Articles by Craig Duff

The big Grand Cherokee SUV is a pivotal car for the new Chrysler, but benefits from its old association with Mercedes. The chassis and suspension were part of a joint-development program with the Germans and led to the development of this independent suspension with isolated suspension cradles.NEARLY 70 years after it started building vehicles with a reputation for off-road ability, Jeep's finally been able to reproduce the feat on-road.The result is a car that is a much more refined on-road ride than any Jeep before it. It takes serious provocation to unsettle the 2.3-tonne beast and then it's a predictable case of compensating for pitch and roll. And that's what makes the Grand Cherokee such a step forward, because it still copes with extreme off-road runs that would ground most SUVs.A starting price of $45,000 will put the V6-powered Laredo on more than a few shopping lists. It sells with standard Bluetooth, a 30GB hard drive in the six-speaker media system and 18-inch polished alloy rims. The air suspension is a $2500 option and premium paint will add $450.Step up to the Limited and the V6 is $55,000; the 5.7-litre V8 another $5000. The extra spend buys 20-inch rims and more creature comforts such as front and rear parking sensors, though the options checklist is also more extensive, from $495 for premium paint to $3250 each for the panoramic sunroom, air suspension and powered tailgate/heated steering wheel.The range-topping Overland at $69,500 has all the kit, the rear DVD screens is the only notable option, but that comes at the expense of the panoramic sunroof. A five-speed auto drives all models and a diesel will join the line-up within a few months.The Grand Cherokee comes with two versions of its four-wheel drive system. Quadra-Trac II uses sensors linked to the two-speed transfer case to determine tyre slip and route up to all the available torque to the axle with the most traction.The Quadra-Drive II system has a rear electronic limited-slip differential for what Jeep calls "industry-leading tractive capability". The system can distribute torque to tyres with traction, rather than just one axle.Both systems come with the Selec-Terrain traction control software, controlled by a rotary dial in the centre console. The system lets the driver choose from five driving conditions, snow, sport, auto, sand/mud and rock, to adjust settings such as ride height, throttle response and electronic stability and traction control.A wind-tunnel workout has trimmed the Grand Cherokee's drag by 8.5 per cent over the outgoing model. The new sheet metal is smart, it's urban Jeep chic not Rubicon Trail rugged, but it is inside where the big improvements have been made."We believe the interior is a world-class design," Chrysler Australia's product management chief Craig Bradshaw says.Jeep says it focused on quality and interior comfort and the cabin looks upmarket, with a wood trim running across the dash and softer plastics on the dash and doors. It's a similar story with the seat, which is big enough for any posterior, but has power-adjusted bolsters to ensure a snug fit when cornering.There's a new two-gauge instrument cluster with back-lighting, which apparently makes it easier to read at night and the three-spoke steering wheel with tilt and telescoping function is another new item.The fitout and features is on a par with the Europeans and Jeep admits BMW's X5 was one of the benchmark vehicles.There's a full array of airbags and as many traction control systems as modern technology can pack on a circuit board. That means hill ascent and descent assist, electronic roll mitigation and trailer-sway control along with the regular stability and traction control systems.Given this body will underpin the next generation Mercedes ML and GL models, there shouldn't be any questions about it's capacity to take a hit if the worst does occur. The ABS brakes work well on bitumen, but struggle to pull the Grand Cherokee up from speed on downhill gravel roads.Carsguide noted at the Grand Cherokee's global launch in July last year that its bitumen ability was a huge leap forwards and a drive on local roads confirms it. Jeep has a genuine winner on its hands and it is priced to demand comparison. Not surprisingly, the V8 is the pick of the engines.The V6 does a great job of shifting the Grand Cherokee, and fuel consumption was a reasonable 14 litres for 100km on the test run, but a muted buzzing is evident in the generally quiet cabin when overtaking uphill. It takes a decent hill and a decent prod of the right foot to make it happen, but same task in the Hemi V8 was performed without getting more than a lazy burble from beneath the hood, though fuel use was 19 litres for 100km. On paper the V6 is only .4 of a second off the V8's 0-100km/h time of It's the towing option to go for until the diesel arrives.The fine gravel tailings in a disused Tasmanian tin mine quarry proves the Grand Cherokee is capable of much more than most owners will throw at it. The big SUV powers up and down the slopes, shows off its independent suspension and wheel articulation and came away with no more than a wipe-away scuff mark on the front lip. And you can take that off if the going gets really serious.It was stable on the road and the traction control only intervened on a combination of fine gravel on a hard-packed base, when the back end got taily under heavy braking. Smooth the controls out and it is a sure-footed runner though sweeping bends. There's a little body roll, but no worse than its European SUV rivals. And that's where Jeep is aiming in terms of features while pricing it at a point to compete with Ford Territory and Toyota Kluger buyers.Jeep will have a long-term future if the Grand Cherokee lasts as well as it looks.

