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Tony Greig, who has died aged 66, was one of cricket's pioneers and innovators.

An immense and competitive character, he was also someone who stood up for what he believed was right and was not afraid to take people on.

He did not set out to offend people but could court controversy on and off the field of play.

The clash with West Indies batsmen Alvin Kallicharran  in 1974 stands out. For those unfamiliar with what happened, it was similar to the incident involving Ian Bell when England played India in 2011.

At the end of day two of the first Test between England and West Indies in Port of Spain, non-striker Kallicharran, who was unbeaten on 142, began to walk off after the final ball was bowled, assuming time had been called and it was close of play.

However, Tony, seeing Kallicharran out of his ground, had other ideas. He threw down the stumps at the non-striker's end, prompting uproar in the crowd when Kallicharran was given out.

After protracted discussion, Kallicharran, like Bell, was reinstated.

Tony was involved in more controversy in 1976, when he said he would make Clive Lloyd's West Indies side "grovel" during their three-Test series in England.

Tony knew at the time he had made a mistake, but his words were seized upon amid suggestions of racist undertones.

Major teams: England, Border, Eastern Province, Sussex Tests: 58 ODIs: 22 Test runs: 3,599 (average 40.43) Test wickets: 141 (average 32.20) Scored 16,600 runs (average 31.19) and took 856 wickets (average 28.85) in 350 first-class matches

I was there at The Oval that summer as a 16-year-old boy when, in the wake of England's 3-0 defeat by a team that included the likes of Andy Roberts, Viv Richards and Michael Holding, Tony dropped to his knees in mocking reference to his own comments. A lot of West Indians loved him for that. Tony was certainly a showman.

Many people also remember Greig for his association with World Series Cricket in the late 1970s.

Media mogul Kerry Packer wanted to stage floodlit cricket and promised more money for the game, his Channel Nine station offering up to 10 times what the Australian Broadcasting Corporation paid to screen matches at the time.

The Australian Cricket Board kept saying "no", but Tony, who was England captain at the time, led a rebel breakaway.

The decision to join Packer's set-up was seen as the ultimate betrayal. Indeed, the infamous episode tore cricket apart for a while.

I remember going to a Professional Cricketers' Association meeting at Edgbaston at the time. It was a very heated meeting, but it soon became clear that generations would benefit from the additional money being created by the sudden hike in the cost of television broadcasting rights.

Channel Nine helped revolutionise cricket, marketing the game in a way it never had been before. It should not be forgotten that Tony had a huge part to play in that.

Greig was a genuine all-rounder

When he came to deliver his Cowdrey Lecture at Lord's  in June this year, Tony's brother-in-law, MCC president Phillip Hodson, pointed out that the first draft contained no reference to the World Series Cricket furore, a subject on which a lot of the MCC still felt very strongly.

But Tony did not duck the issue when it came for him to speak and had cleared the air with many disgruntled MCC members by the end of the lecture. Albeit grudgingly in some cases, most people eventually accepted that Packer's revolution had to happen.

The only person he did not get the chance to make peace with was traditionalist and cricket writer EW "Jim" Swanton, who died in 2000. I know Tony was very upset he was unable to do that.

A proud South African who qualified to play for England through his Scottish parents, Tony was a huge man to have on your side and someone you would run through a brick wall for, because you knew he would do the same for you.

People also forget he was one of the best all-rounders England ever had, averaging 40 with the bat at a time when that was far less common than currently. He was also a very useful bowler, with either his medium pace or his off-cutters, and a fearless close fielder.

He was always on the go in life, too: looking for ways to improve cricket whether on the field or off. Who can forget the sight of him wheeling out the weather maps and all those other innovations during his time as a commentator with Channel Nine?

I remember coming back from holiday in Dubai to a message from Tony booming out of my answer machine. "Hi Aggers! I'm down to do the final in Sharjah but I'm in Australia for a wedding so I've told them you'll do the commentary!" I had only just returned from there but because Tony had asked me, I went back out.

