Articles by Ewan Kennedy

With up to 26 variants, the new Holden Colorado ute comes in three body styles - three-seat Single Cab, Space Cab with rear access doors and two jump seats and the Crew Cab - the last body aimed at providing comfort that's almost car-like. Value Prices start at $26,990 for the entry-level DX two-wheel drive,

The Audi Q5 makes up 20 per cent of all Audi sales (not just SUVs) so is vitally important to the company in Australia and a major reason why the latest facelift and upgrade has been rushed downunder.The ongoing slow automotive market in Europe is to the benefit of Australian buyers. The local importers have added extra equipment as standard, but have either maintained the price to the old level, or made very small upward adjustments.The complete Audi Q5 range is Q5 2.0 TDI quattro S tronic from $62,200, Q5 2.0 TFSI quattro tiptronic from $62,900, Q5 3.0 TFSI quattro tiptronic from $74,100 and Q5 3.0 TDI quattro S tronic from $75,500. Additional gear includes an electric tailgate on all models and multiple crash avoidance or mitigation electronics.The Audi Q5 comes with roof rails to which horizontal crossbars can be attached to carry a variety of loads, again just right for a long-distance family adventure. As soon as the crossbars are fitted a message is automatically sent to the vehicle dynamic electronics to advise it a roof load is being carried and the centre of gravity of the vehicle has been raised. That’s clever.At each stop in the South Australian desert we tested for signs of dust entry and found not the slightest trace of the talcum-like red dust that covers most of Australia. We were particularly impressed by the ‘clamshell’ design of the rear hatch as it not only kept out the dust, but also created a clean area all round the edge of the boot opening thus protecting fingers and clothes from becoming stained.As a real bonus the clamshell hatches, as used on all the Audi Q range, also provide a neat styling theme. Visually, the changes see a bolder shape to the familiar Audi 5‘s single-frame radiator grille. This time the stylists have put a strong emphasis on the vertical lines by way of brightwork details, and a bold shape by flattening out the top of the grille.The bumpers have been restyled, with the rear diffuser looking tough. The daytime running lights (DRLs) now wrap all the way around the new design of headlight housings. Something that created a spooky effect, presumably unintended, when the Q5 is looming out of dusty Australian desert tracks.We tested petrol and diesel units in both four and six-cylinder format - receive anything other than coolant at the correct temperature. Believe me, if you’re miles from nowhere in central Australia and come across overheating problems it can be a traumatic occasion - I’ve experienced it myself and it’s not nice...The 2.0 TDI diesel engine is new to the Q5 range in Australia. It produces up to 130 kW of power and maximum torque of 380 Nm represent gains of 5 kW and 30 Nm over the previous model. The six-cylinder 3.0 TDI diesel engine has been thoroughly revised, with its weight trimmed by 25kg. Peak power is now 180 kW, with maximum torque being a stump pulling 580 Nm.The V6 3.0 TFSI supercharged petrol engine is completely new to the Audi Q5. Peak power and torque (200 kW and 400 Nm) give sporting performance and V6 petrol Audi SUV accelerates to 100 km/h in just 5.9 seconds.We went off-road driving in a 4WD. A couple of decades back such a statement wouldn't have meant a thing, after all 4WDs were designed to go off the beaten track and that’s precisely where their owners took them. These days very few people are looking for anything other than a macho-looking people mover when they buy an SUV (as most 4WDs are called these days) so it gave us great pleasure when the Audi importer invited us to the middle of nowhere to test its revitalised Q5 midsize SUV.Obviously keen to prove the Q5 is more than a toy in real off-road running, the Audi press department took selected journalists on a light-plane ride north from Adelaide. After touching down at Leigh Creek we found various variants of the upgraded Audi Q5 waiting for us to explore the surrounding desert.We then spent almost 100 kilometres in midday heat driving over dust, sand, rocks and across dry river beds, with stops along the way for sightseeing and taking photographs. Exactly the sort of trip an adventurous family would tackle. With the temperature nudging 45 degrees as we got off the plane the first thing we learned was that the German marque’s air conditioning system wasn’t fazed by the Australian summer.Running the ‘air’ on the recirculation setting we were able to pull the temperature down to 24 degrees and keep it there without the slightest suggestion the cars’ cooling systems were struggling.Having proven its Q5 is the real deal in the desert Audi Australia no doubt hopes to make it popular with adventurous Australian families who want more than a mere tough looking people mover.