The European crash test body named five top cars, with the Kia Sportage judged best small off-roader, the BMW 5 Series sedan deemed best executive, the Honda CR-Z the best supermini and the Toyota Verso best small MPV. The Suzuki Swift, Kia Venga, BMW X1, VW Sharan and Citroen C4 were also classified top performers.  Last year, Euro NCAP crash tested twenty nine vehicles, with 65 per cent earning a five-star rating, compared to 90 per cent in 2009. Euro NCAP says the decrease in top marks clearly shows the criteria to reach a five-star score is now tougher. To earn top Euro NCAP ratings, vehicles are now required to have electronic stability control systems as standard. ESC is meant to reduce the number of deaths resulting from crashes in which the driver loses directional control of the vehicle, including those resulting in vehicle rollover. To be named a top achiever means the car achieved a high combined score based on the scores in each of the four areas of Euro NCAPs assessment, while notably exceeding the thresholds for a five-star overall rating. All of the top performers achieved an 80 per cent mark in the overall score. The Landwind CV9's two-star racing and three stars for the Citroen Nemo made them the worst-performing vehicles in the 2010 Euro NCAP tests.

SENSIBLE SUV-ing sums up Hyundai's middle-of-the-road ix35. It ticks most of the boxes for most of the people most of the time and is an intelligent addition to the South Korean company's line-up. Hyundai sold 7202 ix35s last year to be seventh in a congested compact SUV market of 23 models.It doesn't have the looks of its sportier-styled SUV sibling the Kia Sportage but the classic styling has won more fans and explains why it outsold the Kia two-to-one in the previous month and year.VALUEThe ix35 power up at $32,490 plus on-roads for the all-wheel drive petrol model, while the top-end Highlander turbodiesel starts from $38,490. The base money buys a five-start rating ANCAP vehicle with six airbags and a a 2.4-litre four-cylinder with 130kW/227Nm.Step up to the 2.0-litre turbodiesel Carsguide tested and the car is a willing, if noisy performer. The diesel idle on startup continued throughout the rev range. It was matched by the characteristic turbo push from the 135kW/392Nm turbodiesel and, with a majority of freeway driving, Carsguide returned a frugal 7.0-litres for 100km, better than the claimed average.TECHNOLOGYThere's not much to ask for in the turbodiesel Elite. It misses the reversing camera, panoramic glass roof, six-stack CD player, heated seats and electric folding mirrors on the range-topping Highlander, but is $3000 cheaper and still has auto headlights, fog lamps and the exterior chrome detailing kit on the grille and door handles and push-button start.The basic platform sits well on the roads until you get beyond the realms of typical SUV driving, at which point it starts to pitch and roll more than a driver wants, but less than the safety software sees fit it intervene. It's a reasonable balance, given the ix35 has off-road ambitions, but is still designed to spend more time on the bitumen than in the bush.SAFETYA five-star ANCAP rating puts the Hyundai is on the front line for safety. It has six airbags, a suite of protective software aids for on and off-road driving, a sound body structure and an all-wheel drive system that's mainly limited by ground clearance.It feels stable on the road and the airconditioning is first-rate, clearing humidity/frost build-up on the windscreen in seconds. The towing rating is 1600kg (braked) to boot, so it's capable of towing the small boat/caravan found in so many backyards these days.STYLINGThe ix35 was penned at Hyundai's design centre in Russelsheim, Germany, so it's a stylish-enough beast without having the sporty pretentions of the aptly-named Sportage.The bumpers are subtly aggressive, especially with the foglights fitted, there's a roof spoiler and it looks like a quality vehicle. Nothing inside will change your opinion, be it the seats or the instrument layout.The basic package looks ... durable ... and that's something that will help the ix35 win even more sales. The icing on the proverbil cake is the junior family friendliness that is dials and plastics served up in an easy-to-digest format that looks like it will survive repeated wipe-downs.DRIVINGThis is a consensus approach to the compromised suspension set-up SUVs have to be fitted with. On the one hand drivers expect road-compliant riding but still demand plenty of travel when they venture onto a rain-rutted track.The ix35 cuts the two extremes off - it's no sportscar, not a hardcore bush-basher - and does its best to satisfy the middle-class mums-and-dads' ground who won't need it for much more than the odd gravel or sand track.The steering is light - too soft for me, but no worse than some rivals - and lets you keep the car on track at anything less than 100 per cent acceleration. Floor it and the front-end can be a bit floaty, especially with the turbodiesel's torque curve