Articles by Ewan Kennedy

As often happens when a model ages sales have slipped and Fiesta has dropped from fourth place at the end of 2011 to sixth currently. In a time honoured way of improving sales Ford Australia has introduced a combination of price cuts and additional features. The Fiesta range has been trimmed, with the Ecotec fuel-sipper hatch being dropped in February and the sedan in July, leaving just the hatchback body style with the choice of 1.6-litre petrol or diesel engines. Buyers at the lowest end of the range get the biggest savings with entry-level CL Fiesta not only getting $1500 shaved of its recommended retail price but adding curtain/thorax and driver’s knee airbags and a seatbelt reminder at no extra cost. This extra safety equipment was previously in a $600 Safety Pack so the overall saving is effectively $2100. The CL’s safety upgrade also brings Ford the added prestige of having every passenger car in its range achieve the maximum five-star rating in the Australian New Car Assessment Program (ANCAP). The higher-specced models in the Ford Fiesta also get price cuts, although less significant than those with the CL with both the petrol and diesel variants of the LX down by $1200 and the range-topping Zetec reduced by $500. Equipment levels on these models are unchanged. Although it’s been here for nearly four years and a facelift is on its way, Fiesta hatch still retains the futuristic styling with its big Aston Martin style grille, sculpted headlights and aerodynamic roofline. Add some real driving enjoyment and significant price cuts and it’s a real bargain. All Fiesta models are also covered by the myFord Capped Price Servicing program, under which Ford publishes the maximum price a customer pays for a standard A or B logbook service for an eligible vehicle at all participating authorised Ford dealers.  The complete Ford Fiesta hatch range with new and old prices (in brackets) is:      

When launched at the start of 2003 the Mitsubishi Outlander replaced the Mitsubishi iO, a 4WD that had not sold particularly well. Mitsubishi had been in the vanguard of the affordable recreational 4WD market since the 1980s, but the little iO was aimed at the semi-serious 4WD buyer and was relatively expensive.Mitsubishi’s move into the crossover segment with the Outlander changed that way of thinking and it soon began to gather a lot of supporters. It continues to sell well to this day and an all-new model seems sure to further expand interest when it arrives down under in a few months time.We anticipate a surge of trade-ins of Outlanders to buy the new model and this could lead to some excellent deals for used buyers as dealers shift the trades. No promises, though...Styling has long been a much talked about feature of the Mitsubishi Outlander.The initial model had a prominent nose that some liked and others hated. The standout nose was removed in 2006, replaced by a smoother shape with the introduction of a slightly larger new model. The move to the Mitsubishi ‘jetfighter’ front grille in 2009 gained a lot more praise for its radical shape. Interestingly, the upcoming new model has again gone for a more conservative design.Though not really aimed at off-road driving, the 4WD system is reasonably sophisticated for its type and the Outlander can competently cope with rough tracks, beaches and corrugated dirt when driven correctly. On-road the Mitsubishi Outlander is capable and generally quiet and comfortable to ride in. Some owners complain about the amount of tyre noise on coarse-chip roads, others say they don’t really notice it.Inside, there’s space for two adults and three children with good legroom and head space. Three adults can be carried in the back seat, but may find themselves on the squeezy side. The optional third-row seat is strictly for tiny kids and even then isn’t particularly comfortable. It steals most of the luggage area, but that’s hardly unusual in this class of compact vehicle. Otherwise boot space is good and the Outlander is easy to load, even more so from the mid 2004 facelift.The 2004 reworking was interesting in that a lot of the work was done by the engineering team at Mitsubishi Australia for global use. The biggest changes were at the rear, with a wider tailgate and styling mods that gave it more presence in the appearance stakes. Also for 2004, Mitsubishi’s variable valve timing was added to the engine. Capacity of the single-cam, four-cylinder powerplant remains at the 2.4 litres, but stronger torque with a good spread made it enjoyable to drive.Disc brakes, with ABS and EBD were fitted to all four wheels to cope with the added engine output when the four-cylinder engine was upgraded. Previously some had criticised the Outlander for having drum brakes at the rear. The optional 3.0-litre V6 engine, though relatively expensive, is the powerplant of choice amongst those who like to drive. It can be quite thirsty, particularly when worked hard.Transmissions are manual and automatic with the added efficiency of continuously variable transmission being used in the latter from the 2006 model. Some don’t like the sound of a CVT but once you become accustomed to it the audio differences soon become unnoticed. Mitsubishi Australia is a well-established player in the local Australian scene having been here for over forty years. Though the company no longer builds vehicles locally it has a large, well-organised dealer network that’s widespread.Due to the company’s success in the 4WD market with the Pajero and Challenger there are more dealers in country areas than is usual with crossover vehicles that compete with the Outlander. We hear no real complaints about spare part pricing or availability. A good amateur mechanic can do a fair bit of their own work due to the generous under bonnet and under-car accessibility. Safety related items should only be touched by professionals.Insurance