Articles by Ewan Kennedy

The Mitsubishi ASX (for Active Sports Crossover) is either a compact SUV or a crossover depending on its mechanical specifications. When it comes with 2WD it’s effectively a hatchback with good interior space and better than average ground clearance. Add 4WD and you get some reasonable ability off sealed surfaces.The cute looking little ASX plays in the small SUV market, the fastest growing of all areas in the Australian sales race. Midway through 2012 the ASX was facelifted, with new bumpers front and rear as well as changes to the foglight surrounds and a revised shape to what Mitsubishi calls the ‘jetfighter grille’.At the same time, Mitsubishi Australia trimmed prices and increased equipment levels in an attempt to make it stand out from its multitude of competitors.The model range includes the ASX 2.0-litre petrol 2WD five-door wagon from $25,990 (manual) and $28,240 (CVT); the ASX Aspire 2.0-litre petrol 2WD five-door wagon from $28,990 (manual) and $31,240 (CVT); the ASX Aspire 2.0-litre petrol 4WD five-door wagon from $34,990 (CVT); and the ASX Aspire 1.8-litre turbo-diesel 4WD five-door wagon from $34,990 (manual).Audio systems have been upgraded on all models and even the entry level ASX now has i-Pod / iPhone compatibility.The newly introduced Mitsubishi ASX Aspire 4WD petrol we road tested came with 17-inch alloy wheels, chromed exhaust tip, front foglamps. Inside, the Aspire 4WD has heated leather-trimmed front seats as well as power adjusted driver’s seat, along with leather-look door trim and privacy glass.Its panoramic glass roof wasn’t a lot of use to us in the heat of a Gold Coast summer’s day, but was delightful in the evening. Though this is a relatively small vehicle, there’s good interior space with plenty of rear leg and headroom, though the former does suffer if the front seat travellers insist on having their seats all the way back.The dash layout is as before but has been brightened by some chrome details that break up the black plastic effect of the superseded ASX. The 6.1-inch full-colour LCD screen that’s used in the upmarket Aspire models is rather too low in the centre stacker for our liking.There is an excellent reversing camera display on the screen and reference markings make reverse parking into tight spots really simple. The rear seat has an easy to use 60/40 split to enable a much larger cargo area, which you expect in this type of wagon. The boot volume is 426 litres when the rear seatback is upright and 1193 litres with the backs folded.Mitsubishi ASX comes with the choice of two engines, a 2.0-litre petrol unit and a sophisticated 1.8-litre direct-injection turbo-diesel. The front-wheel drive Mitsubishi ASX has the option of either five-speed manual or CVT automatic. The 4WD petrol is only available with CVT while the diesel only comes with the six-speed manual.Safety features across the entire ASX range include ABS brakes with electronic brakeforce distribution and brake assist, stability and traction control and front, side, curtain and driver’s knee airbags.Automatic lights and wipers add to the safety of a vehicle that’s already well equipped in this way.Mitsubishi has changed the settings of the continuously variable transmission (CVT) to make it sound and feel a little more like a conventional automatic transmission. This may make it slightly less efficient, but we do prefer the new sounds of the latest CVT to the somewhat frantic ones that previously emanated when the engine and transmission were working hard.Performance in what is a relatively heavy AWD vehicle powered by a petrol engine is better regarded as adequate rather than sparkling. Fuel consumption isn’t too bad, something that’s aided by the efficiency of the CVT.Typically an ASX will use about seven to nine litres per hundred kilometres of petrol on country trips, and nine to eleven litres in heavy-duty suburban and city driving.

