Articles by Derek Ogden

The star turn in the new Ford Fiesta range is the hot-hatch ST.

It’s Fiesta time! Following the depressing news of the end of its vehicle production in Australia, Ford finally has something to celebrate.

The newly-released Pulsar SSS hot hatch rounds out the welcome comeback of the Pulsar nameplate to Australia.

The new Mazda6 is bigger than the model it replaces and has excellent head-turning styling.

The first Fiat to be produced in partnership with the Chrysler Group, the Freemont has a touch of the quirkiness of Italian cars of old, plus the practicality of a modern family vehicle.  Starting at a little less than $26,000, it aims to attract buyers across the recreational and family segments.Available in three specification levels - Base, Urban and Lounge - Freemont is powered by a petrol or diesel engine, it comes in two-wheel drive guise only, with power put to ground up front via a six-speed automatic (petrol), or six-speed manual (diesel) transmission.Base, Urban and Lounge models come with a 2.4-litre four-cylinder petrol engine mated with a six-speed automatic transmission, while the Urban is also available with a 2.0-litre diesel motor putting power through a six-speed manual gearbox.The 2.4-litre petrol engine produces up to 125 kW of power, and 220 Nm of torque at 4500 rpm while the turbo-diesel engine achieves 125 kW at 4000 rpm and 350 Nm between 1750 and 2500 revs. Both engines were developed by Fiat, which is one of the world’s leading engine designers.With a standard five-seat layout and up to 1461 litres of cargo space, Freemont comes with the option of seven places courtesy of a third row of seats. This Fiat is the poster boy for passenger cabin storage with more than 20 compartments, making it one of the most family friendly vehicles around.Passenger convenience is paramount. From the word go the Freemont is welcoming, the rear doors fitted with a new three-stage 90-degree hinge, which when fully open, offers space to load a child seat into the second row or to provide easy access to the third row.Initially opening to 26 degrees, the door allows passengers to get out without smashing the door against another vehicle parked close by. A second 58-degree position is wide enough to allow passengers to enter the cabin easily.Access to the rear cargo area, or optional third row of seats where fitted, is made all the more easy by a ‘Tip ‘N Slide’ system, with one simple movement of a conveniently placed lever on the side of the backrest.Ambient lighting sets the scene for occupants who are offered a good all-round view no matter where they are positioned thanks to stadium-style seating which rises in height from front to back row. Rear storage space is set off by a front passenger seat cushion that can be moved forward to reveal a compartment which can be used to store personal belongings. The back of the seat folds forward to transport long objects.The backrest of the second row of seats is foldable in a 60:40 ratio, the central section can be folded separately to form an armrest and includes two cup holders and a compartment for storing small objects.There’s even storage under foot with the floor of the second row housing two lidded compartments with removable and washable bins offering more than 12 litres of space.There is no argument about the Freemont’s safety features with more than a third of the vehicle's structure including high strength steel sheets designed to optimise the body's weight and structural resistance.The extensive use of dual-phase steel in the front and rear side members and tunnel reinforcement mean these components can handle larger loads with relatively limited dimensions, thus saving weight without sacrificing structural strength.Active safety systems include anti-skid braking with electronic brake force distribution, electronic stability program and traction control, electronic roll-over mitigation, plus the aforementioned hill holder.Tyre pressures are constantly monitored and the driver warned of any problems, and rear parking sensors alert the driver to objects in the way.Passive safety is in the hands of six airbags, fitted as standard on all vehicles in the range, along with active headrests and three-point seatbelts for all seats. The front seatbelts are also equipped with pretensioners and load limiters. Isofix attachments and child boosters ensure children are seated correctly.Our Freemont Urban test vehicle was powered by the 2.0 MultiJet 2 diesel motor equipped with a variable geometry turbocharger and state-of-the-art second generation MultiJet technology earning a top-rate Euro 5 emission standard.With maximum torque of 350 Nm coming in at a low 1750 rpm and constant up to 2500 rpm, performance was impressive. During normal usage up to 3000 revs, with torque not falling below 300 Nm, gear shifts were kept to a minimum and uncomfortable downshifts avoided. Acceleration was leisurely, but who cares? This isn’t a sports wagon.Our test car with the diesel engine clocked just 5L/100km at a steady 100km/h on the highway and straddled 7L/100km in day-to-day city work.It scored well with acceptable engine noise in the cabin during normal operation. However, the hill holder function was reluctant to let go, giving the driver cause to over-rev the engine at times. When the brake was finally let loose, the Freemont surged, the wheels at one time spinning with an embarrassing squeal. My solution was to blip the throttle to release the brake, then move off.Reverse gear tended to be a bit hit and miss, needing firm handling of the gear lever, while headlamps suffered from a narrow lateral arc of operation, with predominant illumination limited to straight ahead, leaving the driver in the dark on turning corners at night.

