They include the fourth series in the Aero 8 this year, three models in the Classic range which is expected to resume next year, development of a fuel cell prototype LIFECar and the resumption of four-seater production in 2011.
The Aero 8 now comes with a 4.8 litre BMW V8 engine replacing the previous 4.4 litre unit. Power is up 25kW to 270kW and torque is up 40Nm to 490Nm.
It costs $255,000 and for the first time on a Morgan, automatic transmission is an option for an extra $9000.
Morgan Cars Australia managing director Chris van Wyk said the Aero 8 only recently became available here.
"It's taken me four years to get the Austalian compliance for them," van Wyk explained.
Features of the Series 4 include new airconditioning with tunnel-mounted outlets, a repositioned handbrake, larger front air intake, new heat outlets on the front guards and a larger boot due to a relocated fuel tank.
It weighs only 1445kg thanks to its aluminium chassis and boyd which helps it achieve a 0-100km/h sprint in less than 4.5 seconds, and 10.8 litres per 100km. CO2 emissions are 260g/km.
Aero 8 comes standard with a carbon fibre boot lid, 6-pot AP Racing 348 mm ventilated disc brakes at the front, tyre pressure monitoring, cruise control and a bespoke leather and wood trim interior.
While there are 19 standard Morgan colours from which to choose, the Morgan factory will also paint a car in any automotive colour, including two-tone, for an extra $2200.
There is also a choice of wool carpet colours, four versions of wood trim, an aluminium or graphite fascia and a selection of colours for the double-layer mohair soft top.
Van Wyk said they were taking orders now for the Aero 8 and already had seven people put down a $1000 deposit.
"Morgan owners are the most homogenous group of people I've ever come across: heterosexual male baby boomers and they all buy the cars with cash," he said.
"It's all discretionary spending for them.
"The only problem is they are not in a hurry because they have several other cars. They buy when they are ready."
The Classic models, due next year, are expected to include the Roadster, Plus 4 and 4/4 Sport.
Van Wyk said pricing and specification was not yet known.
"Who knows where the currency will be and what Australian Government taxes may change?" he said.
"However, in principle, the 2007 price positioning will be retained as far as possible."
When Australian supply ceased in 2007, the Ford-powered Classic range consisted of the Roadster three-litre V6 at $145 000, two-litre Plus 4 at $117,000 and 1.8-litre 4/4 at $99,000.
Van Wyk said a waiting list had already been established for the Classics.
He said there was also demand here for the four-seaters, available in Europe in Plus 4 and Roadster versions.
"Due to ADR requirements, Morgan four-seaters have not been able to be sold in Australia as new cars for about two decades," he said.
"Indications are that production may resume in 2011."
Meanwhile, a fuel cell prototype LIFECar is being developed in an alliance with Cranfield University.
"The factory realised they were at risk because this heterosexual baby boomer market was getting older and would not be around much longer," van Wyk said.
"All Morgan's history has been about lightweight, fuel-efficient cars for their performance so they are environmentally sound.
"So why not build on that environmental heritage by bringing a zero emissions car to the market?
"I don't know when, but hopefully in the next two or three years.
"I wanted it here for the Sydney Motor Show, but it was in development testing so they are serious about it."
Morgan sold only three cars last year and two the year before in strong economic conditions.
"Unfortunately we had a supply problem with Morgan," he explained.
However, van Wyk was upbeat about selling six this year, despite harsher financial times.
Morgan Motor Company is organising a series of centenary celebrations in England in July and August and van Wyk expected a contingent of Australian owners to attend with their cars.
This global financial crisis thing is half in the mind, asserts Audi Australia managing director Joerg Hofmann, who has vowed to increase the resurgent marque’s market share in 2009 at the expense of BMW and Mercedes-Benz.
Hofmann’s bullish forecast follows a year of record Audi sales here and abroad. Indeed, despite the prevailing doom, the four ring brand is riding high on several consecutive years of 30 per cent local growth here in its fastest growing market.
“We will certainly grow market share,” Hofmann told Carsguide. “It will be strong growth. We will be better than the market.
“Whatever happens we will be better than the rest of our competitors. We have clearly left Lexus behind. We are getting closer to the other two Germans and we will be closer still this year.
“We are already clear leaders in some segments, the A3 Sportback, the TT and the new A4 grew by 60 per cent in its segment. Volume is one thing, but it is all about profitable growth.”
