Articles by Ewan Kennedy

Mercedes-Benz surprised the motoring world in 2003 by launching the CLS four-door coupe. People said a coupe could not have four doors and that the CLS wouldn't work.Tens of thousands of sales have proven the doubters wrong and cheekily, Mercedes has introduced what it calls a coupe-estate, a stylish five-door CLS station wagon. Or rather a CLS Shooting Brake.The name shooting brake was coined centuries back for horse-drawn wagons used to carry shooting parties to country estates. Over 100 years ago the term reached the automotive field when Rolls-Royce built what it called a shooting break. We first admired the stylish Mercedes CLS wagon at the 2010 New York Motor Show and later attended its world debut at the famed Brooklands racing oval in England. Now we have finally had the chance to drive one in Australia.Priced from $129,000 the most fascinating thing about the all-new Mercedes-Benz CLS Shooting Brake is that it exists in a field of one. Sure there are other upmarket competitors, but none of them has the style and elegance of this one.Jaguar has already shown a concept of what it calls a Sportbrake at recent European motor shows and it will be interesting to see if other topline marques try to chase Mercedes into what could become an expansive niche in the market.At the rear the roof slopes down in a similar manner to that of the CLS four-door coupe. We particularly like the way the side windows finish at their rear point and love the old-style shiny finish that surrounds them. A nice retro touch. Inside, the Shooting Brake is finished in quality materials giving a pleasant appearance and a warm ambiance. In very Mercedes’ fashion there are easy to read dials that will be familiar to all Mercedes owners.While the Shooting Brake’s shape is unashamedly sleek it doesn’t do too badly in the practicality stakes. The rear seat has good headroom and legroom and we would have no problem sitting back there for a long interstate trip. Sensibly, the rear area is set up for two individuals, however there’s also a somewhat cramped centre seat so five can be carried for short, but not particularly comfortable trips.Luggage space is surprisingly good as well, the extravagantly long tail of the Shooting Brake means substantially long objects can be transported. However, large boxy items are restricted by the slope of the roof. In a lovely touch harking back to the days of the horse drawn shooting brakes and the old motor wagons, the Mercedes-Benz CLS Shooting Brake has the option of a mahogany timber-lined floor complete with shiny cross bracing.Two versions of the CLS Shooting Brake are now on sale in Australia, the $129,000 250 CDI powered by a twin-turbo diesel engine producing up to 150 kW of power and 500 Nm of torque. Its official fuel consumption rating of just 5.5 litres per hundred kilometres means it avoids some Luxury Car Tax (LCT).Then there’s the 3.5-litre V6 petrol unit in the CLS 350 Shooting Brake comes with 225 kW and 370 Nm. Its fuel usage of 8.2 litres per hundred kilometres means it attracts the full ire of the Australian taxation people, as LCT adds a whopping $26,277 to the price, bringing it up to $173,000.On the road we only had the chance to test the four-cylinder CLS 250. It has plenty of performance, indeed we suspect the great majority of owners would never ask for more. Once minimal turbo lag has been passed the engine has strong acceleration. Overtaking speeds, typically getting as fast as possible from 80 to 120 km/h are despatched quickly to maximise safety.Road noise is well damped, though we suspect there may be slightly more intrusion into the rear of the cabin because of the wagon body. Comfort levels are high and this is the sort of car that could transport four people across vast expanses of Australian countryside, leaving them cool and relaxed at the end of a long day’s driving. Handling is neat and precise with good steering feel and the ability to get the large Shooting Brake hustled into corners with ease.

Subaru has been in the ‘compact SUV’ market since before that term even existed. The engineering-oriented Japanese marque pioneered all-wheel-drive passenger cars and station wagons over 40 years ago and remains a major player today.This early work by Subaru is paying big dividends today, because compact SUVs compete in one of the fastest growing of all market segments. Interestingly, this doesn’t just apply to Australia; buyers in many other countries are discovering how much sense it makes to own affordable, driver friendly compact SUVs.Which brings us to Subaru’s Forester, the midsize model in the extensive Subaru all-wheel-drive wagon range. So important is the Forester that Subaru Australia imported several pre-production generation-four Foresters to Australia to permit a select group of journalists to drive them on- and off-road this week. The new model won’t reach us downunder till February 2013.In an interesting move, all models in the Subaru Forester range have satellite navigation as standard. However, it’s a rather basic system with maps that look more like kid’s drawings than the real thing.New Forester can be specified with a 2.0 or 2.5-litre flat-four petrol engine, and a 2.0-litre turbo-diesel. However, only the 2.5 petrol can be specified with an automatic transmission, the others have a six-speed manual gearbox. The automatic is a CVT unit and Subaru’s engineers have done an excellent job of minimising the sometimes irritating ‘slipping-clutch’ sound and feel. Once that transmission is designed to sit behind all engines in the Forester range we are sure it will be a big winner.The fourth-generation Subaru Forester is marginally smaller on the outside but clever design means the interior is slightly larger in most dimensions. Rear seat passengers are the biggest beneficiaries and I found my six-foot frame could sit easily behind itself, if you know what I mean.As is the way with most latest generation cars the Subaru Forester is quieter and smoother than ever before, with cabin noise levels diminished to the sort of levels that used to require an expensive sedan to