The famous lit strip of Times Square in Manhattan, New York will go car-free in an attempt to reduce emissions and accidents.

The Associated Press says Broadway from 33rd Street to 35th Street and 42nd Street up to 47th Street will be blocked to traffic – not that the cars flow freely on the slow-moving street.Barricades have already started going up, and plans to turn part of the blocked off area into a mall has started to swing.Ironically, after the cars are finally blocked, the NYC mayor are planning a giant block party.

V8 Supercars is struggling to find other brands to race in its sagging series. Honda doesn’t want to play, though it could be set to join the Toyotas, Fords and Holdens in all-action Aussie Racing Cars.

V8 Supercars is attempting to re-invent itself as something more than a two-make series reliant on Holden and Ford models, but is finding the economic downturn has left the car industry focusing on more important matters than a major commitment to Australian motor sport.While Holden boss Mark Reuss has called for more brands to enter as a matter of survival for the category, it’s hard to think of any manufacturer or importer with the three imperatives – an old fashioned push-rod V8, the inclination, and the money.Holden’s own future is far from secure, with its parent company GM on the brink of bankruptcy.Some teams that have lost Ford or Holden support are desperate to align themselves with other brands. Next year may be too late to save some teams whose deals with major sponsors expire at the end of this year.Very few car brands are making money at present. They have also noted that V8 supercars are facing falling attendances as money becomes tighter. TV audiences are on the slide too.In any circumstance, forget Mercedes, BMW, Audi and Lexus. No premium brand wants to play with a couple of low-tech models best known in Oz as fleet cars.Toyota Australia outsells Holden and Ford combined without going near V8 supercars. It is also very eco-focused with its Prius hybrid, Yaris and Corolla. Involvement with thirsty V8s would send mixed messages to the market.Honda too is emphasising its solid green credentials, a positioning a million miles away from V8 supercars (ethanol alone doesn’t do it, lads).Chrysler-Dodge has the NASCAR precedent in its favour, but has an empty war chest.The last time Nissan played in Australian touring car racing, it was told to bugger off by the rule makers. Now it happily gets good value with its GT-R pace car at the head of V8 supercar fields, quietly reminding the punters that in the early 1990s it would routinely blow the doors off the local iron.Complicating the scenario is V8 Supercars’ behind the scenes push for its own Car of Tomorrow, a generic chassis aimed to suit any future participant. The CoT is apparently due to appear in 2012, suggesting some people are in no hurry to change the current formula.Honda Australia may feel a jump into the crowd-pleasing Aussie Racing Cars formula an attention-getting but relatively cheap alternative. A rally programme is also a possibility for the prestigious Japanese brand.Honda is considering a proposal for an Accord Euro with a DTM influence penned by James Ward of Aussie Racing Cars.In a departure from the norm, the proposal includes the use of a Honda engine from the CBR1100XX Super Blackbird motorcycle.In standard form, the Blackbird puts out more grunt than the 130-horse Yamaha engine used exclusively in the category until now. It also has a six-peed sequential box, one more cog than the Yammy.Phil Ward and his Aussie Racing Car team says that restrictors would be used to equalise performance between the two engine types in a parity category that is run on the same “benevolent dictator” lines as NASCAR.The enthusiastic Ward senses that the Honda powerplant would sound very different from the Yamaha-powered cars.Ward, who has been operating Aussie Racing Cars since 2001 and lays claim to be Australia’s busiest current race car manufacturer, says that importers view the category as a fun, cost-effective alternative to other forms of racing.He cites Toyota as an example of a car brand that is getting great rewards from its relatively small investment in the Aurion-bodied Aussie Racing Car.The category is also catching the attention of real racers who can’t believe how tight and exciting the racing is – and at an affordable budget. The cars cost around $50,000 ready to race, with a further $50,000 for a season-long campaign which also includes glam events, the Australian Grand Prix, Surfers and the Clipsal.

It’s lost the SEMA-sized rims, peachy paint job and Star Trek interior, but the 2010 production version of BMW’s Gran Turismo concept is a near mirror image of the concept that debuted at the last Geneva show.

Following Audi’s lead of a niche for every niche, the four-door coupe-like-sedan fattens the 5 Series range out to four while affordably (for Beemer) retaining the same underlying mechanicals and powerplants.The GT will be released with three engine choices initially: the fabulous 3.0-litre twin-turbo six, the 4.4-litre V8, and the lovely 3.0-litre diesel inline six. It retains the two-stage boot with its chute and hatch apertures – the former is very Mini in its operation…We can expect a $10 – $15K premium over the sedan for the 6-Series style hatched back.BMW 535i Gran Turismo: Straight-six gasoline engine with TwinPower Turbo, High Precision Injection and VALVETRONIC, Capacity: 2,979 cc, max output: 225 kW/306 hp at 5,800 rpm, max torque: 400 Nm/295 lb-ft from 1,200-5,000 rpm, Acceleration 0-100 km/h: 6.3 seconds, Top speed: 250 km/h (155 mph), Average fuel consumption to the EU standard: 8.9 Liter/100 kilometres, equal to 31.7 mpg imp, CO2 emissions to the EU standard: 209 g/km, emission standard: EU5BMW 550i Gran Turismo: V8 gasoline engine with TwinPower Turbo and High Precision Injection Capacity: 4, 395 cc, max output: 300 kW/407 hp from 5, 500-6,400 rpm, max torque: 600 Nm/442 lb-ft from 1,750-4,500 rpm Acceleration 0-100 km/h: 5.5 seconds Top speed: 250 km/h (155 mph) Average fuel consumption to the EU standard: 11.2 litres/100 kilometres, equal to 25.2 mpg imp CO2 emissions to the EU standard: 263 g/km, emission standard: EU5BMW 530d Gran Turismo: straight-six diesel engine with aluminium crankcase and third-generation common-rail direct fuel injection (piezo-injectors), max injection pressure: 1,800 bar Capacity: 2,993 cc, max output: 180 kW/245 hp at 4,000 rpm, max torque: 540 Nm/398 lb-ft from 1,750-3,000 rpm Acceleration 0-100 km/h: 6.9 seconds Top speed: 240 km/h (149 mph) Average fuel consumption to the EU standard: 6.5 litres/100 kilometres, equal to 43.5 mpg imp CO2 emissions to the EU standard: 173 g/km, emission standard: EU5

The BMW 5 Series Gran Turismo.

