates later intervention of the braking and acceleration retardation functions for added fun factor, and it can be switched off entirely for circuit use.

There's also aural rewards to be had as a sound flap in the exhaust branch intensifies the five-pot's intoxicating note when the driver presses the Sport button, which also varies throttle response.

Visual clues to the RS3's identity are in the form of a deeper front apron with enlarged air intakes, an anthracite coloured single-frame grille with diamond-patterned styling and xenon plus headlamps.

The side view is dominated by flared guards, 19-inch alloy wheels, prominent sill panels, mirror casings in matt aluminium look and a large roof spoiler. A high-gloss black diffuser insert and two elliptical exhaust tailpipes differentiate the rear.

Interior upgrades include a tactile flat-bottomed RS steering wheel, Fine Nappa leather sports seats with silver contrasting stitching, and inlays finished in Piano black or the new Aluminium Race look.

There's also a revised instrument panel and S tronic selector lever, along with a specially configured Driver's Information System that displays boost pressure and oil temperature and doubles as a lap timer.

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Mitsubishi's i-MiEV hits 5000 mark

It's taken about 15 months for Mitsubishi to get 5000 units of its i-MiEV off the assembly line. But the company expects volume to rise dramatically with LHD release
discount new cars  » Get the best price on a new Mitsubishi Mass production never starts as mass production. Mitsubishi's i-MiEV had been in production for 15 months when the company announced its 5000th unit rolled off its Mizushima commercial vehicle assembly line on Nov 23.

Of the 5000, about 3000 units of the world's first mass production EV have sold into the Japanese domestic market since production started in June 2009. Australia has taken delivery of 110, in an initial batch of 40 in August and a subsequent batch of seventy. Local spokeswoman Lenore Fletcher says demand has far outstripped supply.

"We've had hundreds and hundreds of enquiries and 300 firm offers," Fletcher told Carsales Network.

"And that's at early adopter prices [a $1740/month lease deal, which calculates out to a list price of about $63,000]."

Mitsubishi worldwide is doing everything in its power to bring it down ASAP, she said. "That's already happening to considerable effect in Japan and the UK. It helps that EVs attract all manner of subsidies and concessions overseas -- Australia's the only country not giving consumers any tax relief."

All i-MiEVs sold locally have gone to business buyers and to federal, state and local government fleets. Without exception, every one has gone out covered in the corporate livery of its buyer, no doubt delivering compound benefits on the taxation front,over and above its value as a promotional platform.

There's plenty of cause for optimism that prices will drop into the realosphere sooner rather than later, with pressure from Nissan via announcements about the affordability of its LEAF EV and with the economies of scale that go with its arrival in left-hand drive markets. The company expects a substantial hike in sales as of October 2010, when the car went into left-hand drive Euro-spec production.

It expects another boost in 2011 with the rollout of a US-spec i-MiEV production, after which it will shift production from the commercial vehicle assembly line to its higher-volume minicar plant nearby.


For more on the Mitsubishi i-MiEV, click on this link


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Mazda 'i-stop' reaches Oz

Local testing of the Mazda Axela fitted with innovative green tech begins in earnest
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Mazda may be late to the party launching an auto-start system in Australia, but the company says it will be worth the wait.

The importer is providing technical and logistical support for a number of Japanese engineers out here to evaluate how 'i-stop' will cope in the Australian environment. Accompanying the engineers on the long flight from Hiroshima is a Mazda Axela (known locally as the Mazda3) fitted with the new feature.

Designed to work with direct-injection engines (the company's SKYACTIV engines specifically), the 'i-stop' system can restart an engine in 0.35 seconds -- half the time of a conventional auto-start system

Unlike conventional systems, i-stop ensures that the engine's pistons always stop at the optimum point for restarting. When the driver lifts the foot off the brake pedal, fuel is injected into the cylinder with the piston at Top Dead Centre at the start of the power stroke. The spark plug ignites the mixture and as the gases resulting from combustion push the piston down the cylinder, the starter motor engages to assist the engine starting. It is, according to Mazda, very fast and very smooth.

"The real-world fuel savings that i-stop brings has helped it to become firmly established in both Europe and Japan," Alastair Doak, Mazda Australia National Marketing Manager was quoted as saying in a press release issued by the company.

"And with much of Australian driving taking place in suburban environments, i-stop will bring significant real-world fuel savings to Australian Mazda customers from next year. i-stop is just one of the many improvements that the new SKYACTIV technologies will offer customers as Mazda strives to improve global average fuel economy by 30 percent by 2015."

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Renault unleashes its latest group N rally weapon

Keen to try your hand at asphalt rallies? This is arguably one of the more cost-effective ways to do it
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Renault has released the first images and details of its latest factory-prepped motorsport weapon, the Megane Renaultsport N4, conceived for private teams and drivers aiming to have a crack at tarmac rallies.

Based on the road-going Megane RS 250, which has already won much acclaim for its punchy engine and finely honed chassis, the N4 extends Renault's tradition of offering group N-homologated factory racers.

It follows in the wheeltracks of group N versions of the 5 GT Turbo, R11 Turbo, R21 2l Turbo, R19 16V, Clio Williams and Clio Renaultsport.

Intended to keep costs down, group N regulations impose strict rules on the modifications that can be made to the original car, and Renault says this constraint works to the advantage of the Megane Renaultsport N4, which gets the full benefit of the technology used on the production model.

The PerfoHub independent steering-axis front suspension design has allegedly allowed the engineers to put together a chassis that combines traction, stability and driving comfort, according to the manufacturer.

Meanwhile, the use of three-way adjustable shock absorbers also enables the suspension to be tailored to different driving styles.

The road car's 2.0-litre turbo engine is carried over largely unchanged, but the use of an optimised electronic engine control system significantly boosts outputs to 195kW and 470Nm (versus 184kW/340Nm for the road car).

Drive is relayed to the front wheels by a five-speed H-pattern gearbox that's said to be developed specifically for the rally version.

Renault claims the Megane Renaultsport N4 is a reliable and high-performance package that takes on board the notion of cost control at every stage of development.

"The intention is to make Megane Renaultsport N4 accessible to all drivers, and be both easy to handle and economical to run," says the company.

Like all vehicles in its rally range, Megane Renaultsport N4 is to be sold by Renault Sport Technologies in the form of a kit comprising all the specific parts.


MEGANE RENAULTSPORT TECHNICAL DATA
N4 Kit Price 57,500 euros (ex-factory)

ENGINE
Layout Front transversally-mounted
Type 1998cc four-cylinder turbo
Bore x stroke 82.7 x 93 mm
Fuel injection / ignition Cosworth Electronics Management System
Maximum power 195kW from 4000rpm
Maximum torque 470Nm at 3000rpm
Maximum revs 6700 rpm

TRANSMISSION
Type Front-wheel drive
Gearbox 5-speed gearbox + reverse
Layout In H configuration
Differential ZF type, limited slip, self-locking differential
Clutch Hydraulically-controlled single disc

CHASSIS
Type Steel monocoque with welded roll cage
Bodywork Steel

AXLES AND SUSPENSION SYSTEMS
Front PerfoHub independent steering axis suspension, Öhlins double-piston shock absorbers, 3-way adjustable + hydraulic rebound
Rear Programmed deflection, torsion beam suspension with coil springs, Öhlins twin tube shock absorbers, 3-way adjustable + hydraulic rebound
Discs 355 mm ventilated discs (front) and 290 mm solid grooved discs (rear)
Calipers Four-piston one-piece (front) and double-piston one-piece (rear)
Handbrake Hydraulic

WHEELS AND TYRES
Rims 8x18 one-piece aluminium wheels
Tyres BFGoodrich 225/40 R 18

DIMENSIONS, WEIGHT AND CAPACITIES
Length 4302mm
Overall width 1848mm
Height 1423mm
Wheel base 2640mm
Front and rear tracks 1627mm – 1600mm
SCx 0.75
Fuel tank 60 litres
Kerb weight Info available upon FIA homologation

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Holden plans to ease off on big discounts

Profit, not market share, is the priority for 2011
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Holden has turned into Ebenezer Scrooge in the lead-up to Christmas.

After two years of consistently offering some of the sharpest deals in the new-car business, Holden has vowed its days of drastic discounting are over.

As the Commodore is set to be crowned Australia's biggest selling car for the 15th year in a row, and Holden is destined to report its first profit in five years, the head of the company, Mike Devereux, told media at an end-of-year luncheon in Melbourne late this week that the car maker is not going to slash prices like it has since late 2008 when the Global Financial Crisis hit.

"The last two years have been extraordinary times for Holden, probably the toughest time ever for the business, but those days are behind us," he said.

"We are not going to chase [sales] for the sake of it. We are going to operate profitably and we've been doing that for some time now."

