Articles by Craig Duff

If you buy a Porsche 911 you want the phat one. That would be all-wheel-drive Carrera 4 models with the rear flanks flared by 22mm a side to house a wider track and 10mm bigger rubber. The C4 and C4S account for 85 per cent of 911 Carrera sales. They’re sexy, swift and - in less than ideal conditions - more surefooted than their rear-drive counterparts.VALUEThe C4 coupe costs $255,400 for a 3.4-litre flat-six engine with 257kW/390Nm matched to a seven-speed manual. The 3.8-litre 294kW/440Nm S model starts at $289,400 for the manual, while the cabriolet C4 and C4S are $280,900 and $315,000 respectively.Only 20 per cent of buyers go for the traditional shifter even though it now rev-matches, or blips, on downshifts in Sports mode. Most stump up another $5950 for the seven-speed dual-clutch transmission.Standard gear across the range includes an auto-deploying rear spoiler, bi-xenon headlamps, a 12-speaker Bose sound system, satnav, cruise control (adaptive is an option) and a seven-inch touchscreen. S models add six-piston front brakes, a rear diff lock and active suspension with a 10mm lower ride height.TECHNOLOGYA digital display of how the torque transfer system is feed front and rear axles now features on the instrument panel. It’d be handy in the real-world but on the newly resurfaced Phillip Island layout, most of the momentum was achieved down back.Until things get way untidy or you’re accelerating off the line, the C4 and C4S have been engineered to behave like rear-drivers. All transmission s include an auto stop/start setting and the dual-clutch auto adds a coasting function. DESIGNThe wide-bodied 911 fuses form and function into one of the most distinctive and desirable shapes in automotive history.  The heftier rear is an elongated power bulge reflecting the improved grip that comes from a wider track. The grippy leather seats are classic, pampered Porsche and while there’s a bunch of switches to learn, the important ones are below the shifter. Cabriolet owners can raise or lower the soft-top hood in 13 seconds at speeds up to 50km/h.SAFETYSpending $250,000 to throw a relatively low-volume car at a wall doesn’t appeal to EuroNCAP or ANCAP, so the 911 doesn’t have an official score. What it does have is Swiss-watch steering, the mechanical grip of an octopus and a beefy set of brakes overseeing a smart software suite.DRIVINGThere’s a directness to driving a Porsche that that isn’t hurt by the reassurance there’s all-paw grip to help hang on to the black stuff. It’s a dance on wheels and pedals as driver inputs initiate a chain reaction of changes to the vehicle’s poise and pace. They’re transmitted back through the spot-on electric steering, the seat of the pants and the rising pitch of the tyre whine.It’s an engaging driver’s car, pure and simple, and will continue to obsess designers and drivers alike. Yes there are quicker cars for the price but performance is more than sprint times. The C4S officially hits 100km/h in 4.1 seconds. It doesn’t need to slow down for much beyond hairpin turns after that. The engine was built to rev and it demands track days to see anything close to its potential.VERDICTThe 911 has engineered performance into a pedigree with more repute than most European royalty. This generation of the C4 range upholds that tradition with aplomb. Unlike royalty, it is still entirely relevant to modern life.FACTOIDA skid-pan exercise with the C4 and C4S models had to be abandoned after the all-paw cars found too much traction to slide on the wet concrete, even with the stability management software switched off.Porsche 911 C4, C4SPrice: from $255,400-$315,000Warranty: 3 years/unlimited kmResale: 64 per cent (three years, Glass’s Guide)Service Interval: 12 months/15,000kmEngines: 3.4-litre flat six, 257kW/390Nm; 3.8-litre flat six 294kW/440NmTransmission: 7-speed manual, AWDDimensions: 4.49m (L), 1.85m (W), 1.3m (H)Weight: 1430kg-1515kgSpare: Tyre inflation kitThirst: 9.3L/100km (98 RON), 219g/km CO2 to 10.0L/100km (98RON), 236g/km CO2

If you see someone driving a Mini Paceman, you can be sure they’re not on the minimum wage. Mini’s analysis has convinced the brand there is a pool of more than 270,000 potential Paceman buyers in Australia with an average age of 34, an annual income of $170,000 and a taste for trendy gadgets. In this case they’re shelling out for a lowered Countryman with two doors deleted and the same sloping roofline that’s made the Range Rover Evoque a best-seller. The Paceman was originally to be called the Countryman Coupe before a marketing type devised a more masculine moniker. The name may have changed but the aim is the same — attract more males to the brand.You can’t put a price on Mini’s appeal — you either appreciate the rock-solid build quality and retro feel, or you don’t. The Cooper-spec Paceman costs $35,900 with a six-speed manual and includes auto headlights and wipers, Bluetooth connectivity, rear parking sensors, front and rear foglights.Stepping up to the Cooper S adds a turbo to the engine and a Sport button to the console to tighten the