Articles by Derek Ogden

The Astra was a star in the House of Holden for years, starting in 1984 with the Australian-made five-door model also sold, with some changes, as the Nissan Pulsar.In 1996 this first Astra was replaced by an Opel-based model from the German division of General Motors that, as the Holden Astra sold here in large numbers until it was replaced in 2009 by the Daewoo-based but later locally-built Holden Cruze.Now the German automobile maker is running its own race in the Australian market. Opel has reclaimed the name, with the latest Astra being launched here in a number of petrol and diesel-powered variants.Topping off the range is the $42,990 Astra OPC 2.0-litre turbocharged three-door hatchback. The hero car, based on the Opel Astra 1.6-litre GTC turbo, ploughs a new sports furrow for the European-sourced hatch.A shopping list of chassis modifications is designed to cater for the significant boost in performance of the hot engine, which produces 206 kW of power and 400 Nm of torque.With the legendary Nurburgring 20.8-kilometre Nordschleife race circuit – the Green Hell – running past the front door of the Opel Performance Center is it any wonder OPC tagged sports cars can be relied on to dish up a wild ride? The Astra is no exception with 10,000 kilometres under race conditions on the track, equal to around 180,000 road kilometres, under its tyres.While the OPC owes much of its exterior styling to the GTC, visual characteristics have been taken to the extreme, with specially sculpted front and rear bumper, side skirts, aerodynamic roof spoiler and twin bumper-integrated tailpipes. Wheels are 19-inch alloys with 245/40 ZR tyres standard fitment. Twenty-inch versions are available as an option.Inside the cabin is a cross between a smart city hatch and a track-day toy. Focus is a flat-bottom steering wheel, its diameter reduced from 370 mm to 360 mm compared with other Astras, making the steering feel even more precise and direct. A stubby sports stick adds to the effect, while alloy-plated pedals incorporate rubber studs for greater shoe grip.There’s no excuse for the driver not to get comfortable, with a quality Nappa leather seat having a manually extendable leading-edge cushion and electric lumbar/side-bolster adjustment providing 18 different seat settings to choose from.Mounted 30 mm lower than in the standard Astra Hatch, both front seats are aimed at giving occupants closer sensory connection with the car’s chassis. With average build occupants up front, rear legroom is adequate; headroom not so accommodating.Under hard acceleration, the Astra OPC sets off to the exhaust accompaniment of a pack of barking dogs out for the kill. A target of travelling at 100 km/h is reached in just six seconds.Thanks to the removal of one of the GTC’s three silencers, there’s a great burble at idle, all emanating from twin parallelogram shaped tailpipes integrated into the rear bumper.Clever technology has cut fuel consumption by 14 per cent over the previous model, down to a combined urban / highway cycle 8.1 litres per 100km, and has reduced emissions to 189 grams per kilometre. However, we used 13.7 litres per 100 kilometres with the test car running around town and 6.9 litres on a motorway trip.To provide a level of racy ride and handling rarely found in a road-going vehicles, engineers have worked their magic, the Astra OPC coming under the ‘spell’ of Opel’s HiPerStrut (high performance strut) system to improve steering feel and help reduce torque steer and FlexRide adaptive damping system.The latter offers a choice of three chassis settings which can be selected by the driver at the push of dash-mounted buttons. ‘Standard’ delivers all-round performance for a range of road conditions, while ‘Sport’ stiffens the dampers for reduced roll and tighter body control.‘OPC’ amplifies throttle response and alters damper settings, ensuring the wheels quickly regain contact with the road after hitting a bump, giving the car a soft landing. This ‘all-singing-and-dancing’ system cheekily announces itself to the driver by switching the instrument backlighting from white to red.Motorsport was never far from the mind of Astra OPC engineers who developed a race-bred limited-slip differential to optimise traction under acceleration through bends or over changing cambers and surfaces.Even with the boosted LSD workings, retuned traction control and electronic stability control, wheel spin was not entirely eliminated with the test car in the wet. Good fun if you’re paying attention, potentially dangerous if you’re not...Simple – sit down, strap in and enjoy the ride. We certainly did.