In late 2008, Holden offered discounts of between $8000 and $13,000 on some models, in an attempt to clear stock and quickly raise cash as the full impact of the GFC was still unknown. The deal was so lucrative, many Holden dealers bought cars themselves and put them on their used-car lots.

Since then, over the past two years, Holden has consistently offered discounts of between $3500 and $5000 on Omega and Berlina models, and $5000 and $6000 on SS V8 models. On stock older than 10 months, there was a further $2000 bonus -- and this is on top of the dealer's normal margin (approximately 11 per cent, plus dealer hold back).

"The old way used to be to force feed the system and push cars onto dealers," he said.

"It was a push model, and that was because we had high structural costs and had to keep the factory moving. We're not going to do that anymore, because when the market is full you have to pay [incentive money] to keep the cars moving. Since the GFC, we've found better ways to reduce our costs."

He said the move to be less generous with discounts should help resale values.

"When you buy a car you want it to be worth something when you sell it. If we keep discounting it during your ownership it won't be worth what you need it to be worth."

Devereux said the roll back in discounts will be gradual, to test what the market can handle.

"There's not going to be a sudden change, we're going to roll this back gently," he said. "Our business must be sustainable. Rather than chase volume with [Commodore], we think we're going to get a lot of growth from new models."

Holden believes it can afford to be more bullish with prices because it has a significant number of new models next year. Typically, most car makers don't discount new models in their first year on sale -- and Holden has been in runout mode with old models for a couple of years.

In 2011 Holden will introduce the locally-made versions of the Cruze sedan (Q1) and hatch (Q4), Captiva (Q2) and Barina (Q2), among others.
Devereux said Holden is expected to sell 133,800 cars this year -- up 12 per cent on last year -- and finish 2010 with a market share of 12.9 per cent, which is on par with last year.

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Korando SUV ready for Oz

Ssangyong readies its latest crossover as more specifications announced
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The all-new Ssangyong Korando has been previewed at a UK car games avan and motorhome show, ahead of its local launch later this month.

Penned by Italian designed Giorgetto Giugiaro, Ssangyong's new mid-size SUV will compete in the same arena as Hyundai ix35, Kia Sportage, Nissan Dualis and Volkswagen Tiguan. Ssangyong says the Korando will offer a highly contemporary look that it believes will help improve its market share, currently represented by the slow-selling Actyon.

Available in two- and four-wheel drive variants and with a choice of six-speed manual and automatic transmissions, Korando will for the first time utilise monocoque construction, the predecessor featuring traditional ladder-rack architecture. Despite this change, Ssangyong says the new Korando will still offer a 2000kg (braked) towing capacity.

Power comes from a Euro5-compliant 2.0-litre four-cylinder turbodiesel engine developing 129kW/360Nm. The new mill can deliver fuel economy figures as low as 6.0L/100km on the highway cycle and emits just 157g/km of CO2.

A long list of standard safety features includes six airbags, stability and traction control, anti-lock brakes and anti-roll mitigation.

Cargo space sees a 486-litre boot expended by 60:40 split-fold rear seats.


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High-end hybrids ahead?

Porsche is committed to hybrid technology and by association, Bentley and Bugatti will benefit

Porsche made clear its intention to pursue hybrid drivetrain development with the reveal of the 918 RSR at the Detroit motor show this week but it's not just the sportscar maker that will exploit the technology.

Former Porsche board member for research and development, Wolfgang Durheimer told the Carsales Network that he is "a friend of hybrid technology" and therefore will investigate the potential to implement hybrid componentry to his new brand charges, Bentley and Bugatti.

Durheimer takes over from Franz-Josef Paefgen as managing director of the Bentley and Bugatti brands, as of February 1.

"I have to make these brands stable for the future as well. I think we have great possibilities to gain future synergies within this compound of valuable brands," says Durheimer.

"And probably nobody knows better what could be done in Weissach [Porsche HQ] and what could be in the carryover [brands] than me."

Durheimer's new job means the man behind the Cayenne and Panamera -- both to be released in diesel and hybrid forms this year -- will work with models like Bentley's 6.8 V8 Mulsanne and 6.0 W12 Continental Supersports, and whopping Bugatti 8.0 W16 Veyron.

Durheimer said he was under no pressure for a replacement Veyron. The next hi-po Super Sport version is reported confirmed and plans for the new model were likely underway before Durheimer agreed to the post. Perhaps equally important is lowering the consumption of the brands' current lineup...

Hybrid versions would certainly gain the makers green points: The Bentley models use around 17L/100km and the Bugatti wants 29L/km.

Durheimer received a handcrafted model of the 8.0-litre Bentley and the keys to W.O Bentley's 1930 8.0-litre Saloon from Paefgen during the handover ceremony at Detroit this week (pictured).

Paefgen retires after eight years as CEO and chairman of Bugatti and Bentley while 52 year-old Durheimer started with Porsche in 1999 after a long stint in BMW's motorcycle division.

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Mercedes-Benz previews third-gen SLK

Open air enjoyment revived as Merc's newest cult roadster is revealed
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Mercedes-Benz has taken the wraps off its third-generation SLK roadster, which has been completely redeveloped for 2011.

Promising light-footed sportiness, style and comfort the striking new SLK brings vario-roof flexibility to the segment for the first time -- the performance model equipped with Mercedes' latest Magic Sky Control system, which switches the roof from light to dark at the touch of a button. A standard folding hardtop remains available in body colour.

Offered with a choice of four- and six-cylinder engines, each with stop-start as standard fit, the new SLK claims increased performance with economy improvements as high as 25 per cent. At this stage, the recently spied hyper drop top SLK 63 AMG has not been announced.

Emphasising SLK's classic proportions, designers have tailor-made the new body to promote the driving attributes traditionally associated with long-nosed, short bodied roadsters, a key attribute Mercedes-Benz says will tempt many sporting buyers back to the brand. Stylistic changes include a more upright and wider grille, and clearly defined all-LED headlamps that are said to resemble those of the legendary 190 SL of the 1950s. The bonnet and wings are now made of aluminium. Benz designers have naturally drawn a close visual link with the styling of the company's latest supercar, the "Gullwing" SLS AMG.

"The new SLK embodies the role of the trend-setter like no other car," said Mercedes-Benz Cars boss, Dr Dieter Zetsche. "I am convinced that with its passionate design, its high-quality interior and its modesty at the filling station it will continue to provide an enormous amount of fun on the road in future, too, consolidating its status as a cult roadster."

In profile the new SLK comprises fine details and is "said to embody the care taken by its designers". Ventilator grilles in the front wings are topped with a chrome fin, again reminiscent of Mercedes-Benz roadsters of the 50s. From here, a feature line flows to a muscular rear wing sculpted to use light and shadow to add style and 'timeless aesthetics' to the sides.

Inside too, a long list of revisions see not only improved style, but enhanced space utilisation and increased creature comforts. As well as the aforementioned magic roof, Mercedes-Benz has also bettered its draught-stop system Airguide for new SLK, further taming turbulent air flow. The much-loved neck-level Airscarf heating system, familiar to the predecessor, remains.

Cabin decor is characterised by stylish, high-quality materials which, naturally, are customisable through a range of wood and metal finishes. Four round, galvanised air outlets integrated in the dashboard emphasise SLK's place in Mercedes-Benz sports car family, their shape another nod to the SLS.

The instrument panel sees a pair of generously proportioned gauges flank a central information display for the onboard computer. The centre stack's colour display houses all of the SLK's infotainment systems and is topped by a fine analogue clock said to 'subtly underline the roadster's stylish character'.

The new SLK is suspended by three different arrangements: conventional steel set up as standard, optional sports arrangement with stiffer springs and dampers and alternative Dynamic Handling package featuring electronically controlled continuously adjustable damping. The Dynamic Handling package also includes a direct-steering system and torque vectoring brakes.

Maintaining Merc's highly reputed safety credentials, the new SLK features the latest driver assistance systems, including the drowsiness detection system ATTENTION ASSIST. Developed in-house for the new SLK are safety aids such as Intelligent Light System, Speed Limit Assist, Pre-Safe and the optional  Pre-Safe Brake, which can autonomously apply the brakes in the end of an impending rear-end collision.

The new SLK will launch in the UK in June with pricing and specifications to be revealed closer to that time. Australian launch timing is yet to be announced, though we anticipate sometime towards the middle of the year.

2011 Mercedes-Benz model line-up (from launch):
SLK 200 BlueEfficiency 1796cc direct injection four-cylinder 137kW (7.0 secs)
SLK 250 BlueEfficiency 1796cc direct injection four-cylinder 152kW (6.6 secs)
SLK 350 BlueEfficiency 3498cc direct injection six-cylinder 228kW (5.6 secs)

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MOTORSPORT: Liberals split on grand prix

January has been the month of floods but now Melbourne's lord mayor Robert Doyle has lit a fire with comments that the city's Formula One grand prix has run its race - and he has GP chairman Ron Walker -- like Doyle, a Liberal - mighty hot under the collar

Comment

Two months out from the Australian Grand Prix the future of the Formula One event in Melbourne is at the centre of a new storm.

