Articles by Craig Duff

GM's Opel brand launches here next week. We get an exclusive first drive of the range-topping Insignia sedan. There’s a new badge in town and it plans to lay down the law in the mid-size segment.The Opel logo may not be familiar but the cars are no strangers to local roads. In the past they've worn Holden emblems and earned a big following. The Astra we all know. Some might not know that Barina used to be an Opel Corsa.All is about to change with the launch of the German-based brand here. Carsguide has sampled an exclusive pre-production drive of the company's range-topping sedan -- and we like it.Unlike the small car class, price isn't the major buying factor in the mid-size segment. Opel has aimed for the high ground, specifying the Insignia sedan and wagon with enough standard gear to shame most of its competition.Opel's claim to fame in Australia will be German build quality wrapped around Asian car makers' spec levels. Opel isn't claiming to be a prestige brand, so it pits itself against the best of the European mass-market rivals.That means the Volkswagen Passat and Ford's Mondeo are directly in the beam of Insignia's xenon headlamps. The Accord Euro is in the mix as well -- age hasn't wearied the mid-size Honda and its dynamics are still among the best in the class.Pricing hasn't been set but Carsguide expects the base sedan to start about $39,000 -- or right on Passat money. The up-spec Select variant is likely to be about $45,000. They share a 2.0-litre turbo petrol engine -- a turbo diesel of the same displacement will probably be $2000 more -- and the wagon is similarly expected to be a $2000 premium over the sedan.Standard gear on the top model tested by Carsguide includes 19-inch alloys, seven-speaker sound system, dual-zone climate control, seven-inch infotainment display, satnav and automatic lights and wipers.The seats are heated and cooled and are the only production car pews officially approved by the German chiropractic association to help your back -- although there is only electric assistance for lumbar support and vertical adjustment.This is the 2009 European Car of the Year and for very good reason. The engine is crisp, the transmission smooth and there are enough software tweaks to satisfy first-adopter technophiles. European cars have the option of all-wheel drive and that is expected to appear here in the performance OPC model -- if and when Opel Australia announces we're getting the halo variant.A “FlexRide'' adaptive damping system will be an option. The system can be manually adjusted from sport to tour, or left in auto to map its own settings based on the driver and car's behaviour. Not that there's anything wrong with the basic package.The sweeping roofline on the Insignia sedan almost entitles it to four-door coupe status but rear headroom is better than those vehicles. A boot lip spoiler will be standard on Aussie models but was missing from our pre-production drive and the cluttered centre console on our test car will be simplified with an infotainment controller between the front seats.The wraparound look that extends to the doors is slick, unlike the controls on the steering column stalks, which suffer from the fact they're shared with the unloved Holden Epica. But that is one of the few areas where the Opel shows its age as a 2008 model, along with the lack of stowage options for the junk most people pack into a car these days.The upside is that the 500-litre boot should satisfy most owners' haulage needs and there's always the wagon for those wanting greater load capacity.Euro NCAP says the Insignia is a five-star car for safety. All variants have six airbags, electronic stability and traction control linked to the ABS and four-way active headrests, along with seat belt reminders for both front occupants.The biggest criticism of the car from the crash-testing group was for its pedestrian safety -- the sheep who invite disaster by ignoring road rules while walking with buds in their ears might want to stroll in front of something else. Like a bicycle.The Insignia's date with a television camera meant Carsguide couldn't push its dynamics to the limit. Something about paint chips not looking good in the launch commercial. As it transpired, we didn't need to -- the chassis and suspension are right up there with those of the Passat and Mondeo at anything approaching highway speeds.The ride is consistent with Euro-built cars in that it trades initial damping over minor bumps for more suppleness as the pace or severity of the hit increases. There's a touch of play in the steering straight on, but the feel and weight improve as more lock is applied. The brakes are great -- repeated emergency stops didn't faze them -- and acceleration is class-leading at 7.8 seconds from rest to 100km/h.The Insignia ticks most of the boxes -- excluding the non-electric front seats -- for mid-sized buyers. It drives better than most cars in the class, looks good and has an upmarket interior feel. Let the battle commence.