While refusing to speculate as to outright 2009 numbers, they are most likely to be down on last year’s record 9410. But with orders steady so far this month, Hofmann is adamant that the next new model of Audi’s protracted roll out – the vital Q5 medium SUV is due for local release shortly – will make the rivals hurt.
“I tell you if we get enough production of the Q5, we will be the segment leader and once we have enough production we will overtake the competition. We will easily sell around 1000 Q5s. Whatever we can get we will sell.”
At a time when the prevailing wisdom about the auto industry is about as upbeat as a funeral march, Hofmann’s confidence seems remarkable. Yet, to his mind, it is entirely logical.
Having revived the brand from the sickly also-ran status in the prestige car stakes – fewer than 4000 annual sales when he assumed control in 2005 – Hofmann is emphatic that Audi will achieve its stated objective of 1.5 million annual sales by 2015. Here in its model microcosm of a market, it will shift at least 15,000.
By next year Audi’s total investment in new and upgraded Australian facilities – including a new eight-storey headquarters near Sydney airport, which opens in August – will exceed $170 million.
“Australia is certainly in a better position than many other countries,” Hofmann says. “The Roy Morgan Consumer Confidence Index shows the best consumer attitude for eight months. It’s not so bad.
“I have just returned from Germany where private consumption was booming. We had the best Christmas for the last 20 years. Officially it is in recession, but this is an academic argument based on consecutive quantitive declines in GDP. People are still buying stuff. The economy is at least 50 per cent is psychology.
“We have a long term plan. A crisis may change your day to day approached but it doesn’t change your strategy. By 2015 we will be Australia’s number one premium brand.”
Despite the universally derided increase in the Luxury Car Tax to 33 per cent on vehicles priced at more than $57,000, Audi have been spared the worst effects of what is ever more obviously an ill-timed and possibly income negative tax. The last minute senate deal to exempt diesels priced under $75,000 has benefited Audi’s increasingly diesel line-up, while the best of the A4 petrol line-up – the 1.8 TFSI – is priced under the LCT.
With a youngish average buyer age – 43 – it could be argued that Audi will not trouble Mercedes-Benz’s considerably older core constituency for some time. But fellow Bavarian brand BMW – whose rivalry with the Ingolstadt marque makes that between Ford and Holden seem almost civilised – is defiant as to what it sees as an in the executive car wars.
“It’s only natural that others want a piece of the pie,” BMW Australia’s Toni Andreevski says. “But the fact is that we continue to reduce fuel consumption, provide the best driving experience and have the highest resale values.
“Cars that are cheaper to buy are not necessarily the cheapest to run in the longer terms. We didn’t have a single diesel vehicle five years ago, now they are among our best sellers.
“The Mini Cooper diesel will be the lowest emission car in the country.”
The decision has now cast a shadow over two other marginal GM products, Saab and Hummer. However, GM-Holden remains committed to the slow-selling pair despite being put under a "strategic review" by the parent General Motors.
GM-Holden chairman and managing director, Mark Reuss, said the company remained committed to Saab and Hummer.
"We made commitments with our dealership body on that so we're prepared to honour those commitments," he said.
Cadillac was to be the third make, along with Saab and Hummer, in the GM Premium Brands porfolio. Reuss has blamed the global and local car industry downturn for the Cadillac decision.
"It's a tough call but we only really had one chance to launch the brand here in Australia," he said.
"But in these challenging times we figured we couldn't give it the chance it deserves as our flagship brand."'
Reuss said the decision was taken just weeks ago before the investment started to cost big dollars. He said the initial outlay in the luxury brand was "not significant".
GM insiders believe it to be in the "low millions" for local compliance.
"From a launch expense standpoint we haven't crossed over into the place where we started spending big yet," he said.
GM-Holden had already certifying 89 CTS sedans for sale but these cars will now be on-sold into other right-hand drive markets.
The CTS sedan was to spearhead the Cadillac brands return within weeks, with other models to join the lineup later.
Reuss said the company would turn its attention on building the small four cylinder car in Adelaide.
"We have to refocus ourselves on reinventing Holden and the small car," he said.
Reuss has not ruled out Cadillac being put back on the agenda when the economy picks up.
"We'll revisit it on a month-to-month basis," he said.
But in the short term, the luxury franchise is on hold.
"There's a tough road ahead from GM and the whole situation that we've gone through with the US governemnent is very tough," he said.
"So we have to make some tough calls and good calls on where we focus the resources we have.
