Articles by Ewan Kennedy

There’s a lot to be said for designing a people mover that’s based on a cargo van. Hyundai’s iMax is a classic example of this.While the iMax may not have the sleek look of something like a Toyota Tarago or Chrysler Voyager it has so much more interior space that it can almost be seen as a small bus not a people mover.Hyundai’s generous warranty apply of five years or unlimited kilometres is much appreciated in those who are in the mortgage-paying, family-raising stage of their lives.Power and torque figures are a relatively standard 129kW at 6000rpm and 228Nm at 4200rpm. Standard features on the iMax include air conditioning with dual-zones and additional controls in the rear. The audio system has an MP3-compatible CD player with auxiliary input jack.On a practical note, the iMax has a semi-bonneted body, which is the best compromise between crash safety and interior volume.Safety gear includes dual front airbags and ABS brakes with Electronic Brakeforce Distribution. Dual airbags are considered as a bare minimum by many buyers these days so Hyundai may have to up the ante soon.There’s enough toughness in the style of the Hyundai iMax to also make it appeal to those who may otherwise have bought an SUV or even a 4WD. Just look at its prominent bonnet, large mesh grille and big headlights that swoop a long way back. There’s no shortage of chrome in the front end.There are large sliding doors on both sides of the van, making for easy ingress and egress to the second row of seats. Getting into the back is a bit of a squeeze, though the easy sliding of the second row certainly minimises the effort.The first two rows of seats in the Hyundai can slide backwards and forwards to provide numerous combinations of legroom. The split in the second-row seat sees the single seat on the wrong side for Australia. So the easier to move seat is on the traffic side of the iMax rather than on the kerb side. Presumably this has been done as a cost saving design, and at just $39,990 plus on-road costs, the iMax CRDi is certainly light on the wallet.Hyundai iMax is capable of carrying eight adults in spacious comfort - typically, people movers carry four adults and three children unless you want to have crowded interior. When the back seats aren't in use the second-row seats slide right back to give a huge amount of limo-like leg space.Fuel consumption is about seven to nine litres per hundred kilometres on the open road and eight to eleven litres around town. Fill this Hyundai with eight people and motorway cursing means it’s consuming less than a litre of diesel for each person to travel 100 kilometres. Talk about low-cost travel.Even with a full complement of eight passengers, there is a surprising amount of space in the rear of the iMax for luggage. That’s partly thanks to a boot that’s deeper than that of an SUV with a differential under the floor, but also because it’s a boxy van back there, not a sleek people mover.Interior stowage space is good, with not one, but two, deep door pockets in each front door; single pockets in the rear sliding doors and rather shallow oddments areas beside the rearmost seats. There are drink holders beside each of the outboard seats.On the road the big Hyundai iMax people mover rides well and is generally stable. Its shape means it can be affected by strong side winds and the backwash of air from big trucks.The big Hyundai people mover we tested had a 2.5-litre common-rail turbo-diesel.It has a semi-commercial sound to it, not exactly a truck rattle, but there’s no doubt it’s a diesel at idle. Once up and cruising at a steady speed it’s more subdued in its note. Torque is strong and even with seven people in ‘our’ iMax we had no trouble keeping up with traffic or climbing hills.Transmission was by a five-speed automatic with tiptronic-type overrides in our test iMax, it works nicely in conjunction with the engine torque characteristics.Though the emphasis in the suspension setup is on comfort, handling isn’t too bad.There's good turn in and the iMax tracks nicely around corners providing you don’t tackle them at any sort of speed. If you do get cornering wrong understeer will knock the speed back to a sensible level. The Hyundai iMax is surprisingly easy to manoeuvre in tight conditions thanks to a tight turning circle. However, it’s a big vehicle and can be challenging in underground carparks.