rates seem to vary more than normal among the major companies so it’s worth shopping around for the best deal. As always, make sure you are doing accurate comparisons when looking at the various policy features.WHAT TO LOOK FOROutlander is well-built and generally reliable but, as always, recommend a professional inspection after you've done initial checks to the best of your technical knowledge. Though it’s nominally a 4WD few Outlanders are taken off road so if you see any signs of body or under body damage - check the lower corners of the bumpers and the door sills - it’s probably best to look for another one.Engines are strong units in the Mitsubishi manner. A powerplant that’s reluctant to start when cold, or which hesitates at any time is a cause for concern. Check the front of a four-cylinder engine for water stains indicating possible water pump troubles. We have heard of a few problems in continuously variable transmissions. During your test drive it should be quiet and smooth. If unsure, have a Mitsubishi mechanic check it out.Manual gearboxes should be light and smooth in operation. When they eventually wear out, the change down from third to second is usually the first to give trouble. Listen for noises and feel for a reluctance to go into gear. Look over the interior for signs of rough use, particularly in the back seats if kids have run amok.CAR BUYING TIPCrossover SUVs that go seriously off road are rare and it’s probably best to pass them up - unless the price is very favourable.  

All current Hyundai models are about style and the all-new Santa Fe is certainly no exception. Gone are the days when SUVs were expected to have a rough and rugged look, the South Korean car maker has given its large crossover SUV flowing lines that look almost futuristic.Even better from our point of view, the lead designer is an Australian. Thirty-seven year old Casey Hyun is of Korean ancestry but was born in Australia and speaks with an educated Aussie accent.Highly regarded globally, he hopefully points the way to the future for the Australian automotive business. A future where high costs may make it all-but impossible to manufacture cars here, but where we can still be heavily involved in the design and engineering processes.Value for money is exceptional, with the large Santa Fe station wagon beginning the price list at just $36,990 for Active with a petrol engine and manual gearbox. It ranges up to a still reasonable $49,990 for a Santa Fe Highlander diesel with the six-speed automatic transmission.There’s a big emphasis on in-car entertainment with a large central screen on the higher grade models and inputs available through all the normal means and a good satellite navigation system with Suna traffic information.Hyundai Santa Fe, now in its third generation, is longer and wider than previously but, in a sign of the times, is lower. Only a small minority of buyers are looking for off-road SUVs these days. They want a big practical station wagon to cart kids, possibly from blended families with all that means in the need for extra seats from time to time.Santa Fe can carry two adults and five children and have a decent amount of luggage space, 537 litres even when all the seats are in use. Four adults and three juniors will still find room to move. The second row of seats has a sensible 40/20/40 split and can also be adjusted forward and backwards to further improve versatility.Interestingly, there are four heated seats in the new Santa Fe, not only the two front units, but also the outer seats in the second row. Now there’s something new for the kids to squabble over. Interior styling is as futuristic as the outer body, with a dashboard that flows in three directions rather than just the usual two. We find it slightly contrived in looks, but may get used to it in time. In any case beauty is in the eye of the beholder – and many of the beholders may well become buyers.The body not only provides added style, but also aids aerodynamics, with a cd figure of just 0.34. It’s not so many years ago that sedans weren’t as efficient as that. Better airflow benefits fuel economy as well as making for a quieter interior.Power comes from either a four-cylinder 2.2-litre turbo-diesel engine, with 145 kW of power and a big 436 Nm of torque with an automatic transmission (421 Nm with six-speed manual); or a 2.4-litre four-cylinder petrol (141 kW, 242 Nm).If you push hard in a new Santa Fe, the South Korean engineers have developed a wide array of sophisticated electronic stability and traction systems that are up there with the best in the world. These will keep you out of trouble unless you do something really stupid. Other safety features include a reversing camera and parking sensors on every model in the range. Naturally there is a full suite of airbags, including a knee bag for the driver. A bit of suspension and steering design work was done in Australia and our road test route as part of the Santa Fe launch used some of the demanding stretches of road to the north of Sydney that the wagon was developed on. We road tested both engines and found the petrol powerplant to have decent performance on the level and good grunt for overtaking, but struggles a bit at times on hills where it had to be revved hard to make it work. May we suggest you take the tribe along on your test drive to check you’re happy with the performance of the petrol engine with a load on board.The body has a good rigid feel that’s almost as good as that in many European vehicles and will prove a real plus for those intending to work their Santa Fe hard and keep it for a long time. Handling isn’t quite to European SUV standard, but isn’t all that bad and unless you push the Santa Fe too hard it will remain neutral and balanced.The diesel was our preferred choice with that 400 plus Newton metres making light work of just about any terrain.

