The Brisbane, Adelaide and Perth shows are gone, and the Melbourne will swap with Sydney as hosts for our biggest – and now our only – International motor show.

While the manufacturers can breathe a sigh of relief that their already-stretched budgets will only have to cover the one million-dollar stand per year, and the only show in Oz will (hopefully) be bigger and better than ever, what of the punters outside of Melbourne?

Well, there are two choices: become pilgrims, or wait for news to come to you. If you are among the latter, we hope you enjoy our coverage of the 2009 Melbourne International Motor Show.

We couldn’t have been less prepared. No spare parts, no bull bar, not even a jerry can of water. We did have an ETAG and a 1996 road atlas, though.

And most importantly we had an HSV GTS complete with updated 6.2-litre V8 engine, a fuel card and the job of delivering the car from Adelaide to Perth, 2700km away, by Sunday afternoon. It was Friday morning.This says two things. First, yours truly and my travel companion, photographer Cristian Brunelli, are dills. Second, the task of crossing the Nullarbor isn’t the adventure it once was.Our trip west came off the back of a two-day drive from Melbourne to compare, performance test, dyno test and photograph the HSV and its new FG Falcon-based opposition, the FPV GT.Figures, photos and a verdict obtained, the GT was literally and metaphorically sent packing home via the Western Highway. Cristian and I instead faced the trek northward to Port Augusta and then west on Highway One.It was an inauspicious start. Planning to start at 6am, we left exactly on schedule at 9.30am and immediately took the wrong road. Clear of Adelaide’s northern suburbs by 11am we trickled along the flat freeway in sixth gear at 115km/h, the tacho needle barely off the peg.Boredom was already setting in by the time we reached Snowtown, a fly speck on the map but made famous because eight murder victims were found there rotting in barrels of acid. We grabbed a pie, a drink, a choccy bar and quickly kept moving.By mid-afternoon we hit Port Augusta and the car had its first refuel. We had travelled with the magnificent lower Flinders Ranges on our right and the Spencer Gulf, often out of sight, to our left. The GTS was performing beautifully, its luxurious power and massive torque enabling us to dispense easily with slower traffic. Mind you, the throttle wasn’t getting pressed too heavily too often. South Australia has a 110km/h limit and while previous experience had told us at least some SA coppers are good blokes there was no way they’d turn a blind eye to a low-flying V8 silver bullet.The mild treatment of the loud pedal meant an almost impressive 12.1L/100km fuel consumption result for the big fella after the first refill. Other calculations weren’t so positive. We still had more than 450km to trundle across the top of Eyre Peninsula before we reached Ceduna, the last major town before the real Nullarbor running began.But to keep to any sort of schedule we had to go another 150km beyond that tonight to the Nundroo roadhouse. It would mean driving in the dark on a road infested with wildlife – as the ever-present roadkill kept reminding us.From Port Augusta the highway sweeps in a slightly southward arc. First it passes the rather unfortunately (yet accurately) named Iron Knob where the land is parched red and dotted with salt bushes.Yet, progressing westward through hamlets like Kimba, Koongawa, Kyancutta and Minnipa it becomes more pastoral and healthy. Those skyscrapers of the bush, the wheat silos, warn us of each town’s proximity.Long hours on cruise control are absorbed by minutiae, conversations and silliness. We resolve to wave at all oncoming vehicles; I challenge Cristian to a beard-growing contest, he seems unenthused. We work our way through various topics – cars, mountain bikes, Pearl Jam (all mutual addictions) – and then long, rambling conversations about life, the universe and everything.It’s literally on show by the time we reach Ceduna, the last purple vestiges of sundown giving way to a spectacularly clear, black night sky. It’s pressing in as we park up on the wharf for happy snaps. Various inebriated locals wander over from the pub for a look. “Washam Fazzum, huh?” one says. “Taking photos,” replies Cristian obviously. Satisfied, old mate wanders off into the gloom.The second refuel of the trip is due before we too depart for the darkness. The GTS has notched up 12.1L/100km again. Surely, an HSV has never swallowed so much fuel for so little of its performance to be tapped. However, there is now finally a complaint; my arse is getting sore.Our fuel economy increases as we strike out for Penong and Nundroo. At 90km/h the trip computer predicts a dieselesque 720km range. We’re paranoid about errant kangaroos and other wandering wildlife, evidence of previous collisions littering the roadside.When we can use high-beam we feel quite safe as both the length and width of the beam is good, aided by the wide throw of the foglights. But when a car is coming the other way or we get passed, the flick to low beam causes a worrying black patch to form just in front of the bonnet.But we make it to Nundroo. If you’ve never seen a Nullarbor roadhouse then just imagine an oversized service station that includes a restaurant – of sorts – and motel – once more, of sorts. There are variations from one to another in detail and cleanliness, but the theme remains the same. Harry Seidler they’re not.But after 942.2km, 10.12 hours and 112 litres of fuel, welcome it is. Brunelli is struck by our host’s likeness to the actor Bill Murray. I can’t see it, but the bloke would probably understand the concept of Murray’s movie Groundhog Day, where he repeats the same day over and over. Out at Nundroo the experience would be pretty repetitive. Hope he’s making a buck.Judging by the prices charged for the beer, steak and ice-cream he’s doing okay. And then there’s $90 for a room that does a good impersonation of a shonky cardboard box. At least there’s a hot shower, a TV and a bed. And it’s time to hit the latter considering there’s still 1800km to go.Planning to leave at 6am Saturday we depart right on schedule at 7.30am. The sign says 1053km to Norseman, our intended destination tonight. The distance is almost overwhelming. How do truckies do it each week? I’d go mad.We stop for some photography on this eerily beautiful morning. It’s not true desert, instead there is fog wending through bush and gum trees. The sun is over the