"In Australia we are focusing everything we have on our core fundamental activities."
GM Holden had already appointed 14 dealers nationally and three in New Zealand to handle the franchise. Reuss said discussions were being held with two dealers over compensation for some of their investment.
"We're prepared to work through those issues with the dealers," he said.
General Motors had wanted to make the Cadillac brand the global flagship for the company.
And the korean carmaker is making that clear with an ad campaign for its new Cerato that shows unidentified German and Japanese brands indulging in some industrial espionage to keep a – very worried – eye on what Kia is up to.
The ad highlights the main weapons Kia has used to arm the little four-door sedan in a changing market that the company believes is moving in its direction.
Competitive pricing and sharpened design, segment topping power and a stacked equipment list that includes six airbags as standard are all intended to help start moving the brand away from the wallet-conscious list to the `desirable’ one.
Exterior
Developed from the Koup concept that was Kia’s star at the last New York motor show, this is the first car to hit Australia with the new Peter Schreyer- penned line grille – which the head designer likens to `a tiger’s roaring face’ – slated to spread across the range as the maker’s family signature.
The grille is flanked by integrated slim headlights, echoed at the rear with similarly trimmed Euro style tail-lights sitting between the built-in rear spoiler and two-tone bumper.
The car is widest in its class and longer than its predecessor, but also sits lower on a choice of 15” steel or 17” alloy wheels to give a sportier impression. Side-on, the wedge-shaped body – which has helped to provide increased luggage capacity of 415L – is accentuated by the strong D-pillar profile, and character lines along the shoulder and lower doors.
Interior
Kia has paid equal attention to the interior, with improved features including a new design for the Kia steering wheel – set to spread across range – integrated audio in the centre stack
The standard six-speaker audio system is MP3 compatible with iPod readout of playlists on the head unit and speed-dependent volume control.
The SLi gets `super-vision cluster’ with message centre – Kia’s term for extra information functions and warnings -- plus rear park assist system with in- dash display (rare for this segment). Safety Six airbags, including dual full-length side curtain ones are standard, as are active headrests.
It also boasts four-wheel disc brakes with ABS, and ESP as an option on the base but standard on the SLi. Kia says that, given the car’s urban emphasis, the extra airbags were chosen over making ESP standard, and to help keep it at a competitive price point.
Use of high-tensile steel has strengthened the body, and while the Cerato has not been independently tested, Kia engineers claim it will score a minimum of four stars when put through the ANCAP process in Australia later this year.
Drivetrain and economy
The Cerato carries the 2.0-litre Theta II engine with contuous variable valve timing to improve both economy and power, and develops a best in class 115kW at 6200 and 194Nm at 4300rpm, while managing to meet Euro IV emissions regulations and score a 4.5 on the Aussie government green vehicle guide.
Economy is claimed to be 7.8L with the five-speed manual and 7.9L with the four-speed gated tiptronic auto. The suspension system consists of front McPherson strut set-up, and rear compact torsion beam axle that is becoming popular in the segment for its reduced weight that helps fuel economy – in addition to improving rear impact performance and giving the Cerato class-leading boot space with minimal intrusion into cargo area.
To further help economy, aerodynamic performance aided by covers in engine bay, flattened wheel covers, and wheel deflectors front and rear.
Pricing
The base model CeratoS is $18,990, and the upper specced SLi $22,990, with a five-speed manual, while a four-speed tiptronic transmission adds a $2000 premium. There’s also an option pack for the S which tosses in the SLi’s ESP, traction control, cruise control and steering wheel controls for the audio system for an extra $2000.
September will see the Cerato two-door coupe, expected to stay true to the concept car shown in New York, and to replace the Cerato hatch globally.
Kia expects to sell more of the base models, consistent with asegment which has a large fleet component, with the SLi accounting for only 30-40 per cent of sales. In 2008, they moved 2000 Ceratos, and have tipped they’ll ``conservatively’’ sell more than 3000 this year, hunting the share of the Hyundai i30 which sells between 700-900 per month.
In the case of an older vehicle as our photo shows, you're probably going to wind up dead.
It shows the result when two Holden Astras collide head on — one of them an early, rebadged 1989 Nissan, the other a modern 2003 European-designed Opel, complete with airbags.
The test was conducted at the RTA's Crashlab facility in western Sydney and the results are not pretty.
Fotunately, car safety has come a long way in recent years.
