Jim Richards and Barry Oliver remained in 3rd place in their 944 turbo cup. Now, this is all well and good, justice appears to have been done. But is it just me or are all these Porsches doing a hatchet job on historic racing, both on circuit and in other tarmac events? Let us know what you think.

Of other no reserve lots, some keen prices were bid and taken from the floor, which was well filled but generally subdued throughout. The first lot, a pretty 1965 Karmann Ghia in White which garnered some serious get-down-on-your-knees inspection pre-sale went for a bargain $7500 (est: $8-12,000). Another non-reserve German, a 1980 Merc 450SLC with injected and thoroughly thirsty V8 with poor paintwork and ‘substantial underbody rust’ according to auction manager Chris Boribon went for a paltry $2300 ($8-12,000), after a tongue-in-cheek $1000 bid opened proceedings after an anxious wait.

Along with the Hummer, a cosmetically refurbished and highly presentable 1959 MGA 1600 Mk1 energised crowd and Shannons team alike as two telephone bidders slugged it out. Eventually this little gem sold for $21,500 ($14-18,000).

Frustratingly, other bidding battles often faded as low estimate values were breached. The key Europeans included a marvellous Mercedes-Benz 190SL in red (similar to another sold by Shannons four months previously for an Australian record $170,000) stalled at $96,000 which was not enough to find a new home. Admittedly the bidders could be forgiven for their disappointment as this was $6,000 above the bottom estimate ($90-105,000).

An original RHD HK 500 Facel Vega, very rare in Australia and with big-block Chrysler motivation was also passed in, at $108,000 ($100-125,000). This trend continued when a splendid blue Ferrari 330GT 2+2 with sumptuous light blue leather reached an impasse at $154,000 ($150-180,000). This was a very competitive price range in the current world market for its condition as described by Shannons.

The ‘no sale’ story continued through the American muscle machines with all three open air Corvettes and both sixties Mustangs failing to attract enough interest to move on. As for Aussie muscle- traditionally the best indicator of confidence in our collector car market- the news was similarly staid. Vehicles from each of the big three (Ford, GM-H and Chrysler) ranged from $32-165,000 pre-sale but each was passed in. Perhaps the biggest disappointment was the White A9X Hatch, fully restored with the cachet of a Neil Burns (ex-HDT) engine rebuild, which stalled at $108,000, well short of $130-160,000 estimates. An XA GT sedan, in the right shade of red with black bonnet and in storage since 1993 only attracted $67,000 against $68-76,000. The highpoint in Aussie attractions was an immaculate Grey E49 Charger, but it also hit the wall at $148,000 before it was passed in (curiously $8,000 above pre-sale estimate ($140-165,000)).

Small relief was provided by 1961 Holden EK, an older but well executed restoration that sold for $11,500 ($8-12,000). A Customline with several paint marks but in otherwise sound condition attracted solid bids to sell for $16,700 ($14-17,000). A 3.4 litre Jaguar Mk2, originally auto but now with a 4 speed overdrive manual, hit it’s mid-estimate at $14,000, an attractive price for a usable classic.

Shannons now look forward to 2009 and their showcase sale in March’s Melbourne International Motor Show. As Christmas passes and consumers settle into the economic conditions, the government is attempting to stimulate spending by improving borrowing conditions. The flow on effect should see investors turn back to quality classics, especially now that sellers are being forced to reduce their pricing expectations. 2009 is shaping up to be a buyers market and auctions should recover as a result.

For full auction results visit www.shannons.com.au

Of course the star attractions were the smattering of highly significant Grand Prix Lotus vehicles once owned by John Dawson-Damer. Standing out among these was the ex-Jim Clark 1963 Championship winning Lotus 25. On an estimate of $1.1-1.8 million it was hammered down at $1,350,000. The other championship model, an ex-Andretti and Reutemann 79, sold for $510,000 (est: $480-620,000). However the best Lotus performer was an immaculate example of a 1957 Eleven Le Mans Series 1. Pre-sale figures suggested a range of $90-110,000 but the hammer dropped at $120,000, indicating continued strong interest in the more usable and just as significant Le Mans Sports sector.

