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25 Articles

I RARELY SAW EYE TO eye with my father. As a child, I avoided him, bolting out of the front door as soon as his van pulled into the garage at 4pm, kicking my heels on the city streets until dinner time. He mellowed in his later years due to the decline of his physical faculties but the relationship was always fractious. He died 17,000km from me as I was walking to work in 2014, the news coming in a call from my brother. I carried on walking, choosing not to burden anyone in the Wheels office that day with this piece of news. Some weeks later, my mother presented herself on these shores with a casket of ashes. I took them to a beautiful local lake and tipped them…

Rating 4.5 ENGINE 6162cc V8, OHV, 16v, supercharger POWER 474kW @ 6500rpm TORQUE 815Nm @ 3900rpm 0-100KM/H 4.16sec WEIGHT 1895kg • PRICE $169,900 LIKE: Huge lungs; fantastic soundtrack; meaty controls; charisma; collectability DISLIKE: Rare; expensive; thirsty; firm on road; tyres won’t like damp surfaces IDEALLY, WE’D HAVE first driven the W1 on the road. But, given production doesn’t start until April and HSV isn’t even sure there will be a press car (though there’s certainly a desire for a car to be made available) a handful of laps around Philip Island might be the best we’ll ever manage. But hey, that’s a pretty good second prize, innit? Exactly. Thing is, in any other car, a few hot laps might be less than relevant, but the W1 is so damn track-focused…

Rating 5.0 ENGINE 6064cc V12, DOHC, 48v POWER 461kW @ 7400rpm TORQUE 650Nm @ 5600rpm 0-100KM/H 3.2sec WEIGHT 1575kg • PRICE $1.2 million LIKE: Staying power; clever tech and packaging; V12 soundtrack to die for DISLIKE: Prohibitively expensive; wooden brakes; we’ll never see its like again GORDON MURRAY HAS a party trick. Behind his back the 6.1-litre Vl2 is burbling away happily at tickover, the needle just edging up as he snicks the gear lever into first and trickles out of the Goodwood pits. At 50km/h he moves the lever, a satisfying snickety-snick, and floors the throttle. WOW! A shrill, vibrant noise fills the McLaren’s cabin, and there’s the sensation of a giant hand at our backs. Was there ever a motoring sensation like this? A cloud of spray plumes…

03 TESLA MODEL S

Rating 4.5 ENGINE Dual permanent magnet synchronous POWER 310kW TORQUE 601Nm 0-100KM/H 4.4sec (claimed) WEIGHT 2108kg • PRICE $127,800 LIKE: One of the most significant new cars of this generation; big innovation; lots of mechanical grip DISLIKE: Very heavy; dynamic driving eats range TESLA AIMS TO ELEVATE THE ELECTRIC CAR FROM INTRIGUING CURIOUSITY TO A VIABLE MEANS OF EVERYDAY TRANSPORT IT’S UNCLEAR AT this point whether Tesla Motors CEO Elon Musk intends to save the world or try and take it over. Perhaps it’s both. In between building space transportation vehicles, planning to colonise Mars and inventing new methods of high-speed transport, the 43-year-old Canadian billionaire entrepreneur found time to create the world’s first manufacturer of all-electric cars. Tesla’s first offering was the Roadster. Built from 2008-2012, the Elise-based sports…

03 TESLA MODEL S

04 MERCEDES 190E EVO II

Rating 4.5 ENGINE 2463cc inline-4, DOHC, 16v POWER 173kW @ 7200rpm TORQUE 245Nm @ 5000-6000rpm 0-100KM/H 7.1sec (claimed) WEIGHT 1575kg • PRICE $92,850 LIKE: Road presence; touring car provenance; on-road civility DISLIKE: Never sold in Australia; left-hand drive only; going rate of $300k IT LOOKED AWESOME… low, black, inhabiting its space like a crouched jungle cat, coiled for action, oozing menace. The flanks draped with profane bodykit, fat 17-inch wheels lurking under flared arches, and there at the rear, this outrageous wing. Even knowing what it is doesn’t allay the impact of seeing the beast for the first time in the flesh – it hits you right between the eyes. Is this really a Mercedes-Benz? And just for the hell of it you seek out the three-pointed star, to indulge…