Subaru’s fourth generation Impreza, in sedan or hatchback form, presents well.The front, with its hexagonal grille and hawk-eye headlights, sets the tone for a modern sporty small sedan/hatch, The flanks of the car are more functional than fashionable, but the styling is rescued at the rear, especially in the hatch, with a neat looking array of lights and neat spoiler.DESIGNSubaru’s designers have managed to come up with an aerodynamic shape, with a 0.31 (sedan), 0.33 (hatch) co-efficient of drag. Helping this slippery shape are foglights that aid air flow along the car’s flanks, a large aero enhancing undertray and mudguards and flaps that trim the air ahead of the rear wheels.Cabin soft furnishings are upmarket, including soft-touch dashboard surrounds and seat covers. Homely, yet with the formality of a maiden aunt’s sitting room.Comfy seating for five is achieved by there being more shoulder width and rear seat leg room than in the previous model. As is the case with almost all cars it’s better if three of the five are of the child variety, but there good space for a pair of adults back there.Storage areas include a glovebox that can take the equivalent of 16 compact discs and a centre tray big enough for nine CDs, while the sliding console box between the front seats in the 2.0i-L and 2.0i-S has capacity for 13 CDs, USB and AUX terminals, and 12-volt power.The golfer is under no handicap with the Impreza’s 340-litre hatch cargo area capable of carrying three golf bags, while the sedan’s 460-litre boot can fit four. The hatch security blind can be stored neatly out of the way under the cargo area floor.In front of the console is a dual drink holder, while the front door pockets also have space for a bottle. In the back, the centre armrest has dual drink holders.TECHNOLOGYA new generation four-cylinder boxer engine weighs in with its own fuel efficiencies. Putting out 110 kW of power at 6200 rpm and 196 Nm of torque at 4200 rpm, the long-stroke design delivers a 10 per cent improvement in grunt. The new Dual Active Valve Control System boosts performance and efficiency. Euro 5 compliance makes this the cleanest petrol engine in the Subaru stable.The result is fuel consumption claims of 7.1 litres per hundred kilometres (manual) and 6.8 litres (CVT) on the combined urban / highway cycle. We used 7.4 litres per hundred kilometres on mixed town and motorway driving in the CVT hatch. So the claims are pretty close to reality, which isn’t always the case.A multi-function display in the Impreza 2.0i includes a fuel efficiency indicator that includes current and average efficiency and distance travelled. Linked to Auto Start-Stop, it shows length of time the engine is stopped and cumulative time stopped. If the driver prefers, he or she can blank it out.The premium MFD in Impreza 2.0i-L and 2.0i-S is straight off the computer game shelf, displaying screens to monitor the fuel efficiency of the driver’s style. At journey’s end, there’s an on-screen evaluation of their day’s driving, comparing it with a previous drive.The MFD is linked to Auto Start-Stop to show engine stop time and the amount of fuel conserved while stopped. Of course, the less fuel is used the fewer emissions are emitted by the Subaru.The premium MFD also shows reverse camera images.It is inevitable that somebody has to pay the piper for these lessons in responsible ‘drinking’ and that is the driver who likes responsive power delivery in a car. The Impreza manual can be coaxed to do better, the CVT gives the driver good control over by way of preset ratios. Our choice would be the manual, then again we do fall into the keen-driver category.DRIVINGA major contributor to the new Subaru Impreza’s frugality is an Auto Start-Stop system that stops the engine when the vehicle is stationary, such as at traffic lights. In CVT vehicles the engine stops 0.5 seconds after the car halts. When the brake is released, the engine starts after 0.35 seconds. In the six-speed manual Imprecate restarts after the clutch pedal is pressed.Studies have shown that cars may be stopped up to 30 per cent of travel time, particularly in rush hour, so savings can be considerable. It takes a while to get used to the fact that the engine has appeared to have stalled, but drivers who stick with the system rather than switching if off, report they do get used to the feeling.VERDICTSubaru has long prided itself on occupant safety so it comes as no surprise that the latest generation has won a five-star rating from the Australasian New Car Assessment Program (ANCAP). It has an Acceptable rating for pedestrian safety from the same organisation. Every Impreza model has seven airbags, including a driver’s knee airbag, while Impreza 2.0i-L and 2.0i-S run to a reversing camera.

Hyundai’s Accent CRDi is quite simply the lowest cost diesel engined car on our market. When the Accent CRDi was introduced in January 2012 it immediately replaced the Ford Fiesta LX TDCi as the least expensive turbo-diesel model in Australia.This new oil burning Accent comes as a four-door sedan and a five-door hatchback, both at the same starting price of $19,490.That’s a $2500 premium over the manual petrol Accent but much of that added cost will be recouped from the significantly lower fuel consumption.Low running costs are impressive, but keep in mind you’re spending an extra $2500 to achieve the fuel savings. Some of this added cost will be recouped when the time comes to trade up.The Accent's 1.6-litre four-cylinder turbo-diesel delivers 94 kW of power, and a very healthy 265 Nm of torque all the way from 1900 to 2750 rpm.Hyundai Accent CRDi has official fuel consumption measurements of 4.4 litres per hundred kilometres in the manual sedan and 4.5 litres for the hatch. In the glove compartment we found a box of 10 latex gloves for clean diesel filling.Our review Hyundai Accent diesel was a neat looking hatch with what Hyundai calls its `fluid design'. There are no hard edges and many who saw the flowing shape during our test period loved its lines.We like the current Hyundai Y-shaped dash design theme. It’s clean, easy on the eye and functional. Bluetooth and MP3 are standard and there are audio controls on the steering wheel.The front seats are comfortable and supportive. The rear seats offer good legroom and reasonable headroom and are reasonably supportive. However, the centre seat is firm to the point of being hard and has less headroom than the others. There's no storage in the rear doors.The rear 60/40 split seats fold flat with a one-touch action. The large boot is easy to load and has a security screen.The Accent turbo-diesel has a five-star ANCAP rating and has six airbags, stability control, traction control and ABS brakes with electronic brakeforce distribution.Turbo-diesel engines produce a lot more torque than non-turbo petrol engines, making the Accent CRDi easier to drive. Fifth and sixth gear are highly geared for economy. In sixth gear the Accent CRDi simply lopes along at 110 km/h barely hitting 2000 rpm.During our open road driving we found the car to be using four to five litres per hundred kilometres when driven with economy in mind. Harder driving and hilly roads could see this rise to the five to six range, but that’s still excellent. Around town we would also expect the Hyundai Accent CRDi to use fuel in the latter range.This Hyundai Accent handles nicely, has minimal body roll and no bad road manners that we could find. It is as well suited to city driving as open roads with the turbo diesel and high gearing making it simply lope along in the bush.Hyundai Accent CRDi is a good looking car that doesn’t give the appearance of being a stripped down economy special. It’s simple to drive and park and its low purchase price seems assured of success in the Australian sales race.

