Articles by Craig Duff

The next-gen Colorado will talk the torque for Holden in the four-wheel drive pick-up market.It still has a mountain to climb if it's going to knock the Toyota HiLux and Nissan Navara off the peak but the new model will give the Red Lion the tools to tackle a much bigger slice of the market.With 470Nm on tap from the 2.8-litre turbodiesel it has bragging rights only bettered by the Navara and a look that should find a place with tradies and families alike. Now all we need is the pricing .How much the Colorado costs is the key part of the equation — and it's one Holden won't answer until closer to the mid-year launch. Expect the 2.5-litre turbodiesel to undercut the existing 3.0-litre engine's starting price of $31,490 for the 4x2 single cab with tray and $34,490 for the same model with four-wheel drive.Holden is pitching the new Colorado as a lifestyle range and has fitted Bluetooth, a pair of 12-volt sockets and USB/iPod connectivity for the sound system.New, fuel-efficient turbodiesels will finally give Holden a point of difference from the Isuzu D-Max. The vehicles will still share the platform, much as Ford and Mazda do with the Ranger and BT-50, but the Colorado will be the only one with the 2.5-litre and 2.8-litre engines, fitted to two and four-wheel drive version of single, space and crew cabs.The smaller donk is matched to a five-speed manual and is good for 110kW/350Nm. That gives it an on-paper edge over the base Triton, Nissan Navara D22 and Ford Ranger. Step up to the 2.8-litre mill and there's a 132kW/440Nm with the manual gearbox or 470Nm with the six-speed automatic.This is not a macho, in-your-face design in the vein of the Ford Ranger and should have a broader appeal because of it. That fits, given Holden is pitching the Colorado as a lifestyle vehicle rather than a straight-up workhorse. The Holden design team worked on the styling and the slanted honeycomb grille gives the front end a bit of presence.It's a different story at the back — short of the badge and tail lamps, fleet managers are the only people who will pick one pick-up from another. The view inside is more SUV than work ute and the switchgear is easy to operate. The biggest criticism is the pair of 12-volt power sockets are both in the front — that won't please the device-carrying passengers in the back of the crew cab models.Holden says the Colorado will have "class-leading" safety.  Topping the ANCAP rating in this segment are the five-star Ford Ranger/Mazda BT-50 duo.The existing model is a three-star vehicle, so it will be a major step up in safety and again follows Holden's push to market the Colorado as a family friendly vehicle. Standard equipment includes ESP, front and curtain airbags and brakeforce distribution for the ABS anchors.It looks and sounds like a truck but drives like a big SUV. Holden is still finalising the suspension set-up but the evaluation test loop Carsguide undertook with the 2.8-litre models shows they're finessing a fairly competent package. Just as much work has gone in to the accessories, which range from a snorkel to a windowed canopy that secures the Colorado's role as a camping campaigner.Add in the fact the Colorado can tow up to 3.5 tonnes and it suddenly appeals to everyone from equestrians to boaties. Four-wheel drive models use a dial to select 2WD, 4WD and low-range 4WD and it wo rks well. The six-speed automatic is the pick with clean shifts, though there was a plume of diesel exhaust smoke on downshifts when some of the vehicles were travelling uphill.It only affected two of the seven Colorados . and they were test mules, so I'm giving Holden the benefit of the doubt until production units come on line. Corrugated gravel roads around Lake Eildon were dispatched without an interior rattle, squeak from the suspension or whiff of dust.The build quality looks good, espec ially for a pre-production vehicle and while there's plenty of grey plastic, especially in the rear of the crew cab, that's a common trait of vehicles in this class and makes cleaning that much easier after a weekend adventure.