...and what to watch for when you are buying it.Toyota Celica was king of its market segment in Australia for many years, later suffered from a lack of buyer interest in coupes that was such a feature of the early years of the 21st century. So much so that, after struggling on for quite a while, the Celica was quietly slipped from the new-car market in March 2006.All that has changed, with the introduction of the Toyota 86 and its near-identical twin the Subaru BRZ, looking like re-igniting the coupe market. The last of the Celica range, introduced to Australia in November 2000, is hotter than the models that preceded it, most of which were cafe cruisers rather than genuine bruisers. On the other hand the post-2000 model is almost too sporty for those who do like to potter along, it has to be driven at least moderately hard or it can feel like a bit of a dog at times.Celica is well-built and carries the traditional Toyota reliability. Under the skin it’s a relatively simple design sharing many of its components with more mundane cars. But on the surface it has the sort of looks trendy buyers of all ages just love.Two Celica body types are offered: a three-door hatchback (Toyota calls it a liftback) and a two-door coupe. The liftback has dominated in recent years as the practical nature of the vehicle appeals to those who use a Celica as their sole means of transport.Rear seat room is more suited to small children than to teenagers or adults. Get the kids to try the back seat during your road test. And make sure they also check it for outwards visibility. Claustrophobia may bring on argumentative boredom, as well as car sickness.Handling in the older models is good and the Celica will generally please all but the hardest drivers in the way it performs. The 2000 Celica is much sharper on the road, with quick turn in and good feedback through the steering. It achieves this with little loss in ride comfort compared with the previous generation cars.The turbocharged rally-based Toyota Celica GT-Four is also a hot performer, and is far more expensive than the rest of the range. It was sold from 1990 to 1992, then again in a limited production run in 1994 as the GT-Four Group A Rallye, a full-on sports machine. It appeals very much to the serious driver.In the standard Celica the engine was a 2.2-litre unit until the size dropped to 1.8 litres with the year 2000 model, the latter carrying a lot of high-tech features to lift its power to considerably more than the older engine.The downside of the 1.8-litre is that you don’t get a great deal of power or torque at lower engine speeds so you have to work at keeping it on the boil. Which is fine for the keen driver but those simply looking for a visually attractive car may find it all a bit much after a while.The Celica GT-Four turbo engine is a complex 2.0-litre unit with plenty of torque at most revs. It’s at its happiest when worked hard and turbo lag can be frustrating at times. Transmission options are five-speed manual and four-speed automatic in the standard models. The hot GT-Four comes only as a five-speed manual.Celica repairs are relatively easy if you know your way around a car. There are Toyota dealers in just about any area of significance within Australia, but not many in the remote bush will carry parts for Celicas. Parts are generally reasonably priced.However, service and repairs on the GT-Four should be left to professionals as it’s a very specialised machine. Insurance on the standard Toyota Celica is relatively low (for a sports coupe, that is) but the GT-Four will cost big dollars to insure because of its turbo engine and sporting nature.Check that the engine starts promptly, idles smoothly, accelerates without hesitation and doesn't smoke from the exhaust tailpipe. The latter is likely to be at its worst when you accelerate hard after the engine has been idling for a while.Automatic transmissions which are slow to go into Drive or Reverse from Neutral or Park may be worn out. Also feel for harsh changes and for changes which probably weren’t necessary.If the gearchange in a manual car is sloppy or too tight there could be problems. During the test drive do a couple of fast downchanges from third to second and feel for baulking and listen for crunching. Both indicate an overhaul is due, though it may only be a clutch adjustment problem.Make sure the brakes operate without too much effort and pull the car up cleanly without one wheel locking before the others. If ABS is fitted you should feel for a pulsing through the brake pedal on very hard applications.Feel for a car which wanders to one side during your test drive. It may have been incorrectly repaired after a crash, or it could have front wheel alignment problems.Rust isn’t usually a hassle, but check in the lower edges of the doors and the hatch/bootlid, the lower-rear corners of the mudguards, the door sills, the floor of the boot and around the fuel filler cover.A Toyota Celica GT-Four which has been raced or rallied could have expensive troubles just waiting to be off-loaded on an unsuspecting new owner. Look for a roll cage, racing harnesses, navigation aids, a strengthened body shell and wide wheels and tyres.Beware the coupe with multiple accessories screwed to it. It may have been thrashed by a driver intent on showing off.