For many years Audi lagged behind arch rivals Mercedes-Benz and BMW models in the prestige car stakes in Australia.That was despite it holding equal ranking in most European countries. However, Audi is now seen as one of the ‘big three’ in the eyes of upmarket Australian buyers.The so-called single-frame grille, with its huge radiator grille has been a stroke of genius in automotive design and is arguably the main reason for the big increase in sales in recent years. In Australia, aggressive marketing and a willingness to throw serious money at marketing the brand has also played a major part. The subject of this week’s used-car review, the A6, is the mid-size vehicle in the Audi range.It replaced the Audi 100 in November 1994, but struggled in the sales race in its early days. A virtually all-new A6 reached Australia in November 1997 improved things somewhat so we will start looking in detail at the A6 from that model onwards.The aforementioned single-frame grille reached the A6 range in Australia in August 2005 and things really started to hike along. Interior design has been a strong point with Audis for many years and the cabin is close to immaculate in the way it’s themed and then constructed.The Audi A6 has high levels of noise, vibration and harshness suppression that make it a very capable high-speed cruiser. Interior space is OK for five adults, though lack of support in the centre-rear position makes it a noticeably less comfortable position than the other seats.Boot space is very good in the sedan. Audi A6 has a reasonably strong presence in the prestige station wagon market in Australia, though not to the huge extent it does on its home market. Handling is better than average for a front-wheel-drive car, though the powertrain layout, with the engine being mostly in front of the axle, means the nose-heavy machine tends to push slightly wide on corners.This has been toned down with each successive model, but is still a weak point compared with other vehicles in this upmarket German class. Owners who are more interested in the aforementioned waft-along cruising are unlikely to ever experience the understeering.There is the option of Audi’s famous quattro all-wheel-drive system for added traction on slippery roads. It too can suffer from front-end push but does so at higher cornering efforts. Quattro isn't on offer in all models, but is well worth the extra money if you’re a keen driver.Engines are many and varied, with petrol and diesel units on offer. In the petrol lineup there's everything from turbocharged, 2.0-litre four-cylinder units to a sweet little V6 with a capacity of just 2.4 litres and larger V6s displacing 2.8, 3.0 and 3.2 litres.These are complex cars and it's best that you have all work, other than the vary basics of servicing, done professionally. Audi dealers are generally restricted to major metropolitan areas but you will find some in major country centres as well. Contact Audi's head office in Sydney for further information.Insurance costs are relatively high, but no more than you would expect from quality cars built from top-end materials. Premiums don’t usually vary a lot between major players, but it's always worth shopping around for the best deal. Make sure you are comparing like with like before making your decision. As well as the standard A6 models, Audi also imports high-performance variants. Called, in ascending order of performance, Audi A6 S Line, Audi S6 and Audi RS6, the latter are sold in pretty limited numbers and are aimed at a very specialised market, so won’t be examined in detail here.WHAT TO LOOK FORRust is rare as Audi was a pioneer in using all-galvanised panels in its bodies. Poor crash repairs which didn’t see the metal being properly protected can still lead to troubles.Interiors are finished to a very high standard and last well. Nevertheless, careless owners can still cause damage so check the complete interior. Sun damage, even on cars that have been kept outside continuously, is rare, but check the upper surfaces of the dashboard as well as the condition of the rear parcel shelf.Look for oil leaks from early V6 engines and if the engine. Be sure the cam drive belt has been replaced on schedule. Look for oil leaks from the power-steering rack and the hoses connected to it.Check that the automatic transmission works smoothly and does not change gears when it shouldn’t. If a tiptronic is fitted run it up and down through the gears to make sure it selects them quickly.CAR BUYING TIPBeware the social-climbers who have bought cars they can’t afford to maintain correctly. If you can’t examine the service books be very suspicious. 