horizon, the last pinkness evaporating. In the distance a bird cries ‘Faaaarrrkkk’. I’m thinking the same thing.It’s my guts that are making incomprehensible noises after breakfast at the Nullarbor roadhouse. Something toxic is congealing in there. The coffee is undrinkable so it’s going to stay in there for a while.A few kays further on, the road swings to the Southern Ocean’s edge. We stop at one of the lookouts to take in the immensity. You can see time etched into the cliff-edges of this ancient continent, the waves rolling quite gently into the rocks hundreds of feet below.Among the usual “Wozza was here ’07” graffiti on a rubbish bin near the car park, a fresh message in black texta reads “Marron Family + Teddy 21/4/08 Cranbourne Vic To Port Hedland New Life”. It’s a real Grapes of Wrath moment.The heartbreak and hope is palpable. I hope they made it and they are enjoying a happy and successful fresh start.Soon the WA border is breached successfully, after declaring we are honey, fruit and vegetable-free. There’s certainly nothing like that in our troubled guts. The HSV’s windows are being lowered regularly.At Eucla we drop off the escarpment and for ages we chug along a plain, desert to our left and treed, rocky hills rising to our right. It’s possible to see the trucks coming for miles, rectangular ships of the desert seemingly moving ever quicker as they get closer, pushing a bow wave that rocks us each time they go past. Resolutely, we continue to wave at all traffic and average about a 50 percent response rate.Madura, Cocklebiddy, Caiguna. Slowly we account for one settlement after another. Each is a highlight we anticipate for hours; each is behind us in seconds. Between Caiguna and Balladonia is the longest piece of straight road on the planet, all 146.6km of it. That’s what passes for excitement out here.More thrilling are the black eagles that we have occasionally seen feeding on the fresher roadkills. They’ve watched us more than once drive slowly up, then taken slowly to flight, flapping their magnificent wings and eyeing us balefully.Now we’re into darkness and determined not to add to the road toll – human or animal. Again, it’s slow cruising at 90km/h, cursing every car heading east, forcing the flick to the uncertainty of low-beam.But again we survive. We reach the town of Norseman. Today we’ve travelled 1097km in 11hr 47min, consuming 131 litres of fuel.Our overnight digs appears to have seen better days judging by the busted flywire and large collection of cats. But the beers and ice cream are cold and the steak is well cooked. The room is clean and the water is hot. On TV Richmond are playing the Doggies and it ends up a draw. After the siren Tiger Jack Riewoldt gets a shot at a goal for the win but falls short. So near yet so far. I know how he feels.The next day’s travel is a relatively piffling 724km to Perth. The plan is to depart at 7am. Right on schedule we leave at 8.30am.We’ve also left Highway One for the Great Eastern Highway north toward Kalgoorlie, before the final swing west. We’ve been warned this first stretch is the worst of the whole trip for roadkill. But there’s nothing either alive or dead on this road this morning. Cristian theorises overnight rain has meant the ‘roos haven’t had to cross the road to get to water. Whatever, we’re thankful.Evidence of the resources boom is everywhere. There are turn-offs to mines, heavy-duty machinery being transported on the backs of trucks and long trains headed east loaded down with ore.We catch a heavy, wide load. It’s a diesel locomotive on the back of a truck.“A road train,” observes Brunelli. Funny.Things are happening more frequently now. More cars, more houses, more variety to the countryside. There’s even a yellow cornering advisory sign – albeit for 90km/h. It’s been so long since I’ve had to contend with this challenge I accidentally press the brake instead of the clutch and fluff the gearchange.The car is now entering our consciousness again after being almost invisible on the Nullarbor straights. As we head through Merredin, Kellerberren and Northam the road is getting hillier and rougher. It feels nice to turn the steering wheel. It feels good to start getting back in sync with the pedals and shifter. The engine reawakens, ready to give immensely in an instant. But the ride is struggling, even in the MRC’s more compliant ‘Performance’ mode. That says much about how smooth those long, flat roads were, way out there.We pop over a hill and we’re in suburban Perth. Just like that. The skyscrapers of the city are visible in the distance. There’s no particular feeling of accomplishment, though, more relief. With a few hours before our flight home there’s time to head to Kings Park for the ritual last-scene shot. It’s a beautiful Sunday afternoon and there are plenty of people about, but we jag a spot. They must be wondering what two stubbled blokes are doing photographing this filthy car.We head back down the hill for the airport and straight into a traffic jam. Jeez, it seems surreal after three days of open space. Love those red lights too. All of a sudden Bill Murray’s life at Nundroo grows a tiny fragment of appeal.One job remains and that’s the final refuel. We’ve travelled 2767km in 29 hours and 49 minutes of driving time, consuming 329 litres of petrol. That’s an overall average of 11.6L/100km. The car hasn’t missed a beat. It’s ready to drive straight back to Melbourne.But we’re not. It’s the plane home for us. A four-hour flight with a beer and movie thrown in. Four hours versus three days? Like I said, dills.THE CAR April 2008’s update of the HSV E Series V8 range, from 6.0-litre LS2 to 6.2-litre LS3 engine, has been extensively covered in Wheels: this GTS defeated the FG FPV GT in June and was bested by the turbocharged F6 in July.Compared to the LS2, the LS3 adds 195cc (taking capacity to 6162cc) courtesy of a 1.6mm increase in cylinder bore to 103.2mm. Stroke remains unchanged at 92.0mm.Along with that comes new pistons, a higher-flow intake manifold and exhaust ports, larger-diameter (hollow) inlet valves and a higher-lift camshaft with revised timing. Chuck in a higher compression ratio and 98RON fuel and the LS3 powers up a seemingly inconsequential 10kW to 317kW at 6000rpm. Torque remains at 550Nm, albeit delivered 200rpm higher, at 4600rpm.Outside the engine bay, changes across the range were limited to stuff like an oil cooler for the optional automatic transmission and new 20-inch rims that are a no-cost option on GTS, but $2500 on other models.