There's a rift in the ranks of the Liberal Party, which snatched the GP from Adelaide in the mid-1990s.

Melbourne's lord mayor, Robert Doyle, a former Victorian Liberal parliamentary leader, says "time's up" on the costly GP -- that it ought to end in Melbourne when the existing contract expires in 2015, predicting that annual losses will have hit $70 million by then.

New Victorian premier Ted Bailleau is not that categorical, although he says the GP may have to go unless the costs -- i.e. losses, now running at $50 million a year -- can be substantially cut.

Then there's Ron Walker, the Liberal Party's former federal treasurer who has been the Australian Grand Prix Corporation's chairman for its entire life in Melbourne, who has stoutly defended the event he grabbed for the Victorian capital soon after former Liberal premier Jeff Kennett came to power.

Not surprisingly, Walker has taken a swipe at Doyle, calling his comments "sad", and it's certain he will be working hard behind the scenes on Bailleau, who rose to the Liberal leadership with the endorsement of the unelected but nonetheless powerbroker Walker.

The GP has become a political football in Victoria as its losses have mounted since the modest $1.7 million bill to the state's taxpayers on Melbourne's first Melbourne F1 event in 1996.

The red ink became a flood in the mid-2000s as revenues -- ticket  sales and sponsorship -- sank while costs -- including F1 commercial master Bernie Ecclestone's annual fee for the race -- continued to escalate.

Yet this latest storm has erupted -- with Doyle's views splashed in Melbourne's Sunday Herald Sun newspaper -- at a time that Australia has a very competitive F1 driver, Mark Webber, and may soon have another on the grid, Daniel Ricciardo.

Webber, winner of six GPs now and third in last year's world championship after having led it longer than any driver, will come home for this year's March 24-27 event with his best -- and a very realistic -- chance of winning it.

Ricciardo, 21, from Perth, will take part in Friday F1 practice with Scuderia Toro Rosso, the former Minardi and now the second of the teams owned by the Red Bull energy drink.

The other, for which Webber races, is the reigning world champion team.

Ricciardo has almost been guaranteed an F1 race drive by Red Bull's motorsport chief, Dr Helmut Marko, by the start of next year.

Doyle says that Melbourne's GP is no longer value for the money it costs -- that it has outlived its welcome.

Doyle says that getting the GP for the city in the 1990s was "a stroke of genius" but that it has run its course, that there "will be no successful negotiation" with Ecclestone on reducing the annual race fee, and that it's time to find a replacement major event for Melbourne.

"In the end, it [getting rid of the GP] will be a government decision and one of the tough ones that Ted Bailleau faces in his first term," Doyle said. "Does he undo the legacy of Jeff Kennett, his mentor, in his very first term?

"My judgement would be: Get ready. Time's up."

Bailleau said -- ironically at the Australian Open tennis, another of Melbourne's major international events -- that the GP had been great for the city and would see out its contract to 2015.

However, he added:  "We look forward to the GP performing financially better than it has and we will be looking to make sure that happens.

"I am confident we can reduce costs and we look forward to that happening."

Beyond that, Bailleau said he would not be drawn on "speculation and hypotheticals".

Walker said his AGPC did its best every year to contain costs and that the event was worth $180 million a year in economic benefits to Victoria, although in another breath it was $160 million.

"All Mr Doyle's hotels, all his restaurants do a very good trade," Walker said. "Then, of course, there's the tax that's collected of about $18 million a year.

"It's a huge profit for Melbourne."

And then there was the "priceless" international exposure that came with the GP.

"It is one of the few free-to-air television spectacles Australia has," Walker said. "The F1 GP goes free-to-air to 300 million in 132 countries and, because we now have a twilight race, it goes into some of our biggest trading partners -- Russia, India and China -- at midday on Sunday.

"This is huge penetration for the brand of Melbourne."

Walker said there was not a major event in the world, apart from the soccer World Cup and the Olympics, that went free-to-air to as many people as F1.

The latter point is valid, although there is no substantiation for Walker's claimed audience numbers -- something we have noted here before.

Last year's TV numbers from Ecclestone's Formula One Management, announced at the weekend, claim 527 million viewers for the 17 races in the 2010 world championship.

What weekend reports on that 527 million did not make clear was that that is a cumulative figure for the season -- not the audience for each race.

That's an average of 31 million per race -- and, based on the authoritative work of London research firm Initiative futures + sport to which we have referred here previously, Melbourne is right on that average -- i.e. 31 million viewers in the 55 countries that account for 95 per cent of the world's gross domestic product.

If Walker is claiming "penetration" of 300 million viewers, without substantiation, he's exaggerating the proper interpretation of the FOM figure(s) and the credible Initiative research 10 times.

If there have been recent increases in countries like Russia, India and China they may have been at the expense of viewers elsewhere, as Planet-F1.com reports that the FOM TV figure for 2009 was 520 million -- 7 million less than 2010 -- and that for 2008 it was "over 600 million".

And now the Liberals in Victoria are arguing among themselves over the value of Melbourne's GP.

The recently ousted Labor government in Victoria had the same concerns that Ted Bailleau now expresses about the costs of the GP -- and how to contain or reduce them.

It is remarkable that under governments of both political persuasions Walker has remained chairman of the AGPC as these losses have mounted into, cumulatively, hundreds of millions of dollars now -- after he and then premier Kennett told Victorians in December 1993, when news broke that they had snatched Adelaide's GP, that it would effectively cost Victoria nothing and perhaps operate at a small profit.

Now that the GP is again the centre of controversy perhaps it's time to ask whether Ron Walker has been trying to serve two masters in all of this -- Victoria, in dealings with Bernie Ecclestone, and Ecclestone, in dealings with the Victorian government? And whether it's possible to serve two masters, or whether that is at the nub of the problem with the GP in Victoria.



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MOTORSPORT: Rome won't get a grand prix

While there's a squabble over whether Melbourne should keep its GP, Rome's chances of hosting an F1 race on its streets have been shot

Ecclestone says countries should only have one F1 race
Rome is out of the running to stage a Formula One grand prix on its streets.

Bernie Ecclestone (pictured), who encouraged and entertained the idea for several years, has now told the Italian city that the country -- and indeed any country -- should only have one GP a year.

Mauricio Flammini, organiser of the World Superbike Championship and who had pushed the idea of a GP on the streets of Rome, had hoped that the historic city could at least rotate with Monza, home of the Italian GP in Milan.

For many years Italy's Imola circuit also hosted a San Marino GP, even though it was not in that principality.

Spain has two F1 GPs at the moment, in Barcelona and Valencia -- although the latter's "European' GP probably will rotate around Europe in future.

Rome will now concentrate on a bid for the 2020 Olympic Games.

Marlboro still a Ferrari sponsor
Although tobacco sponsorship is supposed to be long gone from F1, Marlboro and Ferrari are about to finalise renewal of a deal that somehow has continued, although the use of a barcode on the cars -- late alone the Marlboro logo - has been forbidden.

A spokesman for Philip Morris, owner of the Marlboro brand, said an extension of the existing deal to 2014 would be "wholly within international law".

Marlboro has been an F1 sponsor for 40 years, starting with the old British team BRM in 1971.

Williams contemplates stock market float
The Williams team, the third most successful in F1, is considering a stock market float -- although 68-year-old wheelchair-bound Sir Frank Williams wants to remain the majority and controlling shareholder.

The other existing shareholders in the team are Patrick Head, creator of all nine world title-winning Williams cars (most recently in 1997), and Austrian investor Christian "Toto" Wolf.

Sir Frank said he wanted the team to remain an independent constructor but that it was "prudent and necessary to plan" the company's future ownership.

Williams chief executive Adam Parr claimed the team had operated profitably the past three years, contrary to reports that it has only survived due to Bernie Ecclestone's benevolence.

It lost big sponsors RBS and Philips at the end of last season but has gained a reputed $36 million-a-year deal for five years from Venezuelan national energy company PDVSA for installing Venezuelan driver Pastor Maldonado in place of young German star Nico Hulkenberg.

Centenary 'Monte' rally to Peugeot and French driver
The centenary Monte Carlo Rally was won by French rally champion Bryan Bouffier in a Super 2000 Peugeot 207.

Australia's Chris Atkinson did only 700 metres in the event before an electrical fault put his S2000 Proton Satria Neo out.

Despite spinning into a bank at one point, Bouffier's combination of snow and studded tyres gave him the grip to jump from seventh to first when snow coated the roads on the second of the three days.

The event now is the opening round of the Intercontinental Rally Challenge rather than part of the World Rally Championship.

Bouffier is the 19th driver to win a round of the IRC since it began in 2007 and it was Peugeot's 21st victory in the series.