He was a bit like our own Test Match Special commentator Henry Blofeld - there was always something going on whenever he was around.

And whether playing or commentating, Tony viewed every ball of a cricket match as an event.

Jonathan Agnew was talking to BBC Sport's Jamie Lillywhite

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At a fraction of the price, the 2013 Nissan GT-R beats some of the top supercars to the punch, although their sensuality is missing. Read more » Stunning traction, grip, and poiseBlink-and-you'll-miss-'em shiftsRocket-sled accelerationCould be mistaken for a well-done tuner carDetached driving experienceNot a real manual transmission

The 2013 Nissan GT-R may get lost in translation if you're just peering inside, or watching it cruise slowly by; but climb into the driver's seat, albeit briefly, and it's a magical piece of metal. Even at five times the price, nothing rivals its straight-line performance. It's a car that makes plenty of sense at face value, with well over 500 horsepower, all-wheel drive, brilliand handling, and 0-60 times of less than three seconds.

Some supercars are beautiful wedges of air-cheating, rolling art. The 2013 Nissan GT-R isn't that. It might be just as aerodynamically stable at supercar speeds, but its jagged cues and flared fenders evoke tuner cars and audacious body kits. Once you calm to the look, it's something more; a tomahawk cut at the roofline brings an interesting, not gorgeous, shape, and carbon fiber trim gives the plain interior just a dab of intrigue--given more panache with the red-and-black Recaros in Black Series models.

The big news for 2013 is that Nissan has improved intake efficiency and worked some other breathing magic to not only improve exhaust emissions but summon up an extra 15 horsepower and 15 pound-feet from the thundering twin-turbocharged six-cylinder engine--now making 545 hp and 463 lb-ft. Altogether the powertrain promises (and delivers) blistering performance, with awe-inspiring traction from a sophisticated all-wheel drive system and huge wheels and tires producing seemingly endless amounts of grip to make the most of it. All while handling is beautifully balanced, and a softer ride is available at the touch of a switch.

Practically speaking--and there is surprisingly some of it--the GT-R has great room for people in front, and a bit of room for small people in back, as well as a useful trunk. But don't expect too much in the way of touring-car comfort; there's plenty of noise from the road and the driveline.

With a price starting at nearly $100k, the 2013 GT-R definitely drives a hard bargain if many of its top supercar rivals cost several times as much. There are definitely cut-rate bits and pieces, but none of them are remotely involved with its NASA-grade performance. Features are as respectable as they can be without begging any mention of plush or luxurious (that it is not), but all the basics are included, as well as a great 3D nav system, Bose audio, and Bluetooth. A rearview camera, now standard, addresses the GT-R's blind spots. Stunning traction, grip, and poiseBlink-and-you'll-miss-'em shiftsRocket-sled accelerationA bargain for its performanceCould be mistaken for a well-done tuner carDetached driving experienceNot a real manual transmissionPricey if you judge it by its cabin

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If you don't mind being seen in a minivan--but don't want to feel like you're driving one--the 2013 Mazda 5 fits the bill, though it's short on some features. Read more » Ride qualitySteering's full of feelHandles more like a hatch than a minivanSkimpy front seatsCan be noisyShort features listSTYLEENGINEDRIVE-TYPEINVOICEMSRP Sport 4dr Wagon Man Sport 4dr Wagon Auto Touring 4dr Wagon Auto Grand Touring 4dr Wagon Auto Next: Colors & Options

Minivans might be a necessary evil for a particular stage in life, but accepting the utility of a family hauler doesn't mean a life sentence to dull driving. The Mazda 5 is our proof--it's charming in its simplicity, with the dynamics of a hatchback more so than a minivan. It looks and acts the part of a sliding-door wagon, but it sure doesn't feel like it.