Ford Performance Racing star Steven Richards has declared 2009 his best chance yet of becoming V8 Supercar champion since his V8 debut 13 years ago.

The Melbournian Ford driver starts with a new car and a fresh attitude, encouraged by his round win at Symmons Plains last year.

“I race because the competition in this category of motor racing is equal to, if not, the best in the world,” Richards told AA.

“If you can stand on the top step at the end of the year you know you’ve achieved something fairly incredible.

“This year without doubt is the best opportunity I’ve had to date to win it. Early on in the championship, the first five rounds, they will tell whether or not there’s any reality of that taking place.” Richards, 36, is excited about the prospect of racing in a brand new car.

“We will have two competitive cars and every year you go in with a clean slate to try to do the most you can,” he said. “Each year I’ve been in the series, particularly the last two years, I’ve managed to score race wins and podium positions, but it’s just about being a little bit more consistent at doing that.

“We’re really looking forward to the FG. Lining up in a new car, it’s like getting a belated Christmas present! The BF for the last two years has been a real work in progress for us, so having effectively 18 months for the FG process, that gives the team a good, clean sheet to make everything right.

“I want it as bad as any guy. I’ve been in the championship now for 12-odd years and it’s sort of eluded me.”

The speculation that the former Honda Racing F1 team has been tossed a lifeline and will be on the starting grid in 2009 was right – Honda Motor Company Limited and Ross Brawn have confirmed that they’ve reached an agreement to secure the future of the former Honda squad.