04 MERCEDES 190E EVO II

Rating 5.0 ENGINE 2977cc V6, DOHC, 32v POWER 201kW @ 7300rpm TORQUE 284Nm @ 5400rpm 0-100KM/H 5.9sec (claimed) WEIGHT 1350kg • PRICE $170,000 LIKE: User-friendliness; unhinged development; great driving position DISLIKE: Cabin materials could be better; badge lacked clout of rivals HONDA’S FIRST FORAY into the upper stratosphere of high performance cars – the Ferrari-like NSX – isn’t a good car. This tour de force in aluminium is a great one. My exposure to Honda’s new, mid-engined, two-seat beauty consists, so far, of an all-too-brief day behind the wheel on smooth German roads. But if my senses are as good as I reckon they are, that’s enough to determine there is no place in this report for damning with faint praise. I’ll just tell it like I found it… though…

Rating 5.0 ENGINE: 2849cc F6, DOHC, 24v, TT POWER: 331kW @ 6600rpm TORQUE: 500Nm @ 5500rpm 0-100KM/H: 4.3sec (claimed) WEIGHT: 1450kg • PRICE $480,000 LIKE: Technological powerhouse; doesn’t want to kill you; accessible power DISLIKE: Prolonged development period; only three delivered to Australia THE TAIL FEELS LOOSE BUT THE DRIVER IS GIVEN GENEROUS MOMENTS TO GET HIS ACT TOGETHER THE MOMENT OF TRUTH comes hurtling towards you when you overcook the entry to the tight right-left chicane at the end of the main straight on the new Nürburgring. The 959 is travelling at an indicated 220km/h and you think you can keep the power on just a moment longer. Chief test driver Gunther Steckkönig showed it can be done, but he’s reckoned to be even quicker than Hans Stuck in…

07 AUDI QUATTRO

Rating 5.0 ENGINE 2144cc inline-5, SOHC, 10v, turbo POWER 147kW @ 5700rpm TORQUE 285Nm @ 3500rpm 0-100KM/H 7.0sec (claimed) WEIGHT 1320kg • PRICE $36,500 LIKE: Unflappable traction; adjustable dynamics; genuine game-changer DISLIKE: Values are appreciating; survivors are hard to find; vacuum leaks WE WERE CLIMBING the Turracher Hohe, Europe’s steepest Alpine pass. It had been snowing all night and notices at the foot warned that it was impassable without chains. Even the cars with chains on, their tyres were creeping along, their drivers holding their breath as they tried to maintain a precarious grip on the steep climb. I had no chains and no spikes; just ordinary summer tyres, but I dropped into second gear and gave the 147kW turbo-blown engine full throttle. On most cars it would have been…

07 AUDI QUATTRO

AGAINST CONVENTION (AND TO MINIMISE CYCLONE EFFECTS ON ROAD CLOSURES), WE CHOSE TO RUN ANTI-CLOCKWISE. SIX DAYS, 16 HOURS and 27 minutes, to be exact – that’s how long it took us to drive around this vast country in our marathon Ford Falcon XD.” These exact words appeared in Modern Motor, June 1979, when Matt Whelan and Evan Green reset the quarter-centuryold record for a drive around Australia on Highway 1. It stood for more than 25 years, until April 2, 2004. Twenty five years and six days after the last attempt, on Thursday March 25, 2004, at 4am, MOTOR set off to do it all again. But this time it was to be with two cars, more spares and better roads: just under 15,000 kilometres on Highway 1, with…

THE ULTIMATE DOGFIGHT

OF COURSE it should never have come to pass. Airforce jet fighters simply do not match-race motor vehicles along landing strips. Not until now anyway. Credit or blame (take your pick)forthis unusual confrontation goes to our respected columnist Jim Sullivan who, when he is not indulging himself In Repco Trials or testing cars or doing anything else automotive, is a news reporter for the go-ahead Newcastle television station, NBN-3. NBN enjoys a surprisingly close relationship with the nearby William-town RAAF base—due in no small measure to the progressive open-door approach to the media adopted by the Officer Commanding, Air Commodore Bill Simmonds. As part of Air Commodore Simmonds’ policy of allowing the media reasonable access, NBN’s Sullivan was recently granted a rare opportunity to take a fast ride in a…