throttle and engine mapping, 17-inch alloys and stainless steel pedals. Owners personalise their Mini and there are five pages of options to go for, from $2350 for the six-speed auto with paddle-shifters to $1900 for satnav.All the bits under the Paceman have been proven in other models. The All4 all-wheel drive system is being reserved for the quickest John Cooper Works variant due later this year, though product head Sue McCarthy says Mini may order it on the regular models if there is enough demand, in which case it will add $2900.The Paceman moniker on the tail — a first for Mini, though the Countryman will follow suit — is the easy way to spot the new kid on the street. The horizontal tail-light design is another first, and from side-on the tapering roof line is unmistakable.Inside there is space for four, with a centre rail running the length of the cabin and acting as a shift-and-lock platform for cupholders, sunglass cases, smartphone holders … whatever the Mini gurus can dream up. The designers have also relented on the window switches, which are now on the doors rather than grouped on the centre console.The Paceman hasn’t been officially crumpled yet. Given it is based on the Countryman, it will be a four or five-star proposition (EuroNCAP rates the Countryman a five, ANCAP gives it a four). Six airbags and the usual software nannies are in place.Call a car with Mini’s driving-oriented heritage a Paceman and you’d expect it to be just that. But it’s not -- at least, not when compared to the hatch. The extra weight dulls the performance edge by up to a second and makes the car more prone to understeer.You have to be trying to do it and at least then there’s the reassurance of a hefty set of brakes to quell the enthusiasm. The boot is practical enough for couples at 330 litres but a baby might have parents scratching their heads in terms of what pram to buy.

Someone has been teaching Nissan about mean, mode and median. No matter the chosen values, the new Pulsar sedan occupies the middle ground in the small car class. That’s a major lift on the Tiida that came before it and the Pulsar’s mix of comfort and space makes it a small car worth considering.At $28,990 the top-line Ti is competing with the likes of the Mazda3 SP20, Toyota Corolla, Ford Focus and Holden Cruze.Nissan’s approach has been to craft a plush, accommodating vehicle. It compensates for a lack of sporty looks or handling - that role will be filled by the SSS hatch later this year - by taking four adults and major urban road obstacles in its stride.On top of that, it is packed with gear including dual-zone climate control, Bluetooth with audio streaming, a touchscreen with satnav and a reversing camera.The Pulsar may be a new car, but there’s not much new in the way of features. The CVT is calibrated for fuel economy and, unless the accelerator is on the floor, is far less prone to emit the booming drone that blights similar transmissions.It’s a fairly refined ride at 100km/h, where tyre noise is the biggest intrusion in the cabin. Click the sport button on the gearshift, though, and the perceptible lift in engine response brings a matching rise in noise.A refined look with clean lines and LED running lights on the outside is matched by an easy-to-operate interior. The instrument panel uses a traditional two-dial approach for tacho and speedo - there is no digital speed display - and the audio controls are mounted on the steering wheel, along with the cruise controls.Chrome highlights add upmarket bling and there are smart touches like the well-padded front door armrests. The centre bin is set too far back to be easily accessed by front-seat occupants, though. And the default setting on the fuel consumption is in km/litre, not litres/km.ANCAP hasn’t deformed the Pulsar’s panels yet, so there’s no official verdict on how the small sedan will perform. It has a regulation six airbags and safety software and, with a bigger, stiffer body than the Tiida, should rate as a four or five-star car.The Pulsar excels as an upmarket shopping trolley. It is competent in just about department without being a standout in any of them.The sedan is well-mannered at urban speeds, uses just on seven litres/100km of petrol in real-world driving and the steering is lightweight without being vague. Load a pair of adults in the back and they won’t complain about leg space or headroom.The boot is huge at 510 litres and you’d really have to be packing a load to be limited by the gooseneck hinges. The absence of a port or folding rear seats is a drawback to carrying long items, though.On twisty roads the lack of power and outright handling starts to show as the CVT tries to hold peak torque and the soft suspension induces a touch of cabin-wobble through the left-right turns. Trivial stuff, given most owners won’t be aspiring to chase 370Zs through the hills.The Pulsar is a genuine rival to the Toyota Corolla as a utilitarian vehicle designed to do everything well. It may be “whitegoods on wheels” but the Nissan gives the impression you’ve bought one of those European labels.