achieve. Luggage space is lost due to the installation of a full-size spare wheel in an area obviously designed for a space-saver. But given the number of Australian drivers who may take their Forester off road this is probably an acceptable sacrifice.We road tested the EyeSight system fitted to the topline Forester. Unlike other crash avoidance and mitigation systems, Subaru's uses cameras, rather than radar, in its operation. Anything that can be seen by the human eye will create an image behind the cameras’ lenses, whereas radar only works when its beams are reflected back from metallic or similar surfaces, so may not ‘see’ pedestrians, cyclists or animals.Though we never needed Eyesight for crash prevention we did witness the warnings it gave when we deliberately let our Forester wander out of its traffic lane. It was even able to see very vague lines at the edge of country roads, lines that had been all but worn away by age, harsh sunshine and vehicle tyres. Impressive, and a potential life saver in situations that may result in crashes typically classified as ‘unexplained single vehicle accidents’.We did some reasonably serious driving in hills near Canberra as part of the press launch of the Forester. Its ground clearance of 220 mm is greater than that of all its competitors, even of some dedicated 4WDs. So deep ruts and large rocks will seldom cause hassles. The electronic traction controls, tagged X-Mode by Subaru, are arguably the best we have yet experienced; sophisticated, non-intrusive and simple to use. However, X-Mode is only fitted to Foresters with automatic transmission, not on manuals.Downhill and uphill assist are controlled by the throttle and brake pedals, making them significantly more intuitive than the hand controls generally fitted. Even first time off-road users of a gen-four Forester will feel they are experts in the way the wagon responds. Having said that, it may be best that these people have some professional instruction before they become too brave and get themselves stuck.On sealed roads, the added ground clearance of the Forester isn’t a problem unless pushed far harder than is ever likely to be attempted by the typical owner. Even then the electronics will do their best to keep you safe.To say we are impressed by the latest Forester is an understatement. While competing vehicles in this class are becoming softer by the day, Subaru has stuck to its guns and produced a genuine off-road wagon. Even better, Forester’s on-road behaviour has been further refined despite the upgrading of its allroad abilities.Though the new gen-four Forester won’t reach us downunder till February 2013 it may be an idea to contact your Subaru dealer well before then as there is likely to be an initial rush by existing owners wishing to update. However, they won’t have prices at this time.

Introduced to Australia in May 1999 about a year after it first created a huge stir in Europe, the Audi TT was a hit from day one. Originally sold as a fixed-roof coupe, a TT roadster was added to the local range just 12 months later, in May 2000.The dome-shaped styling is not only radical on the outside, but also the cabin, with its circular dial and vent theme works very well. It uses a lot of aluminium highlights as Audi is a big fan of this high-tech material.The overall look is great and even those who have no intention of ever driving hard love the sporting ambience created within the TT. Audi TT is great fun to drive but, at least in the front-drive models, feels more like a hot-hatch than a true sports car. Which shouldn’t surprise anyone, because underneath that gorgeous Audi skin there lurks a Volkswagen Golf GTI. While the Golf is a fine little hatch it’s not really a pure-bred sports model. There were several tragic cases of high-speed Audi TT crashes in Europe, principally in Germany, of the earliest models. These were blamed on aerodynamic flaws that were exacerbated by the very short wheelbase of the Audi TT. Later models were modified in their suspension and have a rear wing to push the tail to the road at speed. The wing takes away some of the purity of the original shape of the TT. There had been calls for it to be a lift-up wing in the manner of a Porsche unit. But Audi says this could have been too expensive. The all-new gen-two Audi TT of November 2006 sorted out the problem of the controversial addition of the rear wing, being hidden at lower speeds and raised at moderate speeds - that is at over 120 km/h, which is regarded as a moderate speed in more enlightened countries.This second generation Audi TT had the company’s trademark single-frame grille. A sleeker bonnet line carries into the car’s shoulders and tapers out towards the distinctive rear lights. Naturally, the domed roof, the most prominent feature of the first TT, has been retained. There are some that feel the TT lost its originality in the gen-two model, saying it had become generic rather than radical. Your call...The original Audi TT was offered with 1.8-litre four-cylinder engines, in either light-pressure or high-pressure turbocharged format, the latter coming with the traction advantage of quattro all-wheel drive. The capacity of the four-cylinder unit was increased to 2.0 litres using a turbocharged with the second generation TT.In December 2004, a 3.2-litre V6 was shoehorned under the bonnet of the Audi TT coupe, but not the roadster. With all the torque that entailed, the TT 3.2 has also needed Audi’s quattro all-wheel drive. A five-cylinder 2.5-litre RS engine with quattro was added to the range just in time for Christmas 2009.Straight-line performance is pretty good in even the smaller engined models due to the TT’s relatively light weight, so don’t automatically go for the higher powered units unless you are a full-on revhead. A six-speed was used in TT quattros from their introduction in October 1999. Front-drive cars had five-speed manual gearboxes until August 2005, when a six-speed manual was introduced.Because Audi saw the TT as being a pure sports car no automatic transmission was offered until March 2003, when a six-speed torque-converter auto was offered with