From pirate treasure map to automobile designation, the letter ‘X’ marks the spot of something excitingly special. This is never truer than with the Forester XT, Subaru’s new high-performance mid-size SUV.A best-seller since pioneering the high-performance SUV class in 1997, the latest Forester XT shows off an array of new features, technology and styling to stir Forester fans new and old.At first, I had my doubts about the XT – a 2.0-litre petrol engine, albeit turbocharged, mated with a continuously variable transmission. Not the recipe for sprightly performance I thought.How wrong can you be? New engine and transmission technology from Subaru manufacturer Fuji Heavy Industries has shifted the Forester performance up into what is almost a segment of its own.TECHNOLOGYThe 2.0-litre horizontally opposed Boxer motor makes use of direct petrol injection to pump out 177 kW of power at 5600 rpm and 350 Nm of torque between 2400 and 3600 rpm, a 4.7 per cent power gain and 9.4 torque increase over its predecessor.This is accompanied by a 19 per cent gain in fuel efficiency and 20.6 per cent improvement in emissions. Towing ability has also gone up by 12.5 per cent to 1800 kg for a trailer with brakes.The engine is hooked up to a Lineartronic continuously variable transmission with six preset speeds when required. And Subaru’s symmetrical all-wheel drive system.DESIGNOn the outside, the Forester XT has gone from an amenable compact all-wheel drive wagon 16 years ago to a mid-size SUV with substantial street presence from its bulked-up body.Not that aerodynamics have suffered, with efficiency improved by 11 per cent over the previous unit, producing a co-efficient of drag of 0.33, thanks to such refinements as a guard underneath the engine bay and a rear spoiler.Of further help is Forester’s narrower rear and lightweight aluminium bonnet, while the rear bumper corners were designed for aerodynamic efficiency, together with large underbody covers, including mudguards and air flaps.A gripe with previous Foresters has been the limited vision from the driver’s seat because of its lack of height. Seats in the new XT have got over that. Set higher, together with the A-pillar shifted 200 mm further forward, taking the windscreen further from front-seat occupants, there’s more of a command position for the driver, while the blind spot is reduced by one degree.PRICE AND EQUIPMENTPrices start from $30,990 for the Forester 2.0i manual. ‘Kid connectivity’ is well covered by USB, iPod and Bluetooth offering optimum vocal effect, richer bass tones by adding harmonics and a sound restorer that adds to the digital sound sources that get lost in music when compressed for iPod and MP3.Forester 2.0 XT also includes reversing camera, electric sunroof, dual zone air-conditioning, multi-function display, 18-inch alloy wheels and silver roof rails, and is priced from $43,490 plus on-road costs.SAFETYPutting occupants at ease is vehicle dynamic stability control which constantly checks vehicle behavior, including the anti-lock brakes, engine and limited-slip differential via the traction control system.VDC can use the engine and brakes to prevent side slip and achieve a high degree of stability and can be turned off allowing engine control and torque reduction to be cancelled when driving on snow and muddy surfaces.DRIVINGThe rush from zero to 100km/h can be done in an impressive 7.5 seconds. The test car pleasantly surprised with no ‘slipping-clutch whine’ as with some CVTs, just a constant hum from the engine.All Forester XTs are fitted with Subaru Intelligent-Drive (SI-Drive) which serves up engine and automatic transmission characteristics to suit various driving styles, preferences and conditions.At the push of a button, one of three modes can be chosen: ‘Intelligent’ increases engine output more gradually for a smoother eco-friendly drive. It also makes for easier handling on snowy and slippery surfaces. Intelligent mode automatically activates on engine start-up.In ‘Sport’ the engine accelerates in a linear fashion and long trips are ideal in this mode. Sport uses the engine to maximum potential, with a sensation of powerful acceleration. It makes use of an eight-speed gear pattern.Each mode gives the driver the opportunity to experience a ‘different’ vehicle, from sedate to sporty, without having to apologise to passengers for a rough ride or dodgy handling.To really get into it, however, the driver can add his or her own input. Using the steering wheel-mounted paddle shifts makes for a satisfying experience for those who want to do it their way, while passengers remain comfortable taking advantage of the extra elbow and shoulder room.There should be no squabbling over cabin storage which is plentiful and versatile, as is the easily accessed rear cargo area which can take 422 litres of gear with rear seat back up and 1457 litres with it folded.MODEL RANGEForester 2.0i manual $30,990Forester 2.5i auto $32,990Forester 2.0i-L manual $33,490Forester 2.5i-L auto $35,990Forester 2.5i-S auto $43,990Forester 2.0 D manual $35,490Forester 2.0 D-L manual $37,490Forester 2.0 D-S manual $43,990Forester 2.0 XT auto $43,490Forester 2.0 XT Premium auto $50,490Subaru Forester XTPrice: from $43,490Warranty: 3 years, unlimited kilometresEngine: 2.0-litre 4-cylinder, 177 kW/350 NmTransmission: CVT, AWDTare mass: 1607 kgTurning circle: 10.6 m kerb to kerbTowing: 750 kg (unbraked); 1800 kg (braked)Fuel tank capacity: 60 litresCargo capacity: 422 litres (rear seat back up), 1457 litres (rear seat back folded)0-100 km/h: 7.5 secThirst: 7.0 litres / 100km; 197 g of CO2 per kilometre (combined cycle)

The Mazda 6, which comes in sedan and wagon variants, with petrol or diesel power, incorporates the full range of Mazda’s efficient SkyActiv technologies.