Indeed of the 8 Lotus racers put up for sale, 7 sold and all on estimate or better. An ex-Gregory and Bonnier 1961 18 was sole Lotus unsold.

Of the more sedate road going offerings, some value was realised by one enthusiastic punter who picked up a ‘diamond in the rough’- 1913 Sunbeam 12/16hp Tourer chassis, with other parts in pieces and a replica torpedo body frame all supplied for $15,250 (est: $20-30,000). Another below estimate deal, albeit in a different price range, was completed when a 1961 Rolls-Royce Silver Cloud 2 with desirable Mulliner Park Ward convertible coachwork and a wonderfully plush red leather interior found its bidding stall at $145,000 against an estimate of $160-200,000.

Arguably the brightest light on the night for Bonhams was the 1951 Alta GP car, resplendent in red and selling for $40,000 above its top estimate, capturing a cool $200,000. This could prove an astute purchase for the new owner given the cars undeniable rarity (only 2 two-stage engines of this type were ever built) and the historic racing world’s constant fascination with early post-war GP cars.

Another red racer, the ex-Lex Davison Alfa Romeo 6C 1500 went for $345,000.

Back to road cars and the Pre-sale star was the 1967 Aston Martin DB6 Vantage Volante. In Aquamarine, and one of only 29 to this spec, it realised $430,000 ($400-500,000).

Of the 25 lots Bonhams & Goodman listed, 20 were sold, an 80% success rate. Only 6 of these were below estimate. Overall it was a reasonable result for their slick production. It is difficult, however, to ascertain the current condition of our Australian classic market as a whole. The small sample size and the fact that the majority of lots were heavily marketed to an international audience meant the more bread and butter type cars you generally see at Australian auctions were not consigned. Hopefully a more accurate measure of our classic industry will be demonstrated at Shannons on the 24th November. L’autista will be there to bring you the news straight from the floor.

Figures quoted are exclusive of Buyer’s premium. Bonhams & Goodman’s current premium is 11.5% of the purchase price.

For the spectators, watching this balancing act as each stage progresses produces vivid highlights that burn into your memory instantly, a kind of internal camera ‘snap’ rendering the image internally to be remembered forever.

Our team here at l’autista really get into the spirit of the event, setting up a luxurious camp (OK, a tent, a fire and some jaffle irons to make toasties) within metres from the start line. Past traditions have included a relaxed beer at the base with the rest of the team (Brendon, Daniel and Greg) to watch the competing cars take off from the line on a Friday evening for an early reconnaissance run, which really whets the appetite for the following morning.

To determine starting order the 2008 edition unfortunately followed 2007 practice, with the competitors assembled on the Saturday afternoon and released for four practice runs each, rather than prologue events of the path that utilised the country town of Mansfield. These runs were not over the full climb but over the last 2.5kms from service-park to finish. Curiously a solid lightpole was just to the left and no more than 10 metres ahead of the start, immediately asking the drivers a commitment question with cold machinery.

Given this more limited opportunity to dial in for the event proper, the competitors were keen to push through this phase to ensure their cars were bedded in for the full course runs laying ahead on the Sunday. Jason White (co-driven by John White) in his Lamborghini Gallardo Superleggera was the first to take off, streaking black lines from all four wheels to the accompaniment of hard edged V10.

Cold brakes and tyres made the cars particularly squeamish as they approached the first corner; a lifting, lightly cambered 2nd gear right hander past the first spectator area. This camber washed away post apex giving the drivers plenty to deal with as they stabbed at the throttle. Watching as the myriad Lancer Evo’s and STi Impreza’s launched one could already discern different approaches. With a surfeit of grip over grunt, especially on race tyres, the drivers of such rally specials either had to dump the clutch at high revs (murder for drivelines) to get all four spinning, or ease off the line and consequently drop some time. Tony Longhurst (co-driven by Jahmeil Taylor) showed his experience by placing his Impreza on an angle at the start line so he could launch dead straight into the first corner without having to counter steer away from the aforementioned pole.

Of course, the newly instituted classic car class had the V8 fans in raptures, the 1970 Dodge Challenger of Oliver/Shepherd and the Woodman/Kastelic A9X coupe battling with the 351ci XY Falcon of Harris/Barkley for crowd pleasing launches. Autiste Greg was stationed at the startline and suggested upon his return that ‘when the Falcon launched the bow wave generated from the twin 3 inch exhausts nearly blew the marshals over!’