A middleweight naked bike based on the GSX-R sounds like a winner and this Suzuki is as long as the rider isn't expecting Gixxer-like performance. The GSR750 is priced and programmed to operate between entry level machinery like the GS500 and the sporty GSX-Rs. That means acceleration is brisk, not mind-boggling and the handling is sharp rather than razor-edged. As such it is a smart buy as a capable daily ride that will still embarrass bigger bikes through the bends. VALUE The GSR750 will do just about anything you ask of it this side of a track day, where the (relative) lack of power and wind protection will hurt it against genuine sportsbikes. On the street you can console yourself with the fact that accidental blips of the throttle at low speed won't throw the front wheel skywards - and at $12,490, there's still $4000 still sitting in the bank account that would have gone on a similar-capacity Gixxer. TECHNOLOGY A detuned version of the 2005 GSX-R750 engine powers this machine and is good for 78kW. Around 30kW has been sacrificed in top-end grunt to give a beefier low and midrange torque spread. The handling has also been softened in the interest of inspiring confidence rather than fear in the rider. The result is a predictable and stylish machine that is as smooth as a butter substitute below 6000rpm. Tap on over that figure and the good times roll, along with a bit of vibration through the handlebars and seat. STYLING The GSR looks like a supreme streetfighter. It styled with front-heavy looks, dominated by a big, angular light, sweeping lines and a minimalist rear-end to instantly arouse naked bike fans. That barely there butt does come at the expense of grab handles for a pillion, though. The instrument cluster has an analogue tachometer, but the rest - gear position, speed, fuel and temperature gauges - are powered by LCDs. The accessories catalogue is extensive and lets owners personalise the bike with a look that suits them, or their riding gear. SAFETY A pair of 310mm front discs with twin-piston calipers do a capable job of stopping forward progress. They're not at Gixxer level but don't need to be . this bike isn't built for 250km/h runs around a racetrack. In the real world, they'll pull up the bike's 215kg mass with minimal fuss. RIDING The right wrist dictates whether the GSR750 travels incognito or announces its presence to the world. It is sewing-machine quiet below 6000rpm but then cracks open with a wail that tells the world it this bike is going places. The four-into-one exhaust is still reasonably muted and a decent pipe will be a priority addition. The steering is direct and responds well to mid-corner line changes and there's little chance of touching down. The front suspension is competent but can't be adjusted, while the back end isn't quite as composed and can chatter over bumps at a decent pace. It's not unsettling but could be m ore compliant. The cowls around the fuel tank make it look bigger than 17.5 litres but give the knees plenty to lock on to. VERDICT Aggressive looks and adroit handling make the GSR750 a good compromise between daily commuter and backroads blaster. Those who see the bike as a dumbed-down Gixxer are looking at it the wrong way - the streetfighter concept is about style and it only takes a snap of the wrist to transform that style into substantial action. The pricing is keen but, if looks aren't the priority, toss a leg over Suzuki's 1250cc Bandit - it has ABS and is only $100 dearer. Suzuki GSR750 Price: $12,490 Warratny: Two years/unlimited km Engine: 749cc in-line four-cylinder, 78kW Height: 815mm Fuel tank: 17.5 litres Suspension: Inverted 41mm Kayaba front forks,  monoshock Kayaba rear with preload adjustment Brakes: Twin 310mm front discs with dual-piston calipers, 240mm rear disc with single-piston caliper

A 2.0-litre petrol engine powering a two-tonne prestige sedan would have been unthinkable only a few years ago.  Now it's about to roll into BMW dealerships in the form of an entry level 5 Series that matches the 520d diesel model in performance and undercuts it on price by enough to offset the differences in fuel