Description in Brief.

• BMW is once again defining a brand-new segment in the automobile market.

The BMW 5 Series Gran Turismo combines elegance, space, comfort and

variability in truly unique style. As an attractive, future-oriented extension of

the BMW 5 Series, the BMW 5 Series Gran Turismo is quite unparalleled

worldwide in the upper middle segment, combining the characteristic features

of a prestige saloon, a modern, highly versatile Sports Activity Vehicle, and a

classic Gran Turismo in brand-new, unprecedented style.

• Through its body design, the BMW 5 Series Gran Turismo combines the

proportions so typical of a BMW, an elegantly stretched silhouette and a

coupé-like roofline, as well as four doors with frameless windows to create

one complete, harmonious unit. The front view of the car animates powerful

dynamism through the sheer presence of the upright BMW kidney grille, large

air intakes and dual round headlights slanted back at an attractive angle. For

the fi rst time the daytime driving light function is provided by corona rings

with LED technology. Boasting clear-cut horizontal lines, the rear end comes

with that characteristic look of width, power and muscle further enhanced by

L-shaped rear light clusters with homogenously illuminated rows of lights in

LED technology.

• The luxurious and, for a car with this kind of coupé-like silhouette, surprisingly

generous and variable interior gives both the driver and passengers

a spontaneous feeling of comfort and well-being. This superior feeling is

further enhanced by comfortable entry to the car, the slightly elevated seating

position, the large window areas, the optional panorama glass roof, as well as

exquisite materials and supreme quality of fi nish.

• Flexibly adjustable, the interior of the BMW 5 Series Gran Turismo enables

the driver and passengers to vary the generous space inside the car as they

wish to their individual, personal requirements. In their standard position,

the rear seats offer the passengers the same kind of legroom as in the

BMW 7 Series combined with the same headroom as in the BMW X5. In

this configuration, luggage capacity is already an ample 440 litres or 15.4 cu

ft. Thanks to the partition behind the rear seats, the passenger and luggage

compartments are separated acoustically and in terms of climate conditions

from one another like in a saloon. When required, the rear seats may be

moved individually to the front by up to 100 millimetres or almost 4″, with

legroom still remaining the same as in the BMW 5 Series Saloon and an

increase in luggage capacity to 590 litres or 20.7 cu ft. And after folding down

the rear-seat backrests together with the partition, finally, luggage space

increases to its maximum capacity of 1,700 litres or 59.5 cu ft.

• Offering unique functionality, the two-piece tailgate on the

BMW 5 Series Gran Turismo provides exceptional variability and maximum

comfort in loading the luggage compartment. Opening the small, sedan-like

luggage compartment lid beneath the rear window, with the tailgate as such

remaining closed, the driver and passengers are able to conveniently load

the rear compartment without causing any unpleasant noise, draughts or

changes in temperature within the passenger compartment. To load large

and bulky objects, on the other hand, all they have to do is open the large

tailgate for maximum convenience.

• The sheer space and the inspiring, modern design of the interior team up to

provide a truly luxurious ambience and the supreme long-distance comfort of

a modern Gran Turismo. The sleek surfaces on the front and rear door panels

merging smoothly into one another as well as the horizontal arrangement of

the instrument panel enhance the impression of supreme generosity. Seat

comfort, headroom and elbow freedom are all of the highest standard otherwise

to be found only in the luxury performance class. The slightly elevated

seating position, the clear, structured arrangement of the controls, BMW’s

new iDrive with its Control Display up to 10.2 inches in size, and the cockpit

in Black Panel technology all help to give the driver maximum supremacy at

all times. The rear seats may be adjusted individually fore-and-aft and also

come with individual adjustment of the backrest angle. To meet the greatest

demands in terms of individual luxury, finally, two individual comfort seats at

the rear are available as an option.

• The BMW 5 Series Gran Turismo is entering the market with a choice

of no less than three ultra-modern drive units carrying over

BMW Effi cientDynamics into a new segment in the automobile world. The

BMW 530d Gran Turismo offers a truly unique, unparalleled balance of

driving experience and fuel economy with average fuel consumption in the

EU test cycle of just 6.5 litres/100 kilometres, equal to 43.5 mpg imp, and

a CO2 rating of 173 g/km. The two gasoline models also set new standards

for efficiency in their respective engine class.

As a world-first achievement introducing a new and even more efficient

range of engines, the BMW 535i Gran Turismo comes with the first straight six

gasoline engine featuring TwinPower Turbo, High Precision Injection

and VALVETRONIC and developing maximum output of 225 kW/306 hp.

The top engine in the range, fi nally, is the V8 TwinPower Turbo delivering

maximum output of 300 kW/407 hp in the BMW 550i Gran Turismo. The

BMW 530d Gran Turismo, in turn, comes with a 180 kW/245 hp straight-six

diesel of the latest generation with an all-aluminium crankcase and common rail

direct fuel injection. All engines naturally fulfil the EU5 emission standard.