the low-pressure engines. Good as it was this transmission has been somewhat upstaged in the technology stakes by the six-speed double-clutch - tagged the S tronic - used in the Audi TT 3.2 quattro.The automated double-clutch automated-manual transmission has all the labour-saving advantages of a conventional automatic, and none of the disadvantages of power loss and higher fuel consumption. However, its characteristics at very low speeds can be variable and irritating at times. Test drive one to see what you think.These are complex cars that should really only be worked on by professionals. However, good amateurs can tackle some of the routine maintenance work should they be so inclined. Spare parts prices aren't cheap, but are in keeping with others in this class. It’s much the same story with the cost of servicing and repairs.Check on insurance premiums before falling too deeply in love with one of these stunningly styled German cars as premiums vary quite a bit. Your local Audi dealer may be able to offer advice. WHAT TO LOOK FORLook for signs of previous crash repairs. A ripply finish in any of the panels, or a mismatch in paint colour from one section to the other are fairly easy to spot. If there's the slightest concern over crash repairs either get a full professional inspection, or skip that car and try to find another one.Look at the floor of a roadster for signs of water entry. If there's the slightest cause for concern get permission from the seller to lift the carpets. Check the roadster’s roof seals correctly when it is closed and that it doesn’t have any tears or cuts, especially around the stitching.Make sure the engine starts promptly, even when it’s stone cold. If there are any doubts try to arrange to come back first thing in the morning to have it completely cold. Gear changes should be reasonably light, but remember the gearbox is a long way from the shift lever, with a multitude of links connecting the two. This can give it a slightly spongy feel.CAR BUYING TIPWe hear of too many people buying used cars without even going for a test drive. Crazy if you ask us, but it’s their choice... 

Named after a South American capital city; designed in Europe and the USA, built in South Korea and fine tuned in Australia. Is it any wonder the importers say the fourth-generation Kia Rio will appeal to many buyers downunder?The Kia Rio landed here in late 2011 and was joined by three-door hatch and four-door sedan variants midway through 2012.VALUEThe Rio 1.4 S manual three-door hatch comes on to the market at $15,290, plus on-road costs, and is covered by Kia’s five-year, unlimited kilometre factory warranty. The Rio gets a decent audio unit with CD, radio and USB / AUX / iPod connectivity and four speakers. You get a lot of well equipped, cute looking car for a very modest price in the Kia Rio and we will be surprised if it doesn’t significantly increase sales numbers over the superseded model.TECHNOLOGYThe base model three-door S we have just reviewed comes with a 1.4-litre petrol engine producing 79 kW of power at 6300 rpm and 135 Nm of torque at 4200 revs – that’s nine kW and ten Nm more than the 1.4 motor it replaces. The figures don’t seem to add up to much at first glance but the efficiency of modern engines has this unit performing perfectly well in the day-to-day urban environment and on the open road.DESIGNIn design terms, the new Kia Rio leads from the front with its so-called ‘Schreyer’ chromed radiator grille, a nod to Peter Schreyer, the Chief Design Officer at Kia. Known as the Tiger Nose, Schreyer says: “Tigers are powerful, yet kind of friendly. The nose is three-dimensional – like a face, not just a surface with a mouth drawn on it. From now on, we'll have it on all our cars.”Out the back, the hatch is distinguished by a roof-mounted spoiler and stylish lines. The result is a body that is identical to the five-door, offering the same dimensions and the same striking looks. ‘Tidy’ is the best way to describe the cabin interior, with minimal, but mostly, helpful information set out in an easy-to-read manner. Three large dials directly in front of the driver present speed, revs and fuel status.The steering wheel, with tilt and telescopic adjustment, also carries cruise control and audio buttons, making for safe switching while on the move. The audio unit, with CD, radio and USB / AUX / iPod connectivity, features four speakers. Rear leg room is on the meagre side and hard plastic surrounds place the Rio well and truly in the cheap car segment. Which is fair enough – it is a cheap car.SAFETYFive-star crash safety is a Rio requirement with six airbags. A new Vehicle Stability Management program monitors active safety features such as ABS braking, stability and traction control, as well as the motorised power steering that can take over when stability reaches its threshold.DRIVINGAcceleration off the mark is the one thing that drags the Rio 1.4 down, but only slightly. The test vehicle, a six-speed manual, was deceptive in its willingness to get a move on. If you ignore the gearshift indicator, which suggests you should go up a cog, it doesn’t do a great deal to improve real world performance, and probably increases fuel consumption and exhaust emissions.On average the Rio manual used about seven to eight litres of fuel per hundred kilometres on suburban runs. This drops to an impressive five to six litres if you treat it carefully on open road trips. Kia Australia engineers had a major input into the new Rio’s ride and handling, shaking down each model in exacting conditions over 2000 km on the same stretch of road in and around the Hunter Valley north of Sydney. They also put them up against rivals from the light-vehicle segment.Handling is sharp and well-controlled for a car in this class. However, the downside is that the ride may be firmer than some like on roughish surfaces. Try the car on that sort of road if comfort takes precedence over handling in your mind. The suspension is well sorted thanks to the aforementioned extensive Aussie shakedown, and brakes are on the sharp side but, with familiarity, on test became easier