With immediate effect, Honda will pass ownership to Ross Brawn, the team principal of the new Brawn GP Formula One Team (as it will now be known, pending approval by the FIA).Brawn GP has secured an engine supply, again as also strongly speculated in recent weeks, with Mercedes-Benz High Performance EnginesThe team has also confirmed that its race driver line-up for the 2009 season is unchanged from last year, with two of Formula One’s most experienced drivers in Jenson Button and Rubens Barrichello returning to continue their partnership at the team for a fourth consecutive year, forming the most experienced driver partnership on the grid with 423 grand prix starts between them. “The past few months have been extremely challenging for the team but today’s announcement is the very pleasing conclusion to the strenuous efforts that have been made to secure its future,” a relieved Ross Brawn said. “Firstly, it is a great shame that having worked with Honda Motor Company for so long we can no longer continue together. I would like to thank Honda for the fantastic co-operation and support we have received throughout this process – particularly those members of the senior management who were closely involved with concluding our agreement – and for the faith they have demonstrated in myself and our team.”Brawn also said that the experience and knowledge that both drivers bring to the team will prove invaluable as the late-starting squad attempts to get up to speed in the shortest possible time to be ready for the season’s opener – in Melbourne on March 29.Brawn GP will now focus its efforts on the remaining pre-season tests – in Barcelona next week and Jerez (March 15-17) – prior to heading to Australia for the start of the 2009 Formula One season.

Next weekend sees the return of some iconic Aussie Touring Car names and nameplates, though the drivers of these ’70s and ’80s cars are long since retired.

The Phillip Island Classic Festival of Motorsport (March 13-15) will see combines Group C and Group A classics racing each other in a modern-day re-enactment of the halcyon days of touring cars in original livery, and even with the names still on the doors and windows.Some of the entered cars include Brockie’s 1978 HTD Torana A9X and the Mobil ex-JPS BMW M3, Alan Grice’s two-door A9X, Bob Jane’s orange Torana XU-1, Jim Richards’s JPS 635i and E30 M3 BMWs, Mark Skaife’s Nissan HR31, John Goss’s 1985 Bathurst-winning Jaguar XJS V12 and another raced by Garry Wilmington, and the Win Percy/Neil Crompton Walkinshaw VL Commodore.Two-times Australian Touring Car Champion Glenn Seton will drive a BMW E30 M3, and will compete against his old car, the Nissan Skyline HR31.Other events through the motorsport tribute weekend include ex-Formula One cars from the ’70s and ’80s, Formula Fords, and a 12-lap production car feature race with over 50 entries.More meeting details can be found HERE.

Nissan is planning to head back to the Nurburgring’s evil Nordschleife loop in April with its upgraded ’09 GT-R with the very definite target of undercutting the 7min 29sec lap set last year.

