WhichCar By Wheels

Following last week’s reveal of the updated 2011 Lexus IS range, scheduled for an Australian launch in November, Lexus has revealed details of the updated 2011 IS F that will debut at the Paris Auto Show this month.The 2011 IS F update is largely one of styling and basic function tweaks. Engine output remains unchanged at 311kW and 505Nm of torque, although the big 5.0 litre V8 has been revised to meet Europe’s strict Euro V emissions regulations.The 0-100km/h sprint is covered in the same 4.8 seconds as before, while top speed remains 270km/h.As with the rest of the IS range, F-division’s M3-fighter gains updated headlights with LED daytime running lights. A new colour has also been added to the IS F’s palette, dubbed ‘Starlight Black GF’.Inside, the changes are a little more obvious, with the IS F gaining an all-new rev-focused instrument cluster. Where the outgoing model saw the tachometer and speedometer sharing an equal focus, the 2011 model takes a supercar-like approach, giving the tachometer pride-of-place in the centre of the instrument cluster.Improving driver and front passenger support, the front seats of the 2011 IS F have come in for a slight update, while the white stitching of the outgoing model has been replaced with the hero blue colour of the IS F.The 2011 IS F will appear at this month’s Paris Auto Show. Lexus Australia has been contacted for local launch details; watch this space.

Congratulations Alain Morgan from Croydon, Victoria.You have a won a brand new KIA Sportage and $10K towards building your very own man cave!

This competition is now closed.