Infiniti is back in Australia after a hiatus of 15 years and this time around is determined to become a major player in the premium area of the automotive arena.VALUEHeading the new Infiniti lineup is a sedan simply called the ‘Infiniti M’. The M range starts from $85,900 for the automatic M37 GT to the M35h GT Premium which starts from $99,900.The marketing guys tell us the Infiniti M is aimed at the sports luxury market currently occupied by BMW and Audi and to a lesser extent by Mercedes-Benz. But we feel it’s the technology guys who will become its biggest fans as it’s simply crammed with tech features, some of which haven’t been offered before.Incidentally, BMW is the only other marque to give buyers the choice between petrol, diesel and hybrid powerplants, in its 5 Series. (On a side note it’s good to see that the numbers in the Infiniti’s names - 37, 35, 30 - genuinely indicate the capacity of the engines, unlike the BMW powerplants where the numbering system has gone totally haywire in recent times!).Tech features abound in the new Infiniti, some of these are used in other premium European and Japanese cars, but are taken to further levels in the Infiniti.Radar cruise control is very simple to engage and seems to read the driver¹s mind the moment it¹s switched on.Infiniti drives who don¹t adjust the car¹s outside mirrors correctly are looked after by a blind-spot warning system. This is not an unusual feature these days, but Infiniti takes it one step further by also looking after drivers who aren¹t 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.DESIGNStyling is very much aimed at the sporting buyer, with a low-slung look, but with high wheel arches and a distinctive radiator grille. We find the appearance a bit untidy in places, with some bulgy bits that don¹t quite work. But there¹s no doubt that Infinitis stand out from the automotive crowd and that¹s more important than ever these days.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.Having said that, all cars in this class, and indeed in lower-cost classes, are very quiet these days, so the added sound reduction in the Infiniti, while obviously there, isn¹t all that great.TECHNOLOGYInfiniti M is offered in three distinct 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; we found the Infiniti M35h is the most interesting of them all, having a petrol-electric drivetrain using a 3.5-litre 225 kW petrol V6 and a parallel electric motor that can produce up to 50 kilowatts of power.Note that the maximum output from the M35h 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.SAFETYInfiniti 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.Infiniti drivers who don’t adjust the car’s outside mirrors correctly are looked after by a blind-spot warning system. This is not an unusual feature these days, but Infiniti takes it one step further by also looking 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.DRIVINGWe have driven several models in the Infiniti M, including all three power trains, and have come away impressed by their sporting nature. Steering is precise and nicely weighted and gives the driver the feel that the car is very much working with them.Ride comfort is generally good, though some harsh Aussie roads did let bumps come through at times. To us as driving enthusiasts this occasional lack of comfort is quite acceptable.Our initial test drives in the south-east Queensland hinterland showed the Infiniti hybrid to have immense amounts of torque for climbing hills with ease and overtaking with maximum safety.Every Infiniti M model uses a seven-speed automatic transmission and, in the manner of upmarket European sedans, are driven by their rear wheels. The engine is set well back under the bonnet to further enhance the front-mid layout. This results in excellent handling balance that we really appreciated in the challenging roads on which we reviewed several Infiniti M models.A disadvantage of having the engines set well back in rear-drive cars is that the gearbox intrudes into the cabin, resulting in relatively limited foot width for those in the front seats.RANGEThe complete Infiniti M range is:M37 GT: from $85,900 (automatic)M37 S Premium: from $97,900 (automatic)M30d GT: from $87,900 (automatic)M30d S Premium: from $99,900 (automatic)M35h GT Premium: from $99,900 (automatic) Infiniti M37Prices: from $85,900 (GT), $97,900 (Premium)Engine:3.7l petrol V6, 235kW/360NmTransmission: 7-spd auto, RWDThirst: 10.2L/100km; 235g/km (CO2)Infiniti M30dPrices: from $87,900 (GT), $99,900 (Premium)Engine: 3.0l turbo-diesel V6, 175kW/550NmTransmission: 7-spd auto, RWDThirst: 7.5L/100km; 199g/km (CO2)Infiniti M35h SPrice: from $99,900Engine: 3.5l petrol V6 hybrid, 268kW/350Nm+270NmTransmission: 7-spd auto, RWDThirst: 6.9L/100km; 159g/km (CO2)Warranty: 4yrs/100,000kmService: 10,000km/6mths