Belgian Freddy Loix was second in a Skoda Fabia -- 32.5 seconds behind Bouffier.

Brit Guy Wilks was elevated from fourth to third after a fellow Peugeot 207 driver, Frenchman Stephane Sarrazin, a one-time F1 driver and a Le Mans 24-hour winner, took a time penalty to assist Wilks, who is contesting the whole IRC, unlike Sarrazin.

Defending IRC champion Juho Hanninen of Finland finished sixth in a Skoda after winning three early stages but getting caught on the wrong tyres on the second day.

Veteran Frenchman Francois Delecour was fifth in a Peugeot, while Norway's former world champion Petter Solberg's Peugeot, second at one point, lost seventh place with alternator failure 13km from the finish.



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Optima gets Ozzified

Kia's new mid-sized sedan has been cornered -- repeatedly -- as a local engineering team ironed out its ride and handling
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A Malaysian journalist during the launch presentation for Kia's Optima sedan asked for an explanation: What was the difference between the locally-developed suspension underpinning the Aussie-spec Optima and Optimas sold elsewhere in the world?

Kia's Senior Product Manager, Nick Reid, took on the task of summarising the changes for the journalist -- and the Australian media also attending.

"At the moment there's about three or four different [suspension] tunes for the world," he said. "There'll be another tune coming along soon when the UK and the rest of Europe finalise their specification.

"If you compared ours with say the Korean domestic market, we run quite a lot of extra spring rate in the car -- torsional stiffness -- so we have considerably larger sway bars, different front springs and we've tuned our own shock absorber.

"The reason why we've done that is because when we upped the spring rate, we needed to find some ride comfort -- and we've done that through tuning the shock absorber."

Earlier in the evening, Reid had ushered the media through the dynamic changes for the locally-delivered Optima suspension -- in detail.

"In conjunction with Kia Australia's ride and handling partners, Gambold Testing Services, development started by reviewing all the global components, including the US and domestic (Korean) market settings. The Kia team quickly learnt that the key area we needed to focus on was shock absorber tuning.

"The shock absorbers on the Optima are Sachs High Performance Dampers -- or HPD. The HPD features a floating valve, which is designed to improve ride comfort while not compromising handling. We spent the majority of the time searching for a balance between the two valves. To fine-tune the dampers we called on Sachs directly for assistance and we were lucky to get the full support of Sachs with a senior engineer sent to Australia..."

The floating valve in the German-designed dampers allows some additional articulation over smaller bumps, such as expansion joints in bridges, for example. This improved secondary ride quality comes without significant detriment to the car's roll centre.

As well as the dampers, the local development staff looked at spring rates and anti-roll bar settings.

"The final roll stiffness was increased by 55 per cent in the front, 110 per cent in the rear," said Reid.

Even the power steering calibration has been adjusted to suit the Aussie driving environment.

"The new unique tune has seen assistance reduced by 10 per cent at parking and 20 per cent on centre, "said Reid. "This added weight has provided improved steering feel and vehicle control, increasing feedback during out-of-town motoring."

Graeme Gambold subsequently told the Carsales Network that his team and Kia Australia had aimed to set the Optima up with a suspension system that would be firmer than the sort of boulevard ride American-spec cars boast. At the same time, the local development team wanted a suspension tune that would absorb harder impacts from our parlous road surfaces. As mentioned by Reid, the Sachs dampers not only control spring rebound, they also take care of lower amplitude impacts from the road and thus ensure reasonable ride comfort without detracting from the handling and roadholding.

Steve Watt, Kia's National Marketing Manager, also revealed that the Australian team had taken the lead on sorting the suspension of the Kia. The work done here is expected to find its way into European and UK Optimas also -- just as the UK development team was the primary on the development of the Sportage's suspension for Australia and New Zealand. According to Watt, the Brits had started work on the Sportage before us, but the Aussie team had the headstart on the Optima project.

Kia allowing different regions around the globe the latitude to tailor the suspension to suit the local road environment and culture will inevitably pay dividends. A car company doesn't have to develop an entirely indigenous design to meet 95 per cent of a buyer's needs in an export market. How long before other car companies around the world work that out?

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Diesel difference for Territory

Ford is anticipating high diesel take up in new Territory -- not least because of a "unique" diesel/rear-wheel drive offering
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Ford Australia is quietly banking on a high uptake of turbodiesel Territorys to help the born-again softroader regain the top spot on local sale charts. And that uptake looks set to be driven by a range that includes rear-wheel drive variants.

It was anticipated in many quarters that the Blue Oval would limit its turbodiesel offer to all-wheel drive versions of the Territory only. But at yesterday’s reveal of the comprehensively revised softroader, Ford execs confirmed the diesel powertrain will be offered across all three equipment grades and in both rear and all-wheel drive versions.

Territory will feature a modified version of the Ford PSA 2.7-litre V6 turbodiesel that once power Land Rover models. Coupled with a version of Falcon's six-speed ZF automatic transmission, the rear-wheel drive/diesel powertrain should set new fuel economy benchmarks for the medium SUV segments.

It will also be a unique offering -- short of luxury German marques there are currently no other passenger car derived high-ride SUVs that combine current turbodiesel technology with rear-wheel drive.

Ford insiders are quietly confident this offering, coupled with fresh styling and equipment upgrades will revitalize the Falcon-based crossover's position in the local marketplace.

Ford's marketing chief David Katic confirmed the availability of the diesel rear-drive Territory at yesterday's official unveiling of the new range. He told the Carsales Network the car would occupy "a unique spot in the market."

According to Katic Ford Australia is anticipating a high uptake of diesel in the roll out of the new model. Like its European small car diesel stablemates, the Territory oiler will wear TDCi badging.

"There are two types of buyers talking to our dealers now: established petrol customers who are looking at the new Territory and are keen to get into it; and those that have always considered Territory but wanted diesel... Buyers who are sick of driving a truck and want a more car like vehicle but with [SUV style amenity]," Katic explained.

Katic says "more than 50 per cent" of new Territory volume will be diesel -- a stat backed by new Ford Australia boss, Bob Graziano. Both Katic and Graziano admit, however, the proportion could be higher.

Katic asserts to date Territory has only competed in around half the potential Medium SUV market. With new paddocks to plough, the eventual model mix is hard to nail down, he says.

"We've ordered a lot [of the turbodiesel engines]," Katic stated. "But I've got this feeling that it will be big for us. If it comes in at a massive mix, say 90 per cent, then we are in for an interesting time... But we're confident the diesel customers will be incremental."

Katic said Ford was not concerned about moving stock of the existing model during the run-out period ahead of the new car’s onsale in May.

"We’re in good shape there," he says.

A significant switch to turbodiesel as the engine of choice in Territory could be problematic for Ford, however. Currently the Territory is 100 per cent petrol, with all engines built in-house at Ford’s Geelong-based engine plant. The new turbodiesel is fully imported.

Couple a drop in Territory's petrol volume with further reductions in the number of inline sixes going into Falcon, when Ford's turbocharged ECOBoost four-cylinder engine finds its way into the large sedan later this year, and could there be a problem in the making?

Not so, asserts new boss Graziano. In addition to real growth in Territory volume, he says other new products will offset any shortfall, including the new LPI (LPG) engine destined for Falcon.

"It's too early to talk about where we see the ultimate mix… Our opportunity our challenge and opportunity will be to continue to talk about the benefits of both the petrol and diesel [Territory offering],” Graziano opined.

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Peugeot reveals facelifted 308

French lion waves the makeover wand over its volume-selling hatchback... with pleasing results. And it will be on sale in Australia from September
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These are the first images of Peugeot's facelifted 308, which makes its global debut at the Geneva motor show on March 1.

The revamped hatchback will be unveiled here in July at the Australian International Motor Show (AIMS) in Melbourne, and it's due to go on sale locally from September onwards.

Immediately evident from the pics is that the controversial smiley face of the existing model has been comprehensively revised to fall in line with the design language of the 508 and SR1 concept car that have set the template for the new look of Peugeot.

Notwithstanding its slightly awkward styling, the existing 308 has been a solid seller for the brand, with over 900,000 units sold worldwide since its 2007 launch.

As is the case with the current range, the new 308 will be available in three body styles -- Hatchback, CC (coupe-convertible) and SW (station wagon). All will be fronted by the new-look face, which features LED headlamps and daytime running lights.

Among the new 308's technical highlights are the introduction of more efficient engines and Peugeot's micro-hybrid e-HDi Stop & Start technology (although the latter feature is not as yet confirmed for our market).

The petrol engine line-up includes normally aspirated 1.4-litre engines and turbocharged 1.6 units (with 115kW or 147kW). The diesel units displace 1.6 and 2.0 litres and range in power from 68kW to 120kW.

Transmission choices will include conventional five- and six-speed manual gearboxes and a six-speed electronically controlled manual (EGC in Peugeot-speak). The company claims the new drivetrains give the updated 308 the lowest emissions in its segment.