For some mysterious reason Alfa Romeo went all German for a while with its model names, using boring numbers instead of proper names. That aberration is thankfully a thing of the past and we have must spent a most enjoyable week road testing an Alfa Romeo Giulietta.We did our best to put an Italian accent into our voices when talking about ‘our’ Giulietta, all the more so when it sat alongside our own Fiat 500C bambino in the garage downstairs. Both Italian machines were bright red – there is no better colour for any Italian sports machine. The two little Italians seemed to enjoy each other’s company.VALUEPrices start from $36,990 (manual) and $38,990 (TCT automatic) for the MultiAir 1.4-litre five-door hatch. Followed by $40,990 (TCT automatic) for the JTDm 2.0-litre turbo-diesel five-door hatch and $41,990 (manual) for the QV 1.8-litre five-door hatch.DESIGNAlfa Romeo Giulietta is all about style, particularly at the front where the bonnet flows upwards from the Alfa-shield grille. The five-door hatchback has been styled to look like a sports coupe thanks to cleverly hidden rear door handles. The result is a sporting look that hides what is in reality a practical family hatch.The Giulietta’s interior is reasonably spacious, although there are some compromises. Unless tall front-seat occupants are willing to give up some legroom those in the back seats will find themselves cramped. Headroom can also be tight for tall rear seat passengers, though it depends on body shape.As always, try for yourself by taking along potential passengers during your private pre-purchase road test. Though the Giulietta is configured as a five-seater, in the real world it is better suited to four, with an adult using the middle of the rear seat only in emergency situations.With no fifth passenger in the car, the armrest with fold out drink holders gives a feeling of luxury. The rear seats have a 60/40 split fold for when extra cargo area is needed above the standard 350 litres. Behind the rear seat centre armrest is a ski hatch.These days Alfa Romeos aren’t built only for drivers of Italian dimensions, rather multiple settings are offered in the way of a height adjustable driver’s seat and a steering column that can be adjusted in four directions. We had no trouble in finding driving positions to suit each of our road test crew.TECHNOLOGYAlfa Romeo imports Giulietta to Australia with a choice of two engines. Our test car had the 1.4-litre turbocharged MultiAir petrol unit with 125 kW of power. It can power the Giulietta from a standstill to 100 km/h in 7.8 seconds – again emphasising the sporting nature of the little car.Those who want even more performance can get a Giulietta QV with the turbocharged petrol 1750 TBi engine that produces up to 173 kW of power. Even more importantly this engine has torque of 340 Nm when the driver selects Dynamic mode.This torque reaches its peak at just 1900 rpm so there’s urge all the way through the range. Alfa Romeo Giulietta sprints to 100 km/h in just 6.8 seconds. There’s a 2.0-litre diesel engine if you feel that way inclined, can’t say we do...We found the consumption of the 1.4-litre Alfa petrol engine to be about six to seven litres per hundred kilometres on the highway and it seldom got over nine litres per hundred kilometres in town. These are impressive numbers for a car of this size with the performance characteristics that we love.Our test Giulietta was fitted with Alfa Romeo’s Twin Clutch Transmission (TCT), a self shifting manual gearbox with dual clutches for lightning fast gear changes.However, the response and actions of the TCT at very low speeds, particularly in stop-start traffic is frustratingly slow and lumpy at times and isn’t helped by turbo lag and a stop-start system that also gets in the way of decent response.Though we are great believers in minimising pollution we have to admit to turning off the Alfa’s stop-start. Give us a six-speed manual gearbox any day.DRIVINGThe moment you get behind the wheel the gorgeous little Giulietta feels just right. This is a true drivers’ car thanks to the willingness of the engine once it’s past the turbo-lag stage. There’s some torque steer under hard acceleration in first gear, but we rather enjoy this in a performance car.In hard cornering there’s a hint of understeer, as you’d expect from a front-wheel drive, but less than we had expected. The dash layout is contemporary. We liked the main switches that run across the centre of the dash for easy access. The tacho and speedo are large and easy to read, which is just as well with the free-revving engine, and Australia’s obsession with speed laws.SAFETYAlfa Romeo Giulietta has a EuroNCAP five-star safety rating thanks to a multitude of passive safety equipment. Even better is the crash minimisation technology. This includes ABS brakes with Brake Assist, Vehicle Dynamic Control, cornering brake control, dynamic steering torque and brake assist. Like many new cars from the Europe, the Alfa Giulietta has daytime running lights.VERDICTAlfa Romeo Giulietta is a great looking Italian machine from a company with a rich sporting heritage and will appeal to those looking for more than mere transport in their family hatch.Alfa Romeo Giulietta MultiAir 1.4-litre five-door hatchPrice: from $36,990Warranty: 3 years/ 100,000 kmWeight: 1290 kgEngine: 1.4-litre 4-cylinder, 125kW/250NmTransmission: 6-speed manual and TCT Fuel Tank Capacity: 60 litresTowing Ability: 1300 kg with braked trailerThirst: 7.8L/100km0-100 km/h Acceleration: 7.8 seconds