matched to the auto's six-speed ratios, meaning acceleration is brisk for quite some time.The radio reception dies earlier underground than some of the Japanese cars in this class and the auto headlights take a couple of seconds longer to activate in tunnels, but it is a solid all-round performer that deserves its ranking on buyers' shopping lists.There's enough space in the back to stow a family of four's weekend camping gear and the doesn't suffer too much from the extra rearward weight.VERDICTIt stands out by being good, without being a standout, in so many areas.HYUNDAI ix35 2.0 R ELITEPrice: $35,490Engine: 2.0-litre turbodiesel four-cylinderPower: 135kW at 4000 revsTorque: 392Nm from 1800-2500 revsTransmission: Six-speed automatic, on-demand all-wheel driveEconomy: 7.5 litres/100km (claimed, combined)CO2 emissions: 198g/kmBody: Five-door wagonSeats: FiveDimensions: length 4410mm, width 1920mm, height 1655mmWheelbase: 2640mm, tracks front/rear 1585mm/1586mmSteering: Power-assisted rack-and-pinionSuspension: MacPherson strut (front), multi-link (rear)Fuel tank: 55 litres Fuel type: DieselWeight: 1706kgSpare tyre: Full-sizeBrakes: 300mm ventilated front discs, 284mm solid rear discsWheels: 17-inch alloysTyres: 225/60Safety gear: ABS brakes with brakeforce distribution, hill ascent/descent control, electronic stability control, traction control, six airbags.FEATURESAir-conditioningCruise controlAlloy wheelsParking sensorsAuto wipers.

The squirrel didn't know what nearly hit it. The roadkill candidate can thank the massive ceramic brakes and the latest ABS technology fitted to Benz's newest blaster for a last-second reprieve from a death sentence. A four-legged lockup and the massive ceramic brakes on the Mercedes-Benz CLS63 meant it came, literally, within a whisker of oblivion instead of being the local scavengers' next meal. The squirrel fled back to the safety of the scrub; the four-door coupe rolled on unruffled.It says a lot about the dynamics of the car that doesn't so much as twitch, despite the fact the brakes hauled 30km/h off the speedo and the vehicle was being tipped into a corner. AMG head Ola Kaellenius repeatedly talks about the "longitudinal and lateral stability" of the latest product from the Mercedes-Benz performance arm during its global launch in San Diego and we're not about to argue with him.But there is a lot more to the CLS 63 than its stability and brakes. It's the newest upgrade of a Benz product and follows the introduction of the regular CLS, a smoother car all-round despite its confronting looks, than the original four-door coupe.VALUESome people will see the CLS63 as a cheap and practical alternative to the two-seat SLS Gullwing; while for others it will be hard to justify the $280,000 or so (Mercedes Australia can't confirm pricing until closer to the car's arrival in the third quarter this year) when they can put a pair of C63 AMGs in the garage for similar money. Ante up, though, and you'll enjoy best interior materials and gadgets and the latest in Mercedes' hi-tech arsenal of electronic driver aids, matched to a stupendously quick engine and racecar-capable chassis. It all comes down to disposable income, I guess.TECHNOLOGYThe CLS is a mobile electronics and engineering showcase. Under the skin is a twin-turbo 5.5-litre V8, which should make this a CLS55 AMG, but someone obviously decided to stick with the existing 63 designation. Whatever the badge, it has more power than the outgoing unit, but improves fuel consumption by 32 per cent to 9.9 litres for 100km.The MCT (Multi-Clutch Technology) seven-speed transmission that harnesses the 386kW and 700Nm is a work of art. The torque converter has been replaced by a compact wet clutch for takeoff and it uses a double declutching process to change gears on the move. The accompanying software has four modes ranging from stop/start engine shutdown at the lights in the Controlled Efficiency mode, to "race start" launches when the wick is turned up.That power is harnessed by a three-mode adaptive suspension system that does a great job of keeping the car flat in corners, off the line and under brakes, along with a staggering array of electronic safety systems from sensors that monitor driver fatigue to brakes that "pre-arm" themselves to cut vital time off emergency stops.STYLINGMercedes pioneered the four-door coupe look with the original CLS. The latest version is more organic, with a shrink-wrapped rear end that emphasises the car's predatory lean-ness and the roof curvature.In the hands of AMG's design team an SLS-style front grille replaces the regular unit, the front guards have been artfully pumped to cope with the 24mm wider track and there's a rear diffuser insert and boot lid lip spoiler. Opt for the performance pack and the spoiler comes in carbon fibre.They're subtle touches that still make it stand out from the CLS pack. And then there's the "V8 Biturbo" badges that hint at the performance lurking under the sheet metal and alloy panels.SAFETYThere are enough cameras