Improved suspension has made the most popular sportsbike in the country an even better ride. It has been 20 years since the launch of the first CBR superbike - and Honda has spent most of that time at the top of the pecking order.It's still there and that's due to an engine and chassis set-up that make it the most user-friendly litre-class sportsbike on the market. That has helped offset the lack of electronic aids, though the 2012 CBR 1000 RR can be had with a new ABS system.VALUE The latest CBR1000 is $18,490 and brings for new front-end styling, revised Showa suspension, new wheels and a digital dash.If you can afford it, drop antoher $1000 for the combined ABS system, which links front and rear brakes to maximise stopping power. It's a winner on the road and an increasingly standard component on most modern bikes. And that still puts it $500 under the Kawasaki ZX-10, though the Kwaka, like BMWs $22,490 S1000 RR, does come with a software suite that includes multi-stage traction control. TECHNOLOGY New suspension is the big change for the 2012 model. The launch at Phillip Islands famous racetrack doesn't translate into real-world perceptions but the bike feels firmer front and rear.Honda, like Kawasaki and Suzuki, has gone for the Show Big Piston Forks up front to improve damping performance and brake dive.The back end is now handled by a Balance Free Rear Cushion shock that uses a double-tube structure where the valve-less piston slides inside the cylinder and a purpose-designed damping valve at the top of the cylinder is said to reduce pressure changes compared to the single-cylinder design. STYLEThe snub-nosed look of the 2010 Fireblade was criticised by some for being too different. Those comments have been acted on for the new model and the look is more aggressive and functional. Like most supersports machines, the Honda looks quick sitting on its sidestand.A chin spoiler beneath the headlights improves aerodynamics and the dual air intake vents above have been revised to improve airflow to the engine, with one effectively closing off when not required.The 12-spoke alloy wheels are said to improve rigidity across the circumference of the rims, but are a quick way to pick the new model from the old, and the LCD dash is an easy-to-read unit that includes a five-light shift alert system, gear position indicator and a lap timer that runs off the starter switch. That should keep the track day crowd entertained. SAFETYHonda was the first bike maker to launch an ABS system on its supersports machines back in 2009. This is the second-generation of that software and it's a combined system, meaning the front and rear brakes are both applied when hauling on the front lever, while enough pressure on the back brake will also bring the front in to play.It is a no-brainer choice for road riders or occasional circuit riders, even with the 11kg weight penalty. And while I'd love to see traction control as well, the sales figures show Honda is doing alright with what it has.RIDINGThis is a bike that flatters average riders - it is very easy to get on the CBR and ride it very, very quickly. The low-down torque gives instant drive out of the corners and the steering geometry gives precise feedback to any rider inputs. It's not often I'm happy to spin up the rear end but controlled slides quickly become second nature on this machine.The suspension feels a touch firmer than the outgoing bike and Honda says it will be better again on the road. It feels planted entering quick turns yet supple enough to smooth out with the minor bumps the cars are creating on the track.The engine has been remapped to smooth early throttle inputs but until a road test, I'll have to take Hondas word for it - it's hard to pick that at the high-speed Phillip Island circuit. VERDICT What the Honda lacks in electronics it makes up for in entertainment. It is not the lightest bike and doesn't have the latest techno-toys. It does have a 20-year history of being a capable machine and this model will continue that heritage.The 'Blade shows its race origins by being a willing partner at a full speed fang but then defies that convention by being a capable machine for a more relaxed punt. The build quality is impeccable and it is hard to look past the CBR1000 RR as the bike you want to be on for both street and track work.HONDA CBR1000 RRPrice: $18,490 (add $1000 for ABS)Warranty: Two years/unlimited kmEngine: 999cc in-line four-cylinder,Transmission: Six-speed, chain driveSeat height: 820mmWet weight: 200kg (211kg ABS)Fuel tank: 17.7 litresSuspension: Showa 43mm BPF front forks, single Showa rear shockBrakes: Dual 320mm front discs with four-piston calipers, 200mm rear disc with single-piston calliper.