The Abarth 500 is a tiny car with a big heart. This baby (or should that be bambino?) Italian sports machine is guaranteed to bring pleasure to anyone who loves sitting behind a steering wheel.In Australia we like our cars hot so the decision was made to import only the topline Abarth 500 Esseesse (trying saying ‘SS’ with an Italian accent and suddenly ‘Esseesse ‘ makes sense!).VALUEThe Australian line-up includes the standard Abarth 500 Esseesse and the Abarth 500C Esseesse convertible, our review vehicle was the closed coupe.The Abarth 500 comes as standard with powered door mirrors, climate control air conditioning, electric windows, an Interscope sound system with radio, CD and MP3. Much of the control of the audio system can be done through Fiat’s Blue&Me hands-free communication to minimise driver inattention.This model is not just about looks, the Abarth 500 has uprated suspension, cross drilled brake discs and stylish 17x7 alloy wheels (huge for such a small car) in a style unique to the model. TECHNOLOGYThe Abarth 500 Esseesse has a turbocharged four-cylinder 1.4-litre powerplant sitting under the front bonnet and driving the front wheels. It produces 118 kW of power and torque of 230 Nm. So it’s completely different to the original Abarth of 1957 that was rear-engined.DESIGNIt’s not just about the way it drives, but also in the retro styling that on our glittering white test car was further enhanced by stylish red side stripes carrying ‘Abarth’ lettering. The Abarth ‘scorpion’ badge sitting proudly in the centre of the grille and the wheel hubs leave no doubt this diminutive machine is something out of the ordinary when it comes to providing sting in the tail.Talking of the tail, have a look at that big spoiler and the huge exhaust outlets. The brake callipers and door mirrors also receive the full red treatment.Lowered suspension is emphasised by a body kit that neatly fills the area between front and rear wheels and continues to air extractors in the rear bumper. A deeper front spoiler aids aerodynamics and also feeds extra air to the cooling system and engine.SAFETYCrash prevention or minimisation features include ABS braking with EBD (Electronic Brake Distribution) and HBA (Hydraulic Brake Assistance) to ensure maximum stopping power. There’s also an ESP (Electronic Stability Program) to ensure control is maximised at all times. A Hill Holder provides stress-free starts on a slope for drivers who prefer not to use the handbrake.Should you still manage to get it all wrong there are seven airbags. Abarth 500 has secured a five star EuroNCAP rating - something that’s not easy to achieve in a diminutive body like this.DRIVINGAcceleration is hard, but not in the fashion of a full-blown sports machine such as the Subaru WRX to which the Abarth is likely to be compared. Rather the Italian bambino is about ample power that demands the driver keep the car in the right gear to get the best from it.To maximise driver input there’s a dash-mounted turbo boost gauge when the Sport button is pressed. We loved to buzz the little engine to its redline and listen to the purposeful sound it produced when it was working to the max. Abarth has also included a Normal mode for those who feel that way inclined - I can’t say we tried it for long.We loved the way the Abarth’s cheeky personality showed up in torque steer tugging at the steering wheel when the throttle pedal was floored at low speeds. Abarth’s engineers have installed a system called Torque Transfer Control (TTC) that acts like a kind of limited slip differential to limit understeer and counteract the hassles when driving hard on rough roads.Feedback through the steering wheel is excellent, as is the way the hot little Italian can be steering on the throttle. This makes for lots of driving pleasure and everyone who drove the Abarth came back with smiles on their faces.Unless they had been driving on rough and ready Aussie back roads that is, where the smile on the face may have been turned into a grimace produced by the firm suspension. This is exacerbated by the short wheelbase of the baby car.VERDICTLike to own a Ferrari or Maserati but are about half a million short of the asking price? Then why not take your own test drive in a far more affordable machine from the same Italian sporting stable? Or perhaps you already have a Ferrari or two in the garage and now want to buy a toy or two to spoil your kids?Fiat Abarth 500 EsseessePrice: from $34,990 (manual), 500C from $38,990 (auto)Engine: 1.4 litre turbo 118 kW/230 NmTransmission: five-speed manual or five-speed automaticAcceleration: 7.4 secondsThirst: 6.5 L/100km

