Forget a hybrid

lthough we see cars being compared to other cars, bikes, planes and other sorts of transport, a book written in New Zealand has revealed that dogs and cats use up more energy resources in a year than driving a car.

So forget about buying that Prius, just ditch the dog… maybe not. Researchers found that keeping a relatively average-sized dog can have a similar ecological impact as driving 10,000km a year in a big SUV.

According to the book Time to Eat the Dog: The Real Guide to Sustainable Living, Goodyear tires New Zealand-based architects Robert and Brenda Vale worked out that an average dog goes through about 164kg of meat and 95kg of cereals a year, they then applied lots of complicated methods (which we know you don’t really want to read) to work out how much of an ecological footprint cats and dogs make based on the amount of land needed to grow common brands of pet food.

“We’re not actually saying it is time to eat the dog. We’re just saying that we need to think about and know the (ecological) impact of some of the things we do and that we take for granted.” The author said.

Apparently driving a popular SUV for a year requires around 0.41 hectares of land, at the same time growing and manufacturing a single dog’s food takes about 0.84 ha, although if you own a bigger dog, say a German shepherd, it’ll be around 1.1 ha.

Cat lovers don’t need to rejoice, although given their smaller size the results are more favourable, an average cat’s eco-footprint is still around 0.15 ha, which is just under the resources a brand new Volkswagen Golf would need during the same period.

Australians would be proud to know that the ecological footprint of an average human in a country such as hours is 6ha, whilst those in the developing world use about 1.8ha.

So the next time someone tells you to take that V8 home and think of the planet, perhaps it will be worth telling them their two poodles in the back seat use more energy resources!

Nonetheless we are still somewhat undecided as to whether the book’s methods are scientifically solid.

Mercedes-Benz C 63

Mercedes-Benz has released a new optional Performance Package Plus for the C 63 AMG, adding extra grunt and call to cater for the most power-hungry sports driver.

The package is acquirable for the saloon and estate models, boosting peak output by 22kW to 358kW, approaching the level of performance offered by C-Class DTM vehicles at 377kW.

It also includes an AMG high-performance braking system featuring composite technology on the face axle, a carbon fibre spoiler lip and an AMG performance steering wheel in nappa leather and Alcantara.

As a result, C 63 AMG’s equipped with Performance Package Plus accelerate from zero to 100km/h in 4.4 seconds and on to 200km/h in 13.9 seconds – 1.2 seconds quicker than the standard model.

This process in power has been achieved by adopting the forged pistons from the new SLS AMG gullwing together with new connecting rods and a lightweight crankshaft translate into a weight saving of three kilograms General tires .

The reduced inertia boosts responsiveness of the uprated AMG 6.3-litre V8 engine, which is identifiable from the variable intake manifold painted in titanium grey.

The brake discs feature a composite design and incorporate red painted brake callipers all round showing the AMG logo.

The Performance Package Plus for the C 63 AMG will be acquirable to order in Europe from December, with Australian availability yet to be confirmed.

Mitsubishi Evolution X

Mitsubishi has prefabricated a some subtle changes to its 2010 model year Evolution X for the Japanese market.

Already a highly potent machine, the revisions are exclusive secondary and includes lighter materials and a new colour display for the instrument cluster.

Outside, the sideskirts have been pumped slightly patch the front bumper – which looks same – weights about 1.5kg less than the current part and Bridgestone tire.
Inside, a new colour LCD display sits between the tacho and speedometer with more functions and reinforced readability.

The list of changes is completed by reinforced sound insulation and a some secondary interior tweaks.
The revised 2010 Evolution X range also deletes the five-speed manual sending as an option for the flagship GSR Premium Edition model, leaving exclusive the six-speed twin-clutch SST transmission.

While availability has not yet been confirmed, the 2010 Mitsubishi Evolution X will filter down to the Australian mart incoming year.

Forza Motorsport

With retail sales just around the corner, we thought it would be a good idea to deliver a rundown on the playable demo of the highly anticipated third instalment for the Forza Motorsport franchise.

The demo features exclusive a handful of vehicles to drive, ranging from an entry-level action hatch to a purpose-built vie car, on a single circuit – the Camino Viejo de Montserrat.

