Articles by Glenn Butler

The first hydrogen-powered, zero emission production car could be in Australian dealerships in just over two years if Mercedes-Benz has its way. And don’t think it’ll be a rich-man’s toy or a superficial environmental marketing exercise barely capable of reaching the corner store. Benz says the 2014 B-class F-cell will be capable of 400km real-world driving between fills and could be priced as low as $50,000. It will also be cheaper to refuel and cheaper to own.The only problem: we’re not ready. Mercedes-Benz confirmed it will have a zero-emission hydrogen fuel-cell version of the new-generation B-class hatchback unveiled at the Frankfurt show in high-volume production in 2014 for sale around the world. And it should cost little more than an equivalent diesel-hybrid, according to Mercedes-Benz. But not initially.“We have done the research and fuel cell technology can be made as affordable as a diesel-hybrid,” Mercedes-Benz’s head of fuel-cell development Christian Mohrdieck told Carsguide before the show.“Of course it probably will not be this cheap initially, because there won’t be the competition between component suppliers to keep our costs down. But as volumes increase and more suppliers emerge, the price will definitely come down.”Mohrdieck says hydrogen fuel-cell cars should be more affordable to run and own compared to petrol and diesel powered cars. “They will be cheaper to service because there are fewer moving parts and fewer consumables, like oil for example. And electric motors never wear out.”As for refuelling costs: “Currently, hydrogen costs $11-$12 per kilogram, which is enough for 100km. Experts says this price can go down to just $4, which is a huge saving over petrol.We also have to take into account there will be taxes on hydrogen. But even with another $4 tax this is still below today’s gasoline price.”Mercedes-Benz Australia's David McCarthy says it is conceivable that the B-class hydrogen fuel cell model will come to Australia. “We’d love to have it, we want to have it, and it can be produced in right-hand drive. The only problem is infrastructure.” Infrastructure and fuel-cell cars are a chicken-and-egg proposition.No car brand will bring a model to Australia before the means are in place to refuel it. And no fuel retailer will spend money putting in pumps for cars that don’t exist. “The government has to show some initiative and support hydrogen,” McCarthy said.“Then Australians can start to embrace a zero-emission, zero-fossil-fuel future.” California is likely to be one of the first places in the world, possibly even ahead of Germany, to get the hydrogen B-class. “California is definitely a front-runner for this technology,” Mohrdieck confirmed. “They are ready to embrace it.”

It’s bigger, more powerful, more economical and more capable than ever on and off the bitumen, but the toughest job the new Mercedes-Benz M-class SUV will have when it arrives in Australia is convincing customers that a small-car engine is acceptable in a 2.1-tonne SUV.The third-generation ML’s headline act is the very efficient 2.1-litre turbodiesel four-cylinder engine in its most affordable model, the ML250CDI BlueTEC. It’s an engine familiar to Australians in the C and E-class passenger car range, but this diminutive donk is going to challenge perceptions in a 2.1-tonne SUV in a country where only small cars are supposed to have such small enginesAn expected entry price around $80,000 will no doubt attract attention, as will the ML250’s anticipated fuel economy rating of just 6.3-litres/100km. But still… a 2.1-litre four doesn’t sound very prestigious or impressive, does it? The new M-class will launch March 2012 in three mechanical guises, with most attention focused on the ML250CDI BlueTEC thanks to its leading fuel economy figure teamed with an emission rating of just 167g/km — better than Corolla and Mazda3.The second diesel model is the ML350CDI which employs a more powerful 3.0-litre V6 turbocharged engine, while petrol duties will initially be left to the ML350CGI and its 3.5-litre V6. In April 2012 a new 4.7-litre V8 model is tipped to join the fray, and will be followed by an ML63 AMG powered by a 5.5-litre turbocharged V8.VALUEMercedes-Benz Australia has not settled on pricing for the third-generation M-class, but we’re told to expect the ML250CDI to come in below the $83,500 ML300 that it replaces.The 350CDI diesel and 350CGI petrol models should carry similar price tags to their superseded namesakes ($90k and $87k respectively), thus representing improved value because of the new equipment and efficiency improvements. All models have a 7-speed automatic transmission, four-wheel drive and a plethora of active safety systems like ESC and brake assist.Many of the systems Mercedes-Benz is trumpeting at the launch will be optional extras in Australia. Active Curve System uses an hydraulic stabiliser bar to keep the vehicle flatter and more stable in corners, but is only available with the optional Airmatic suspension. The On&Offroad package is similar to Land Rover’s Terrain Response, which has six settings