Articles by Graham Smith

Think German car makers and you’ll most likely think of ’Benz and BMW, and possibly also VW, but you may not think of Audi. Despite a glorious history of engineering excellence and sporting achievement, the four ringed badge of Audi barely gets any attention here.Audi has been sold here on and off for many years, but those early models are now largely recognisable for the large rust holes appearing in the bodywork, and the copious clouds of smoke belching from their exhausts. You notice them for all the wrong reasons.That changed a little when the brand made a new start under the stewardship of Inchcape.The 80 was a decent enough car, nothing remarkable, but good enough to win a small following of those who wanted German engineering, but didn’t want to follow the pack into the ’Benz or BeeM fold.It was the 80’s replacement, the A4 that really began to build Audi’s reputation here. It was the first of the new generation of Audis, a competitor for the BMW 3-Series and Mercedes C-Class that could be taken seriously.Simply changing the name was enough to signal the company was making a new start.MODEL WATCHThe A4 was essentially the same size as the 80 it followed, but it was based on an all-new platform with a longer wheelbase and wider track. The overall length was the same, it was actually one millimetre shorter, but it was significantly wider than its predecessor.The A4’s weight was cut by 45 kg, not by the use of aluminium body panels, which was being pioneered on the large A8, but by the extensive use of plastics in non load bearing locations.Aluminium was employed in the A4’s compact four-link front suspension, brought over from the A8.Under the stubby tail of the front-wheel drive models was a conventional torsion beam, from the 80, while four-wheel drive models had a double wishbone arrangement.Unlike most other front-wheel drive cars the engine was located longitudinally in the chassis, but that was because it suited the use of four-wheel drive.The engine choices were almost bewildering. The main four-cylinder choice was a new long stroke fuel-injected 1.8-litre, with five valves per cylinder, which Audi claimed delivered better torque and much improved fuel consumption through more efficient combustion.For more dash Audi also offered a turbocharged version of the 1.8-litre four. With 110 kW at 5500 revs and 210 Nm from 1750 rpm to 4600 rpm, the blown four put out 18 kW and 37 Nm more than its naturally aspirated cousin.When pressed the A4T would race to 100 km/h in 8.3 secs, and reach a top speed of 222 km/h.Audi also offered a choice of two V6 engines, both lifted from the larger A6 without change. The 2.6-litre boasted 110 kW, while the 2.8 had 142 kW. In 1998 the 2.6-litre was replaced by a 121 kW 2.4-litre V6.Braking the A4 was easy with discs at each corner, assisted by standard ABS, and electronic brake force distribution.Inside, the A4 had quality plastics and trim, along with a long list of standard features, including dual airbags, auto air-con, remote central locking, power windows, and super sound.IN THE SHOPChris Lake services many A4s in his Auto Deutsche workshop, and says the A4 has no major problems with its body/engine combinations.He says the timing belt replacement is due at 90,000 km intervals, and is a major repair best done by removing the front of the car completely.Rebuilding the auto transmission is also a very expensive exercise, starting at $4000 and climbing from there.Other items regularly repaired are engine mounts, C/V drive shaft boots, lower control arm bushes, front end knocks, oil leaks on V6 engines, climate control displays not reading properly.The A4 generally stands up to high mileage quite well, but it’s important to find one with a verifiable service record from an acknowledged specialist. It’s particularly important that the engine oil has been changed regularly, as the sludge build up as a result of missed servicing can be terminal.In overall quality terms, Lake rates the A4 behind the C-Class Benz and the E36 BMW, its main rivals.OWNER’S VIEWPeter Colaci’s 1995 A4 2.6 has done 140,000 km, and he says it drives beautifully. He bought it because of its build quality, safety, and styling. In the 18 months he’s owned it he has had to replace the thermostat, otherwise it’s been trouble free.LOOK FOR• zippy turbocharged engine• solid build construction• expensive servicing• regular servicing• poor resaleRIVALS• BMW 3-Series – 1994-2001 – $21,000-$60,000• Mercedes-Benz C-Class – 1996-2000 – $32,000-$62,000THE BOTTOM LINEGood performance and handling, with build quality expected of German car, but held back by relatively poor resale.RATING60/100