Nissan’s ‘Ring test maniac Toshio Suzuki, in Australia to show off the car’s credentials to the motoring media, revealed through an interpreter that the April assignation with the ‘Ring is locked in and that he would like to leave Germany with a new best for the GT-R of 7min 25secs around the alarming 22km Nordschleife.“I think this will be very dangerous,” he added unnecessarily.Suzuki, a former Japanese Formula 3, F3000 and touring car champ, says the “harsh environment of the Nurburgring is the right place to test the best car in the world”.In order to set a good lap, the car has to have strong engine performance, good brakes, great dynamics all working together, Suzuki explained. And someone to drive it quickly with the right experience and bravery to take blind jumps at 280km/h…The MY09 GT-R gets revisions to the hand-assembled 3.8-litre V8 twin-turbo engine which leaves it with 357kW of power (up from 353). Torque is unchanged at 588Nm and it’s available between 3200-5200rpm.The MY09 car can hammer out a zero-60mph time of 3.2secs, an improvement of 0.3secs).Turn-in has been helped by improvements to the front lower control arm bushes.Not helping performance but giving the GT-R greater range is the increased capacity 74 litre fuel tank.Other changes have been made to the affordable supercar including the price. The base GT-R will go from its launch rrp of $148,800 to $155,800 from April 1, the day deliveries start in Australia.The high-line GT-R Premium model (which gets 11-speaker Bose sound, black leather with red highlights, 20-inch Real black alloys and Bridgestone Potenza rubber) moves up $7000 to $159,800.In Australia, 150 GT-Rs have been sold to date.Driving the new ’09 GT-R at Eastern Creek Raceway, wheelsmag.com.au concluded that it is a car that anyone on the right side of stupidity can drive fast and safely. So no argument with the slogan hung on the GT-R of anyone, anytime, anywhere.The GT-R is also uncomplicated. Driver aids are simple to use and easy to understand.Three different set-up switches on the console allow the driver to tailor the car to his requirements.Stability/traction can be modified according to taste and adventure levels. In truth, there is always some protection, and the car, even with its prodigious grunt, never feels threatening.One of three suspension modes may also be dialled in – Comfort, Normal and R (for race).The brilliant Borg Warner dual clutch six-speed transmission offers three different behavioural modes too – the car’s default is A for auto. But then the driver might opt for M (for manual of course), using the paddles behind the steering wheel. And ultimately R, where the gear changes are a rapid-fire 0.2sec. Here too, there is no over-ride and the driver has control over gear selection.One major criticism: the paddles are fixed, so when the driver is midway through a tight corner, he must take a hand off the wheel to go looking for the paddle. For me, this real hurt the driving enjoyment and most also mean a slight loss in performance…Considering the GT-R will be up for plenty of use on racetracks, Wheels asked Suzuki-san of his thoughts: “Do you prefer the gear paddles to move with the steering wheel when driving competitively on track?”Assuming a neutral position, Suzuki-san declared he doesn’t mind either way. “The GT-R is a production car not a racing car therefore it is better to have the gear paddles in a fixed position so the driver is aware of where the gear shift is.” Suzuki said he made this recommendation to chief engineer Kazutoshi Mizuno when designing the GT-R.” Sorry, we can’t agree…As a package, the GT-R has stunning point to point speed potential, with grip levels way beyond the point where any rationale driver would venture. The Brembo brakes, with massive ventilated 380mm rotors all round, feel up to the task of taking care of business during extended lappery.Suzuki-san, clearly a gent with unparalleled experience in this car, worked hard to get it out of shape, but it was a task even beyond his skills.And if he can’t get it to turn feral, with all his experience and ability, we figure even a total goose may have trouble getting into strife.It is a track day monster for dunces, with incredible value in all that it offers, from performance, ease of use, and electronics to save embarrassment – and lives.Pics taken at Eastern Creek by Peter McKay

Audi’s top-spec RS performance variant of its TT coupe and cabrio debuted at the Geneva Motor Show next week.

While the RS version of the TT is new, the five-cylinder engine is not. Audi split the diff between four and six back in the 1980s, with 2.1-litre and 2.2-litre engines featuring strongly in both its production and racing cars – particularly in rally, where its torque and reliability were a real strength.

The TTRS’s turbocharged, direct-injection 2.5-litre five develops an impressive 253kW and 450Nm, put through all four wheels.This is a far cry from the blown 2.5-litre five in the Ford XR5 and Volvo C30, which make 166kW/320Nm and 169kW/320Nm respectively…The Coupe claims a 0-100 time of 4.7 seconds, with the convertible version just 0.1sec behind it. The pair sit on gorgeous two-tone charcoal 18-inch rims with four-piston calipers on the discs.

OFFICIAL PRESS RELEASE

The Audi TT RS:

A Pure Driving Machine developing 340 bhpAudi is once again producing a five-cylinder engine – and a very special one at that. Arriving at dealerships this summer, the TT RS has a turbocharged 2.5-liter engine with direct gasoline injection; it produces 250 kW (340 bhp) and 450 Nm (331.90 lb.-ft.) of torque. The blazing five-cylinder engine enables the TT RS to perform extraordinary feats. In conjunction with quattro permanent all-wheel drive and a high-performance chassis, the engine makes the compact Audi TT RS a top-notch sports car – available as a coupé or roadster.Sporty five-cylinder gasoline engines have a long legacy at Audi. The most famous is arguably the turbocharged 2.1-liter engine in the Audi quattro. The first version, which was launched in 1980, offered an impressive 147 kW (200 bhp). And the Sport quattro from 1984, directly inspired by motorsport, delivered a whopping 225 kW (306 bhp). For 25 years, turbochargers and quattro have been a dynamic formula for success.Audi has resumed using this recipe. Designed from scratch, the five-cylinder engine combines a turbocharger with FSI direct gasoline injection to elevate the TT RS to a high-performance sports car. The TFSI delivers 250 kW (340 bhp) from a displacement of 2,480 cc (151.34 cu in): a specific output of 100.8 kW (137.1 bhp) per liter.The power-to-weight ratio is also outstanding. In the case of the Coupé, which weighs in at a mere 1,450 kilograms (3,196.70 pounds), the power-to-weight ratio is just 4.3 kilograms per bhp. The Roadster has a weight of 1,510 kilograms (3,328.98 pounds) and a power-to-weight ratio of 4.4 kilograms per bhp – thanks to its extremely lightweight and largely aluminum body constructed as per the Audi Space Frame principle.The TT RS Coupé rockets from 0 to 100 km/h (0 to 62.14 mph) in 4.6 seconds; the Roadster needs just a tenth of a second longer. The limited top speed of 250 km/h (155.34 mph) is merely the official figure for both versions; as an option, Audi can increase it to 280 km/h (173.98 mph).Almost even more impressive is the aggressive pulling power. The maximum torque of 450 Nm (331.90 lb.-ft.) is always available between 1,600 and 5,300 rpm. In addition, the TT RS overtakes without the slightest effort. Last but not least, its engine makes passengers’ skin tingle time and again thanks to its speedy and powerful response, its inspiring free-revving character, and its unmistakably guttural tailpipes: five-cylinder classical music by Audi!Compact and Lightweight: The Five-cylinder TFSIAs an uncompromising sports-car engine, the 2.5-liter TFSI is ultra-compact. Just 49 centimeters (19.29 inches) in length, it is ideally suited for transverse installation in the TT RS. And its weight of just 183 kilograms (403.45 pounds) also sets a record. The crankcase is made of vermicular-graphite cast iron. This high-tech material unites the utmost in strength with low weight; it has otherwise only been used for the large TDI engines from Audi. Perfectly placed reinforcements enhance the block’s loadability. The lightweight cylinder head, the pistons, and the connecting rod are lightweight as well as high-strength.The ultra-powerful five-cylinder engine is extremely fuel-efficient, requiring an average of just 9.2 liters/100 km [25.57 mpg] as regards the Coupé (Roadster: 9.5 l/100 km [24.76 mpg]). Switchable flaps in the intake manifold mix the incoming air in a calculated configuration. Injected at a pressure as high as 120 bar by the common-rail system, the gasoline swirls intensely in the combustion chamber – which in turn cools the walls. This subsequently facilitates a compression ratio of 10.0:1, which is very high for a turbocharged engine. Both of the adjustable camshafts, controlled via chains, also enhance charging efficiency with respect to the air-fuel mixture.The large turbocharger generates up to 1.2 bar of boost pressure. The intercooler, fed air ideally by the lower segment of the single frame radiator grille, reduces the temperature of compressed air by over 80 percent at full load.When an Audi TT RS driver pushes the standard Sport button on the center tunnel, a flap installed in the left exhaust tailpipe renders the exhaust noise even more robust and intense while boosting engine responsiveness. An optional Sport exhaust system is available with matt black tailpipe trims and sound flap.For Purists: The DrivelineThe Audi TT RS is the first classic sports car in the Audi RS family. Like the RS 4 and the RS 6, the Audi TT RS was developed by quattro GmbH as a pure, no-holds-barred driving machine. A new six-speed manual transmission conveys the engine’s tremendous power, and permits easy and precise operation thanks to a specially designed shift lever boasting particularly short shift travel. The transmission’s defining characteristics are a high efficiency ratio and a sportily narrow spread of the gear ratios.The Audi TT RS features quattro permanent all-wheel drive as standard equipment. Its heart lies at the rear axle: an electronically controlled, hydraulic multi-plate clutch. If a situation calls for it, the clutch redirects a majority of the torque input from the front wheels to the rear wheels.Within milliseconds, a powerful electrical pump in conjunction with an accumulator presses together the clutch’s plates via hydraulic pressure. Additions to the