Articles by Gordon Lomas

In their infinite wisdom, Italians have had a fetish for fussy transmissions.Not just automatic or manual or straight up and down sequential deals; but these fiddly operations that don't do any of the aforementioned smoothly, quickly or with any degree of finesse.Alfa Romeo has been a classic example with its Q-system tranny.Convoluted they are and Maserati's automated manual DuoSelect system is a quirky affair not suited to everyone's tastes or needs.So it is to a warm welcome that Maserati has added a conventional sequential box to the biggest and most refined car in its streamlined range.Maserati's move to add the highly decorated ZF 6-speed automatic transmission to its cracking, great big Quattroporte saloon, which has used the DuoSelect system since the 2003 launch, was always going to be a masterstroke.The only challenge was that it needed reasonable engineering changes to the 4.2-litre V8 and the floorpan to install the ZF.This auto box is on the back of the engine at the front of the car as opposed to the manual's location longitudinally mounted on the rear differential.The engine has also switched from dry to wet sump lubrication.Well balanced yet sporty, the rear suspension also came in for a rejig.There is a slight shift in the weight distribution with a 49/51 front/rear split as opposed to the DuoSelect's 47/53.Torque has risen 9Nm to 460Nm, of which 75 per cent is available at 2500rpm while the power output of 295kW is reached at a howling 7000rpm.The Sport GT version, priced from $288,000, is dressed in 20-inch wheels with fatter and lower profile Pirelli P Zero tyres fitted at the rear than the front.This version has a split personality that is far from being frowned upon is welcome with open arms.In sports mode the engine sounds angrier, the dampers firm up, the revs rise and gears are held for longer. And you can pick gears on average a massive 35 per cent quicker than in normal mode. This is possible through a bit of tinkering with the electro-hydraulic transmission system's CPU.It is also louder and prouder,  the aural experience more than anything piques your senses and lifts the heart-rate.Use the giant paddles integrated on the sports steering wheel and in this guise the Quattroporte is a blast.Pressing the sport button, one of several in a vertical line on one side of the centre console screen, gives you instant attitude with the sound spewing out of the quad pipes going from a delightfully gruff rumble to a wilder, more manic tune in keeping with its Ferrari roots.On the road the ride is reasonably compliant although there is some compromise over harsher surfaces with the 20-inch wheels (standard with the Sport GT) hanging off each corner.This is but a blip to the overall package.For such a big car, the new Quattroporte with the ZF tranny steers and handles remarkably well.There is a nice balance to the weight of the tiller and it is fairly sharp, while the body remains composed with the active suspension, which Maserati famously calls Skyhook helping to keep a solid contact patch with the road.There are other driving settings to play with like normal, winter and ice but with the latter not conducive to Queensland and normal designed to be employed if you've lost the desire to be entertained, Sport was given a fair workout on this test.If you prefer everything to be less edgy, racy and not as primed, then normal mode does a nice job of giving you the performance and comfort to transport you and passengers to a fine Sicilian restaurant in cosseted luxury.There are enough safety systems to cope with the performance of this piece of Italian exotica with MSP stability and traction control and six airbags and massive brakes.And there is a fifth three-point seatbelt for the middle passenger in the rear seat.A gentle dab on the brakes gives you enormous confidence. These anchors are powerful and the pedal feel is finely modulated.The Quattroporte, like Bentley's similarly aspirational Flying Spur, offers a point of difference, to the traditional German large sedan crowd.What you don't get is a whole lot of boot space, which is compromised and what's more there is no spare to swallow up any room either, although there is a little bit of storage room underneath the floor.Officially the combined city/highway drinking rate of this Quattroporte is 14.7litres/100km. On travels between the Gold Coast and Brisbane in peak hour, our consumption was a little kinder, sitting at 12litres/100km.Some of the controls are a bit cumbersome but then again if you owned one for longer than a week you could probably operate