There was a time you could pick a car’s country of origin by its styling, the way it drove, steered and braked. Cars seemed to have a unique character that stemmed from the culture of the country that produced it, none more so than Italian cars that had a certain flair that came from the Latin passion of the Italian people.Cars from Germany, France, England and America all had quite distinctive character traits that were a reflection of their country of origin.Globalisation has changed the face of the auto industry. Now that car makers have expanded beyond their national borders and are making cars with a world flavour those national characteristics that made particular cars stand out from the crowd have largely been eliminated from the business.One country that seems to have been less affected by globalisation than any other is Italy, which still produces cars that have a distinctive Italian flavour. One such car is the Alfa Romeo 156.In a time when cars are becoming more and more homogenised, the Alfa 156 stands out.Alfa’s traditional grille marks it out as a product of Turin to start with, but there can be no mistaking the taut flowing lines that could only have come from Italy.With its wheels placed at the corners the 156 has a powerful stance emphasised by its muscular shoulders and bold front and rear treatments.If styling is an important part of any Italian car, the engine is equally as important, it’s the heart that gives the car so much of its individual character.The 156’s heartbeat came from a 2.0-litre double overhead camshaft four-cylinder engine with twin spark plugs and four valves per cylinder or a 2.5-litre double overhead camshaft V6.With the 2.0-litre engine the 156 would reach 216 km/h if pressed, having reached 100 km/h in around 8.5 seconds, while the V6 would sprint to 100 km/h in 7.3 secs and had a top speed of 230 km/h.Those who chose the twin-spark four could choose between a five-speed manual gearbox and a five-speed auto; those who opted for the V6 could have either a six-speed manual or five-speed auto. A automated shift manual gearbox — Selespeed — could also be ordered for even more fun on the run.Final drive was through the front wheels, which was a disappointing departure from tradition for some Alfa enthusiasts who treasured the wonderfully exhilarating handling of earlier rear-wheel drive cars like the old 105 GTVs.But anyone who was able to get over the disappointment found the 156’s handling was just as thrilling as older Alfas despite the front-wheel drive.Double wishbone suspension was employed at the front with an independent MacPherson Strut layout at the rear. On the road it had a balance and precision that made it a joy to drive on the open road.Brakes were disc all round overlaid with ABS and EBD electronic brake distribution for optimum braking efficiency.The Alfa 156 came packed with standard features that befitted its place in the prestige segment of the market.Entry to the Italian club came via the Twin Spark Sedan, which had air-conditioning, ABS, dual airbags, adjustable steering wheel, power windows and mirrors, immobiliser, velour trim and carpets, power steering and a host of other features.You could also choose the 156 Sport, which added power Recaro seats, sports trim, instruments and carbon fibre dash trim.If you stepped up to the V6 you got alloy wheels in place of the steel wheels on the Twin Spark, as well as the V6 engine and the option of the six-speed gearbox.Perched atop the range was the Monza, which was available as a Twin Spark or V6, and added leather trim to the package.Owners of Italian cars have often had to be forgiving when their cars were often temperamental. They would often forgive them their sins for the sheer enjoyment of the driving pleasure.The latest generation of Alfas it seems are less prone to niggly problems as some of their predecessors.There were issues with poor radio reception on early cars, but that was about the extent of the dramas.Most 156s are owned by people prepared to lavish affection on them and ensure they are well serviced. Even so check for a service record and make sure no corners have been cut.Generally the 156 seems to remain rattle free, but the quality of interior fittings suggest that they might suffer in the long term when these parts may deteriorate and begin to loosen and fall apart as those of older Italian cars were prone to do.Agile handling and powerful ABS-equipped brakes give the 156 a great primary safety package, while dual airbags provide good crash protection when a collision is unavoidable. Standard side front airbags added to the secondary protection from 2000.Carol Sainsbery says her 2.5 V6 manual looks stylish, has a user friendly cabin with comfortable seats, and is a dream car to drive.Rick Fitzgerald says his 2001 Monza has been a great car . He loves the engine, the Momo leather interior, the styling, the gearshift and the handling. He’s not so keen on the front-wheel drive, the lack of cup holders, and the air-con, which struggles on hot days and reckons the plastics could fit better.Salv Pupillo has driven 125,000 km in his 1999 Twin Spark sedan and says every day has been a pleasure. He recalls the day he was invited by a dealer to thelaunch of the 156 and he was so impressed he decided it would be his next car. Six and a half years later he looks forward to many more pleasurable years before the inevitable update to a newer 156.Peter Coumaros dreamed of driving and owning an Alfa Romeo when he was student. He had to wait almost 30 years before realising his dream own one, but is now onto his third. He says it’s an addiction that’s very hard to describe to someone who has never driven an Alfa. The 156 V6 is pure pleasure, a “piece of art" on wheels. The V6 is fantastic and responsive.Stephen Vincent bought his Twin Spark manual in 1999. He has found it to be extremely reliable and a pleasure to drive. His only problem has been a computer failure, and his only criticism is the large turning circle.• classic Italian styling• smooth powerful engines• beautifully slick manual gearshift• excellent road holding• well equipped with every featureGood looking sports sedan goes and handles well and stands out from the crowd.