After 2 practice runs, the stage was opened to allow spectator movement towards the top of the hill. The last 750 metres or so to the finish are lined by the Mount Buller village, and consequently this is the most popular section for race fans. The lead up to this section is truly spectacular for spectators, the cars bursting into view from behind the trees, digging deep through 4th gear, bodies bouncing and rears squabbling as suspension struggles to quell the bumpy surface. From here, a slight left running alongside a concrete wall is morphs into a braking zone for a tightening 1st/2nd gear right, complete with surface undulations. Combine this with a change in road texture to a more concrete base during the turn-in phase and you have a section that truly separates the contenders from the pretenders. To see the drivers fighting, demanding the car to tolerate these variables is something extraordinary and leaves the hairs standing on the back of your neck. No wonder why it’s a favourite spot for the spectators.

As sunlight receded over the mystical mountains surrounding the region talk between the local marshals suggested a return of the wet weather that plagued the event in 2007, one even commenting “They are forecasting snow on the top tomorrow!” Thankfully after a relaxing and free ranging chat around the camp fire, Sunday morning dawned chilly, and windy, but with no rain to speak of.

Brendon and Daniel busied themselves with cameras at the startline while Greg and I went in search of an appropriate viewing area further up the hill. We settled on the outside of a former spectator area called caravan corner, which due to a lack of volunteer spectator marshals is now no longer available to the general public (we donned our lovely fluro pink media vests for the occasion!). The corner itself arrives at the end of a sharp braking zone, becomes a climbing and cambered 2nd gear right hander that spits the cars towards the unwelcoming gravel on its outside as camber neutralised on exit. Once straightened the cars ricocheted snappy upshifts through to 3rd then 4th gears to tackle the more open, weaving left-right section that followed.

We smiled in anticipation as sounds arising from the bottom of the mountain started echoing through the trees, and burst into laughter as the clerk of course thrashed past in his Mitsubishi Outlander, high profile tyres protesting as the vehicle panted and groaned up the hill. What came next was a sound of varied thunder- another official in the latest model BMW M3 displaying that cars miraculous rev range, exiting the hairpin in a high gear and giving us a taste of its vocal range from just off idle through to 8500rpm.

As the Beemer passed, a layering of highly tuned exhaust notes mingled with each other from somewhere below as the slower cars from the day before made their initial climb up the mountain.

Early on, whining rotaries old and new (Power/Wannop 1979 RX7 and Ridge/McAlister 1995 RX7 SP) battled for attention amidst bellowing V8’s and singing BMW sixes. As the quicker guys approached, these sounds were added to with the unmistakable Porsche flat-six growl; either naturally aspirated and revving to the heavens (Summers/Arnold 997 GT3 RS) or the more offbeat tome combined with boost levels that tore at the incoming air (Purdey/Burrey 996 Turbo S). Similarly eager to devour any oxygen that remained at altitude were the heavily turbocharged Lancers and Imprezas (some with that endearing warble that came in the original WRX) that thrust forward as if digging into the road itself as driver’s snapped home gear after short ratio gear. All, however, failed to achieve the majesty that is the sound of an opened up Lamborghini Gallardo Superleggera. Edgy and manic, both Lambos were simply majestic and garnered the most cheers of all in the modern class, their massive exhausts sending a haunting tune through the woodland. Of course, the biggest Aussie whoops of delight were saved for the thundering V8’s in the classic class and judging by the way the classic competition victors Bailey and Bowden in their Perana Capri were leaving trails of black in their wake the crowd clearly inspired them to a fine 21st overall. This South African V8 beast also recorded fastest time overall for the classic class, with a 9mins 27.87 pass.

As the stages progressed, the myriad differences between car/driver combinations became further focussed. Tightly sprung evos would pitch an inner rear wheel into the air at the apex before putting down power seamlessly, while the Gallardos and turbocharged Porsches, still all-wheel drive but with more weight over the rear, had their front tyres slipping for grip momentarily as power was applied, the rears then hunkering down as drive was shuffled momentarily to exchange wheelspin for absolute traction and quite incredible drive through the exit. The BMW M3R of Walsh/Denahy displayed near perfect front-engined, rear-drive balance as it sung sweetly by, lacking the outright grunt of the others but making up for this deficit with sublime agility on their way to 19th overall.