For the 2012 model season the Volkswagen Tiguan received a new frontal appearance to bring it into line with the latest Volkswagen horizontal theme. A theme that's now used on VWs from the Polo through to the Amarok utility. Interestingly, though, the new VW up! hasn't received this frontal style as Volkswagen is

The Infiniti M is a large luxury Japanese sedan with a fair dash of sporting prowess. Though aimed at the American market it’s starting to make waves in the sales races in other countries, including Australia.High-tech features abound in the new Infiniti. Some of these electronic aids are used in other premium European and Japanese cars, but are taken to new levels in the Infiniti. There are a huge number of features within the sub models of the Infiniti M range – GT, GT Premium and S Premium. TECHNOLOGYInfiniti M is offered in three models, the Infiniti M37 is powered by a 3.7-litre 235 kW V6 petrol engine; Infiniti M30d uses a 175 kilowatt 3.0-litre V6 turbo-diesel; and the Infiniti M35h petrol-electric hybrid drivetrain has a 3.5-litre 225 kW petrol V6 and a parallel electric motor that can produce up to 50 kilowatts of power.As is always the way with hybrids, the maximum output isn’t the sum of the two powerplants. In the Infiniti M35h the peak is 268 kW as the petrol and electric motors aren’t both delivering their best output simultaneously.In the way of all electric motors the Infiniti’s produces big torque at low revs, whereas the petrol engine concentrates on mid and upper levels.Every Infiniti M model uses a seven-speed automatic transmission and is driven by its rear wheels. The engine is set well back under the bonnet to achieve good front to rear mass balance.DESIGNStyling leans in the direction of sports sedan, with a low-slung body, high wheel arches and a distinctive radiator grille. We feel the M’s shape is a bit untidy in places, but there’s no doubt that Infinitis stand out from the automotive crowd and that’s vitally important if you’re aiming to attract attention to a new marque, or rather to a revived marque – Infiniti sold a few cars in Australia in the mid 1990s before disappearing off the radar until mid 2012.Sound reduction in the cabin not only has the usual strengthening and noise damping items, but also uses active noise cancelling of the type seen in headphones used by travellers. Working in conjunction with Bose, a longtime expert in the field, Infiniti engineers have managed to further reduce interior noise.A disadvantage of having the engines set well back is that the gearbox intrudes into the cabin, resulting in relatively limited foot width for those in the front seats.SAFETYInfiniti drivers who don’t adjust the car’s outside mirrors correctly are looked after by a blind-spot warning system. Infiniti also tries to look after drivers who aren’t paying attention. If they wander from their lane the Infiniti M will apply the brakes on one side of the car to help steer it out of danger.Other Infiniti safety features include Intelligent Brake Assist (IBA), Forward Collision Warning (FCW) and Pre-Crash Safety Belts (front seats only). Should you still crash the Infiniti M has dual-stage front airbags, seat-mounted side impact airbags on the front seats, and roof-mounted curtain airbags.Radar cruise control is very simple to engage and seems to read the driver’s mind the moment it’s switched on.DRIVINGThe big Infiniti sports hybrid has immense amounts of torque for climbing hills with ease and overtaking with maximum safety. The engine placement results in excellent handling balance that we really appreciated in the challenging roads on which we reviewed several Infiniti M models.Ride comfort is generally good, though some harsh Aussie roads did let bumps come through at times. To driving enthusiasts this occasional lack of comfort is probably acceptable; passengers may not agree, so it’s wise to take them on your initial personal road tests.Steering is precise and nicely weighted and gives the driver the feel that the car is very much working with them.VERDICTWe have driven several models in the Infiniti M range, including all three power trains, and have come away impressed by their sporting nature.Infiniti MPrice: from $85,900Engine: 3.0-litre turbocharged V6 diesel; 3.7-litre V6 petrol; hybrid 3.5- litre V8 petrol plus electric motorOutputs: 175kW and 550N (M30d); 235kW and 360Nm (M37); 268kW combined (M35h)Transmission: seven-speed auto, rear-wheel drive