German automobile giant BMW is prone to remind us that the X1, when introduced, did not have a spot in the market, so the company created one, the premium compact sports activity vehicle segment.Now, despite dominating the class since, the X1 has been given a mid-life makeover adding even more appeal to the already successful crossover.ENGINESThe range of engines has been extended with the addition of three new variants – two petrol, one diesel – joining the already familiar X1 xDrive20d diesel. Standard fitment is a six-speed manual gearbox, while BMW’s Steptronic eight-speed automatic transmission is an option. The xDrive 20d test vehicle was powered by the carryover 2.0-litre turbo-diesel engine – the same unit as in the entry-level diesel, the xDrive 18d -- with added oomph giving it a power output of 135kW and peak torque of 380Nm, producing acceleration from rest to 100km/h in a nippy 8.1 seconds.TECHNOLOGYThe xDrive of the X1 title refers to an all-wheel drive system that electronically controls torque distribution between front and rear axle – 40:60 under normal driving conditions – depending on which has the better traction. It’s one of those discreet systems that prevents the driver from getting into too much trouble under difficult going.BMW ConnectedDrive adds cruise control with braking function, plus rear park distance control as standard, the latter a great help in warning of low-set obstructions not visible from the command driving position.ConnectedDrive can also add optional adaptive navigation, professional and business systems, internet functionality, music interface for smartphones, high end Harman Kardon sound system, Bi-xenon headlights and a rearview camera.On the outside, the new X1’s already distinctive look has been beefed up with paint jobs to the front and rear bumpers, while side indicator lights are now integrated into the exterior mirrors reducing the chance of them being inadvertently left operating, confusing other road users.An upgrade in headlamps has resulted in a facelift to the X1, which can be given additional shine with optional Xenon lights incorporating white LED corona rings and a white LED arch.There’s more to the passenger cabin too, with better material on the centre console, new centre panel trim surrounds and chrome trim. An on-board computer is linked to a premium sound system with USB audio interface with Bluetooth hands-free facility.From the driver’s angle, the X1 presents vehicle system information in a clear and concise manner, controls come to hand readily, and there were no complaints from other occupants during the test.VALUEThe BMW X1 xDrive 20d with a six-speed manual sells for $54,900, plus on road costs. Our test car also had automatic transmission ($3500), performance control ($400), panoramic glass roof ($3000), metallic paint ($1700), Navigation Package Business $2900) and performance control ($400).The car also wore all the accoutrements of an xLine package, which adds a further $3200. This included Y-spoke 18-inch alloy wheels, aluminium roof rails, ambient lighting, BMW xLine door sill finishes, velour floor mats, sport leather steering wheel, Nevada leather upholstery with contrast piping and highlight stripe on the seat backrests and ‘X’ stamping on headrests.  It all adds up very quickly if you find it difficult to resist temptation.DRIVINGDon’t expect this X1 to roar off from a standing start. The turbo takes time to cotton on to what is required of it but once up to speed, the car bowls along willingly until the need to pull up, something that hit home hard in the test car.Travelling at pace in a line of heavy traffic, the vehicle in front dramatically stopped. Foot hard on the brake pedal, the ABS at full weight and the X1 stopped too. No harm done. Throughout the whole manoeuvre the SUV kept its line, thanks to the optimally tuned suspension and related rubber.The latest BMW X1 diesel turned out to be safe and steady; more activity than sport.With further BMW EfficientDynamics technology thrown in, fuel economy benefits from brake energy regeneration, Eco Pro mode and the optimum shift indicator for manual models.The maker puts X1 xDrive 20d manual combined fuel consumption figures at 5.5 litres per 100 kilometres and carbon dioxide emissions of 145 grams per kilometre. The eight-speed automatic drops them to 5.4 litres and 143 grams respectively.On several days town driving we averaged 9.7 litres per 100 kilometres. On the open road this dropped to 6.2 litres per 100 kilometres, not the figures published by BMW, but the company is hardly alone in this regard.   The icing on the fuel consumption cake was the auto engine stop-start function. Research has shown that in the average daily urban commute, this technology can result in fuel savings of up to 30 per cent.A tip for those who haven’t experienced a stop-start system: on moving off, be patient and allow the motor to start up before tramping on the accelerator pedal, otherwise the car can lurch severely as if driven by a learner.VERDICTThe smallest SUV in the BMW collection makes an excellent small-medium station wagon, being not only practical but also providing excellent on-road dynamics, not to mention that little thing called prestige.MODEL RANGEX1 sDrive18d 2.0-litre diesel five-door wagon: $44,900 (manual), $48,400 (automatic)X1 sDrive20i 2.0-litre petrol five-door wagon: $46,900(manual), $50,400 (automatic)X1 xDrive20d 2.0-litre turbo-diesel five-door wagon: $54,900 (manual), $58,400 (automatic)X1 xDrive28i 2.0-litre petrol five-door wagon: $58,200 (manual), $61,700 (automatic)BMW X1 xDrive 20dPRICE: From $57,593ENGINE: 2.0-litre 4-cylinder diesel, 135kW/380NmTRANSMISSION: 4-speed sports-auto, FWDTHIRST: 5.4L/100km, 143g/km CO2

The phrase ‘sport utility vehicle’ is bandied about recklessly these days, however nothing fits the SUV tag better than one vehicle just released in Australia.The new Audi SQ5 TDI is as sporty as, well, many a sports sedan – it’s the world’s fastest diesel SUV – at the same time being as functional as many all-wheel drive wagons.ENGINEPowered by a 3.0-litre biturbo V6 engine pumping out a prodigious 230 kW of power, and heavy hauling 650 Nm of torque between a low 1450 and 2800 rpm, the hot Audi -- we are told -- will hit 100 kilometres an hour from standstill in 5.1 seconds. Yet it can slip off the bitumen to take on dirt, gravel, snow or sand like any soft-road trouper. The engine features two water cooled turbochargers connected in series. A switchover valve directs intercooled air to a small turbo at low revs, with a large charger performing pre-compression. From 2500 rpm, the valve begins to open and the small charger shifts most of its workload to its bigger mate. Between 3500 and 4000 rpm the valve opens fully, the large charger taking on all the work.Backed by Audi’s six-time TDI success in the Le Mans 24-Hour endurance race, the maker says the high-performance diesel engine, with its eight-speed Tiptronic transmission driving power through the quattro permanent four-wheel drive system, needs only 6.8 litres of fuel per 100 kilometres to keep it going on the combined urban / highway consumption cycle.VALUEThis low consumption puts the SQ5 TDI under the Luxury Car Tax threshold, a saving in this case of $3000, passed on to buyers who shell out the $89,400, plus on-road costs, to drive away in one.On a run from Hobart to Launceston, including a couple of loops of the Targa Tasmania taken with appropriate driving enthusiasm, the SQ5 TDI clocked 10.3 litres of fuel per 100km. That’s a lot more than 6.8 litres…TECHNOLOGYThe first 60 vehicles to land in Australia come with added attractions: to be known as the Launch Edition, each carries 21-inch alloy wheels, Dynamic Steering, Bang and Olufsen audio system, digital radio, High Beam Assist, adaptive headlights, seat