switches and dials blindfolded.Maserati has evolved the Quattroporte, courtesy largely of the ZF box, into a fabulous package.The prediction is that the automatic will quickly account for 80 per cent of sales and after sampling this offering over 400km it is not hard to see why.It feels special, drives exceptionally well, has killer looks and sounds as commanding as an opera in Verona's famous Arena. The QP is not part of the mundane luxury crowd. That's what makes it such a hot package. SnapshotMaserati Quattroporte Sport GTPrice: $288,000Engine: 5 starsLoud and proud yet blissfully smoothTransmission: 4 starsThe 6-speed ZF is a winner, programmed to perfection with the Ferrari-sourced V8Handling: 4 starsMeaty steering and its nimbleness defies its aircraft-style carrier bulkSafety: 4 starsTicks all the boxes with a good dose of electronic brake, stability and suspension aids as well as six airbags.Value: 4 starsEasier to justify with its gorgeous styling and Ferrari engineering flavour than a German number which could have come off a limo fleet Tech specs Body: four-door saloonEngine: 4244cc 90-degree, quad cam 48-valves, wet sump V8Transmission: 6-speed ZF automatic/sequentialPower: 295kW @ 7000rpmTorque: 460Nm @ 4250rpmTyres: front - Pirelli P Zeros 245/35 ZR 20; rear - 285/30 ZR 20Dimensions (MM): 5052 (l), 1895 (w) 1438 (h) 3064 wheelbaseFuel consumption: 12l/100km (as tested)0-100KM/H: 5.6sVerdict for: Exquisite styling, fabulous powertrain, sharp handlingVerdict Against: Some of the onboard controls are a bit tedious, cramped boot.Overall rating: 4 starsHas a spirit that fuses red-blooded touring car performance with six-star pampered luxury 

Toyota will wait for an Australian Government hand-out before it decides whether to push the button on a third model line and a likely hybrid.But firm plans for a third vehicle to join the Camry and the V6-powered Aurion on the Altona assembly line in Melbourne will have to wait until after the fast approaching federal election.A Camry or Aurion petrol/electric hybrid is almost certain as Toyota continues its green message.Speculation on a third model has heightened at a time when Toyota has launched the second-generation Kluger SUV, which is delivering a front-drive variant for the first time.There is little chance a hybrid version of the recently launched second-generation Kluger will make it to Australia. As the sole major right-hand-drive market for the Kluger, there is almost no chance of Toyota giving the go-ahead for one here.David Buttner, Toyota Australia's executive director of sales and marketing, says an Australian-built Camry or Aurion hybrid is a strong possibility but will not occur until the next model cycle in about 2011.“We want to build a hybrid in this country and we want to build one at Altona,” Buttner confirmed.“We're now talking about Camry or Aurion and it's the right time with the mood at the moment and the governments are seen to be green.”There are increasing numbers of private buyers of Toyota's Prius hybrid sedan, accounting for about 39 per cent of sales, as opposed to predominantly government orders for the expensive $37,400 sedan.“While government demand remains strong for the Prius there is a real shift in thinking out in the market about hybrids,” Buttner said.“So if we can be first to market (with a hybrid Camry or Aurion), I think it gives us a lot of credibility in the marketplace.”The global body line Toyota has in place at the Altona assembly plant has the flexibility where platforms can be rolled in and out and it can handle three sizes.“We have got no firm plans on the drawing board to fill that with a specific model just yet,” Buttner said.“The government has shown a lot of interest and we believe there would be something forthcoming from the government.“There's been a few grants handed out lately with Ford and GM for research and development-type projects and we haven't been a recipient of one of those funds yet and we haven't put our hand up.“But if we go forward, possibly with hybrid, we'd certainly put our hands up and certainly be having some discussions with the government.”Buttner said it would not make sense to make hybrid versions of both the Aurion and Camry because initial demand would not be enough.Costs of hybrids have come down as economies of scale and production techniques have changed.“When it first started with the Prius being built in Japan in an offline-type situation, that's expensive production. But now it's thrown into the mainstream production line and you've got a couple more suppliers who have come on-stream so the cost will come down.” 