Euro-spec models come standard with air-con, ESP, ABS, EBFD, EBA, front and rear electric windows with child security, remote control central door locking with deadlocks and six SMART safety airbags.

Peugeot claims kerb weight has been reduced by 25kg on average on all models, and further efficiency gains come via new 16-inch ultra-low-rolling-resistance tyres and a drag coefficient of 0.28 for the low-consumption models -- touted as a record for this segment.

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Audi launches diesel A8 variants

Fuel efficiency, high-performance and refinement meet in Audi's A8 3.0 TDI and 4.2 TDI sedans
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Audi has plugged yet another niche with its A8 4.2 TDI, the only luxury sedan priced above $100,000 with a diesel V8.

The new variant is one of two diesels joining the petrol-engined A8 4.2 FSI, the other engine a V6 powering the A8 3.0 TDI. Both engines combine the frugal fuel efficiency for which diesel combustion is known, with Audi's acknowledged expertise in drivetrain refinement and output.

Power and torque are 184kW/550Nm for the V6 and 258kW/800Nm for the V8. From 1500rpm the torque for the V6 peaks and remains flat before tailing off at 3000rpm. It's a similar situation for the V8, with torque reaching the maximum level between 1750 and 2750rpm. Acceleration times to 100km/h from a standing start are 6.1 seconds for the V6 and 5.5 seconds for the V8. Fuel consumption in combined-cycle testing is 6.6L/100km (V6) and 7.6L/100km (V8) with CO2 emissions rated at 176g/km and 199g/km respectively -- the latter figure for the V8 scraping in under the all-important figure of 200g/km.

Lighter than the previous 4.2-litre TDI V8, the new engine is more frugal than the older powerplant by 19 per cent, despite the improved output -- an extra 18kW and 150Nm.

Fuel consumption for the all-new V6 is 22 per cent better than the older 3.0-litre TDI engine's and the CO2 emissions are class-leading, the importer says. An extensive weight reduction program for the V6 has reduced its weight to 194kg, 23kg better than the earlier V6.

The V6 comes with an auto-stop/start system to reduce fuel consumption while the car is at standstill, waiting for traffic lights to change. Audi claims that the fuel-saving system accounts for a reduction of 0.4L/100km in fuel use on the combined cycle, but the reduction is further improved in city-cycle testing.

The diesels drive through an eight-speed ZF automatic transmission that channels the torque through Audi's quattro system to all four wheels. In addition to the quattro drive system's native grip, Audi has packed the A8 with other active safety features like xenon headlights, a sports differential (optional for the V6, standard for the V8), ABS/EBD, Brake Assist, stability control, traction control and an electronic differential lock.

Passive safety features fitted run to two-stage front airbags, side-impact airbags front and rear, side-curtain airbags and active headrests.

Comfort and convenience features specified as standard to the A8 3.0 TDI include: Audi Drive Select, alarm, rear-view camera with parking sensors, electrically-adjustable electrochromatic exterior mirrors (folding), keyless start/entry, four-zone climate control, walnut brown veneer, 22-way adjustable electric front seats with memory function, Valcona leather trim, 10-speaker audio with USB/MP3 compatibility, Bluetooth connectivity and MMI satellite navigation with hard disc.

Additional features offered as standard in the A8 4.2 TDI include: a BOSE 19-speaker audio system, TV tuner, an ambient lighting package, automatically-sealing doors, powered bootlid and adaptive headlights. The V6-engined variant rides on 18-inch alloy wheels in a 7-spoke design and 235/55 Pirelli tyres. As standard the A8 4.2 TDI is equipped with 19-inch alloy wheels in a 10-spoke 'Y' design; tyres are 255/45 Pirellis.

Prices for the new variants are $188,000 for the A8 3.0 TDI and $234,500 for the A8 4.2 TDI. The V8 diesel is priced the same as its petrol equivalent, the A8 4.2 FSI.

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Lexus auctions Grand Prix drive

Celebrity race position up for grabs with auction proceeds to support the Red Cross
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Celebrity race position up for grabs with auction proceeds to support the Red Cross

If you've ever fancied yourself as Fangio, or reckon you've got what it takes to round up Australia's top celebs on the racetrack then this could be the opportunity for you.

With the return of the Celebrity Challenge at next month's Melbourne Formula One Grand Prix comes your chance to participate in the big event with Lexus offering one lucky bidder the chance to race its all-new CT 200h pemium hybrid hatch, due for local release in March.

Hosted by eBay, the auction has already tipped $12,000 with all proceeds to support flood relief in Victoria's north. The winner will have the chance to compete against the likes of Kate Waterhouse, Luke Ricketson, Anthony Bell, Kelly Landry and Giaan Rooney.

The prize package includes the right to compete in the Lexus Celebrity Challenge at the 2011 Formula One Grand Prix, return economy airfares from your nearest capital city, driver training sessions, six nights accommodation, two invitations to the reception at Government House, two invitations to the welcome cocktail party and dinner for two at Maze restaurant.

For more informtaion or to bid, click on this link.



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Historic Winton ready to roll

Australia's most popular all-historic race set to celebrate 35 spectacular years at the top

The largest event of its kind, Historic Winton will this year present a full weekend of non-stop racing featuring over 400 historic racing cars and motorbikes from the 1920s to the 1980s.

The Austin 7 Club and Historic Motorcycle Racing Association who run the event invite owners of classic or special-interest cars and bikes to join this year's Historic or participate in the spectator car show.

Celebrations this year will include a century of Chevrolet, Stutz and the legendary Indianapolis 500, 90 years of French marques Amilcar and Salmson, 75 years of the Fiat 500 and 60 years of Triumph, Mayflower and Triumph Renown.

This year's Historic Winton will be held the weekend of May 28 – 29 at the Winton Motor Raceway in Benalla, Victoria. Raceway entry fees are $20 on the Saturday and $30 on the Sunday with entry to the Competition Paddock only $5. Children under 14 years are free.

For more information, visit www.historicwinton.org

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Electric Fit all set

Honda's road to zero emissions begins anew in Geneva
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Honda will unveil its all-new EV Concept vehicle at next month's Geneva International Motor Show.

Based of the Honda Fit (sold here as Honda Jazz) the all-electric plug-in vehicle is part of the Japanese company's "Road to Zero Emissions". Honda says this latest example is an evolution of its current hybrid and near-future plug-in and fuel cell electric vehicle technology, similar to that seen in the Honda Clarity.

Honda estimate a driving range of 160kg which can be maximised by the use of an innovative three-mode electric drive system, adapted from the Honda CR-Z.

The Honda Fit EV will be introduced in the US and Japan sometime next year. More specification information and pricing will be revealed at next month's show.

Visit the Carsales Network again for our coverage of the Geneva International Motor Show from March 1.

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Saabs on sale officially

Iconic Swedish brand has slipped back into the country quietly, but with big plans afoot
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Saab is in business again Down Under.

Australian buyers can walk into a Saab showroom right now and order a 9-3 off the floor. Dealers received the first shipment of stock last week, but the range on offer is currently limited to the 9-3 and its derivatives. That does include the new-to-Australia 9-3X however, Saab's answer to the Subaru Outback.

Manufacturer's list prices for the 9-3 models start at $46,900 for the 9-3 Sport Sedan Linear with its turbocharged 2.0-litre BioPower engine. Pricing for the high-powered Aero variant is set at $59,800. Convertibles kick off at $69,000 for the Linear grade, rising to $79,900 for the Aero. Two wagons are available: the 9-3 Sport Combi Linear ($49,400) and the diesel-engined Aero ($61,300). The 9-3X is priced at $59,800.

Saab will roll out other product new to the country over the next 12 months. According to the MD of Saab Cars Australia, Stephen Nicholls, the new 9-5 will arrive here in April, followed in October or November by the 9-5 Estate that is being launched in Geneva next month. Around the end of the year or possibly January 2012 the company will also introduce the 9-4X SUV to the Aussie market.

When the Carsales Network spoke to the new MD, Nicholls was quick to defend the 9-5 from any suggestion it might parallel the previous model in the market. The older car was too close in size to the 9-3, he said, whereas the new 9-5 is a "big beast", measuring 5.08m in length -- versus 4.85m for the older car. Although he agreed that it would be natural to compare the new 9-5 with Volvo's S80, he feels that the Saab might just as readily compare with Mercedes E-Class, BMW 5 Series and the Audi A6.

"We do get cross-shopped a lot with Volvo, just because we're both Swedish companies -- but the product philosophies are fairly different. We're happy to be put into that category, but I think the market leaders would obviously be A6, 5 Series -- and that's where we're looking to have a go..."

As we reported from the Paris Motor Show last year, Saab expects the 9-4X (pictured) to light a fire under sales in this country when it arrives. It's a type of vehicle Saab has never sold here before and is a natural for a country that loves SUVs the way Australia does. Based on what Nicholls has to say, it might prove a very well judged size of vehicle in the VFACTS luxury SUV segment.