And it will go head-to-head with Ford's traditional six in showrooms. The new fuel economy champion has just been confirmed at the same price as the existing six and loses little in terms of off-the-line acceleration. Carsguide recorded a 0-100km/h sprint time of 7.5 seconds during a private test at the Ford Proving Ground late last year.  The 8.1 litres/100km fuel use represents an improvement of 18 per cent over the six-cylinder Falcon. Just as importantly, the 2.0 litre turbo and direct injection engine has similar performance and will be priced to match the in-line six in XT, G6 and G6E guise.  The six-cylinder engine produces marginally more power and torque. Helping offset the difference is the fact the four-cylinder car weighs in around 60kg lighter, despite extra sound-deadening to soften the harsher noise of the direct-injection engine. That translates into better turn-in during coerning and a better feel through the steering wheel while driving on roads. The EcoBoost engine will also be sold in the up-spec G6 and G6E models, where the fuel use is 8.5 litres/100km - a 14 per cent improvement; while CO2 emissions will be cut by 14.8 per cent to just 201g/km.  Ford Australia president Bob Graziano says the Ecoboost engine is the most cost-effective way to improve fuel use and cut emissions. "Our goal has been to find the the sweet spot for Australian consumers to give them the fuel efficiency they need, combined with the power they want. Ford's global EcoBoost technology does just that - without any price premium.'' For Australia spokesman Neil McDonald confirms the pricing will match the six-cylinder models. "There's got to be a strong message to the fleets and private buyers that this is viable option,'' McDonald says. "This should do it.'' EcoBoost engines are already on sale in a number of Ford vehicles around the world and by 2013, will be available in 80 per cent of the company's global nameplates. The Falcon EcoBoost will be on sale around Australia in April or May this year. Model Fuel use fuel use CO2 emissions  Ford Falcon EcoBoost XT  - 8,1 litres/100km, 192g/km Ford Falcon XT - 9.9 litres/100km, 235g/km

As carmakers turn to the environment as the next tool to market their wares, GM has raised the bar with their Ecologic sticker. It is a step up from the standard fuel consumption stickers seen on new cars in Australia and the US and comes after GM realised many potential buyers want information on what impact their purchase will have on the planet. All 2013 Chevrolets sold in the US will have an Ecologic sticker affixed to the rear driver side window explaining the vehicle's impact on the environment throughout its life cycle. GM North America president Mark Reuss said at last month's Washington Car Show that "customers want companies to be honest and transparent about their environmental efforts and sustainability goals, and rightly so.Putting an Ecologic label on each Chevrolet is just one more way for us to share our environmental progress." The Chevy Sonic that goes on sale in March will be the first vehicle to have the Ecologic labels applied.The sticker shows the environmental impact in three areas: Before the road - aspects related to vehicle manufacturing and assembly. On the road - fuel-saving features such as advanced engine technologies, aerodynamics, lightweight components or low-rolling resistance tyres. After the road - what percentage by weight of the vehicle can be recycled at the end of its lifespan. The data will be verified by Two Tomorrows, an independent sustainability agency that audits companies' environmental initiatives. Holden spokesman Sean Poppitt says there are "no immediate plans" to introduce the innovative label in Australia."As with all GM product and initiatives, we'll look at it to see if it's appropriate for this market and `never say never' as it's a very nice idea," he notes. 

More features will mark the second generation of Volkswagen's Passat-based four door coupe - although the Australian arm isn't yet sure just what they will be. The internationall launch of the facelifted car marks a concerted effort to reposition the car more as a rival to the Mercedes-Benz C-Class Coupe rather than as a coupe variant of the Passat sedan on which it is based. That's seen the name changed from Passat CC to just CC and the inclusion of a raft of new software-based systems, from a standard fatigue detection software to a boot-opening sensor that is activated by the keyholder waving their foot under the rear bumper and a combined side/lane warning assist. VW Australia spokeswoman Nina Willoughby says the CC will continue to be sold as a front-wheel drive 2.0-litre turbodiesel and all-paw 3.6-litre V6 but will be better value than the existing $54,990/$64,990 pricing. That should translate into more standard equipment with only minimial price rises — expect around $1500-$2000 as VW looks to hold its price edge over the Mercs and BMW's 3 Series. "We're still finalising specification — the car won't go on sale in Australia until the second quarter," she says. Using the C-Class Coupe as a benchmark, Carsguide expects VW will be looking at adaptive cruise control and as a standard feature, rather than the $2000 option on the current model. The new dynamic lighting system is another potential addition to the regular features, as is satellite navigation (now a $2300 option). VW CC lead designer Urs Rahmel admits the focus was on lifting the vehicle's prestige look rather than a radical overhaul. "It combines the functionality of a limousine with the emotional appeal of a coupe," Rahmel says. "There is more perception on a quality look, while including the new corporate look in the grille .... there is much more emphasis on horizontal lines and that helps make the car look wider than it is." In terms of dimensions, the new VW CC is just 1mm shorter than the outgoing model — all other dimensions are the same.