The C5 is one of the best value premium cars on the market, occasionally some cars such as this one tend to slip under the radar.Every now and then something will be booked into the test garage and you automatically think why has this been so stealth-like? The Citroen C5 is an example, which uses the upgraded 2.2-litre diesel assisted by twin turbochargers.This is a $50k sedan loaded with charm, sophistication, economy and performance.Frankly it has a lot of boxes ticked and for $53,990 represents value-plus at the entry end of the premium sedan market.Together with smart looks the C5 is an effortless drive around town and on the highway.You literally feel like you've just plonked yourself down into your favourite armchair or that cosy pair of slippers that has served well in the chilly months.If the C5 is not the cushiest ride in the $50k-plus saloon segment, then whatever is has well and truly evaded the radar and will never reveal itself.The ride comfort is supreme and there is little that will not be soaked up by the neat Hydractive suspension that uses an automatic self-levelling feature.The Hydractive 3 suspension is the piece de resistance of the C5 that cushions lumps, bumps and imperfections with almost perfect efficiency.Even if you were suffering from a bruised tailbone it would still feel like you're on a magic carpet ride.The C5 is reflective of all things that have made Citroen one of the world's most innovative car makers.Memories of the DS of the mid-1950s, which brought self-levelling, hydraulic, hydropneumatic suspension to the European masses, are revived. The Hydractive 3 suspension adjusts the ride height of the C5 according to road speed.Variations of up to 15mm at the nose and 11mm in the rear give greater controllability foremost and also can help fuel efficiency through better aerodynamics.Ride and handling are outstanding and while there remains a slight delay in power production, once the turbos spool-up the C5 becomes extremely responsive.This new turbo system is based on two fixed geometry turbochargers of identical size. Each one supplies around half the air input required at high engine speeds.This extends the operating range of the turbochargers and improves engine performance at both high and low speeds.At low revs, below 2700rpm, only one turbocharger is working. This low inertia turbocharger delivers almost instant response, as well as providing up to 40 per cent more torque than the previous 2.2 HDi engine.At engine rpm over 2700, the second turbocharger kicks in to supply the increased air intake required at higher engine speeds.At your disposal is 125kW of power but where this C5 gets its kick is that a relatively massive 400Nm of torque is available from as little as 1750rpm.Fuel mileage with this diesel remained at 8.1litres/100km in a test, which combined about 240km of slow city running with 200km of highway work.Inside there is plenty of leather trim and the layout of the controls and design of the dash and surrounds remain smart and clean.There are rear seat child restraint anchor points and safety locks on the rear doors.Nothing about the C5 2.2-litre HDI is underwhelming.This car is on the pace in all the key areas. Attention to detail is impressive to the point where the side windows are laminated, blocking out road noise coming from passing traffic.The good thing is that the equipment list is packed with that much stuff that there remain only a few items left to option.If you fancy tarting up your C5 there is the SatNav and phone package for $4000, the electric sunroof for $2000 while metallic paint is available for $750.In summary the C5 is one of the best value premium cars on the market. Citroen C5 2.2-litre HDI$53,990Engine: 4 starsSmooth and creamy with heaps of low to mid-range torqueTransmission: 4 starsSix-speed auto offers good kickdown and is well matched to the motorHandling: 3 starsSteering can be a bit vague but offers good body control in the bendsSafety: 4 starsHas about as much electronic and passive gear as is possibleValue: 4 starsPerformance (check), economy (check), equipment (check), safety (check) Tech specsBoody: 4-door sedanEngine: 2.2-litre, 16-valve, 4-cylinder twin sequential-turbo dieselTransmission: 6-speed auto with sequential functionPower: 125kW @ 4000rpmTorque: 400Nm @ 1750rpmDimensions (MM): 4743 l, 1780 w, 1476 h, 2750 wheelbase   Verdict For: A massive statement in getting most things right not-the-least, ride qualityAgainst: Still uses old-style tiller and not the fixed hub steering wheel which is now a trademark of CitroenOverall: 4 starsA magic sedan with loads of value 

This two-litre is blissfully flexible with response on tap all the way through the rev band.The headline almost came with the same element of surprise as one which screams “Poms win the Ashes.”A British magazine recently carried a cover story which simply said “RS4 beats new M3.”It was the face-off everyone who takes even a passing interest in supreme compact German performance had been waiting rather impatiently for.Until now everything that had come up against the M3, which started life as a four-cylinder more than 20 years ago then progressed for a few generations as a cracking inline six before going the grunt with a high-revving V8, had come off second best.Beating the super coupe by which a performance chassis is measured is no mean feat. But this test is not about the M3 nor, for all its glory, the RS4. It is about the Audi S3, which unlike the RS4 has few direct rivals. Even so it will be of no surprise that the second-generation S3 crackles and sizzles.At $65,500, this two-door hatch is not on everyone's shopping list, as defined by the 32,000 global sales of the first generation.There is simply nothing on the market, not the rice-burners from Japan, not even competition from within the family such as the VW Golf R32, that comes close to fusing the levels of luxury, quality and slick performance as the S3.Slide into the S3 and the splashes of silver around the air vents, door handles and gear lever are reminders this is quite different from the cooking class of A3s.Audi's trademark interior style and quality build