Since the Toyota Aurion was launched in Australia in 2006 large car sales have slumped, dropping from 138,000 per annum to 80,000 in 2011.Even so, it is hardly a niche segment and Toyota believes it will sell more, not less, Aurions with the launch of this virtually all-new model.VALUEToyota Aurion pricing is razor sharp with a price advantage of $745 to $3500 over entry-level Falcon and Commodore while the Aurion AT-X is almost $6000 under the Commodore Omega 3.6-litre V6.Toyota is also offering five routine services at a fixed price of $130 each for the first four years or 75,000 kilometres.TECHNOLOGYAurion is up to it with new technology and is USB and iPod ready, has Bluetooth and audio streaming with the Presara and Sportivo ZR6 having premium digital radios.Under the bonnet things have changed little with Aurion retaining the 200 kW twin-cam V6 that also powers Kluger, RAV4 and Lexus RX350.Toyota Australia engineer Greg Gardner said the performance of the V6 is more than adequate for the Aurion, adding consumption has been improved from 9.9 litres per 100 km in the Gen 1 Aurion to 9.3 L/100 km in the new modelDESIGNThe new Aurion has dropped 55 kilos on a diet of high-tensile steel with essentially the same dimensions as the outgoing model. Aurion is rated for braked towing at 1600 kg.Chrome is back and the Presara and Prodigy gain a chrome grille with horizontal bars that will gladden the heart of any classic car buff. There's also plenty of shiny stuff adorning the boot.Toyota Aurion now has a 60/40 split rear seat that increases the handiness of the 515-litre boot, giving it the ability take carry long objects as well as configure alternative seating arrangements.Buttons in the boot release the seats which can then be pushed down almost flat. The boot also houses a full-size matching alloy spare wheel. The Sportivo models get a different, slightly smaller, grille done in a variation on the egg crate style - and all in black and in keeping with the sporty image.These differences are also reflected inside the cabin where stitched leather seats and upholstery and wood grain finishes adorn the Presara and Prodigy, while the Sportivo gets contrasting colour sports seats with additional support.The interior feels lighter, brighter and larger with Toyota using narrower A and B pillars. Large car owners like their cars to feel big on the inside and Aurion achieves that goal. Noise, vibration and harshness (NVH) have been improved through a raft of design improvements as well as the use of sound-proofing materials.Like the recently launched Camry Hybrid, Aurion gains what is essentially a double glazed windscreen. Wind flow under the bonnet and up under the front mudguards has been deflected to reduce noise and new sound-deadening carpets have been added. Double seals have been added to the door glass.The result is a cabin that is whisper quiet even on some of the harsh road surfaces we found on the launch of the vehicle organised by Toyota in and around the Adelaide Hills and McLaren Vale.Toyota has gone to great lengths to differentiate between the five Aurion model variants: luxury Presara and Prodigy, sporty Sportivo SX6 and ZR6 and entry-level AT-X. The end result is that the front end of the Aurion Presara and Prodigy is all luxury and the Aurion Sportivo is aggressive and purposeful.SAFETYToyota conducted extensive testing in Australia and the suspension has been tuned to local conditions.With the addition of a driver's knee airbag there are now seven airbags for peace of mind. Toyota chief engineer Yukihiro Oaken, in Australia for the launch of his machine, announced that the Aurion had achieved a five-star ANCAP safety rating.DRIVINGAt launch we were able to drive two models, Presara and Prodigy. The interior does have a luxury feel with stitched leather seats and trim, power seats, and the space and openness you associate with large European marques. The V6 is a willing powerplant and well mated to the automatic. Aurion has a six-speed automatic transmission with a sequential shift alternative while Presara and Sportivo also have paddle shifters on the steering wheel.Aurion's external dimensions have grown a fraction in width and length and there's now more rear seat knee and leg room. The accelerator pedal and the front seats have been moved slightly forward. The back seat is not quite limousine size, but passengers will not complain about legroom.We found the ride and handling to be comfortable with little body roll and just a hint of understeer on sharp corners at enthusiastic speeds. The car points well with a new, stiffer suspension and more rigid body. There's also a new electric power steering unit similar to that in the Lexus RX series.VERDICTThe variety of models on offer and the competitive price packages make the 2012 Toyota Aurion well worth a look.