THE ULTIMATE DOGFIGHT

Versus 996 GT M3 CSL

BRISK LITTLE SHIP, BMW’s CSL, no question. Light, quick, agile, built for road or track and one of the most impressive production pieces to come from the Bavaria Motor Works house. But equally sharp is Porsche’s 911 GT3 Clubsport, the latest in a fast, volatile bloodline of Stuttgart racers built specifically for speed. Both focused, hardcore, stuff-comfort track stars, each over 200 big ones and rarer than sushi, the big question remains: surely a modest M3, albeit modified, couldn’t take it to one of Porsche’s meanest, most demanding rego-wearing track cars? SHORT STORY: THE BMW E46 M3 CSL IS DANGEROUS TO KNOW Time to tell. There’s a CSL and GT3 parked on the dummy grid of Sydney’s Eastern Creek Raceway. Tester Jesse Taylor, a devout M3 maniac, slots himself into…

Versus 996 GT M3 CSL

IN FIFTH GEAR, the Porsche’s digital speedo touches 241km/h before it brakes at the 100-metre marker, before tipping into turn one at around 190km/h. As always, the 911 demands an ultra-smooth and specific style; with the rear engine acting like a pendulum, it likes its braking with straight steering. Two more things: the GT3’s rear end will wiggle and shake on most corners, and jumping on the power will lift the nose and induce understeer. The brakes are simply stupendous, able to not only go 10 metres deeper into most high-speed stops, but also do it lap after lap. The GT3’s rear brakes are better-specced than the CSL’s fronts. But after just one lap the GT3’s rear tyres are overheating and losing grip. It’s demanding to punt the Porsche fast.…

BREATHE DEEPLY, LET your lungs drink. Assuming you’re reading this somewhere near sea level, your nostrils are flooding with 14.7psi of nitrogen marbled with blissful oxygen, 12 litres of it. This is the stuff naturally aspirated engines have survived on for decades. And, of course, in a world free of turbochargers, the only recipe for kilowatts is more compression ratio, more fuel, more revs. Times, of course, are a changin’. Apparently we’re cooking ourselves on this little earth. The nitrogen and oxygen is getting elbowed by carbon dioxide. Cars are an easy target for regulatory greenies looking to reign in emissions. And naturally aspirated engines are the weak zebras, an emissions-conscious car company’s easy target. As the curtains silently but steadily draw on naturally aspirated (NA) engines, we can either…

FERRARI 458 SPECIALE

THE NATURALLY ASPIRATED SPECIALE IS THE LAST OF ITS BREED. THAT’S WHY IT’S HERE ASSOCIATE EDITOR NEWMAN tumbles out of the Speciale looking like he’s just won lotto and got Scarlett Johansson’s phone number in the last 15 minutes. He says nothing, just laughs. “It’s the best car I’ve ever driven,” he finally stutters. I know, I say – I was similarly speechless and fawning not 30 minutes earlier. Dare dispute it, but for nearly 70 years Ferrari has made the world’s best naturally aspirated engines. Only recently, as emission regulations tighten, Ferrari has reluctantly turned back to turbos. Last year an anonymous Ferrari executive confessed to US mag Car & Driver, “we don’t like the turbo. But it’s the right way to reduce emissions without sacrificing performance.” When the…

FERRARI 458 SPECIALE

THIS AUTOMOTIVE BANSHEE took 10 years to perfect – it was time well spent. Each Lexus LFA buyer, a global total of just 500, received with their car a special book detailing the incredible decade-long development process. The first sentence of the book reads: “In the beginning is the engine.” There is so much to enjoy and discuss in the LFA, but every experience is dominated by the bespoke 4.8-litre V10 nestled front-midships. Numbers fail to do it justice. In this day and age, 412kW/480Nm are impressive, but not spectacular, though a 9000rpm redline still raises eyebrows. However, in terms of connection and the ability to illicit an emotional response, only the Speciale’s V8 comes close to the LFA’s 1LR-GUE – nothing has yet surpassed it. It fires with a…