The V40 shows Volvo finally has a handle on how to fight in the prestige hatch market. And it needs to, given the Swedish car will take on the likes of Audi's A3 and the BMW 1 Series in Australia.The company has recently tried to shrug off its cardigan-clad conservatism by building better looking cars; the V40 marks the move to building better driving ones.VALUEVolvo Cars Australia head Matt Braid says the entry level D2 diesel variant will "be under $40,000." Just how much under will be determined by how much advanced safety gear he can afford to pack in to the 1.6-litre turbodiesel.The key new technology - the improved City Safety software and a pedestrian impact airbag system - will be standard on all models.The look and feel of the interior plastics on the V40 is a marked step up and the equipment level is predicted to better its rivals. For the record, the A3 starts at $41,300 and the BMW runs from $39,593.TECHNOLOGYAs a car pitched at the the prestige market, there's a lot of tech in the V40 and most of it is useful. An instrument panel with three separate themes brings, according to Volvo, the "interaction between car driver and driver into a new dimension". Rubbish, but it's a good marketing gimmick that might impress potential buyers.The information, layout and colours change depending on the theme - Elegance, Eco and Performance. Bluetooth with audio streaming will be a more appreciated feature but owners will be rewarded if they take the time to dig through the menus and learn what this car can do.STYLINGWide and low is the look Volvo set for the V40 as to emphasise size in the compact hatch. It works - the car squats on the road and the wedgy design is instantly identified as a Volvo front or rear. The interior is a step up from the C30 and shows Volvo is serious about beign seen as a prestige player.The grey plastics on previous cars has been replaced by a classier charcoal look that is soft to the touch on all the key surfaces. A five-inch infotainment screen jumps to seven inches if the satnav option is ticked but the resolution is good even on the base unit. The only criticism applies to the back seats where adults will be longing for legroom on anything but a quick trip around town.SAFETYSaving lives - both the occupants and those around them - is the hook Volvo has long hung its hat on. The V40 takes that to the next level for a compact hatch and Volvo expects five stars. Eight airbags are standard, including the world first pedestrian impact airbag.The system uses seven accelerometers to determine if the front bumper has hit a human leg, rather than a pole or shopping centre bollard. If it is human, it gives more than the metal objects. At that point the system fires a pair of explosive charges to pop up the rear of the bonnet, giving more cushioning distance before the pedestrian hits the engine - and making room for an airbag to deploy and cover the bonnet/windscreen area and the bottom of the A-pillars.The City Safety software pre-brakes the car if it anticipates a hit with the back of another vehicle and the threshold has been raised from 30km/h to 50km/h in the V40. Blind spot assistance, lane departure warning, adaptive cruise control, rear parking cameras and automated parallel parking are also on the menu.DRIVINGA taut chassis - this platform is shared with the Ford Focus from the days when Volvo and Ford were sharing beds - sharp steering and sporty suspension make the V40 a genuinely fun drive. Dare to let the base D2 turbodiesel engine come off the boil and it has the pulling power of a teen afflicted with an acne outbreak.It is the same 1.6-litre engine found in Peugeots, Citroens and Minis and will be fine for city duties. Push it and the manual really needs to be ratcheted up and down the ratios to overcome tall gearing and a thin powerband. The tight uphill turns of the test route didn't flatter it, with the manual often revving too hard in a given gear but upshifts then cause it to slip under the 1750rpm threshold where the turbo kicks in.The quest for fuel economy sees it ride 10mm lower than the rest of the range but that - and the 18-inch rims fitted to our test car - means bumps are more noticeable. The 2.0-litre D4 oilburner is a much more rewarding drive.The six-speed auto (Volvo's dual-clutch automated manual transmission won't be available until late next year) works well with the 130kW/400Nm and the ride is more forgiving without hurting the car's cornering ability. The 2.5-litre petrol T4 destined for Down Under duties wasn't at the launch and the range-topping T5 isn't expected to be seen until later this year.VERDICTThe V40 shows that Volvo has a handle on what it takes to fight in the prestige compact market. The safety side can't be questioned so it's a case of pricing. If Volvo gets it right this car should be cross-shopped from the VW Golf up to the Mercedes-Benz A-Class.Volvo V40Price: from $40,000 (estimate)Resale: N/AEngines (at launch): 1.6-litre turbodiesel four-cylinder, 84kW/270Nm (D2); 2.0-litre turbodiesel five-cylinder, 130kW/400Nm (D4); 2.5-litre turbo five-cylinder, 132KW/300Nm (T4);Transmissions: Six-speed manual, six-speed automatic, front-wheel driveBody: 4.37m (L), 1.8m (W), 1.42m (H)Weight: from 1357kgThirst: 3.6L/100km diesel, 94g/km CO2 (D2 manual); 4.3L/100km diesel, 114g/km CO2 (D4 manual); 5.2L/100km, 136g/km CO2 (D4 auto); T4 auto figures not released