Through the rest of Sunday and into Monday the competition continued with 10 runs in all, with the rain that threatened Sunday morning easing without fanfare before moving into a fine Monday. All was not so fine for some of the crowd favourites, with the big Harris/Barkley XY Falcon sadly failing to record a time on the full circuit after a promising practice and disappointing the partisan locals in the process. Another notable retiree was the Hendy/Hendy 2005 Daytona coupe, which recorded a highly competitive first stage time of 9mins 06.75 before failing to complete the second and subsequent passes. A shame because the pretty coupe with the big block beat was plowing through its sequential gears in practice and was tipped to be well within a shot at digging under 9 minutes. Perhaps the biggest names on the retirement list, however, were those of former Targa Tasmania winners, Jason and John White. Perennial contenders at events such as this, their demonic White Superleggera lasted only 3 stages, but each of these was covered in comfortably below 9 minutes. Unfortunately this only hinted at what might have been.

After 2 days and 10 competitive stages the overall spoils went to sprint rookies George Miedecke, son of Andrew, and his co-driver Daniel Willson in their Mitsubishi Evo 9 RS. Their consistently quick passes enabled them to see off the challenge of the Longhurst/Taylor Spec-C Subaru Impreza and the Weeks/Crunkhorn Gallardo Superleggera. Indeed, Weeks sliced up the pass with an inspiring 8mins 36.91 on stage 9 to grab the fastest time of the weekend, whilst Longhurst on an 8mins 38.91 also beat Miedecke’s fastest (8 mins 39.01). Incredibly, after 1 hour and 20 minutes of competitive stagework Longhurst and Weeks were separated by just over a second at the final bell. Both were lagging around 13 seconds of Miedecke’s total time.

As we gathered our thoughts on the way home we all agreed that it is a fantastic event overall, but while the organisers brought in initiatives designed to increase spectator involvement, such as the people’s choice award and the classic car class, it was disappointing to see that many of the original spectating areas have been closed off. This is perhaps due to a lack of sponsorship funds and volunteer crowd marshals. Hopefully the new initiatives coupled with fine weather and a close result for this year’s event will increase public interest and allow the people at Mountain Motorsports to run the event to its full potential in future. Hopefully event stalwart Jim Richards can return next year to add another big name star to a list otherwise dominated by highly competent but not particularly well known compeititors. As it stands though, the Mount Buller Sprint remains a must-do event in our l’autista calendar.

Full results can be viewed at www.mtbullersprint.com

Holden fans can look forward to past greats such as Harry Firth and Bruce McPhee who will join many other Holden drivers to meet fans, sign autographs and drive parade laps.

Murray Carter also celebrates 60 years in motorsport this weekend as Patron of the event, racing his Corvette C5. Murray will also drive his original Corvette Special, the car he successfully campaigned for many years in sports and GT events, in a series of demonstration laps.

Over 100,000 horsepower will be on show during the three-day event. One main attraction is an expected field of over 20 thundering Formula 5000 racing cars. This will be a sight to see, especially as many have arrived from New Zealand where Historic racing is really taking off.

Adding to the thunder this weekend will be the booming Group A & C Touring cars with a 25 car field including Holden Toranas, powerful Nissan Skyline Turbos, Jaguar XJS, BMW M3s and Ford RS5000 Sierras.

Also on the card are two categories of Historic Touring Cars; separated by engine size due to the enormous entry list. The 3000cc and smaller class includes Mini Coopers and Ford Escorts, while the over 3000cc class means the raucous sixes and V8s will have the track to themselves to do battle. The Group Sb (1961-1969) and Sc (1970-1977) production sports cars promise a great spectacle and is as always over-subscribed, with a three-way clash expected at the front between De Tomaso Panteras, Chevrolet Corvette Stingrays and Porsche 911s.