When famed sportscar maker Porsche entered the SUV market with the Cayenne in 2003 many thought it could be the end of the marque. Doubters said Porsche 911 was the purest model in the German marque’s range and that diluting it could ruin the Porsche image. Yet, in many countries the Porsche Cayenne outsells the 911 and the pure sportscar’s sales certainly haven’t suffered.Porsche deliberately gave the Cayenne a family resemblance to the 911. Some have described it as looking like a 911 on steroids, saying the stylists have simply added 250 millimetres to the underfloor of a 911. We have to say that the design of the original Cayenne isn’t one of our favourites and it’s interesting to see the Series 2, launched in Australia in July 2010, has taken a different direction in style.The Cayenne Series 2 is larger than the original model, particularly in the back seat which provides comfortable space for two adults. The backrest can be adjusted for rake to further let you tailor your space. Luggage space is slightly more voluminous than before and can be significantly increased by sliding the back seat forwards to create extra length. Up to 160 mm of seat travel is available.Rather than pour huge amounts of money into the all-new Cayenne, Porsche collaborated with Volkswagen and Audi, so the Cayenne, Touareg and Q7 share some out-of-sight components. Unlike the other members of the team, who aimed for quality on-road cruisers with some off-road ability, Porsche leaned very much in the sports wagon direction. This big Porsche SUV has on-road dynamics that defy the bulk of this large wagon.The Porsche Cayenne S Series 2 no longer tries to be a full-on off-road vehicle; it doesn't have a two-speed transfer case to provide low range for extreme driving. That, and others changes have resulted in a mass reduction of about 12 per cent which not only makes it slightly nimbler, but also lowers fuel consumption and emissions.Cayenne was launched in Australia in June 2003 with a 4.5-litre petrol V8 in either naturally aspirated or turbocharged format. Even more power, 383 instead of 331 kW, arrived in a special version of this engine, called the Turbo S, in February 2006.New designs of V8s with a capacity of 4.8 litres were introduced in April 2007, again as turbo and non-turbo engines. A 3.6-litre petrol V6 became optional at the same time, though it doesn’t provide the exhilaration of the V8s it does have enough performance to suit some owners.A V6 turbo-diesel displacing 3.0 litres joined the range in April 2009. With plenty of torque, up to 550 Nm, it performs well and turbo lag isn’t too bad. Naturally fuel consumption is lower than on the the petrol V8s.An interesting hybrid option is offered in the Series 2 Cayenne S. This uses a 3.0-litre supercharged V6 petrol engine and an electric motor. However, the Cayenne S hybrid costs significantly more than the equivalent Cayenne S in petrol format – and uses more fuel than the Cayenne turbo-diesel.The great majority of Australian imports have a six-speed tiptronic automatic transmission. Some six-speed manuals were brought in, but these haven’t been big sellers and may prove unpopular when you come to trade up.Porsche has had a presence in Australia for many decades and runs an efficient dealer network. These focus on major population centres so if you have any problems out back o’ Bourke you might have to get the Cayenne trailered back to the big smoke. Not a cheap exercise.Many Cayennes will have been serviced by these Porsche dealers strictly by the book. We recommend these as used vehicles; you will probably be asked to pay more, but it’s money well spent. Follow this up by keeping to the same servicing routine and you will benefit at trade-up time.Insurance charges are higher than average, but not outrageously so considering the type of buyers attracted to Porsche Cayennes. You will find quite a difference on quotes so it’s worth shopping around. As always make sure you do accurate comparisons between companies.WHAT TO LOOK FORCheck the interior for signs of rough usage, particularly in the back where bored kids can do a lot of damage. Make sure the engine starts easily and settles into a steady idle almost immediately.  The diesel isn’t quite as good as the petrol unit, but isn’t far behind them.The Porsche Cayenne has more off-road ability than you would expect, but few will have been bush bashing. If you do come across a used Porsche Cayenne that’s been on more than dirt roads it’s probably best to pass it up.Few Cayennes are used as heavy-duty towing vehicles, but if you inspect one for sale at a horse riding school, or similar, it might pay to ask a few questions.Cayennes with V6 engines were recalled in 2008 because of a possible fuel line problem that could lead to a fire. Check the problem has been rectified by talking to the seller. Or click on www.porschecars.com.au.Repairs can be expensive so make sure to get a quote on even apparently insignificant problems.CAR BUYING TIPSporting SUVs are likely to be driven harder than those bought as kid carters and probably have greatly accelerated wear rates as a result. 