The return of Honda to the sporty coupe field with the petrol-electric CR-Z has rekindled interest in the Japanese marque long known for its sporting successes.As a follow on from that buyers are starting to take an interest in other, sadly superseded, sports models from Honda. And in particular the Integra range.All Honda Integras are built to a high quality in the Japanese manner and the combination of sportiness and quality means they retain their value well. Resales may further increase due to the aforementioned revival in interest, no promises though...Honda Integra can be confusing as it changed its character on more than one occasion over the 15 years it was on sale in Australia from 1993. The positive side of that confusion is that many will find an Integra to suit their particular needs. Because you can get either an attractive cruiser, a full-on sports machine, or somewhere in between.Integra was almost a four-seater in its earlier periods, prior to 2001, and can be used as a nice family machine while the junior travellers are still small. This makes a good compromise for the person who wants a good looking coupe, but who is forced by financial circumstances in the direction of practicality.At the other end of the scale, the third-generation Honda Integra Type R, is a semi-race machine. While it had been on sale in Japan for a long time the Integra Type R didn’t reach Australia until August 2000, and even then only in limited numbers.It's a really hot little beast aimed at the serious driver. Those wanting a comfortable cruiser should look elsewhere as this Type R has no compromise suspension settings.Having introduced us to the delights of a genuine sports machine in that first Type R, Honda went and spoiled things with the fourth-generation, launched in August 2001. It is a softer car than its predecessor, though still reasonably easy to punt hard if you put your mind to it.It wasn’t until October 2004 that Honda Australia woke up to itself and brought in another ‘proper’ sports Integra, this time tagged as the Type S. Now you can understand why the word confusing appears above...Engines are 1.8 litres until the fourth-generation model of 2001, when the capacity climbed to 2.0 litres. However, Honda's ability to get big power from smallish engines is renowned and the hottest of them all, the limited edition Type R of 2000 managed a hefty 141 kW from its 1.8 litres.Transmission choices are five-speed manual in most models, with the high-performance Type R and Type S getting six-speed manuals.Four-speed automatic transmissions with a conventional change were offered until the 2001 fourth-generation Integra arrived with a five-speed auto using sequential manual overrides.Even the standard Honda Integras handle pretty well, with good turn-in and not too much understeer if pushed hard.The hot sports models are amazingly good for front-wheel drive cars, but can be harsh in their ride. There is a good number of Honda dealers Australian wide, with this Japanese company being reasonably well represented in country areas.Spare parts and servicing are usually well priced, with Honda having put some hard work into pulling prices down a few years back when it had a reputation for charging top dollar for spare bits.Insurance charges are about average for a sporting coupe, meaning fairly expensive but not outrageously so. Few companies seem to understand that there are some really hot variants amongst them.The Integra suffered from the general decline in popularity of sports coupes that began early in the 21st century. Though it hung on for longer than some of its competitors, production eventually ceased in 2007.WHAT TO LOOK FORBeware of the Honda Integra Type R that has been thrashed on race tracks, or traffic-light drag racing.Look for a body kit, extra instruments or a large exhaust tailpipe extension, these may be a sign of hard driving, though many dress up their cars with go-faster.Excessive brake-pad dust, usually at its worst on the insides of the front wheels and callipers, is another indication of hard driving.Check for repairs to crash damage by looking for paint that doesn’t match correctly from panel to panel. Ripples in the panels, easiest to spot while looking lengthways along them in good light, are another solid cue. If in doubt, call in an expert.Make sure that the engine starts properly and idles easily. These sports engines are complex items, particularly for their day, and can be expensive to repair. They really should be checked by a Honda dealer, or at least a specialist technician from a motoring association.Pay attention to the transmission during your road test and be sure it works smoothly and easily with a minimum of noise.Look over the interior for signs of damage. Though they usually age well they can suffer rough treatment. Listen for squeaks or rattles inside the car during the test drive, a rough road will magnify.CAR BUYING TIPCoupes aimed at cruising buyers may be thrashed, and hot coupes may be driven gently - there’s no logic in this market segment. So don’t jump to conclusions, get a full technical inspection before buying.