that adapt the vehicle’s ride height, 4WD system, electronic stability control and air suspension to suit different terrain types. But it is also optional, and Benz expects less than 10 percent of buyers to pay the extra.TECHNOLOGYBenz has coined the term ‘transparent efficiency’ for the third-gen ML, and it’s easy to see the changes focused on improving fuel economy. For example, Benz replaced the hydraulic steering system with a new electric system which is claimed to save around 3 percent fuel use. The standard seven-speed transmission and various drivetrain components have been revised to reduce friction which in turn reduces fuel use by another 5 percent. But by far the biggest contributors to the ML’s impressive fuel economy figures are the new engines.The ML250’s 2.1-litre turbodiesel four produces more power and torque than the old ML300, and Benz claims it accelerates to 100km/h almost a second quicker, yet carries a significantly lower fuel economy rating (6.0 v 9.8) on the European combined cycle. Australians can expect a figure closer to 6.3L/100km, but that saving still adds up to a 550 litres ($750) in a 15,000km year of driving.The 350CDI also make impressive strides in performance and economy, though not as dramatically as the 250CDI. This 3.0-litre V6 turbodiesel has 190kW and 620Nm, up from 165 and 510 respectively. It has the performance to sprint from rest to 100km/h in just 7.4 seconds. In real world driving it accelerates effortlessly and can even surge like a robust V8 when pressed.Those preferring petrol engines will have just one option initially, the  350CGI. This direct injection 3.5-litre V6 does not employ turbochargers like its diesel brethren, so its outputs look anaemic by comparison - 225kW and 370Nm - and with a 0-100km/h time of 7.6 seconds, is not as quick as the 350CDI. It’s also more thirsty, consuming 8.8 L/100km according to its European fuel rating. Based on that it’s easy to see why more Australian buyers are expected to pick diesel over petrol, even if it will cost a few grand more.SAFETYMercedes-Benz is confident the new M-Class will earn a five-star safety rating from EuroNCAP. All models are fitted with front, side and curtain airbags, stability control, traction control and brake assist and as well as Benz’s drowsiness detection system, Attention Assist. Active safety systems like Lane Keeping Assist and Blind Spot Assist will be optional on some models.DRIVINGThere’s no arguing the comfort or the technology in the well-equipped M-class models we drove at the European launch. None of these luxury features like Airmatic suspension and the offroad package will be standard in Australia, but the M-class’s impressive refinement and quietness will. The biggest surprise for us is how capable the small 2.1-litre turbodiesel engine really is.On paper such a small capacity motor should struggle to move a 2.1-tonne wagon, but in reality its 500Nm of torque teams well with the seven-speed automatic to give this most affordable model performance that should cope well with Australian driving conditions. It’s no firebrand, but it has enough acceleration when called on, and doesn’t struggle on hills or freeway situations.We couldn’t get near the European economy rating of 6.0-litres/100km, nor the expected Australian figure of 6.3, but our result of 7.9L/100km after a day of driving in cities and on autobahns is still impressive for a car capable of carrying five adults and luggage in comfort. The interior has been updated for a more contemporary feel while retaining the levels of quality and refinement typical of Benz.The seats are supple and comfortable, there are plenty of storage options throughout the cabin, and the rear seats have legroom to cope with adults without needing compromise from the front seats. Luggage space is generous. We drove MLs fitted with the steel spring suspension that all models will have as standard in Australia, and the optional Airmatic air suspension. And, while it’s easy to feel the difference — the Airmatic has more suppleness and bump soaking and also feel a touch more dynamic — the steel-sprung model is no slouch, though it does feel busier over the bumps.VERDICTThe third generation Mercedes-Benz M-class is nicer to drive, more comfortable and more powerful. It’s also significantly more economical, so Benz has ticked the right boxes. It’s a shame Aussies have to pay extra for some of the headline technology systems, but it’s also hard to dispute the value in a luxury five-seat four-wheel drive wagon with lots of trimmings for around $80,000. The real question is: Are Australians ready for a future where cubes are no longer king? A tiny 2.1-litre engine will challenge perceptions, but it has more torque than a petrol V8 and sips fuel with a small-car thirst. As car companies continue to exploit the potential of turbocharging, cubes are becoming less and less relevant.MERCEDES-BENZ ML250CDIPrice: from $80,000 (est.)Warranty: 3 years/100,000kmSafety: 5 stars (est)Engine: 2.1-litre, 150kW, 500NmdBody: 5-door wagonWeight: 2150kgTransmission: 7sp auto, all-wheel driveThirst: 6.3L/100km, diesel, CO2 175g/km