M spells 'magic'where BMWs are concerned, particularly when it’s accompanied by the number ‘5’. In the case of BMW ‘M’ is the universally recognised symbol for the company’s ‘M Sport’ special tuning arm, which takes ordinary BMWs and transforms them into some of the greatest sporting models yet seen.It began in the 1970s with the M1 sports coupe, but gathered pace in the 1980s with the release of the first M3 and its bigger brother, the M5.The E34 M5 was the first of the line that continues with today’s awesome model. While the current M5 is well out of reach of most of us the earlier models like the E34 are also awesome sports sedans and much more affordable.MODEL WATCHThe M5 first appeared in local showrooms in 1990 when we were given a taste of sophisticated sports motoring in the form of the E34 model. That first model ran for barely three years before it left the market, to return in 1999 in the later E39 guise.The E34 5-Series was a great car to begin with which makes it a perfect foundation for the M5.The great thing about the M5 is that it’s barely recognisable as anything other than a regular 5-Series. The external changes are subtle so only the informed would pick it as something special.There is a subtle front airdam and side skirts, but no wild wing on the boot. The alloy wheels are larger than those on the regular 5-Series and there’s an M5 badge on the grille, but that’s about it.At the M5’s heart is the wonderful BMW six-cylinder engine. At 3.5 litres the 24-valve double overhead camshaft six is silky smooth and the extra tuning by BMW Motorsport makes it sing even sweeter.The power peaks at 232 kW at 6900 revs while the torque peaks with 360 Nm at 4750 revs. It’s red-lined at 7000 revs, with an electronic limiter set at 7200 revs to keep the most enthusiastic drivers in check when the engine feels as though it could happily rev on forever.When pressed that’s sufficient to propel the four-door flyer to 100 km/h in 6.7 seconds, and cover the standing 400-metre sprint in 15 seconds, before hitting an electronic wall at 250 km/h.The real strength of the M5 is its ability to cruise at very high speeds over long distances, it’s really built to burn on the ’bahns of its homeland.BMW offered the M5 with a five-speed manual transmission only. It had a slick shift that was precise and a joy to use. Through the gears it would do 60 km/h in first, 100 km/h in second, 155 km/h in third, 209 km/h in fourth and 250 km/h in top.Under the understated skin lay MacPherson Strut front suspension and semi-trailing arm independent rear suspension, tweaked of course by BMW Motorsport to produce response and balance that is nothing less than awe inspiring.Big discs at both ends provide powerful braking while standard antilock electronics deliver added safety.Not surprisingly the M5 came well equipped. Leather-trimmed powered sports seats were standard along with a sports steering wheel, climate control air-conditioning, trip computer, premium sound, central locking, and a sunroof.IN THE SHOPThere are few flaws with the M5. The engine is bullet-proof, but needs proper servicing, even more so if it’s been driven hard.The reality is that most of these cars are bought by people who rarely push them to the limit of their extreme capabilities so most are kept in good condition.The most common problem is the gearbox, in which second gear synchro is a weakness, so check carefully for any reluctance when trying to select second.On such a high performance car it’s important to use good tyres and brakes and they will be expensive, so be prepared to spend some money on maintaining the performance.IN A CRASHRecent surveys of cars in crashes suggest the E34 BMW is average in both protection of its occupants and its impact on those in cars it hits.In its favour the M5 has the steering, handling and braking prowess to avoid collisions, but without airbags its secondary line of protection is a little lacking by today’s standards.OWNER’S VIEWSimon Ansell has owned plenty of exotic performance cars, like an Audi Quattro, Lancia Delta Integrale, BMW M3, and a couple of Golf GTis, and says his M5 is one of the most fantastic cars he’s owned. He has restored it to as new condition as the previous owner lived in the country so it got a bit stone chipped. It has had a new gearbox, but other than that big job it has had a relatively trouble free run. One of the things he likes about it is that only motoring people know what it is and it is still so quick for a car of its size. The engine is an absolute gem and sounds sensational when run to the red line.LOOK FOR• subtle styling hides performance potential• superb six cylinder engine• possible synchro problems in gearbox• silky smooth performance• understated looksTHE BOTTOM LINEOne of the best sports sedans ever made if you can afford it.RATING90/100

