Be warned meeting your heroes means cramming satisfaction and disappointment in a blender, then setting the whole thing to ‘puree’. Is the resulting flavour bitter or sweet? For example, is it better to fang a Ferrari or spend your life desperately seeking to? The landscape of dreams has no corner to accommodate crap ergonomics, impossible gearshifts or on-limit handling designed primarily to kill you. In my own dreams, for example, Angelina Jolie never snores or gets ‘pillow hair’.

Hero cars don’t come much bigger or bolder than E49 Charger R/Ts and Skyline GT-Rs. Both sixes have achieved iconic status here: in 1971 Chrysler’s stubby coupe gatecrashed the local performance-car party, while the 1972 E49 sprinted the quarter-mile faster than any local V8 of the time, and held the record for fastest-accelerating Aussie production car for two decades. Charger also shocked Holden by pipping the HQ to win Wheels’ 1971 COTY.The Japanese Nissan (in R32 guise) burst out of its import crate 20 years later, achieving instant credibility with its awesome blend of big horsepower and super-sticky all-paw traction. However, the GT-R’s defeat of Aussie V8s was more public than the Charger’s, spanking the eight-cylinder Fords and Holdens in 1991’s Bathurst 1000. The fans didn’t like it.Two years after the BA XR6 Turbo inflicted a flesh wound upon Aussie V8s, FPV’s extra-strength version, the F6 Typhoon, threatens to emulate its peers by thrusting 550Nm into the heart of the V8 kingdom. The F6 combines the traditional tough, rear-drive Aussie approach of the Charger with a dose of the GT-R’s high-technology and Japanese-style horsepressure.Let’s jump into the driver’s seat of three different eras to see how they contrast…THE CHARGER History might romanticise XY GTHO Falcons and sundry small-block, Chev-powered Monaros of the early ’70s, but the Charger was the horniest local horn car ever made. Maybe the masses merely counted the cylinders and came up two short. However, when push came to arse-kicking, the six-pack R/T E49 could crack the standing quarter in 14.4 seconds. The bent-eight GTHOs and Monaros might have crossed the line first in the popularity stakes, but, when the stopwatches came out, the Charger emerged the clear winner. Three decades on, it would still run the quarter quicker than an RX-8, while near dead-heating with a 350Z or XR6 Turbo.In context, four-slot transmissions and radial tyres were big news back then, and the radio-cassette player had yet to be invented.Only 149 E49 Chargers were ever built, and photocopier technician Nick owns two, plus one each of its 185kW E37 and 209kW E38 predecessors (bought “in pieces” and fully restored), all powered by Chrysler’s 265ci ‘Hemi’ in-line six.At last year’s Australian Grand Prix, Nick was offered $60,000 for his Mercury Silver E49. He declined. “The E49 is the classic Greek Mercedes, mate,” says Nick. “It’s in the blood.”Driving the E49 strips away 30 years in the blink of an eye. It is everything that was right about cars back then, at the same time as being everything that was wrong about them.There’s no shortage of glorious induction howl from six throttle bodies on three carbs, unhindered by any serious attempt to insulate the cabin from the outside world. There’s wind, exhaust, induction and road noise, all fighting for supremacy, with the Webers ahead by a nose. In the intervening three decades, manufacturers have made cars feel and sound as if they are stationary, and all the motion is occurring outside, perhaps in a movie. You’re under no such illusions in the Charger – it is moving, and the outside world is stopped.Acceleration is, as all the reports said, brutal – seemingly all the more so thanks to the un-attenuated racket around you at the time. Packing 225kW into a lightweight 1370kg package will do that. You bounce out of phase on the seats as their springs fight the suspension’s for harmony. The seatbelt carves up your neck, and the brake pedal is across from, and 200mm higher than, the accelerator – slide your foot across and you’ll miss it. I know I did, first time around. There is no vacuum assistance.The redline – 5000rpm – is a gentlemen’s agreement. In the absence of any electronics, there is no self-protective cut-out. This is a car with an engine and lots of free space under a helipad-sized bonnet. You could throw a party under there and still change the spark plugs. It lacks even the carbon canister and rudimentary emissions gear that increasingly plagued post-’74 performance cars, and spews enough raw hydrocarbons from its exhaust at full noise to run a Toyota Prius for a year.We are riding on today’s equivalent of 4WD tyres – Goodyear G800 Grand Rally 225/65R14s (in fact, there are plenty of 4WDs today with wider and lower-profile rubber). On a wing and a prayer, in other words, considering the grunt the Sure Grip diff is able to apply to them. The speedo is calibrated to 130mph (209km/h), and it would take more bravery than I could stump up to get it anywhere near that on those tyres. You turn the wheel, and the nose does come about – though the experience has a nautical character to it, at least by today’s standards.THE GT-R The first impression I get of the GT-R (this particular one is the technophile’s wet dream, an R34 V-spec private import from Japan) happens from inside the Typhoon. The GT-R’s mean, electric-blue snout limpets onto the F6’s rear bumper just outside Victoria’s Mount Macedon, and despite trying every dirty trick I know, I can’t shake it. This all-paw Nissan has ‘supercar’ written all over it. We go at it hammer and tong for 10 minutes, then back off and pull over. Sixty-year-old Peter, the R34’s owner, is trying not to appear too damn pleased with himself. And failing.The RWD Typhoon, though very impressive, can’t compete with the GT-R’s power, grip, and weight advantage – nor can its Brembos match the aftermarket six-piston Harrop brake system installed on the Skyline – $12,000, thank you very much. Even the Skyline’s tyre spec (Bridgestone S-01 265/35ZR18) makes the Typhoon’s 245/40ZR18 Dunlop SP Sport 9000s look skinny. In the time it takes to figure all that out and scribble it down, the Charger arrives on the scene, brakes smoking. Which kind of puts the gulf between dynamic performances of ’70s and late-’90s/early-noughties horn cars into perspective.You wouldn’t expect someone who spent their working life in the precision-machining game, as Peter did, to be happy with anything less than a state-of-the-art supercar.“I was a hoon before you were born,” says Peter. “Seriously. My generation were the hoons of the ’50s and ’60s. We bored out Austins and Morrises, fitted an Eddie Thomas cam if we were lucky (or left the choke out) and we stuffed plenty of cranks through the sides of engine blocks.”The V-spec packs precision and brutality in equal measure. While some sexagenarians spend their retirements gardening or playing lawn bowls, Peter gets his V-spec ready for track days and tarmac rallies.