After more than two years of hopes and promises, VW Australia tells Carsguide the sleek Scirocco will hit showrooms in 2012. "Finally, it's happening. The Scirocco will be here in 2012," says Anke Koeckler, who took over the top job at VW Australia in July 2009. "It's been my ambition to bring Scirocco to Australia since I arrived, Australians will get their first chance to see the Scirocco in the metal at the Australian International Motor Show in Melbourne in July. The good news also gets better as Koeckler tells CarsGuide that VW will bring the Scirocco in the faster R spec only. Exact equipment levels and pricing are still being finalised, but  Carsguide understands specification will be similar to that of the Golf R, and the Scirocco could carry a price tag as low as $50,000. Australian fans of VW hot hatches have been crying out for the re-born Scirocco - a badge first seen in the 1970s - since it first launched in Europe in 2009. "We have received a lot of requests for the Scirocco, so it's great to now be able to do it," Koeckler says. She says the challenge has been finding a way to fit it alongside the Golf range, one of VW's core models in Australia. The Scirocco shares its basic mechanical structure with the Golf, but  has unique and more visually aggressive bodywork. It is 67mm lower,  35mm wider and 36mm longer than the Golf three-door, is 67kg lighter  than the all-wheel drive Golf R, and has a sportier suspension tune,  all of which is said to endow it with more performance-oriented  driving characteristics. In Europe, the Scirocco is available with a range of petrol and diesel engines, but VW Australia has only ever been interested in the GTi and R models, which share their 155kW and 199kW 2.0-litre, turbocharged  four-cylinder engines with similarly-badged Golf models. One crucial area of difference is the way the Scirocco R and Golf R  get their power down - the Golf R is all-wheel drive, the Scirocco R  is only front-wheel drive. While the Scirocco R has a green light for Australia, making a case  for the GTi was too hard. "The Golf GTI is a very successful model for us, and it did not make  sense to bring Scirocco GTI into that same space. As it was we had to make changes to the Golf R range to bring Scirocco in," Koeckler says. So Volkswagen is dropping the three-door Golf R model from its Australian range to make room for the three-door Scirocco R. VW is expected to sell the Scirocco R with a choice of six-speed manual and DSG automatic transmissions in Australia. Carsguide is unsure if the Scirocco R's turbocharged, four-cylinder  engine will be detuned from 195kW to 188kW for Australia, as is done  with the Golf R under a Volkswagen program to de-tune some engines for  hot-weather and 'extreme' countries.

It points to the all-new 6 Series Convertible, which has been stripped of its on-the-go email system, as the proof. "Why does Australia think this is necessary?," asks  BMW Australia's outgoing product planner Alex Brockoff, who has been promoted to BMW headquarters in Munich. Brockoff tells Carsguide that Australians are missing important features and exciting models because of the strict Australian Design Rules which every locally manufactured and imported new car must meet   to be eligible for sale. In Europe, the 6 Series' in-car infotainment system can sync through bluetooth with the driver's mobile phone calendar and email, allowing the driver have emails read to them by the car while driving. In   Australia the system is only allowed to begin operating while the vehicle is stationary.   "Why not adopt the rules they have in Europe? In Europe they are thinking about driver safety too. Why have separate rules? In some instances maybe the are a little too strict," says Brockoff. He also believes ADRs killed the slim chance BMW had of bringing the ultra high-performance M3 GTS coupe to Australia.  "The ride height was deemed too low. The ride height is okay for  Europe, but not for Australia." He says. BMW Australia was also unable to fit a lower-riding suspension available on the previous 6 Series range in other countries. Audi is another importer to have fallen foul of Australia's import regulations. The new A6 sedan headed for Australia later this year can act as a WiFi hotspot, so in-car phones and laptops can communicate through it  with the internet. It also means the A6 can access the latest satnav maps from Google, or check emails, for example. But Australian ADRs currently do not allow this cutting-edge technology. The worldwide ISOFIX child seat anchoring system is another bone of contention between carmakers and local regulators. The system reduces the chance of incorrect child seat anchoring, and is used extensively around the world, yet Australia does not acknowledge ISOFIX and requires a unique local seat mounting system. Brockoff says subtle differences like these can mean Australia misses out. "Sometimes the volume is so small that even a little  change can make it financially unfeasible to bring the car here. If the Australian rules were the same then it would be possible."