The plug-in diesel-electric hybrid claims a sprint time of 6.2 seconds and fuel use of just 1.9 litres/100km. But if the performance and economy numbers are good, the price may put buyers off. Volvo Cars Australia boss Matt Braid says he hopes to have the V60 D6 hybrid wagon on sale for less than $100,000. He'll need to sharpen the pencil, given the petrol-powered version of the same car starts from $68,000. Admittedly, the plug-in diesel hybrid will use bugger-all fuel but even if the car lands for $90,000, the $20,000 difference will buy a lot of petrol. Braid says the V60 D6 will showcase Volvo's technology. "It's a niche model, volumes won't be massive, but it shows where we are on hybrids," he notes. "This car makes more sense for us than the (pure electric) C30 drivE. The lease and buyback arrangement Volvo has in Europe won't work for us in Australia. That makes the V60 the smartest showcase of our next-generation drivetrains." The D6 wagon's front wheels are powered by a 158kW/440Nm 2.4-litre turbodiesel. A 50kW/200Nm electric motor drives the rear axle, meaning the Volvo can run as a front, rear and all-wheel drive car depending on which of the three drive modes, pure, hybrid and power, it is operating in. Hybrid is the default mode when the car is started.  A gauge on the dash shows when power demand dictated by the right foot pressure  looks like kicking in the diesel to boost performance. Drivers can then either ease off to stay in electric mode, or feel a tiny jolt as the diesel fires up to join the party. Electric-only range is claimed to be around 50km at 100km/h but range anxiety won't be an issue given the diesel's fuel use and 45-litre tank should give it a 1000km cruise between tanks. The first batch of 1000 V60 D6 hybrids will be sold in Europe, with Australia joining the queue when full production of 4000-6000 cars, or 10 to 15 per cent of all V60s starts next year.  

There's only one thing wrong with the BMW 318d — the higher-specced and more powerful BMW 320d is just $4500 more. The 320d tips buyers in to the $60,000-plus mark before they've ticked an options package, which then makes the entry-level diesel a smart entry point at $56,400 for those who aspire to the blue-and-white propeller badge. Why, because even with "only" 105kW and 320Nm, the 318d drives like a BMW should.Welcome to the jungle. Behind the prestige badges, the German trio are fighting a huge war for ownership of the small luxury segment. Audi's A4 is mid-cycle against the other two but still managed 225 sales in May. Mercedes-Benz is winning, with 495 sales last month against 425 for the BMW.Demographers would put the difference down to our ageing population — Benz shades BMW for the most luxurious interiors and best safety systems in the market; the Bavarian outfit still has the edge with the best road/tyre/ steering-wheel feel of any car this side of a Porsche.The 318d is standard with an eight-speed auto matched to a "drive experience" control that varies shift points, steering, stability control and throttle response depending on whether it is in Eco Pro, Comfort, Sport or Sport+ settings. It also comes with an adaptive cruise-control (the system brakes but won't accelerate) and has a 6.5-inch infotainment display, six-speaker sound system with iPod/USB connectivity, Bluetooth connectivity, electric front seats and rear parking sensors. Satnav will cost more than $1500, though.This is the best-looking sedan in the BMW range. The proportions just work on the 3 Series, whether it's at rest or hustling past. The kidney grille is now stretched and flattened to emphasise width and that theme continues with the two lower air intakes and small vertical intakes under the twin round headlights. BMW says the look also improves air flow around the front wheels. Open the bigger doors and there's more space fore and aft — up to 15mm more knee room in the back — along with the typically functional BMW dash. Three option lines add interior and exterior bling — the Modern at $3900 and the Luxury and Sports at $4900.ANCAP rates the BMW as the second-safest car on the road. It trails the Mercedes-Benz B-Class by just .02 of a point for the outright title, which makes the little Beemer