quattro powertrain include a constant velocity joint before the propeller shaft and a compact rear-axle differential – both are heavy-duty components.The quattro drivetrain grants the Audi TT RS outstanding traction, fascinating dynamics, and superb stability. Winding rural routes or some laps around a racetrack allow the superior handling to shine. The precise and responsive steering, the instantaneous reactions of the chassis, the neutrality at the cornering limit, the grip while exiting a curve, and – time and again – the engine’s thrilling power: every mile in an Audi TT RS exudes the distilled essence of sportiness.High-tech Excellence from Audi: Chassis and BodyThe chassis of the Audi TT RS builds on the cutting-edge foundation of the base TT design. The four-link rear suspension, which handles longitudinal and lateral forces separately, plays a crucial role. The electromechanical steering is highly efficient and the power steering adjusts to the vehicle’s speed. With aluminum in the front and sheet steel in the back, the body’s innovative mixture of materials results in a well-balanced axle-load distribution, excellent crash safety, and the outstanding rigidity which lays the cornerstone for the car’s precise handling.The standard sports chassis, which lowers the body by 10 millimeters (0.39 inches), features tightly tuned springs and shock absorbers. The optional Audi magnetic ride adaptive damping system allows the driver to select one of two modes for the shock absorbers by simply pushing the Sport button. Dynamic mode enables the TT RS to hug the road; Comfort mode provides a pleasantly balanced ride perfect for long journeys.The sportiest version in the TT model line boasts 18-inch wheels fitted with 245/45 tires. They are complemented by mighty ventilated disc brakes, which measure 370 millimeters (14.57 inches) in diameter at the front and 310 millimeters (12.20 inches) at the rear. So that heat dissipates quickly, the front friction rings are perforated. They, in turn, are connected by hollow pins to the aluminum brake discs, which are encircled by black four-piston brake calipers made of aluminum and bearing RS logos.The Electronic Stabilization Program (ESP) can be switched off partially or entirely. In Sport mode, the engine does not intervene to monitor traction and, correspondingly, the brakes engage later than otherwise. In the second mode, the ESP is fully deactivated.The Face of Power: The ExteriorAt just 4.20 meters (13.78 feet) in length, the vigorously compact Audi TT RS hints at its explosive potential from the very first glimpse. The front spoiler tapers downward into a splitter, reminiscent of a racing car. The large and squared air inlets have diamond-shaped inserts. And the high-gloss black single frame grille with a frame in matt aluminum look and the TT RS badge bear the same styling. The xenon plus headlights with LED daytime running lights notify faraway drivers that an Audi TT RS is approaching.The sides of the vehicle are accentuated by large wheels in 5 twin-spoke design, vigorous side sills, and exterior-mirror casings in matt aluminum look. At the tail end, the two large oval exhaust tailpipes – spaced apart – are encircled by a diffuser insert. Here, too, is a TT RS badge. A stationary rear spoiler is standard, though customers can opt for one which automatically extends and retracts. Thanks to a drag coefficient of just 0.3, the 2+2-seat coupé and the two-seat roadster glide effortlessly through the wind. Audi offers the TT RS in eight colors. Among them are four exclusive options: Daytona Gray, pearl effect; Mugello Blue, pearl effect; Sepang Blue, pearl effect; and Suzuka Gray, metallic. The Roadster’s soft top comes in black or dark gray.Exclusive Character: Interior and Equipment PackagesThe dynamic exterior of the Audi TT RS is matched by the interior. The leather multifunction sports steering wheel has an especially thick rim, is flat-bottomed, and is covered with perforated leather. Integrated in the instrument panel, the driver information system can display boost pressure and oil temperature as well as a lap timer for chronicling feats at the racetrack. The door handles consist of two slim strips – typical of Audi RS models. An automatic climate-control system and the concert sound system are standard, as are an electrohydraulic soft top and an electric wind deflector for the Roadster.The entire interior is black. The heated sports seats feature an Alcantara/leather combination with silver contrasting stitching and embossed TT RS logos in the front backrests. Additional badges and logos appear on the steering wheel, in the rev counter, and on the door sill trims. The inlays are made from brushed aluminum. Floor mats feature silver piping trim; footrests and pedals are in aluminum look.Audi offers TT RS customers a diverse range of optional equipment: variably styled wheels measuring 18, 19 or 20 inches in diameter; bucket seats with folding backrests; seat upholstery in Silk Nappa leather with perforations or Fine Nappa leather with special TT perforations; inlays with Ibis White or Phantom Black paint finish as well as matt aluminum-look inlays for the exterior. In addition, there are high-tech navigation and multimedia systems available. Sales of the Audi TT RS begin in March; deliveries are scheduled to begin this summer.