This week it seems everything has royal connotations, BMW anointing the 6 Series Convertible the "jewel in our crown". The second-generation 6 Series Convertible is more powerful and more economical, more luxurious and safer than before. It's also more expensive, but BMW believes the new models have the goods to justify the price hike. Two models make up the range: the 640Ci, powered by a bi-turbo 3.0-litre six-cylinder petrol engine, and the 650Ci which packs a bi-turbo V8.A turbodiesel 640d is available overseas, however BMW believes its appeal would be limited in Australia. A high-performance V10-powered M6 was available in the first generation. The new M6, if BMW gives it the green light, won't appear before 2013. The 6 Series is 74mm longer and 39mm wider, which does liberate more legroom in the rear seats, but it's far from capacious. Rear headroom is in short supply with the roof up. The 6 Series is 80kg heavier than before despite having a plastic bootlid and front quarter panels, unusual at a time when weight reduction is common.VALUEBMW is claiming the value-for-money high ground, trumpeting that the 640Ci - a new addition this time around - as the only luxury 2+2 under $200,000, but that's still plenty of coin by any measure. Its only direct rival is the Mercedes-Benz SL350 ($217,800). The 650Ci packs a 300kW twin-turbocharged V8 that puts its up against a broader range of powerful rivals. The Jaguar XK may only have 283kW, but its $224,114 price is well under the BMW's. Mercedes-Benz's V8-powered SL500 has 285kW and costs a whopping $327,000 - and it's only a two-seater. The Maserati Gran Cabrio, arguably the sexiest soft-top going around, is a 2+2 like the BMW, and has more power (323kW), but charges $338,800 for a ticket to drive.TECHNOLOGYBMW has replaced the 650Ci's 4.8-litre V8 with a new 4.4-litre twin-turbo V8 from the 5 Series sedan. It brings 300kW (up 30kW) and an eight speed automatic transmission, propelling the rear-drive 650Ci from rest to 100km/h in 5.0seconds flat - 0.8 seconds faster. Despite this step up in performance, the 650Ci's fuel economy is two percent better than the outgoing model, 10.7 litres/100km.The 640Ci employs a bi-turbo 3.0-litre six-cylinder engine with 235kW, also mated to BMW's smooth eight-speeder. It's no slouch, either; its 0-100km/h time of 5.7 seconds is faster than the old V8.A low fuel economy rating of 7.9L/100km is possible thanks to the auto stop/start system, and makes this almost guilt-free performance. Both models come with Heads-up Display standard, now in full colour and incorporating satnav instructions, lane-departure and night-vision warnings where fitted. Both models come with bluetooth audio streaming, parking sensors, radar cruise control, leather upholstery and 19inch alloy wheels. BMW's auto parking system is optional, as is lane departure warning and Night Vision.DESIGNIt's easy to pick the second generation of BMW's flagship 2+2 convertible. It wears a smoother, less controversial skin, though still with distinctive BMW cues like the sharknose and kidney grille up front, and protruding bootlid at the rear. The interior has been given a major workover, but is still immediately familiar. The instrument cluster is clean and easy to read. A new dashboard and centre stack are topped by a bigger 10-inch colour screen that is no longer integrated into the dash.SAFETYThe 6 Series has a full complement of airbags, and the electronic chassis control systems are extensive. The 650Ci comes standard with Surround View, two cameras in the wing mirrors to show the road on either side, making kerb-side parking easier. A rear-view camera, hidden behind the badge protrudes like a James Bond missile-launcher when reverse is selected. Only the rear-  view camera is standard on the 640Ci.DRIVINGIt's a fair bet that when BMW chose Queensland to host the launch, it wasn't expecting leaden skies and pouring rain. That didn't stop us sneaking every opportunity to drop the top - which can be done in just 19 seconds - when the rain eased. We were just lucky the cloth roof closes almost as quickly, and on the move (at speeds below 40km/h), because the rain seldom abated for long.There's no denying the 650Ci is a