a safe buy if you're safety-conscious. Six airbags are backed by a lighter and stronger chassis with improved crumple zones so the car is smashed instead of the occupants. Money may not be able to buy love but it can buy structural integrity.Shut the door on the BMW 318d and you have to think. The close is solid and needs a decent pull to lock. Reassuring perhaps, but not typically BMW, where the "thunk" came with little effort on the handle. Press the start button, though, and the BMW traits kicks in, from the feel through the wheel to the way the car sits over bumps and the seats lock on to the thighs through tight corners.The interior look is planed rather than plain with the horizontal lines intended to emphasise the width of the cabin. The materials and switchgear may not look as flash as some of the 318d's rivals but are just as upmarket as buyers will demand. There's a lot to like about the baby 3 Series diesel — it is an enjoyable car to drive in the city, a good long-distance hauler — though only two adults in the back, please — and only starts to lag on uphill runs through twisty corners. Which is where the 320d comes in .This is a win/win for prestige buyers. Those looking to step up to Euro ownership and want driving feel will feel at home in the 318d. Existing prestige buyers will be better off looking at the 320d — and it's there the C200 CDI starts to make Mercedes' presence felt.

Having a good car isn't good enough to be a winner in the small car class. Just ask Renault, whose Megane is earning a trickle of interest amid a torrent of sales. Put that down to lack of knowledge in the brand.Renault is starting off a small base in Australia and is still educating the public that French flair is a no-cost option, not an extra-cost one. In the Megane buyers get a solidly built hatch that rides well and has enough standard gear to be value for money. The downside is a continuously variable transmission in the petrol models that drones worse that a seminar speaker. The diesel's a better engine but is too noisy under load.VALUEThe bottom line is $26,000 buys a base model Megane Dynamique with 16-inch alloys, a six-speed manual gearbox and most of the features you want except satellite navigation. That's about what it costs for a Mazda3 MaxxSport but the Mazda does come with satnav. Spend $2500 more for a Megane with the 1.5-litre turbodiesel and a six-speed auto. The Privilege spec level raises the bar by $4000 for the petrol and $5000 for the diesel.TECHNOLOGYThe dual-clutch automated manual transmission works well with the diesel. There's a moment of hesitation off the line but the torque rolls on early and gives the hatch decent performance around town. It doesn't have the punch of a Ford Focus TDCi but it also uses a litre less diesel every 100km, with Renault claiming fuel use of 4.5 litres/100km.STYLINGThe front end of the Renault is distinctive without straying too far from the accepted small car formula. The bumper sweeps up to the top of the wheel arches where it neatly blends in with the wraparound lights. Rear seat legroom is on the tight side to be packing two adults in the rear for a lengthy trip but the boot's 360 litres of space is easy to load.The interior is just starting to date - and Renault persists in putting the sound system controls on a block behind the steering wheel where they can't be seen or easily used. Putting a cupholder in front of the USB input isn't a "Eureka" moment, either.SAFETYThe Megane was the first small car to earn a five-star rating from Euro NCAP. That was five years ago and shows how well engineered the Renault is. Six airbags are supplemented by stability and traction control and there are seat belt reminders for both front seats.DRIVINGPut the boot in to the Megane and it punches back well above its weight. The transmission is geared for economy but will quickly drop down a couple of cogs if there's enough right-foot pressure.  And the brakes are close to best in class. The 280mm front and 260mm rear discs are consistent and effective at any speeds, though they start to bite earlier in the pedal travel than most Asian cars.Ignoring the diesel clatter, the 1.5-litre turbodiesel is the engine of choice. The 2.0-litre petrol is more than OK but uses too much fuel. That can't be said of the diesel - Carsguide averaged 6.0 litres/100km. That's above the claimed figure but still impressive for a car carrying four in the urban jungle.The seats are comfortable and the vision forward and rear is better than average, meaning the Megane ticks about every box you can ask it to. Better noise isolation is about all I'd want.VERDICTA five-year warranty sweetens an already good deal for the Megane. It isn't going to outsell the Corolla but is a smart alternative for those who don't want to run with the pack.