Despite what the authorities are trying to brainwash drivers into believing the two are not synonymous. So I’m going to sound like a stuck record yet again on the subject of holiday driving. But so is everyone else when talking about road deaths and speed limits during holiday periods, so why should I be any different? These depressing thoughts struck me yet again as the Christmas / New Year period ended and the road toll continued to be virtually unchanged – up in some areas, much the same in others, thankfully down in a few places. As usual the holiday period began with politicians who have little or no knowledge of driving spouting off about road safety and quoting misleading numbers about the percentage of crashes caused by exceeding speed limits. Then the police issued dire warnings about being everywhere and promised we would all get caught for speeding sooner rather than later. TV stations jumped on the bandwagon by running ghastly car-crash commercials. Their news departments then kept a running score on the tens of thousands of people booked for exceeding speed limits, and another gruesome list on the number of road deaths. It never seemed to cross their minds that the concentration on the former wasn’t affecting the latter. From time to time an earnest looking police person would feature on the TV news with a story of a lunatic driver caught doing something like 123 km/h in a 60 km/h zone. The inference being that we would all drive at such ridiculous speeds but for the vigilance of the police force. Which is arrant nonsense – only a tiny minority of drivers are idiots and these bogans will continue to do the wrong thing no matter how many speed fines they ignore and how often they keep on driving without a licence. This enormous concentration on speed enforcement isn’t working. I’ve said it many times before, but will continue to do so; the vast majority of drivers will travel at the correct speed for the circumstances and shouldn’t be fined, perhaps even lose their licences, for technical breaches of limits. Those who do drive at an excessive speed for the conditions should be dealt with very harshly, preferably in some way that will keep them off our roads until they finally wake up to their own stupidity. Varied results come from road-safety research worldwide, but the general conclusion is that excessive speed is responsible for between three and eight per cent of road crashes. So why do driving-slowly campaigns occupy something like 90 per cent of the holiday-period road-safety messages? It really is time the authorities weaned themselves away from the enormous revenues being generated from minor speeding fines and started to get serious about campaigns addressing the real causes of road crashes. They could start with the number one killer – inattention. This is the primary cause of about seven times as many fatal road crashes as excessive speed. OK, I admit it’s not as easy to design an inattention camera as it is a speed camera, so the authorities would have to work out how to spot inattention. That’s not difficult, talk to any experienced driver and they will say they can spot an inattentive one from a long way off. The number one cause being, of course, mobile phones. A series of ads stressing the importance of paying attention while driving wouldn't be hard to put together and could have immediate positive results. And the “law-is-the-law-and-must-be-obeyed” brigade should think again. Anyone who feels blind obedience to the road rules is guaranteed to keep them out of trouble is living in fantasy land. Driving is an extraordinarily complex task that requires constant monitoring of a multitude of factors and taking the correct actions moment by moment. Which brings me to the next track on my stuck record – always have two hands on the steering wheel, two eyes on the road and all of your attention on driving.  

Modestly priced for what it is, the Jaguar XK is a sleek and powerful grand tourer. Two body types are offered, a closed coupe and a convertible, the latter using a soft-top in the traditional manner, which suits us as folding hardtops don’t have the same pure feeling as a rag-top.The XK series was reintroduced to Australia in October 1996 after an absence of many years. It sold well immediately and these older cars are available for pretty reasonable prices on the used market.Having said that, our preference is for the new model launched in May 2007 as it’s considerably lighter than the older car due to its all-aluminium body. The shape of the Jaguar XK, from the nose with its big, oval opening, to the raised, rounded tail is borrowed from the famous Jaguar E-Type and works exceptionally well.The dashboard uses a traditionally styled, timber-faced design that's flatter than is normal these days. Yet with its smallish, round instruments and low-set face it looks just right in these big British sports machines.Naturally these Jaguars come with the usual leather-and-wood trimmed interiors, and a choice of standard and sports variants. Power comes from a V8 engine, interestingly, the first engine of this configuration ever used in a Jaguar as the company had made its name building gorgeous straight sixes.Initially the V8 had a 4.0-litre capacity. That was raised to 4.2 litres when the engine was heavily revised in 2002. Further changes with the new model of 2007 improved the 4.2 again.The powerplant to go for if your budget will stand the strain is the 5.0-litre V8 first imported to Australia in January 2010. Continuing the modern tradition the 5.0 powerplant is offered in natural or supercharged aspiration.Jaguar