The A200 ticks all the boxes in the prestige small hatch class by not having as many boxes to tick. This isn’t a battle about the quickest car - that’s the domain of the A250/A45 AMG duo. It is a battle about price and features, to the point where potential top-end Golf owners will cross-shop with the baby Benz.And as the newest car on the lot, Mercedes has the edge, especially when it also channels the tactile feedback of a BMW 1 Series with the build quality and interior refinement of Audi’s A3. Add to that the badge snobbery of owning a three-pointed star and getting stock may be the biggest problem Mercedes Benz has.VALUEThe A200 is predicted to be the volume seller at a starting price of $40,900. The car is fitted with a 1.6-litre turbo petrol engine that hits 100km/h 8.3 seconds after stomping the accelerator and comes with Bluetooth streaming, a reversing camera, self-parking software, cruise control, auto lights and wipers and a seven-speed dual-clutch transmission.Audi’s A3 1.4TFSI is slightly dearer at $41,200; Beemer’s 116i is slightly cheaper at $39,690. Neither of these is as quick or fitted with as much standard gear.TECHNOLOGYThe engine is good without being sensational. It uses 5.8L/100km to put it on a par with the Audi and BMW powerplants and the dual-clutch auto rolls through the gears with silicon smoothness. It is inside where Mercedes takes the lead.Self-parking software is standard as is a reversing camera and front/rear parking sensors. There are a range of “packs”, the dearest being a Command set-up that adds a bigger touchscreen with satnav, voice control and a 12-speaker Harman Kardon sound system and digital radio.DESIGNChasing younger buyers needs a fresh approach and Mercedes has gone to town on the design of the A-Class.  It’s a stylish car that will earn looks in traffic, especially for the early adopters.The high sill line means young kids won’t get to see much in the back and the C-pillars are chunky enough to warrant a second glance in the mirrors before changing lanes. The interior channels SLS aspirations with the circular air vents and carbon-fibre weave across the dash and the switchgear is typically top end.SAFETYANCAP has yet to officially rate the A-class but the family oriented B-Class is based on the same platform and is the safety car the crash-test body has reviewed. Nine airbags are standard, along with a rear-end crash avoidance system, drowsiness detection software and the Pre-Safe setup that primes the car if it determines an accident is about to happen.DRIVINGTaut suspension gives the A200 a firmer ride than the Audi and big potholes will be felt in the cabin. That’s the trade-off for having feedback and roadholding to match the rear-drive BMW.  A full road test will be needed to see whether the compromise works in daily urban driving but given it’s aimed at younger buyers, I can’t see it being a deal-breaker.The seven-speed auto takes a second to fire up from standstill. Get going and it shifts gears with the speed of a Tour de France frontrunner, while the turbo engine provides the steroids to keep its nose in front of the competition.It’s no rocket but a low eight-second sprint time ensures it won’t disgrace itself against bigger capacity opponents. The 341-litre boot is good without being class-leading and will easily cope with a couple of bags or the weekly shopping.VERDICTThe new A-Class puts Mercedes-Benz on the front foot in the prestige compact hatch class. The firm ride suits the sporty look and the standard gear makes the Mercedes best in show for value.Mercedes-Benz A200Price: from $40,900Warranty: 3 years/100,000kmResale: N/AService interval: 12 months/25,000kmCrash rating: Not tested (five-star EuroNCAP)Safety: 9 airbags, ABS with EBD, TC, ESC, collision prevention assistEngine: 1.6-litre turbo four-cylinder, 115kW/250NmTransmission: 7-speed auto, FWDDimensions: 4.29m (L), 1.78m (W), 1.43m (H)Weight: 1395kgThirst: 6.1L/100km (95RON), 141g/km CO2