Volkswagen has announced styling changes to the 2013 model Touareg and at the same time has significantly upgraded the equipment levels of its medium-large SUV.VALUEEntry level Touareg 150TDI now has a standard Rear View Camera (RVC Plus) that improves reversing safety by displaying static and dynamic guidance lines on the display. This is an important safety features as their can be no worse feeling than reversing into a child hidden behind a large vehicle. The petrol powered Volkswagen Touareg V6 FSI was never a big seller in Australia so has been discontinued to make space for more turbo-diesel models on the importing ships.TECHNOLOGYAll Volkswagen Tuoaregs are powered by V6 engines that drive through a sophisticated eight-speed automatic transmission. The entry level Touareg is powered by a 3.0 litre, six cylinder engine with an eight speed sports automatic transmission. This results in 150kw of power and 400Nm torque.DESIGNThe Touareg V6 TDI 4Motion body now has the same exterior design as the other variants, incorporating the body coloured lower side and bumper trims with chrome mouldings as well as dual chromed triangular exhaust tips on either side. The previous styling of grey and silver coloured lower body side and bumper trims as well as oval chromed exhaust tailpipes is now being offered as an option at no charge for those customers intending to put the Touareg’s off-road credentials to the test.The Touareg 150TDI has bi-xenon headlights, LED daytime driving lights and Karakum 18-inch alloy wheels. Inside the cabin, there’s now a luxury look provided by Vienna leather seat upholstery. The driver and front passenger seats have 12-way electric adjustment and electro-pneumatically adjustable backrest side bolsters. The new design of safety-optimised front head restraints permit height and longitudinal adjustment.The rear backrest now provides the convenience of split-fold 60:40 that can be operated from within the luggage compartment creating more convenient solutions for transporting bulky items.SAFETYThe biggest news is on the safety front with all 2013 Volkswagen Tuaregs getting Volkswagen’s clever Driver Fatigue System (DFS). At the start of each trip the system analyses the driver’s characteristic steering behaviour, their use of pedals and transverse acceleration. If the monitored parameters show a significant deviation from the steering behaviour recorded at the beginning of the trip, warning lights and buzzers alert the driver and recommends they take a break. If the driver does not take a break within the next 15 minutes, the warning is repeated. Which seems rather too long a gap to us, but hopefully Volkswagen’s engineers have considered this. The optional Driver Assistance Package now also contains the added City Emergency Braking function. The City EB function is active below a speed of 30 km/h and also reacts to stationary vehicles; if necessary, it automatically initiates a braking manoeuvre, thereby contributing to avoidance of an impending front end collision or at least minimising the resulting damage.DRIVINGVolkswagen Touareg V6 TDI has received 20-inch Pikes Peak alloy wheels with 275/45 R20 tyres that team with air suspension with adaptive dampening control. This gives the benefit of the looks of the big wheels without the harsh ride that can be created by low profile tyres on rough Australian backroads.The complete 2013 Volkswagen Touareg range is:150TDI 3.0-litre turbo-diesel five-door wagon: $62,990 (automatic)V6 TDI 3.0-litre turbo-diesel five-door wagon: $78,990 (automatic)V6 TDI 4MOTION 3.0-litre turbo-diesel five-door wagon: $83,990Volkswagen TouaregPrice: from $62,990Warranty: 3 years roadsideEngine: 3-litre, 6-cyl, 150kW/400NmTransmission: 8-speed diesel, AWDSafety: n/aBody: 4898mm (L); 1965mm (W); 1732mm (H)Thirst: 7.2L/100km, 190g/km CO2

Ford Performance Vehicles (FPV) is no longer a standalone operation, it’s now in the process of being incorporated into the mainstream part of Ford Australia’s business as part of the cost trimming necessary to keep Ford in operation locally. Our test GT Falcon came from FPV directly as we picked it up just before the announcement of the changes to the company’s structure.VALUEWhen first launched last year, the new hot Falcon was the first supercharged V8-powered GT in its 43-year history. With 335 kW of peak power and 570 Nm of top torque, the 5.0-litre Boss V8 is fitted to four models – the GS, GT, GT-P and GT E – ranging in price from just under sixty-grand to $83k. The GT test car comes in at a tad over $71,000 – a stunning bargain when compared with similar cars from the like of Audi, BMW and Mercedes-Benz.With minor changes on the outside, the main game inside has been upgraded with the latest in smart automotive technology, including a new command centre, the focus of which is an 8-inch full colour touch screen. Centrally placed on the dashboard, the screen lays out an array of important vehicle information from air-con, audio, phone to satellite navigation systems. Unfortunately the angle of the screen makes it particularly prone to reflection in bright sunlight making it difficult