Redesigned just last year, the Mazda 5 returns with just a minor change or two. Left untouched are its compact proportions and the updated look it brought to the fore for the 2012 model year. There's some aggressive contouring in its fenders, and a rhythmic flow to its surfaces and creases outside of the big panels of glass and metal that define its one-box passenger space. Yes, it's a minivan, but at least it fights against monotony. The cockpit is more deserving of nitpicks: the controls are clutter-free, but the amount of shiny, hard plastics can be disappointing even in such a value-priced vehicle.

With some structure and drivetrains on loan from the Mazda 3, the Mazda 5 summons a sporty but modest feel. Its 2.5-liter four-cylinder has just 157 horsepower; it's not quick at all. We'd choose the standard six-speed manual transmission on the base version, but even the five-speed automatic on upper trims has manual shift control. In both cases acceleration is adequate, thanks to well-chosen gear ratios. Gas mileage is fine, at up to 28 mpg highway, but other bigger minivans can do just as well on paper, though we've seen higher real-world fuel economy in the Mazda.

It's the Mazda 5's handling that draws our attention. The athletic feel starts with top-notch steering and a well composed ride. It's a blast to drive, especially when the road winds. It feels natural and confident, and ride quality is comfortable and absorbent whether you’re cruising on the highway or taking on the tight esses of a mountain road.

Size-wise, the mazda 5 is a 7/8-scale minivan; there aren’t a lot of frills, and there are no power rear hatches or power folding seats; from the driver’s seat, you might think you’re in a nimble small car, yet there are convenient sliding side doors and oodles of easily reconfigurable interior space. Mazda has managed to fit seating for six—three usable rows—in a vehicle that’s shorter than a typical mid-size sedan. The front seats are a little skimpy, but the buckets in the second row have enough space for adults to be comfortable. The third-row split bench works in a pinch for smaller kids--and folds away to create big cargo-carrying capacity. The two most significant letdowns of the Mazda5’s interior are its drab, hard-and-hollow plastic trim for the dash and door panels, and the seemingly ever-present din of road noise on some surfaces. 

With the base $20,000 Sport, Mazda has a niche to itself, with a manual-transmission minivan with six-passenger seating. A USB port is now standard across the board, as are power features and a CD player; Touring and Grand Touring models get Bluetooth hands-free calling and Bluetooth audio streaming, though. In top-of-the-line Grand Touring form, the Mazda5 also comes with a power moonroof, heated mirrors, rain-sensing wipers, xenon HID headlamps, heated front seats, and Sirius satellite radio (a standalone option, too), all for around $25.000.

The Mazda5 hasn't changed significantly going on to the 2013 model year, but in follow-up drives of the Mazda5 we've found that it remains one of the most fun-to-drive yet frugal family vehicles you can get.

Ride qualitySteering's full of feelHandles more like a hatch than a minivanA six-speed manual's standardSeating for six--yes, sixSkimpy front seatsCan be noisyShort features listBluetooth only offered on expensive models

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The 2013 Mercedes-Benz SLK is the least polarizing of the roadsters, but there's enough urgency to go with its elegant, mini-SL charm. Read more » Tight, refined interior with the top upFour, six, or eight cylindersAIRSCARF! Magic Sky Roof!Tight for tall driversNot quite as sharp as Boxster, Z4Tall front end

Of all the pricey German roadsters, the 2013 Mercedes-Benz SLK is probably the least polarizing. That's not to say that this isn't one of the most exciting yet elegant drop-top two-doors you can get, and one that you can drive every day.

The SLK has evolved nicely over the years, with more focus and grace, and just the right amount of intoxicating sports-car urgency combined with true mini-SL gravitas it never possessed in its earlier lives.

We won't mask our love for the new Porsche Boxster, or neglect to note that the current BMW Z4 is now the better touring car for the closet speed freak. But the Mercedes SLK has its own visceral pace and pulse; it holds its own in the corners, and proves that it's still a three-way arms race.