It is clear, as the economy tightens and petrol and diesel prices remain volatile, that owners are looking at squeezing more of their precious dollar out of a tank of fuel.LPG, or autogas as it is known, is becoming more popular as it can save car owners up to 50 per cent off their fuel bills. You don't need a calculator to work out the benefits. Depending on where you live, unleaded petrol costs around $1.50 a litre versus 70c a litre for LPG.And the resulting savings have convinced more than 500,000 Australian motorists to switch to LPG, according to the chief executive of LPG Australia, Steve Woodward.“There is an amazing amount of interest in LPG,” he says. “And it's growing each month. Last year there were 95,000 conversions, 75,000 in 2006 and 35,000 in 2005.”The LPG vehicle-conversion scheme has also just been extended to 2015, which provides some long-term reassurance for prospective customers. Woodward says it wasn't so long ago that many consumers thought of LPG cars as “bombs on wheels”.“That's long gone,” Woodward says. “The demonstrated safety of an LPG vehicle is now well established.”But he says that despite wider acceptance, there are still misconceptions regarding both the fuel and the conversion process.“The biggest issue that we need to address is people asking, `Can my vehicle be converted',” he says. “The short answer to that question is yes. Everything's being converted, from Rolls-Royces to Bentleys down to Fiat 500s.”And like all consumer items, it pays to shop around. Cost is another factor, and the biggest thing that determines the conversion cost is a vehicle's age.“An older vehicle manufactured before 2004 should cost about $2500 to $3200, depending on the car,” he says. “More recent cars with Euro III and Euro IV emission technology are a bit more — $3500 to $4500, and some could be a bit more than that.”The newer systems also have improved liquid injection systems that deliver more power, improved economy and driveability. However, not all companies use the latest technology.So, again, it pays to shop around to find what's best both for your hip pocket and your engine.Smith says that most problems with LPG conversions relate to poorly installed systems.“It pays for people to find out as much detail as they possibly can,” Smith says.One of the most respected suppliers in the country is the Australian LPG Warehouse, which has more than 400 installers nationally. The LPG Warehouse recommends three different LPG systems for vehicles, depending on their age.The first and cheapest is a traditional venturi system, a budget-priced unit suitable for pre-2003 cars. Next is a sequential vapour injection system for vehicles newer than 2003, while the newest premium JTG liquid-injection system can be used for current year model vehicles and has better power than petrol injection systems.Woodward says the payback period for an older and newer car is different but one thing is certain: owners will still save in the long run.“It depends on kilometres driven, too,” he says. “If you're doing 20,000km, the payback period is about six months.”Another factor in the rush to LPG is the fact it is excise free. And LPG cars also command higher prices on the used market.“An LPG car will get $1500 to $2000 more than an identical car that is the same make, model and same condition and kilometres,” Woodward says. “This makes it a big attraction for both small and large fleet operators.”Woodward is also of the view that growing consumer knowledge will increase the demand for factory-fitted LPG cars.“Until the only manufacturer that's done that successfully is Ford, and they're underpinned by the taxi fleet,” he says.Ford has a dedicated E-Gas Falcon sedan and ute, while Holden now has a dual-fuel LPG Commodore. A dedicated E-Gas Falcon XT starts from $37,890 and, with 10 LPG models, the G6E tops the batting at $48,390.Holden is using LPG as part of its alternative fuel push on its cars. There's dual-fuel LPG in the Omega and Berlina sedans and the Omega ute. The LPG Commodore Omega sedan will set you back $33,990 and the Berlina $42,690.Over 12 months, both the Commodore and Falcon deliver running costs that rival the small four-cylinder Toyota Corolla.And just like Ford, which now sells 25 per cent of its Falcons as E-Gas cars, Holden is expecting a significant sales boost.The bottom line on the Holden move was a $1500 price cut on its dual-fuel LPG cars from September 1, helping drive renewed interest in the Commodore. In fact LPG may well prove the large-car segment's saviour.SNAPSHOTSubsidies available$2000 toward the cost of an LPG conversion of a new or used motor vehicle for non-business use and $1000 toward a factory-fitted LPG vehicle for non-business use.Can I convert my car?Almost all unleaded petrol-fuelled vehicles can (subject to luggage space limitations) be converted to LPG. Systems range in price from about $2500 to $4500 installed.What are the savings?Working on a price of 65c a litre for autogas and $1.40 a litre for unleaded petrol, a