rolls out like a red carpet.Point-to-point the S3 is a stirring ride with crisp steering, impeccable handling and loads of grip from the Quattro all-wheel-drive layout.The steering is well weighted and it thankfully transforms from being light at low speeds to feeling heavier as you truck along the highway and plough through bends briskly.This is a very slick hatch and for all its A to B prowess it remains quite liveable as a day-to-day drive, as it somehow gives you a ride that is the perfect balance between cosy and hard. And that is even taking into account the low profile 18-inch wheels and the fact the ride height is 25mm closer to the ground than an everyday A3.Running stiffer springs and dampers, the S3 is vice tight with excellent body control.It has “let me loose in a tarmac rally” written all over its windscreen.There is a Japanese slant to the intercooled turbo with the wastegate nattering away as the driver lifts off the throttle.The aural experience intensifies with the pace as the note becomes more pronounced from about 4000rpm.This two-litre is blissfully flexible with response on tap all the way through the rev band. Even in the upper echelons and in sixth gear there remains urge on demand.Specific power is an impressive 7.73kg per kilowatt, as the reworked engine develops a total of 188kW with the 330Nm of torque running through the most important part of the range from 2500-5000rpm.It can take more load, Audi has given the engine more strength with stronger pins for the pistons, new rings and reinforced connecting rods with new bearings that transmit the increased force to the crankshaft.Given that this 5.9sec 0-100km/h S3 is no slouch, it runs massive 17-inch brakes that bite big time.There are black calipers all round with the ones on the front gaining the S3 motif.The S3 is easily identified on the road with with trademark S silver wing mirrors, a rear roof spoiler, front and rear aprons and diffuser and prominent sills and the S logo embedded inside the single-frame grille.An improved range of colours are available now with the test car, a striking Sprint Blue pearl effect not a patch on an exclusive, Solar Orange hue if you really want to be ostentatious.The boot space is relatively tight at 281 litres but the rear bench seat folds flat increasing the load area to a wagon-like 1011 litres.Dynamically, the S3 should be an improvement over the first generation with an increase in wheelbase by 59mm to 2578mm.Silk Nappa leather comes standard. The multi-function flat bottom steering wheel comes as a $700 option as does metallic paint at $1300.If you really want to lash out on options there are Audi Exclusive front buck etseats for $6700 and the Navigation Plus pack, including the glove box-mounted CD changer, is available for $5300. On its own the CD changer in the glove compartment is a $950 option.It is very much a select market this hot hatch and Audi says it will be happy with sales of around 100 per year. Audi S3$65,500Engine: 3 starsElastic, responsive, meatyTransmission: 3 starsWell spaced ratios with a tidy shift actionHandling: 4 starsRide is quite neutral and corners like it's on railsSafety: 4 starsEvery conceivable safety system is coveredValue: 3 starsOn its own, $65,500 for a two-door hatch is exorbitant, but there is some justification in bang for your bucks Tech specsBody: 2-door hatchbackEngine: direct-injection four-cylinder with intercooled turbochargerPower: 188kW @ 6000rpmTorque: 330Nm @ 2500-5000rpmTransmission: 6-speed manualTyres: 225/40 R18 Verdict For: Blissful marriage of comfort, quality and red hot performanceAgainst: You could have three Mazda 3s for this priceWill get you to the opera in record time and in comfortOverall: 4 stars 

If you see a Fiat Punto 1.4 pulled over by the constabulary it would be unlikely the driver has been nabbed for speeding.The 1.4-litre Punto is hardly going to get you into trouble even if you tried.Having said that it is quite tractable around town but has trouble keeping up with the highway pace if it has to slow down and then get back to the speed limit again.The little petrol unit is willing and the new Dualogic gearbox brings out the best in the small four-cylinder petrol.This gearbox is one of the new breed of clutchless sequential manuals with a fully automatic mode or change-yourself operation by tipping the shifter forward or back.As opposed to the 1.3-litre diesel engine, which is mated to the 6-speed Dualogic unit, this 1.4-litre petrol uses the 5-speed version.It is responsive and kicks down smartly from fifth if you need more urge to round up a slower commuter on the open road.The Punto is at its best around town.Yes, there are more zippy city cars on the market for around $20k but many are not endowed with as many standard features.What you get off the showroom floor is a long list of stuff including a nifty trip computer with trip meter, fuel consumption (average and instantaneous readouts) etc.There are electric front windows, internal boot release, central locking, follow-me-home headlights, split-fold rear seats, cruise control, full-size spare, airconditioning and the third rear seat gains a three-point seatbelt and head rest.On the safety front there are front, side and window airbags and anti-lock brakes with electronic brake distribution. This five-door hatch gets child safety locks and the passenger airbag can be deactivated when the seat is not occupied.There is a lot of kit to support the $21,490 price tag for the Dualogic version which is $1500 more than the manual Punto.It is quite comfortable and there is good vision all around.On the open road the Punto hums along at 110km/h in fifth gear pulling 3500rpm, the little transversely mounted four potter is not getting a lot of peace here.There is a fair bit of road noise filtering through the cabin and there was a rattle from a driver-side air vent.This is no rocketship but it has a certain amount of charm and fits in well with its unconfrontational exterior design.At 57kW of power there is probably more oomph in your kitchen waste disposal and, for that matter, probably more torque than the 115Nm available.Its environment is on