A premium new look won't necessarily attract a premium price when the Volkswagen CC four-door coupe goes on sale in June or July this year.  VW previewed its repositioned CC in France this week and Australian spokeswoman Nina Willoughby says the standard equipment will improve but the price wont reflect the equipment upgrades as the Passat-based coupe is moved upmarket to chase sales from the Mercedes-Benz C-Class Coupe and BMW 3 Series. Final specification is still being determined for Australia but the car will be better value when it arrives, she says. VALUE The CC range will continue with two models in Australia - the 125kW/350Nm 2.0-litre turbodiesel which delivers 125kW/350Nm via the front wheels and the all-wheel drive 3.6-litre V6.The current vehicles are priced at $54,990 and $64,990 respectively. Carsguide expects VW to keep any price rises to a minimum - around $1500-$2000 - to maximise the value proposition over its prestige rivals. Using the C-Class coupe as a benchmark, technology such as adaptive cruise control is likely to be included in the standard car.Satellite navigation and the adaptive headlight system - which dims sections of the high beam to avoid dazzling oncoming drivers or the vehicle in front - could also be on the default list. TECHNOLOGY There's a lot of bling on the European options list for VW Australia to choose from. The adaptive chassis control is already available, but the combined side and lane warning departure systems is a first for VW and one that makes sense in this car.The system uses radars to monitor approaching vehicles and cameras to detect where the lane markings are and alerts the driver if there is a car in the rear three-quarters "blind spot" or if they try to change lanes without indicating. STYLING The horizontal grille and cut-off tops on the headlamps differentiate the new CC from the existing Passat CC range. Designers had no choice with the grille - its part of the VW corporate look - but embraced the three-bar grille to give the impression the new car is wider and lower than it actually is.Dimensions are virtually unchanged from the existing model, with a 1mm trim in length the only difference. New LED taillights continue the flat and clean look at the rear. The result is a typically tidy VW style that lets the coupe silhouette define the car.A three-seat rear pew is expected to be standard in Australia,though the scalloped side seats makes the centre pew suitable only for young children or anorexic adults. Buyers who want to keep the existing two-seat rear layout will find it is a no-cost option. SAFETYSix airbags and a solid body structure makes the existing Passat CC a five-star car. The CC continues this approach and will be one of the safest VWs on the road. A fatigue detection system is standard and works by monitoring the steering inputs from the driver and alerting them via visual and audio cues if it determines the driver is tired, based on repeated minor corrections of the wheel. DRIVING The CC drives like a Passat CC, which is no bad thing. The improved sound deadening works on both models and there is only a muted grow from the base turbodiesel under heavy acceleration. the range-topping V6 snarls harder but is still subdued enough to give owners a sense of power without becoming intrusive.The steering is light, but direct and the lack of feedback can be forgiven on the basis that this doesn't pretend to be a sports car. It feels more upmarket than the Passat, but doesn't have the tactile feedback to challenge a BMW or Mercedes-Benz. Then again, it doesn't cost as much either. VERDICTThe move away from the Passat nameplate makes the CC hard to pin down. It's not a true prestige car but it certainly is better than most vehicles on sale at the predicted price point.And that will give the VW a unique slot in the market - it had the looks and style to be a premium model, but it will come down to pricing and specification of the Australian vehicles to determine whether it can find a real niche in the market. And we won't know those details until closer to the car's June/July launch date.