and radars to spot a stealth aircraft, but in the case of this car they're aimed at other vehicles and lane markings.In all, 12 driver aids are built into the luxury limo, with the active blind spot system and lane keeping assist now linked to the stability control, which engages the brakes on the opposite side of the vehicle to the detected threat to keep the car, and its occupants, out of harm's way.The LED headlights are a first, too, and AMG says the 71 lamps project as well as bi-xenon models  but last five times longer and emit a light that is closer to daylight than xenons to reduce eye strain.DRIVINGA road launch was never going to do AMG's take on the CLS justice. The test loops ran from freeway commutes to tight turns and a series of fast, flowing curves through the Cleveland State Forest.With the seats, dash and doors bound in enough leather to send a PETA-proponent into a frenzy, it's a relaxing and refined place to travel to the theatre or head interstate. The Harman Kardon stereo system is superb and the aircon is virtually instant, front or rear. All four seats have electronic adjustment, so finding a comfortable seating position is just a flick of a switch away.And then you give the accelerator a bit of a tickle and hang on as you're pressed back into those comfortable seats. It's all a bit disturbing as the spectacle in the front windscreen rapidly moves to the rear-vision mirror and the speedo arcs up faster than an ignored B-grade starlet, but there's no wind or road noise and only a deep, muted snarl from the exhaust.It's only when the road's straight enough for a full-throttle go that the V8 really makes itself heard and by then it's being felt enough that not even a US highway will cope with more than a few seconds of pedal-to-the-floor play. Try the same thing in a corner and the back end will marginally step out of line before the traction control and common sense intervene. It's then that you appreciate the dynamic seating as the side bolsters automatically compensate for G-forces during cornering.The electromechanical power steering is weighted to ensure you know exactly where the 19-inch hoops are pointed without needing any effort to adjust line.VERDICTIf you can afford to consider the CLS63 AMG, you won't be disappointed from a performance or practicality viewpoint.RATING8.5/10MERCEDES-BENZ CLS63 AMGPrice: $280,000 (estimate)Engine:  5.5-litre twin turbo V8Power: 386kW at revsTorque: 700Nm from revsTransmission: Seven-speed multi-clutch automatic, rear-wheel driveFuel use: 9.9 litres/100km (US cycle, claimed, combined)CO2 emissions: 231g/kmBrakes: Ventilated composite discsWeight: 1795kgPerformance: 0-100km/h 4.4 seconds

The honours for the best hot rod marque will be decided this weekend when the two brands do battle on the floor of the Royal Exhibition Building in Carlton Gardens.  Even the car park is an attraction, as hot rod club members enjoy a once-a-year chance to park free in the CBD and mix and mingle with the country's most passionate car lovers. The show opens with a static display of more than 300 vehicles, ranging from pre-1948 cars to wildly worked motorbikes.  Show manager Peter Unsworth says the three-day event gives visitors an opportunity to reminisce about the past, enjoy the present, and look into the future of hot rodding. "Inside they will find a capacity display of mind-blowing hot rods, wild street machines, way-out customs and some unbelievable motorbikes, and for the first time in the show's history there will be an outside display of some fantastic chrome bumper Aussie Muscle Cars," Peter says. "Hot rods have a universal appeal, appreciated by all ages, regardless of whether you are a car enthusiast or not. Its just hard not to be impressed by these machines and the many hours the owners put into building them. The Victorian Hot Rod Show is just a lot of fun for the whole family." Motorsport champion Jim Richards will be signing autographs and greeting fans throughout the weekend and the show will boast a number of unveilings as painstakingly restored or modified vehicles are presented to the public. Trophies will be presented on the Sunday, with awards for vehicles in four categories: Street Rods - these pre-1948 machines are the darlings of the hot rod purists. Some have had up to $300,000 spent on making them the artworks they are today.  Street machines - a little younger and a little tougher, street machines may not be babied like the older cars, but don't let that fool you into thinking they're any less loved or valuable. Custom cars - these are post-1948 cars that have been, in some cases, totally transformed from the stock machines they once were. The "weird and wonderful" is on show in this category where you can only marvel at the engineering skill required to create them. Competition - while the exteriors are no less glamorous than their counterparts in other categories, these car are speed machines, where as much money and passion is expended under the bonnet as on the paint and interior.