short darts in urban areas and you can't complain about the 5.5litres/100km we experienced on this drive.There are only three cars with less power on the new-car market in Australia at the moment: the Citroen C3 SX, the Peugeot 207 XR with 55kW, and the Smart Fortwo which is at the bottom of the class with 45kW.It might be at the bottom end of the power scale but it offers a point of difference to the mass market $20k runabouts.Diesel However, if you chose the five-door Punto with the 1.9-litre diesel engine, be prepared for a surprise.The 280Nm of torque, most of which is available just off idle up to 400rpm or so, makes this little Italian deceptively fast. There is no point waiting until it runs out of breath at 4500rpm.Change up at 3500rpm through the slick six-speed box and let the engine grunt a bit. Before you know it 110km/h is on the dial.Indeed the multi-jet diesel is so torquey it is quite capable of pulling the car along at idle in fifth gear on a flat road when it will be doing about 50km/h.You will pay a hefty $6500 more than the same car with the 1.4-litre petrol engine.But as well as the multi-talented 1.9 diesel you also get 15-inch alloy wheels, courtesy lights for the vanity mirrors on the sunshades, a more comprehensive instrument capability and fog lights.At $27,990 the 1.9 diesel Punto very definitely does not fall into the cheap car category but it is fun to drive and will surprise many other drivers at the traffic lights. Especially if they have recently come up against another Punto equipped with one of the less energetic petrol engines.    Fiat Punto 1.4litre Dualogic $21,490Engine: 3 starsWilling enough but isn't going to lift the heart-rate in a hurryTransmission: 4 starsOne of the best examples of clutchless manuals although there remains a degree of interruption when it changes cogs in automatic modeHandling: 3 starsCushy ride although there is some crashing through the front wheels on bad surfacesSafety: 3 starsAirbags and ABS as expected although an ESP option and its associated programs is not availableValue: 3 starsThere is practicality, charm and strong equipment levelsTech specsBody: 5-door hatchEngine: inline four-cylinder petrolTransmission: 5-speed manual/dualogic sequentialPower: 57kW @ 6000rpmTorque: 115Nm @ 3000rpmTyres: 175/65 R 15TVerdictFor: Italian kitschAgainst: May not have the poke to suit some tastesWill win admirers who don't live for performance 

Ford delivered some good news this week with confirmation that the Focus will be manufactured at its Campbellfield assembly plant in Melbourne from 2011.It is a ray of hope for the workforce of around 5000 left at Ford Australia following the decision last week to cease production of its six-cylinder engine plant in Geelong at the cost of 600 jobs.The Focus development will add 300 jobs and help secure Ford's future in Australia.The Focus small car which is currently sold in Australia is sourced from South Africa with that operation told the news on Monday that it will no longer make the Focus post 2010.Australia will make hatch and sedan variants for right-hand-drive markets only with South Africa and New Zealand the initial recipients of an export program that will grow with more countries announced closer to the start of assembly in Melbourne.“It's a big opportunity for our local supply base as well as a big opportunity for us,” Ford Australia president Tom Gorman said.“As you can imagine this is a watershed announcement for us.”The Victorian and Federal governments will contribute $20 million each to the project where petrol and diesel Focuses will be made in Australia with imported powertrains. It is expected volume will reach 40,000 a year with 25,000 for Australia and the rest exported.There remains a chance Focus production could overtake Falcon numbers.“You have to keep a close eye on that,” Gorman said. “If we can pick up our volume in terms of overall market share with the Focus it's conceivable.“But at the moment what I like is that we have four very strong products . . . still a very important Falcon, Ute and a very important Territory and from 2011 it will be a very important Focus.”The small car market in Australia has more than doubled on the numbers when Ford pulled the plug on its Laser in 1998 which the Focus ended up replacing when it first arrived here in September 2002.“Ten years ago the small car market was less than 100,000 units and it will probably be 220,000-225,000 at the end of this year.”Ford says engineering and design for future Focus models will continue to be driven out of Europe.But there could be a chance for Ford Australia to have a greater say in product development providing Focus can grow with the “localisation” of the product.“We are a major player in Focus not only in the region but globally,” Gorman said.“I think as we raise our volume and we do better in terms of market penetration we can expect to have more of an input.”Gorman has ruled out niche variations of the Focus for Australian production but admits there is an opening for the Ford Performance Vehicles arm to develop a fresh warmed-over variant along the lines of the current XR5.“With FPV we've always talked to them about extending their reach,” Gorman added.“There is nothing to say we wouldn't have some desire to do stuff with FPV outside of the Falcon and Falcon Ute.“Once you localise, it gives you a whole range of opportunities that don't exist today.”Gorman defended the timing of the Focus deal, saying that it was not signed off until last Friday, two days after the grim news about the Geelong engine plant.“We weren't in a position to finalise the project until Friday.“It's a little early to judge morale (within Ford).“We're trying to be sensitive to the fact we made a very difficult announcement last Wednesday and there are 600 people whose lives have been dealt a little bit of a shock . . . more than a little, a big shock.“We're going to be working with them carefully on redeployment and retraining where necessary.“It's not a feeling of there's a big celebration here at the moment.“I'd say it's relatively muted at the moment given that we made a tough announcement last week.”