It’s all about performance. We have road tested electric cars in Australia, Japan and Europe, and each time have come away with smiles on our faces. Smiles induced by effortless performance that’s not only quick but quiet – eerily quiet.Battery range is the biggest downside of electric cars and though there have been improvements in the last decade the ever elusive ‘better battery’ is still nowhere in sight.You can tell potential buyers that 90 per cent of people living in metropolitan areas commute fewer than 80 kilometres daily, but they still say that ‘range anxiety’ is their number one reason for not buying an electric car.General Motors has therefore come up with an interim solution, by introducing an electric car, the Chevrolet Volt, that carries around a petrol engine to drive a generator to power the electric motor when the battery goes flat.Volt isn’t cheap at $59,990 but think back to the days of $10,000 plasma TVs and you will understand the desire of some people to be ahead of the pack with the latest and greatest.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.Bose Energy Efficient Series speakers use 50 per cent less energy than comparable Bose systems, yet sound remains crystal clear. That’s clever.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 logbook services for the first three years or 60,000km, whichever comes first.According to the Volt’s engineers, the latest in lithium-ion batteries allows the electric motor alone to drive the Volt for up to 87 kilometres. In our recent week’s extensive testing we found ourselves travelling 65 to 70 kilometres before the Volt automatically turned on the petrol engine. This engine is a 1.4-litre unit that’s related to the 1.4 in the Holden Cruze.The lithium-ion battery gains charge from regenerative braking when the brakes are applied or when the car is running downhill. This ability to recover energy that would otherwise have been turned into heat by the brakes is a big feature of electric cars.Holden Volt can be recharged from any standard 10-amp household outlet. A six metre charging cord is stowed under the cargo area and normal extension leads, with an appropriate safety rating, can easily extend that distance.It’s a slow process - typically we found that it took about an hour to charge the battery for an indicated eight kilometre increase in range. As most owners would charge the car overnight at home, or all day at work, the slow charge will seldom be a problem.Charging stations, called Charge Spots are being set up around Australia by Better Place. These are few and far between in these early days, but there are major plans for the future.With a discharged battery and the petrol engine running, our Volt had petrol consumption in the five to six litres per 100 kilometre range. This is a very good figure for a petrol car of this size.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.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 too distracted by this - because if you do optimal safety suffers...Holden Volt is a stylish vehicle inside, looking futuristic without going over the top. We love the shape.Occupants can settle into four leather upholstered seats with contrasting-colour panels and double stitching. There is no centre rear seat due to the space taken up by the batteries. The two rear seats have quite restricted legroom unless those people in the front are willing to give up some space.The view out for the driver is masked by huge A-pillars that verge on being dangerous in the way they block front-three-quarter vision. The screen directly in front of the driver is used to display info on speed, battery and fuel levels, tyre pressure and trip computers. Centre stack functions are operated through touch screens.We love the way you can drive an electric car and barely touch the brake pedal in normal traffic. The amount of braking being provided by the regenerative system is surprising at first and for most of the time the Volt can be driven as a one-pedal car.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.We found reversing to be a scary at times because the high torque of the electric motor means the Volt wants to take off with a rush when going backwards. Those who don’t left-foot brake could find it a real hassle.The front spoiler is extremely low and rubbed on every speed hump or platform and gutter crossing we drove over - no matter how slowly. We are assured the flexible spoiler won’t be damaged, but the one on ‘our’ car was already looking shabby. The spoiler also re-arranged the gravel on a friend’s driveway and he had to rake it back into place after the Volt left!Drivers can use three driving modes. Sport enhances Normal mode to give a more positive driving experience through faster response times and heightened feedback. The Hold setting conserves battery power, drawing an electric charge from the petrol generator to drive the wheels.Electronic stability and traction control combine with lane departure warnings so that inattentive drivers may be saved from themselves. Front sensors can be set to one of three distances from a vehicle ahead.There is a driver activated horn that makes a gentle noise to warn pedestrians of the almost-silent car approaching at low speed.

Well into its fourth decade in Australia the Toyota Corolla has consistently been a big player in our new and used-car scene.