I’m confused. We all know the mid-size commercial van was often transformed into a passenger-carrying people mover; and that the four-wheel drive wagon made way for the sport utility vehicle capable of toting up to seven occupants.Now Peugeot claims to have created the ‘people carrier’, a new interpretation of the family wagon, which looks -- and behaves -- suspiciously like a people mover to me.ENGINESWith a choice of 1.6-litre petrol or 2.0-litre diesel engine, both turbocharged, power is put to ground via a six-speed automatic transmission.The Peugeot 5008 Touring Active petrol comes onto the market at $36,990, with the diesel version costing an extra $3500. The only option is a $3000 leather upholstery pack.INTERIORComfort, convenience and versatility were a Peugeot priority in interior design, with three rows of seats accommodating up to seven people. Particular attention is paid to the two rear rows, the second capable of taking three in equally divided sections, all with reclining capability.The third row two seats are easily accessed by the second row seat cushion lifting and the seat back moving forward. Third row occupants have the luxury of individual air-conditioning vents in the side pillars and the safety of curtain airbags.Noise intrusion into the cabin has been restricted to such a level that it is possible to continue a normal conversation between front and back-seat passengers. Too much noise from the back can be stifled by making use of the car’s multi-media system which includes two 7-inch screens incorporated in the front head restraints, along with two Bluetooth wireless headsets.The system can connect with external inputs such as iPods, game consoles and DVD players. Two separate video and audio sources allow rear passengers to watch one programme on both screens, or take part in two different activities.The dash-mounted 7-inch flip-up screen for the standard satellite navigation system can be elevated to your chosen angle at the push of a button, making it possible to prevent image wipe-out by reflection in bright sunlight.The cargo space can be made to measure by folding the rear seat to form a flat floor space. An area of van dimensions can be obtained by flipping the second row seat backs forward, while extra long objects – a market marquee, for example – can be carried by folding the passenger seat back which also doubles as a flat desk top.  A handy cargo area feature is a light that doubles as a torch that can be unclipped for use outside the vehicle.SAFETYWith disc brakes all round, the front discs are ventilated, stopping is in firm hands (feet?) and is backed up by a suite of safety systems which include ABS with Electronic Brake Force Distribution, Emergency Brake Assist and Hill Start Assist, the last for tricky takeoff on inclines if you choose to use the same foot for the brake and accelerator pedals.DRIVE IMPRESSIONSOur test vehicle was powered by a four-cylinder 1.6-litre turbocharged petrol engine putting out maximum power of 115 kW when spinning at 6000 revs. Top torque of 240 Nm is available from just 1400 rpm.On the outside, much emphasis has been placed on aerodynamics in order to cut fuel consumption and minimise exterior noise. A sharp nose links up with a large raked windscreen, while large windows run around the entire vehicle for maximum light penetration to the interior. A panoramic glass roof adds to the light and airy feeling of the passenger surroundings.The command driving position and cockpit layout of the instruments make sure the driver is presented with as much as they need to know for safe passage of the passengers.The family, especially grandma, need have no fear of the 5008. Getting in and out is easy with no huge step up; the stadium-style seating offers an extensive all-round view; and the ride and handling on varying road conditions are firm yet supple thanks to Peugeot’s high-performance suspension.From a standstill the wagon takes a leisurely 11.1 seconds to reach 100 kilometres an hour, passing through each gear change confidently and quietly.Steering, with 2.7 turns lock to lock, responds to the driver’s input without question, while feeding back important info about direction and stability of the vehicle.VERDICTThe Peugeot 5008 Touring Active Petrol people carrier really does ride and handle like a car, while going the distance with family, friends and their stuff.  