V8s have that certain sound and feel that appeals to car enthusiasts the world over. At the top of the performance tree sits the ‘Jaguar XKR with R features’. With semi-race suspension, Brembo brakes and a big emphasis on very serious motoring it’s a car to dream about from a Jaguar enthusiast’s point of view.Considerably more expensive than even the standard XKR they weren't a huge sales success in Australia, probably because of our too-low speed limits. Handling is good, without being outstanding in its road grip. Generally these cars are fine on Australian roads, but aren't always happy on the really rough stuff.Try it for yourself if you live in an outlying region. Jaguar XK8s used a five-speed automatic transmission until the 2002 revamp and a six-speed auto from then onwards. The older automatics use Jaguar's clever J-gate mechanism to allow a fair degree of 'manual' control over it.Good as that system was in its day it feels a bit old fashioned when compared to the latest generation of tiptronic-type automatics. Some bemoan the lack of a manual option in a sportscar, but Jaguar’s market research had shown fewer than five percent of buyers would have opted for it.Insurance isn't as expensive as you might expect given the performance nature of the car. Provided, that is, you have a good driving record and live in an area where theft is seldom a problem. Ask about any extra charges for the supercharged variants.The dealer network in Australia is long established and operates efficiently. Spare parts aren't cheap, but are in line with the purchase price of the car. Better built and more reliable than older Jaguars, the latest Jaguar XK models are complex cars and servicing and repairs should be left to the professionals.WHAT TO LOOK FORA professional inspection should be regarded as essential. You may wish to do some initial checks to save racking up too many inspection bills. Be sure the engine starts promptly, idles smoothly and does not blow smoke from the exhaust when the big Jag is accelerated hard.Be sure the automatic transmission goes into gear within about a second of the selector being moved into Drive or Reverse. Check the ‘manual-gearbox’ functions work correctly.Look for rust in the lower areas of the body. It is not normal but can be expensive to repair. At the same time look for signs of previous crash repairs, such as mismatched paint or ripples in the finish.Look at the condition of the trim, carpets, dash-top and other interior fittings, particularly in a convertible. If you notice any water stains on the convertible’s seats ask the seller to remove the carpets so you can check under them.A genuine Jaguar battery should be fitted as other units may not provide enough power and the electrical relays may not work.CAR BUYING TIPFew sportscars are driven in the manner their designers intended, but are actually used as look-at-me cruisers - no marks for guessing which is likely to be the better buy.DIMENSIONS, WEIGHT AND CAPACITIES:Length: 4968 mmWheelbase: 2760 mmWidth: 1786 mmHeight: 1402 mmTurning Circle: 11.0 metresKerb Mass: 1695 kgFuel Tank Capacity: 66/8 litresSUSPENSION AND BRAKES:Front Suspension: Three link, coil springs, gas shocksRear Suspension: Multi link independent, coil springs, gas shocksFront Brakes: DiscRear Brakes: DiscPERFORMANCE:0-100 km/h Acceleration: 7.8 secondsFUEL CONSUMPTION:Type: 95RONCombined Cycle (ADR 81/01): 8.3 L/100kmGREEN VEHICLE GUIDE RATINGS:Greenhouse Rating: 7/10Air Pollution Rating: 7.5 /10STANDARD WARRANTY:Three years/ unlimited km

Mercedes-Benz E 250 convertible is a classic Benz soft-top with styling that looks great whether the top is up or down. VALUEThe E250 convertible is all class with quality leather finishes, an elegant and understated dash arrangement. Power seat settings are on switches on the doors, easy to find and use compared to those unseen switches on the side of the seat in other marques.The satellite navigation works well, although we found the voice commands didn’t always work, probably due to the extra road and wind noise entering through the soft top.TECHNOLOGYWhile the ‘250’ in the name might suggest otherwise, the engine is a 1.8-litre four cylinder unit that’s turbocharged to add a lot more grunt than you probably expect. Naturally there’s some turbo lag but it’s minimised by clever engineering.Get the engine on song and over 2000 rpm and the E250 really takes off. Acceleration from rest to 100 km/h is in the high seven-second range. More importantly, the in-gear acceleration from 80 to 120 km/h lets you overtake safely in a minimum distance.The use of a seven-speed automatic transmission aids in the engine’s ability to deliver, providing low gearing for around town and to get the engine revs up when overtaking, then slipping into high gears for lazy highway cruising. The tall gearing also help reduce fuel consumption and exhaust emissions.Most owners will find the big convertible using about seven to eight litres per hundred kilometres on the open road, a figure that will rise to a still reasonable eight to eleven litres around town.DESIGNWe like the swooping bonnet and prominent grille and the rear end is set off by a subtle ‘ponton’ bulge over the rear wheel arches.The E 250 is a four seater with each seat tailored to individual passenger comfort. The front seats are spacious and have multiple adjustments that provide exactly the sort of pampering we love in a car of this class. Immediately you sit in the front seat the E 250 seat belts are delivered just next to your shoulder via an extension arm.The back seats aren’t too bad for legroom though there