Back in the 80s when the Nissan was built cars simply did not have the same kind of structural integrity as they do today and they certainly weren't equipped with airbags — at least this one wasn't.
These days cars are constructed around an extremely strong safety cell, around which the car is designed to crumple progressively while preserving the safety of those inside.
That's the first and main line of defence.
The second is the seatbelt which is designed to hold occupants in their seat, preventing them from being thrown forward and out of the vehicle or striking their head or any other part of the body.
The third and most recent line of defence is the airbag which provides a gas filled cushion between the occupant and the car, or any objects that intrudes into the safety cell.
The bag deploys in a split second as contact occurs, but stays inflated just long enough to do its job.
Airbags significantly reduce the risk of serious or fatal injury, although there are minor risks from their deployment in low speed crashes.
Check out the full shocking video of the two Astras crashing head on at a speed of 64km/h if you go to our website.
Initially conceived as a replacement for seatbelts, airbags were introuced for passenger cars in the mid 70s in the united states when seatbelt use was very low.
Benz patented the device in 1971 but it was not introduced in a production model until 1980 with the high end S-Class.
In Australia, Holden put the first airbag in a Commodore in 1993.
Rather than a replacement for the seatbelt, the airbag is now regarded as a supplementary restraint system which is why they are referred to as SRS airbags.
There are three main kinds of airbags - front, side and curtain.
Recently however some manufacturers have also started to introduce knee bags to protect the legs from contact with the steering column and underside of the dash.
Back to our crash test . . .
The two cars ram into each other at a speed of 64km/h which with the combined force of the two vehicles coming together actually adds up to a 128km/h impact.
60km/h is not all that fast but all things considered it doesn't look very good for the occupants of the older astra does it?
You can see the way they are thrown around and how the older vehicle is more extensively damaged, although neither will be going anywhere again.
Back then seatbelts were made of stretchier material too with a bit more give in them and, despite wearing a belt, you can see how the head of older car's driver strikes the steering wheel.
According to the experts at the Crashlab, you'd have a 90 per cent chance being killed in the older car - and that's just in a 60km/h crash.
If you were in the newer car and you were young and fit, you'd only have a 10 percent change of dying.
Imagine what would happen if you were going faster?
They'e not very good odds and we reckon that's reason enough to ditch that old bomb now before it ditches you.
A new diesel-powered Mini will arrive in Australia later this year to claim the title of Australia's cleanest new car, soundly beating the high-profile Toyota hybrid Prius.
Australian Mini models will start coming off the production line in Oxford, England, in March and are expected to be in the showrooms by late May, early June.
Pricing is yet to be finalised, but it is expected the base Mini D will come with a $34,000 price tag which is $700 more than the existing 1.6-litre entry level petrol model, the three-door Mini Cooper.
A better equipped Chilli version is expected to be priced at just under $38,000, about $1000 more than the petrol version.
The turbocharged 1.6-litre diesel will come with two big drawcards - frugal fuel economy and boasting rights, being greenest engine of any new car sold here.
Mini says the Cooper D's fuel consumption is a claimed 3.9 litres per 100km, while CO2 emissions will be just 104g/km. The fuel consumption, in theory, gives the four-seater a range of 1025km from its 40-litre tank.
The engine is sourced by Mini from Peugeot. It's the same engine which powers the Peugeot 207 HDi, but the Mini beats its French rival in fuel consumption bragging right because it is almost 240kg lighter in kerb weight.
The cleanest car sold in Australia at present is the tiny tot 1-litre smart fortwo cabrio. Its CO2 level is 105g/km and achieves a claimed 4.4l/100km.
Other green-friendly fuel misers include the 1.5-litre petrol/electric Prius (106g/km, 4.4l/100km) and the 1.3-litre diesel Fiat 500 (111g/km, 4.2l/100km).
Australia's small car favourite, the 1.8-litre Toyota Corolla can only manage 172g/km and an average fuel consumption of 7.3l/100km.
Mini says the new D will feature fuel saving technology borrowed from parent company BMW including automatically switching off the engine when the car is stopped as well as brake energy regeneration and a dashboard display prompting the driver when to shift up a gear for maximum efficiency.
Other fuel-saving measures include a water pump for cooling and electric assistance for the power steering which are only switched on when needed.
The Cooper D will come with a six-speed manual gearbox as standard and a six-speed auto as an option.