This Audi A6 is the new bad boy at the big end of town. With turbodiesel technology honed during Audi’s successful campaigns in the gruelling 24 Hours of Le Mans races, the A6 Biturbo packs solid punch into a car with refined design and fit-out.The test car took this further with an S line exterior package featuring: front and rear bumpers, side ventilation grilles, side sills in a sporty design, rear diffuser insert in platinum grey. S line badging on the front wings and chrome-plated exhaust tailpipe trims completed the dress-up.ENGINEDerived from the Le Mans winning diesel powerplant, the new Audi 3.0 TDI V6 powerplant puts out 230 kW between 3900 and 4500 rpm, plus peak torque of 650 Nm from 1450 to 2800 rpm.Amazingly, the engine is said by the maker to consume only 6.4 litres of fuel for every 100 kilometres driven on the combined urban / highway cycle. This fuel efficiency places this  A6 variant under the luxury car tax threshold of 7 litres per 100 kilometres. By ducking under the LCT threshold, Audi customers pay less tax on the fuel-efficient A6 3.0 TDI V6 Biturbo, enabling the sedan to hold down an extremely competitive manufacturer’s list price of $118,800.The mechanics of this engine’s performance are fascinating. As its name suggests, two water-cooled turbochargers are connected in series. A switchover valve directs intercooled air to a small turbo at low revs, with a large charger performing pre-compression. From around 2500 rpm, the valve begins to open and the small charger shifts most of its workload to the big blower. Between 3500 and 4000 rpm the valve opens fully, the large charger taking on all the work.During running, the common-rail fuel system develops up to 2000 bar of pressure and injects as many as eight different amounts of fuel into the cylinder. Fascinating, and the sort of thing that’s only possible due to intricate electronic sensors and controls.An eight-speed Tiptronic transmission and quattro all-wheel drive harness the prodigious power and torque to produce performance worthy of a very fast luxury vehicle.TECHNOLOGYStandard Drive select offers mastery of driving dynamics. Via a button on the centre console, the driver can call up one of three modes – comfort, auto or dynamic – ranging from limo-like to hard-line sport. Using the Multi-Media Interface the driver can construct an individual profile, tempting behaviour like a curious toddler with a Fisher-Price toy.At no extra cost comes a Technik Package which includes Audi top view camera system, xenon plus headlights with high beam assist, four-zone deluxe automatic air-conditioning and multifunctional sports steering wheel with shift paddles, and electric glass sunroof.Bose surround sound leads the way for a Bluetooth interface with music streaming, electric front seats are clothed in Milano leather and have driver memory function, MMI Navigation plus features retractable screen and touch pad.DRIVINGAt idle, the distinctive diesel rattle of the engine is all but absent, but stamp on the accelerator and, within seconds, the motor fires up a fierce growl that belies the saloon’s luxury status. The glorious aural experience is amplified by a sound actuator in a side channel of the exhaust. Essentially a loudspeaker, the instrument produces a sonorous accompaniment to engine revs rising all the way to 5200 rpm.Further menace is let into the passenger cabin via a windscreen vibrating to the deep-throated note of the motor being urged along. Onlookers have been known to stare in awe as the otherwise mild mannered A6 Biturbo takes off, leaving behind a wall of sound.However, the official fuel numbers aren’t easy to obtain in real life. During our time with the Audi A6 Biturbo sedan the best we got was an average of 5.6 litres per hundred kilometres on the motorway, rising sharply to between 11 and 13 litres per hundred in tight town traffic.Some buyers will judge this a small price to pay for a car that offers so great a mix of menace and comfort. Sports cars, even the more expensive ones, can sometimes be utilitarian. Not the big Audi A6 Biturbo, which enjoys all the accoutrements of a top-line executive sedan.VERDICTAn executive sedan of impeccable pedigree, with the bite of a junkyard dog.Audi A6 3.0 TDI V6 BiturboPrice: from $118,800Warranty: 3 years/unlimited kmEngine: 3.0-litre 6-cyl, 230kW/650NmTransmission: 8-speed auto, AWDBody: 4915mm (L); 1874mm (w); 1455mm (h)Weight: 1790kgThirst: 6.4L/100km 169g/km CO2 