• All model variants come as standard with the eight-speed automatic transmission

previously to be admired only in the BMW 760i twelve-cylinder luxury

saloon. Featuring an innovative configuration of gearsets, a unique level of

internal efficiency and the same low weight and compact dimensions as a

six-speed automatic transmission, this high-tech automatic combines gearshift

comfort, dynamic performance, and motoring efficiency of the highest

calibre. The most advanced engine technology, the innovative eight-speed

automatic transmission, and a wide range of unique technologies in the

context of BMW EfficientDynamics allow the BMW 5 Series Gran Turismo to

set new standards also in terms of economy and emission management.

• The modern, demanding suspension technology of the

BMW 5 Series Gran Turismo is designed for both fascinating driving

dynamics and supreme grand touring comfort. The double track control arm

front axle and the Integral-V rear axle exclusive to BMW are made largely of

aluminium. Standard features also include rear axle air suspension as well as

hydraulic rack-and-pinion steering with a steering servo pump operating on

demand. Integral Active Steering is available as an option, combining active

steering of the front wheels with rear-wheel steering varying according to

driving conditions and current requirements.

• Featured as standard, Dynamic Drive Control influences not only the gearshift

dynamics, but also the gas pedal and steering assistance control map. In

combination with optional Adaptive Drive, the dampers with infinite variation

on both the inbound and rebound stroke contribute to the superior suspension

function. In addition to the NORMAL, SPORT and SPORT+ programs,

the driver also has the choice of the COMFORT mode available directly from

the Dynamic Drive Control button on the centre console. A further point is

that intervention in DSC Dynamic Stability Control is reduced in the SPORT+

setting and in the traction mode.

The optimised body structure in conjunction with appropriately coordinated

and electronically masterminded passive safety systems ensures maximum

occupant safety at all times. These systems include three-point inertia-reel

seat belts on all seats, frontal and side airbags as well as head airbags at the

side, crash-activated headrests at the front, runfl at tyres and a tyre defect

indicator. The standard features include foglamps and adaptive brake lights,

with bi-xenon dual headlights including a daytime driving light function as well

as Adaptive Headlights with variable light distribution and Bending Lights all

coming as an option.

• The BMW 5 Series Gran Turismo is also available as an option with the

complete range of features from BMW ConnectedDrive, including Cruise

Control with Stop & Go, a High-Beam Assistant, Lane Change Warning,

Lane Departure Warning, Speed Limit Info, BMW Night Vision with detection

of individual persons, Side View, Top View, and a back-up camera. Over

and above these outstanding features, BMW ConnectedDrive also offers

BMW Online, BMW Assist, BMW TeleServices, as well as an Enhanced

Emergency Call function automatically determining and reporting the current

location of the car.

• The wide range of standard features offered by the

BMW 5 Series Gran Turismo includes automatic air conditioning, an audio

system, an AUX-In connector bush, and the Integrated Owner’s Manual.

Optional features include four-zone automatic air conditioning (standard in

the BMW 550i Gran Turismo), telecommunication and navigation systems,

a USB port, an 80 GB hard disc for navigation data and the user’s private

music collection, a multi-channel audio system, a DAB double tuner, a DVD

entertainment system at the rear, a Head-Up Display, a panorama glass roof

optimised for noise control and attractive design, as well as an electrically

swivelling trailer hook.

Pontiac, has been kicked while it’s down by two recalls at once.

GM and the National Highway Traffic Safety Administration (NHTSA) have issued a safety recall of 35,038 Pontiac G8 sedans from 2008 and 2009 for faulty brake lights and tyre pressure monitors.

Apparently, the brake pedal position switch is playing up, leaving the rear brake lights on for extended periods even when the brakes aren’t in use. The tyre pressure monitors are also out, returning incorrect pressure results that may be below what is needed for both tyre wear and road safety.The full NHTSA release is below.

DEFECTS AND RECALLS

Vehicle Make / Model: PONTIAC / G8 2008-2009 Manufacturer: GENERAL MOTORS CORP. Mfr’s Report Date: MAY 20, 2009 NHTSA CAMPAIGN ID Number: 09V172000 N/A Component: TIRES:PRESSURE MONITORING AND REGULATING SYSTEMS Potential Number of Units Affected: 35038

Summary:GM IS RECALLING 35,038 MY 2008-2009 PONTIAC G8 VEHICLES FOR FAILING TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 108, “LAMPS, REFLECTIVE DEVICES, AND ASSOCIATED EQUIPMENT” AND FEDERAL MOTOR VEHICLES SAFETY STANDARD NO. 138, “TIRE PRESSURE MONITORING SYSTEMS”. THE BRAKE PEDAL POSITION SWITCH MAY HAVE BEEN INCORRECTLY PROGRAMMED. WITH THIS CONDITION, THE BRAKE LAMPS MAY BE CONTINUALLY ILLUMINATED AND FAIL TO WARN A FOLLOWING DRIVER WHEN THE VEHICLE IS BRAKING. ALSO CERTAIN VEHICLES MAY HAVE INCORRECT VALUES PROGRAMMED INTO THE TIRE PRESSURE MONITORING SYSTEM THAT WILL NOT ILLUMINATE THE LOW TIRE PRESSURE TELLTALE UNTIL TIRE PRESSURE FALLS BELOW VALUES REQUIRED BY THE STANDARD.Consequence:INAPPROPRIATE, NON-STANDARD LIGHTS COULD INCREASE THE RISK OF A CRASH OR DRIVING ON A SIGNIFICANTLY UNDER-INFLATED TIRE CAUSES THE TIRE TO OVERHEAT AND CAN LEAD TO TIRE FAILURE.Remedy:DEALERS WILL REPROGRAM THE BRAKE POSITION SENSOR AND THE REMOTE CONTROL DOOR LOCK RECEIVER WITH THE CORRECT VALUES FREE OF CHARGE. THE RECALL IS EXPECTED TO BEGIN ON OR BEFORE JUNE 5, 2009. OWNERS MAY CONTACT GM PONTIAC AT 1-800-620-7668.