THE NEW XJ drives the way it looks – you couldn’t have a car that looks like this and have it be wallowy and wafty.” Ian Callum, Jaguar’s design boss, appreciates better than anybody that the flamboyant lines of the new XJ clearly speak of a major shift in philosophy for Jaguar’s flagship limo. If the controversial styling is a wild departure from the old XJ’s classic lines, so is the way it drives.The previous XJ had an advanced monocoque aluminum body and effectively the same mechanical architecture: it’s easy to argue that the new car is little more than a reskin, with new engines from the smaller XF. Yet, only a few minutes at the wheel are enough to convince you that the new XJ represents a thorough rethink of what a Jaguar luxury car should be. This Jaguar feels patently more dynamic than its A8, S-Class and even 7 Series rivals.No longer does the XJ waft over small bumps; the traditional low-speed suppleness of previous-generation XJs is gone, replaced by a conspicuously firm ride. Nor is the V8 silent. And the brilliant steering is quick and precise; the dominant driving perception is one of agility. That driving experience, according to Callum, is accurately reflected in blatantly extrovert, chic styling. The interior, too, is unique and stylish – perhaps the most appealing cabin in the world – and a total contrast with the formality of the previous model. “The XF is quite a pragmatic car, the XJ is an indulgence,” says Callum.It is a bold move from a company that has lived off past glories via a series of elegant retro-classics … that didn’t sell. Finally, then, Jaguar has abandoned the ’60s look. The result is spectacular, with a new level of road presence that means this car is always going to be the centre of attention. In Paris, where we drove the XJ and people understand style, they stopped, pointed and stared. But the radical appearance is not flawless.You could argue that the grille is too big and the dramatic tail-lights too extreme (at least until you see them at night, when they make perfect sense). But the real controversy concerns the glossy plastic panel atop the D-pillars that bridge the side glass and rear screen. To my eyes they simply don’t work on light-coloured cars. Callum wanted to create an unbroken black band under the roofline – the inspiration comes from the ’60s Jensen Interceptor – but the prominent chrome highlight around the side windows form a visual ‘wall’ which defeats his purpose. Still, it’s a conversation piece, and effective in downplaying the car’s relatively tall and narrow dimensions.The side profile is especially exotic, exaggerated by a high waistline, narrow-pinched side windows and a lofty, short tail with sharply raked back screen that combine to ensure rear visibility is poor. The optional reversing camera should be standard.The achievement of the unusual new XJ is that it offers buyers an alternative choice to the Germans and Lexus. Other luxury cars deliver a wider array of chassis technologies – the XJ does without AWD, active steering and active anti-roll bars – yet the Jaguar’s handling is more natural, completely unflustered, with a level of composure in attack mode that is astonishing for a big luxury car that in 3157mm long-wheelbase form (up 125mm on the standard car) stretches overall length to 5247mm.Jaguar’s engineers now understand that non-enthusiast drivers (that’d be the majority) usually mean ‘steering’ when they talk about a car’s ‘handling’. Steering precision, then, has become an obsession. All XJ models inherit the XFR’s quicker rack for 2.7 turns lock-to-lock; there is no lost motion at the straight-ahead, yet high-speed stability is brilliant. At the same time, it turns into corners eagerly, and the way it tracks true over undulations instantly builds confidence.The chassis shrugs off mid-corner bumps, the body stays flat and, thanks partly to the lightweight structure, even the diesel feels fluent and athletic. In fact, engine-for-engine, the new XJ weighs 25kg less than the smaller, steel XF, between 150-200kg less than the 7 Series and S-Class, and comes in 80kg under the new (admittedly AWD) aluminium-spaceframe Audi A8.Calling the XJ ‘sporty’ is too simplistic. It’s better than that; ‘sports’ rarely equals comfort. Yet if you can accept a less-than-plush low-speed ride, the XJ still delivers comfort. (Only cars on 20in wheels were available at the launch, but the base 18in alloys use 245/50 front and 275/45 rear rubber which promise a more compliant low-speed ride than the aggressive 40/35 aspect-ratio 20s. We’ll know more when the XJ arrives in August.) The XJ is not the softest-riding car in its class – that’s the S-Class – but, even on 20s, so well-damped are the bumps that the ride is never harsh (like a Maserati Quattroporte).The idea now is that the big Jag should let you know there’s a real road beneath the tyres and it’s there to be enjoyed – even, when possible, exploited. Under- and oversteer are meaningless expressions unless you disengage the stability control in the 375kW Supersports and indulge its wilful propensity for powerslides.Engage Dynamic mode and the computer sharpens throttle responses, adds weight to the steering, firms up the suspension and – in a brilliant touch – even tightens your seatbelt. Pin the throttle in the flagship 625Nm Supersports (there is no XJR in the new range), and the XJ lights up the rear tyres, leaving two dark lines courtesy of the computer-controlled mechanical limited-slip differential on the way to 0-100km/h in a claimed 4.9sec.But the real revelation in the new XJ is the 202kW diesel. The same engine works brilliantly in the XF, but the XJ is a much bigger car, even if it is a tad lighter. Somehow, I wasn’t expecting this degree of eagerness – or 0-100km/h in 6.4sec. There’s even a muted growl as it upshifts just shy of the 4600rpm redline under full throttle. A petrol V6 is in the product plan for those markets which ignore diesels, yet so good is the refinement, smoothness and performance – together with combined 7.0L/100km economy – I suspect that after the initial excitement generated by the V8s, the diesel will be the engine of choice for the majority of Australian XJ buyers.In the Supersports, there is low-speed thrust when ambling and massive performance when the throttle is wide open, accompanied by a guttural note that is pure ‘R’. Basically, the supercharged engine uses what amounts to a microphone in the intake tract. The signal is then piped to a speaker in the dash, delivering a sound akin to sticking your head in the induction manifold. Outright speed aside, the Supersports feels like any other XJ, except that it has an even higher equipment level and specific colours and trims.On all versions the automatic transmission is operated by the JaguarDrive selector, the alloy drum that pops up from a flush position on the console, just as it does in the XF/XK. The ZF six-speeder’s shifts are as smooth as you’d expect. In sport auto mode, it’s superb at predicting downshifts. Use the paddles to manually shift under power, or to set the car up in the approach to a corner, and expect to feel a mild thump. The reward is prompt response and the feeling of greater involvement.If the exterior is extravagant, the cabin is truly captivating. For a start – and unlike the old car – there’s plenty of space, even in the short-wheelbase version. But the overriding feature is a sweeping line of burled wood (or carbonfibre, or black) topped by leather that links one B-pillar with the other via the base of the screen.The dropped dash creates a sense of space and beauty and means everything is lower, a theme totally at odds with the previous XJ’s high dash. In the console, above the eight-inch touch screen, large, leather-swathed fairings house the giant air vents. The gauges are digital graphic renderings of analogue dials on a 12.3in thin-film-transistor (TFT) display. The numbers immediately around the ‘needle’ glow brighter in what the engineers call a “torch effect”, virtually shining a tiny spotlight on the dial. And the gauges turn red when you put the car in dynamic mode, blue in winter mode. Warnings or upcoming navigation instructions momentarily replace the joint fuel/engine temp gauge or tacho displays.Equally, the ‘Dual View’ touch screen can simultaneously inform the driver and entertain the passenger depending on which angle you view the screen. Otherwise, Jaguar has ignored some of the high-tech features you find in German cars; there’s no night vision, no lane-keeping assist, no active cruise control or automatic emergency braking.The new XJ arrives here with two wheelbases and four engines. With no petrol V6, the entry-level $193,800 sedan gets the twin-turbo diesel; opting for the long wheelbase adds $8K. The 5.0-litre V8 starts at $246,000 and, like the detuned 346kW supercharged version, it’s only available in short-wheelbase form. Starting at $349,800, the flagship Superports comes in both short- and long-wheelbase guises. The diesel and normally aspirated V8 are expected to be the volume sellers, with 60 percent of buyers preferring the short wheelbase.The new XJ is different. It represents a midway philosophy between existing luxury sedans and the Porsche Panamera and Maserati Quattroporte sports four-doors. So luxury without excess plush, elegance that’s modern not retro, and an exterior that accurately defines the driving character.I doubt that the new car will hold much appeal for traditional Jag buyers. Jaguar doesn’t care; it’s after a new breed of customers who, I suspect, will love the new XJ.