BMW’s Mini seems intent on becoming all things to all men and women, continuing to come up with new versions of the iconic British brand. The John Cooper Works high-performance range is now offered in every model: Mini, Clubman, Coupe, Cabriolet, Roadster, Paceman, Countryman and GP.HISTORYJohn Cooper, who gained legend status during the 1950s and 1960s designing Formula One and Indianapolis 500 race cars, began putting a sting in the tail of competition Minis – he designed the first high-performance Mini Cooper for the 1960 Monte Carlo Rally - and perking up the performance of production models. These days, many gentleman of a certain age glaze over at the mention of the Mini Cooper - enough to bring a tear to a glass eye. John Cooper died in 2000, aged 77. Cooper’s son, Mike, has brought the same passion to the company as his father and John Cooper Works continues to pump JCW Minis into a market attracting enthusiasts of high performance vehicles with individuality, versatility and, in this case, an impeccable pedigree. ENGINE AND TRANSMISSIONHeart and soul of the range is a new generation 1.6-litre four-cylinder engine featuring twin-scroll turbo technology, direct fuel injection, variable valve lift and timing, and a reinforced cylinder head and pistons, sodium filled exhaust valves and lightweight crankshaft, all fashioned from the racing-car list of goodies With a maximum output of 155 kW and 260 Nm of torque, (280 Nm with overboost), which increases to 160 kW and 280 Nm (300 Nm with overboost) in the ALL4 all-wheel-drive Mini JCW Countryman and Mini JCW Paceman. Mated with a standard six-speed manual gearbox, an optional six-speed automatic transmission is available for all Mini JCW variants except the GP limited edition model. TECHNOLOGYDepending on the model, a Mini JCW sports suspension, with dynamically tuned dampers and anti-roll bars, comes as standard or as a no-cost option. Stopping is guaranteed with a standard high-performance sports-brake system. A ‘Sport’ button on the centre console allows the driver to change engine response and accompaniment, as well as the power steering effort. In auto models, engaging Sport mode also quickens shift times. DRIVE IMPRESSIONSWe tested the latter models to great effect in cold and damp conditions on several sections of the Targa Tasmania route outside Hobart. A raspy motor note rang out through the narrow, twisty tree-lined avenues courtesy of the standard JCW sports exhaust system, which was cut to popping and crackling on over-run. Smiles all round. Precise speed-sensitive steering enabled the steerers to put the cars in perfect alignment over the fast and testing stages, while the tightly tuned suspension maintained the cars’ handling stability. However, there was a downside, with the Paceman producing a choppy ride over uneven road surfaces. It was similarly the case with the GP on the track, a fact that was highlighted by the media minder for the day, Mike Eady, the BMW driver trainer flown in from New Zealand. A former racer in Europe with much experience testing on the Nordschleife of the Nurburgring where the Mini JCW GP was shaken down, he suggested turning down the damping a notch or two would not have sacrificed performance to the production of a smoother ride. We spent time under the direction of Eady in the Coopers barreling around Baskerville circuit, near Hobart, weaving through cones in a rapid direction-changing exercise and scorching up the straight to come to a stop with heavy braking testing to the full the ABS effectiveness. No brake fade became evident in any of the cars – JCW hatch, Coupe, Roadster or GP - throughout the entire uncompromising workout. Star of this event was undoubtedly the limited edition GP which, with its stripped-back 1160 kg unladen weight and highly modified 1.6 litre turbo engine pumping out peak power of 160 kW and maximum torque of 260 Nm, traction control system with a specific GP mode, as well as a bespoke racing suspension and braking system, is the essence of the John Cooper Works philosophy. Aerodynamics, consisting of under-body panelling to reduce drag and a carbon rear wing to improve down-force over the rear axle, give the Mini JCW GP a strong street presence. The driver and co-driver are securely supported in heated leather Recaro sports seats with contrasting red stitching and a special knee roll for bracing during all-out driving.  