Holden Commodore driver travelling 28,000km a year on autogas will save $2020 ($38 a week), according to LPG Australia. A Toyota HiAce van travelling 40,000km a year on autogas, meanwhile, will save its owner $2886 a year, or $55 a week.Go to lpgautogas.com.au for more information and a handy calculator to work out your cost advantages.OTHER CHOICESDieselGrowing in popularity every month. Car buyers are discovering ultra-frugal economy, strong torque and low emissions. Common rail diesel engines have a more efficient operating cycle than spark-ignition (petrol) engines. This results in less fuel energy being consumed to produce the same amount of propulsion energy. Many new diesel cars are fitted with particulate filters and other technologies that make them environmentally cleaner. EthanolIt provides greenhouse gas reductions beyond what's available from fossil fuel technologies, but costs more to produce. It is mostly sold as a 10 per cent fraction (E10) of petrol locally but some E85 — 85 per cent ethanol — vehicles are available. At this dilution, the greenhouse gas benefits are slight and fuel economy gains are questionable. Cars that run on higher concentrations must have special fuel lines and other plumbing.ElectricAll-electric cars may end up being our future commuter vehicles. Zero noise and no exhaust emissions. But the batteries, even the latest lithium-ion ones, are heavy and take up space. Questionable environmental impact plugging into mains power to recharge.HybridsThese are growing in popularity but some diesel engines are actually more fuel efficient than hybrids, which must carry around a heavy battery pack. Plug-in hybrids and range-extender hybrids like the Chevrolet Volt are expected to make good city cars.HydrogenTechnology is in its infancy but zero emissions make hydrogen attractive. However, it is an expensive long-term proposition because of storage and infrastructure requirements. About 80 per cent of the world's hydrogen comes from natural gas or oil too. This means CO2 emissions are produced but offset by the fact CO2 emissions are reduced through the use of hydrogen to power a car. Hydrogen storage in vehicles needs further work. A stainless-steel tank in a car containing the hydrogen also needs to be super-insulated to keep the contents at -250C.

More fleets are choosing to go green, even though it might cost them more. TNT has bought a fleet of hybrid delivery trucks and hot on its heels Woolworths and Toll have chosen to go beyond the current emission limits and buy even greener Euro 5 trucks. Several fleets are considering going to the Euro 5 trucks, but Woolworths and Toll are leading the charge with the purchase of 65 Euro 5-compliant Mercedes-Benz trucks for Woolworths' Sydney distribution operation. Woolworths has bought 15 Euro 5-compliant Atego rigid trucks, which will be run for Woolworths by Toll, and has backed Toll's move to acquire 50 Euro 5-compliant Actros prime movers, which will also be used for the Woolworths operation. Woolworths became the first company to commit to the Euro 5, which won't be mandatory here until 2011, when it placed the order with Mercedes in late 2007. Euro 5 will come into play in Australia as ADR 80/03 when the next round of emission limits are made mandatory in 2011. Under the Euro 5 regime, NOx emissions are almost halved from the allowable emissions under Euro 4, while the allowable particulate emissions are unchanged. European truckmakers are able to offer the Euro 5 trucks because they use SCR, Selected Catalytic Reduction, technology. With SCR, NOx emissions are attacked by the injection of Adblue, a urea solution, into the exhaust stream after it leaves the engine. In essence, to reduce NOx even further, to the lower Euro 5 limit, it's a relatively simple matter of injecting more Adblue. “The technology lends itself to the change because the treatment is outside the engine rather than in the cylinder,” says Mercedes-Benz senior truck executive Carlo Beltrame. There are also some hardware and software changes needed, which make the Euro 5 trucks more expensive by about $5000, and the extra Adblue needed makes them a little more expensive to run, but Woolworths sees the extra cost as being worthwhile to be a good corporate citizen. “Woolworths drove the deal through a corporate commitment to be green, and Toll picked it up and ran with it as well,” Beltrame says. The Woolworths deal is a significant one for Mercedes-Benz, who will deliver 15 235hp Atego 2324L 6x2 rigid trucks with six-speed Telligent automated shift gearboxes, as well as 50 435hp Actros 2644 LS prime movers with Powershift 12-speed transmission. The Ategos will hit the road in June, while the Actros prime movers will join the Toll fleet a month later. Both will be run out of Woolworths' Minchinbury distribution site, making deliveries to Woolworths supermarkets in the Sydney metropolitan area and surrounding districts.  