Barely 15 minutes into a two-hour cruise on the East Alligator River, and the reason there have been so many deaths over the years became apparent. Three European tourists decided to play Russian roulette by wading across the water at Cahills Crossing, water teeming with large saltwater crocodiles.The Aboriginal boat operator, a keeper of the land in the tourist-ridden spiritual area of the Northern Territory, was mortified. This is the location that has claimed plenty of cars, the odd truck and more than a few lives; including a fisherman who had his head torn off by a croc which leapt from murky water.The three senior travellers survived, (this instance of foolishness at least) because a driver in a 4WD Toyota HiLux making the short crossing from Kakadu to Arnhem Land stopped and politely put the fear of God into them.Earlier we had driven the 200km from Darwin along the Arnhem Highway in the new Toyota LandCruiser 70 Series wagon, taking in the scrubby landscape which transforms into jagged prehistoric-looking rocky topography the deeper you trek into the pristine reaches of the Kakadu National Park. Sandstone escarpments provide a magnificent sentinel to Arnhem Land near Ubirr, which stretches beyond a wetland area that is NT's own Garden of Eden.The country is alive with paper bark trees, pandanus palms, spear grass and sedges, while flowering water lilies thrive in the wetlands.There are constant outbreaks of spot fires near and around the main arterial roads, thankfully not sparked by ignorant smokers flicking butts, but by landholders regularly managing the environment themselves. Burning patches of land, lit generally around mid-afternoon in the cooler months, prevent catastrophic fires raging out of control. The fire slows as the temperature drops in the evening and is put out by the morning dew. The 70 Series tripped around Kakadu for a couple of days, seating three in comfort with loads of luggage space in the rear.This wagon variant of the long-serving 70 Series troop carrier and cab chassis is a first, joining the Cruiser model which was revised a few months ago. Among the changes are the switch to a more environmentally friendly 4.5-litre turbo diesel V8 that meets Euro 4 emissions standards. When parked next to the 11-seat troopy, it's not hard to see where the wagon's roots lay, with the revised leaf-spring rear suspension and squared-off wheel guards.This wagon does a good job of blending recreational offroader and serious working truck. It drew more than a few comments from inquisitive 4WD owners around the well-worn sights, such as the vast Mamukala wetlands, 7km from the meandering South Alligator River.Kicking up a trail of dust along rutted dirt tracks the 70 Series was at home as it trucked through areas full of buffalo, wallaby, magpie geese and clouds of white cockatoos. There is reasonable comfort in the cabin, although three adults on the rear bench seat can be a squeeze, particularly on a tour like this.You won't find any of the plush trappings of the hot-selling Euro SUVs. Although the 70 Series wagon has a CD player with MP3 capability, there are no airbags. The dash is largely as it has been over the generations and features squared-off hard edges and exposed screws in the trim.It retains a rather agricultural edge but that is the market it plays up to.This truck pulls and pulls. You can sneak away almost from a standstill in third gear and it won't protest, which supports the figure of 430Nm of torque being available from a measly 1200rpm.From the first fill on this northern adventure we squeezed about 550km of use from the 90-litre tank. Diesel at Kakadu was $1.45 and the 70 Series wagon was guzzling about 16.4litres/100km with about 113km done in short bursts around Darwin and the remainder at 130km/h on the signposted limit on the Arnhem highway.There are sizeable approach and departure angles and a huge 230mm worth of ground clearance to tackle serious terrain. There is some more power-assisted steering at low speeds dialled into this wagon.This high-standing truck picks up a lot of breeze when the air is moving on the open road and as the laws of physics dictate, the 70 Series can wander off trajectory. Off the beaten track, it can tackle any task with two-speed transfer case, manual front hubs and limited slip differential.It is an honest truck that delivers no false promises and does not pretend to cosset passengers in any degree of luxury.