VW Tiguan ‘goes anywhere you can imagine’.Join Jake, a sports enthusiast, as he takes us on a five-day, action-packed road trip to some of his favourite places in Australia. Day 1: Surfing Bondi Beach.

Bentley has today revealed the 2011 Continental GT, marking its first – and likely last – major update since its debut in 2003. The Bentley Continental GT has been a solid seller internationally for the Volkswagen-owned brand, despite the minimal changes in the seven years since its launch.The 2011 model brings updates to both its exterior and interior styling, along with an updated W12 engine and – for the first time – a 4.0 litre V8 engine.On the outside, the updated Continental GT gets a new Mulsanne-inspired headlight treatment along with a restyled front-end that includes a new front bumper and a softer top line along the front quarter-panels.At the rear end, there’s a more defined boot lid, slightly-squarer rear fenders and updated taillights that again draw inspiration from the recently-revealed Bentley Mulsanne.Inside, the big GT gets an updated dash layout with a new touch-screen display – completely with a 30gb hard drive for navigation and entertainment – and new front seats designed to increase rear legroom by 46mm.Power is provided by an upgraded E85-compatible 6.0 litre W12 engine producing 430kW and 700Nm of torque – up from 412kW and 650Nm. Thanks to its new power figures, the 2011 Continental GT shuffles to 100km/h in a heady 4.4 seconds, shaving .4 seconds of its predecessor’s time.In 2011, the big W12 will be joined by a ‘high-output’ 4.0 litre V8 engine, and while Bentley has yet to reveal power and performance details, it has confirmed that the V8 will offer emissions figures 40 percent lower than the W12.The new GT also gains an updated six-speed automatic transmission, with power distribution across the all-wheel-drive system now set to a 40/60 (front/rear) ratio rather than the 50/50 arrangement of the outgoing model.More details are expected to be revealed at Paris, later this month.

Are you planning a road trip for the next school holidays or just want to get out of the hustle and bustle of the city for a few days?There are few important tips you should consider to ensure you and your family’s safety once you get out of the city and onto the wide open road.• Prep your car. Before you leave, make sure that the car is in check and mechanically in order for the kilometers of driving ahead. Check that the oil level is satisfactory, the tyre pressure is correct, that there is enough water to clean the windscreen and that all of your lights are working. It may also be an idea to have it serviced before you go, especially if has been sometime since the last checkup.• Stop, revive and survive. Stop to have a break at least every 2 hours to grab a drink or food and unwind for a little. Depending on where you are there are usually dedicated rest stops along the way, or if not just look out for a safe area off the road to pull over and stretch your legs for about 10 to 20 minutes.• Keep the kids entertained. For those long drives make sure that the kids pack plenty of games, toys, DVDs, books and things to keep them entertained and more importantly to leave you to concentrate on your driving. They are sure to get a bit restless so stop every couple of hours so they can rest their legs, run around and burn off a bit of extra energy.• Drive at a distance. We all know that the higher your speed, the longer it takes to come to a stop, so when driving on open roads make sure you take this factor into account by keeping a safe distance between yourself and the vehicle in front of you. In the instance that it is raining or there is ice on the road, ensure that you allow for a much further gap.• Beware of road kill. Country driving and wildlife go hand in hand, so always keep your wits about you and be conscious that our beloved Australian animals are around, especially at night. Kangaroos and wallabies are most prevalent at dusk and dawn, so drive with caution or avoid driving at these times altogether if possible. Also take notice of the roads signs which notify you to be extra careful in some areas.• Large trucks. Keep your eye out for road trains and large trucks on the country roads. Slow down and keep in mind that due to their size that they sometimes can’t see you and are harder to stop suddenly if a situation arose.• Car insurance. Unfortunately life is full of surprises and sometimes kangaroos can jump out from bushes right in front of you, so it is important to know that you have the right level of comprehensive car insurance so that you are covered in case something was to happen. To find a policy that best suits you compare car insurance quotes online.