However, there will still be no diesel engine option, because it is made for the American market which has yet to hitch a ride on the diesel boom. Murano is running 13th in the 20-vehicle medium SUV segment in Australia, probably due to its lack of a diesel option which accounts for 25 per cent of sales in the sector. Nissan Motor Company Australia corporate communications manager Jeff Fisher said the revamped Murano would arrive "possibly in early '09.” "Murano is a US concept intended chiefly for that market,” he explained. "We think it works OK as a petrol in its prestige/low-volume market.” Externally the second-generation Murano looks very much like the first generation and only owners may notice the difference. Up front, there is more curve to the grille and headlight assembly in the shape of a boomerang. The front-mounted aerial has moved to the rear and into a shark fin style as found on BMWs. From the side, there is little difference, retaining that upswept sill line that creates a big blind spot in the C-D pillar section. Door handles are slightly modified, but even the alloy wheel designs are the same. Out back the wide expanse of sheet metal which gives the Murano a big bum has been reduced by horizontal positioning of the taillights rather than vertical. There also appears to be a slightly larger roof-mounted wing. Other changes include slightly thinner roof racks and twin tailpipes that are more integrated into the bodywork. Inside, there is a substantial change to the steering wheel, centre stack and instrument pod. Much of the typical Nissan brushed aluminium is gone. The effect is more sporty and macho. Murano continues to be powered by Nissan's ubiquitous 3.5-litre VQ engine which has been revised to offer improved performance. The 24 valve twin cam V6 now develops 198kW of power, up a whopping 26kW and 325Nm of torque, up 8Nm. Nissan claims faster acceleration times, but did not supply figures. Despite the power boost, Nissan claims improvements in fuel economy have been gained through re-engineering the Xtronic CVT transmission for a 20 per cent reduction in friction losses. Nissan says shift speeds and responsiveness are improved. While Australian spec and pricing have yet to be decided, the new Murano features “scratch shield paint” which protects the exterior from marks and scratches. The paint repairs the marks thanks to a newly developed highly elastic resin that helps prevent the scratches from damaging the base layer paint. Fisher said there were no Nissans in Australia yet with Scratch Shield "at this time.” "So far, it's proposed only for Murano in the US,” he said.  

HSV had plenty to live up to when it was formed back in the late-1980s, following on as it did the legacy established by Peter Brock's HDT Special Vehicles.Brock wove magic in a series of mundane Holdens and created cars deserving of the 'special' tag. Brock's cars are now very collectable.Despite lacking the Brock name, HSV has established its own niche and has a strong following. Its most prominent and popular model has been the Clubsport, a name first attached to an HSV-modified Commodore in 1990.It's been HSV's mantra that they build refined performance cars and the VY Clubsport was true to that concept. Words such as refinement, sophistication and quality were liberally splashed around on the release for the Y Series in 2002.The addition of body kits had a dramatic effect on the Commodore's appearance, taking it from family-friendly four-door to sports stunner.A lower stance, courtesy of the HSV-tuned suspension, was further enhanced by some sharp 18-inch alloy wheels filling out the wheel arches.The Clubsport boasted sports seats, a leather-bound steering wheel, sports dials, bright colours and sports highlights to reinforce the concept while maintaining relative sophistication.Under the skin lay sports shocks and springs, which produced a sporting bias and sharper turn-in. It also boasted the HSV Performance Braking package, which included larger ventilated front and rear discs, and larger front calipers.The standard 5.7-litre LS1 V8 was boosted to 260kW at 5600rpm and 475Nm at 4000rpm, which made it capable of propelling the 1600kg Clubsport from zero to 100km/h in less than six seconds. HSV offered the choice of a four-speed auto or a six-speed manual, and drive was through the rear wheels. ABS antiskid stoppers and traction control assisted drivers.For an even sportier ride there was the Clubsport R8 with added enhancements, particularly the improved braking from the Premium Braking package, which included larger front and rear discs, and more powerful calipers.A year after the Y Series was released HSV updated it with a Series 2, which brought more power (285kW) and torque (510Nm), a heavy-duty four-speed auto, and on the R8 the Performance suspension that was previously only on the GTS model. Inside there were new seats with four-way power adjustment and new trim.Poor resale has been an issue with HSV cars while Brock Commodores increase in value. The LS1 V8 suffered piston problems so check if it's had a rebuild. The Clubsport's suspension offers agile handling and responsive steering.There's front and side airbags for the front seat occupant's safety. It's a tuned V8 so expect 13-15litresper 100km on average around town, 10-12 when you hit the highway.  