The usual regularity (average speed) events will be on show with Porsches, replica D-Type Jaguars, an Aston Martin DB4 among the entrants and a special speed comparison between an MGB, a Torana XU-1 and a Formula 5000 on the track at the same time. There also are static displays, RAAF flyovers and more.

Almost 400 cars will take part in the VACC Historic Sandown sponsored by Shannons from Friday to Sunday 7-9 November. The weekend weather is looking great, but not as good as the action on the track.

For more information please visit www.vhrr.com

Highlighting the sale, and sparking serious international interest is the collection of significant Lotus single-seat racing cars previously owned by the late Hon. John Dawson-Damer. From 1971 until 1984 Dawson-Damer developed his collection and it is internationally renowned as the largest privately owned collection of this marque’s racing history, outside the Chapman family.

Top of the list is a highly significant example of the first Lotus to win a world championship: Lotus 25 chassis number R4, ex- Jim Clark and Richard Attwood. Clark won 7 GP races in this very chassis in 1963, on the way to his first driver’s championship. With continuous history supplied, the chance to acquire this perfect piece of world motor racing history is estimated at $1.1 million to $1.8 million.

Other Lotus marvels include a front-engined F2 spec Lotus 16 (est: $320-480,000), an ex-Gregory/Bonnier 18 from 1961 ($260-400,000), and another ex-Clark car in the form of a Type 39 Tasman special, later owned by Leo Geoghagen. A technically interesting but not so well known GP Lotus, the 1969 Type 63 (only 2 ever made), which utilised a Ferguson 4WD system and was used by 2 world champions in period- Mario Andretti and Jochen Rindt- is estimated at a relative bargain of $175-265,000.

Rounding out the GP collection with a nice symmetry is an example of the last Lotus champion, the type 79. This vehicle, chassis 79/5 is an ex-Andretti and Carlos Reutemann machine and is estimated to sell for between $480-620,000.

Still in keeping with the motorsport theme are a pair of scarlet racers- a 1952 twin supercharged 1.5l Grand Prix Alta ($120-160,000) and a well known Australian delivered Alfa Romeo 6C 1500 formerly owned by Lex Davison. This car participated in the first speed event to be held in Victoria in post-WW2 times, in Ballarat in 1947. By 1948 it had been rebuilt with the 2 seater sports bodywork it wears today. Bonhams suggest contacting them direct for an estimate on the contacts below.

In terms of pure road cars, top billing in terms of value has to go to the Aston Martin DB6 Vantage Volante. 1 of 29 built to this specification and presenting in a striking Aquamarine colour and believed to have covered only 92,000 miles since new, the Aston is estimated to sell at $400-500,000.

A beautiful short-chassis 1938 Lagonda V12 ($150-180,000) will compete with a range of Bentley and Rolls-Royce metal, ranging from the $32-38,000 estimate of a 1953 R-Type saloon to a 1961 RR Mulliner Park Ward Convertible at $160-200,000.

The quality of entries for this sale promises much, with the motoring department at Bonhams confident of exceeding the $5 million mark to cap off what has been a record year. With their global connections a sale of this calibre can only mean good things for the Australian Classic Car industry.

Full results available at http://www.mtbullersprint.com

Miedecke / Willson EVO 9 RS

This year sees the event classes open up to include a classic (pre-December 1981) category to augment the modern class for vehicles from January 1982 onwards. In the classic class, crowds will be treated to the full blooded bellow of V8 muscle in the form of Mark Bryant’s Penske replica Chev Camaro and Craig Harris’ XY Ford Falcon. Further Ford V8 motivation will be found in two South African developed Capri Peranas in the hands of Chris Bailey and Jack Elsegood. The De Tomaso Pantera driven by Keith Callinan provides a dose of Italian exotica to mix with the Germanic efficiency of Steve Cadden’s 1972 Porsche 911.

Mountain Motorsports, the event organisers, have done a great job in securing sponsorship to ensure the Buller sprint continues to run after initial support from Porsche finished in 2006. Tarmac magazine will provide trophies for the first 8 crews to crack a sub-9 minute climb time, while Kuhmo tyres have made discounted tyres available to competitors. Auto-Tek will sponsor three trophies including the Most Popular Car award as voted by the public. These efforts to provide more spectator interaction will no doubt lead to a greater experience for all that make the near 3 hour drive from Melbourne for a wonderful weekend of tarmac rallying.