big car, measuring almost five metres long. It's also heavy (1940kg). But the powerful V8 and its quick-thinking eight-speed transmission combine to disguise that bulk on the go. Add to that the 650Ci's active dampers and the 650Ci is one seriously capable convertible brimming with sporting character and verve.It stays remarkably flat in corners and barrels eagerly forward when unleashed. Its 65mm longer wheelbase and wider rear track make the 650i more surefooted than before, and able to exploit the biturbo V8's prodigious torque. The engine's crispness is equally impressive because there's hardly a skerrick of turbo lag or fuzziness about its responses. Same can't be said of the steering, though. It may be light and consistent, but doesn't have the same catlike reflexes or tactile nature as the engine. That's to be expected in a car weighing two-tonnes (with a driver).The 650Ci is more than happy to wind its way up a mountain with alacrity, yet it's even more at home boulevarde cruising. With the multi-setting suspension on Comfort, it soaks most bumps and wafts regally. And it doesn't half turn heads, either. But then, if you'd just spent a quarter of a million, you'd want people to notice, too.VERDICTLuxurious and leisurely, yet more than capable of turning up the wick. The 650Ci the consummate Grand Tourer.BMW 650CiPrice: from $248,300Warranty: 3yr / unlimited kmService interval: 12 monthsSafety equipment: six airbags, TCS, ESC, CBC, EBD, EBAEngine: 4.4-litre 300kW/600Nm bi-turbo V8Transmission: eight speed automaticBody: two-door soft-top convertibleWeight: 1940kgThirst: 10.7 L/100km, 95RON, 249g/km

With fuel prices ever rising, is Ford's new turbodiesel Territory the answer for active Australian families? Carbon taxes and natural disasters are in the news. Both will push petrol prices to record highs, analysts predict, putting yet more strain on family budgets.So, the arrival of Ford's new Duratorq turbodiesel is well-timed, even if it is years overdue. Ford claims the Territory TDCi uses 25 per cent less fuel than the straight-six petrol, and can drive 900km from Melbourne to Sydney on one tank. If so, it will save Australian families about $540 over a 15,000km year.Prices are up/down for the Territory range starting at $39,990 for the TX RWD with 4.0-litre petrol engine. The TS costs $46,990 and the Titanium, which replaces the Ghia, is priced from $54,990.The diesel engine adds $3250, all-wheel drive another $5000 and is only available with the Duratorq engine. Third-row seating is an option on all models. This raises the question: does the diesel make financial sense?  Keen to find out, Carsguide grabbed a Territory TS AWD and took a road trip.Spotting the 2011 SZ Territory in the parking lot at Ford isn't hard. The new styling takes inspiration from Ford's Kinetic global design language. Slimmer headlights and a horizontal grille sit on a reprofiled nose which adds 27mm to Territory's overall length.New alloys, a revised side-skirt and C-pillar give the side-profile a lift. At the rear, new taillights are similar to the next Focus, and the liftgate garnish has been removed. It is striking and fresh, though the front and rear themes aren't as cohesive as before.Leaving Melbourne on the Hume Highway gives plenty of time to enjoy the new cabin where the Territory's evolution is most obvious. The new dashboard and centre console from the FG Falcon create a more mature ambience. The update includes Ford's first touchscreen which integrates stereo, air-con controls and Bluetooth controls.The Territory has been a success story with 100,000 bought since 2004. And the elements that made the original Territory such a hit with families  seating for up to seven, plenty of luggage space, double-action tailgate  are all still here, some updated like the bin at the base of the centre stack which now has a tambour door styled after old-fashioned roll-top desks.Safety also steps up; a knee airbag joins front, side and curtain airbags for a total of seven. Electronic stability control now includes an anti-rollover program.The Territory's new EPAS electric steering system, which improves fuel economy by 2.5 percent, requires less effort at parking speeds, but can get caught short during three-point turns.It's clear that Ford worked hard to make the Territory TDCi quiet. The Duratorq donk is barely audible at 110km/h. That diesel clatter is apparent when overtaking, but in a subdued way.  