Snapshot  HSV ClubsportVY/VY 2Years: 2002-2004Price: $25,000-$28,000 for an early Y Series Clubsport; add $2500 for the R8. A VY 2 can be had for $28,000-$31,000; another $2500 will secure an R8.Engine: 5.7L/V8; 260kW/475NmEconomy: expect 13-15L/100kmRating: 70/100Verdict: Looks good, goes hard, but it's not for the faint-hearted or inexperienced driver. RivalsFalcon XR8Years: 2003-2005Price: $23,000-$30,000 BMW 540Years: 2000-2003Price: $40,000-$70,000 Jaguar XJ8Years: 1997-2003Price: $22,000-$70,000 

The Mark V model of the late 1940s, the Mark VII of the 1950s and the original XJ6 of the late-1960s established a fabulous heritage of elegant saloons, and little has changed in the 60 years since.The company's former slogan, Pace With Grace, pretty much sums up the big Jaguar saloons. They were sporty, but still oozed charm and elegance.Today's models are no less elegant than the classics, even if some think they're stuck in the past. Model watchThe seventh-generation Jaguar XJ saloon emerged in 2003, and again it looked for all the world like a makeover of the first XJ shown in the late 1960s.That first car was such a beauty it seems Jaguar couldn't let it go, but why should it? That original XJ6 was perfectly proportioned, its balanced lines looking fresh even after 40 years.The XJ8 of 2003 had a similar balance despite being significantly larger than the model it replaced. It was longer, wider and taller than its cousin, and had a longer wheelbase and reduced front overhang.If it looked like a throwback to the past, the X350, as it was known, was no such thing once you looked under the skin and saw the depth of engineering that marked this cat out as a very new beast.One constant criticism of the big cats over the years is its exterior size was never translated to interior room.At the core of the XJ was a rivet-bonded aluminium monocoque that slashed the big cat's weight by 200kg or more. Remarkably, it weighed little more than 1500kg.The lightness clearly comes through in the driving. The XJ feels agile and responsive, with quick, sensitive, precise steering that helps belie its physical size.Though Jaguars have always been a pleasure to drive, the dynamics and speed of this model shifted it up into an elite class occupied by the BMW M-Series and Benz AMG models.Under the XJ's long, elegant bonnet at launch was a choice of two V8s, which in early 2004 were joined by a V6.The V8 choices were a 3.5-litre unit and a larger 4.2-litre engine, the latter available in normally aspirated and supercharged forms.Both were of a double overhead camshaft configuration with four valves a cylinder. The 3.5-litre version had 196kW at 6300 revs and 345Nm at 4200 revs. The normally aspirated 4.2-litre engine put out 224kW at 6000 revs and 420Nm at 4100 revs.The big cracker-blown 4.2-litre engine, which powered the awesome XJR, had 298kW at 6100 revs and 553Nm at 3500 revs.All that drive was then transferred to the blacktop through a ZF six-speed automatic, the final drive going through the rear wheels.When it arrived in 2004 the double overhead camshaft 3.0-litre V6 had 179kW at 6800 revs and 300Nm at 4100 revs.With a solid, rigid foundation, the XJ had a stable platform that could support the sort of handling the Jaguar engineers wanted to achieve, but that was just the start.Add to the aluminium masterpiece self-levelling air springs to adjust the ride height to suit the speed the big cat is being driven at, and Jaguar's adaptive shock absorbers, and you have an awesome package.A stiffer, more sporting setup was optional, and there was the XJR for the ultimate ride.Tradition also played a big part in determining the design of the interior, which had lashings of leather, touches of wood and many features such as power seats, adjustable pedals and steering wheel, parking sensors, cruise, air and a super sound system. On the lot Jaguar lost ground to its German rivals when it, along with the entire British car industry, went through a meltdown in the 1970s and '80s, caused by poor build quality and engineering integrity.The old marque doesn't have the respect it once had. Most of its buyers have moved on to BMW or Benz, and newer ones never knew it at its best.For the V6 pay $95,000-$105,000; for the small V8 (2003-2005), $98,000-$120,000; for the bigger V8, $110,000-$130,000.If you want to go all the way to the XJR you'll need to pay $115,000-$140,000. In the shopAverage build quality plagued earlier XJ Jags. The problems were mostly silly things that should never have occurred, but did, and they were very frustrating for owners. But since Ford took over the quality has