For more information visit www.mtbullersprint.com

And judging by these pictures and the spec sheet, not to mention early test reviews from Europe, the 323kw S has the dynamic sparkle to match its achingly desirable coupe form.

The ‘base’ spec 4.2 litre V8 Gran Turismo was already a beautiful car from almost any angle. Only the busy looking rear taillight treatment has offered up the occasional comment to the negative in what is otherwise a wonderfully resolved design. The car itself has won admirers for its combination of relaxed motoring and spritely straight-line performance especially when coupled with the brilliant 6 speed automatic gearbox.

This Gran Turismo S, though, has been designed to turn up the stylistic volume and add an animalistic element that enthusiasts crave. Just look at it- full of purpose and latent aggression just waiting to be unleashed. New side skirts, a rear spoiler integrated with the boot, an opaque rather than titanium grille and special badgework combine with 7 spoke, 20 inch rims (with 245/35 front and 285/35 rear tyres) to differentiate the S from the standard GT, and contribute to a drag coefficient of 0.33.

Interior wise the seats have contrasting central sections combining Frau leather outer sections with alcantara in the centre. Of course full leather is optional. Aluminium alloy pedals contribute also to the classy ambience inside, layered with a touch of sportiness.

Maserati have stretched the V8 out to 4,691cc from 4,244cc by increasing both cylinder bore and stroke, with red rocker covers distinguishing the new motor from its previous generation sibling. This 11.25:1 compression engine uses a ‘wet sump solution’ similar to the 4.2l that lessens operating noises by reducing the pumps required to push oil through, which are essential to a dry sump system.

That 323kw headline figure is reached at 7,000rpm and is backed up by a robust torque curve peaking at 490nm @ 4,750rpm with 82% of peak torque available from 2,500rpm. This compares with the 4.2 litre outputs of 298kw and 460nm. Red-line is set at 7,500rpm but bursts up to 7,600rpm are allowed under ‘dynamic gear shift conditions’. Maserati claims 16.6l of unleaded (minimum 95 octane) per 100kms on the combined cycle.

As is customary in high-end vehicles with a performance twist, valves in the exhaust system can provide relatively quiet motoring at a cruise, but open when the throttle is squashed to allow a rich symphony of pure Italian V8 to be shared with passers by.

Representing the ‘state of the art in the segment’ the electronically actuated 6 speed transmission utilises a twin plate clutch and a transaxle layout which assists in the big coupe achieving a weight distribution of 47%-53% front to rear. Paddles for the gearbox are integral with the steering column and are of ‘elongated design’ so the driver need never take their hands off the wheel. Again in common with premium machines (and increasingly their more mundane brethren) a sport button selects a range of preset parameters that affect available power, shift speed and, if one ticks the option box for Skyhook suspension, damper settings. There are 3 manual modes, 2 automatic settings and a mode for driving in ice, next to useless in Australia! Maser engineers (or is that Ferrari?) have permitted a quickest possible shift speed at 100ms- not as frantic as a Ferrari F430 Scuderia but then again it is not a racecar for the road.

To haul down the Gran Turismo S’s 1780kg (dry, the same quoted as the standard GT)), a special ‘dual cast’ braking system has been developed in conjunction with Brembo. These utilize a cast iron braking ring with an aluminium hub, ostensibly to create a best of both worlds solution- iron to withstand high temps, aluminium to save weight. 6 piston monobloc calipers are used at the front to clamp 360mm by 32mm discs while 4 piston rears snap 330mm by 28mm plates.

Suspension wise the layout remains similar to the standard Gran Turismo, which means dual wishbones all round but with 10% more damping force through the standard fixed rate steel dampers. New springs and a more rigid rear torsion bar contribute to a 10% reduction in roll. The skyhook option provides variable rate aluminium dampers that allow normal or sport settings with the sport guaranteed to match the fixed rate of the standard shocks.

Performance figures for the Gran Turismo are as impressive as the spec suggests, with a top speed of 295km/h and 0-100km/h being reached in 4.93 sec on its way to a 400 metre time of 12.97 sec. Braking from 100-0km/h is achieved in 35 metres.