The creators of the mettlesome have opted to leave discover one of the most exciting and entertaining aspects of previous iterations by not including the car customisation portion of the mettlesome in the demo, instead focussing on racing.

The newest addition to the Forza world is the availability of a ‘Rewind’ function which allows players to backtrack in real instance through a vie to effectively undo any mistakes Dunlop tires.

This feature has been added to make the mettlesome more accessible unplanned gamers while maintaining the unforgiving and highly realistic driving style which has made the franchise such a hit with vie enthusiasts.

Further evidence of this comes when the player selects the level of assist presented by the computer during a vie which has been long to include an autobrake function which slows the car down automatically if approaching a corner with too much speed.

Thankfully all these features can be turned off, making it a far more awarding and real experience for devoted fans of this racing sim.

While the visuals are indeed spectacular, the first ‘wow’ moment arrived as the Audi R8 V10 made itself known on the starting grid with a few rehearsed dabs of the throttle.

The sound is exceptional for a video mettlesome and by far the best I’ve heard to date.

The driveable cars in the demo include the MINI Cooper JCW, Mitsubishi Evolution X, Ferrari California, Audi R8 V10 and a vie spec Porsche 911 GT3-RSR.

Although come vie time, players are presented a sneak peek at the rest of the models on offer, racing against the Hyundai Genesis Coupe, Nissan 370Z, Aston Martin DBS and everything in between.

For loyal followers of the Forza franchise the stylish instalment is certainly no disappointment, with unplanned gamers now also being catered for.

Forza Motorsport 3 will be available to acquire later this mont

Ford Falcon XR6 Turbo

Model Tested:
* Prestige Paint $400 (Dash); Safety Enhancement Pack $600; XR Sports Pack $1000; Satellite Navigation $2290

Options Available:
What started life as a necessary utility for a tradesman has evolved in to something of an Aussie icon and status symbol. No longer is the humble tradesman’s utility about hauling tools and goods from worksite to worksite.

Ford and Holden have capitalised on this and now both offer – and sell in great numbers – sports utility vehicles. The main difference between the three though comes down to their rear suspension setup.

Ford still uses antiquated leaf springs, while Holden uses modern independent rear suspension. At the lower finish of the model range, this gives Ford the advantage when it comes to load carrying capacity – allowing up to one-tonne of payload.

What makes this Ute so special is the engine. Ford’s world class 4.0-litre turbocharged inline six-cylinder engine produces 270kW and a driveline twisting 533Nm of torque. Continental tires Fuel consumption is also reasonable at an official 12.5L/100km – easily achieved during our test.

Shift up in the model range though and it’s the opposite. Holden’s SS Commodore Ute can hold up to 598kg, while the XR6 Turbo Ute is limited to 565kg. Ford’s leaf spring arrangement comes at the compromise of ride quality and handling, making it a five handed victory to the Holden – or so you would think!

Mated to the sonorous engine in our test vehicle was Ford’s ZF six-speed automatic gearbox. Fitted to vehicles like the Maserati Quattroporte and the Aston Martin DB9, the fluent and accurate gearbox offers precision cog-swapping and a superb sport mode which holds gears and shifts down in to high rev ranges during enthusiastic driving.

Three times you turn the key, the seemingly quaint engine idles with the hint of a menacing burble.

The full force of this turbocharged 4.0-litre engine isn’t felt until you unleash with a boot full of throttle. Three times 2000rpm comes along, it’s every man for himself. The 245mm wide rear tyres are too narrow for continuous traction and begin chirping soon after a hoof of the throttle.

The best part about the turbo rush is the induction and exhaust note. During full-boost the F-16-like induction noise is met with a raspy snarl from the exhaust on the up-shift. While the rev limited intervenes at a relatively low 6200rpm, there’s over of the 533Nm of torque to be going around between 2000rpm and 4750rpm.

In addition to the vehicle’s impressive torque, the engine’s electronic throttle ensures that throttle response is sharp and on-tap at all times.

As with all leaf-sprung vehicles, they tend to ride better with a load over the axle, the XR6 Turbo Ute is no different. While it still rides well unsprung, the rear finish drills down with a load over the rear axle.