to handle. The hill hold is a feature welcomed by many sloppy drivers these days.VERDICTGenerally, there was little to complain of with the Rio S three-door’s behaviour on the road except some above-average tyre noise on course bitumen.MODEL RANGEKia Rio S 1.4-litre three-door hatchback: $15,290 (manual), $17,290 (automatic)Kia Rio SLS 1.6-litre three-door hatchback: $19,990 (manual), $21,990 (automatic)Kia Rio Si 1.6-litre four-door sedan: $21,690 (automatic)Kia Rio S 1.4-litre five-door hatch: $16,290 (manual), $18,290 (automatic)Kia Rio Si 1.6-litre five-door hatch: $18,990 (manual), $20,990 (automatic)Kia Rio SLi 1.6-litre five-door hatch: $19,990 (manual), $21,990 (automatic)Kia Rio S 1.4Kia Rio SPrice: from $15,290Warranty: 5 years/unlimited kmCrash rating:  5 starsSafety: 6 airbags, ABS, Vehicle Stability Management program, stability and traction controlEngine: 1.4-litre 4-cyl 79kW/135NmTransmission: 6-speed manual, FWD; 4-speed autoDimensions: 4045mm (L), 1720mm (W), 1455,m (H)Weight: 1131kgThirst: 5.7L/100km, 135g/km CO2

The BMW Z3 and Z4 are genuine roadsters, not simply convertibles. The difference being that roadsters are strictly two-seaters and the seats are set well back, almost to the rear axle. The resulting very long nose and a stubby tail mean the BMW Z-cars have a no-nonsense purposeful appearance.The BMW Z3 was launched in Australia way back in January 1997. It was BMW’s answer to the astonishing success of the Mazda MX-5, a car that reinvented the open-top car many thought had gone forever. Despite its different name, the BMW Z4 is really the second-generation Z3, it was given the new title to match the new naming system which sees the sporty variants getting even numbers.The Z series models were initially designed for the USA so in the early editions are rather American in their makeup for keen Aussie drivers. In particular, their handling was softer than usual for a BMW, though far from soft in absolute terms. When the Z3 also became a hit in many other countries, including Australia, the handling became full-on sport with the introduction of the Z4.The first Australian imports of the BMW Z4 reached us downunder in July 2003. Handling of the Z4 is exceptionally good with excellent chassis balance thanks to the setback position of the engine. Naturally rear wheel drive gives you proper throttle control. Some may feel the ride is on the firm side, but true drivers will be more than willing to overlooks this.Perhaps take along your regular passenger and get their feelings for the car on roughish roads. Though the little BMW began life with a 1.9-litre four-cylinder engine, the German marque is famed for its six-cylinder engines and these were soon squeezed under the long bonnet and almost immediately became the powerplant of choice in almost all cars.In June 1999 imports of the 1.9-litre four had ceased in Australia and all used a sweet little 2.0-litre straight-six. The big gun engine in the Z3 is the 3.0-litre six-cylinder. Performance from the smaller engines is nothing to get excited about, but the free-revving nature, and great exhaust note, makes them feel faster than they really are – and isn’t that what counts?BMW Z4s have a 2.5 or 3.0-litre straight-six from their 2003 introduction until the company started to get into the small-capacity turbocharged field with blown four-cylinder engines. Some sixes remained alongside the turbo-petrol fours until 2012, when they were replaced by big-boost turbo fours. Some miss the demise of the straight-six turbo engines – ourselves included – so if you really love them it might be time to invest in the last of the line.A special engine is used in the Z4 33i models. A 3.0-litre twin-turbo six, it gives huge amounts of forward thrust and is a delight for the revheads to punt along. Manual and automatic transmission are offered in most cars and the auto isn’t as slow and irritating as in some sports models. Our choice is still the DIY shifter, though.Manuals have six gear ratios. The autos increased in the number of gears, beginning with just four speeds in 1997 and advancing to no fewer than eight in 2012, with five and six speeds being sold along the timeline. The BMW dealer network is well established in Australia and is known for its high quality of technical training.Electronic diagnosis of problems is highly refined as BMW was a leader in this field. The technician plugs in your car and it is then connected to a large computer in Germany where it is quizzed not only on current problems but even in intermittent troubles that aren’t actually present in the car at the time it was driven into the workshop. Clever stuff.This high-tech diagnoses and servicing is just one reason it makes a lot of sense to buy a used Z3 or Z4 that has always been serviced by an official BMW dealer. Spare parts aren't outrageously expensive for a car in this class, but may prove to be a factor in your decision as to whether to buy an older Z4 rather than a cheaper convertible from a lower-cost maker.Insurance may be expensive if the driver is young and/or inexperienced. Surprisingly there is seldom a big increase in premiums for the high-performance models.WHAT TO LOOK FORCarry out your own pre-purchase inspection to the best of your ability. Once it has passed your tests call your BMW dealer, or at least a qualified mechanic with knowledge of the marque. Lift the carpets for signs of dampness or even rust if the car has been caught out in the rain in a big way. It’s best to ask permission from the seller before doing this as technically it’s dismantling the car and that is often frowned upon.Check for previous crash repairs by looking for signs of paint overspray, panels with a slight waviness in their finish and for colours that don't match exactly from one panel to the next. Make sure the engine starts virtually instantly, idles smoothly within a second or so of startup and pulls without hesitation even when completely cold.CAR BUYING TIPSome sports cars are ‘fanged’ on a daily basis, others never get past the mid-range marks on the tacho. No marks for guessing which is the better bet as a used car. 