Following Porsche’s announcement late last month that it will put its stunning 918 Spyder hybrid concept into limited production, the German sports and luxury carmaker has released the car’s first promotional video.Revealing more than the car itself – the first time it has been officially shown and heard in motion outside of a computer animation – Porsche design boss Michael Mauer describes the motivations behind the concept’s development.“When we started the 918 Spyder project; we decided we will try to keep it secret. It is a vision for the future of the brand,” Mauer said.“The importance of this car was that, due to the environmental discussion, there are big questions about the future of this type of car – and therefore the future of the Porsche brand. So we wanted to have this symbol that there is a future.”The release of this new video follows confirmation in April that the German sportscarmaker would put the stunning concept into production if there was firm interest from enough buyers.“Production of the 918 Spyder in a limited series proves that we are taking the right approach with Porsche Intelligent Performance featuring the combination of supreme performance and efficient drivetrain concepts,” Michael Macht, President and Chairman of the Board of Management of Porsche AG said.“We will develop the 918 Spyder in Weissach and assemble it in Zuffenhausen. This is also a very important commitment to Germany as a manufacturing base.”While confirmation of the 918 Spyder’s impending launch is good news for keen supercar shoppers, Porsche has still offered little in the way of details on production numbers, launch dates or prices.According to financial paper Bloomberg, two Porsche insiders say the German manufacturer is likely to ask around 500,000 euros for its new supercar. At that price, the 918 Spyder will be the most expensive production model Porsche has ever offered, topping the 453,000 euro Carrera GT.The 918 Spyder draws power from a hybrid system made up of a 373kW V8 and two axle-mounted electric motors offering a combined output of 160kW.Thanks to the V8 and the additional all-wheel-drive poke provided by the electric motors, the 918 Spyder reaches 100km/h in 3.2 seconds, on its way to a top speed of 320km/h.What do you think of Porche’s latest creation?

If you are in the market for a new car, RateCity shows you the top five best new cars under $30,000 and how you can get one.

Design and function? Check. Value for money? Check. On the road performance? Check. If you are unsure of which new car is best for you then look no further.

RateCity lists the five best cars within the $30,000 price bracket; all of them have been rigorously tested and measured for a list of criteria including safety, design, performance, handling and security and all have passed with flying colours. And what’s more is that most of them are more affordable than you may think as most are well below this price tag.

Every December a panel of judges from Australia’s Best Cars get together to work out the best cars of the year. There are a number of factors that the judges look at when picking these cars, they each give a mark out of 10 for each category and then tally up the totals to give an overall result.

The top five cars for 2009 are listed below, consisting of the top scoring best mid-size cars and small cars categories.

The best mid-size cars:

The best small cars:If you want the best value for your money and peace of mind knowing that you are getting a car that meets your needs you may want to consider these cars listed when doing your research. You can rest assured that your new car will offer not only value for money but reliability, safety and comfort.

To ensure that you get the best car loan available when purchasing your new car follow these tips:

Did you know that your comprehensive car insurance premium will partly depend on the modifications done to your car?Some insurance companies set guidelines and rules on what modifications they feel are acceptable and what are not allowed by law, which can be costly when it comes to insuring your car. RateCity investigates how much these mods are really going to cost you.

Modifications can make or break the cost of your insurance

Any change to your vehicle that is away from the standard specifications for your particular car’s make and model will need to be disclosed to your insurer.For example, some insurers regard alloy wheels as insignificant and may not affect your premium. Some may also regard modifications such as installation of car immobilizers and car alarms as increased security which can actually reduce your premiums. However, very few regard an upgraded engine, customised bodywork or lowered suspension in the same way.

What do insurers look for when you modify your car?