The 2013 SLK Class is offered in three quite dramatically different personalities. At the base end there's the SLK 250 and its 201-horsepower, 1.8-liter turbocharged four-cylinder engine; we still haven't driven variants with this engine, but we've found it plenty perky in the C Class--and it's the only way you can get an SLK with a (six-speed) manual gearbox. What most are probably going to find the best compromise between price and performance in the lineup is the SLK 350 and its 302-hp, 3.5-liter V-6. But those who always need to have the best and fastest will head straight to the sizzling V-8-powered SLK 55 AMG.

Over extensive drive time in the SLK 350, we've found it easy to get used to this model's rhythm and drivability. With any of these automatic models, there's a paddle-shifted seven-speed automatic pushing force to the rear wheels in a mostly smooth way. Massive, biting brakes are in store, either way, and new torque-vectoring control works with the SLK's stability control to tighten cornering, giving this latest edition a lot of tech weaponry to tackle corners.

The top is, quite simply, what the coupe-convertible SLK is all about. You lose some trunk space compared to soft-top rivals, but what you get instead is a tight, refined interior that's long-distance quiet and comfortable, and essentially a coupe with the top up. Unfortunately, the interior's still snug for tall drivers and for luggage. Outward visibility can also be difficult with the top up, and there's no rearview camera system on offer.

The 2013 SLK models have it covered in other respects, with all the infotainment features expected in a luxury vehicle, like HD radio, Bluetooth, navigation, and real-time traffic. The SLK can be fitted with a photochromic glass roof that tints itself on bright sunny days--and there's AIRSCARF, which blows a warm, gentle breeze on your neck and beckons you to put the top down on a chilly-but-sunny day.

Tight, refined interior with the top upFour, six, or eight cylindersAIRSCARF! Magic Sky Roof!Unified styling inside and outTight for tall driversNot quite as sharp as Boxster, Z4Tall front end

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Not quite all-new for the 2014 model year, but more than just a simple product refresh, the 2014 Mercedes-Benz E Class arrives first as a sedan and a wagon, with a range of diesel, hybrid, and gasoline powertrains and a host of new electronic safety upgrades, as well as a new look.

Competing with the likes of BMW's 5-Series, the Cadillac CTS and XTS, and Audi's A6, the Mercedes-Benz E Class is a luxury vehicle at the top of the segment. The 2014 updates improve its competitiveness, adding features from the future S Class even before it reaches the market.

Styling changes for the 2014 E Class are subtle, but significant. The front end gets a smoother, more open bumper, a new hood, and a choice of two different grilles--a first for the modern E Class. Luxury models get a three-bar grille and a star on the hood, while Sport models get the star integrated in the grille itself. The other major design change is the smoothing of the previously flared, Ponton-like rear fenders. The new design is sleeker and more elegant, though some may find it less visually interesting.

At launch, due in Spring 2013, the E Class will come first in sedan and wagon form factors, with the coupe and convertible versions expected sometime after. Two gasoline engines will be available, a V-6 and a V-8, as well as a hybrid, followed later by a four-cylinder diesel. All 2014 E Class sedans and wagons will be mated to a seven-speed automatic transmission. Rear-wheel drive is standard, while 4Matic all-wheel drive is available.

The V-6 engine is a 302-horsepower, 3.5-liter unit, carried forward from the current E Class, where it produces up to 20 mpg city and 30 mpg highway. The V-8 rates a stout 402 horsepower, and achieves up to 16 mpg city and 26 mpg highway in 2013 trim. Mercedes' 2014 E Class hasn't yet been EPA rated.

The E400 Hybrid is slightly more fuel efficient, at 24 mpg city and 30 mpg highway, while combining the same 302-horsepower 3.5-liter V-6 as the E350, but adding a 27-horsepower electric motor. All-new for the E Class in 2014 is a four-cylinder diesel engine, but it's too new to have EPA gas mileage estimates as yet.

Mercedes' high-performance AMG sub-marque will upgrade the E63 AMG models as well, and while specifics are lacking, the brand has confirmed all models will come with 4Matic all-wheel drive in the U.S.