The Territory TDCi's 2.7-litre turbodiesel V6 may have 12 percent more torque (440Nm) than the 4.0-litre six-cylinder petrol engine (391Nm), available from just 1900rpm, but it's not as quick or as responsive.The product of a Ford/Peugeot joint-development back in 2004, it has been used to power Jaguars, Peugeots and Citroens in twin-turbo form.  The Ford Territory's single-turbo version produces the same 140kW and 440Nm as it did in the 2004 LandRover Discovery.The engine is slow to react from standstill and doesn't get going until 1800rpm. It is also doughy when called on to accelerate once moving.  The six-speed gearbox, standard on all models, is smooth, but reluctant to change down. The transmission's D-perf mode offers sharper responses more in tune with driver demands, but is likely to reduce economy, so I avoid it where possible.Towing capacity on RWD models is unchanged; 1600kg for unbraked trailers, 2300kg with the heavy duty tow pack. AWD models can tow up to 2700kg.The twin towns of Albury/Wodonga come and go, and a check of the trip computer reveals that fuel consumption is worse than expected. Our 9.5L/100km average is far from Ford's 7.2L/100km ADR82/02 highway claim.As an experiment, I slow down until the instant fuel reading stays under seven, which happens around 75-80km/h. Maintaining this speed would add 2.5 hours to our 7-hour trip. I've got a flight to make, so that's out of the question. Cruise control stays pegged to the speed limit.We pass the landlocked submarine at Holbrook then it's a quick stop at McDonalds near Yass (well, it is a road trip) before peeling off the Hume for the Federal Hwy into Canberra. We arrive in Canberra and promptly get chased away from Parliament House by the Feds while trying to take a photo.Territory's cruising comfort is confirmed. I have none of the aches and pains of seven hours in the saddle.  The fuel economy story is less positive.Our 9.4L/100km average for the 700km trip is well short of Ford's 7.2L/100km claim for AWD models, and even failed to match the 8.8L/100km combined cycle claim. There's just 2km left in the tank according to the trip computer, so we wouldn't have made Sydney on a single tank either.Verdict? Territory is as versatile and practical as ever, and even more refined. The Duratorq's quietness is top-notch, but low-rpm turbo-lag and its unresponsive nature isn't, and the real-world fuel economy we achieved on this easy long-distance drive was disappointing.Adding a diesel engine to the Territory range is the right thing to do, but should have happened years ago. With engines evolving so rapidly, putting 2004 technology in a 2011 family wagon is a case of too little too late.  Territory TDCi asks owners to give up too much of Ford's top-notch driving experience for too little fuel saving and dubious financial benefit.Mark Ewings, 38, of Torquay in Victoria is a father of three and has owned two Territorys in the last seven years.  "They're a brilliant wagon for a family, and the third row of seats comes in really handy. I'm interested to drive the new TDCi because fuel economy is, for my mind, the petrol model's only weakness."We threw him the keys to the Territory TS TDCi, an all-wheel drive model like his Ghia, and straight away he noticed differences."It's not as snappy, is it? Feels like there's a hole when I want to move off. Like it's thinking too long. Feels OK once we're moving, but I don't like that initial pause."Mark did like the Territory's newfound refinement. "It's definitely quieter than mine. I thought the diesel engine would be loud and crude like other diesels. It's not. It's really quiet."And the new steering system? "To be honest, it doesn't feel any different. I like my Territory's steering, and this one feels just as good."So, would he upgrade to a TDCi next time?"I don't know. It's a lot to ask an extra $3,000 when the fuel economy would take years to make financial sense. And I don't think I like the way it drives enough to wait that long."