The Lexus ‘spindle-grille’ that recently made its debut on the all-new Lexus GS 250 and 350 is now a feature of the Lexus LX 570. In keeping with current fashion it sports a new design of 20-inch alloy wheels. These won’t do a lot for the big 4WD in harsh off-road conditions as tyres can suffer due to lack of sidewall flexibility.  Which may sound like an unnecessary complaint from us considering how few so-called 4WDs are ever taken off-road. But the large Lexus is one of the most competent vehicles in its class and we have done serious off-road trips on more than one occasion. Silly as it may sound, the Lexus 4WD can tackle sometimes conditions that can stop the Toyota LandCruiser 200 on which the Lexus is based. That’s due to its adaptive suspension and a myriad of off-road traction aids.  Perhaps the most noticeably feature of the latest Lexus LX 570 are the LED daytime running lights. There’s also a new headlamp design and the foglamp surrounds have been enlarged. The latter is part of a redesign of the front bumper bar, which, naturally, includes the lower section of the spindle-grille.  There are also changes to the design of the rear bumper and taillights. Lexus says the new discreet tow hitch cover adds to the aesthetics of the revamped body package. While not many Lexus 570s go off sealed surfaces, they certainly do their fair share of heavy duty towing.  The driver's seat has new Easy Access system that retracts the driver's seat and steering wheel when the ignition is turned off. Front seats have improved ventilation. The centre cluster has been redesigned, reducing the number of buttons. One-touch turn indicators as fitted on most recent model European and Australian cars are an added safety item on a large vehicle like this Lexus.  There’s a new metallic finish for the centre instrument cluster and front side air vents. A new dual rear seat entertainment system will make life easier for the kids - and those who have to listen to them. Lexus LX 570, when fitted with an Enhancement Pack is fitted, has steering wheel-mounted paddle shifters, which can be used to control the six-speed automatic transmission.   This Enhancement Pack also has the Lexus Pre-Collision safety System, Active Cruise control, rear seat heaters, ventilated front seats and mahogany wood grain-look interior trim, including on the steering wheel. The enhancement pack is available as a $16,000 option, bringing the recommended retail price to $156,900 - almost $9,000 less than the previous Lexus LX 570 Sports Luxury model.   The standard Lexus LX 570, if standard is the right word for a vehicle crammed with so many extras, now has a recommended retail price of $140,900 - almost $9000 less than the superseded Sports model. This luxury 4WD is a large vehicle and the addition of an off-road Turn Assist feature will be welcome. This tightens the turning circle by adding more brake force to the inside rear wheel to help the rear skew around a little more. Which, of course, does no damage to the tyres as the vehicle is on an unsealed surface. That’s clever.  Further off-road assistance is provided by a new selectable Multi-Terrain Select system. This juggles electronically between the stability and traction control systems over different surfaces to find the best combination. You can select from five types of terrain modes; Rock, Rock and Dirt, Mogul, Loose Rock, Mud and Sand. Off-road and city driving are both made safer by Lexus’s new Multi-Terrain Monitor.   This uses four external wide-angle cameras to monitor blind spots or areas of the vehicle obscured from view. The cameras' vision is projected on the 8-inch LCD screen on the centre console.  A new multimedia display that sits between the speedometer and tachometer, displays the front wheel steering angles, a digital speedo, satellite navigation and information relating to the Multi-Terrain Select function.  The Crawl Control feature has been upgraded, with the number of preset speeds upgraded from three to five steps, for greater off-road control. Well priced for its class and positively crammed with the latest in luxury gear, the latest Lexus LX 570 is worth the attention of the well-heeled looking for a ‘real’ 4WD.

I spend a lot of time behind the wheel and appreciate the information that’s provided by various signs along the way. Signs that generally make sense. Some are about driving and safety: Stop means just that, same with Give Way and Keep Left Unless Overtaking is used to aid traffic flow (though it must be admitted this one seems to confuse a huge number of drivers).The sign saying Slow Vehicles Keep Left results in the interesting discovery that there are no slow vehicles on our roads. Though that’s partly caused by drivers in the right lane who are often too rude to let slower drivers back into the traffic flow if they have done the right thing and kept to the left.Tourist information signs are my favourite - the ‘i’ signs point the way to guide boards that provide invaluable information on the area being approached. “Vacancy” is most welcome late in the day when you’re touring in an unknown area and starting to get nervous about not finding a bed. “Maccas - 5 minutes” means the eagle-eyed grandkids immediately set up a racket from the back seat…All is good and even if the signs are mere advertising ones they help to break the monotony on long journeys.But some signs are a mystery. “Falling Rocks Do Not Stop” is a weird one. It suggests that stopping causes rocks to fall, which seems unlikely. Perhaps it means that falling rocks themselves don’t stop. Or does it tell you that if you see a fallen rock in front of your car you have to swerve around it instead of stopping - even when there’s another vehicle coming towards you?If fallen rocks are blocking the road then the sign has told you not to stop, so you must drive into them. The mind boggles.“Local Traffic Uses This Road” is obviously a sign erected by a recent graduate from the School of the Bleeding Obvious. Though having come across the occasional local dithering along as though the road belongs to them and no one else perhaps there’s some justification in this one.“Maximum Clearance” and its close cousin, “Maximum Headroom” - the latter often abbreviated to “Max Headroom”, which once resulted in an electronic character called Max Headroom in a TV series back in the mid ‘80s - is a real mystery to me.If I’m driving a tall vehicle into an underground carpark I’m not the least bit interested in what the maximum headroom is. What is vitally important to me - and the roof of the vehicle - is the minimum clearance, not the maximum.Look up in any basement carpark and you will see the maximum headroom is often in the vicinity of five metres, sometimes considerably more. So the typical high-roofed 4WD, which is likely to be about 2.1 metres tall, will have plenty of room above it.Beneath the five-metre or more clearance you will see supporting beams, lights, pipes, sprinkler heads and all sorts of things that will do nasty things to the roof of the a high vehicle.What the sign designers are trying to say is, of course, Maximum Height, not Maximum Clearance. But a simple Minimum Headroom or Minimum Clearance would also do the job.Any other signs that take your fancy and cause a giggle or a shake of the head? Drop me a line, and a picture as well if you have time to grab one, and I might do an Opinion piece called Weird Signs 2. 