As a coupe the Renault Megane is a smart Euro-styled car with a huge glass roof, but it comes into its own when the hardtop is stowed for open-air motoring.ValueTHE pleasure of roof-down motoring is a $16,000 premium over the top-spec Megane hatch and adds 160kg to the weight. That puts it right in the running for compact cabrio buyers.  The competition is fierce with the Ford Focus, Holden Astra and VW Eos all within $1000.  Beauty is in the eye of the beholder, though, which is why Renault Australia expects this car to grab a solid slice of the market.TechnologyTHE Karmann-designed folding hardtop isn't the quickest operating system on sale, but it does a good job of insulating the occupants from exterior noise.  Renault also worked to quieten the car when stationary and it generally works - there isn't a lot of noise if you're stopped at the lights by yourself.The high waistline helps block sound and make the occupants feel secure.  Standard equipment includes a satnav, auxiliary and USB inputs, heated driver's seat and heated exterior mirrors, a glass wind deflector and an eight-speaker sound system.DesignTHE coupe-cabriolet carries the Megane family's front-end design DNA and will earn fans for its clean lines. It looks good with the roof up and is hard to pick as a convertible.The interior is smart and functional and the front seats automatically roll forward to increase access room for rear passengers. Lift the lid and lines still flow, but boot space is then limited to a couple of overnight bags.SafetyConvertibles compromise safety - it's hard to engineer as much structural protection into a vehicle that doesn't have a roof - but the Megane feels like a solid chunk of metal.The B-pillar has been reinforced for more protection from a side-on hit and a pair of pop-up roof arches deploy in milliseconds if the system detects a rollover.  Daytime running lights make the car more visible and a tyre pressure monitoring system will detect any loss of pressure if it becomes a major drama.Software runs from ABS with brake asssist and brakeforce distribution to electronic stability and traction control.DrivingWatching the windscreen flex by a couple of millimetres as the roof releases doesn't inspire confidence, but the chassis is more than a match for the engine and doesn't twist even if the camber changes mid-corner.The car's target market are style rather than drive enthusiasts, which explains why the coupe-convertible comes only with the continuously variable transmission rather than the six-speed manual in the hatch and sedan that helps drivers get the most from the 103kW/195Nm in the 2-litre engine.So it's not going to take on a VW Eos on the road, but will hold its own against it parked at the spa resort.  With that in mind, it is hard to argue with the dynamics of the compact cabrio.It sits flat in the turns and conversations aren't at shouting level even at highway speeds.  The steering is spot on and the suspension is soft enough to soak up most bumps without wallowing.  It's a horses-for-courses kind of car and if your tastes run to dressage rather than galloping, the Megane is a good thing. 