Playing it safe has always been a Mercedes-Benz hallmark but the German carmaker is breaking with tradition by installing its updated mid-sized E-Class as the occupant-protection pioneer. It is part-acknowledgement that technology evolves too quickly to delay innovations for the new flagship S-Class due late this year and partly a reflection of the fact the E is now a more important vehicle for Benz as sales of large limousines continue to decline. Either way, it’s a win for E-Class buyers when the car goes on sale in Australia in August.Pricing for Australia hasn’t been confirmed but company spokesman David McCarthy says an “assertive” strategy will mean minimal changes to the existing numbers, which start at $80,000 for the petrol-powered E200 four-cylinder car.  “We’re still finalising specifications for the range,” McCarthy says. “Expect the E-Class to lead the way on pricing and features.” Holding the prices in check will be a big achievement for a car that has had 2000 new components.There will be a choice of three petrol and three diesel engines in the sedan. The highlights are a bi-turbo V6 petrol E400 that will give Mercedes a vehicle to rival BMW’s 535i and a diesel hybrid that uses just 4.1 litres over 100km. Wagon buyers will have the option of a four-cylinder diesel or the bi-turbo V6.There are 11 new or updated safety systems in the E-Class, headed by automatic braking to prevent rear-end crashes and a system that detects pedestrians or crossing traffic at an intersection and hits the stoppers to avoid them. A single windscreen-mounted camera has been replaced by dual cameras linked to radar sensors to provide a virtual 3D field of vision that constantly monitors a 50m space around the car for potential hazards.Unlike the new Volvo V40, Australian E-Classes won’t read speed signs. Put that down to rural signs often being used for target practice by gun and 4WD owners and the fact many of our major cities have such a gaggle of signs that it is almost pointless to try and monitor them. “Like all our safety features, until it works perfectly every time, we won’t implement it,” McCarthy says.The basic structure of the E-Class hasn’t changed but just about everything else has. The headlamps are now a single unit with a pair of daytime running lights in a tick layout. The lamps are housed in a new front end that still comes in two guises - the traditional “Elegance” design with a bonnet-mounted three-pointed star and three-strake grille and the sportier-looking “Avantgarde” style that uses a larger Mercedes roundel mounted in a two-band grille.The interior updates are more subtle but reflect the move to improve refinement. It’s a sum-of-the-parts equation: touches like a new “split view” seven-inch screen that can project one display for the driver and another for the passenger and an analogue clock nestled between the redesigned vents aren’t instantly obvious but in combination make a big difference to the cabin ambience.Mercedes is still assessing which features will go into which cars, but the range-topping regular model, the bi-turbo V6 E400 will pick up everything. That includes adaptive cruise control with “steering assist”, which uses the dual cameras to keep the E-Class in the centre of the lane. A lane-keeping assist function also scans the road for solid and broken lines.It automatically brakes a wheel to avoid crossing solid lines and alerts the driver with a vibration in the steering wheel if they are veering over a broken line. If the system detects oncoming traffic in that situation, it also brakes a corner to bring the Mercedes back into its lane. A five-star rating from ANCAP is pretty much guaranteed.The four-cylinder models are expected to account for the vast majority of E-Class sales and the performance from the lightweight engines is more than acceptable. The pair of 250 engines - the entry level E200petrol wasn’t available at the international launch in Spain - pull the 0-100km/h sprint in around 7.5 seconds.The E220 CDI is the diesel price-leader to take on BMW's 520d, which heads 5 Series sales. The E250 diesel is the pick, courtesy of an expected $95,000 price backed by 500Nm that gives a decent shove in the seat at any speed.Step up to the hybrid and the reward comes in even less fuel use. The diesel-electric system adds around 100kg but still uses just 4.1 litres over 100km. That weight can be felt in the wagon over badly broken roads, where there’s a muted bang over seriously big bumps. We’re reserving judgment on that until we can try the car on local roads but around town the behaviour is impeccable.The E400 is a weapon and it’s only the sound from the bi-turbo V6 that gives away you’re not in a V8. The electric steering now has more weight at speed without sacrificing feel and makes the mid-sized car a lively vehicle when the road starts to wind.