to read too often.The luxury Falcon GT E, GT-P and F6 E models also feature a new integrated satellite navigation system with Traffic Message Channel as standard equipment. This includes 2D or 3D map modes; ‘junction view’ graphical representation of the road; ‘green routing’, which works out the most economical route, as well as the fastest and shortest routes available; advanced lane guidance and signpost information indicating which lane to use; street house numbers left and right; ‘Where Am I’ feature to show nearby points of interest and over-speed and speed camera warnings.Already standard on the big Ford GT E and F6 E, a reversing camera is now part of the package on the GT, adding to the convenience of the reverse audio sensing system which now displays a graphic on the command centre screen to supplement audible warnings.TECHNOLOGYAt 47 kg lighter than the all aluminium 5.4 litre Boss 315 kW engine it replaces, the new 335 kW engine is the result of a $40 million program put together by Aussie-based company Prodrive, a major operator of the FPV organisation at the time. Taking a lead from the Coyote V8 first introduced in the latest American Ford Mustang, the base of the new FPV engine is imported from the US in component form and hand assembled locally by FPV, using extensive Australian-made componentry.The heart of the Australian engine is a Harrop Engineering-developed supercharger utilising Eaton TVS technology. Fuel consumption figures held no surprises, the test GT using 8.6 litres per 100 kilometres during a cruise on the motorway, while in town gulping 18-plus litres over the same distance.DESIGNOn the outside the Falcon GT is fitted with new lighting complete with projector headlamps. Cabin comfort is good, with plenty of room all round, driver visibility to match and pretty good support during hard cornering.Interior upgrades include the addition of FPV floor mats, while added exclusivity of the GT comes with each car individually numbered – in the case of the test vehicle ‘0601’. Collectors please note. We loved the triumphant power bulge rising above the bonnet; the figures ‘335’ on the flanks spruiking the power plant’s potential in kilowatts (450 horsepower in real money); and Boss announcing the engine’s station in life.SAFETYSafety is in the hands of driver and front passenger airbags, plus front seat side thorax and curtain airbags, anti-skid brakes with electronic brake force distribution and brake force assist, dynamic stability control and traction control.DRIVINGFitted with a six-speed automatic transmission with sequential sports shift, a no-cost option on the GT, the whole package produces handling which belies the car’s bulk – the balance of an Olympic gymnast and snappy turn-in of a 200m sprinter – four-piston Brembo brakes making light of pulling up.Driving flexibility is way above that shown previously in a big V8.The Falcon GT will happily tootle around in town traffic. But plant the foot on the highway and the beast is unleashed, putting instant power to the road, while out the back, via a quad pipe bi-modal exhaust system, comes a deep engine note to match.VERDICTWe loved every minute of our time in this great Aussie muscle car.Ford FG Falcon GT Mk IIPrice: from $71,290 (not including government or dealer delivery charges)Warranty: 3 years / 100,000 kmSafety: 5 star ANCAPEngine: 5.0-litre supercharged DOHC V8, 335kW/570NmTransmission: ZF 6-speed, RWDThirst: 13.7L/100km, 325g/km CO2

Over a decade ago Honda brought the first ever mass-produced hybrid to Australia early in 2001. The Honda Insight was something out of the ordinary not only in its petrol-electric powertrain, but also in its radical styling.Sales have been slow for the Insight and its original near-$50,000 price tagin 2001 didn't help either - you could get into a mid-range Honda Civic for less than half of that. Honda quickly learned its lesson, so from 2004 began to import Civic hybrids rather than Insights. These have been moderately successful in the sales race over the years.In its strong push towards clean, green vehicles Honda now sells three hybrids in Australia: the Civic which is the subject of this test, the sporting CR-Z that picked up Wheels magazine’s car of the year award in 2011, and new Honda Insight. The latter being considerably more mainstream than the model that held that name 10 years back, though with a good dash of individuality.With the new model Civic hybrid for 2012 Honda is making a strong sales and marketing push. Amongst other methods it gave several motoring journalists the opportunity to live with a Civic hybrid for six months. We are now halfway through that period and are thoroughly enjoying the experience.The Civic hybrid loses a little boot space to house its battery but is better than many older generation hybrids. As the battery sits upright behind the rear seat here’s no fold-down facility to let you carry extra long items within the car. Interior space is fine for four