"With the 9-4X... the size of the vehicle is about the size of the first-generation X5 -- it's not quite as big in the rear," said Nicholls. "As such, we see it as something between an X3 and an X5; we see it as something between a Q5 and a Q7. That's really the sort of area we're looking to put it into."

Nicholls comes to the job with 30 years of experience behind him, employed by Saab in the UK from the late 1970s. He moved into supply and distribution with the company from 1990, posted to Brussels. In 1996 he was appointed MD of Saab Australia and after moving into the broader region of Asia/Pacific, he now finds himself heading up the Australian end of the operation once more.

Despite the very short lead time to re-establish the brand in Australia -- effectively four months as we reported earlier -- Nicholls is content that the major logistical and operational tasks set for him are well in hand. As one example, the dealer network is a work in progress, but that's intentional.

"We have looked at the dealer network that we have ended up with from the Holden days and we have been having meetings with different groups of those dealers since about August last year. We've ended up with 11 full service dealers -- sales, service, parts, everything -- and a further 12 service-only dealers.

"What we're trying to do at the moment is just match the [sales] volume ambitions that we have, which are fairly modest for this year, with the dealer network so that we don't start trying to plant flags everywhere. We're trying to make sure that the dealers can start to make some money again from this franchise.

"We have a mixture of dealers who pre-dated the Holden era and then a few we picked up during the Holden era who have taken to the brand and worked out well -- and want to carry on with us."

With the Swedish company one of the GM Premium brands formerly supported by Holden in Australia, the latter's earlier involvement with Saab continues in some areas of operation, Nicholls added.

"We're gradually transitioning a number of areas. For example, Holden is still providing parts logistic support for us for the next couple of months as we get our act together. We have some of our computer systems still reliant on Holden infrastructure and things like that. We're gradually moving all of the Saab telephone numbers -- all of the Saab contact details -- are being answered by staff who are purely 'Saab' now."

Asked about the lack of fanfare for the re-establishment of the brand, Nicholls explained that the company will contact known Saab owners by means of a direct marketing campaign. The first mailing actually took place last week. Following the successful conclusion of that campaign, Saab will move on to such things as TV commercials and print media advertising, but this year is expected to be a "quiet" one for Saab.

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Renault set to Captur hearts in Geneva

French car maker Renault is readying a new crossover concept vehicle dubbed CAPTUR in time for next month's Geneva International Motor Show
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As Renault's 2009 Frankfurt concept DeZir coupe was said to express 'falling in love', CAPTUR will address the next stage in life's journey, that of two people exploring the world around them.

"CAPTUR is a fun and sporty crossover, ideal for a young couple about to discover the world," explains Renault's design director, Laurens Van der Acker.

"It takes as its basis the fundamental design language introduced on the DeZir concept car but adds a more technical dimension -- more functional but still slightly sensuous."

With muscular yet fluid proportions CAPTUR's "G Studio" designed body is said to evoke 'movement and lightness' while at the same time possessing capable all-terrain cues.

As with DeZir, all of CAPTUR's angles, lines and corners take on natural forms with the main source of inspiration said to be athletes in radical sports. At the front, CAPTUR features a large Renault logo as its centrepiece which is set vertically against a dark surface said to emphasise its identity.

A practical and versatile vehicle, CAPTUR is fitted with a removable hard top allowing an easy transformation from coupe to convertible. In profile, CAPTUR features butterfly doors and large Michelin tyres fitted on 22-inch black and white rims. The show vehicle is finished in a 'spicy shade of orange'.

The orange theme is continued in CAPTUR's modern cabin where fluorescent highlights, inspired by the human body, contour with an outdoor sports and urban theme. Renault hopes this expressive and light decor will feel welcoming and 'occupant friendly'.

Among CAPTUR's list of 'non-superfluous equipment' are aluminium pedals, carbon fibre seats and a steering wheel trimmed in textured grey leather. The cargo bay houses a multipurpose are where three layers of rope provide a reconfigurable storage area.

Green where it counts, the Renault CAPTUR concept is powered by a twin-trubocharged 'Energy dCi 160' engine but is also ready for full electrification. The current powerplant produces 118kW/380Nm from its 1.6-litre capacity when paired to a dual-clutch EDC transmission. Renault claims CO2 emissions as low as 99g/km.

The 1300kg CAPTUR is capable of accelerating from rest to 100km/h in eight seconds.

To improve traction at low speeds, CAPTUR is enhanced by Renault's new RX2 drive system that splits torque to either or both front wheels via a mechanical self-locking differential to optimise traction to where it can best yield results.

A forward-facing camera known as Visio-system provides the driver with a number of assistance functions via a series of synthesised images on the head-up display. Renault says this system is designed to enhance the driver's perception of the external world and reduce driver stress.

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Porsche rolls out battery Boxster for real-world trials

...But don't expect to find the Boxster E in showrooms any time soon. The three examples on Stuttgart roads are technology trial test-beds, and that's all
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Porsche has rolled out three all-electric Boxsters for road trials in Germany.

The company has been quick to admonish media and onlookers not to take the trial as a direct pointer to the vehicle badged Boxster E's imminent arrival in showrooms. It's merely the test-bed for a raft of technology trials the company is conducting in cohorts with Stuttgart local government agencies, utilities and other local green-power businesses.

Porsche describes them as 'rolling laboratories', set up to feed back to Zuffenhausen the kind of data that can only be harvested from real-world, day-to-day use.

In the same way as Audi did in 2009 with its R8-based e-tron concept car games, Porsche engineers have supplanted the Boxster's normal mid-mounted flat six engine with a bank of batteries, sitting behind the two seats but ahead of the rear axle.

Good for 29kW/h, it feeds two 90kW electric motors putting their power to the road through the rear wheels.

Little beyond that is available in the way of technical detail, but Porsche CEO Matthias Müller has told media that it should match petrol models for performance, quoting a 0-100 dash time of 5.3 seconds and a 270km/h top speed.

Porsche also claims a range of 160km, but it doesn't take Mensa potential to assume the car won't achieve that while it's plumbing its performance potential.

"Electric mobility is a central challenge of the coming years and we at Porsche have a part to play, to gain insight into requirements for future products and the inclusion of electric vehicles in the infrastructure," Müller said in the statement.

The Boxster's lightness and mid-engine configuration provides an ideal environment for EV technology testing.

"It allows the new components -- electric motors, batteries and high-voltage technology -- to be safely and accessibly accommodated while still providing the performance and dynamics expected of a Boxster."

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Ssangyong SUT 1 Concept for Geneva

Next generation Actyon SUV to be unveiled in concept form in Geneva, delivering a fresh new look for the brand and to be powered by the company's new Euro 5 compliant 2.0-litre turbodiesel engine
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Hot on the heels of Ssangyong's new fourth-generation Korando compact SUV comes news of a new concept ute from the Indian-owned Korean brand, the SUT 1 Concept, which will be unveiled at the 2011 Geneva motor show in Switzerland.

The SUT 1 Concept ute is our first look at the next generation Actyon Sports model. Ssangyong has confirmed that a new model based on the concept will go on sale across Europe "and other markets" from early 2012.

Powered by the same Euro 5-compliant 129kW/360Nm 2.0-litre turbodiesel engine recently released with the Australian-spec Korando compact SUV, the SUT 1 Concept will also be available with similar gearboxes, six-speed manuals and autos.

Ssangyong says the new concept and its production progeny will retain "the essential characteristics of a traditional pick-up," but with a more "contemporary look to reflect the styling expected of today's Sports Utility Truck."

The concept is understandably similar in proportion to the current Actyon Sports ute, measuring 4985mm long by 1910mm wide and 1755mm high, with a  3060mm wheelbase. The images show a crew-cab design with a modest tray in the rear for hauling cargo.

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MOTORSPORT: NASCAR miracle - 20-year-old wins Daytona 500

A driver who was a teenager a day ago and NASCAR's oldest team combine for a fairytale start to this year's Sprint Cup, while Mark Webber voices concerns about F1's scheduled start in Bahrain

Ambrose's original American team leads Ford sweep of podium
NASCAR has proven again today to be the most exciting four-wheel motor racing, with a 20-year-old rookie giving the sport's oldest team a thrilling victory in the season-opening Daytona 500.

Trevor Bayne [pictured] was a teenager until the eve of the race and didn't know his way to Victory Lane after his historic win.

He's the youngest winner of the Great American Race and has given NASCAR the spark it needed 10 years after the death of Dale Earnhardt and falling TV and track audiences in recent years.

In a new-look Daytona 500, with drivers working in pairs on the repaved 2.5-mile (400km) high-banked oval, Bayne took the chequered flag ahead of Carl Edwards and David Gilliland -- giving Ford its 600th Cup victory and a shock 1,2,3 finish in the classic.