While some would argue that SsangYong should restructure some of its actual vehicles, the Korean carmaker has been given a new lease on life with a full company restructure.

SsangYong entered a local form of bankruptcy back in February, but has won through in the courts with a new business plan to keep the liquidators at bay.

SsangYong used a detailed report by PriceWaterhouseCoopers to prove it was more valuable as a functioning manufacturer than as a liquidated asset. It has four more months to slash its operating costs, and bring out a production-ready eco-friendly model of the very decent-looking C200 compact urban vehicle from the Seoul Motor Show.

OFFICIAL PRESS RELEASE

SSANGYONG MOTOR GETS GO AHEAD TO RESTRUCTURE

SsangYong Motor (SYMC) today cleared a significant hurdle in its restructuring plans when a South Korean court gave its approval to put the plans into action.The court confirmed a recent Samil PricewaterhouseCoopers assessment that the manufacturer had a greater value as a going concern than its liquidated value, and ordered SsangYong to submit its full restructuring plan by mid-September. Much of this is already in place, including a vital new model programme and a reduction in the workforce by over a third.Paul Williams, managing director of distributor Koelliker UK Ltd. said: “This is the news we were hoping for and it means that SsangYong now has the lifeline it needs to implement major changes. The future will continue to be difficult, as it is throughout the auto industry, but the result should mean a leaner, much more efficient SsangYong. We already know that there will be a broader range of passenger cars using the latest petrol, diesel and hybrid technology, and the first – the C200 – will go into production later this year. Our dealers can now go forward with renewed confidence.”SsangYong applied for, and was granted court receivership in February after the fall-out of the international credit crunch, a drop in demand and even higher raw material, oil and energy prices. Court receivership is similar to US Chapter 11 status, giving the company protection from creditors and time to formulate and implement a corporate resuscitation plan. Under the arrangements, the court appointed former Hyundai Motor president Lee Yoo-il, and SYMC vice-president in charge of finance, Park Young-tae as co-legal administrators.Despite these uncertainties, SYMC has forged ahead with the development of the new C200 ‘compact urban vehicle,’ showing it at the Seoul Motor Show and most recently at the Barcelona Motor Show earlier this month. Styled in Europe, the C200 is a new monocoque design engineered for both front and four wheel drive, with advanced petrol, diesel and diesel hybrid engine options. It is scheduled for production later this year.In the UK, the SsangYong line-up of Kyron, Rexton and Rodius passenger cars starts at £14,995 with light commercial versions of the Kyron and Rexton also available. SsangYong is fully participating in the government scrappage scheme which offers £2,000 off of a new car when an old (10 years old or more) car or van is traded-in for scrap.

Symmons Plains is the shortest track on the 2009 V8 Supercar Championship Series calendar and 200 metres shorter than Barbagallo Raceway in Western Australia.

The venues have effectively swapped dates this year with the Tasmanian round moving from November to May.

Brief description of the circuit: A short yet fast lap characterises the Symmons Plains layout. The turn four hairpin and left hander at the end of the back straight are the two best passing opportunities. Brakes are worked very hard with drivers standing on the ‘middle pedal’ hard twice a lap within half a minute of one another.

Circuit length: 2.4-kilometres Circuit direction: Anti-clockwise Average speed: 167km/h Maximum speed: 270km/h Fastest Point: Back Straight Slowest Point: Turn 4 Hairpin