The common-rail 1.6-litre diesel with variable turbo boost produces 80kW and 240Nm of torque between 1750rpm and 2000rpm, but 70 per cent of maximum torque is on tap at 1250rpm. Torque can be boosted to 260Nm using maximum throttle for swifter overtaking.
On full boost, the Mini D takes a leisurely 9.9 seconds to hit 100km/h from a standing start, two tenths of a second quicker than the 207 HDi.
On the styling front, the D comes with an aerodynamic undertray, a slightly larger power dome on the bonnet and a slightly different grille to the air intake below the bumper.
On sale: Mid year
How much: $34,000 to $38,000
Power: 1.6-litre turbo diesel, 80kW at 4000rpm, 240Nm at 1750rpm (260Nm under full boost).
Fuel consumption: 3.9l/10km claimed, CO2 104g/km
Transmission: Six-speed manual, six speed auto optional
It officially became the global best seller as General Motors’ 2008 figures showed it hit the skids following the American financial collapse.
The result ends 71 years at the top for GM, which had been on top since it overtook Ford during the depths of the Great Depression.
The official GM sales total last year was 8.356 million vehicles, well behind the Toyota tally of 8.972.
The result was announced in Detroit as GM battles for survival, and more US government funding, off the back of the worst sales downturn in recent memory.
GM's sales figure was down 10.8 per cent from its 2007 result of 9.37 million, and at home in the USA its result was down 21.1 per cent to
3.56 million.
But Toyota has not been immune to the global financial crisis and has recorded its first reversal in 10 years, as it also heads towards the first trading loss - although it will still post an overall profit - in company history.
GM shares fell 14 cents, or 4.1 percent, to US$3.36 in afternoon trading in the Unites States, while Toyota's U.S. shares rose 80 cents, or 1.2 percent, to US$66.68
Yesterday the storm clouds lifted with the announcement that Italian carmaking giant Fiat had thrown a lifeline to the embattled Chrysler Group in the US.
Both have signed a global agreement to share models, design, engineering and distribution networks.
The CEO of Fiat Group, Sergio Marchionne said the partnership "is a great fit as it creates the potential for a powerful, new global competitor".
Jenkins said the alliance would also give some security and vision for the future.
"I see pluses on both sides," he said.
Under the terms, Fiat will take a 35 per cent equity stake in Chrysler, which also includes Dodge and Jeep.
Fiat will also provide distribution capabilities in key growth markets, as well as substantial cost savings.
The deal is a key element of Chrysler's viability plan and will provide access to Fiat's small car platforms, engines and components to be produced at Chrysler manufacturing sites.
Chrysler, the third biggest carmaker in the US, has been dodging questions about a possible sale, asset sell-offs or alliances for months.
The company is majority owned by private investment group Cerberus Capital Management, which has no carmaking experience.
Analysts see the move as a strategic life-raft for the embattled US business.
At the recent Detroit Motor Show, Chrysler vice chairman and president, Tom LaSorda, even went as far as to say that the iconic Jeep brand was not for sale.
Fiat has been very successful in executing its own restructuring over the past several years.
In addition, Fiat will provide management services supporting Chrysler's submission of a viability plan to the US Treasury as required.
The alliance will also allow Fiat and Chrysler to take advantage of each other's networks and rationalise their respective manufacturing footprint and global supplier base.
The alliance will be consistent with the terms of the US Treasury financing to Chrysler, which includes contributing to the company's restructuring effort.
The deal is still subject to due diligence and regulatory approvals, including the US Treasury.
Fiat does not intend making a cash investment in Chrysler or commit to funding Chrysler in the future.
Over the past five years Fiat has signed several alliances and partnerships with leading carmakers and automotive suppliers.
The chairman and CEO of Chrysler, Bob Nardelli said the benefits are huge.
"Including access to products that compliment our current portfolio; a distribution network outside North America; and cost savings in design, engineering, manufacturing, purchasing and sales and marketing," he said.
Chrysler has previously has held alliances with Daimler, Mitsubishi and American Motors (Renault).
Not because the BMW twin turbo V8 X6 costs $145,000 and few _ most definitely not including me _ can afford it in these tough economic times.
No, it's because it goes around corners so fast it sucks the fluid in my eyeballs sideways until they feel like they will explode; it unblocks the wax in my ear canals with a `pop'; and it violently churns the contents of my stomach.
Just as well I didn't have the apple pie and cream for lunch before the twisting rollercoaster roads of the Reefton and Black spurs in Victoria during the national launch this week.