BMW’s latest version of its smallest SUV, the X1, shows it has been heading in the right direction since it first entered this ever growing market segment with the X5 in 1999.While other makers saw buyers of their SUVs as being adventurous families wanting an off-road vehicle to explore the Australian bush, BMW realised from the start that buyers were only looking for a station wagon with a bit of tough style. One that would perhaps be used to transport the families taking part in various sporting events, serious or otherwise.BMW likes to refer to its models as SAVs (Sports Activity Vehicles), not SUVs (Sports Utility Vehicles), but are not sure the public is particularly interested in the fine distinction. But you have to give the German marque points for sticking to its guns.Over the years most other makers of SUVs have backed away from the original off-road SUV theme by reducing ground clearance and installing two-wheel-drive systems in vehicles that look like four-wheel-drives. Interestingly, the driven wheels on the 2WDs are almost invariably those at the front of the car.BMW has a big advantage over the others in using rear-wheel-drive in its 2WD models in keeping with its aim of providing what it calls sheer driving pleasure. This fact immediately became obvious when we began our review of the facelifted BMW X1 at the press launch out of the Gold Coast and interesting mountainous regions of northern NSW.VALUEThe complete BMW X1 range is sDrive 18d 2.0-litre turbo-diesel five-door wagon, $44,500 (automatic) sDrive 20i 2.0-litre twin-turbo petrol five-door wagon, $46,500 (automatic) xDrive 20d 2.0-litre turbo-diesel five-door wagon, $54,500 (automatic) and xDrive 28i twin-turbo petrol $57,800 (automatic).DRIVINGWe had the pleasure of not only driving a RWD BMW X1, but also in enjoying the lighter weight of a petrol engine. We tried other combinations of 2WD/4WD and petrol/diesel X1s during a full days driving, but our hearts always drew us back to the nimble handling and responsive feel of that first lightest, nimblest 1.The added throttle control of RWD combined with precise steering and the strong engine torque brought smiles to our faces on more than one occasion.TECHNOLOGYThe petrol engine we loved so much was the lower powered of the two new-design 2.0-litre turbocharged units on offer. With 135 kW of power and 270 Nm of torque the 20i BMW powerplant doesn’t have the sporting kick of its big brother the 28i (180 kW / 350 Nm) but in the real world most drivers will be more than satisfied with the smaller engine – and with significantly lower price.There are also turbo-diesel engines on offer, again with a capacity of 2.0 litres. They come in two states of tune: the 1.8d produces up to 105 kilowatts and 320 newton metres, the 2.0d has 135 kW and a hefty 380 Nm. Note that in BMW speak, sDrive indicates two-wheel drive, while the all-wheel-drives get the tag of xDrive.All models have an eight-speed automatic transmission to give a good combination of acceleration and minimal fuel consumption in all driving conditions.DESIGNStyling of the facelifted BMW X1 is interesting because it too gets away from the SUV look and is unashamedly family station wagon. Thus there are more painted areas and fewer tough-looking black-plastic panels in the newly shaped front and rear ends.While BMW’s X1 suffers the usual fate of any sporty looking wagon rear end – that is the luggage versatility lost by the sleek slope to the rear glass – the designers have come up with some clever cargo features. The rear seat backrest can be set at different angles, with the most upright one compensating for the roof’s rake to some extent.Cleverly, the rear seats have a 40/20/40 per cent split rather than the more common 60/40 in many other SUVs. This gives you more options of juggling passengers and luggage. The interior has taken the high-gloss look in some models and there’s the option of the sort of ambient lighting we have admired in the bigger BMW sedans.VERDICTMany families looking for a sporting station wagon around $50,000 in their automotive budget will find the latest BMW X1 fills just about all of their needs.BMW X1Price: from $44,900Engine: 2.0-litre turbo diesel, 2.0-litre turbo petrol (105kW/320Nm) sDrive18d, (135kW/270Nm) sDrive20i, (180kW/350Nm) xDrive28iTransmission: 6-speed manual or 8-speed autoThirst: from 4.9L/100 km to 7.8L/100 km

The turbocharged version of the Hyundai Veloster, tagged the SR, has only been in Australia a few months but is already generating plenty of sales.When launched in non-turbo format in February 2012 the Hyundai that looked like a coupe on one side and a five-door hatch on the other created a huge number of stares and comments during our entire test period.Some felt it needed more power, though others said it had the sort of engine performance that pleased drivers who enjoyed the decision making necessary to keep their Veloster in the correct gear to get the best out of the 103 kilowatts of power on offer.They also appreciated the low price tag of the non-turbo - it began at an appealing $23,990 in six-speed manual format.VALUEVeloster SR Turbo 1.6-litre four-door hatch starts at $31,990 (manual) and $33,990 (automatic). Our test cars over the last two weeks had each type of transmission. Standard features include USB and Bluetooth connectivity, cruise control, steering wheel controls, reversing camera and rear parking sensor. And there’s a five year unlimited km warranty.TECHNOLOGYThere’s now a choice in Veloster engine power thanks to the introduction of a high(ish) performance SR model that began just six months later. With a 46 per cent