Citroen's C4 HDi is even more efficient these days.It is without doubt one of the most frugal diesel passenger cars to reach our shores.This is a fine package with smart, globe-like looks extending to a comfortable and well laid-out interior.The C4 is now armed with a trick transmission called EGS (Electronic Gearbox System).It comes with an extra cog (sixth) and as such is even kinder at the bowser than the manual equivalent.But the EGS is a devil of a transmission to use if you try to treat it like a normal automatic, which of course it is not.Let it change itself and it lurches and becomes clumsy.You almost find yourself screaming at the shifter, “change any time you like as long as its sometime today”.But the fact is this transmission needs driver intervention to smooth it out and enable it to become user-friendly.Use either the shifter or the paddles mounted on the fixed hub steering wheel and a little throttle discipline, gear changes are lightning fast and almost seamless.On this test of over 600km, the C4 was using about 5litres/100km, according to the onboard computer's figures. It is far superior to the manual C4 diesel, which we compared and tested last year, it finished at 6.25litres/100km after over 400km of testing.There is a sport button which tightens up shift changes for a sharper drive.This gearbox is clever, bit of work, but some would argue that it may be a bit too clever for its own good. Simply leaving it as a automatic device brings out its weakness. It is frustrating and at times can take the driver by surprise at low speed.A case in point was in a multi-storey car park going up a small ramp to another level, when the EGS decided to change from second to first with the car virtually coming to a stop in the process.It is not a gearbox for those who just want to turn the key, press the throttle, and be done with it. Driver involvement is required and once you learn the little idiosyncrasies it is quite an enjoyable little jigger.Inside, Citroen have nailed the ergonomics with user-friendly controls which are easily accessed. It is a comfortable cabin and the ride is cushy.The C4's handling is OK, although the steering feel is not as perfect as rival European hatches.Brake pedal feel is strong and the stopping performance is quite impressive in emergency situations.This is a well rounded package with lots of active and passive safety equipment.For those seeking the frugal alternative without forsaking fruity performance, the C4 HDi EGS is worth discovering. Citroen C4 1.6litre HDi EGS $30,990Engine:  4 stars Develops strong torque from mid-rangeTransmission: 3 starsA bit clumsy in auto modeHandling: 3 starsBrilliant ride, steering a little vague at timesSafety:  3 starsWell kitted out with active and passive gearvalue: 3 stars$1k more than the equivalent manual could be contentious to someTech specsBody: 5-door hatchEngine: 1.6litre turbo dieselTransmission: 6-speed Electronic Gearbox System (EGS)Power: 80kW @ 4000rpmTorque: 240Nm @ 1750rpmTyres: 16-inchVerdict for: frugal, neat, practicalAgainst: Gearbox won't be for everyoneSmart option for those who do the miles to benefit from its fuel sipping habits 

Some car companies are thriving, some are struggling. Jaguar, of late, has struggled.For a company which has been on life support more than once through its 85-year existence, Jaguar will not give in.It is hanging on grimly amid on-again, off-again suggestions its parent company, Ford, like it did earlier this year with Aston Martin, wants to sell.As a brand it still has an enormous amount of cache.Through all the turmoil Jaguar has been a survivor.There is no question many mistakes were made, none more obvious than its failure to depart from retro styling and its indecision over future product.Many suggest it should have by now cashed in on the SUV phenomenon. It can leverage much engineering and purchasing might from its gifted offroad stablemate Land Rover. There still is a chance Jaguar, in the long term, will bite the bullet and emerge with a quality SUV.Jaguar also seriously considered coming out with a budget roadster to fight with Mazda's evergreen MX-5 but the F-Type concept was still-born when it appeared about seven years ago.Even so the F-Type and the similar XK180 concept showcased the gorgeous design skills still prevalent among Jaguar's team.In the short-term Jaguar will replace its retro S-Type saloon with the XF, which has clear contemporary and future design elements, bringing it into line with its luxury rivals.The XF, which will be shown in production-ready form at the Frankfurt Motor Show in September and released in Australia later next year, uses interior cues similar to the brilliant XK coupe and convertible.It will be on a longer wheelbase and have wider front and rear tracks so it will be roomier inside.Jaguar may have slipped up in bringing out the budget $50,000-plus X-Type small sedan to try to muscle in on BMW 3-series territory.It didn't spark the sales volume — although it has improved — that it pinned so many hopes on and in some respects the car which was built off Ford's Mondeo platform didn't do the leaper badge's image many favours.In Australia, Jaguar has mirrored the rough ride it has experienced internationally with sales coughing and spluttering along.In 2006 Jaguar sold 1011 vehicles in Australia with the X-Type accounting for 676 compared with 975 (630 X-Types) the previous year.Business at Jaguar has been marking time for the past few years but in year-to-date figures the company is falling behind last year's mark of 367 to the tune of 35 cars.But funnily enough, volume is not the ultimate figure for Jaguar Australia general manager Dorian Lapthorne who says the company wants to model itself on Porsche.That is a big tick for Porsche's business operations which have won universal praise for being the only automotive company in the world that increased profit every year from 1995-2005.