10 FAST FACTS

1. While much has been made of Jamie Whincup’s recent winning streak, Craig Lowndes’ victories at Winton have continued a dominant performance in recent times from both TeamVodafone and Ford.Lowndes’ win in Race 6 at Winton was TeamVodafone’s 21st race win from the last 33 races dating back to the opening race at Sandown last year. That equates to a winning rate of 63.6% over that period of time. Meanwhile, the win was Ford’s 34th race win from the last 45 races dating back to Race 1 in Adelaide last year. That equates to a winning rate of 75.5%. In the case of Lowndes, he now has 73 ATCC/V8SCS race wins, just 14 shy of the figure achieved by record holder Mark Skaife.2. Jack Daniel’s Racing’s Rick Kelly chalks up his 100th V8 Supercar Championship Series start at Symmons Plains. He becomes the youngest driver to reach the century milestone (eclipsing his brother Todd for the honour) and now sits 30th on the all-time starts list, just one behind the great Allan Moffat. The 2006 V8 Supercar Champion has 10 race wins, four pole positions and 24 podium results to his credit over his V8 Supercar Series career. Hopefully his 100th goes for longer than his debut at Queensland Raceway’s 500-kilometre race in 2001 given his Kmart Commodore failed at the start of the race. The two-time Bathurst winner sits fifth in the Championship with a fourth place in Race 5 at Winton his best result of the season. Note: Starts are calculated in the V8 Supercar Championship Series based on event (formerly known as rounds) starts, not individual races.3. While Holden is yet to score a pole position in the 2009 V8 Supercar Championship Series, they have very good history at Symmons Plains in the area. Commodore drivers have taken all five pole positions on offer since the series returned to the circuit in 2004 after being absent since 1999. The last Ford Falcon driver to take pole at Symmons Plains was Paul Radisich in 1999 but the last one to take pole and then drive on to a race win was Tasmanian John Bowe in 1995 – both for Dick Johnson Racing.4. Race 8 of the 2009 V8 Supercar Championship Series will be the longest Championship race held at Symmons Plains in the 37th Australian Touring Car/V8 Supercar Championship Series event at the circuit. The venue is second only to Sandown (39) for hosting the most number of series events. The 84-lap, 200-kilometre race (201.6-kilometres to be exact) on Sunday exceeds the previous longest race distance of 61 laps (146 kilometres) run in 1989. It should also see a jumbled race order given the short lap time and the differing pit stop strategies teams can choose thanks to the abolishment this year of a compulsory pit stop window. Last year’s race format featured three races of 50 laps (120 kilometres) each.5. Team Autobarn’s Paul Dumbrell enjoyed his best result of the season at Winton with a fourth place in Race 6 of the Championship after he considered giving away V8 Supercars in the off-season in the wake of a serious accident that left his brother Lucas paralysed. Dumbrell narrowly missed his first V8 Supercar podium finish having led the race in the early stages on the softer Dunlop Sprint tyre. The fourth place was his best race result in 83 individual races since he took third place in Race 1 at Winton in 2006. Symmons Plains is a venue with plenty of memories for the Melbourne-based driver, who made his V8 Supercar Championship Series debut there as a 16-year-old schoolboy in 1999. The 2002 Fujitsu V8 Supercar Series Champion, Dumbrell now sits 15th in the Championship but only 42 points away from breaking into the top 10.6. Toll Holden Racing Team’s Garth Tander needs one race win to tie the late Peter Brock for winning the most ATCC/V8SCS races at Symmons Plains – Brock’s record sits at seven. However the recent trend of three races over a weekend has aided the current Holden star who has won his six races over the space of three years from 2005 to 2007. Five of Brock’s race wins were achieved in single-race events (1974, 1978, 1980, 1982, 1984). But if Tander can’t win in Tasmania he could be leap-frogged by TeamVodafone duo Craig Lowndes and Jamie Whincup who have won five and four races respectively at Symmons Plains. Between them, Tander and Whincup have been the dominant forces in Tasmania over the last four years, winning 10 of the 12 individual races held. Jason Bright and Todd Kelly have been the only two men to break the stranglehold held by the duo.7. Team IntaRacing’s Marcus Marshall heads to Symmons Plains with a V8 Supercar lap record now next to his name in the record books. He broke Jason Bright’s seven-year mark at Winton in Race 6 while running on the Dunlop Sprint tyre and is returning to Tasmania as the only ‘local’ driver given he was born in Burnie. Marshall’s ninth place at Winton’s Race 6 was virtually his best-ever V8 Supercar Series race result, second only to his eighth place in one of the qualifying races at last year’s L&H 500 at Phillip Island. He sits 26th in the Drivers Championship. And the ex-Triple Eight Falcon he drives knows all about success in Tasmania. It is the car Jamie Whincup took to victory in the 2007 event with two individual race wins.8. Bundaberg Red Racing’s David Reynolds recorded his best V8 Supercar race finish in Race 6 at Winton with an eighth place. Aided by the strategy of using his Dunlop sprint tyres in the latter part of the race, the former Formula Ford and Carrera Cup Champion cut a swathe through the field and narrowly missed taking seventh place from Rick Kelly on the line. Originally from Albury but now based in Melbourne, Reynolds has been under the wing of Walkinshaw Racing for the last few seasons but this is his first in the V8 Supercar Championship Series after finishing fourth in last year’s Fujitsu Series. He sits 17th in the Championship and is the best-placed first year full-time driver in the pointscore. Of the others Dale Wood sits 24th, Dean Fiore 28th and Tim Slade 30th.9. Garry Rogers Motorsport driver Michael Caruso turns 26 on Monday May 25 of race week for the Falken Tasmania Challenge at Symmons Plains. His recent form has been strong however the former Australian Formula 3 Champion has slipped down to 20th in the Championship points. He led Winton’s Race 5 after electing to use his ‘sprint’ Dunlop tyres. But a late race Safety Car brought him back to the field and he eventually finished 10th before finishing a delayed 27th in Race 6.10. Four drivers are making their first start in a V8 Supercar at Symmons Plains. Dale Wood (Hi-Tec Oil Racing), Dean Fiore (Triple F Racing, which has switched to the #12 from Symmons Plains onwards), David Reynolds (Bundaberg Red Racing) and Tim Slade (Supercheap Auto Racing) are all