Tenacious grip and prodigious acceleration from the four-cylinder A45 AMG convinced AMG to roll out all-wheel drive across its ever-expanding line-up. The downside is right-hand drive markets such as Australia will have to wait for all-new models, rather than mid-life updates like the E-Class, to feel the difference. AMG’s E-Class project leader Dr Gerald Thater says the go-fast division of Mercedes-Benz quickly determined there is no downside to AWD as the weight gain is more than offset by higher performance. “I’d take all-wheel drive in the E-Class because it still drives like a rear-wheel car, but the limits are greater,” he says. “It adds to the performance in the dry, especially on the racetrack. In other times, in rain or snow, it adds more safety by spreading the torque across the drivetrain.” The system uses a planetary gearset off the seven-speed wet-clutch transmission to drive. Unlike many AWD options, the AMG version fixes torque distribution at 33/67 front-to-rear. The A-Class based A45 and CLA45 will be the first all-paw AMGs in Australia when they arrive later this year. They will be followed in 2014 by a C63 model but Mercedes-Benz Australia spokesman David McCarthy says rear-wheel and all-wheel drive versions will be sold. “There’s a market for both - traditional C63 buyers will still want rear drive,” McCarthy says. “That will also apply to the E-Class and CLS when the new models arrive... we plan to have both drivetrains across the range.”  

Bureaucrats have seen the light and will update the Australian Design Rules to let the full suite of safety systems in the Mercedes-Benz E-Class be deployed.  Extensive updates to the mid-sized prestige car include LED headlights with an adaptive high beam that automatically adjusts the light to stop dazzling oncoming vehicles. The existing ADRs weren’t “sympathetic” to the technology but Mercedes-Benz Australia spokesman David McCarthy says the regulations will allow the vehicles go on sale in August. “We’ve been in negotiations with Canberra,” McCarthy says. “The technology is so new the ADRs had to catch up.” The LED headlamps will be standard on the range-topping E400 and E63 AMG models and will be included in a driver-assistance package for the lower-priced cars. Mercedes-Benz E-Class project head Peter Schmidt says the system improves safety by maximising vision at night without dazzling approaching traffic or vehicles in front. “In Germany only 20 per cent of driving is done at night but 40 per cent of accidents occur at this time,” he notes. Even the base E200 Mercedes will include LED low beam as standard, improving both the light spread and cutting the energy needed to operate the lights by 75 watts, which in turn cuts engine load and trims emissions by 0.5g/km. Mercedes lighting expert Jens Mertens says every facet of the car has been assessed to meet internal goals of improving safety and trimming emissions “Owners still want powerful engines so to reach the emissions targets, all other areas have to improve efficiency, even lighting, It mightn’t sound like much but every gram helps,” Mertens says. The safety first approach extends to the LED tail-lamps. The brake lights operate at full intensity during the day and reduce light output of a night to cut eye strain on following drivers.  