“Around the world Porsche has the highest profitability per unit of any manufacturer,” Lapthorne says.“They look to us like a good model for success.”Lapthorne qualifies the goal by saying Jaguar is not about to come out and corner the two-seater sports car market.“I'm saying as a business model, as a dealer network model, as an approach to the market that's got to be something that's a way of going forward.”Jaguar wants to shift cars but the balance sheet is reliant not so much on the number of vehicles sold but in lifting the average retail price.“Yes, year-to-date we're a little off the pace and we're completely comfortable with that,” Lapthorne said.“It's sometimes a difficult thing for people to understand because it says more equals more generally.“I think we're down about 10 per cent and that's completely in line with our plans.“In fact I think we're about five per cent ahead of our forecast.”You might be scratching you're head thinking that being off the pace is in line with plans but the method to the madness is in a greater spend by the customer.“It doesn't sound like a sensible thing to be doing until I tell you that our average retail price has gone from about $85,000 last year to about $100,000 this year.“I'm not going to go into the profit behind that, obviously, but that actually tells quite a good story for ourselves and dealers in terms of profit.”The focus for Jaguar has clearly shifted to the top end with its XK and XKR models rather than the “humble” X-Type.The X-Type path has proved to be a dead-end in terms of Jaguar growing its business on a mainstream scale as the Germans have done.“If you go back to 2001 when we were introducing the X-Type, we were then on what we thought was a growth path.“We thought we were a brand that was going to replicate what BMW, Mercedes and Audi was doing and extend down from our traditional premium end of the market.“For a number of reasons that didn't work.”There remains a degree of exclusivity and individuality about Jaguar buyers.They don't want to be seen as people who are driving cars built for the masses.“The Jaguar brand is very much seen as a brand for individuals,” Lapthorne said.“And that, when we do our brand tracking and brand research, is the one characteristic Jaguar owns across all luxury car lines compared to BMW and Audi and Lexus and VW and Peugeot.“I think that is one of the reasons which inherently prevented us from reaching the growth path we wanted.“The X-Type, a fusion of an XJ nose and an S-Type rear, was seen to be too conservative and was dressed to appeal to the Jaguar faithful thus hosing down the chance of catching fire with the broader audience.“It (X-Type) really hooked into those who already loved Jaguar and didn't extend outside that little footprint.”So what does the future hold?“As an example we like to look at Porsche which has a very focused product line-up, a very hyped dealer network and they don't sell huge amounts of cars,” Lapthorne said.“So we look at that and think that's a pretty good model for success.“If we got Jaguar into that sort of space — highly focused, premium, niche then I would think we've done a good job.”

In terms of exclusivity Bentley is a master.Bentley Brooklands coupe has already filled its first-year quota after being shown at the Geneva show in March.Named after the famous Brooklands banked oval at Weybridge in Surrey, England, which has just celebrated its centenary, the Bentley will be restricted to a lifetime build of 550.It runs a twin-turbocharged 6.75litre V8, the most powerful to come from the hallowed halls of the Crewe factory.Translated to numbers the Brooklands motor develops 395kW, about 80kW less than a V8 Supercar, and creates 1050Nm of torque which is claimed to be the highest from any bent eight in the world.The interior is covered exclusively in cow hide as standard, it can sprint from 0-100km in 5.3secs and has a top speed of 296km/h which is a purely academic number of course when you are talking about Australia.The engine features a free-flowing air induction system and sports exhaust with a recalibrated valve timing and engine management system. It develops full power from 4000rpm and maximum torque at 3250rpm.The two-door is shod with 20-inch wheels with 255/40 ZR20 Pirelli P Zero rubber as standard.It runs spring rates lower than the Arnage T, giving it similar ride quality to the Arnage R.New carbon/silicon carbide, cross drilled brakes can be added as an option.