LAMBORGHINI AVENTADOR

THIS RAGING BULL is all about pure, unadulterated power. Other manufacturers have strong 12-cylinder heritages, but none have been as committed to the cause as Lamborghini. It’s dabbled in V8s over the years, and the Gallardo and new Huracán show there’s nothing wrong with a V10 Lambo, either, but all of Sant’Agata’s headline offerings have been powered by a V12 – Miura, Countach, Diablo, Murcielago, and now the Aventador. Incredibly, derivations of the same engine powered Lamborghinis for almost 50 years. Famed Italian engineer Giotto Bizzarrini, the man behind the Ferrari 250 GTO, was tasked with building Ferruccio Lamborghini an engine to power his new car. Bizzarrini created a short-stroke, quad-cam 3.5-litre V12 that gave Lamborghini technical superiority over Ferrari’s equivalent units. In short, old Ferruccio got a race engine.…

LAMBORGHINI AVENTADOR

A TRIO NEVER TO BE REPEATED

THREE INCREDIBLE CARS, the likes of which, sadly, we’re unlikely to ever see again. The 458 Speciale is Ferrari at the absolute peak of its powers; we would not be at all surprised if it joins the Daytona, F40 et al as a marker in the company’s illustrious history of what it could achieve at its best. If nothing else, it’s a fitting end to the Montezemolo era. The 458’s turbocharged successor, due later this year, will undoubtedly be faster and more capable, as absurd as that seems having driven the Speciale. But we’d bet the house it won’t be as intimately connected. We hope we’re wrong, we hope the new 458 is like the Speciale turned up to 11. Lord knows, on current form, if anyone can achieve the…

A TRIO NEVER TO BE REPEATED

SURPRISING AS IT may be, the team that works on MOTOR rarely find ourselves debating each other on who would be the quickest behind the wheel. You’d be forgiven for thinking there’d be plenty of egotistical chest-beating over who is most blessed with God-given driving talent in the office. Nope. In fact the conversation has rarely, if ever, been raised (though we did once debate the outcome of a hypothetical people-mover race at Bathurst). That’s because we all know that no amount of hire karts glory will ever change the undeniable truth that there is only one King of Speed at MOTOR magazine – Warren Luff. No one else even stands a chance. When discussing the MOTOR family, Luffy is virtually as integral to the magazine’s latter-day spirit as any…

THE BELOVED ANNUAL Bang For Your Bucks title holds a special place in MOTOR’s history, predating Performance Car of the Year by fully two years, with the first running held back in 1994. Indeed such was BFYB’s popularity that we relaunched a version of it this year in the form of Sports Car of the Year. It’s not hard to see why it was such a reader favourite, shining the spotlight on vehicles that the everyman could afford – while Performance Car of the Year leaned further into the indulgences of automotive fantasy with the latest, greatest and most expensive machinery. BFYB was for the people; those discerning enthusiasts whose only concern was attaining the best possible drive for their hard-earned. In retracing Bang’s legacy, we can also see just…

PCOTY LEGENDS 1996 - 2022

MOTOR WAS NOW ABOUT GOING FAST AND HAVING FUN DOING IT. PCOTY WAS A STATEMENT OF INTENT POWER PACT. THE screaming headline from MOTOR’s February 1996 was superimposed above six of the year’s best performance cars. This would represent the first introduction for readers to what would become MOTOR’s blue riband event, Performance Car of the Year. In the here and now, MOTOR without PCOTY seems inconceivable, but 26 years ago the loss of the annual Best Car Awards was similarly unbelievable. The awards had run for 13 years, carrying over from the Modern Motor era of the magazine. But like a young adult finding their feet away from home, MOTOR of the ‘90s was transitioning away from its traditional roots. Best Car was dead, and in its place arrived…