is usually the need to compromise with those in the front. Entry to and from the back seats isn’t easy - not an unusual problem in this class of vehicle, but we have experienced worse.Head room in the back is low enough to cause hassles for those on the tall side but is great for kids - probably the main occupants in a car like this so that’s seldom going to be a problem. These comments are for the E 250 with the roof closed - with it open the sky is the limit in headroom.Boot space isn’t too bad with the top up, naturally some space is lost when the top is down. Check for yourself before buying, but a sensible choice of luggage makes the E 250 more practical than you might anticipate.SAFETYThis big Merc convertible has a five-star ANCAP crash rating. It has no fewer than nine airbags, including a pair of headbags in the front seats.Roll-over protection includes two bars behind the rear seat backrests. If the crash detection electronics sense danger the bars are rapidly deployed upwards to proved head protection. The sturdy windscreen pillar can also absorb a lot of crash loading.VERDICTCombining elegant class with the prestige of a Mercedes-Benz three-pointed star and you get a practical convertible for not a lot over $100,000 - a good price for this class of car.RANGEE250 CGI 1.8-litre petrol two-door convertible: from $107,850 (automatic)E350 3.5-litre petrol two-door convertible: from $131,600 (automatic)E500 5.5-litre V8 petrol two-door convertible: from $188,635 (automatic)E250 CDI 2.2-litre diesel two-door convertible: from $111,450 (automatic)Mercedes-Benz E250 Convertible Price: from $107,850Engine: 1.8-litre 4 cylinder turbo, 150kW/310NmTransmission: 7-speed automatic, RWDThirst: 7.1L/100km

Honda Jazz is all about style at the front – and space and practicality at the rear. Which comes as no surprise as it comes from a Japanese car maker that has never followed mainstream thinking. Probably because it began life as a motorcycle manufacturer, so was aiming its products as much at fun as function.The new Honda Jazz VTi starts at $17,790 for the manual and $19,790 for the automatic. Standard features include Bluetooth connectivity (phone and audio), USB socket, multi-information display, 10 cup holders and tilt/telescopic adjustable steering wheel. The two higher-specced models also get cruise control, steering wheel mounted audio controls, alloy wheels and foglamps.Jazz comes with the choice of two petrol engines, with capacities of 1.3 litres (GLi) and 1.5 litres (VTi and VTi-S). Power from the smaller engine is 73 kW and torque 127 Nm, the torque graph shows the output is relatively flat. Indeed, the 1.3-litre may have all the power and torque you need if the car isn’t used in hilly areas and isn’t used to cart big loads.The Jazz has large moulded headlights, a sleek bonnet that drops down sharply for good air penetration, neat sculpting at the rear end and LED taillights to brighten up the look of the tail. The higher-specced VTi and VTi-S models get sporty bumpers, side skirts, a gunmetal grey grille and alloy wheels, while the VTi-S benefits from a neat little tailgate spoiler.The first thing you notice when you step into the Honda Jazz is how much light is present. With its large windscreen and rear window, low waistline and tall styling there’s a bright, airy feel that appeals to many in the land downunder. Just as importantly, the all-round visibility provided by the light and airy feel complement the slim A-pillars and large side mirrors make the Jazz safer. The smallest Honda car sold in Australia will spend most of its time in urban areas so good outward visibility is pleasing. Other car makers take note.Although it's not a full five seater for large adults, the Honda Jazz can carry four average-sized adults in reasonable comfort with the bonus of a number of practical and convenient in-cabin stowage areas including under-seat compartments. The typical load of mum, dad and a couple of kids will find there’s stretch out room.Jazz’s boot space in is very good and its capacity can be expanded with a very clever three-mode seat folding arrangement. It provides up to 1720 mm of luggage length with the rear seatbacks folded flat, which makes it long enough to hold a bicycle. Even better there’s up to 2400 mm of interior length if the front passenger seatback also folded flat. The rear seat base folds up to make maximum use of the Jazz’s height – just the thing for carrying tall potted plants home from the nursery.Honda Jazz has been tested to the five-star ANCAP safety crash rating. There are six airbags (front, side and curtain), front and rear seatbelt reminder, ABS with Brake Assist and Vehicle Stability Assist.Our road test was carried out in a Honda Jazz VTi with the 88 kW, 145 Nm 1.5-litre engine and five-speed manual gearbox – there's also a five-speed automatic that’s optional in the GLi and standard in the VTi-S. As expected the larger engine has a more refined and responsive feel and the gearbox has nicely spaced ratios.We found ourselves using just under six litres per hundred kilometres on the motorway and in the mid-sevens around town. On the road we were pleasantly surprised at how well the Jazz handles. For a tall, squarish car it grips the road well and hugs the corners better than one would expect. It’s no sports hatch but will suit the sensible person more interested in easy running than hard charging.Honda Jazz has long been one of the yardstick models in the Australia small car field thanks to high levels of quality and the sort of refinement and comfort that normally requires a car a full size larger.