increase in power (to 150 kW) and an even more impressive 60 per cent more torque (265 Nm) has a lot more poke.The engineers at Hyundai have worked on a car with linear power delivery with top torque of only 1750 rpm – then continues at its peak until the engine reaches 4500 revs. That’s not so much a torque peak as a torque plateau.On the road this means the Veloster SR has minimal turbo lag and a smooth push in the back that keeps on keeping on. But, if you’re looking for a drag racer in the manner of a Subaru WRX the Hyundai Veloster SR Turbo may not be your best bet.Veloster SR Turbo is offered with a six-speed manual or six-speed automatic, the latter being a conventional torque convertor unit that can be manually controlled by paddles behind the steering wheel.DESIGNHyundai Veloster SR Turbo is even more striking in appearance than the standard Veloster as it’s even more radical in its shape. The front grille is bigger and bolder, the fog lights have futuristic shaping to their surrounds, side skirts give the lowered look and the dark glass sunroof gives adds to the overall effect - especially if the black glass contrasts strongly with one of the bolder paint shades.This is a four-seat coupe, not a cramped two-plus-two. Those with long legs and short bodies will be reasonably comfortable in the back seat. But back seat passengers of normal body height will suffer from the usual coupe complaint of lack of headroom.Kids will be comfortable as far as space is concerned but won’t be able to see much to the side of the car due to the small, high-set rear-side windows. Then again, they have that giant sunroof to peer through.The rear windscreen glass is directly above the back seats and created discomfort during the day in our home area of the Gold Coast. We strongly suggest looking at this aspect of the car if your plan is to regularly cart kids back there.SAFETYCrash prevention and/or minimisation devices include ABS brakes and the type of sophisticated electronic stability systems normally only found in expensive European cars.If all still goes wrong you will be pleased to know the Hyundai Veloster SR Turbo gained a five-star safety rating in the ANCAP crash testing laboratory thanks to the use of six airbags and a body that’s strengthened in all the right crash protection areas.DRIVINGAs lovers of sporty driving we really appreciated being able to do our own gear changing with the manual. While the box isn’t as slick as we like it’s better than average for a front-drive car.The automatic is slick and easy in its changes and was generally in the right gear at the correct time. However, as is the way of modern autos that are chasing minimum fuel consumption it was all too ready to head for a higher gear for our liking.As this isn’t a full-blown sports coupe Hyundai has kept the price of the Veloster SR down by restricting engine torque to the front wheels to prevent wheelspin and understeer. The use of a fancy (expensive) differential would make for sportier handling at extremes. We did manage a chirp or two out of the front tyres under brutal acceleration, there’s still some element of fun built into the traction control system.Handling is good as the Veloster SR has been tuned for Australian conditions, with Aussie and Korean engineers spending quite a bit of time in this country to sort it out during early stages of design.Hyundai Veloster SR TurboPrice: from $31,990Warranty: 5 years/unlimited kmEngine: 1.6-litre 4-cylinder, 150 kW/265 NmTransmission: 6-speed manual or auto, FWDThirst: 6.8L/100km, CO2 163g/km 

An interesting feature of the new vehicle market is that 4WDs and SUVs have a significantly longer life cycle than cars. This reflects back to the days when they were based on light trucks, and truck buyers were more interested in running costs and practicality than in owning the last word in style.VALUEMercedes-Benz’s big GL-Class is a case in point. The upcoming new model we have just tested in Germany is a sensible update of the outgoing six-year-old model, not a totally new vehicle. Amongst other things this helps to keep the new price down and to slow the rate of depreciation. Facts that will be appreciated by the typically sensible person attracted to the GL-Class.Those who do want to get down and dirty in the dirt can tick the options box for the On&OffRoad package which provides under-run protection for the engine, fibre-reinforced underfloor panels, power transmission with reduction gears, a longitudinal differential lock and extended AirMatic functions. This vehicle has maximum ground clearance of 306 mm and a fording depth of 600 mm.Pricing and final equipment levels will be provided for the Australian market closer to the launch date, probably in June 2013.TECHNOLOGYPower for the GL 350 BlueTec is provided by a V6 diesel engine; a V8 petrol engine in the GL 500 BlueEfficiency gives lots more grunt; the new GL 63 AMG with V8 Biturbo petrol engine provides up to 410 kW of power and 1000 (yes, 1000!) Newton metres for the driver in a real hurry.The existing platform has been retained, but with quite a few modifications. As a start, 90 kg has been removed from its weight to assist in reduction in fuel use and emission of CO2. More about this in a moment.Despite the lower weight the body is even stiffer than before and, together with other sound dampening measures this makes for a more relaxed interior. The engineers put strong emphasis on comfort and quietness.DESIGNWhile the external body components are all new, they retain a strong resemblance to the superseded GL. The result is a large wagon that’s imposing without being aggressive in its stance. The