Chrysler Crossfire's shape is like nothing else on the market. Just look at that huge grille, the strakes on the long bonnet, the vents on the front guards and the stubby cabin. Then let your eyes run back to the down-curving rear. Simply stunning and real head-turners even years after the Crossfire first hit the road.The Crossfire is very well priced on the used-car market as it didn’t sell all that well when new or as a used car. That situation may change as some of the radical styling features have since come into vogue on recent model cars. No promises, though... Chrysler Crossfire's is interesting in using larger wheels at the rear than the front. The resultant chassis balance is impressive and under hard driving the car remains safe and neutral. This is a genuine sports machine that is a delight to hammer hard over twisty roads, with plenty of grip and nicely predictable handling. Yet it remains surprisingly comfortable for a car with sports suspension.Most of the Crossfire's out-of-sight components are shared with an older Mercedes SLK roadster. At the launch of the Crossfire in November 2003, Chrysler told us, “everything you can see and touch is unique to the Crossfire.” However, some of the minor controls looked rather familiar to us. Crossfire costs considerably less than the equivalent Mercs. The similarity in under-the-skin parts was due to American Chrysler and German Mercedes being in partnership at one time. They have since divorced and these days Chrysler is controlled by Fiat.There’s yet another German connection in the Chrysler Crossfire. It was built in Germany by Karmann. The Crossfire has full leather trim, power seats with heating, an Infinity Modulus stereo system, dual-zone air-conditioning and cruise control as well as a quite a few other comfort features - this is far from being a stripped down sports special.Seating is strictly for two and there’s a reasonable amount of cabin stowage and a good sized boot, but the stylish rear end of the Crossfire means the opening of the rear hatch is very skinny. The Crossfire coupe was joined by a roadster convertible in August 2004. Its cabin is on the tight side for anyone much over average height and the seat backrests are very limited in the angle to which they can be reclined. But the styling works beautifully and many feel it’s even more visually striking than the coupe.Chrysler Crossfire comes with a 3.2-litre V6 that drives the rear wheels. Basically, it’s a Mercedes-Benz unit and is seen on a number of models from the German marque and has proven powerful and reliable over the years.A high-performance model, the Crossfire SRT-6 was introduced in June 2005 and sold in both coupe and roadster convertible format. The 3.2-litre, supercharged V6 engine providing an extra 53 per cent more power and 30 per cent added torque over that of the standard versions, at 246 kW and 420 Nm respectively. The torque boost is available all the way from 2300 rpm through to 6200 rpm, providing nearly instant acceleration from almost any speed. Then whine from the blower adds to the driving pleasure.To match the extra grunt, the SRT-6’s all-wheel independent suspension has increased spring rates and performance-tuned dampers. The internally-vented brake discs also are larger. Aerodynamics have also been given an upgrade, with a deeper front spoiler and a fixed rear wing to reduce lift at high speed. The SRT-6’s ride is rather firm so may not appeal to those looking for a cruiser rather than a bruiser.Most Crossfires sold in Australia have a five-speed automatic transmission, but our preference is the slick-shifting six-speed manual gearbox. Despite its more sporting nature, the SRT-6 versions of the Crossfire do not have the option of a manual-shift transmission. Standard fare is the five-speed automatic.Chrysler is well established in Australia. As mentioned, these days it’s under the control of Fiat and that company is putting a lot of effort into marketing all its cars in this country. There are Chrysler dealers in many areas, though, naturally, there’s a concentration in major cities. Some Mercedes dealers still have expertise in Chrysler, perhaps talk to them and ask if they still carry spare parts for the Crossfire.These are relatively complex cars and really should only be repaired by professionals, though the simple, non-safety items can be worked on by good amateur mechanics. Insurance charges are quite high, which hardly comes as a surprise, and we notice a fair bit of difference between companies. So it’s worthwhile shopping around. Be sure to go into all the details so the comparison is a fair one.Chrysler Crossfire was discontinued in Australia early in 2009 and hasn’t been replaced at this stage. WHAT TO LOOK FORCrossfire is certainly a car that demands a professional inspection before you hand over your hard earned.Signs of hard driving aren’t that common in sports models these days, as many are only used as attractive cruisers. Beware of one with any signs of competition use, such as a rollcage, extra instruments or race seats.Check for crash damage by sighting along panels for signs of a rippled finish. Also look for colours that don’t quite match and for tiny specks of overspray on non-painted surfaces.Check the floor of a convertible for signs of dampness and/or rust.Other than that, the car is well built and seldom has routine problems. Do the usual checks on engine starting and smoothness and make sure the gearbox or auto work correctly.CAR BUYING TIPEven if you’re looking to buy an exciting sportscar, do everything you can to let your head rule your heart during the buying process. 