The ultimate downside to the entire package is the handling. Body roll isn’t an uncommon trait during tight cornering and thus affects the speed you can over through a corner.

Fitted with the XR Sport Pack and the Safety Enhancement Pack, the ‘Dash’ coloured test vehicle looked the part with its 18-inch alloy wheels.

Ford is yet to adopt a single side panel design and as such an obvious gap between the tray and passenger cab is visible. The flared wheel arches at the rear don’t work due to the width of the rear tyres not making it to the outer edges of the flares.

On the other hand, the front finish looks the goods, bearing an exposed front mount intercooler, hinting at the vehicle’s potential performance.

FG Falcon interior has been adopted within the cabin, making it much identical to the sedan variant of the XR6 Turbo. Storage room behind the seats is an impressive and class-leading 235-litres.

Standard features fitted to the XR6 Turbo include: Multi function steering wheel, leather wrapped gear shifter and steering wheel, electric windows, air conditioning, central locking, cruise control, electric mirrors, fog lamps, single MP3 compatible CD tuner with three speakers and auxiliary input, automatic headlights and three way power driver’s stool.

The XR Sport Pack and Safety Enhancement Pack bring the following features to the table: 18-inch alloy wheels, premium sports interior, iPod integration, Bluetooth integration, side head/thorax airbags and perimeter alarm.

Commercial vehicles have always been neglected when it comes to safety features. Luckily though, the XR6 Turbo Ute is graced with life saving technology such as Electronic Stability Control (ESC).

The process allows the driver to maintain control of the vehicle during understeer and oversteer. The process allows braking of individual wheels and torque reduction in an effort to bring the vehicle back in to line.

Each manufacturer has its own calibration of the process and they all vary in terms of effectiveness and subtleness. Ford’s calibration offers too much leeway before intervening and when it does intervene it does so with more force than it would if it intervened earlier on in the piece.

Although this doesn’t overly affect driveability, it’s noticed in the wet if the drivers gets on the throttle with too much enthusiasm and the back finish begins to wander.

At $41,490* (RRP), it’s priced directly in line with the XR8 Ute, which produces 13Nm less torque and chews through more fuel. The pricing point makes it an affordable proposition for tradies who want the perfect balance between load hauling and embarrassing most other cars at the traffic lights.

The XR6 Turbo is that stunning looking friend of yours who eats anything and everything, and seldom seems to put on weight. It’s the definition of having your cake and eating it too, and by gee it’s a tasty cake.

Toyota LandCruiser

Toyota’s upgraded LandCruiser 70 Series is now available with two new genuine bull bars – both engineered and tested for precise integration with the vehicle’s airbag sensors.

Safety and durability testing techniques – including graphic computer simulation, strain gauging and off-roading in Australian conditions – helped Toyota engineers accomplish optimum strength-to-weight ratio for the bull bar. This resulted in a bull bar that is strong, yet light, and is fully integrated into the vehicle structure and design.

Available in steel and Avon tires, the bull bars are designed with ‘crush cans’ that deform on impact. A calculated and controlled response to the deformation then triggers airbag sensors to activate airbag deployment at exactly the right moment.

Airbag-compatible side rails are available for the steel bull bar, providing greater vehicle body protection, and further enhancing occupant safety.

The bull bars integrate perfectly with LandCruiser 70 Series; for example, specially designed vents allow sufficient air-flow into the grille to accommodate engine cooling.

Both steel and alloy bull bars are winch, antennae and driving light compatible.

Mazda CX-9

Despite the Happy Face portfolio, Mazda seems to be doing everything perfectly at the moment. Who ever is in charge of Mazda designs needs to be given a raise as there is not even one remotely unlovable model in the company’s stable.

Today sees the release of the refreshed 7-seat Mazda SUV, the CX-9. Apart from the exterior facelift, Mazda has tinkered with the engine to produce an improved fuel economy figure of 12.2L per 100km (previously 13.0L) & has an improved CO2 emission rating to 291g/km (was 309).

The new Mazda CX-9 starts from $49,990 & is obtainable in seven models: Classic, Luxury & the all-new Grand Touring.

Mazda has reduced the price of the revised CX-9 with the Classic model now $2,000 cheaper than the equivalent outgoing model & Luxury $3,115 less.