It was only Bayne's second Sprint Cup start -- he was 17th in his first in Texas late last season -- and he's driving for Wood Brothers, with whom Australia's Marcos Ambrose began his NASCAR career.

Ambrose raced for Wood Brothers in 2006 and '07, with backing from Jodi and Tad Geschickter, before that pair split from the Woods and created JTG Daugherty Racing with former basketballer Brad Daugherty -- with which Ambrose remained until the end of last season.

The Tasmanian's return to the Ford fold and first Sprint Cup race with Richard Petty Motorsports today ended in disappointment as he was caught up in a huge pile-up before 30 of the eventual 208 laps -- five more than scheduled -- were completed.

Michael Waltrip, whose team had supplied Toyota cars to JTG Daugherty for Ambrose the past years, accidentally turned his teammate David Reutimann on lap 29, triggering the wreck that took out drivers including the champion of the past five years Jimmie Johnson, four-time champion Jeff Gordon and Ambrose.

Comeback Cup racer Bobby Labonte finished fourth today for JTG Daugherty in a Toyota, ahead of Kurt Busch in a Dodge, Juan Pablo Montoya in a Chevrolet, Regan Smith (Chevrolet), Kyle Busch (Toyota), with Paul Menard and Mark Martin rounding out the top 10 in Chevrolets.

But all the attention ended up on Bayne, who is four years and 115 days younger than Jeff Gordon was when he became the previous youngest Daytona 500 winner in 1997.

Gordon has been Bayne's mentor at Daytona this month and said of his fairytale success: "It's great for the sport. To have a young talent like that - he's got that spark."

From Knoxville, Tennessee, the heart of dirt-oval racing, Bayne is not even scheduled to race full-time in the Sprint Cup this year.

Instead he was signed for 17 races, sharing the Wood Brothers car with veteran Bill Elliott, while contesting the full Nationwide second-tier series.

The Daytona 500 went to "double overtime" after a record 74 lead changes among 22 drivers and 16 caution periods -- another record.

David Ragan, winless in 147 career starts, led near the finish but was black-flagged for changing lanes before a restart.

Then Ryan Newman, a former Daytona 500 winner, spun and collected Martin Truex and Dale Earnhardt Junior in that first overtime -- when the field is given the green to restart with the intention of a white flag next time around to signify the last lap.

Amid the mayhem and drafting, Bayne found himself at the head of the field but one of the commentators described him as "a sitting duck".

However, he amazingly held on to take victory, then screamed into his radio: "Are you kidding me?"

In an interview immediately after the race he said: "I keep thinking I'm dreaming. This is just incredible."

Wood Brothers must have felt the same, not having won a Cup race since 2001 -- despite having almost 100 victories to its name.

It has fielded only Fords since 1950 - the longest association of any team with a single manufacturer.

Many of NASCAR's greatest drivers have driven for Wood Brothers - Dale Jarrett, A.J. Foyt, Buddy Baker, Junior Johnson, Cale Yarborough, Ned Jarrett, Fred Lorenzen, David Pearson, Neil Bonnett, Ricky Rudd, Mark Martin and Bill Elliott.

Founded by Glen Wood of Virginia, his youngest brother Leonard was with the team from inception, built the engines and engineered its lightning quick pit stops.

Glen retired in the late 1980s but retained a partner as the team was taken over by his sons Eddie and Len and daughter Kim.

While the Woods celebrated an almost unthinkable victory, Marcos Ambrose lamented the disaster of being caught up in the multiple pile-up.

Asked what he saw of the crash ahead of him, he said: "Not a lot. I saw the 00 (David Reutimann) spun out and I just checked out.

"I was going pretty straight and they all started running over the top of me. I thought I had it saved and then I got spun down on the bottom, and then Jeff Gordon finished me off.

"It's ruined our day. It's just a terrible way to do it. It's just a shame it ended this way.

"Everybody was trying to find (drafting) partners to work with and pull away.

"I think everyone was just trying to work out how to do it.

"I was just trying to make sure I didn't drop off the back without finding a good partner and got caught up in a mess too.

"I was trying to play it safe and it didn't work out too well for me."

The Sprint Cup moves on immediately to the 1-mile (1.6km) oval at Phoenix, Arizona, for its second round next weekend.

Webber wary of F1 starting in Bahrain
Australia's Mark Webber is the first Formula One driver to speak out about the civil unrest in Bahrain that threatens the cancellation of the year's first grand prix, scheduled there in less than three weeks.

Webber admitted he would have reservations about heading to the Middle East island state if the event proceeds.

"When you hear of people losing their lives, this is a tragedy," Webber said.

"It's probably not the best time to go there for a sporting event.

"They have bigger things, bigger priorities and that is what they want to work on over there - generations of issues.

"That's the most important thing for them to sort out - and not to worry about F1.

"In the end the right decisions will be made.

"Maybe it is still the first race, maybe Melbourne is the first race, we don't know.

It's not a big deal to be honest because there are more things than F1 in Bahrain."

A decision is expected by mid-week, perhaps even as early as tonight.

Meanwhile, Webber did the equivalent of more than two GP distances when he took over testing of Red Bull's new RB7 car from world champion teammate in Barcelona overnight.

The day began wet but cleared in the afternoon, with Webber's fellow Australian, 21-year-old Perth rising star Daniel Ricciardo impressive in the late morning in Toro Rosso's STR6 while Nico Rosberg ended the day fastest for Mercedes..

McLaren continued to have difficulties with its new car, although Lewis Hamilton ended up third fastest -- behind Renault's Vitaly Petrov.

Red Bull Racing's head of race engineering Ian Morgan said: "We had a lot of rain overnight and it upset our plans for Mark.

"The conditions in the morning meant we couldn't do a practice three or qualifying simulation, but it did allow Mark to get some running on the intermediate tyres, which was useful as he hasn't had that opportunity before.

"In the afternoon, with the track dry, we got down to the race simulation and we got through that with absolutely no problems, which is always encouraging.

"It was a shame Mark didn't get to do a qualifying simulation but it was a pretty productive day otherwise, with some time on ‘inters' and the full race in the afternoon, so we're happy enough."

Webber said it had "gone well, with nearly 140 laps completed, and you can't complain about that".

"Obviously, we now have a lot of data to digest and we're learning a huge amount about this car and how to get the best from it," he said.

"It was damp all morning and that meant we had a pretty condensed program in the afternoon, but we got through it well and, I have to say, the car ran really, really well.

"A good day and we'll come back tomorrow to learn some more."

Autosport described Ricciardo as "a star of the morning, setting a very impressive pace on slicks during the changeover in conditions".

"He was only narrowly beaten by Hamilton as the lunchbreak began," it reported.

Ricciardo did not get to run in the fully dry conditions later in the day, leaving him 13th on the timesheet from his 42 laps, while Webber was fifth after his mammoth 139 laps.

"It was an interesting morning in changing conditions, especially as I was one of the first to switch to slick tyres as the track dried," Ricciardo said.

"I was pleased to be able to test a few different (tyre) compounds so the day was more productive than we expected, especially in terms of learning more about the crossover point from wet to intermediate to dry tyres.

"I am not due to drive at any further test sessions, so my next time in the car should be during the opening free practice at the first GP" -- which increasingly now looks like being in Melbourne on March 23-27.

Benz C 63 coupe due September

AMG's ground-pounding 6.2-litre V8 finds a new home in the C 63 coupe, scheduled for a local launch mid year
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The high-performance variant of the Mercedes-Benz C-Class Coupe will reach Australian shores just five months after its April debut at the New York motor show.

And once here, the 6.2-litre AMG V8-powered coupe will provide Benz buyers with a true answer to BMW's M3 in coupe form. The C 63 Coupe is likely to be a relatively affordable means of procuring a two-door Benz powered by the hand-built V8.

Just how affordable is yet to be decided for the Australian market, said David Mc Car games thy, Senior Manager Corporate Communications for Mercedes-Benz Australia, but "its price will reflect the position in the range -- which will sit above the sedan," he told the Carsales Network today.

"I don't expect it to be a huge premium..." he continued. "The relationship between the sedan and the coupe will be close in a price sense, but we haven't finalised our negotiations [with the factory] yet."

Chances are the C 63 AMG Coupe will be priced to compete closely with BMW's M3, based on the pricing of the C 63 sedan, but that's supposition at this stage. While the pricing for the Australian market is not fixed yet, the broader specification has been. The AMG V8 will pump out 336kW of power and 600Nm of torque through the AMG Speedshift MCT seven-speed automatic transmission to the rear wheels. According to Benz that's enough grunt to propel the car to 100km/h from rest in 4.5 seconds.

And if that isn't fast enough, there's an AMG Performance Package for a power increase to 358kW, courtesy of a variable intake manifold (finished in titanium grey) plus forged pistons/conrods and a lightweight crankshaft from the SLS AMG with the same basic engine. This lowers the acceleration time to 4.4 seconds.