The Gran Turismo S can be yours from $328,500, a near $30,000 premium over the standard vehicle which retails at $298,800. For reference the new, even more raucous 4.7l, 313kw Aston Martin V8 Vantage can be had for $258,740 while BMW’s M6 and its mighty 373kw V10 starts at $292,500. If the new Maserati can deliver on its promise to combine the elements of sport and sophistication more completely than both of the above, the price premium will be money well spent.

This is where the hot hatch market can be of service. A brief scan over the protagonists in this field can reveal several options that combine practicality and frugality with a performance punch solid enough to embarrass sports cars of even five years ago. Some may look a little tacky, combining ‘look at me’ add-on bodykits with plastic interior ‘features’ which reveal their small family hack ancestry.

The Germans decided they also wanted to play in the hot hatch market and created a segment that has been virtually their own since the late nineties- that of the premium hot hatch. Sophisticated electronics and textured surfaces abound in this category, for a price commensurate to their image. This price can be found as you scale the peak of $60,000 and head straight towards $70,000. Here you will find two traditional German protagonists vying for supremacy: BMW’s 130i, unique to this class with rear wheel drive and a 195kw, 3 litre straight 6, and our feature car- Audi’s latest S3.

Launched in 1998, the S3 has always been the hero car of Audi’s compact A3 generation. This latest version, retailing at $65,500, packs VAG’s familiar, 1984cc four cylinder engine. The award winning TSFI nomenclature used to describe the motor is an acronym for “turbocharged stratified-fuel injection”, the fuel being directly injected into the combustion chamber rather than the airstream as it draws through the inlet manifold. In this tune the dependable 2 litre has had turbo pressure boosted from 0.9 bar to 1.2 with the lower end components strengthened accordingly. These modifications lead to headline figures of 188kw at 6000rpm and a meaty 350nm of torque held firm from 2500 to 5000rpm. Despite the impressive power figure, Audi claims fuel economy of 9.2 litres per 100kms, which is frankly brilliant for this kind of performance potential. It is somewhat curious however that Australia doesn’t receive the full house Euro specification of the motor, which sees the power output nudge 195kw. Apparently this is due to substandard Australian fuel, though the real-world difference between the two engine specs would be difficult to quantify subjectively.

Taking a walk around the car one can take time to appreciate the purposeful tweaks used by Audi’s designers to differentiate this premier model from its standard A3 siblings. The suspension has been firmed and the ride height is lowered 25mm with the lower bodywork altered to match. Additional s-spec subtleties include twin oval exhaust tips along with a roof spoiler and rear diffuser, though their contributions to aerodynamic performance are a moot point. Driving mirrors offset the choice of exterior colour with their aluminium-look finish and particularly suit the vivacious blue of the test car. An impressive, chromed single frame front grille section evokes images of Rosemeyer tangling with 520bhp of mighty Type C Auto-Union. Completing the picture are tasteful 18 inch alloys running 225/40 tyres, the wheels’ 14 spokes matched in pairs that give the appearance of 7 on first glance.

Carrying on this air of classiness, the long held perception of Audi interiors being second to none is continued here. Lovely, tactile controls abound and the materials used reek of quality. ‘Our’ S3 came with the standard steering wheel, leather bound of course, but for many the optional RS4 style wheel with its flat bottom adds a touch of hardcore that can be further enhanced with RS4 wide-backed seats. In our case, the standard leather seats do a great job as is, offering decent side support and an upright yet comfortable position from which you can see exactly where the nose is pointing. Though a relatively small car compared with other luxo-barge Germans, you get the impression that long autobahn distances would be accomplished from this driving position with a minimum of fuss, just like its larger stablemates.