“This is not a practical car, but it’s a brilliantly engineered, fantastic toy,” he says. His wife won’t ride in it, and he wouldn’t be drawn on whether that was a plus or a minus.There’s probably no such thing as a standard R34 Skyline, and Peter’s is no exception. It’s had an engine rebuild including a bigger, baffled sump to eliminate oil surge, plus an engine oil cooler fitted. Front-end geometry benefits from a Nismo camber/castor kit, and there are extra catalytic converters and sundry other mandated bits Peter describes as “ADR rubbish”. Getting it here brand new in its current state of trim cost around $120,000, which is either rather a lot for a Nissan (you could grab two off-the-shelf 350Zs for that) or damn cheap for a supercar, depending on how you look at it.Most people will look at it rapidly emerging in the rear-view mirror and subsequently disappearing through the windscreen. The R34 feels like a race car, which it almost is. The engine idles lumpily, the exhaust booms. The vehicle tramlines over anything rougher than a metrology block. You sit in deeply bolstered, high, race-style bucket seats, and the steering wheel is cocked weirdly to the left. Ride quality? Just this side of ‘go-kart’.There’s no shortage of differential whine when you sink your right foot and the active centre differential figures the correct front-/rear-drive proportions. That’s provided you can get off the mark in the first place – the multi-plate race clutch engages over about five microns of pedal travel, which takes two or three goes to get used to.The RB26DETT engine’s tacho redlines at 9000rpm, and a wall of steamroller-esque torque accompanies you all the way there. Grip? Phenomenal, and it’s most noticeable when the un-killable Harrop stoppers are called into action.The Japanese penchant for information overload is there in spades, too, with boost pressure, throttle position, and temperature for oil, water, exhaust and intake air all displayed on the centre LCD display, in three different modes, all with user-definable red zones. And none of them are worth a blurt when you’re heel-and-toeing back to second at 6000rpm on your way into a right-hand hairpin, three inches from the bright red Typhoon in front.THE TYPHOON Maybe this new FPV will never be as exhilarating as the R34 to drive on the track, or as emotionally rewarding as the Charger, but you can drive this baby all day and feel like you’ve had a lap session with Thorpey rather than gone a few rounds with Iron Mike. A GT-P might hold more appeal if you just want a cruiser with a satisfying exhaust burble, but if up-it-for-the-rent factor features high on your list of priorities, Typhoon is the FPV vehicle du jour.The six-cylinder FPV’s 550 Newton metres don’t muck about. Prodrive’s tuning pretty much makes the 270 kilowatts a footnote – the big news is that wall of torque that kicks in at 2000rpm and keeps on kicking all the way up. Forget everything you might have experienced in peaky, high-spooling turbo engines, because Typhoon pulls like a V8. Correction: better than most V8s. And the sound is right on the money as well.Few cars will be able to stick with you between A and B. The R34 is demonstrably one of those that will, but plenty of Euro exotics costing twice as much won’t. And there’s not even the hint that the Typhoon will ever bite the hand that feeds it. Even the most ham-fisted punter could drive it in the wet in absolute safety (albeit conditionally, with traction control switched on).Prodrive balances the Typhoon on the knife edge between horn-car and hot-rod. It’s certainly not as civilised as an XR6 Turbo. The blow-off valve does its thing in the best “fully sick, mate” aftermarket tradition, yet the car starts reliably, hot or cold (the same can’t be said for the Charger or the R34), and its performance is outstandingly linear.You can whisper a conversation as you rip past the legal limit. In terms of the way it’s slung together, the Typhoon is just what Aussie horn-car buyers have always wanted. In fact, the Typhoon is exactly the car the E49 would be if it were being designed and built today.Having 550Nm virtually everywhere does tend to be rather enjoyable, but it isn’t Typhoon’s best feature. That praise goes to the F6’s behaviour at the limit. Platform perfection is something that’s always been at the top of Ford Performance Vehicles boss David Flint’s personal hit-list, and there’s never been a better example of that in the metal.Typhoon announces its arrival at the limit with the handling equivalent of a polite knock on the door. There will never be a snap loss of traction in this car; you merely progress into a slide. And you get to choose at which end. It’s a matter merely of throttle position and steering input. Typhoon’s is one of the most communicative locally built chassis’ ever.There are love-hate things about the Typhoon as well. The audible beep just before the redline – gotta love that. It gives you one less reason to take your eyes off the road. But you could go either way with the FPV trademark machined-alloy starter button. It’s there for the same reason HSV writes ‘Clubsport’ 57 times on its bread-and-butter vehicle – so you won’t think you’ve just forked out an extra $13K for just another Holden.And the big, fat, shifter knob? Is Prodrive attempting to make us all feel inadequate in the trouser department? In truth, Tremec’s T56 is not the slickest of gearboxes, but it does shoulder rather a lot of grunt reliably. Still, although there are two more gears, shift quality is on a par with the Charger. Most of the automotive world has moved forwards in three decades, but transmissions seem to be an area that’s failed to catch up.THE RESULT You just about need a physics degree and a wealth of driving talent to fully exploit the R34 Skyline – and a minimum of $80,000 in your pocket – but the Nissan is an awesome car both in terms of outright performance and underlying engineering.The Charger R/T E49? It’s both irresponsible and impractical to malign an important piece of automotive history by using it every day. We know Nick doesn’t – he drives one of his other dozen-or-so cars, or the company Magna if he has to park anywhere.If you had to own just one car from this awesome trio, FPV’s F6 Typoon is the pick. You can’t discount its enormous all-round appeal. But the big question: where will the Typhoon be in three decades? Revered as a classic in the way those in the know regard the E49 today, or reduced to a footnote?It’s been a thrill to meet FPV’s new turbo hero – it’s undoubtedly the best car here, by miles … even if it’s not as memorable a drive as its iconic six-cylinder peers.Body steel steel, 2 doors, 4 seats Drivetrain front engine (north-south), all drive Engine 2568cc 6cyl, twin turbo Power 206kW @ 6800rpm* Torque 392Nm @ 4400rpm Transmission 6-speed manual Size l/w/h 4600/1785/1360mm Wheelbase 2665mm Weight 1540kg 0-100km/h 4.4sec** 0-400m 12.7sec** Price $124,000 (’99) On sale 1999-2002 (Japan)The R34 GT-R was announced in January 1999. Compared with the then-outgoing R33, it was 75mm shorter, on a 55mm- shorter wheelbase. Front overhang was cut 20mm, while overall width grew 5mm. Body stiffness went up an incredible 50 percent.Engine tweaks included new camshafts and new, smaller, ball-bearing, ceramic, twin turbochargers for quicker spool-up and response. A lower back-pressure stainless-steel exhaust system was also added, as was a new short-throw, six-speed manual gearbox jointly developed by Nissan and Getrag.The V-spec scored an active centre differential to modulate torque split – notionally rear-wheel drive, but up to 50 percent of available torque could be punted forwards in wheelspin scenarios. Additionally, the V-spec got a new front diffuser and a carbonfibre rear diffuser for improved underbelly aeros, as well as a four-position adjustment on the rear wing.The R34’s suspension consists of struts (front) and multi-links (rear) with the V-spec sporting a firmer set-up than standard. Both versions have the Super-HICAS all-wheel-steering system.Standard brakes are four-piston Brembos up front on 300mm rotors, and twin-piston Brembos at the rear on 280mm rotors. Additionally, the front undertray was designed to create a low-pressure area inside the wheel well to boost brake cooling and increase airflow from the spoiler ducts.