Mitsubishi has been a leader in affordable 4WDs in Australia for almost four decades, and has continued its expertise into the SUV market. Witness the completely revised Mitsubishi Outlander, with its many practical features.Depending on your tastes and needs the 2013 Outlander can be anything from an affordable ($28,990) 2WD with a petrol engine, manual gearbox and five seats, to an upmarket seven-seat automatic turbo-diesel with the sort of bells-and-whistles generally only offered in top line European models for $50,990.On-road costs have to be added, but these are very reasonable prices and in most cases are slightly down on the recommended retail of the outgoing models.Pragmatism makes a lot of sense in today’s fragile vehicle market, so Mitsubishi has gone away from the radical shape of the previous Outlander, opting instead for a neat, elegant look that will gather buyers from a much wider group in automotive taste than the superseded model.Inside, the all-new Mitsubishi Outlander continues the elegant look of the exterior. The materials are of high quality and the way they are installed is immaculate. The front seats offer good space, the centre row has more legroom than you would expect in a car of this size and the third row of seats, not fitted to all models, is good for children, though adults can use it without being too cramped.A full redesign of the centre-row seat means it now folds flat in a single motion to add to luggage space. Previously, the seat was tumble-folded in two stages, meaning that when it was down robbed the rear of some cargo length.The new Outlander has achieved an ANCAP safety rating of five stars. Active Stability Control is standard across the range and can recognise understeer and oversteer, then applies braking force to the diagonal wheel to try and keep the Outlander on-line through corners. Reverse sensors aid the driver when reversing.Mitsubishi Outlander is not only easier on the eye, but also easier on the air it cleaves through. Measurements show the co-efficient of drag has been reduced from 0.36 to 0.33 to cut fuel consumption and emissions, as well as interior noise generated by air rush past the body.Fuel consumption has been trimmed by an impressive 22 per cent when averaged throughout the range. Aerodynamics play a big part, but the reductions in emissions is due not only to the sleeker body but also by extensive modifications to the engine, transmission suspension and steering.Engines are 2.0-litre and 2.4-litre petrol and 2.2-litre turbo-diesel. Our first drive was in a 2.4-litre petrol. It has the advantage of a CVT to let it operate at its best revs and we enjoyed the performance, particularly the way it gets up to speed to minimise time on the wrong side of the road when overtaking.The turbo-diesel is a quiet unit with plenty of grunt, and doesn’t work too badly with a conventional automatic transmission. We feel the grunt of the diesel will make it the engine of choice with many buyers.Some may feel the 2.0 petrol is on small side for an SUV of this size. Our test car had a manual gearbox to let us select the gear we felt was best for the situation. Running light and in mildly hilly conditions it had decent performance that would suit most buyers and you get superb Japanese engineering and build quality at an attractive price.Our initial 220-kilometre drive program organised by Mitsubishi out of Melbourne airport immediately showed the Outlander to be smooth, quiet and generally vibration free. Australia’s notorious coarse-chip road surfaces did create tyre roar on some models, others were fine.We have heard worse on plenty of other cars and the fact that Japanese Mitsubishi engineers teamed with Australian guys to fine tune the suspension and steering in this country certainly helped. Handling is very good for a vehicle in this class and the new Outlander can corner safely at speeds well over those likely to be attempted by most owners. The ride can be firm on some surfaces, especially in the models with the currently fashionable large-diameter wheels, but we feel most will find this compromise acceptable for the handling benefits it provides.