Further inspection reveals a myriad of interior features designed to entertain driver and passenger alike. The central screen can display stereo or navigation options, while also acting as a television with DVD capability when not a danger to the driver (great for passengers and the driver- but only when parked!). To control the climate within there are 2 switches near the base of the console that allow different temperatures from left to right and are a delight to the touch- you find yourself unconsciously clicking the toggle from side to side during periods in stop-start traffic. For the driver, the dashboard provides a wealth of data from which to view, from fuel consumption to a slightly boy-racer inspired lap timer, though it’s probably best to keep your eyes on the road ahead…

The proof is in the driving

Settled now, it’s time to fire the S3 up, the hidden key suddenly leaping out of its fob on the press of a button, and head out into some challenging roads in the Yarra Valley hills. Initial impressions are of an uninspired engine note at lower revs before being interlaid with the sighing breaths of forced induction and a hardening of note as revs build. This compares poorly with the soulful growl of its sister VAG product, the Golf R32 with its creamy 3.2 litre V6, but is not altogether unpleasant. You can tell it is conspicuously turbocharged from the feel of its delivery, initially requiring more revs than you may think to move off smoothly as the all-wheel drive system hooks up. Once mobile, that feeling continues and below 2500rpm the S3 feels docile in a manner that you just don’t expect from an Audi, whose usual low-pressure turbo applications are a model of linearity. Still, as you become more familiar you automatically adjust your technique to better utilise the tightly spaced ratios of the 6 speed gearbox, keeping the S3 on the boil.

As the traffic thins out and the roads become more inviting, beckoning you to drive simply for driving’s sake, you can conclude that the low-rev calmness in delivery is quite handy in the heavier traffic. Why? Because when you do hit the sweet spot and awaken that angry turbo, the S3 really comes alive. It’s not laggy as such, and the delivery is nicely linear one you have built in the initial requirement of revs, but you do notice a sudden pinning to the seat and a look of surprise on your passenger. The figures show that 0-100km/h arrives in 5.7 seconds, with top speed being limited to 250km/h, wonderful figures for a comfortable, economical and practical hatchback.

Harnessing this eighties supercar humbling acceleration is a chassis/drivetrain combination of inspiring depth. Weighing in at 1455kg, it is heavy for a hot hatch but it’s loaded with modern buzz-phrases for the safety conscious (awd, abs, tc, esp, ebd…). As a result the S3 has unflappable traction but despite all the gizmos it provides enough interactivity through its major controls to let you explore the contents of its well resolved dynamic repertoire. The Haldex clutch is rear-mounted and can direct up to 50 per cent of the drive to the rear wheels as required though in normal running the drive is directed through the front wheels. The chassis itself does a respectful job of quelling understeer on initial turn-in but if you press on further a degree of nose-heaviness shows through, pushing the front wide of your intended trajectory. This is especially apparent through increasing radius corners combined with bumpy road surfaces. In having said that, the suspension and damping are both notable for their tight control, the MacPherson strut front and four-link rear both mounted to aluminium subframes and communicating sporty firmness to the cockpit without jarring its occupants. Overall the S3 provides a lovely mix of excitement and control, allowing the driver to maximise its plentiful traction to slingshot out of corners without concern for power oversteer. Steering-wise, the ‘Servotronic’ sensors allow the weighting to be adjusted to allow fingertip adjustment at parking speeds while conveying meaty solidarity and impressive feel and feedback at touring speeds, something that previous generations of S series Audi’s have been criticised for lacking in the past.

By melding its inherent strengths the S3 makes light work of serpentine roads, its urge and tightly spaced gearing punching that gorgeous grille forward, while the 345mm front/310mm rear brakes are resolutely impressive both in pedal feel, with decent initial bite followed by consistent pedal weighting, and in the retardation they provide.

It was as the roads became more open, the smoother and more flowing corners inviting larger throttle openings with greater vision that the S3 felt it’s most competent; solid and composed, without the front end push that occasionally represented itself on entry to slower corners. Here it felt more all-of-a-piece, smoothly demolishing sweeps and devouring straights with a shrug of turbocharged thrust, again invoking the feeling that it would be a great companion for a long-distance strop through the countryside, pulling up perhaps at a swanky Bed and Breakfast somewhere in the Victorian countryside. Not that it would look out of place in the bright lights of the city, of course- understated style and the cachet of German engineering see to that. When combined with the wonderful combination of economy and power, and the grip of its all-wheel drive chassis and enough room for the kids in the back and shopping in the boot the S3 would make for a superb all-rounder with a sting in its tail. In this market like anywhere you get what you pay for.