These have got to be the only three reasons you’d move to Japan. Because they aren’t coming here, unfortunately…

Subaru’s fire-breathing WRX has been tweaked yet again. The latest STi version sports the new sheetmeral and an extra 55kW to raise peak power to 210k W at 6500rpm and torque by 40Nm to a massive 340Nm at 4000rpm.The car is also 55kg lighter at just 1240kg. Considering the Aus-spec Impreza turns a 6.67sec O-lOOkm/h (see road test page 84), this one should be capable of low 5s.Honda Japan has sent the NSX to Jenny Craig. The 3.2 litre engine in the lightweight NSX-S remains unchanged but gone are airbags, power steering, cruise control, traction control and foglamps, and the seats are now lightweight carbon-fibre Recaros. This all adds up to a 30kg saving, now tipping the scales at 1320kg. Or you can go further with the NSX-S Zero, which also ditches airconditioning, stereo and central locking and weighs just 1270kg.Nissan Japan is expecting to launch the new Skyline GT -R in early 1998. It is expected to be even lighter and faster than the current model while retaining the same 2.6 litre twin-turbo.To keep idle hands busy until that day, Nissan has improved the already formidable road-going GT-R with the aim of boosting track performance in the Japanese GT Championship.The new GT -R sports a deeper front spoiler to provide better cooling for both the engine and the massive four-piston vented front discs.

Hold your breath – the Mitsubishi Lancer EV05 could be on sale here before the end of the year.

The Federal Office of Road Safety is reviewing import laws which currently restrict low volume numbers to just 25 a year. Against such small annual numbers, high homologation costs have effectively kept cars like the EV05, Supra turbo and Skyline GT-R from our shores.According to insiders, FORS is accepting submissions from car companies on how they can improve the low volume type approval system. Should the current 25 per year limit be raised to 100 cars per year, economies of scale would improve substantially. This would allow niche models into our market, such as Lexus SC400 coupe and various American iron including Mustang and F150.Another major area under revision is the proposed acceptance of Japanese Ministry of Transport certification on variants of vehicles already ADR compliant. This would throw open the door to Mitsubishi’s EV05 and Subaru’s Liberty turbo wagon, to name just two.FORS is believed to be working to a June deadline, but reports indicate that Santa could be bringing with him a juicy Christmas present instead. Either way, we wait… and dream.

1993, Tokyo

Godzilla’s back! And it’s meaner than ever. Fully 18 months after the launch of the all-new Skyline range in Japan, cash-strapped Nissan has finally unveiled the successor to one of the world’s finest sports coupes.