adults, with room in the centre-rear for another without too much discomfort. Despite the sleek appearance of the body headroom in the Civic is fine.There’s a big emphasis on in-car entertainment and communication in the all-new Civic, with a screen in the right-centre of the dash devoted to phone, iPod and audio systems. These are controlled by buttons on the steering wheel to minimise - but obviously not eliminate - driver distraction.Owners of turbo-diesel cars, particularly those built in Europe, will point out that they can achieve similarly low fuel figures. However there’s a lot more to saving fuel when it comes to trimming the danger vehicles can cause to the air we breathe. Diesels put out significantly more CO2 than petrol-hybrids; as an example the Honda Civic hybrid is rated at 104 grams per kilometre in the Green Vehicle Guide, whereas diesel cars of this size typically push out 150 to 160 grams - a huge difference.Having covered almost 2000 km to date, we have found the Honda Civic hybrid using fuel in the range of 5.6 to 6.2 litres per hundred kilometres in commuter driving in town. This can be pulled down to the high fours on motorways while still flowing along easily with the traffic. A mixture of city and country driving usually had the fuel meter sitting in the low to mid fives.Major changes have been made to the electric motor and it is now powered by a lithium-ion battery in place of the nickel-metal-hydride of the previous model. This gives the Civic hybrid added torque off the line and it has plenty of performance for day-to-day driving. The petrol engine stops completely once the speed gets below about 10 km/h. It restarts as soon as you want to move off again.Because the ‘starter motor’ is the same one that helps drive the car, restarting is significantly smoother than that of a normal four-cylinder engine with a stop-start feature. The driver can select between economy and performance in several ways. As in many recent Hondas (not just hybrids) you can push an ‘Econ’ button to go for minimum fuel consumption.We found that using this can trim as much as five per cent off the routine fuel use. On the downside it really does deaden the feel of the engine and we weren’t all that keen on it. There’s also a Sports mode if you really wanting to pedal along hard and it certainly adds a fair bit of oomph to the performance. In reality we seldom felt any need for this as the hybrid isn’t that sort of car.

Called the Z-Series range it provides excellent value for money. Not that Holden’s marketing guys would kick a rival when they’re down... Interestingly the Commodore Z-Series is offered on comfort and sports models across all VE body styles. Meaning it’s aimed at a much winder spread of buyers than conventional special editions. Holden’s sales chief, John Elsworth explains, “Whether you are looking for exceptional value, more comfort and luxury or real sports performance, there’s something for everyone with this new Z-Series range. Anyone in the market for a large sedan, family Sportwagon or a great Aussie ute, there’s really never been a better time to buy a Holden.” In sedan and Sportwagon format the Holden Commodore Z-Series comes with 18-inch alloy wheels, front foglamps with chrome surrounds and rear park assist combined with a rearview camera. The sedan gets a front spoiler. Inside there are leather seats and steering wheel trim. The Commodore SV6 and SS Z-Series get the above listed items, except that it receives 19-inch alloy wheels in place of the 18-inch alloy wheels already fitted. They also receive ‘Z-Series’ carpet mats. Holden has really opened up with the SSV Z-Series sedan, Sportwagon and ute. They get the styling and handling dynamics provided by FE3 sports suspension and front Brembo brakes. The sedan has a sunroof. Again, ‘Z-Series’ carpet mats and badges make them stand out from the crowd. Coinciding with the new Z-Series packs, Holden has introduced a new colour. Tagged ‘Alchemy’ it’s a luxurious deep purple hue based on the stunning shade that wowed car enthusiasts worldwide when used on the Efijy show car a few years back. Try saying Holden FJ with a strong Italian accent to get the right sound for the Efijy... The complete Holden Commodore Z-Series range is: COMFORT RANGE Z-Series sedan petrol: from $37,990 (automatic) Z-Series sedan LPG: from $40,490 (automatic) Z-Series Sportwagon petrol: from $39,990 (automatic) Z-Series Sportwagon LPG: from $42,490 (automatic) SPORTS RANGE SV6 Z-Series sedan petrol: from $42,790 (manual), $43,790 (automatic) SV6 Z-Series sedan LPG: from $46,290 (automatic) SV6 Z-Series Sportwagon petrol: from $45,790 (automatic) SV6 Z-Series Sportwagon LPG: from $48,290 (automatic) SV6 Z-Series utility petrol: from $38,490 (manual), $39,490 (automatic) SV6 Z-Series utility LPG: from $41,990 (automatic) SS Z-Series sedan petrol: from $47,790 (manual), $49,790 (automatic) SS Z-Series Sportwagon petrol: from v$49,790 (manual), $51,790 (automatic) SS Z-Series utility petrol: from $42,490 (manual), $44,490 (automatic) SSV Z-Series sedan petrol: from $55,290 (manual, $57,290 (automatic) SSV Z-Series Sportwagon petrol: from $57,290 (manual), $59,290 (automatic) SSV Z-Series utility petrol: from $47,490 (manual), $49,490 (automatic)  