Give-me-room looks and a turbodiesel engine that's the equal of anything in its class makes the Ford Ranger XLT worth a drive for potential four-wheel drive utility owners. In double cab form the Ranger isn't just smart, it's a genuine alternative to SUVs for those willing to sacrifice a bit of load area for the

The cars have been enlisted to supply recharge data for the Victorian Government's Electric Vehicle Trial. Four Aussie-spec Volts will join four left-hand drive evaluation vehicles in a 12-week test of the vehicles' typical range and recharge patterns ahead of the car's local launch late this year. Holden's director of Energy and Environment Richard Marshall says: "By getting involved in the Victorian Electric Vehicle Trial we hope to develop a better understanding of how people drive and recharge vehicles in Australia." The eight cars will be driven by Holden staff, who will provide feedback to the launch team and share their experience of living with an electric car via social networks. "Ordinarily the vehicle development process is shrouded in secrecy but with Volt we're taking a different approach and encouraging the evaluation drivers to talk about their cars with friends, families and online contacts," Marshall says. The Volt is the size of a Holden Cruze but is powered by what GM says is the world's first extended range electric vehicle, meaning the 1.4-litre petrol engine is used to generate more electricity instead of helping with locomotion. Holden says the Volt has a range of up to 80km on electric power, with the petrol engine extending that to 600km. More than 60 vehicles and 200 charging stations are being used in the EV trial, which will run until 2014. The Victorian Government will use the data to map driving and recharge habits that will help plan infrastructure and energy grid upgrades. Carmakers taking part include multinationals like Nissan, Mitsubishi, Holden and Toyota, local importer EDay Life and Victorian-based EV conversion specialists Blade Electric Vehicles. Updates from the drivers will be posted on Holden's blog  

Money talks. but Infiniti won't reveal prices or spec details until closer to the late-August launch of Australia's newest luxury brand.That makes rating it in the prestige hierarchy — Lexus, Audi, BMW and Mercedes-Benz — all but impossible.Infiniti Cars Australia general manager Kevin Snell says he won't chase volume by making it a "budget prestige" brand. "That just defeats the purpose of being in this market. People buy these types on vehicles on value and image, not price," he says."The younger Gen Y buyers are looking for something different. In many cases they see European prestige cars as representing their parents' values."So Infiniti wants to be different, right down to the design of its cars with the signature bulging front guars pushing up in to the bonnet. Snell knows the look won't suit the conservative crowd — and is happy about it.THE RANGEThe FX all-wheel drive SUVs are expected to account for more than 80 per cent Infiniti cars for the first 12-18 months, headlined by the V8-powered FX50S.The M35h hybrid will be the only sedan in the line-up at launch but will be followed by the small-sized G Coupe and G Convertible towards the end of the year and the next-generation G sedan is due in late 2013.Infiniti can tap the resources of Nissan and Renault and has grabbed two of the best engines in the alliance's inventory in the 3.0-litre V6 turbodiesel from Renault and the 3.7-litre petrol V6 that is best known in Nissan's sporty 370Z.PRICINGWith no news from the Australian arm, a look at the British Infiniti website shows the FX range has four basic spec levels, GT, GT Premium, S and S Premium. Prices start around $74,000 for the base FX37, with the diesel engined FX30d just $135 more. At the top of the tree, the FX50S Premium sells for $92,500. In comparison, BMW's X6 range — the closest in terms of looks to the FX — starts at $74,200 in the UK for the xDrive30d, steps up to $75,500 for the xDrive35i and costs $92,000 for the xDrive50i. The range-topping, turbodiesel xDrive50d adds another $8000. Expect local prices to be more than the UK figures but still on a par with Infiniti's Euro rivals.DRIVINGThe focus on performance is obvious in all the cars during a brief drive in New Zealand this week. They go hard and hold the road better than a high-riding 2.1-tonne vehicle should be able to.FX37 normally