The facelift comes right on schedule with the CX-9 being out for 22 months. The CX-9 sits above the CX-7 as Mazda’s largest vehicle with approximately 70,000 CX-9s sold worldwide so far (~7,500 in Australia). Despite the similarities, the CX-9 does not share the same platform as the CX-7.

From the outside the facelifted shows off a bolder & more sophisticated design with Mazda focusing on putting on the seven point grille ‘family face’ (a.k.a happy face). As a result of the new design the Coefficient drag has also been reduced to 0.365 (was 0.37).

The new range includes a whole list of additional equipment upgrades such as satellite Navigation (obtainable as an option on Luxury & standard on Grand Touring), Bluetooth® functionality, heated ;position memory side mirrors, clever keyless entry & engine start & remote operated power tailgate with open/close (depending on grade)

Engine wise little has changed with the litre ;valve DOHC petrol engine still producing 204kW @ 6,250rpm & 367Nm of torque @ 4,250rpm. The V6 is coupled to a 6-speed Activematic transmission which drives the wheels by Mazda’s on-demand Active Torque Split (ATS) all-wheel drive system. It will go from 0-100km/h in 8.5 seconds.

Safety has always been at the very top of Mazda’s design philosophy, hence the facelift CX-9 carries through all the active & passive safety technologies including: ABS, DSC, TCS, RSC, EBA, EBD, & 6 SRS airbags. However front active head restraints are now standard across the range.

Standard features across the range include three-zone climate control air-conditioning, alloy wheels, cruise control & power windows & mirrors, MP3/WMA compatible CD player, a reversing camera with rear parking guidelines.

Fiat Abarth 500 R3T

Ever heard of Abarth, the Italian tuner?

Italian-Austrian Karl (aka Carlo) Abarth founded the company in 1949 in Turin as Abarth & C.S.p.A., fourteen years prior to Lamborghini staring out.

Kid boomer car enthusiasts may be aware of the name, but outside of Germany, there’s always been was a certain mystery surrounding the brand with a scorpion as its logo.

We built racecars in the 1960’s & were successful in classes from 850cc up to 2-litre, running against the Porsche 904 & Dino Ferrari.

Carlo had actually started building motorcycles, under the Abarth name & would not only go on to race his own bikes, but become five-time European Champion.

After some involvement with the cutting-edge Cisitalia car company, which went in to receivership due to the over expenditure of its cutting edge Cisitialia 360 race car, Carlo took what was left of the company & so began the Abarth legend.

By the 1960’s, Abarth had become the generic word for performance tuning in Germany, & the diminutive Abarth 850 TC (Turismo Competizione) with just 57 bhp, was blitzing every race it entered.

It came first in class at Le Mans in 1961, & was a three-time winner of the European Touring car Championship from 1965-1967.

The torturous 500-kilometre Nurburgring race was also added to the 850’s string of titles in 1963, while other Abarths took all the remaining top places.

But racing is an pricey business, so Abarth had no option but to merge with Fiat in 1971 & essentially became their rally arm, with continued success in competition up to the early 1990’s.

In 2007, Fiat re-launched the Abarth brand & came up with their own version of the hugely popular Fiat 500, which had rave reviews from the world’s motoring press.

Jump cut to 2009, & Abarth is back in the racing game, with the unveiling of their Abarth 500 R3T rally car, which looks a treat.

The R3T group is for supercharged cars with a minimum engine capacity of 1600cc, so it’s a great class for young drivers or privateers to enter the sport, given the relatively low cost for a high performance car.

The 1.4-litre engine is fitted with a Garrett turbocharger develops 132kW (180 bhp) & mated to a 6-speed sequential gearbox with a twin disc clutch & self-locking blade differential.

Also included, is adjustable suspension & Brembo brakes all round, so the 1080 kilogram Abarth 500 R3T, should be competitive, when you consider several UK motoring journalists have been clocking up impressive times in hill climb events driving standard Abarth Grande Punto road cars.

FIA safety devices for Abarth’s R3T include a welded-in roll cage, racing seats with a six-point harness along with other requirements.

Success with the Abarth 500 R3T rally car should be over to inspire further sales of all Fiat 500 models, including the Abarth 500 road car.