The most dramatic price cuts in Honda history have boosted the value for anyone shopping the brand in Australia.Prices have been trimmed by up to 12 per cent over the past six months in a slash-and-burn campaign intended to reverse a dramatic 25 per cent fall in sales. Local sales have been hit hard by the March tsunami in Japan and the Thai floods that inundated its factory late last year. The Thai plant was responsible for producing around 80 per cent of the Hondas sold here and the Australian arm has been forced to react by cutting prices and adding features to boost buyer demand and market share.Company spokesman Lindsay Smalley says the value-for-money strategy is the core of the company's regrowth. "Honda Australia's goal is to rapidly return our sales and market share to our traditional levels, then grow our business into this decade," he says."We announced significant price adjustments and specification improvements across a range of models in 2011 and this year, will launch a number of new models. We strive to ensure we deliver the best value for money to Australians in a highly competitive market."The Honda Jazz light car is the latest vehicle to face the financial scalpel. Despite being imported from Japan where the high yen is causing problems for all car companies, the Jazz Vibe range starts at $17,990 driveaway for the 1.3-litre manual. Six months ago, the same car - with fewer features - had a list price of $16,990.It's the same story for the range-topping 1.5-litre Vibe S automatic. The driveaway price is $22,290, just $400 less than its price, before onroads, midway through 2011.The Jazz Vibe is based on a New Zealand-spec vehicle that was already being built at the Suzuka plant in Japan, which has minimised the time taken to certify the vehicle for Australia.Honda Australia director and sales and marketing general manager, Stephen Collins, says the Jazz Vibe is part of the carmaker's recovery plan to combat limited stock from the Thai plant, which is not expected to be fully operating until April."Honda is pleased to offer the growing number of Australian small car drivers the Jazz Vibe, delivering substantial upgrades in features and overall value. Customers can visit their Honda dealer now to order a Jazz Vibe for delivery in February, Collins says.The CR-V softroader and Accord Euro have already been put through the financial wringer and Honda is also counting on the arrival of new models later this year to entice more customers into showrooms..Honda CR-V Price now: $28,090June 2011 $30,990Honda CR-V Luxury Price now: $39,390June 2011: $42,790Honda Accord Euro Price now: $30,340June 2011: $31,490Honda Accord Euro Luxury Price now: $37,840June 2011: $41,290Honda Legend Price now: $76,990June 2011: $79,990

The sharp pricing when the car goes on sale in March is just one aspect of a concerted push to put the new mid-sized BMW range back in the game against the Audi A4 and Mercedes-Benz C-Class. The turbodiesel four-cylinder 318d opens the fight for BMW at $56,400. Its petrol-powered stablemate, the twin-turbo petrol 320i, kicks off at $57,600, meaning buyers will only pay LCT on $134 (the amount above the $57,466 threshold). That compares to $56,200/$55,700 for the base Audi A4 diesel/petrol models and $60,900/$58,900 for the Mercedes-Benz C200 duo. The price cuts on BMW's entry level offerings haven't come at the expense of performance or features. The 318d cranks out 105kW/320Nm and goes from rest to 100km/h from rest in 9.3 seconds. The 135kW/270Nm 320i takes 7.6 seconds to spool up to 100km/h. Standard gear on the 320i includes an eight-speed automatic transmission, colour display with iDrive controller, dual-zone climate control, adaptive cruise control, powered front seats, automatic lights and windscreen wipers, front and rear parking sensors and Bluetooth connectivity. The 318d spec is based on the petrol model, but it misses out on the steering wheel-mounted paddle-shifters for the automatic transmission, front parking sensors and runs on 16-inch wheels against the 17-inch rims on the 320i. BMW describes the duo's performance and fuel economy as class-leading as it looks to regain ground in what company spokesman Piers Scott admits is a core segment. 3 Series sales slipped by almost 17 per cent last year to 4200 units, against more than 6000 C-Class sales and 3100 of the mid-sized Audis. "It (the slump) was not entirely unexpected given it was a runout year but we are very keen to turn it around, this is a key product for us," Scott says. "We are getting very solid support from head office. Our launch date is only a week behind Europe which is pretty unheard of and shows just how important this range is for us." BMW managing director Phil Horton expects the new models to have much greater impact in the premium mid-sized segment. "We have built substantially more value into the standard specification of this new car," he says of the sixth-generation 3 Series. It's been hailed overseas as the best in its class both in terms of value and performance and we expect Australian customers to agree." The entry level duo will slot in under the already announced 328i, 320d and 335i sedans due to go on sale next month. 3 Series prices BMW 318d: $56,400 BMW 320i: $57,600 BMW 320d: $60,900 BMW 328i : $66,900 BMW 335i : $91,900. Prestige entry level comparison *The manual-only Audi A4 TDIe costs $53,000, uses 4.6 litres/100km and takes 9.5 seconds for the 0-100km/h sprint.