A BMW convertible: sun up, top down, wandering along quiet scenic roads in the last days of winter in south-east Queensland. Life doesn’t come much better than this. So we decided to make a weekend of it and dawdled up to Noosa to get a break away from the routine of feeding a computer with endless words.The second generation of BMW’s 1 Series was released in Australia in October 2011 in hatchback form. But the convertible in which we have just spent a most enjoyable week is carried over from the previous generation, albeit with some changes of the ‘soft’ bits of the body to give it strong visual links to the gen-two cars. These were made in April 2012, hence us being able to justify spending another week in one of our favourite soft-tops.After driving for over 500 kilometres the little 118d convertible was still showing about a third of a tank of diesel left. The efficiency of all current BMW diesels is extremely impressive. Fit a little 2.0-litre diesel engine (yes, we know, the badge suggests 1.8-litre, but it isn’t) unit into a lightish car and fuel consumption in the low fives is there for the asking.On our holiday trip the fuel consumption was in the mid five litres per hundred kilometers range, principally because the only time the roof was closed was when we left the car parked and unattended. There’s something about the Noosa region that makes you want to stop outside a trendy eating spot and leave the car open so you can admire it while you dine.With the roof closed, therefore making for better aerodynamics, it would be easy to get the fuel consumption down into the high fours on easy paced trips on motorways. Around town that would lift into the six to seven litres per hundred kilometre range in commuting traffic, even more if you are tempted to enjoy the free-revving ability of the 118d engine (free revving for a diesel, that is).Exterior changes to the shape of the new-gen 1 Series hatchbacks are relatively minor and the updated shape of the 118i and 118d convertible could easily be mistaken for a brand new model by those who aren’t into car spotting. Expect an all-new convertible sometime during 2014, though BMW hasn’t announced the date as yet.Having a soft-top rather than a folding hardtop in the modern manner means the little Bimmer looks like a ‘proper’ convertible. Whereas a hardtop with the roof raised –  which for most people is most of the time – it looks like just another coupe.The 1 Series is the smallest in the BMW range and in convertible format, interior space is further compromised by the need to provide space into which the roof can be lowered. This means the back seat is really only suited to kids and, even then, tall occupants in the front seats will probably have to give up a bit of their legroom to make room for the little darlings in the back.Boot space is also compromised by the roof mechanism, but we were able to get a couple of aircraft cabin bags in there and used the back seat for softer items of luggage. The front seats are reasonably large and are well-shaped for cornering support, without going to the extremes of large bolsters that make ingress / egress awkward.On the subject of safety, the little convertible has electronics that minimise the chances of the car going sideways, then strong rollover protection should the worst happen. Naturally even the smallest models in the BMW range gain a full suite of crash safety features.The two great attractions of BMW vehicles are their status and the driving experience. The aforementioned lack of interior space is chiefly due to a large centre console to cover the gearbox, a central tunnel to house a driveshaft and a differential under the boot.All these apparent handicaps are soon forgotten when we threw ‘our’ BMW 118d at hard corners on demanding roads in quiet hilly areas away from the tourist throngs. Superb balance is immediately obvious, as are responsive steering that almost seems to read your thoughts, and the huge amounts of cornering grip the little Bimmer provides.The ride can be rather firm in some circumstances so try to find some rough road surfaces during your pre-purchase test drive. Those who are simply looking at the prestige of sitting between spinning-propell or badges may not feel comfortable. Those who put sheer driving pleasure ahead of all else will simply love every moment they spend behind the wheel.The turbo-diesel engine provides plenty of torque after a minimum period of lag at lower revs. Once wound up it gives plenty of satisfying acceleration to get out of bends promptly, and also to make overtaking simple and safe.Lack of interior and boot space are soon forgotten when we threw ‘our’ BMW 118d at hard corners on demanding roads.