Mercedes-Benz is hot on the engineering front at the moment, turning out new models and engines at a huge rate in an effort to grab back buyers made nervous by gloomy global economic predictions.VALUENot only is the engine of the SLK 250 on the small side, so is the price (these things are relative…) with a recommended retail of $92,450 you will see it sitting proudly in your driveway for comfortably under $100,000.TECHNOLOGYThe car we have just reviewed on the great driving roads of Victoria - the Mercedes-Benz SLK 250 - is a classic example of continuous improvement. The smallest sportscar in the vast Mercedes sporting range, the SLK has one of the smallest engines, with only four cylinders and just 1.8 litres. But this hot little powerplant is force fed by a high-pressure turbocharger that enables far more air to be fed into the combustion chambers. The result is that it tops out at 150 kW of power and an impressive 310 Nm of torque.Send that lot to the back wheels by way of some slick electronics that permit just enough wheelspin to keep the engine at its best and you can rocket from a standstill to 100 km/h in only 6.6 seconds. Not that many years back you would have needed 5.0 litres of HDT V8 engine to achieve that acceleration. Typical fuel consumption of an HDT would have been somewhere between 15 and 18 litres per hundred kilometres. The high-tech Mercedes-Benz four-cylinder is officially rated at just 6.7 litres per hundred kilometres.DRIVINGIt has to be said that during our test period that occupied a couple of hundred exhilarating kilometres our consumption was up in the eight to nine litre range, but considering the fun we got out of it the extra few dollars was money well spent. You don’t necessarily buy a car like this with low emissions in mind, but this superb 1.8-turbo is one of Mercedes’ family of Blue Efficiency units so the engine only puts out 155 grams per kilometre.The engine is a dream to sit behind, with little turbo lag and lots of meaty torque once it is up and running to maximum effect. The chassis responds brilliantly to the way the throttle is manipulated and the rear drive gives a keen driver very pleasing control over exactly what their car is doing. The exhaust note has a great sound that’s not overly muffled by the turbo, which is an excellent reason to power down that folding roof at every opportunity.The new Merc engine is complemented by a seven-speed automatic transmission that’s generally in the correct gear. Driver override is easy through paddles behind the steering wheel.VERDICTTop down motoring in a Merc roadster with a modest price tag - does life get any better than this?Mercedes-Benz SLK 250Price: from $92,450Warranty: three years/100,000 kmResale: 57 per centService Interval: 12 months/15,000kmCrash rating: not testedSafety: six airbags, ABS, TC, ESC, EBDEngine: 1.8-litre turbo four-cylinder, 150kW/350NmTransmission: seven-speed automatic, RWDDimensions: 4.15m (L), 1.82m (W), 1.31m (H)Weight: 1450kgSpare: space-saverThirst: 6.7L/100km (95 RON), 155g/km CO2

An interested group of Australian motoring journalists attended the global debut of the latest Mazda CX-9 SUV at the 2012 Sydney motor show. Now the big wagon is on sale here and we have just enjoyed a great day’s driving in near perfect weather on several hundred kilometres on some scenic roads behind Melbourne.Such has been the success of Mazda downunder that the company’s Japanese head office gave Australia the honour of being the first to see the heavily facelifted new model. This is a real honour as there’s little doubt that importers and Mazda dealers in many other countries put up their hands to get first glimpse of the big SUV / people mover.The infotainment system in the big Mazda SUV has been upgraded and now features the latest audio, navigation and speech-recognition systems in what Mazda calls it’s HMI (Human Machine Interface).Mazda CX-9 has been upgraded inside and out and carries minor refinements to the engine and its ancillaries that are said to have reduced its fuel consumption. However, while it’s no longer the gas guzzler that it was in its early days the new model is still no fuel sipper. In some relatively modest driving on quiet country road, albeit with plenty of hills to climb, the 3.7-litre V6 was typically was using petrol in the range of 12 to 14 litres per hundred kilometres.The biggest feature of the latest version of the Mazda CX-9 is the huge grille that gives it a standout appearance in a market segment that is dominated by sensible looking people movers disguised as SUVs. There's room for seven adults without them being overly cramped, though four adults and three children is more realistic.The centre set of seats can slide back and forward to let you vary the amount of legroom available in this seat and the third row seats. With the centre seat in its rearmost position there's almost limo-like legroom. The third row of seats fold flat very simply to give a useful increase in luggage space. Even with the seats in use there's still space for a couple of fair-sized suitcases.Mazda Australia has been very strong on safety for many years, so the CX-9 has had electronic stability control and rollover protection to help prevent crashes since its introduction downunder in 2007. The list of safety features has been greatly expanded, particularly in the crash avoidance field. Forward Obstruction Warning (FOW), Lane Departure Warning (LDW) and High Beam Control (HBC) anticipate danger and help the driver avoid it. Not all safety systems are sold in every grade so it’s best to talk about that - as well as the luxury items on offer - with your nearest Mazda dealer.Mazda CX-9 can certainly be used in light-duty running on forest trails, perhaps even at the beach, but almost all owners will use it as a spacious people mover. We did quite a few kilometres running on dirt road and found the suspension did an excellent job of cushioning shocks and providing a comfortable, quiet ride.Suspension and steering haven’t been altered in the new model. Though Australian imports have more dynamic settings than the American models, the big Mazda CX-9 is relatively soft. Which is no bad thing as this SUV is aimed at the sensible person who is much more interested in comfortable travel for the family than in storming around bends at breakneck speed.The big Mazda has a good turning circle for its class and this is a real bonus when it comes to the reality of squeezing it into a tight parking space in an underground parking station.

Mazda 6 has grown ever larger with each new model and is now similar in size to Toyota Camry and its six-cylinder brother the Aurion.