The good news is that Godzilla II is quicker than ever – Nissan insiders claim standing 400m times in the mid-13 second bracket and say the new car has lapped Nurburgring 21 seconds faster than the old one. The bad news is that Nissan is still dithering over whether to export its Porsche crushing supercar.Its tortuous evolution hints at the turmoil within Nissan, which is still reeling from the collapse in sales and profits following the bursting of Japan’s bubble economy.And its dimensions – longer, wider, taller and heavier than the old car – are not clever in a business where, increasingly, smart car companies are finding less is more.The reason is not sloppiness on the part of the GT-R engineering team, but cost – instead of having a unique platform, the Skyline range is now built on the same underpinnings as the larger, heavier, more luxurious Laurel (a Cressida competitor in Japan) to save money. That’s why the new GT -R is 130 mm longer overall and rolls on a 105 mm longer wheelbase.Nissan previewed the new GT-R alongside the rest of the Skyline range at the 1993 Tokyo Show. Every panel is brand new, though Godzilla II’s styling is clearly evolutionary rather than revolutionary. The muscular bulges over the wheelarches and dual afterbumer tail-lights are familiar Skyline call signs. Since Tokyo, Nissan has also re jigged the front grille and bumper assembly, and added a race-style four way adjustable rear wing.Nissan claims the wing, the deep front spoiler and the subde side skirts help the new GT -R achieve a Cd of 0.35, compared with the brick-like 0.40 of the old car. Not that you could tell the difference hot lapping the Ginza…To boost body rigidity, Nissan has added braces front and rear to tie the suspension strut towers together, a stiffening panel behind the rear seats, crossbars in a thicker floorpan, larger cross section centre pillars and stronger sills. The extra steel accounts in part for the GT-R’s 1530 kg kerb weight – up 100 kg on the old car – but Nissan has tried to make amends by stamping the bonnet and front guards in aluminium. The saving? 12 kg.If you want a real deja view, however, just lift the bonnet. The mighty 2.6 litre twin turbo RB26DETT in-line six looks like it has been lifted straight out of the old car – which is basically what happened. There’s a new oil filler cap, and a beautifully crafted race-style adjustable brace anchoring the front strut towers. But otherwise the engine bay is identical, right down to the graphics on the cam cover and plenum chamber.Nissan claims the engine delivers the same power – 206 kW at 6800 rpm – as in the old car, but is unlikely to advertise an increase for fear of violating the Japanese industry’s agreement to limit production car outputs to 221 kW.The factory says the new car’s extra performance comes from a three per cent increase in torque to 367 Nm at 4400 rpm, new lightweight ceramic turbochargers which enable the engine to spin more rapidly to the redline – and a trick new computerised four-wheel drive system which boosts traction.The system is a development of the existing ATESSA E-TS electronically variable torque split transmission, which varies the amount of torque fed to the front wheels crom zero to 50 per cent, depending on data from sensors monitoring vehicle speed and lateral force.In simple terms, the car is set up as a rear-wheel drive, with torque being progressively fed to the front wheels as the rears break traction.In the old car the system produced prodigious grunt out of corners with little of the understeer normally associated with four-wheel drive.Former HR T driver Win Percy described it this way after a session with the car at Eastern Creek: “The initial turn-in is good, but until you’ve got the confidence it feels as though it’s going to understeer quite badly.“Through tight corners you can get the power on a darned sight earlier than in a two-wheel drive car. By playing on the racetrack, you can get the front-wheel drive to come in and out noticeably.”For the new car, Nissan has linked the ATTESA system with a new yaw-rate feedback Super HICAS four-wheel steering for more finely tuned cornering responses. The system first estimates vehicle motion corresponding to the driver’s intentions from changes in wheel speed and steering angle.At the same time, a sensor feeds the yaw rate back to the computer controlling the system for comparison with pre-programmed target values. The computer then adjusts the rear wheel steer angle.Nissan claims the system enhances stability on rough roads and at high speed.Other upgrades to chassis hardware include the adoption of Brembo brakes all round and detail improvements to the multi-link suspension. The upper link of the front suspension is now a two arm fabrication for increased camber stiffuess. Rear suspension travel has been increased to improve tyre contact with the road. Massive 17 inch alloys – up one inch from the old car – now run lower, wider 245/45ZR tyres.But wait, there’s more: range topping V spec GT -Rs get the new ATTESA E-TS PRO system which integrates control of the driving and braking forces on all four wheels independently.Key to this system is a computer controlled limited-slip diff which combines with the four-wheel drive and steering electronics to ensure optimum traction under all conditions. V spec cars also get stiffer spring and damper rates for even better on-the-limit handling.Such high technology chassis engineering combined with good old-fashioned attention to detail – Nissan even moved the battery to the boot to improve weight distribution – rather than a big increase in horsepower gives the new Skyline GT-R the edge over its illustrious predecessor.Nissan quotes a standing 400m time of 13.5 seconds – running two up, with a full tank of fuel, at an ambient of 25 degrees C. That’s a full 0.4 ses quicker than the factory quoted time for the old car – and 0.2 secs under the time Wheels Correvit time in 1990. The queue starts here…The Skyline’s The Limit Prince Motors launched the original Skyline in 1956 as a 1.5 litre four door featuring a de Dion rear axle, quite an unusual feature for a mid-’50s Japanese car wrapped in an unadventurous body. It evolved into the big Nissan Gloria. Though part of Nissan today, Prince Motors started out as a spin-off of Nakajima Aircraft – another, larger offshoot became Fuji Heavy Industries, maker of Subaru.The second Skyline, in 1964, introduced an alternator, 54 kW ohc four cylinder engine and optional front disc brakes to the Japanese mass market – and was the basis for the GT-R’s real ancestor, the original Skyline GT. Under the auspices of Skyline program manager S. Sakurai, the car was chopped off at the cowl, 200 mm grafted in for a longer engine bay and a 2.0 litre Gloria ohc six slipped in.Sakurai swapped the Gloria’s single carby for a set of triple Webers, which boosted output to a then astonishing 95 kW, and voila! – Japan’s first performance sedan, which was shipped to Australia in small but significant numbers.Prince, by then owned by Nissan, went ahead with the third generation Skyline (again under Sakurai-san). The debut Skyline GT-R carried Japan’s first four valve twin cam, a 2.0 litre six reputed to develop at least 25 kW more than the ‘official’ 125 kW rating. The GT-R was launched as a four door, but in 1970 a short wheelbase two door hardtop was supplying the basis for the hottest (and most successful) of Japan’s touring cars. In 1973 Sakurai and company popped a third generation GT-R (based on the 240K two door hardtop), the last of the line for some time.The now legendary 1990 Godzilla was the handiwork of a team headed by program manager K. Watanabe. The latest bowed under S. Itoh and seems to work as well as the original – so, we assume, does the development group. – BOB HALLNiche and Nasty: ‘Just Do It’ Australia was the only market in the world outside Japan where the previous GT-R was sold with full compliance and warranty. But that’s no guarantee we’ll get the new model, according to Nissan insiders. Nissan Japan steadfastly refuses to develop the GT-R as a niche image builder, the way BMW uses the glorious M3 coupe.The previous GT-R arrived in Australia because then Nissan Australia chief Ivan Deveson brought in a limited number of road cars to support the company’s on track activities with Fred Gibson’s work-backed GT-R race team.Marketing guys liked the idea; finance guys, who’d been told the program might just break even, hated it. In the end, says former Nissan chief engineer Don Dunoon, it came down to Deveson simply saying “do it”.Dunoon went to Japan, figured the GT-R could be adapted to meet ADRs, and persuaded the Japanese to agree. “Their attitude was very strange,” he recalls. “They gave me some cars, but basically said ‘we don’t want to know’.”Dunoon’s small team embarked on a six month ADR program. The budget was a modest $250,000. The first thing they did was disconnect the 180 km/h speed limiter. Running the GT-R flat out for sustained periods revealed shortcomings: the diff, the gearbox and transfer case oil temperatures all soared. A special transmission oil cooler was one of 250 changes the Australians made to meet ADR and durability targets.Other changes included side intrusion bars, new muffler and windscreen, changes to the instrument panel, and a complete rejig of the rear lights.Dunoon also wanted 17 inch wheels and bigger brakes – both features of Godzilla II. Head office engineers had components on the shelf but the marketing department said no. “It’s the one area where we could really have made the car better,” he says.Nissan Japan was also persuaded to batch build all 100 GT-Rs destined for Australia in one hit, complete with the Australian spec windscreen and muffler. Each GT-R then required a further 50 hours of work at Nissan’s Clayton plant before being released to dealers to fit intrusion bars and tail-lights, among other tasks.With Nissan Australia now merely an importer, ADR compliance work would have to be done in Japan. This would push the GT-R’s pricetag to $190,000 by the time it reached Australia, almost 75 per cent more than the old car.The price wouldn’t scare off Kevin Jarrett, pictured, who has logged 25,000 km in his two-year old GT-R. It has been utterly reliable in both daily driving and hot laps of Oran Park. Having owned Porsches and Ferraris, he reckons there’s no better high performance buy. “I don’t know what I’d replace it with, apart from the new GT-R.” – ANGUS MacKENZIE