squared off shape means the big Mercedes GL-Class has always been an immensely practical genuine seven seater.More interior width and height have been squeezed out of the new body. Though the GL can carry seven adults in reasonable comfort it’s probably best regarded as a family bus for mum, dad, a couple of teenagers and three smaller children. Just right for many a mixed family in Australia.The GL-Class does have an all-new interior with the latest Mercedes-Benz theme of simplicity and elegance. We really like the look and the excellent ergonomic layout of all the controls.SAFETYIt goes without saying that this Mercedes-Benz has many primary and secondary safety systems. In addition to the expected ESP and ABS units the GL is also fitted with Collision Prevention Assist and the drowsiness detector, Attention Assist. The big wagon can help the driver by using Steer Control in borderline driving situations, for instance by turning the steering wheel if the vehicle is oversteering.Crosswind Assist keeps the GL travelling in a straight line even in strong crosswinds. This makes for remarkably relaxing driving and we have tested it in big Benz sedans in Australia.DRIVINGAll our testing to date has been done on German roads, some of them pretty rough back sections. There the GL-Class was as quiet as a midsize sedan and it handled bumps and dips with ease. While we can’t definitely comment on GL’s behaviour in Australia we feel confident it will handle our backroads just as competently.On the downside, the handling is on the soft side and the steering, while competent enough, is relatively slow and easy in its actions. This is just right for the typical buyers of a SUV / people mover.We didn’t get a chance to drive the new AMG GL 63 version with sub five second times in the zero to 100 km/h dash and we are sure it’s suspension will be nicely firmed up to suit the revheads.VERDICTEven in Australia very few people buy SUVs for genuine off-road use so the emphasis in the standard model is on the GL-Class being an upper class people carrier.Mercedes-Benz GL350 CDIPrice: est. from $120,000Warranty: 3 years/unlimited kmService Interval: 12 months/15,000kmSafety: 6 airbags, ABS, EBD, EBA, TCCrash Rating: 5 starsEngine: 3-litre V6 turbo-diesel; 195kW/620NmTransmission: 7-spd auto; AWDThirst: 7.9L/100km; 202g/km CO2Dimensions: 5.1m (L), 1.9m (W), 1.9m (H)Weight: 2455kgSpare: space-saver

...and what to watch for when you are buying it.Lexus cars are about comfort and refinement and the Lexus RX SUV leans very much in that direction and well away from the rugged off-road nature of its big brother the LandCruiser-based Lexus LX Series.The Lexus RX350 has significantly less ground clearance than the typical crossover. Which gives it road holding almost on par with that of a sedan or station wagon. While the Lexus RX350 does have all-wheel drive and can travel on dirt roads, forest trails and the like, taking it to the beach could leave it beached on its belly.Interior room is good for two adults and three junior travellers, but three adults in the back seats starts to stretch their friendship. It goes without saying that the choice of materials and the quality of fit and finish of cabin is immaculate in all models, and has been taken to even higher levels over the years. Boot space is reasonable considering the steep slope of the rear window, but most SUVs of this size give you more versatility when it comes to carrying boxy items. The rear seat has a handy 40/20/40 split to give you loading options.Australian buyers weren’t offered the chance to buy the first-generation Lexus RX300 as it was only sold in the USA. The second generation went on sale in this country in April 2003 as the RX330 (the numbers refer to the engine size in decilitres in most models, more about that later) and was a hit pretty well from the start.The third generation Lexus was introduced in February 2009 and, with a moderate facelift and the introduction of several new variants remains on sale today. The gen-three was virtually all-new, being longer and wider in the body than its predecessors and sitting on a longer wheelbase and wider track. The new model was designed to provide more interior space and even higher levels of interior comfort than before. It truly is a luxury wagon and the great majority of buyers use it that way.The twin-cam petrol engine V6 has a capacity of 3.0 litres in the 330 and 3.5 litres in the RX350. The third generation cars have noticeably lower fuel consumption without any loss of performance. The petrol engine was mated to a five-speed automatic transmission until the arrival of the all-new 2009 model saw it lifted to six-speed unit, which partly explains its lower fuel use.An interesting model is the petrol-electric hybrid RX. Sold since October 2006, it uses a 3.3-litre engine and an electric motor in combination. The hybrid’s model name breaks with convention by being tagged RX400h, that’s because Lexus reckons it has the performance that would be offered by a 4.0-litre petrol engine.A mid-life upgrade in July 2012 saw the introduction of an RX 2WD, four-cylinder model badged RX 270. Until then all RXs used 4WD and a V6 engine. The lighter weight of the 2WD model (which drives through the front wheels) means there is less loss in performance than you might expect. Naturally, it’s still a rarity on the used market but if you never plan any unsealed road driving its lower price may make it worth a wait.Lexus dealers are mainly in metropolitan areas of capital cities and major regional and country locations. Should you need work done in other areas some top Toyota mechanics