Alchemists used to try and transmute gold from base metals. Ford has been somewhat more successful in transforming a fairly basic three-door Fiesta into a low-cost enthusiasts’ car. It’s a mildly warm hatch but at just $22,990 the Metal truly is precious — which explains why there’s only a handful of the 250-vehicle allocation still for sale.VALUEThe Metal’s natural rivals are the Suzuki Swift Sport and Hyundai Veloster at $23,990. Both have sporty pretentions and more power/torque than the Fiesta can muster. With six-speed manual gearboxes, they are also quicker in a straight line and easier to hold in the peak rev range. The Swift in particular is a force to consider.The chassis is as composed and the suspension keeps the wheels planted with an agility you can feel from the first turn but it doesn’t look as dramatic as the all-black Metal. No-cost gear on the Ford includes cruise control, reverse parking sensors, decent aircon and auto-folding side mirrors.TECHNOLOGYThe Ford formula follows the successful Toyota 86/Subaru BRZ approach. Build a decent, well-suspended vehicle with enough power to give the car some zip without being an absolute handful and enough steering feedback to know where the front wheels are pointing in either case.The 1.6-litre engine needs to be wound up tight between 4000-6000rpm to entertain the senses and overcome the gap between ratios in the five-speed manual gearbox.  Uphill hauls can still catch it out but, like the Toyobaru twins, speed isn’t the ultimate thrill here. It’s the way it rides — and occasionally bangs — over ruts in the road; flawed but fundamentally fun.DESIGNThe shame is the Fiesta Metal is only a three-door. A five-door model would have sat under the Fiesta ST and still given family buyers a sporty car to aspire to without being too edgy for everyday driving. Being the Euro-sourced WS platform, rather than the Thai-built WT version, it has softer plastics on the dash and the bits where elbows contact doors and a tilt and reach adjustable steering wheel.The hatch is deep but not wide — good enough for a couple of small suitcases. Like most three-doors, the reach to the seatbelts is a stretch, but the front seats tilt and slid forwards to give the back-seat passengers a semblance of a dignified entrance/exit.SAFETYThe Fiesta feels solid enough to merit its five-star rating. A driver’s knee airbag lifts the number of balloons to seven and there are the usual safety systems along with seatbelt reminders for both front pews.DRIVINGYou get what you pay for and it is the price that gives the Fiesta Metal such prowess. In absolute terms, it doesn’t rate. The suspension can clatter over undulations, the steering kicks over mid-corner bumps and there’s an occasional hole in the power delivery. Cop all three in a row and owners will still be grinning at the car’s overall roadholding and capacity to be pushed around turns. In more mundane driving it is easy to manoeuvre, the accelerator isn’t hair-trigger sensitive and it doesn’t have the fuel consumption thirst of a hotter hatch.VERDICTFun without being too frantic, the Fiesta Metal rewards driving inputs. It has already won fans as a new car and that reputation will only grow when it starts being resold as a used vehicle.Ford Fiesta MetalPrice: from $22,990Warranty: 3 years/100,000kmService interval: 12 months/15,000kmCrash rating: 5 starsSafety: 7 airbags, ABS with EBD, TC, ESCEngine: 1.6-litre four-cylinder, 98kW/160NmTransmission: 5-speed manual, front-wheel driveDimensions: 3958mm (L) 1709mm (w) 1481mm (h) Spare: Space-saverThirst: 6.0L/100km, 140g/km CO2

Some cars make you feel like a million dollars. The Mercedes-Benz SLS AMG achieves it at only half the price, making it something of a bargain.A soft-top roof means it misses out on the gullwing doors of its stablemate but it garners even more attention when it is exposed to the elements. That also lifts the lid on one of the best V8 soundtracks on the street, a mechanically composed siren’s song that invites licence-losing stabs of the right foot.VALUEIn the rarified realms of supercar ownership, cost is less of an issue than how the vehicle looks, or how the driver looks in the vehicle. An Audi R8 convertible is $100,000 cheaper than the Mercedes but Audi sold 41 R8s last year against 17 SLS sales.That makes the super-quick Merc grand tourer a more exclusive toy and means owners are less likely to be assailed by the sight of a similar car on weekend jaunts to the holiday house.The $487,000 list price is around $20,000 more than an SLS coupe, courtesy of the triple-layered fabric roof that folds in 11 seconds at speeds up to 50km/h. Most buyers spend well beyond that in personalising their ride, from $3775 for carbon-fibre mirror cowls to $29,750 for the ceramic brakes.TECHNOLOGYThe aluminium space frame houses a naturally aspirated 6.2-litre V8 that sounds as though it’s been penned in the massively long bonnet against its will. It snarls on start-up, bellows under the slightest provocation and crackles on the automated downshifts from the seven-speed dual-clutch transmission. The full suite of technical wizardry is fitted to keep this toy on the tarmac, from adaptive cruise control to