heating for front and outside rear passengers, carbon atlas inlays, privacy glass, luggage rail system in the cargo area, partition net and alarm, all for an additional $14,720, excluding premium paint.This is on top of SQ5 TDI standard fitments of MMI Navigation plus, rear reversing camera, flat-bottom sports steering wheel, tyre pressure monitor and electric driver and passenger seats with memory function, including mirrors.The S sport suspension, lowering the body by 30 mm over the standard Q5, the Audi drive select system and 21-inch wheels in five parallel-spoke design, had the car gripping the road with great effect through fast bends, while the ABS did justice to the black brake callipers. It was hard to unsettle the SUV, even on dirt. STYLINGThe sporty interior, in black, with an optional silver headlining, is designed to provide the perfect backdrop for world-champion performance. Instrument scales are grey, their needles white, while the SQ5 badge has a 3-D effect normally found in high-end watches.Features such as the S gear shift knob, S badges on the door sills, on the start button and the specially-shaped steering wheel, the S welcome screen and the light package all reinforce the special nature of the vehicle.Pedals and shift paddles have a sporty aluminium look, the power sport seats are upholstered in Pearl Nappa leather and Alcantara, and are available in three colours.On the outside the SQ5 is just as striking, with design details such as the platinum grey single-frame radiator grille with galvanised dual struts in aluminium look, the roof spoiler and modified bumpers setting the SUV apart from the standard model. Roof rail cross bars are included.The exterior mirror housings are in an aluminium look, xenon plus headlights with LED daytime running lights are standard and the exhaust system stands out at the rear with four elliptical tailpipes.DRIVINGHowever, it was when the SQ5 came to overtaking that the 650 Nm of torque on tap really came into its own, the car passing  slower traffic with confidence and pulling away with an assurance bordering on arrogance. In ‘dynamic’ mode, a sound actuator (loudspeaker) in a side channel of the exhaust lets out a deep growl in tune with the keen performance of the vehicle. Further ‘good vibes’ were transmitted to the passenger cabin via the windscreen, acting as a speaker cone, vibrating to the deep-throated note of the motor when urged along. Great fun.On the practical side, the car carries four drink holders, plus bag hooks. The electric tailgate can be programmed for opening height with thought for the vertically challenged.Audi SQ5Price: $89,400Warranty: 3 years/unlimited kmResale: N/AFixed service costs: NoService interval: 12 months/15,000kmCrash rating: 5-starEngine: 3.0-litre twin turbodiesel, 230kW/650NmTransmission: 8-speed auto, AWDThirst: 6.8L/100km, 179g/km CO2Weight: 1995kgSpare: Tyre-repair kit

The modern automobile story of better fuel economy with sparkling performance just keeps being told. Now Honda adds a new chapter to the tale with the Civic Hatch DTi-S diesel.Available in one extensive specification level, albeit without sat nav, Civic DTi-S is on sale now for $26,990, plus on-road costs. Honda Australia says potential buyers are mainly expected to be male and in their 40s, while the closest rivals look to be the Ford Focus and VW Golf. Volkswagen is particularly strong in the diesel market in Australia and it will be interesting to see how the Japanese brand fares against it.Born of Honda’s Earth Dreams Technology philosophy ‘to balance environmental efficiency with the dynamic performance expected of a Honda’, the made-in-Britain, 1.6-litre engine produces 88 kW of power and up to 300 Nm of torque. The latter is 126 Nm more than the equivalent 1.8 litre non-turbo petrol engine.Mated only with a six-speed manual transmission – ruefully, there is no auto on the horizon – Honda calculates the Civic diesel uses a miserly four litres of fuel per 100 kilometres on the combined urban / highway cycle.And, boy, does the small-capacity i-DTEC walk the torque. On an introductory foray into the Blue Mountains west of Sydney the Civic diesel came up with a relaxed drive, eating up the steep ascents with ease - and minimum gearshifts - thanks to the 300 Nm on tap from 2000 rpm. The underbody changes still leave room in the cabin for Honda’s clever Magic Seat system which allows for 18 different configurations to carry passengers and cargo.A six-speaker audio with AM/FM radio and MP3/WMA CD player has speed-sensitive volume compensation, auxiliary jack and USB and iPod connectivity with i-MID integration, plus Bluetooth hands-free phone with audio streaming, all operated through steering wheel-mounted controls.However, Honda believes drivers operate best in quiet surroundings and engineers have come up with active noise cancellation which works on low frequency drivetrain and road noise entering the cabin.Microphones pick up the noise and send a signal to the ANC control unit which in turn responds by creating a reverse phase audio signal that is sent to an amplifier powering the door speakers and the subwoofer on the rear parcel shelf.  Honda says this result in as much as a 10 decibel reduction in interior noise.The dashboard incorporates a version of the Honda Eco Assist function, which uses ambient lighting of the speedometer to tell drivers how their driving style is impacting on fuel economy. Green indicates efficient driving; blue not so.  For added efficiency there is also the Econ mode, which is brought into operation by pressing an Econ switch on the dash. The result is a gentler accelerator map to ensure smooth increases in torque for a more relaxing drive and greater fuel efficiency. It also detunes the air-conditioning system slightly, though we didn’t notice any difference during our drive in relatively mild conditions.The Civic diesel hatch is not lacking in quality additions and adornments, taking on a majority of the features of the good looking petrol model, plus technical innovations from its hybrid stablemates. Like the standard Civic hatchback the DTi-S shape is predicated on optimal aerodynamics with a low-drag design reinforced by a full-length bumper-to-bumper under-tray with flared leading edges to direct the flow of air efficiently under the car.The Civic diesel rolls on 17-inch alloy wheels. A spoiler is integrated into the tailgate too, while daytime running lights increase visibility to oncoming traffic.As a member of the latest Honda Civic family, the DTi-S has earned a top five-star safety rating and includes Honda’s pedestrian protection system featuring windscreen wiper pivots designed to break away on impact, energy absorbing front wing mounts and bonnet hinges, as well as an unobstructed area beneath the bonnet allowing greater space for deformation.The MacPherson strut front and torsion beam rear suspension ironed out all but major blemishes in the bitumen while the steering, with a ratio sharpened from 15.5 to 14.5 compared with the standard Civic Hatch, provided better response and a more positive feel to driver input through the many twists and turns of the mountains.Disc brakes all round, the front ventilated, hooked up to an anti-lock braking system with electronic brake force distribution and brake assist, pulled up the Civic confidently on steep descents, while hill start assist had the car setting off on inclines without rolling backwards.All this was accomplished with a minimum intrusion of engine and road noise into the comfortable cabin. With the humans ‘refuelled’ at a delightful lunch stop at Leura, it all added up to a particularly pleasing day out.Aerodynamic shape of the body is a feature of all Honda Civic models, the aero package is now complemented by a very economical turbo-diesel engine.