As a building, the new Porsche Museum is brilliant. Designed by Austrian firm Delugan Meissl, the exhibition hall seems almost to hover above Porscheplatz in Zuffenhausen. Surrounded by industrial austerity – the 911 is built literally next door – the visual impact is stunning. But while the architecture is eye-catching, it’s the contents that people will come to see.

It’s incredible that Porsche, a company with a legendary racing heritage and maker of some of the most exciting cars of the last half-century, didn’t get around to commissioning a purpose-built museum earlier. Until the new building opened to the public on January 31, the company had only 20 of its collection of 400 cars arrayed in a makeshift space.The new museum, which cost over 100 million Euro, can display around 80 cars from the Porsche collection at any time. And the interior layout has been carefully designed to tell the story of the company, its principles and its achievements in a highly engaging way.At the top of the long escalator which carries visitors from the ground-level entrance foyer to the elevated exhibition space, is the bare and beautiful aluminium shell of a Porsche Type 64. Designed for a Berlin-Rome race and built in 1939, it’s the very car that Ferdinand Porsche himself drove during World War II. It’s the first car to bear the name of the company’s founder (and his name only), and only three were ever built, so it’s both significant and very rare. The plan is to turn this shell into a running car, just like all the others on display.Beyond the Type 64 is an area devoted to Porsche before 1948, the year Ferdinand went into car making for himself. The variety of projects are testimony to the man’s versatility; there’s an in-wheel electric motor from the petrol-electric Lohner-Porsche of 1900, a World War I in-line six-cylinder aero engine, a 1920s Mercedes-Benz racer with supercharged 2.0-litre in-line eight and, inevitably, a Volkswagen Beetle. Beside it is a close relative, the No. 1 prototype for the Porsche 356.The bulk of the exhibition space is taken up with post-1948 Porsches. And the way they’re arranged is very intelligent. Around the outside wall, in a black-painted niche, are the production cars, from the very beginning to the present day, in chronological order. The internal space is devoted to a variety of exhibits. Some are what you’d expect, like the line-up of famous 917 racers, but others are unexpected and delightful, such as the set of three cut-in-half and cased 911s. One is a clay model, one a development prototype, the last a production car. Other areas are themed, around concepts such as lightness and speed. Cars, bodyshells, engines and components are used to illustrate how Porsche turned these notions into race-winning or road-going reality.It must be one of the best automotive museums in the world, and a must-see when in Stuttgart for anyone with a particular love of Porsche or a general interest in the history of automotive technology.

Subaru will give a world debut reveal to the eagerly awaited new Liberty next month at the New York Auto Show.

That’s according to strong rumours now doing the rounds in Tokyo….Subaru, you may recall, rolled out the Legacy Concept at the Detroit Show in January which gave us a first glimpse at Subaru’s thinking for the next Liberty.That silver muscled up sedan with Subaru’s 3.6-litre flat-six under the bonnet and trademark all-wheel-drive, which has since re-appeared at Geneva, looked good under the lights but was only stage one of the story, however.Come April 8-9, when the Big Apple opens its show doors to the media, Subaru will do away with pretense and roll out the real thing. Or so goes the word….We don’t yet whether we will get the full deal – sedan, touring wagon and Outback versions of the new Scooby series – at NY.But these cars are now definitely on the way and in Japan, Subaru’s set to launch the domestic, fifth generation Legacy this summer.Why the unveiling in New York? Because America, like Australia, is a crucial market for Subaru. The Legacy is built there at Subaru’s SIA plant (now co-run with Toyota) in Indiana, so it’ll be the perfect launch pad in front of the world’s press.

Jaguar will launch its lovely XK-S this month.

Not to be confused with the hi-po XK-R, the S version is basically an upspec sports pack. It takes the 4.2 litre V8 XK Coupe and hots it up with 20-inch ‘Senta’ alloys, chromed grilles and gills, chrome tailpipes, matching brushed aluminium interior highlights, and leather seats with 16×16 adjustment.And an S badge, of course.How it adds up to $25,000-worht of extras, we aren’t exactly sure – but you can buy its exclusivity. Only nine cars will come into the country.XK-S is available in Indigo blue, Ultimate Black, and Liquid Silver, matched to either a caramel or charcoal interior, for a super S price of $209,400.XK-S FEATURES Luxury Sport interior 20″ Senta alloy wheels Front and rear valences with exclusive “S” badge Side appliqués Upper and Lower Mesh Grille – Bright Finish Exhaust Tailpipe Finishers Chrome Finish Side Vents Pedals – bright finish Brushed Aluminum Gear Knob

These are the first official images of the Panamera’s interior. And there’s a lot to look at.