rolls on 20-inch rims but the test vehicles were S variants with stiffer suspension and 21-inch wheels covered with 265/45 rubber. Tyre noise on the coarse chip surfaces around Queenstown was noticeable from 80km/h up, but it was made more obvious by the lack of wind noise coming off the A-pillars and chunky side mirrors.The FX37 officially uses a litre less fuel over 100km than the V8, but that ain't the case when it's trying to catch its bigger brother. The six-cylinder's fuel use of 14.6L/100km was above the 13.1 Carsguide in the FX50.That was largely due to the transmission kicking down a couple of gears on when attacking hills to keep the 3.7-litre engine revving. The V8 was generally happy to cover the same ground in a higher cog.The BMW X6 has the edge in on-paper performance but in the real world there won't be much between the two vehicles. The heated and ventilated front leather seats in the Infinitis are snug, supportive and stylish and the FX doesn't want for standard kit.It also has the safety software to suit this class, from adaptive cruise control to lane departure warning and a tyre pressure monitoring system. And the sloping roofline that helps give the car its stand-out shape doesn't limit headroom for 180cm-plus rear passengers.VERDICTInfiniti has the vehicles to compete on the road. Now we need to know the value equation to see how the newest prestige player will compete in showrooms. Don't expect the other brands to sit back and watch, though, which can only be good for all potential prestige buyers. .Infiniti FXPrices: TBAWarranty: TBAResale: NAService intervals: TBAEngines: 3.0-litre turbodiesel V6, 175kW/550Nm (FX30d); 3.7-litre V6, 135kW/360Nm (FX37); 5.0-litre V8, 287kW/500Nm (FX50S)Transmission: Seven-speed automatic, all-wheel driveBody: 4.86m (L), 2.13m (W), 1.68m heightWeight: NAThirst: 9.0L/100km, 238g/km CO2 (FX30d); 12.1L/100km, 282g/km CO2 (FX37); 13.1L/100km, 307g/km CO2 (FX50S)Infiniti M35hPrices: TBAWarranty: TBAResale: NAService intervals: TBAEngine: 3.5-litre V6 petrol-electric hybrid, 268kW/620NmTransmission: Seven-speed automatic, rear-wheel drive Body: 4.95m (L), 2.06m (W), 1.5m (H)Weight: NA Thirst: 6.9L/100km, 158g/km CO2

Infiniti Cars Australia general manager Kevin Snell says the small footprint - both in vehicle range and retail outlets - is an intentional approach to ensure the company can micro-manage its rollout Down Under.Snell says Infiniti will rely on the performance pedigree of its cars and the brand focus on the "customer experience", including home collection and drop-off of cars that need servicing, to help it stand out in a crowded and competitive prestige market."You only get one shot to launch a car brand," Snell says "and we can't afford not to do it properly first time around. We aim to give a point of difference in terms of our customer service and I won't apologise for ensuring we get that right before we go in all guns blazing.""We'd love to be in Perth and Adelaide (at launch) but the reality is we need to make sure the customer experience is right in our first three stores." Those three dealerships will be run by three of the biggest names in the automitve reatail business. Infiniti has appointed the Suttons Motor Group in Sydney, Penfold Motors in Melbourne and A.P. Eagers in Brisbane.Snell says Perth and Adelaide outlets will be added by the end of next year but won't reveal how customers in those cities who want to buy a car now will be serviced. "Like the pricing and sales projections, that will have to wait until August," he says.He also promises Infiniti will rapidly expand its line-up as new models come into the mix. "Between late 2013 and 2016 we'll have six new vehicles," he says. "We absolutely intend to have a full model range - that's the only way we can hit 10 per cent (the global prestige car target for Infiniti)." The launch vehicles include the FX mid-sized SUV with a 3.0-litre V6 turbodiesel, a 3.7-litre petrol V6 and a range-topping 5.0-litre V8. It will be joined by the M sedan, headed by the world's quickest hybrid in the M35h with a 0-100km/h time of 5.5 seconds. 

Saving cash is more important than saving the planet for buyers of Australia's most popular car. The Mazda3 Neo and Maxx Sport both run a 2.0-litre four-cylinder engine that officially uses 7.9 litres/100km. In this class that's a long way off bragging rights, yet those models account for around 83 per cent of Mazda3