A hunk of Hollywood came to Mount Panorama last weekend when Eric Bana – thespian and car tragic – raced at the legendary track for the first time, in the Bathurst 12 Hour race.

No driver in the field of 47 cars was under greater pressure than the luminary in car number 62. If the star of Munich and Chopper were to screw up and crash, the news would flash around the world in an instant. With accompanying photographic evidence.Bana, the rookie in a shiny new suit with precious little serious motor sport experience (let alone any personal knowledge of the perils of Mount Panorama), was paired with seasoned drivers Tim Leahey and Peter Hills.Bana and his mates were credited with a handy 10th place finish.It was a long day. The 12 Hour marathon, little brother to the Bathurst 1000, takes almost twice as long as the V8 supercar epic.Pulling his weight, Bana was conscripted to take three stints of around an hour or so at the wheel of the turbocharged Mitsubishi Evo.A measure of Bana’s attitude was his request for the media to leave him alone over the weekend to concentrate on his big race debut. Not quite Greta Garbo, but close.He started the race conservatively and steadily lowered his lap times in the Evo promoting the star’s latest film Love the Beast, a documentary about Bana’s obsession with cars.“The weekend has been a bit of a dream,” Bana said afterwards. “I really feel like I’ve lived a dream to finish in the top 10 at Bathurst.“It’s been an awesome day.”Bana said the team came along a little under-prepped and that a top 10 result was a long shot, “but we got there in the end”.“Bathurst has an awesome reputation and I expected it to be an awesome challenge – and it was. “But it was more fun than I expected it to be too. It was great out there – I had faster cars coming through and I was getting past slower cars.“I’ve had a couple of years worth of racing in one day!”Hearts skipped a beat in the team’s pit garage soon after lunch, when Bana was seen cruising into the pitlane, hazard lights flashing, it appeared the inexperienced racer may have broken the car. But after some attention from mechanics to fix a heat-related problem under the bonnet, the orange Evo returned to the track and on to the chequered flag, Bana’s reputation intact.Team-mate Leahey was impressed with the neophyte’s Bathurst debut. “He’s a good bloke; he listened, he was sensible and he got progressively faster. It was a good first-up effort.”Bana’s motor sporting experience before last weekend was limited to some Porsche racing and the Targa Tasmania tarmac rally (where he crashed his much-loved XC Falcon). He is not the first big screen star to be bitten by the motor racing bug. Paul Newman was a very successful sports car racer who finished second at Le Mans. James Dean was a wannabe racer at the time he was killed. Steve McQueen was good enough to do his own stunt driving in action films.So does Bana want more of the same? You bet! “I’d love to come back next year and do it all over again.”

Fears that the later 5pm start for next month’s ING Australian Formula One Grand Prix – the first twilight F1 race – could mean bad news for those intending to watch the race on the box have been dismissed by telecaster, the Ten Network.

Ten will show the track action from Albert Park on both its regular channel and its new all-sports One channel.Friday’s activities go out live between noon and 7pm on the One high def channel.On Saturday, One will again be beaming live from the track between noon and 7pm, with Ten channel showing pictures from Albert Park between noon and 6pm.On Sunday, March 29, One will have AGP race-day cover from noon through to 7.30pm while Ten will show the action from noon to 7pm.Racing will start later and finish later over all four days of the grand prix carnival.The Bernie Ecclestone-propelled later start time is expected to deliver greater TV audiences in the European and Asian markets, providing more exposure for the Australian race than ever before.F1 drivers will get their first sampling of Albert Park in twilight conditions on Friday when the second practice session will run from 4:30 to 6pm. Saturday’s qualifying session will run from 5 to 6pm.The changes mean that on Thursday and Friday, the most anticipated action will happen after school and after work.As a fitting overall conclusion to the event, British rock legends The Who will play their only Melbourne concert immediately after the Formula One race on Sunday. The post-race concert is included in the price of admission for all Sunday ticket holders.

As we wait for punishment to be handed down in the case of a former judge convicted on perjury rated charges, now comes news of another upholder of the law in some strife.

An off-duty senior police constable had his road car confiscated and impounded after he was allegedly involved in a street race in Sydney’s salubrious north.Acting on a report of two cars speeding in St Ives, police observed the vehicles traveling at speeds as high as 100km/h in a 60 zone.The police stopped a Ford Falcon ute and a Mitsubishi and charged the two drivers, both aged 27, with participating in a race between vehicles, exceeding the speed limit and negligent driving.Their driving licences were suspended and cars confiscated.Marcus Einfeld Meanwhile, former federal court judge Marcus Einfeld will be sentenced this month after he was found guilt of perjury and attempting to pervert the course of justice.Einfeld faces the prospect of a jail sentence after pleading guilty to making a false statement under oath and trying to pervert the course of justice to avoid a speeding fine. His car was caught by a speed camera near a school in Mosman.The more serious perjury charges came after the original speeding charge was dismissed in 2006. He claimed his car was being driven by a friend, Teresa Brennan, but then it was later revealed she had died in 2003.