A vehicle that is so radically different to the everyday petrol powered mid-size town car has no right to be so easy to live with, or so good looking to boot. But that’s the case with the Holden Volt electric car.There is little difference, apart from super fuel efficiency and, for the most part, absence of engine noise, to a conventional car.VALUEOn sale for $59,990, Volt is covered by a three-year/100,000 kilometre warranty on the vehicle, while an eight-year/160,000 kilometre transferable warranty covers battery and Voltec components, including all 161 battery components, charging and thermal-management systems and electric drive system components.Capped price servicing of $185 is offered on Volt’s first four standard scheduled log book services for the first three years or 60,000km, whichever comes first. The infotainment system has two 7-inch colour LCD screens for satellite navigation, Bluetooth, USB with iPod connectivity, a 30GB disk drive and DVD player, many of which can be operated through voice recognition.There is an extra level of interaction via a moving ball efficiency gauge that if kept in the centre of the scale shows the vehicle is being driven to optimal efficiency. But don’t become to distracted by this – or optimal safety suffers...The touch screen above the centre console displays instant information on energy use and power flow. It also gives feedback based on driving style, climate settings and energy usage.TECHNOLOGYThe latest in lithium-ion batteries allows an electric motor alone to drive the car up to 87 kilometres and a petrol generator that can produce electricity to keep the vehicle moving for up to 600 kilometres on a single charge and a full tank (35.2 litres) of premium (95 RON) fuel.The latter, a 1.4-litre petrol motor, extends the range by maintaining a charge in the battery to power the wheels until the battery can be externally charged. Different to most electric cars, Volt can be recharged from a regular household outlet via a six metre charging cord, stowed in the cargo area, for as little as $2.50, or through charging stations (charge spots) being set up around Australia by Better Place.Research has shown around 80 per cent of Australians living in major capital cities commute fewer than 80 kilometres daily and, therefore, could travel petrol-free. The lithium-ion battery can also gain charge from regenerative braking in which energy lost while the brakes are applied or when the car is running downhill is converted to electricity stored in the battery.Real freedom could come for the Volt and its follow-up vehicles with the take-up of induction charging; wireless connectivity between an electromagnetic source buried underground and the vehicle on top.These stations could be placed at strategic points such as loading docks for delivery vans, taxi ranks, or supermarket parking spots where electric vehicles spend short periods of time not in use.SAFETYThe Volt can call on a wide range of hi-tech safety systems to take care of people both inside and outside the vehicle. Occupants are protected in the event of a crash by high-strength steel body crush zones and eight airbags.Electronic stability and traction control look to preventing these events together with the latest technology such as lane departure warnings which alert the driver to wandering out of a lane without signalling. Front sensors can be set to one of three distances from a vehicle ahead. If the Volt edges too close, an alarm will sound. There is also a driver activated alert that warns pedestrians of the almost-silent car approaching at low speed.DESIGNVolt is built by Chevrolet in the United States and based on the Chevrolet / Holden Cruze platform. Fit and finish are very good. It features 17-inch alloy wheels, projector headlamps, LED daytime running lights and an integrated rear spoiler.A striking interior is lined with lightweight plastic, while Bose Energy Efficient Series speakers use 50 per cent less energy than comparable Bose systems, yet sound remains crystal clear. That’s clever. Occupants can settle into four leather upholstered seats (heated at the front) with contrasting-colour panels and double stitching and benefit from electric air-conditioning. There is no centre rear seat due to the space taken up by the batteries under the car and the rear seats have pretty restricted legroom unless those in the front are willing to give up space.Centre stack functions are easily operated by touch, while the screen directly in front of the driver is used to display info on speed, battery and fuel levels, tyre pressure and trip computers.DRIVINGDrivers can take advantage of three driving modes – Normal, Sport and Hold – at the press of a steering wheel-mounted button. Sport enhances Normal mode to give a more positive driving experience through faster response times and heightened feedback.‘Hold’ conserves battery power, drawing an electric charge from the petrol generator to drive the wheels. Electric propulsion delivered to the front wheels, gives the Volt instant maximum torque off the mark in immediate reaction to accelerator pedal pressure.Steering produces a positive feel at normal driving speed but is on the light side at low speeds and when parking. The suspension delivers a comfortable ride and handling stability in day-to-day usage. With a discharged battery and the petrol engine running at maximum need, the Volt test car, in a 70 kilometre-plus run in a mix of rush hour city traffic and motorway cruising, signalled frugal fuel consumption of 4.1 litres per 100 kilometres.In use, with the whole drive system in action there’s little noise, though the air-conditioning system sounds pretty noisy under those conditions.VERDICTVolt would best suit an owner with an ordered life; someone who has regular blocks of downtime for the car to be plugged in to power to keep the battery fully charged. While this is happening the car is going nowhere. More haphazard usage could present charging problems.Holden Volt 5-door hatchPrice: From $59,990Engine: 1.4-litre-4-cyl, 63kW/370NmTrans: Automatic, FWDThirst: 1.2/100km, 27g/km CO2