having their first look at the 2.4-kilometre circuit with V8 power.Qualifying Lap Record: Garth Tander, Holden Commodore VE, 51.5657s, 2007. Current Lap Record: Steven Richards, Holden Commodore VZ, 52.0170s, 2005.Previous Symmons Plains Race Winners1969 Norm Beechey Shell Racing Team Holden Monaro GTS 3271970 Jim McKeown Shell Racing Team Porsche 9111971 Allan Moffat Allan Moffat Racing Ford Mustang TransAm1972 Allan Moffat Allan Moffat Racing Ford Mustang TransAm1973 Allan Moffat Allan Moffat Racing Ford Falcon XY GTHO1974 Peter Brock Holden Dealer Team Holden Torana XU-11975 Colin Bond Holden Dealer Team Holden Torana L341976 John Harvey B&D Autos Holden Torana L341977 Allan Moffat Moffat Ford Dealers Ford Falcon XB GTAllan Moffat Moffat Ford Dealers Ford Falcon XB GT1978 Peter Brock Holden Dealer Team Holden Torana A9X1979 John Harvey Holden Dealer Team Holden Torana A9X1980 Peter Brock Holden Dealer Team Holden Commodore VB1981 Dick Johnson Tru-Blu/Dick Johnson Racing Ford Falcon XD1982 Peter Brock Holden Dealer Team Holden Commodore VH1983 Allan Grice STP Roadways Racing Holden Commodore VH1984 Peter Brock Holden Dealer Team Holden Commodore VH1985 Robbie Francevic Mark Petch Motorsport Volvo 240T1986 Robbie Francevic Mark Petch Motorsport Volvo 240T1987 George Fury Gibson Motorsport Nissan Skyline Turbo1988 Dick Johnson Dick Johnson Racing Ford Sierra RS5001989 Dick Johnson Dick Johnson Racing Ford Sierra RS5001990 Dick Johnson Dick Johnson Racing Ford Sierra RS5001991 Jim Richards Gibson Motorsport Nissan GTR1992 Glenn Seton Glenn Seton Racing Ford Sierra RS500Glenn Seton Glenn Seton Racing Ford Sierra RS5001993 Alan Jones Glenn Seton Racing Ford Falcon EBAlan Jones Glenn Seton Racing Ford Falcon EB1994 Mark Skaife Gibson Motorsport Holden Commodore VPMark Skaife Gibson Motorsport Holden Commodore VP1995 John Bowe Dick Johnson Racing Ford Falcon EFPeter Brock Holden Racing Team Holden Commodore VR1996 Craig Lowndes Holden Racing Team Holden Commodore VRCraig Lowndes Holden Racing Team Holden Commodore VRCraig Lowndes Holden Racing Team Holden Commodore VR1997 Peter Brock Holden Racing Team Holden Commodore VSGreg Murphy Holden Racing Team Holden Commodore VSGreg Murphy Holden Racing Team Holden Commodore VS1998 Glenn Seton Glenn Seton Racing Ford Falcon ELCraig Lowndes Holden Racing Team Holden Commodore VSCraig Lowndes Holden Racing Team Holden Commodore VS1999 Greg Murphy Gibson Motorsport Holden Commodore VTMark Skaife Holden Racing Team Holden Commodore VTMark Skaife Holden Racing Team Holden Commodore VT2004 Rick Kelly Kmart Racing Holden Commodore VYMarcos Ambrose Stone Brothers Racing Ford Falcon BADavid Besnard WPS Racing Ford Falcon BA2005 Garth Tander HSV Dealer Team Holden Commodore VZGarth Tander HSV Dealer Team Holden Commodore VZGarth Tander HSV Dealer Team Holden Commodore VZ2006 Jason Bright Ford Performance Racing Ford Falcon BAGarth Tander Toll HSV Dealer Team Holden Commodore VZGarth Tander Toll HSV Dealer Team Holden Commodore VZ2007 Garth Tander Toll HSV Dealer Team Holden Commodore VEJamie Whincup TeamVodafone Ford Falcon BFJamie Whincup TeamVodafone Ford Falcon BF2008 Todd Kelly Jack Daniel’s Racing Holden Commodore VEJamie Whincup TeamVodafone Ford Falcon BFJamie Whincup TeamVodafone Ford Falcon BFRace Wins By Driver7 – Peter Brock6 – Garth Tander5 – Allan Moffat, Craig Lowndes4 – Dick Johnson, Mark Skaife, Jamie Whincup3 – Glenn Seton, Greg Murphy2 – John Harvey, Robbie Francevic, Alan Jones1 – Norm Beechey, Jim McKeown, Colin Bond, Allan Grice, George Fury, Jim Richards, John Bowe, Rick Kelly, Marcos Ambrose, David Besnard, Jason Bright, Todd KellyPrevious Symmons Plains Pole Sitters1969 Ian Geoghegan Geoghegan’s Sporty Cars Ford Mustang1970 Allan Moffat Allan Moffat Racing Ford Falcon XY GTHO1971 Bob Jane Bob Jane Racing Chevrolet Camaro1972 Allan Moffat Allan Moffat Racing Ford TransAm Mustang1973 Peter Brock Holden Dealer Team Holden Torana XU-11974 Bob Jane Bob Jane Racing Holden Torana XU-11975 Colin Bond Holden Dealer Team Holden Torana L341976 Colin Bond Holden Dealer Team Holden Torana L341977 Allan Moffat Moffat Ford Dealers Ford Falcon XB GT1978 Peter Brock Holden Dealer Team Holden Torana A9X1979 Peter Brock Holden Dealer Team Holden Torana A9X1980 Peter Brock Holden Dealer Team Holden Commodore VB1981 Dick Johnson Dick Johnson Racing Ford Falcon XD1982 Peter Brock Holden Dealer Team Holden Commodore VC1983 Allan Grice STP-Roadways Racing Holden Commodore VH1984 Allan Moffat Allan Moffat Racing Mazda RX71985 Robbie Francevic Mark Petch Motorsport Volvo 240 Turbo1986 George Fury Gibson Motorsport Nissan Skyline Turbo1987 Allan Grice Roadways Racing Holden Commodore VK1988 Dick Johnson Dick Johnson Racing Ford Sierra RS5001989 Peter Brock Mobil 1 Racing Ford Sierra RS5001990 Peter Brock Mobil 1 Racing Ford Sierra RS5001991 Jim Richards Gibson Motorsport Nissan GTR1992 John Bowe Dick Johnson Racing Ford Sierra RS5001993 Glenn Seton Glenn Seton Racing Ford Falcon EB1994 Mark Skaife Gibson Motorsport Holden Commodore VP1995 John Bowe Dick Johnson Racing Ford Falcon EF1996 Craig Lowndes Holden Racing Team Holden Commodore VR1997 Peter Brock Holden Racing Team Holden Commodore VS1998 Mark Skaife Holden Racing Team Holden Commodore VS1999 Paul Radisich Dick Johnson Racing Ford Falcon AU2004 Steven Richards Castrol Perkins Racing Holden Commodore VY2005 Steven Richards Castrol Perkins Racing Holden Commodore VZ2006 Mark Skaife Holden Racing Team Holden Commodore VZ2007 Garth Tander Toll HSV Dealer Team Holden Commodore VE2008 Garth Tander Toll Holden Racing Team Holden Commodore VE8 – Peter Brock4 – Allan Moffat3 – Mark Skaife2 – Bob Jane, Colin Bond, Dick Johnson, Allan Grice, John Bowe, Steven Richards, Garth Tander1 – Ian Geoghegan, Robbie Francevic, George Fury, Jim Richards, Glenn Seton, Craig Lowndes, Paul Radisich2009 V8 Supercar Championship SeriesDrivers Championship after Race 6 of 261. Jamie Whincup (TeamVodafone), 804 pts2. Will Davison (Toll Holden Racing Team), 690 pts3. Steven Johnson (Jim Beam Racing), 573 pts4. Lee Holdsworth (Garry Rogers Motorsport), 534 pts5. Rick Kelly (Jack Daniel’s Racing), 531 pts6. Garth Tander (Toll Holden Racing Team), 504 pts7. Craig Lowndes (TeamVodafone), 501 pts8. Shane Van Gisbergen (SP Tools Racing), 453 pts9. Jason Richards (Team BOC), 417 pts10. Fabian Coulthard (Wilson Security Racing), 414 ptsTeams Championship after Race 6 of 261. TeamVodafone, 1305 pts2. Toll Holden Racing Team, 1194 pts3. Jim Beam Racing, 957 pts4. Garry Rogers Motorsport, 825 pts5. Stone Brothers Racing, 807 pts6. Ford Performance Racing, 795 pts7. Brad Jones Racing, 795 pts8. Jack Daniel’s Racing, 783 pts9. Walkinshaw Performance, 714 pts10. Wilson Security Racing, 630 pts