Key updates to the 2014 E Class come on the electronics side, enhancing safety through an array of sensors and algorithms. A new front-mounted stereo camera system enables three-dimensional imaging of road obstacles and traffic at distances up to 55 yards, with overall system effectiveness stretching out to 550 yards. Together with driver drowsiness detection systems, forward-collision mitigation systems, braking assistance, and several flavors of lane-keeping assist, the 2014 Mercedes-Benz E Class is primed to be one of the safest luxury sedans on the road.

The 2014 Mercedes-Benz E Class is due for an official debut at the 2013 Detroit Auto Show, with further details to arrive as the car approaches its launch in Spring of 2013. We'll update this review with more information as it develops.

New style may seem more boring to someV-6 and V-8 powertrains lag the segment in power and efficiency

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All-new for 2013, the Porsche Boxster is more capable on track and off, and more refined inside and out--in fact, it may just be the best of the compact luxury roadster crop.

The entirely new chassis is stiffer and lighter, and it's wrapped in brand-new bodywork that lifts the Boxster from its cute-but-mild past into a more aggressive, but still sophisticated role as the sub-911 convertible sports car in Porsche's range. Inside, the cabin is much more highly evolved, with better materials, 911-esque design cues, and reduced--though still present--cabin noise.

Its performance matches the looks. Whether choosing the 2.7-liter base Boxster or the 3.4-liter Boxster S, the engines are quick to rev and potent--both torque and power are readily available. The 3.4-liter engine in particular shines, with an aggressive bark at full throttle that lets you know the 315 horses inside have been loosed for full enjoyment. Accelerating to 60 mph in just 4.8 seconds and on to 178 mph top speed, the Boxster S isn't far off a few-years-old 911--though it's priced from just $60,900 brand new. The 265-horsepower base model starts at $49,500 and still manages to get to 60 mph in just 5.5 seconds and on to a top speed of 164 mph. A choice of six-speed manual or seven-speed PDK dual-clutch paddle-shift automatic transmission is available in either model.

But it's not all power and straight-line acceleration that define the Boxster; if anything, it's the poise with which the Boxster attacks the curves that is it s defining element. While the new electric power steering of the 2013 Boxster yields a different feel from past Boxsters, the overall level of communication, weight, and response in the driver's hands is still an exemplar for the class.

Ride and comfort around town are very good, too, especially when equipped with the adjustable suspension, which offers Comfort, Sport, and Sport Plus modes for progressively more aggressive driving. Dialed back, cruising for pleasure instead of speed, the Boxster is surprisingly sedate, top up or down. The seats are very comfortable and the driving position offers good visibility for a low-slung sports car. The PDK transmission gives up nothing to the manual in terms of performance, while making city traffic as easy as with an automatic. The stop-start feature saves gas, but can be a bit rough on restart--though most owners will quickly get used to the sensation. For those that don't, however, the auto stop-start feature can be disabled.

One highlight of the 2013 Boxster is that it sticks with a soft top while the competition has gone to retractable hard tops. Unlike the others, the Porsche's top can be opened or closed at speeds just over 30 mph, and it takes no space in the trunk.

The 2013 Porsche Boxster hasn't yet been crash tested by the NHTSA or the IIHS, but it does offer an excellent set of brakes; Porsche Stability Management (PSM) traction/stability control; rollover protection; and front, thorax, and side impact airbags.

In terms of equipment, the 2013 Boxster offers more standard equipment than before despite weighing slightly less, including in base spec: driver and passenger electric backrest adjustment; rain-sensing wipers; heated exterior mirrors; ambient lighting; power-operated soft top roof; cruise control; Bluetooth hands-free phone integration; and much more. Optional extras include a Bose surround sound system; a 7-inch touchscreen navigation system and infotainment center; a range of sport steering wheels and seats; leather interior upgrade package; and a range of other convenience upgrades.

Can be pricey in Boxster S guiseWind and engine noise can be intrusive at timesFiddly sound-system controls

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