No sooner had the tyre dust settled on the 2013 Australian Formula 1 Grand Prix than Audi hit the grid in the race for supercar supremacy Down Under.The automobile manufacturer had chosen the day after the GP to let loose the latest R8 supercar, which in its V10 guise, is the fastest production vehicle on the German maker’s books, at the Phillip Island Grand Prix track in Victoria.VALUEPrices range from $279,500, plus on-road costs, for the V8 manual Coupe to $408,200 for the V10 plus S tronic. The Fine Nappa full-leather package (up to $19,000, ouch!) includes quilted seat covers and inserts in the door liners. This quilting is also available as an option for the Alcantara headlining.All R8 variants now come standard with LED headlights, introduced with the R8 four years ago. Now a special control unit transforms the daytime running light strip into turn signals. Headlights also include a static turning light.The rear lights, including reversing light, are also LEDs with a unique dynamic turn signal light always running outward in the direction of the desired turn. The spoiler of the R8 deploys automatically at 100 km/h.DESIGNAppropriately tagged the ‘spearhead’ of the Audi model range, the R8 now comes in two body styles – Coupé and Spyder (convertible). The new top model is available only as a coupe.On the outside much is familiar. The unique sideblades – air intakes in front of the rear wheels - have been retained. A new single-frame grille with tapered top corners is finished in high-gloss black; in V10 models, its struts decorated with fine chrome strips. The four Audi rings are not on the grille but on the bonnet.The bumper has also been redesigned, the black air intakes to the radiator and brakes having three crossbars. At the heart of the R8’s ultra lightweight construction is the aluminium Audi Space Frame, weighing in at a mere 210 kg, roughly 40 per cent less than a similar steel structure.The body of the R8 Spyder, with its automatic cloth cap, weighs 216 kg. At the lower end of the scale, the R8 V8, with the six-speed manual gearbox, registers just 1560 kg, while the weight of the top model has been trimmed by 50 kg.Aluminium double wishbones provide dynamic handling on the race track, while at the same time producing a comfortable ride on the road. The R8 rolls on 19-inch alloy wheels in a variety of modern symmetrical designs.But there is more ... or, in this case, less. Many body parts of the R8 Spyder and R8 V10 plus are made of carbon fibre-reinforced polymer, the same material as used in the interior of the top model. Bucket seats have folding backrests giving access to space behind for small objects such as briefcases and umbrellas.TECHNOLOGYIt has a choice of three engines, plus a new S tronic transmission replacing the R tronic of old. The result is that sprint times for both models equipped with the new seven-speed S tronic have improved by 0.3 seconds, while fuel consumption has been trimmed by up to 0.9 litres per 100 km with carbon dioxide emissions at 22 grams per kilometre.The fast shifting dual clutch S tronic incorporates launch control that provides optimal traction when setting off. The eight-cylinder engine powering the Audi R8 V8 delivers 316 kW and 430 Nm of torque, the latter between 4500 and 6000 rpm. Running through the S tronic, it pushes the R8 Coupé from zero to 100 km/h in 4.3 seconds on its way to a top speed of 300 km/h.The Audi R8 V10 with the S tronic does the sprint in 3.6 seconds and has a top speed of 314 km/h, the ten-cylinder engine producing 386 kW and delivering 530 Nm of torque at 6500 rpm. At the top of the model range is the new R8 V10 Plus with 404 kW of power and 540 Nm of torque.Equipped with the S tronic, it accelerates from zero to 100 km/h in 3.5 seconds and reaches a top speed of 317 km/h. Power is put to the ground through a quattro permanent all-wheel drive system with a rear-axle bias.The positioning of the engines amidships means the axle weight is distributed roughly 43 per cent front to 57 per cent back, perfect balance for a sports car, while dry sump lubrication enables the motors to be mounted low, giving the vehicle a low centre of gravity, a further advantage for a performance vehicle.SAFETYPowerful brakes consist of four discs, internally vented and perforated, with a wave design to reduce weight. Even lighter, yet durable, carbon fibre-ceramic discs are optional and standard on V10 plus.DRIVINGSurprisingly, the high-performance R8 handles heavy street traffic like a trouper, tootling around benignly to a subdued engine accompaniment, evident on a transport stage from airport to island.However, the real R8 is always on hand to use its motor muscle and slip into those gaps that often appear in a line of slow moving vehicles, to the relief of the frustrated driver.Once on the Phillip Island track, members of the motoring media did their best to unsettle all three R8s but without much success. The trio were calling the tune through their state-of-the-art ride and handling.We were told the V10s could clear 300 kilometres per hour. I eased off at a tad over 220 km/h at the end of the main straight before we hit the beach. Next stop Tasmania.It was left to Audi Sport driver Markus Winkelhock, who had flown in specially for the occasion, to really wind up the rubber band on the R8 V10 plus. He said he liked the track. From my spot in the passenger seat it showed.Winkelhock has form. He won the Nurburgring 24 Hour endurance race in 2012 in a works R8 and was within a second of the leader at Daytona when he ran out of fuel within cooee of the chequered flag.  VERDICTBuyers of the latest R8 have everything to look forward to.MODEL LINE-UPR8 Coupe 4.2 FSI V8 manual 316 kW: $279,500R8 Coupe 4.2 FSI V8 S tronic 316 kW: $287,000R8 Spyder 4.2 FSI V8 manual 316 kW: $308,400R8 Spyder 4.2 FSI V8 S tronic 316 kW: $315,900R8 Coupe 5.2 FSI V10 S tronic 386 kW: $366,900R8 Spyder 5.2 FSI V10 S tronic 386 kW: $395,800R8 Coupe 5.2 FSI V10 Plus S tronic 404 kW: $408,200Audi R8 V10 PlusPrice: $408,200Engine: 5.2-litre V10Power: 404kW/540NmTransmission: Seven-speed dual clutch, all-wheel-drive0 to 100km/h: 3.5 secondsEconomy: 12.9L/100kmSafety: Four airbags, no safety rating (too expensive to crash)Warranty: Three years/unlimited kmCapped price servicing: NoWeight: 1570kgSpare wheel: None