Research has shown that cars with higher powered engines are involved in more accidents than standard powered engines. Car insurance companies look at statistics and information regarding the probability of you being involved in a crash, as well as the likelihood of your car being stolen or vandalized.They also look at the cost of car parts and repairs, so if your modifications cost you a lot to buy and install then you can be certain that your premiums will be affected too.Imported cars can also be more costly to insure as their parts are generally much more expensive in the event of an accident or to replace. Local cars such as Holden, Toyota and Mitsubishi have parts that are much more readily available and therefore generally cheaper to repair so your premiums should be lower.The cost of the car affects premiums as well, obviously a souped-up Ferrari would be more expensive to insure than a Suzuki Swift with mods.No matter what type of car you have, check with your car insurance company before making modifications to see how it will affect your premium.

Tips on how to save on your car insurance

&#62 Compare quotes online at RateCity.com.au to find the best quote that suits you. &#62 Be honest and disclose all mods to your insurer. In the event of a claim it will cost you more as you will not be covered if it isn’t on the list. The insurer also has the right to decline your claim if you are dishonest. &#62 Install an alarm and/or an immobiliser as this may lower your premiums. &#62 Keep your car garaged overnight or parked in a driveway if possible as this is considered lower risk than parking on the road. &#62 If you want modifications make sure you get the job done professionally for a safer drive.

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FOR TRAVELLING over rough ground, some folks figure that an off-road motorcycle is unbeatable. Plenty more people prefer the stability and comfort of a four-wheel drive. Military transport needs are served even better by six-wheel drives like the Australian-built Perentie and the fabulous Mercedes-Benz Unimog. And some six-wheelers, like the little Argo all-terrain vehicle, won’t even stop at crossing water.American engineer and inventor Charles Taylor, however, was convinced that one wheel was enough.Charles Taylor (1916-1997) hailed from Colorado and spent his early career at International Harvester. The experience gave him a long-standing admiration for the company and for its flexibility in devising tractors and machines for such a large range of applications.It also gave him an idea that would consume all his weekend shed-time for the next 25 years.During WWII, Taylor moved to Hathaway Instruments in Denver, working on aeronautical V-g (velocity and gust) recording instruments. He then spent most of the next two decades at a company called Coors Porcelain, where he developed a still-popular press that created ceramic ball-bearings, used in industrial grinding.Taylor finished his working career in the mid-1970s with a six-year stint at a company called Morse Chain, a long-established maker of roller-chains that had been taken over in 1929 by Borg-Warner. Taylor’s work focused on developing automatic transmissions; indeed, he filed two separate patents for his auto-trans ideas in 1971 and ’73.By then, however, Taylor was already the holder of US patent number 3145797, issued in August 1964 and pertaining to “self-propelled vehicles, and more particularly to vehicles having a single supporting and driving wheel.”Taylor had been working on this since 1939 but, unlike so many US automotive dreamers and flim-flam men, he had the engineering skills and the tenacity to build and continually develop prototypes.Unlike other monowheel whack-jobs, which tend to have the operator sitting within the centre of the wheel, Taylor’s idea pursued a platform with the wheel at the fulcrum (the suspension and braking within it) and the driver and powerplant located at opposite ends of the contraption. The whole thing was self-balancing; think of it as a Flintstones equivalent of the Segway.It drove and steered with the aid of two gyroscopes: one horizontal to take care of the balance, while a vertical one controlled the steering and directional stability. The whole mechanism was electro-mechanical and incorporated a self-regulating balance sensor and a ‘torque reaction control’ to compensate for pitch and dive under acceleration and braking.We think the latter is a sort-of hinged parallelogram device linking the engine to the platform and allowing the wheel to move fore and aft. But to be honest, the whole thing’s way too MacGyver for us.Taylor’s prototypes tended to be low-riding platforms of a fairly agricultural bent, with the driver sitting at the rear, peering over the wheel (and presumably, copping a face-full of road muck while awaiting the invention of the horizontal mudflap.)But his main ambition was for the technology to be used in off-road and agricultural vehicles.“A self-propelled four-wheeled vehicle … requires a reasonably wide cleared path for operation,” Taylor’s patent read. “Thus, such vehicles are not adapted to be driven over mountain trails or rough terrain … While a one-wheeled vehicle certainly cannot negotiate all terrain in the same manner as a four-footed animal or a man, it can be taken over relatively rough terrain and also over trails having sharp turns.”The vehicle that headlines Taylor’s patent drawings was a forward-cabin pick-up truck. It was, unfortunately, incapable of picking-up anything due to its having a bloody great wheel in the middle of the tray. But the one we really like is a nifty little sports job, with something of the feel of a Spitfire cockpit and tailplane to it.