PCOTY LEGENDS 1996 - 2022

128 PERFORMANCE CAR OF THE YEAR CHAMPIONS

1996 1996 PORSCHE 993 911 TURBO F6, TT, AWD, 304kW/540Nm, 1500kg 1999 1997 BMW E36 M3 EVOLUTION I6, RWD, 236kW/350Nm, 1420kg 1998 PORSCHE 986 BOXSTER F6, RWD, 150kW/245Nm, 1250kg 1999 PORSCHE 996 911 CARRERA F6, RWD, 221kW/350Nm, 1320kg 2000 2000 PORSCHE 986 BOXSTER S F6, RWD, 185kW/305Nm, 1295kg 2001 NISSAN S15 200SX I4, Turbo, RWD, 147kW/265Nm, 1265kg 2002 BMW E46 M3 I6, RWD, 252kW/365Nm, 1495kg 2005 2003 PORSCHE 986 BOXSTER S F6, RWD, 191kW/310Nm, 1320kg 2004 LAMBORGHINI GALLARDO V10, AWD, 367kW/510Nm, 1450kg 2005 PORSCHE 997 911 CARRERA F6, RWD, 261kW/400Nm, 1420kg 2006 2006 AUDI B7 RS4 V8, AWD, 309kW/430Nm, 1650kg 2007 PORSCHE 997 911 GT3 F6, RWD, 309kW/405Nm, 1395kg 2008 PORSCHE 997 911 GT2 F6, TT, RWD, 390kW/680Nm, 1440kg 2010 2009 AUDI R8 V10 V10, AWD, 386kW/530Nm, 1625kg 2009 NISSAN…

128 PERFORMANCE CAR OF THE YEAR CHAMPIONS

FOUND MYSELF SITTING at the Porsche table at the Australian Motoring Awards in 2018. As my predecessor, Dylan Campbell, walked onto the stage to announce the winner of Performance Car of the Year, at my table cuffs were being shot and ties straightened. The new Cayman S was surely a shoo-in. And then he announced a Honda Civic as the winner, cementing a historical quirk that a Cayman never won PCOTY. The FK8 Civic Type R also won Bang For Your Bucks as well as every comparison it ever entered. While the Porsche 911’s record at PCOTY might well suggest that it was the definitive MOTOR champion, even Zuffenhausen’s iconic coupe can’t boast the 100 per cent knockout ratio of the Honda. That it’s also relatively affordable only underscores the…

IT WAS EASY, FROM the outside, to believe that peak MOTOR magazine just winged it and lucked in to some of its most memorable features and adventures. It was easy, even, for MOTOR’s publishers to believe that, but it was never true. The harder you work, the luckier you get, and that works equally for magazines as athletes. Sure, some things fell into our laps, but most were the result of either fast feet, months of planning or leveraging hard-earned relationships inside the industry, usually at board level, or at HQs in Europe, Japan or the US. I can give examples of all three during my tenure. Firstly, Holden surprised everybody with the SSX for the Sydney motor show, and everybody pegged it as a Torana. Don’t laugh. These were…

IN OUR TWO-STOREY OFFICE in Oakleigh in Melbourne’s eastern suburbs, the clock struck 4.30am, the automatic fluorescent lights went off again, and the four of us sat forlornly at our desks in the light of our computer screens. Staff journalist Louis Cordony, barely old enough to buy liquor without ID, was despatched to weave through the dark, empty cubicles to turn the lights back on. As a new team and for me, as a new editor, it was our first-ever MOTOR magazine deadline sometime in 2013. We barely knew what we were doing. But we were living the dream. We all wanted to work for MOTOR as teenagers. Over the years we got better at producing the magazine on time, but only just. For the seven or so years I…

BY THE TIME I dropped into the snug Recaros at MOTOR in September ’98 my predecessor Ewen Page had already Scando-flicked the mag onto a more determined performance car path, in a bid to differentiate it from stablemate Wheels. With the racing line already laid down all I needed to do was refine the formula, don the blinkers to ignore the ‘whitegoods on wheels’, and focus on covering the fastest and most desirable machines on the planet. It helped that we had a new Pommy publisher named Steve Carey who questioned the prevailing wisdom of MOTOR playing second fiddle to Wheels. He gave us the budget and the confidence to ditch the existing two-car team strategy and go for the podium’s top step. That decision released the team’s inner mongrel.…

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