Nobody can accuse GM Holden of relaxing on the Cruze. Indeed, the Aussie auto maker has set a new benchmark with its 2014 version of the small sedan and hatchback. (American companies traditionally release their new models eight months before the start of the year, hence the MY14 designation that may appear odd to Australians.)With 31 models selling for less than $30,000, the new Cruze which goes on sale in April, faces a congested small-car market where competition is red hot.The entry-level Cruze CD has been cut out of the range, being replaced by the Equipe. Starting at $19,490, which is $2000 less than the model it replaces, it offers excellent value. Added features include foglamps, sports grille, 17-inch alloy wheels and rear park assist as standard.Cruze CDX (starting from $24,190) gains premium features including keyless entry with push button start and a reversing camera. The last is also added to the range-topping SRi-V (from $26,490), while the SRi sport model (from $22,490) gets rear park assist as standard.New Holden Cruze sees for the first time in a locally built car the introduction of MyLink, a new infotainment program that’s standard across the range.In addition to being able to call up stored songs from a phone or MP3 player and FM/AM stations via the car radio, when a mobile device with 3G data connection is hooked up to the MyLink system, the driver will also be able to streamed digital content from applications including Pandora music radio and Stitcher on-demand radio.Drivers can access Pandora through the MyLink touch-screen, streaming favourite radio stations as well as using the ‘thumb up’ and ‘thumb down’ buttons to tune station preferences or select music genres. They can also pick out the next track via a steering wheel button or the touch-screen controls.Musical tastes cover hundreds of styles offering more than a million tracks representing the music of more than 100,000 artists. Holden even has its own dedicated driving music channels.Via the Stitcher embedded app, drivers can choose from more than 15,000 news, comedy, sports and talk radio shows and podcasts from global broadcasters including NPR, CNN, Fox and the BBC.Cruze benefits from capped price servicing – petrol $185, diesel $335 – for up to four standard scheduled services for the first three years or 60,000 kilometres, whichever comes first.Those familiar with the Aussie made Holden Cruzes will recognise three engines from the Series II range – the 1.4-litre iTi and 1.8-litre petrol engines, and 2.0-litre turbocharged diesel. Now the MY14 Cruze introduces an additional engine, a 1.6-litre turbo-petrol unit which is standard in the SRi and SRi-V sport models.A sound insulated, lit luggage space provides 445 litres of storage in the sedan and 413 litres in the hatch with the rear seat backs up. (I once had a car salesman mate who used to illustrate boot space of a vehicle to potential buyers by climbing inside). He would have loved the Cruze; a huge 1254-litre selling point out back to curl up in with the seats folded and tyre inflator kit in place.With safety never far from car makers’ minds, later this year Holden Cruze MyLink will take up Siri Eyes Free Integration which means owners with a compatible iPhone running iOS 6 can direct the system to perform tasks by voice.Eyes Free integration stops the screen from lighting up, ensuring drivers are not tempted to look at their phone screen. Owners simply connect their iPhone to the MyLink radio via Bluetooth and use the steering wheel voice activation button to begin and end sessions.Drivers can make voice-activated, handsfree calls to contacts on their iPhone, and compose and send an iMessage or text message to a phone number, or anyone in their saved contacts, and access their calendar and add appointments.Occupants can settle in a range of supportive seats and are protected by active and passive safety systems such as electronic stability control, antilock braking, electronic brakeforce distribution, traction control and brake assist.Six airbags - driver, front passenger, front side and curtain – and collapsible pedal release system, together with a sturdy passenger shell, have helped earn the MY14 Holden Cruze the top five-star ANCAP crash rating.Launched in Tasmania, it was a Vivaldi sort of day – four seasons in one – from winter fog to spring rain to summer sunshine to autumn hues and back, as the Cruze convoy snaked out of Hobart.Over the next 24 hours or so and more than 500 kilometres the motoring media were introduced to a range of MY14 models on some of the best and most testing roads in the country.While the 1.4, 1.8 petrol and 2.0-litre diesel engines hooked up to a mix of manual or automatic transmissions had the Cruze skipping along the narrow twisty roads at full tilt, it was the sporty 1.6 petrol turbo six-speed manual that offered the most driving satisfaction.All the 230 Nm of torque was put to good use running down slower traffic, even on steep inclines. Merely dropping back to fifth gear was enough to clear the slow coach convoys.