The X6 xDrive50i comes with the same Dynamic Performance Control as the six-cylinder petrol and diesel X6 models which makes cornering the 2.2-tonne beast a remarkable feat of technology.
It shifts the drive around the four wheels as needed, virtually obliterating under- and oversteer and making a mockery of reducing-radius corners.
A digital diagram of how much power is distributed to each wheel shows on the instrument display in front of the driver, but only they can see it (unless a rear passenger unbuckles and leans over the driver's shoulder) and even they can't see it when it is working as the steering wheel supports are in the way during cornering.
Nevertheless, it works; the technology as bamboozling as a Nintendo Wii and just as much fun.
However, it is the extra urge of the twin-turbo V8 with 300kW of power and 600Nm of torque that has me reaching for the barf bag and my passenger reaching for the non-existent panic handles.
Together with self-levelling suspension which guarantees flat cornering under all sorts of G forces the feeling is unnatural.
Driving
It corners more like a hard-sprung sub-one-tonne sports car than a massive SUV, albeit a "coupe-roofed" one.
The new 4.4-litre V8 engine, which will also features in the upcoming 750i and 750Li, includes direct injection technology so there is instant spurt just above idle and before the low-inertia turbos _ one per four-cylinder bank _ begin spooling up to their 175,000rpm peak.
The turbo boost is set at 1.8bar, the same as the Twin Turbo 6 cylinder engine in the X6 xDrive35i and 335i Coupe.
The result is it goes from standstill to 100km/h in 5.4 seconds.
Product communications manager Tim James says its standing-start performance matches that of the 335i Coupe, Cayman S and the previous model M3. Not bad for a 2.2 tonne SUV.
BMW also claims that at 12.5 litres per 100km on combined cycle, it is more economical than its rivals (Cayenne GTS and Range Rover Supercharged V8).
On a vigorous stage of the launch program the on-board computer recorded fuel consumption at 25.5L/100km, while on a sedate highway section it was 12.3L/100km.
BMW also claims it has lower emissions than its main rivals. However, at 299 grams of CO2 emissions per kilometre it is still almost double that of a Toyota Corolla.
James said the V8 and Dynamic Performance Control could be featured in the next-generation X5 due in the next couple of years.
To match the V8's go, the brakes have been beefed up with barbecue-plate-sized 385mm ventilated discs and floating calipers.
The beefiest X6 arrives with a host of standard features such as 20-inch alloy wheels, adaptive drive, self-levelling suspension, head-up display, four-zone climate control and a 16-speaker sound system.
It also features Bluetooth capability with the new iPhone 3G mobile although to fully integrate music from the iPhone you need the USB connector cable costing about $135.
The V8 model is distinguishable from the six-cylinder petrol and diesel models by its 20-inch alloy wheels, titanium-coloured kidney grilles, chrome side strip and twin rectangular chrome tailpipes.
James says the typical X6 buyer is male, and half already own a BMW or have owned a coupe.
Since the X6 was launched last July, BMW has sold 288, which is just short of the projected 300 target.
...former racer and James Bond stunt driver Ben Collins.
The true identity of the character was revealed at the weekend after The Telegraph of London broke with convention and outed Collins.
"We never comment on speculation as to who or what the Stig is,” a Top Gear spokesman told the paper.
The mystery began to unravel after a report that The Stig had revealed his identity to printers who were working on promotional photographs for him.
Photographer Simon Whitehead told The Bristol Evening Post was shocked when the customer made the revelation.
"I was absolutely amazed when he said he was The Stig, it was quite a big thing in a weird way," he said.
"I suppose he had to tell us because he was planning to work with us in the future and had to get it out of the way."
Despite Mr Whitehead refusing to name him it gave the British press enough information to confirm Collins as The Stig.
An accident report into presenter Richard Hammond's crash in September 2006 recorded that Collins had "worked closely with Top Gear as a high performance driver and consultant".
The Stig had also been heard speaking in a Bristol accent and Collins has the driving credentials to qualify for the job.
He began his motor sport career in 1994 and has raced at Le Mans and in NASCAR, Formula Three and in GT.
He has also worked as Daniel Craig's stunt driver in Quantum of Solace and he was in the army for four years.
Earlier this month, News of the World reported The Stig lived in a $650,000 home with his wife and once had a shot as a Formula 1 driver.
And what may shock fans of the British car show most is that this star doesn’t get around in a Ferrari or Maserati. He drives a reasonably priced, $32,000 car.