Suzuki Australia has had ongoing demands to import two-wheel drive Grand Vitaras for many years. In recent times a proliferation of 2WD models has maintained SUVs as the fastest growing market segment around the world according to Suzuki. Now the company has done something about it and the Suzuki Grand Vitara 2WD, known as the Urban, is here.VALUEPriced from $28,990 driveaway, the Suzuki Urban 2WD automatic slots in to the mid range of Vitaras and offers plenty of bang for the bucks. The four-speaker audio system has a dash-mounted single-disc CD player, remote steering wheel-mounted controls, auxiliary input and Bluetooth connectivity.A high-resolution touch screen features an extensive infotainment platform, including AM/FM/CD radio, multi-media playback, Bluetooth hands-free connectivity and Garmin satellite navigation. The touch screen functions can be hard to operate under bumpy road conditions but there is voice control on offer to assist in switching between functions.The navigation system uses spoken-word guidance with street names, lane guidance, speed limits and current speed displays. Be wary of the displayed speed-limit figures as more than once on the test drive they did not tally with the actual limit. Also, be aware of temporary speed limits at roadworks; the car’s computer is unlikely to have information on them. Some very expensive cars have cameras that can read speed limit signs to avoid these problems, but this technology has yet to trickle down to affordable vehicles.TECHNOLOGYThe Urban comes with the same 2.4-litre four-cylinder petrol engine we have admired in the Grand Vitara 4WD for many years. It is matched to a five-speed manual transmission or optional four-speed automatic, the latter being fitted in our test vehicle. Power is put to ground via the rear wheels, not the fronts as in most ‘4WDs’ that are only driven by two wheels.The Suzuki digitally operated climate-control with particle filter aids comfort, even beyond the bitumen. That’s right, ‘beyond the bitumen’, because you don’t always need drive to all four wheels if you plan to run on dirt roads.DESIGNCompared with the long running 4WD Vitara the reworked front end features a new grille and bumper, two new colours – Gaia Bronze and Bison Brown – stylish new 17-inch alloy wheels and new seat fabrics. On the outside are halogen headlights, power door mirrors, rear window washer/wiper, rear parking sensors and roof rails. Absent are front foglamps, indicator lights on the door mirrors and a sunroof.Inside the passenger cabin the look is cheap but not nasty, with hard plastic surfaces and the extra comfort provided by cloth seats. The steering wheel has leather wrapping. Cruise control is handy on long country trips and the Urban has the convenience of power windows and remote door locks.SAFETYThe Grand Vitara Urban carries a full complement of active and passive safety features which include front, side and curtain airbags, anti-skid braking with emergency stopping systems, vehicle stability and traction control, plus hill descent and hill hold. Recently added to the set-up was a reversing camera that projects an image onto a 6.1-inch high-resolution touch screen.DRIVINGFuel consumption was disappointing for a four-cylinder SUV, particularly one without the weight and power sapping of an all-wheel-drive system. The best figure we obtained was 9.3 litres per 100 kilometres after some relatively easy running, while the worst was 11 litres per hundred kilometres.The reversing camera picture left a lot to be desired in poor outside light, thus putting the responsibility back onto the driver when it comes to making sure there’s nothing behind the vehicle. On the plus side, dust sealing of the passenger cabin was good, if not class leading, with some fine dust intrusion in harsh conditions. Passenger comfort generally was beyond that expected in an SUV of the Grand Vitara Urban’s price.VERDICTWith ever increasing use of SUVs as passenger station wagons we feel the new Suzuki Grand Vitara Urban will have no trouble filling sales lists in its class.