The fastest series production car to come from the British marque, only 2000 with a single specification will be produced, with 55 pencilled in for Australia, on test in the ‘Green Hell’ of Nordschleife clocked a very respectable lap time of 8min23sec, 18 seconds faster than its predecessor, the Mini Cooper S with JCW GP kit.VERDICT No doubt for the driving enthusiast with a fancy for the ultimate sporting Mini, the new GP cannot come quick enough. MODEL LINE-UPMini JCW: from $50,400Mini JCW Clubman: from$51,800Mini JCW Coupe: $52,600Mini JCW Roadster: $55,100Mini JCW Cabrio: $58,500Mini JCW Countryman ALL4: $56,800Mini JCW Paceman ALL4: $58,600Mini JCW GPII: $56,900Note: These prices do not include government or dealer delivery charges. Contact your local Mini dealer for driveaway prices.Mini John Cooper WorksPrice: from $50,400Engine: 1.6-litre turbo petrol, 155kW/260NmTransmission: 6-speed manual, FWDThirst: 7.0-litres per 100km, CO2 163 g/km

The in-dash push button engine start / stop is becoming an automotive affectation. Originally it was fitted to unique racing cars and their highly tuned road-going derivatives. These days it is increasingly finding its way into vehicles of all brands and price tags.Ironically, such a system will not work without the proximity of a computer controlled key fob, all of which requires more effort than simply slotting the key into the ignition and turning it to fire up the motor.Sundry stressful situations tracking down the key, from pocket to centre console, were put behind me with the new Subaru Liberty 2.5 sedan – keyless entry but buttonless start-up. How good is that?Not that there is anything yesterday about the car. For a start (or in this case stop) there’s an electric parking brake situated on a reworked centre console, a one-touch lane-change indicator, revised instrument panel, dashboard colour scheme and USB connection.And the one-time shrinking violet looks of the Liberty have made way for a more assertive character thanks to a new grille and front fog light surrounds, plus modern alloy wheel designs.VALUEOur test car carried an option pack which includes leather upholstery, satellite navigation and new colour info display adding $3000 to the price, the sat nav sporting a particularly clear on-screen street naming, which was most welcome for this gentleman of a certain age.Among the crop of changes to the MY13 range, the most pleasing economy for the newLiberty is a $2000 trim in price, putting the entry level model at just $32,990.ENGINE AND TRANSMISSIONThe new generation horizontally-opposed boxer engine is linked to the latest Lineartronic continuously variable transmission and a revised Subaru symmetrical all-wheel-drive system. The CVT has a six-speed manual mode with steering wheel-mounted paddles. Subaru engineers have waved a magic wand over the 2.5-litre motor to gain major improvements – power is up by three per cent (127 kW), torque by 3.3 pc (235 Nm), while fuel economy is cut by 4.8 pc (7.9 litres per 100 kilometres on the combined urban/highway cycle) and carbon dioxide emissions are down 5.7 per cent (182 g per kilometre).DRIVINGIt’s no surprise that the Liberty test car took to local conditions admirably, Australia had input here with tests being conducted Down Under.Much attention was paid to the drivability of the vehicle in the mid-to-low speed torque range, while the new Lineartronic CVT is quieter, lighter and more compact.The CVT has taken the car to a new level of fuss-free driving. The paddle-shift manual mode is competent but adds little to the overall driving experience for those wanting a little more action.Handling and stability have been given a fillip through revision of the all-wheel-drive system, stiffening of the suspension and a sharpened steering response. Noise vibration and harshness also comes in for improvement with changes in the construction of suspension systems.VERDICTThe Subaru Liberty has always maintained a spot at the heart of middle-of-the-road motoring. The latest incarnation looks to be in no mood to relinquish its position.