Hyundai has taken its range in a new direction with the Veloster. If the admiring looks and comments we received during our week at the wheel are any indication of admiration, then Veloster is set to be a sales success. All the more so when interested parties realise it has a starting price of only $23,990.Veloster is a coupe on the driver's side and a hatch on the other. Quirky, yes. Practical: absolutely. The bane of owning a coupe has always been getting passengers in and out of the rear seats. This simple solution overcomes this. The forward hinged rear door on Veloster has the handle cleverly integrated into the door so that it is deliberately difficult to spot.Part of Veloster's visual appeal is the diving roof line and expansive hatch lid. This gives the car its sporting lines. The front is aggressive and distinctive and the rear end is also impressive.  There are two Veloster models, Veloster and Veloster +.ENGINE AND MECHANICALAt this stage Veloster is conservative under the bonnet. The 1.6-litre petrol direct injection has peak power of 103 kW at 6300 rpm and 166 Nm of torque at 4850 rpm. It redlines at a sporting 6700 rpm. There are two transmissions, a six-speed manual (as tested) and a six-speed dual clutch gearbox (DCT) developed by Hyundai.Hyundai claims combined consumption of 6.4 litres per 100 km. We managed 7.4, but that including a lot of city driving and performance testing. The good news is that Veloster is to get a turbocharged engine later in the year.SAFETYHyundai Veloster has a 5-Star ANCAP rating. Six airbags, stability control, stability management, traction control, ABS brakes and EBD with brake assist. Veloster comes standard with a reversing camera in the tailgate handle with images relayed to the 7-inch centre console LCD screen. Veloster also comes with rear park assist with sensors built into the rear bumper.DESIGN AND EQUIPMENTThe dashboard is all curves and lights, yet still manages to be a user-friendly. Our test car was the Veloster + so we had leather sports seats with lumbar support, panoramic glass roof and what Hyundai calls its supervision instrument cluster. This has blue back-lighting and the centre display has a blue/white matrix providing trip information.While the car is stationary passengers can view movies on the 7-inch screen. The audio system provides MP3, CD and AM/FM radio via four speakers, a centre speaker, two tweeters and a subwoofer, all powered by an external amplifier.As well as USB and Auxiliary inputs, there’s connectivity with iPod and Bluetooth including audio streaming on both models. The steering wheel has an array of remote controls for audio, telephone and cruise control. There are plenty of storage bins, cup holders and bottle holders in the front doors.DRIVINGThe front seats are supportive and comfortable as are the two rear seats. Obviously access to the rear seats is easy via the kerbside second door, but it's also easy to get in or out via the driver's side door with the front seat electrically moving forward.Many will find the rear seats a little claustrophobic thanks to the diving roof line and high side windows. In fact the passengers' heads are below the top of the vast hatch window and are likely to be cooked in the sun. The rear seats have a 60/40 split and fold to create a good size luggage area of 440 litres.Veloster has a solid feel about it from the moment you close the driver's door. Our test car was fitted with the six-speed manual shifter which was smooth and direct, but not close gated like some more expensive sports cars.Our first impression was that the car is under-powered. It’s certainly not rapid off the line and seems highly geared. Yet, when we took it for a spin through some of our favourite winding roads in the Gold Coast hinterland, Veloster was more at home and lived up to its looks.Peak torque is not reached until 4850 rpm so acceleration is a little tardy. The engine revs out to a tad over 6500 rpm. So holding on to the gears above 3500 rpm Veloster actually delivers plenty of punch, particularly if you are using second, third and fourth gears on winding country roads.There is no hill-start on the manual version, so poor drivers may have to opt for the automatic, or get some more driving lessons. Hyundai Veloster handles really well, flattening out corners with little body roll. The engineers have got the suspension sorted pretty well.The interior rear view is impeded by the design of the hatch so the adjustment of the rear view mirror is important to make the most of what is available. Road noise intrusion into the cabin is not too bad, but if you’re going to be spending a lot of time cruising on coarse-chip back country roads it might be worthwhile including these in your own pre-purchase test drive.VERDICTFrom the drivers' perspective there’s not a lot to dislike. Many people will buy Veloster on looks alone, but there is so much more to this car. We can't wait to drive the turbo version later in the year...MODEL RANGEVeloster 1.6-litre three-door coupe: $23,990 (manual), $25,990 (automatic)Veloster + 1.6-litre three-door coupe: $27,990 (manual), $29,990 (automatic)Note: These prices do not include government or dealer delivery charges. Contact your local Hyundai dealer for driveaway prices.