Most obvious interior eye candy includes the straight-through centre console, that creamy leather upholstery, Cayenne-style dash, communications and entertainment gear … well, there’s a lot of impressive stuff in there. And, by the look of things, there’s also plenty of room.What’s also obvious is that, typically Porsche, there is switchgear galore. But now, rather than across the bottom of the dashboard, it’s been, er, switched to either side of the PDK shifter. We’ll have to wait until we try the arrangement before passing judgement. But, boy, it looks busy.There are more details, including impressive performance figures for the three engine specs – the bi-turbo version’s said to knock off 0-100km/h in a handy 4.2sec – in Porsche’s press release, below. And, importantly, you’ll find Australian recommended retail prices.Porsche Australia says its long awaited four-door GT will be in dealerships in October, this year. And the pricetags? We can’t wait for you to get to them in the press release, so here you go…Panamera S $270,200 Panamera 4S $282,400 Panamera Turbo $364,900Official press release: Porsche reveals first Panamera interior imagesThe “cockpit for four” conceptAustralia. Porsche AG has released its first official images of the all new Panamera gran turismo’s stunning interior, showing a design that offers equal comfort and luxury for all four occupants.With a continuous center console that extends from the dashboard to the rear seating area, the Panamera offers a new spatial experience for the driver and passengers featuring optimal ergonomic seating with an individual cockpit-like environment for all.Deep seating positions and a sports steering wheel ensure the driver and passengers are connected closely to the road. At the same time the cabin provides a generous and spacious environment with exceptional leg and head room, unique qualities in a sporting machine yet essential for grand touring.Porsche will provide a myriad of individual interior options with 13 color and material combinations, including four two-tone leather interiors and a further seven trims from carbon fibre to Natural Olive wood.Three exclusive 4.8-litre V8-engined models featuring Direct Fuel Injection (DFI) will be offered initially by Porsche: rear-drive Panamera S and all-wheel drive Panamera 4S and Panamera Turbo.Porsche’s acclaimed Doppelkupplungsgetriebe (PDK) double-clutch transmission will be standard on all models sold in Australia.The 294 kW Panamera S accelerates from 0 to 100 km/h in 5.4 seconds on its way to a top speed of 283 km/h. Combined fuel consumption in the EU5 standard is 10.8 litres per 100 kms with CO2 emissions of 253 grams per kilometer.The all-wheel drive Panamera 4S receives the same 294 kW 4.8-litre engine and completes the 0-100 sprint in 5.0 seconds and has a top speed of 282 km/h. Combined fuel consumption in the EU5 standard is 11.1L/100 kms with CO2 emissions of 260g/km.Ranking at the top is the biturbo 4.8-litre Panamera Turbo with 368 kW (500 hp). The flagship model has remarkable performance figures of 4.2 seconds for the 0-100 sprint and will reach a top speed of 303 km/h. Combined fuel consumption in the EU5 standard is 12.2L/100 kms with CO2 emissions of 286g/km.All Panameras have low-friction drive systems and lightweight body shells. A new engine efficiency feature includes Porsche’s new Auto Start Stop function automatically switching off the engine when at a standstill when the driver presses the brake pedal – for example when at traffic lights or in traffic congestion.Panamera models sold in Australia will feature 14-way power seats in front with a driver memory package including memory not only for seats but steering wheel as well. Further seating customisation is available through options such as 18-way Adaptive Sport Seats or fully adjustable eight-way power seats in the rear.Also featured as standard are the latest personal electronic connectivity features, including Bluetooth for mobile telephones and a Universal Audio Interface for items such as iPods.For the first time Porsche will offer from Burmester® – the renowned Berlin audio manufacturer – a new ultra high-end surround sound system delivering concert quality audio. In all, 16 loudspeakers masterminded by 16 amplifier channel with more than 1,000 W output provide a unique sound finished off by an active subwoofer together with a 300 W Class D amplifier. The sound membranes total no less than 2.4 metres.Luxury comfort and practicality is borne out by the luggage compartment and loading concept: after opening the rear lid, occupants are able to stow four suitcases behind the rear seats in an upright position courtesy of the height available.Rear luggage space equates to 445 litres (432 litres in the Turbo), expanding to 1,250 litres with rear seat backrests folded down.The trio of Panamera models go on sale in Australia in October 2009.Model – Price Panamera S – $270,200 Panamera 4S – $282,400 Panamera Turbo – $364,900

The Panamera GT will finally be revealed in Shanghai in a month’s time, but Porsche is still drip-feeding information into the media and public’s half-full glass.