A car as quick as the CLS63 AMG four-door coupe has no right to burn fuel like a six-cylinder vehicle, yet that's exactly what the performance arm of Mercedes-Benz has achieved. A twin-turbo V8 is matched to a dual-clutch seven-speed transmission to generate 386kW/700Nm and launch the 1795kg car from 0-100km/h in 4.4 seconds, yet fuel consumption is officially rated at 9.9 litres for 100km. That's exactly the same fuel use as a Ford Falcon or Holden Commodore Calais. The transmission is a work of art with a launch control function that AMG chief executive Ola Kallenius says can't be beat. "Left foot on the clutch, right foot to the floor on the throttle and I guarantee you will win at the red light," he says. The MCT transmission also runs an eco stop/start feature in the "controlled efficiency" mode that has helped AMG cut fuel use by 32 per cent over the previous model. There's also a sports, sport s plus and manual driving modes. Kaellenius is proud of his biturbo engine, but says his team worked hard to tune the note from the turbo V8 to meet AMG owners' expectations. "Many people, and I include myself in that, are naturally aspirated fans, A lot of work as gone into that (the exhaust note) ... at the end of the day the human ear decides," he says. Then there's the styling. The regular Mercedes-Benz four-door coupe is an impressive-looking vehicle but the AMG makeover adds a front grille styled to mirror the SLS Gullwing supercar, along with flared guards a rear lip spoiler on the boot and the onimous "V8 Biturbo" badging. It turns heads even in the cashed-up suburbs of San Diego, where the car had its global launch last night. On the road a tickle of the throttle pushes you back in the seat and the speedo up to the legal limit. It's as simple as that. Once there, there is so little sensation of speed that the cruise control is a must to protect your licence, even in the US whe re the police aren't as pedantic about staying within a few kilometres of the signed speeds. The safety suite uses the latest Mercedes systems, from active blind spot assistance, with a triangular light in the exterior mirrors warning of nearby vehicles, to active lane keeping, which will detect if the car crosses a solid line and brake the opposite wheel to keep the car in its lane. A performance package lifts power by 24kW and 100Nm and ceramic brakes and "ride control" suspension are also on the options list. The car will land in Australia in the third quarter of this year and Mercedes-Benz Australia spokesman Jerry Stamoulis says pricing will be close to the existing model, which starts around $280,000. Mercedes-Benz CLS63 AMG PRICE: from $280,000ENGINE: 5.5-litre twin-torbo V8 POWER: 386kW at 5250 revs TORQUE: 700Nm from 1750-5000 revs TRANSMISSION: Seven-speed automatic, rear-wheel drive FUEL USE: 9.9 litres/100km CO2 EMISSIONS: 231g/km

Mercedes' future mobility boss Professor Herbert Kohler has slammed the group saying its aim to provide battery swapping sites for electric vehicles won't work and is potentially dangerous.

Despite the rush to put electric vehicles on the road, including Benz's own electric-powered Smart and A-Class cars, Dr Herbert Kohler says a hydrogen fuel cell is still the smartest solution in coal-power dependent countries such as Australia. To drive home the point - and encourage the government to look at infrastructure for alternative fuel vehicles - Mercedes has included Australia in the global world tour of the company's B-Class hydrogen fuel-cell vehicle.  The Australian leg will run through Sydney, Canberra, Melboure and Adelaide before crossing the Nullarbor to Perth. "Having electric energy from coal is not as pure as maybe we can do hydrogen out of water power or natural gas or something like that," Prof. Kohler says.  "It is much more attractive from the CO2 side to do that than to do electricity out of brown coal." "There are two possibilities to go for - one is a battery, the other is hydrogen As a local zero-emissions solution other technologies cannot compete.  "Our simulations show there is a higher potential for the fuel cell than for a battery-electric vehicle," he says. If we look purely at the material costs ... 70 per cent of the cost of batteries is in materials cost ... we see there is a tendency for fuel cells being cheaper," he says. Prof. Kohler adds that even then the limited range of batteries compared to fuel cells - 100km against 400km - means it is likely both technologies will exist in parallel. "It is a question of application ... in Iceland (where power is generated from hydroelectricity), the electric car is a smart choice in cities ... there will be different solutions in different cities, different countries and with different governments. As a worldwide supplier, it will be too high risk not to be involved in both technologies." He also notes that the range of battery-powered vehicles is unlikely to be dramatically extended.  "No one should dream this will be an ongoing process. We, with the support of scientiests worldwide, can see what kind of additional storage capacity we can imagine - maybe 20 per cent or 30 per cent, but not 100 per cent or 200 per cent." Dr Kohler says the F-Cell world tour is intended to show that hydrogen technology is mature and to encourage governments and suppliers to start thinking about the infrastructure needed to support such vehicles. The B-Class car will be tailed on its 30,000km journey by a Linde tanker carrying the hydrogen needed to refuel the vehicle.  He adds the public and government reception to an earlier trial of hydrogen-powered buses in Perth also encouraged Mercedes to come Down Under. "We had a very good experience with Australia with the bus in Perth with the hydrogen application ... we had marvellous support from the government in Perth, they were very much engaged with the technology."