This is the sort of car most people should be driving. The Mercedes-Benz B-Class is immensely practical, with a spaciou interior (you need a large Mercedes S-Class to get more rear legroom, and then only just), a tall seating position to provide good visibility and variable luggage space that can be tailored in many ways. Yet the Benz B-Class is too often overlooked by buyers caught up in the macho craze that sees SUVs increasingly dominating the car market.The B-Class is smaller on the outside than most compact SUVs, yet has more space inside, is easier and safer to drive and, best of all, is lighter and therefore more economical and kinder to the air we breathe.Mercedes-Benz Australia would like to see sales climb significantly for all of the above reasons.DESIGNThe local Benz branch will benefit from the complete redesign of the new-generation B-Class. It has more style than before - just look at that sensational sweep up of the lower style line on the doors and the way the D-pillars taper downwards to take the visual bulk out of them. Lowering the roof by a significant 47 millimetres hasn’t affected headroom as the floor has been dropped by more than the roof.That’s because the original Mercedes B-Class was an extension of the A-Class and both were designed to accept a future power train using electricity produced from hydrogen by fuel cells. That didn’t happen - though we did take part in an experimental around the world run when the hydrogen powered vehicles visited Australia midway through 2011.Refinement of fuel cell design in the intervening years mean that less underfloor space is now required, so what Mercedes-Benz considers to be the powerplants of the future can be installed in today’s B-Class. The lower position of the seats in the new B-Class hasn’t adversely affected the ease of sliding in and out of them, an important factor for the ageing baby boomers. Boomers who will love to be sitting behind the Mercedes three-pointed star, love the sensible design and, best of all, will find the B-Class even more affordable than the superseded model – because the price list begins at an impressively low $38,950 plus on-road costs. ENGINE AND MECHANICAL Power is provided by a 1.6-litre turbocharged petrol engine in two stages of tune - 90 kW of power and 200 Nm of torque; and 115 kW / 250 Nm. Strong torque at low revs is a big feature of all the engines and we found them happy to hold onto high gears in the interests of lower consumption and emissions. There’s also a turbo-diesel option by way of a 1.8-litre unit with 100 kW and 300 Newton metres. If you’re considering the 90 kW petrol engine may we suggest you load it up with passengers and take it onto some hilly roads? We feel it has enough power, but there’s not a lot to spare. Our favourite powerplant during our introductory drives was the turbo-diesel. All three engines run through a double-clutch, seven-speed automatic transmission to the front wheels. We found it smooth and easy at all speeds. DRIVING The driving position is more ergonomic than in the old B-Class, which had a steering wheel that was rather too vertical for our tastes. We found the seats comfortable and supportive in the 300+ kilometre drive program at the launch of the vehicle in Australia.Comfort is everything you would expect from an upmarket German car and will prove a big selling feature. As befits a compact people mover there are numerous stowage areas including a handy centre console and sensible door pockets. Access to the rear seats through wide opening doors is excellent and there’s the ability to stretch your legs out even if those in the front are claiming lots of space. It’s great to have limo-like space in car that’s simple to drive and easy to park. Noise levels are generally well isolated, but Australian coarse-chip surfaces did create more noise than we expected. Handling is neat and tidy and there’s no real sensation that you are in a front-drive family wagon. The full suite of electronic stability aids will assist if traction looks like slipping.If something still goes wrong Mercedes-Benz’s Pre-safe system will do everything it can to minimise the effects of the crash. Finally, no fewer than nine airbags will do what they can to cushion the occupants. (There are two curtain airbags on each side due to the extended interior, hence the larger than normal number of ‘bags.) VERDICT The all-new Mercedes-Benz B-Class is an immensely practical family car that will appeal to a lot of different buyer groups. The outgoing model sold moderately well, but much bigger things are expected from this all-new one. It’s offered in several models, each with a number of option packages. Rather than crowd way too much information into this review may we suggest you call into your local dealer to look at the permutations on offer. This B-Class is only the start of a suite of all-new models based on the same platform; an A-Class that’s far most stylish than its predecessors is next, with a coupe and small SUV in the pipeline. And a secret new model is being hinted at.The complete 2012 Mercedes-Benz B-Class range is:B 180 BlueEfficiency 1.6-litre petrol five-door hatch: $38,950B 200 BlueEfficiency 1.6-litre petrol five-door hatch: $43,950B 200 CDI BlueEfficiency 1.8-litre turbo-diesel five-door hatch: $43,950Mercedes-Benz B-Class Price: from $38,950Engine: 1.6-litre turbocharged petrol engine; 90kW/200Nm. 1.8 litre turbo-diesel 100kW/300NmPerformance: 0-100km/h time is 10.4 seconds.Transmission: 7 speed automated manual, 6 speed manualEconomy: 6.1 litres/100km using 95RON fuel. 5.8 litres/100km diesel.