blind spot assistance and multi-stage stability control. DESIGNLook at the photos and make up your own mind. Mine says the soft-cloth top detracts from the overall appeal but that’s presumably down the fact AMG wanted to trim weight and keep the centre of gravity low. Top down, it’s a better-looking beast than the Gullwing: long, low and menacing. If only they’d clad it in radar-reflecting panels …SAFETYIt doesn’t feature in EuroNCAP or ANCAP databases because it’s not cost-effective to blow $500,000 on a car that only a handful of people can afford. It is a Merc, though, so it’s safe to assume the SLS holds up under impact.Driver and passenger get four airbags each, the software monitors everything and there is extra bracing throughout the car to keep it stiff and on the black stuff in the first place. Inattention or overconfidence are about the only excuses for binning the SLS … good luck explaining either to the insurance company.DRIVINGI don’t normally name cars, but the SLS AMG isn’t a normal car. I called her Luci, which elicited sighs from friends until I pointed out it was short for Lucifer. Helluva thing, this SLS. There’s no concession to banal practicalities like boot space or interior storage - the door-pocket strips couldn’t hold my wife’s purse - that’s what the other car is for (and I’m assured SLS buyers tend to own a couple of vehicles).It is built for visual and visceral pleasure. There’s a football field of bonnet up front but the car is still relatively easy to park. And a second of button-mashing setup transforms the vehicle from cruise to charge mode. Set the springs and transmission to comfort and it is easily handled eye-candy. Hit the AMG button and you’d better know your business.Right-foot response is hair-raisingly quick, the back end will step out before being electronically hauled into line and the steering picks up laser-guided precision. The brakes are brilliant and because the engine is behind the front axle they can be absolutely hammered without affecting the car’s stance.VERDICTThe spend may be outrageous but few vehicles combine this level of outright prowess with luxurious panache. If money wasn’t an object, the SLS would be the object of my affections, given there’d be another couple of spots in the CCTV-monitored garage for more mundane vehicles.Mercedes-Benz SLS AMG RoadsterPrice: from $487,000Warranty: 3 years/100,000kmResale: N/AService interval: 12 months/20,000kmCrash rating: Note testedSafety: 8 airbags, ABS with EBD, TC, ESC. Adaptive cruise controlEngine: 6.2-litre V8, 420kW/650NmTransmission: 7-speed automatic, rear-wheel driveDimensions: 4.64m (L), 1.94m (W), 1.26m (H)Weight: 1660kgSpare: Tyre-inflation kitThirst: 13.3 litres/100km 98 RON, 311g/km CO2.

...Better Place’s decision to freeze its investment in Australia. The electric Renault was to have cost around $40,000, excluding the price of leasing the battery from Better Place. Lease deals entitled the owner to be able to pull in to a Better Place battery-swap station and exchange the pack for a fully charged one in what the company predicted would be around the same time it takes to refill a petrol-powered vehicle. The energy provider launched in 2011 with a plan to roll-out a national network of recharge points and battery-swap sites but this week announced it was withdrawing from Australia and the US to focus on the Israel and Denmark markets, where it has a more extensive recharge infrastructure. The press release also says Better Place will look for someone to take over existing customers in Australia, noting the company “is committed to finding alternative arrangements for existing customers in these markets”. Better Place is best-represented in Canberra, where 13 charge points are installed. Significantly for Renault, there are no battery-swap stations - and the Fluence ZE was specifically designed with a removable battery pack for “hot-swap” convenience. Renault Australia spokeswoman Emily Ambrosy says the Fluence ZE has been postponed “until further notice.” “The Fluence ZE launch was predicated around being able to recharge and swap batteries,” she says. “With Better Place winding down in Australia, we can’t give that flexibility to customers, so we’ve postponed it indefinitely.” A Renault press release says the company still believes in the future of electric vehicles and “will continue working towards the introduction of Renault-brand EV models in the future.” The most likely candidate is the Zoe, which is Renault’s well-shaped city car based on the Nissan Leaf powertrain and should arrive in Australia next year. GM Holden also had a deal with Better Place to provide electricity for its range-extending Volt. Holden says but isn’t as exposed due to Volt’s ability to recharge overnight off the domestic electric plug. Upgrading to 15 amp-powerpoints halves the time and Holden spokeswoman Shayna Welsh says new customers can contact ChargePoint and GE to install dedicated “quick-charge” units in homes, giving potential Volt owners a range of options. “Customers who have taken delivery of their home charge stations can continue to use them and receive power. We’re working through those issue with Better Place now, she says.”