With the dark clouds of Ford’s folding and Volkswagen’s safety issues hovering over the Australian automobile industry, it has been left to Holden to make a break with the launch of the Malibu, a sunny mid-size sedan. Named after the famous California surfing beach - the car is already sold as the Chevrolet Malibu outside Australasia - the Holden Malibu.In Australian showrooms later this month, the Malibu comes in two trim levels, CD and CDX.  Prices for the highly specified pair will start at a competitive $28,490 for the CD petrol model, the range topping out at $35,990 for the premium CDX diesel, slotting in snugly between the recently upgraded Cruze compact and brand new Commodore large sedan.Like the Commodore, the Malibu comes stacked with standard features including seven-inch colour touch screen with Holden’s MyLink app-based infotainment system, plus reversing camera, rear park assist, sensor key technology and push button start.The entry level Malibu CD rolls on 17-inch alloy wheels and includes steering wheel audio controls, Bluetooth, cruise control, automatic headlamps, power height adjustable seats and electric park brake.Malibu CDX moves up to 18-inch wheels and is dressed up with leather covered seats, the front heated, with eight-way power adjustment, leather wrapped steering wheel, rain sensing wipers (which got a solid workout on launch in Victoria) and dual zone climate control.On the outside, the CDX also picks up front fog lamps, chrome highlights and LED rear lights. The range is available in seven colours, including prestige paint at a $550 premium.Coming out of the Chevrolet design centre in the United States, the Malibu had extensive input from Down Under, with Aussie Mike Simcoe, General Motors International Operations Executive Director Design, overseeing the operation. Two Holden designers were involved in the exterior and interior look of the Malibu, which is based on Chevrolets of the past, including the Camaro, also a product of the Holden design team.Malibu Exterior Design manager, Justin Thompson, led work on the new VF Commodore and says it shares design highlights with the new locally-made large car. “The rear of the Malibu was the first iteration of VF styling as we began to work on the VE replacement,” he said. The interior styling, including sporty Camaro inspired gauges, was the work of a team led by Yan Huang from Holden, while working in the States. She is currently interior design manager for GM’s global advanced vehicles.The Malibu comes with either a 2.4-litre DOHC petrol engine with 123 kilowatts and 225 Newton metres (8.0L/100Km) or 2.0-litre common-rail turbo-diesel with 117 kilowatts and 350 Newton metres 6.4L/100Km. Both mated to a six-speed automatic transmission with ‘Active Select’ manual mode.Importantly, the Malibu rides and handles like an Aussie car thanks to engineering input from Holden vehicle dynamics engineers based at the Lang Lang proving ground. Team leader Michael Barber says, as a global vehicle sold in predominantly left-hand drive markets, Malibu was originally specified with LHD tyres, which fitted to a right-hand drive car can lead to its pulling hard left.This led to the development of a specific right-hand drive 17-inch tyre for the CD, while the CDX uses the 18-inch performance tyre already on the VF SV6 and SS Commodore. The team also came up with a suspension set-up with unique damper tuning ideal for Australian road conditions, both of which came up to scratch during an extensive launch drive in extremely wet conditions.A diesel CDX did exhibit a lightness in the steering, a petrol equivalent not so. The diesel took some time to get into its stride off the mark unlike the corresponding 2.4 petrol which nimbly sprinted from standstill. Road and engine noise were kept at bay from the passenger cabin in both cases, occupants held in well sculpted, comfortable, leather clad seats. Instruments and gauges were well positioned and the touch screen image was as clear as a bell.Generous shoulder space and head room ensured there was no hint of claustrophobia, while rear seat leg room could come up short with taller occupants up front. Soft interior surfaces give the feeling of prestige, there’s ample storage for personal items and cup holders, the largest to take a one-litre container, cropping up all over the place.