The overall enthusiasm of shoppers took the showroom total last year to 1,035,574 vehicles, the second-highest on record and only the third time the ticker has flicked past one-million sales. The Holden Commodore continued its 15-year reign as Australia's favourite car while record numbers of buyers flocked to small cars and SUVs, the two boom classes these days with downsizers and families looking for more value and flexibility in their garage. But Maybach finished the year with a zero. No sales. It was the only brand that failed to trouble the official scorekeepers at VFACTS and the Federal Chamber of Automotive Industries. In contrast, Rolls-Royce managed 25 deliveries, up from nine in 2009 for a 177.8 per cent boost in its result, despite a similar $1 million-plus bottom line to the Maybach. Cashed-up Australians indulged their tastes for top-end cars last year, with Lamborghini, Aston Martin and Bentley all selling at least half as many cars again as they did in 2009. Hyundai had the biggest improvement in volume as the South Korean company continued to win over Australian buyers. The brand's 80,038 sales were up almost 17,000 vehicles on the previous year. Standout performers were the i30 - the 2008 Carsguide car of the year - the new i45 mid-sized sedan and the Santa Fe SUV, along with its iMax and iLoad vans. Sister company Kia also made an impact as its Cerato and Sorento models contributed to a 22.9 per cent rise in sales. More than 23,800 Kia-badged cars hit the roads last year, reinforcing the rise of the South Koreans in the local motoring landscape. The VW Group's performance in Australia was extraordinary with a 26.4 per cent improvement for VW and a 31.9 per cent growth in Skoda sales. The Golf continues to be its best-s elling car with 15,425 buyers signing up for the 2009 Carsguide car of the year. Supply constraints are the only thing holding the Polo back, but 3195 cars still found homes in 2010. The Octavia is Skoda's staple seller with 1174 sales, followed by 355 for the Superb, but the Roomster's quirky styling still hasn't endeared itself Down Under and only 26 vehicles left dealerships last year. Toyota's dramas in the US weren't felt locally and the Japanese giant improved sales by 6.8 per cent to lead second-placed Holden by more than 81,000 cars. Brand T's established players - the Corolla, Hilux and Prado - drove growth, but the Prius hybrid is yet to endear itself to Australians, with sales falling from 3040 cars in 2009 to 1611 last year. That's in contrast to its acceptance in its home market where the Prius has just been declared the top-selling car in Japan with 315,669 sales. That beat Toyota's own record for yearly sales of a single model, set by the Corolla 20 years ago. Part of th e reason is that, unlike Australia, Japanese sales are boosted by generous government tax breaks. Toyota showed off a pair of Prius concepts at this week's Detroit Motor Show - a sporty Yaris-sized Prius c the company says will have the best economy of any petrol-electric hybrid and a seven-seater Prius v - that it says will extend the model's appeal with young buyers and families respectively. The Commodore continues to defy the trend away from large cars with the big Holden improving sales by 1500 cars over 2009. The compact Cruze was the Holden hero last year, though, almost doubling sales to 28,334 cars and that's before local production starts at the company's Elizabeth factory in South Australia later this year. Ford's Falcon couldn't match its locally built rival's growth and sales of the rear-wheel drive car fell by almost 5 per cent to 29,516 vehicles, ranking it a relatively low sixth in outright terms. The Territory continues to do well, though and sales of the Fiesta and Escape also give the Blue Oval brand cause for optimism and kept it at number three in the overall sales race, more than 10,000 vehicles clear of Mazda. SUVs of all sizes continue to outperform the market led by the compact segment where growth was a staggering 36.6 per cent. The Subaru Forester topped the standings with 14,644 sales, just ahead of the Toyota RAV4 on 14,597 and the Nissan X-Trail with 9792. Even the prestige SUVs enjoyed a 16.9 per cent rise headed by 3105 BMW X5 sales. The Mercedes-Benz M-Class was second with 2589 units to edge out the Lexus RX on 2534.