As if the Audi A6 allroad quattro were not special enough, the German automobile manufacturer has brought out a Limited Edition for those automotive Oliver Twists who ask for more.VALUEThe third generation of the Avant (that’s Audi speak for station wagon) has just dropped in Down Under and with only 150 cars, replete with the latest features on offer, is odds-on to have buyers digging deep for the $117,900-plus to park one in the garage.Highlights include adaptive air suspension with controlled damping, four-zone air-conditioning, electric opening and closing tailgate, 20-inch five-parallel spoke alloy wheels, heated front seats and a choice of four metallic paint colours.The multimedia information system features a touchpad by which the driver can enter a destination or telephone number by drawing them on the control panel with a finger. The system repeats each entry audibly, so the driver can keep looking at the road.TECHNOLOGYSluggish? Tramp on the accelerator pedal and the wagon will hit 100 km/h in 6.6 seconds from rest before being pulled up at a strangely odd speed of 236 km/h – 180 kW of power and 580 Nm of torque from the 3.0-litre turbo-diesel V6 see to that.A seven-speed S tronic transmission with torque vectoring through the Audi quattro drive looks after the traction equation. The motor is fitted with a stop / go function to conserve fuel.Want to throw the big fella around? You can thanks to electromechanical power steering, Audi drive select dynamic handling system adaptive air suspension with controlled damping, while big brakes go to work on those big-diameter wheels.DESIGNAt almost five metres long and two metres wide the Audi A6 allroad quattro has an imposing on-road presence, from the expansive 23-slat aluminium look single radiator grille through broad fenders filled out with 20-inch wheels and on to a sculpted rear, finished off with a stainless steel underbody guard.Xenon lights, including daytime running lights, are standard, with the option of LED headlamps featuring an automatic dipping function which takes into consideration the approach of oncoming traffic.On the downside, from the rear the vehicle has a dated look – a mish-mash of angles and surfaces appear to be competing with each other for attention, while the rear view from the driver’s seat, severely limited, is alleviated only by an efficient rear-view camera and distance warning sensors.Chromium plating was once considered the sign of class in a European car. In the case of the American automobile, excessive use means the less said about the corrosion resistant decoration the better.These days such highlights can still be found on the more expensive machines but the use of aluminium has the added advantage of being lighter than steel. Both feature to great effect in the A6 allroad quattro Limited Edition, the chrome as restrained highlights, including twin flat-bottom exhaust tailpipes, the latter in weight-saving aluminium components making up 20 per cent of the body.A wheelbase of close to three metres means there’s ‘broad acreage’ inside the A6 allroad quattro. Leg room front and back is expansive and shoulder space up front benefits from the seats being 20 millimetres further apart than in the previous model.The luggage area is impressively versatile with room for 595 litres of kit. With the back seats folded away this is increased to 1680 litres. Loading width is 1050 mm, the lip 624 mm high. Load length is 1181 mm, 785 mm more with the back rests folded.The test vehicle included Audi’s load-securing kit consisting of a telescopic bar and belt for flexible partitioning of the space. The tailgate is electrically operated at the press of a button and works in conjunction with an automatic cargo cover.A range of roof racks is on offer to allow for the transport of sports and recreation gear, and modifications to body components and engine management mean the A6 allroad quattro can tow up to two-and-a-half tonnes.Interior trim of the test car – black leather with brown inserts – had me wondering at the designer’s colour sense but I grew to almost like it. I could have got used to optional head-up display, ambient lighting, front seat ventilation and massage function had it been included.SAFETYLimited Edition the new A6 allroad quattro may be, but Audi has loaded it up with active and passive safety and driving aids. There’s vehicle distance warning with the adaptive cruise control, lane assist, side assist and park assist with a camera giving an all-round view close to the vehicle.Hill start assist, a tilt angle display plus hill descent assist help prevent the bulky wagon from escaping the driver’s clutches on awkward hilly terrain on or off road.DRIVINGDuring my stint with the car there was odd time there was some hesitancy to react for a second or two until the turbo spooled up. On the upside, the new motor has cut fuel consumption by 16 per cent over its predecessor.With an SUV-like ground clearance of 175mm, the air suspension lowers the body by 15 millimetres at high speed and raises it by 35 millimetres at the push of a button.Without venturing into the wilds, the A6 allroad quattro showed itself to be a relatively spritely performer for such a bulky vehicle but surrendered itself to some understeer on corners at speed, especially if they tightened up late in the manoeuvre.Over an easy cruise on the motorway the A6 allroad quattro Limited Edition went through a frugal 5.9 litres of fuel per 100 kilometres, most impressive for a big car with a high-power engine. Around town, it hovered around eight litres per 100 kilometres, still an impressively low number.Audi A6 allroad quattro 3.0 TDI S tronicPrice: from $117,900Warranty: 3 years/unlimitedCrash rating: n/aEngine: 3.0-litre 6-cyl petrol, 180kW/580NmTransmission: 7-speed; AWDThirst: 6.3L/100km 165g/km CO2Dimensions: 4940mm (L), 1898mm (W), 1452mm (H)Weight: 1715kg; 1790kg