Most Australians associate Ssangyong with the Musso four-wheel drive that also sold here from 1996 to 2002 as a Daewoo. With 60 dealers, Ssangyong Australia is still a niche player (2206 sales last year and a goal of 3000 in 2007), and it’s hard to see that changing with the new Actyon.

This compact SUV is pitched against slick urbanites like the Honda CR-V, Nissan X-Trail and Toyota RAV4, and has a similar starting price of $29,990. But it comes with a ladder-frame chassis and a gravel-only four-wheeldrive system, so the odds are already against it.

The Actyon might be slightly smaller than most rivals, but it waddles into showrooms at almost 1900kg, 435kg heavier than the Nissan X-Trail. You can’t hide that amount of pork, especially when the Actyon makes do with small, recycled four-pot Mercedes-Benz powerplants.

You might remember the 2.3-litre petrol four that arrived in the mid- 1990s. It’s smooth and quiet, but overwhelmed by the Actyon’s bulk. The more modern 2.0-litre commonrail turbodiesel does a better job of propelling it, thanks to 310Nm, although the turbo can take a while to spool up. The standard transmission is a five-speed manual, adapted from an old Merc ‘box, and there’s also the option of a four-speed automatic, which isn’t too shabby.

Unlike the constant or on-demand all-wheel-drive systems of its rivals, the Actyon is equipped with oldfashioned part-time 4WD. It drives the rear wheels full-time, with a dashboard button to engage and disengage front drive when the driver desires. Combined with a rear limited-slip diff, it works well enough in the dirt but isn’t designed to be used on tarmac — which rather limits the Actyon’s aspirations.

The Actyon has a double wishbone at the front, while the rear set-up uses coil springs and a solid axle — as you might suspect, it handles more like a truck than a refined SUV. There is bodyroll through the twists and turns, and minuscule bumps that most vehicles wouldn’t even notice cause constant niggles. The wildly sloping hatch and incredibly tall cargo floor mean there is actually little cargo space — not ideal compared with its rivals. Loading anything is a pain, as the cargo floor is higher than an adult male’s waist.

At least there’s ample head and leg room in the cabin for four adults — but only the little people should be considered for the small centre-rear seat. The Ssangyong is surprisingly quiet and interior quality is good, with only one mismatched dashboard section spoiling what could be mistaken for Japanese levels of fit and finish.

Equipment levels are on par, although electronic stability control and side airbags are not available for the base petrol or diesel models — side airbags only come with the petrol Limited ($36,990), and are not available at all for the diesel.

It might be a reasonable off-road warrior, but as a compact SUV, the misguided Actyon just doesn’t quite make the cut.

• Model: Ssangyong Actyon
• Engine: 2295cc, 4cyl, dohc, 16v
• Max Power: 110kW @ 5500rmp
• Max Torque: 214Nm @ 3500rpm
• Transmission: 5-speed manual
• 0-100km/h: n/a
• Price: $29,990
• On sale: Now

Is frugality mutually exclusive of automotive fun? That’s the premise as we gathered at Sydney’s Oran Park with the keys to an extremely eclectic group of cars. The nine include four hatches, two coupes, two sedans and an open-top roadster. Five are front-wheel drive, one is mid-engined and one rear-engined. There’s even a diesel.

What do they have in common? According to their makers, they all accelerate to 100km/h in less than 10 seconds and all have achieved an ADR81 combined cycle fuel figure of less than 10L/100km. But can these cars do what it says on their respective tins? Not only do we want to rank their performance relative to the field, but we want to know how close they go to the acceleration claim and ADR official fuel consumption test.Over three days we put the field through a 115km road loop of urban crawl and freeway cruising, before letting loose on Oran’s 1.96km south circuit. Hired gun, John Boston, wrung every last tenth from the assembled field, before Wheels staffers James Whitbourn and Jesse Taylor subjectively assessed the fun factor on road and track.To maintain scientific control over the test, all cars completed the same number of laps and were driven by all judges in an equally vigorous manner. We’re not claiming lab-coat robustness, but the results are relative.Scoring is divided into seven, equally-weighted categories: price, tested fuel consumption, tested fuel consumption relative to ADR number, tested 0-100km/h, tested 0-100km/h relative to the manufacturer’s claim, lap time, and subjective fun factor.Best result in each category is awarded the maximum score (100 percent) and each subsequent car is scored on a pro-rata basis.While we’ve included price (because it’s essentially no fun to pay lots of money), we understand that no-one is cross-shopping a $226K Porsche 911 Carrera against a $37K Renaultsport Clio. For those so inclined, you can simply remove the price scores from the total. The same can also be done with the subjective fun scores.