have been trained in Lexus work. Service and repair costs are about average for an SUV in this upmarket class and we have heard of no real complaints about cost or availability of routine spare parts. Insurance charges don’t seem to vary significantly between major companies, but it may be worth shopping around.WHAT TO LOOK FORVery high build quality means that troubles are rare, but these are relatively complex machines and we highly recommend a professional inspection after you've completed yours to the best of your ability. If you find body damage indicating off-road use, a rarity, it’s most likely to be on the bumper corners, under the sill panels and in the form of scratches on the doors. Unless the price is right we suggest going for another RX instead.Look for a smoking exhaust on a high-mileage engine. It will be at its worst when the engine is worked hard. Check the automatic transmission is all but unnoticed in its actions unless you’re accelerating hard. Look over the interior and boot carefully because the RX is popular in the Mums’ taxi cohort.CAR BUYING TIPFaded paint on any vehicle, particularly those with strong colours, is likely to indicate it hasn’t been garaged very often. This can be hard on the interior as well as the body. 

For many decades the Mercedes-Benz S-Class has been used to introduce important new technology to the world. Technology that has saved countless lives and/or has made life simpler for drivers and passengers worldwide. Safety technology that is introduced in the flagship S-Class eventually filters down into the lower cost models Mercedes range. Much of it, particularly that directed at road safety, eventually reaches right down to the lowest end of the car market. What is standard in a $250,000 Mercedes today is likely to be normal fitment in a $13,990 car by the year 2030. Maybe even sooner, given the accelerating rate of change in today’s electronic fields. I’ve spent an intense and interesting day at the Mercedes-Benz research facilitates in Sindelfingen near Stuttgart in Germany. The first look into the future I experienced literally was seeing the future. The future that was only a few seconds down the road. ‘Intelligent headlights’ may almost sound like a nonsense term, but after witnessing the system I was totally convinced that it will save lives and make driving at night more relaxing. Rather than simply having a choice between high-beam and low-beam the Mercedes system automatically gives you as much light as possible in exactly the right spots. Using lights that not only vary in intensity, but also move from side to side as well as up and down spreads the light widely and lets you see far more than you would have thought possible. Doing so without dazzling drivers of other vehicles. Even more impressively, the Mercedes ‘looks’ for roadside dangers by way of cameras and radar and flashes extra light on them. For example, the car will ‘see’ pedestrians and larger animals. This not only helps the driver see the pedestrian, but also alerts the person on foot to the car’s presence. At the other end of the new Mercedes S-Class the taillights and brake lights vary in intensity according to ambient light conditions. Thus they show maximum light in when there’s a lot of light around the car, such as in cities, but less when the car is in darkness. Again making life easier for drivers of other cars as they experience less dazzle. How many light globes do you think the new Mercedes S-Class has? If your answer was ‘lots’, or ‘dozens’, or just plain ‘many’ then you are a long way off the track - because the big Benz has a grand total of zero light globes! Instead of globes it uses hundreds of LED lights that use tiny amounts of energy when compared with conventional lights. Which translates into lower fuel consumption as there’s no need for a large alternator producing lots of electricity. Every little bit helps in the search for ways of slowing climate change. Safety belts have been around in cars since 1959 when the ubiquitous lap-sash units were introduced by Volvo and don’t seem all that different today. Until now, because Mercedes engineers have reinvented the safety belt. The biggest change is that the belts are noticeably more comfortable to wear. They have a slimmer design in their width, but are thicker and softer in depth. Hopefully this new shape will encourage people to wear safety belts correctly and not use them tucked under in dangerous ways or held out from their bodies to improve comfort. Of course, safety belts are there primarily for safety. So the new belts in the Mercedes-Benz S-Class will have inbuilt airbags in the units used in the rear seats. These airbags expand the width and depth of the belt during a crash to not only provide better protection, but also to minimise bruising on your body. For some time now we have been driving Mercedes, and other cars, that can look ahead and behind to warn of possible dangers. The all-new S-Class takes this further, with the car monitoring the area almost 360 degrees around it and alerting the driver to possible dangers. If the driver ignores the alerts or doesn’t take enough action to avoid the problem the car will take control and brake and/or steer its way clear. If that’s not enough it will do everything it can to mitigate the collision forces. Mercedes is keen to stress this semi-autonomous behaviour by the car should not be regarded as an invitation to inattention. The responsibility is on the driver at all times to concentrate. I’ve long used the mantra that drivers should have two hands on the wheel, two eyes on the road and all their attention on driving.