Porsche has revealed some technological advances that debut in the four-door car, including stop-start fuel saving technology in the new PDK dual-clutch transmission, multi-stage air suspension that can add volume on-demand from the driver, a fully automated four-way rear wing spoiler on the Turbo (pictured above).The PDK transmission will be standard on all three Australian models, which should hit all at once in October – a base S (usually the second tier in other models), all-wheel-drive 4S, and all-wheel-drive Turbo top-spec.Porsche is claiming a first with the stop-start tech matched to a dual-clutch, and quotes 10.8 litres/100 kilometres on the 1770kg base S in the New European Driving Cycle (NEDC – four repeated ECE-15 driving cycles and one urban cycle).The active PASM dampers remain, but the Turbo also gets a boost of sorts, with extra air able to be pumped in on demand. This will be optional on the S and 4S, as is Porsche Dynamic Chassis Control (PDCC) and a rear LSD.The rear seats will have electrical adjustment and seat heaters/coolers, and can split-fold to open up the cargo area to a flat-floored 1,263 litres.The Panamera S, 4S and Turbo are scheduled for sale in Australia from October, and priced from $270,200.OFFICIAL PRESS RELEASE Porsche’s Gran Turismo – a Unique Synthesis of Sporting Performance and Sheer Luxury March 19, 2009The powertrain: maximum performance and efficiency The blend of comfort, performance and efficiency offered by the Panamera begins with the powertrain. The Panamera comes exclusively with high-tech V8 engines featuring the most advanced and fuel-efficient Direct Fuel Injection. The consistent optimisation of friction on these engines is further enhanced by innovations such as map-controlled coolant/temperature management, as well as ancillary units with enhanced performance. Introducing the PDK transmission as standard on all three Australian models, Porsche is offering a double-clutch gearbox for the first time in this market segment. The result is improved fuel economy and an even higher level of sporting performance. Far superior to a conventional automatic transmission in its capabilities, the PDK transmission is able to save even more fuel through its long, overdrive gears. At the same time it offers outstanding performance with driving dynamics typical of Porsche through its optimum gear increments and unparalleled, ultra-fast gearshift without the slightest interruption to engine power. Yet a further milestone featured in the Panamera is the first start/stop system in a premium car with this type of transmission. In conjunction with other specific improvements enhancing the efficiency of the Panamera – which include tyres with minimum roll resistance and disc brakes with residual brake forces likewise reduced to a minimum – the Panamera S with its PDK gearbox makes do with just 10.8 litres/100 kilometres in the New European Driving Cycle, and it does so despite the car’s superior performance with 294 kW and 0-100 acceleration time of 5.4 seconds.Chassis and suspension: driving dynamics and comfort all in one The chassis and suspension of the Panamera is not a compromise between sporting performance and superior comfort, but rather a combination of the two. In its basic setting it offers a very high standard of driving comfort. But then, at the touch of a button on the active PASM damper system, it turns into a thoroughbred sports suspension. As another highlight, the adaptive air suspension with extra volume added whenever required – an absolute innovation in automotive technology – featured as standard on the Turbo and otherwise as an option on the S and 4S, offers an even greater variation of sporting and comfort features. Driving dynamics and comfort are further enhanced with Porsche Dynamic Chassis Control (PDCC) and limited-slip rear differential, which will be standard on the Panamera Turbo and available as an option on the S and 4S. Through the Sport Plus button, the optional Sports Chrono Packages enables the driver to choose the uncompromising high-performance set-up of all drivetrain and suspension systems including Porsche Traction Management (PTM) with its fullycontrolled all-wheel drive. PTM is standard in both the Panamera 4S and the Panamera Turbo.Body: light and functional The body is the synthesis of lightweight technology typical of a sports car, superior comfort, spaciousness, and superb aerodynamics. The most advanced production methods and materials are used on the body of the Panamera, geared in all cases to specific requirements and functions. These include all types of steel grades, light alloys such as aluminium and magnesium, as well as plastics. The lightweight doors feature a load-bearing structure made of laser-treated pressure-cast aluminium, an aluminium outer skin and door window frames made of thin-walled pressure-cast magnesium. Thanks to this intelligent lightweight structure, the Panamera S, for example, weighs just 1,770 kg. The rear seats set new standards in the luxury performance class in terms of both comfort and variability. Perfectly contoured as single seats, they offer maximum comfort also at the rear through their wide range of electrical adjustment and seat climate functions. The Panamera has a highly functional luggage compartment. The seat backrests tilt forward individually with additional through-loading increasing luggage capacity up to 1,263 litres while keeping the luggage floor level from front to rear. The Panamera is the first car in its segment with a completely flat under-floor to help reduce both air resistance and lift forces on the axles, which in practice means lower fuel consumption and greater stability. The visible highlight of the overall aerodynamic package is the active four-way rear spoiler on the Panamera Turbo. Through its efficient management of control angles and surface geometry geared to driving conditions, the rear spoiler optimises the car’s aerodynamics and performance all in one.Acoustics: sporting sound and superior touring comfort The sound of the new Panamera is the way it needs to be – quiet and refined at cruising speed with the ability to unleash emotion and intensity when the driver chooses to drive spiritedly. In essence, Porsche engineers have brought together seemingly contradictory acoustic requirements. Aeroacoustics, for example, were analysed on a clay model right from the start of the development process and then optimised in conjunction with technical improvements. The result is a truly low level of noise inside the car befitting a luxury Gran Turismo. But at the same time the typical Porsche sound full of power and dynamism comes out clearly when accelerating, the wide range of sound offered by the Panamera therefore extending from discreet modesty while cruising all the way to powerful emotion whenever the driver wishes to press on. Porsche has created a car that deserves to be regarded as both a genuine luxury car with limousine-like silkiness and a sports car worthy of the Porsche name. The Panamera S, 4S and Turbo models go on sale in Australia in October, priced from $270,200.

The revival of the SL Gullwing has turned from rumour to reality, with Mercedes-Benz revealing even more details on the upcoming SLS AMG supercoupe.