Nissan has issued a recall for close to 363,000 Murano SUVs in America, fearing an engine stall risk due to reduced airflow.

The problem? Plastic. Apparently, the poly used to make the engine’s air intake ducts is warping with age, and could lead to separation of the part, blocking the airflow and stalling the engine.This follows other smaller recalls for seat belt and fuel tank issues.It effects models built prior to 2007 – no word yet on a local recall.

Here is some encouraging news that may surprise you. The second generation of Nissan’s reborn Z, the 370Z, is all about delivering less. Less weight, less wheelbase, less fuel consumption.

For those familiar with the history of the original Datsun Z-cars which starts with the Fairlady Z (240Z to you and me) debuting 40 years ago at the Tokyo motor show, this is reassuring.Because from that captivating original concept, Datsun simply bloated successive Zeds until they had lost their original meaning and appeal. Your honour, we tender the 1984 300ZX as irrefutable evidence.So when the time came to replace the 350Z, the car that gave new life to the Z legend in 2002, it was interesting to see what path would be followed. And with the 370Z, Nissan is demonstrating an important lesson has been learned.The new car is 15kg lighter than its predecessor, shortens up 100mm between the driver’s seat and the rear wheels and cuts fuel economy by over 1L/100km for either the revised six-speed manual or new seven-speed auto compared to the previous transmission offerings.Less is more doesn’t apply everywhere of course. Capacity of the award winning VQ series V6 climbs, there is more power (15kW) and torque (5Nm) and the delivery is spread more evenly at least in part thanks to the addition of variable intake valve lift (VVEL), which joins continuously variable valve timing (CVTCS).That means more performance, the 0-100km/h claim dropping officially to 5.4 secs. Incidentally, the best time Wheels has seen out of a 350Z is 5.7 seconds.While the engine continues to sit as far back as possible in the engine bay and drive 18×8 -inch rear wheels via a carbon-fibre prop shaft, much else surrounding those fundamentals has changed.The latest version of the FM platform switches the front suspension to a double wishbone arrangement, the multi-link rear-end is revised to be lighter and stronger. The new body is also 30 per cent more torsionally rigid. Brakes are bigger too, although the Brembos standard on the old Track model have been traded in for Nissan-branded Akebonos.Indeed, the entire Touring and Track concept has been discarded, Nissan now offering just one specification level for the 370Z in Australia. The pricing starts at $67,990 for the manual, climbs to $70,990 for the auto and stacks just about everything you can think of onto the standard equipment list.So six airbags, stability control, DVD sat-nav, intelligent keyless entry, heated and powered sports seats, leather trim and an obvious improvement in interior quality are all part of the deal.Outside, every panel is new yet the presentation is familiar. It’s bulldog tough, the shortened wheelbase giving it a more rearward, angular look. The details are important too; arrowhead headlights, boomerang taillights, a sharper maw, huge rear wheel arches and a side window profile that sweeps upward like a WWII fighter plane. Looks good, but if anything, the 370Z is even harder to see out of than the 350Z.And what about the drive experience? This car loves hunkering down on its haunches, tapping into its plentiful torque and firing out of corners. It’s almost as good turning into them as well; adjustable, playful but with an attention-getting edge that demands respect.There’s no doubt it is improved from the 350Z, offering a deep certainty to the steering, obvious chassis strength and a brawny engine. There is no pretension here.Nor enough noise insulation unfortunately. Nissan could have come up with a better engine soundtrack and dulled the tyre roar on coarser surfaces.The brakes are powerful but a tad grabby and the clutch pedal sharp and narrow in its engagement. Then there’s SynchroRev Match, which in a manual world-first blips the throttle on downchanges, removing the need for the driver to heel ‘n’ toe. It works perfectly well, but it’s also switchable for those amongst us who prefer the old fashioned way.The Zed’s overall ride quality is now more amenable and the new seven-speed auto is a beauty. Those two factors combined make the 370Z a more liveable day-to-day proposition.We could go on… But we won’t. Just like the 370Z we’re giving you less, but only for now. For the in-depth analysis of the 370Z and how it stacks up against some very interesting rivals look out for the June issue of Wheels, on-sale May 27.UPDATE: During the 370Z launch an acceleration, braking and slalom exercise was conducted at Goolwah airport.After the clutches of two manuals played up, the decision was made to swap to autos. Nissan Australia, after consultation with HQ in Japan, provided the following explanation for the problem: “Under extreme clutch slippage (max torque) the clutch assembly temperature was greatly increased. The heat reduced clamping pressure in the clutch assembly which, in turn, reduced the load on the pressure plate spring. This inhibited the spring’s ability to return the clutch pedal to the fully engaged position. Even a minor engine rev decrease at that point immediately restored normal engine/clutch performance.”No word as yet whether a modification to the clutch is required.Separately, another car went into limp-home mode after the driver’s foot (belonging to yours truly) slipped off the brake pedal and dislodged a sensor mounted on the pedal. The sensor remained engaged, fooling the ECU into thinking the car was still under braking and overriding any throttle input – activating “fail safe”.That problem was rectified by technicians within a few minutes. – BN