Vehicles fitted with the performance package option can be distinguished from the standard C 63 AMG by composite front brake disc rotors, red callipers front and rear, carbonfibre bootlid spoiler and an AMG steering wheel in a combination of nappa leather and Alcantara.

Despite the performance potential, both the standard C 63 AMG and its performance-package-enhanced counterpart still achieve 12.0L/100km in combined-cycle fuel consumption testing. In the same test cycle, the C 63 AMG emits 280g/km of CO2.

The AMG seven-speed transmission employs a wet-plate clutch system in lieu of the torque converter used in conventional automatic transmissions. Benz claims that the unusual setup improves fuel efficiency and responsiveness. Three modes ("S", "S+" and "M") offer the driver a selection of different driving modes to suit specific driving environments and preferences. Shifting with the "S+" and "M" modes takes place in 100 milliseconds and the transmission also features RACESTART for fast launches.

Complementing the drivetrain is the C 63 AMG Coupe's tweaked suspension and braking systems. Spring and damper rates are new, the strut front-end is AMG's own development and the multi-link IRS has been reinforced. Front and rear, the suspension offers wider track and more negative camber. The driver keeps in touch with what's happening at the road through a speed-sensitive power-assisted steering system boasting a ratio of 13.5:1. AMG's premium braking system comprises ventilated and perforated discs for all four wheels, modulated, when necessary, by a three-mode stability control system ('ESP on', 'ESP Sport' and 'ESP off'). The car rides on 18-alloy wheels, shod with 235/40 R18 tyres at the front and 255/35 R18 tyres behind.

Benz promises outstanding safety in the C 63 AMG Coupe, with the following features fitted as standard: front and front/side-impact airbags, curtain airbags, a driver's kneebag, belt pre-tensioners and force limiters. Additionally, active safety is enhanced with Attention Assist as standard.

The C 63 AMG goes on sale in Australia during September, along with upgraded sedan and wagon variants. The C-Class coupe, with the exception of the C 63, will go on sale locally in July.

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MOTORSPORT: New love for permanent circuits

F1 chief Bernie Ecclestone says a permanent circuit may save Melbourne's GP, while the grand IMETT vision in south-east Queensland is still being pushed

Microscope on the costs of street races
After a quarter of a century of international motor racing events on temporary street circuits in Australia the tide may be turning.

Formula One supremo Bernie Ecclestone has admitted that a permanent circuit in Melbourne may be the way to keep the Australian Grand Prix alive in the city beyond 2015.

Trucking tycoon Lindsay Fox's Linfox group, owner of the Phillip Island circuit, has made known its interest in building a circuit adjoining its Avalon airport near Geelong, although that may be too far from Melbourne to win favour with F1.

The plan for a grand motorsport facility between Brisbane and the Gold Coast is still, according to its proponents, in play too.

The IMETT (Integrated Motorsport, Education, Tourism and Technology) project was to have been the headquarters for what was to have been the first Rally Australia on the country's east coast in 2008 but it never got to first base.

However, IMETT (which also appears sometimes as i-METT) claims its "Queensland motorsport 'mecca' is still on the horizon", despite striking hurdles with its environmental impact statement (EIS) and the "significant project" status the project had since February 2008 having lapsed.

The new debate about the merits and demerits of temporary versus permanent circuits comes as 2009 F1 world champion Jenson Button and V8 Supercar star Craig Lowndes swap cars today at Bathurst -- Australia's most revered circuit, on public roads that are closed off for a few days a year for motor racing.

(The Button-Lowndes swap is a brilliant publicity exercise but not sport; it is intended purely to generate exposure for Vodafone, which is the sponsor of both Button's McLaren-Mercedes F1 team and Lowndes' Triple Eight Race Engineering V8 Supercar team).

The essence of the debate about circuits is about events on temporary street tracks in the middle of major population centres -- like Melbourne, the Gold Coast, Adelaide and Homebush in Sydney that usually have terrific atmosphere but come at huge cost to governments, and therefore taxpayers, with little lasting benefit -- versus permanent circuits that don't cause anywhere near as much public disruption and can have year-round benefits for motorsport, the motor industry and as driver training centres.

As Melbourne gears up for its 16th F1 GP this weekend amid a storm over its cost (now running at $50 million a year to Victorian taxpayers, and tipped by the city's lord mayor Robert Doyle to blow out to $70 million a year by the end of the existing contract), Ecclestone has been quoted saying that the city should have constructed a purpose-built track years ago.

Ecclestone was quoted by Australian Associated Press recently saying that, in retrospect, he and Australian Grand Prix Corporation chairman Ron Walker agree that when the Australian GP moved from Adelaide to Melbourne in the mid-1990s it should not have been run at the Albert Park street circuit.

Walker has always said that Albert Park's lake setting and proximity to the city was integral to Melbourne securing the GP.

However, AAP said Ecclestone was still open to the idea of constructing a new track as part of extending Melbourne's F1 contract beyond 2015.

"Ron and I have spoken about this a long, long time ago and I suppose in reality it would have been the right thing to do," Ecclestone said.

"It would have been cheaper (then) than it would be today, but of course we would (consider it now)."

Might there yet be a major upgrade of Bob Jane's Calder Park, in Melbourne's north-west and which hosted events in the early 1980s that were the forerunner of Adelaide's GP, or Sandown in the city's east -- or even an all-new venue?

It could be said that it is easy for 80-year-old Ecclestone to say what he has, particularly now, as it would not be his F1 empire footing the bill for a new permanent circuit after the enormous losses that have been incurred at Albert Park.

This author has commented on that ugly picture -- and that of the former Gold Coast Indy -- here previously, including this article (click here).

And, just weeks after saying F1 didn't need an Australian GP in the wake of mayor Doyle's attack on the Albert Park event, Ecclestone said Australia "was an important to us as Monaco".

"It's part of the world championship and has been for an awful long time (since 1985). We'd hate to think that we're going to lose Australia," he said.

The idea of a permanent facility in south-east Queensland -- a rapidly-growing area which for two decades was home to an American Indy race -- makes a lot of sense, although the IMETT proposal has always seemed far-fetched. This author queried it here.

almost four years ago and, after the revival of Rally Australia was delayed until 2009 in NSW's Northern Rivers region and now its move to the Coffs Coast this September, we had not heard a peep about it since.

But a visit to imett.com.au tells us that IMETT managing director Ron Brown is still hopeful of getting it off the ground.

According to the site, the project -- still with the $650 million tag -- is about "a state-of-the-art motor racing circuit that will be among the best in the world" and "designed by world-famous architect Hermann Tilke" -- the Ecclestone-sanctioned circuit creator responsible for many of the modern F1 tracks widely criticised for producing dull racing.

The proposed site is 595 hectares 40km south of Brisbane, at Gilberton near Norwell and Ormeau and close to the motorway and rail line.

A March 1 announcement on the site says that IMETT Group Pty Ltd will submit the project to the Queensland government again.

MD Brown said he was disappointed that the state's Department of Planning and Infrastructure's co-ordinator-general had not been satisfied with IMETT's EIS as the company "had been working closely with the government for some time and had adjusted the EIS document to address changing government requirements on several occasions".

In mid-December Brown said IMETT "can only assume the decision is a mistake".

"If this isn't the case it is quite a significant sacrifice in terms of employment and private sector investment," he said. "However, this is unequivocally not the end of the road for IMETT -- in fact it's far from it."

While the IMETT proposal still sounds overly ambitious -- certainly without substantial government money, and whether government should bankroll such projects is another debate -- a permanent base for motorsport in the Norwell area makes a load of sense, especially as, after 20 years of Indy on the streets of Surfers' Paradise, there has been such a fuss that Gold Coast karters don't have a venue.

In NSW the coalition that looks certain to be swept into government this weekend has been opposed to the Homebush street race that now concludes the V8 Supercar Championship each year, although it concedes it is obliged to see out the remaining three years of the contract.

While the Liberals led by Barrie O'Farrell have publicly favoured the V8 Supercars returning to the permanent Eastern Creek circuit, a grander upgrade -- particularly in terms of public transport -- may be needed beyond the $9 million already pledged by the Labor government to make that workable.

In South Australia there is a squabble over where a new permanent motorsport facility, including a drag strip, ought to be located.

Motorsport Minister Kevin Foley is opposed to it being at Gillman in his Port Adelaide electorate; preferring it to go about 85km south-east of Adelaide to the old Mitsubishi testing site at Tailem Bend.

Foley has admitted to a heated confrontation with Port Adelaide Enfield mayor Gary Johanson in the SA government's suite at last weekend's Clipsal 500.

There also reportedly is a third proposal for a new motorsport facility in the state, in the Riverland, although none of these sites -- if any become reality -- are likely to stage  major international events.

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