Merc used the Geneva Show as an on-paper debut, and new details of the Mclaren SLR replacement have come to hand over the weekend. Noticeably smaller than the SLR, the SLS sits on a featherlight aluminium spaceframe shaving about 135kg of the former’s porky 1620kg, and amounting to a power-to-weight ratio of 2.84 kg/hp.The AMG 6.2L V8 develops 420kW at 6800 rpm, and 650 Nm at 4750 rpm sent through the rear wheels. It sprints from 0 to 100 km/h in 3.8 seconds and topping out at 315 km/h (though Merc say all figures are provisional). And that’s through a seven-speed sequential – finally, the five-speed auto can be rightfully retired.The SLS is scheduled for release this time next year (in Europe).Just last month, Mercedes said the power wars were over. They lied…OFFICIAL PRESS RELEASE The Return of a Sports and Racing Car Legend: The New ‘Gullwing’ from Mercedes-Benz – the SLS AMG March 13 2009 Stuttgart – For the first time in the company’s history stretching back over 40 years, the Mercedes-Benz performance brand of AMG is presenting a vehicle developed entirely in-house, the Mercedes-Benz SLS AMG. This super sports car serves up an exciting proposition with its unique technology package: aluminium spaceframe body with gullwing doors, AMG 6.3-litre V8 front-mid engine developing 420 kW peak output and dry sump lubrication, seven-speed dual-clutch transmission in a transaxle configuration and sports suspension with aluminium double wishbones. The ideal front/rear weight distribution of 48 to 52 percent and the vehicle’s low centre of gravity are testimony to the uncompromising sports car concept.“Mercedes-Benz is presenting an exhilarating super sports car in the guise of the new SLS AMG, which is bound to set the pulses of all car enthusiasts racing that extra bit faster. The SLS AMG is emotion pure and simple for the Mercedes-Benz brand and is set to become one of the most alluring sports cars of our era”, says Dr. Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars.“Our customers will experience with the SLS AMG the expertise of our sports car manufacturer Mercedes-AMG, built up over 40 years of motor racing, along with the kind of scintillating design that only a top athlete from the Mercedes-Benz stable can offer”, says Volker Mornhinweg, Chairman of Mercedes-AMG GmbH.The new Mercedes-Benz SLS AMG offers purist, distinctive styling, superior driving dynamics and hallmark Mercedes everyday practicality and safety.During the development of the new ‘Gullwing’, the AMG developers placed their trust in the valuable know-how of the specialists from the Mercedes Technology Centre (MTC) in Sindelfingen. The aim of this joint development was to turn the SLS AMG ‘Gullwing’ into the perfect synthesis of the strengths of the Mercedes-Benz and AMG brands.Consistent lightweight design thanks to aluminiumThe radical design as a highly talented dynamic super sports car with its low-slung front-mid engine set well back also feeds through into the proportions as well as the optimised lightweight body concept: for the first time, Mercedes-Benz and AMG are presenting a car with an aluminium chassis and body.Compared with the traditional steel design, this results in a significant weight saving, clearly illustrated in the planned DIN kerb weight of 1620 kilograms excluding driver.The newly developed bodyshell comprises an aluminium spaceframe. This exclusive design combines intelligent lightweight design with outstanding strength – thus delivering superlative driving dynamics.Naturally, the aluminium spaceframe meets all the requirements in terms of passive safety and the hallmark Mercedes-Benz body quality that applies to any car sporting the Mercedes-Benz star.Despite the low sitting position in typical sports car fashion, the wide-opening gullwing doors make it easy to get in and out of the vehicle.Fine-tuned AMG 6.3-litre V8 engine developing 420 kWThe fine-tuned AMG 6.3-litre V8 engine achieves a peak output of 420 kW at 6800 rpm, thus turning the SLS AMG into one of the most powerful sports cars in its segment.A power-to-weight ratio of 2.84 kg/hp comes courtesy of the low vehicle weight.The eight-cylinder naturally aspirated engine delivers maximum torque of 650 Nm at 4750 rpm.The ‘Gullwing’ accelerates from 0 to 100 km/h in 3.8 seconds, before going on to a top speed of 315 km/h (all figures are provisional).Bearing the internal designation M159, the V8 high-revving engine with its displacement of 6208 cubic centimetres has been thoroughly reengineered compared with the M156 entry-level engine and boasts all the hallmarks of powerful racing engines.The principal measures in increasing output include the all-new intake system, the reworked valve train and camshafts, the use of flow-optimised tubular steel headers and the dethrottling of the exhaust system.This results in much better cylinder charging, which feeds through into an increase in output to 420 kW with maximum torque of 650 Nm.The eight-cylinder engine responds swiftly to movements of the accelerator pedal, demonstrating much more pronounced high-revving flexibility across the entire rev range.The switch to dry sump lubrication also translates into a much lower position of the engine in the vehicle. And lowering the vehicle’s centre of gravity has also paved the way for high lateral acceleration and exhilarating driving dynamics.Perfect synthesis of lightweight design and strengthThe use of high-strength components compensates for the increased engine load associated with the higher output.Forged pistons, a reinforced crankshaft bearing, optimised crankcase structure, along with improved lubrication thanks to an on-demand high-performance oil pump ensure optimum durability.Despite these higher loads, the engine weight for the M159 has been further reduced.The forged pistons as oscillating masses play a particularly valuable role in this respect.Thanks to targeted weight optimisation, the weight of the engine has been reduced further, resulting in a kerb weight of 206 kilograms and, in turn, a power-to-weight ratio of 0.36 kg/hp.The AMG 6.3-litre V8 engine thus delivers the best figure by far compared with its competitors.Sophisticated catalytic converter technology enables current and future exhaust emission standards such as EU 5, LEV 2 and ULEV to be met.The friction-optimised twin-wire-arc-sprayed (TWAS) coating on the cylinder walls – a process that remains exclusive to AMG- also reduces fuel consumption, as does the on-demand, map-optimised oil supply along with the regulated generator management.Thanks to the targeted use of efficiency-enhancing measures, fuel consumption for the SLS AMG is around 13 litres of Super Plus per 100 kilometres (NEDC combined, provisional figure).Dual-clutch transmission with transaxle configuration and torque tubeThe AMG 6.3-litre V8 engine delivers its abundant power via an ultra-light carbon-fibre driveshaft at the rear axle – similar to the set-up used on the DTM C-Class racing touring car.The transmission is mounted at the rear (transaxle principle) and is connected to the engine housing via a torque tube.A carbon-fibre shaft rotates at engine speed in the torque tube. The advantages of this sophisticated solution are associated with the rigid link between the engine and transmission and, in turn, the optimum support for the forces and torque generated.A new AMG dual-clutch transmission with seven gears takes care of power transfer.The transmission boasts fast gear changes with no loss of tractive force.The driver has a choice of four different driving modes, ranging from comfortable to extremely sporty, as well as a RACESTART function.Optimum traction comes courtesy of the mechanical differential lock, which is integrated in the compact transmission casing.The chosen solution with a front-mid engine plus transaxle configuration ensures an ideal front/rear weight distribution of 48 to 52 percent.Mounting the engine behind the front axle has created the ideal conditions for consummate driving dynamics with precise steering, first-class agility, low inertia with spontaneous directional changes and outstanding traction.The suspension technology is also a match for these high standards: wheel location comes courtesy of double wishbones and hub carriers made of lightweight forged aluminium.The ‘Gullwing’ comes with 3-stage ESP® as standard, providing the driver with access to the three “ESP ON”, “ESP SPORT” and “ESP OFF” modes at the push of a button.Ceramic composite brakes, innovative flow-forming wheelsThe AMG high-performance composite brakes all-round ensure extremely short stopping distances even under enormous loads.The newly developed, optional ceramic composite brakes with larger brake discs guarantee even better brake performance and lower unsprung masses. The ceramic brake discs will perform reliably at even higher operating temperatures thanks to their greater hardness, all combined with an impressive weight reduction of around 40 percent.Light-weight design was also a key consideration with the wheels: weight-optimised AMG light-alloy wheels – 9.5 x 19 inch (front) and 11.0 x 20 inch (rear) – based on the innovative flow-forming principle reduce the unsprung masses while increasing driving dynamics and suspension comfort.265/35 R 19 (front) and 295/30 R 20 (rear) tyres developed exclusively for AMG ensure optimum grip.The design and development phase for the super sports car got underway in the last quarter of 2006. The intensive vehicle testing programme will be complete by the end of 2009. Meanwhile, the reinterpretation of the legendary ‘Gullwing’ is scheduled to be launched in the European Spring of 2010.