improved and there is little for owners to be concerned about.Make sure the service schedule has been adhered to and the oil in particular has been changed.Eighteen-inch wheels are standard and 19 and 20-inch wheels optional, so be prepared to pay dearly when tyres need replacing. In a crunchThe XJ has an awesome array of safety features — as there should be on a car that costs about $200,000 when new.The monocoque chassis, its agility, precise steering and powerful brakes give it the roadholding to escape possible crash situations.Should the metal begin to crumple, front and side airbags are activated. At the pumpBeing surprisingly light for its size, the XJ is reasonably economic. If you pedal lightly you can expect to achieve 10.5-12.5 litres for 100km. The bottom lineClassic looks belie a modern sporting saloon that matches the bahn-stormers.70/100  All anglesLook forTimeless classic stylingWonderfully balanced chassisPrecise steeringHigh performance RivalsLexus LS430 (2003-2005): $82,000-$110,000BMW 7-Series (2002-2005): $89,000-$220,000Audi A8 (2003-2005): $85,000-$125,000

However, the small van market is a far different creature today as the French company unveils the next generation of its popular carrier. VW changed the small van landscape when it launched the Caddy in 2005. Based on the Golf, the Caddy drove like a car, was comfortable to ride in, had a diesel engine option and, later, also had the option of an automated gearbox. It was the only van in the class with a diesel and auto transmission and shook its market to the core. In no time at all it raced from zero to be market leader, despite a premium price which experts had predicted would hinder sales. The experts badly misread the market because the Caddy proved small van buyers were prepared to pay for options such as the more expensive diesel engine, which now accounts for about 90 per cent of all its sales. Facing the possibility of annihilation in the segment, Citroen has hit back with a new Berlingo that attacks the Caddy head on. Citroen has based the new vehicle on the impressive C4 Picasso people-mover platform, which should ensure it comes with a passenger car level of handling and ride comfort. In the process the Berlingo's load volume climbs from three cubic metres to 3.3 — marginally more than the Caddy's once class-leading 3.2 cubic metres — while payload capacity jumps from 800kg to 850kg, well above the VW's 750kg. With the optional Extenso cabin, the Berlingo becomes the first in the class to offer seating for three in the front, while being able to increase load volume to 3.7 cubic metres with a maximum load length of three metres. The suspension and driveline also come from the C4 Picasso and for the first time Citroen's small van will have a diesel engine. Details of the engine, and the availability of an auto transmission option, haven't been released. The C4 Picasso sold here at present boasts a 2.0-litre diesel that puts out 100kW but there's also a less powerful version available in Europe. Either one would be very competitive with the Caddy's 77kW 1.9-litre diesel engine. The C4 Picasso also offers a six-speed auto transmission, which would match the Caddy's popular DSG six-speed automated manual 'box. With its load capacity, optional extra seating, a diesel engine and an automatic transmission, the new Berlingo ticks all of the boxes necessary for success in the small van market this year. Citroen plans to release it in Australia in the third quarter. Pricing details will be issued at the time of its release.  

 It was a time when bigger was better, when automotive prestige was measured by the metre.Many Australians in the 1940s aspired to own an American car of the sort being built and sold by Holden and Ford. But by the time Chrysler released the 300C in 2005, there had been a seismic shift in the market and US cars were regarded as gas guzzlers that were poorly built and less refined than European or Japanese rivals.But the 300C had a number of things going for it that would help it find its niche; US cars still had a following here, it was built and backed by DaimlerChrysler and it was distinctively styled.Model watch The 300C was a surprise hit. With its big, bold chrome grille, tall slab sides and chopped roofline it caught the imagination of a section of the local motoring public.Spend time in a 300C and it quickly became evident it was a head-turner. People might not necessarily have known what it was, but they sure took notice of it.Chrysler was aiming to steal a slice of the big-car market from the Fairlane LTD and Statesman Caprice, and it succeeded.Under the bonnet was either a 183kW 3.5-litre, single-overhead-camshaft V6 or a 250kW 5.7-litre Hemi V8 that had cylinder deactivation to save on fuel bills.Chrysler claimed cylinder deactivation — it was called MDS — was good for 10 to 20 per cent savings.The V6 was given a four-speed auto; the V8 a five-speed auto with a slapstick manual change.On the road, the 300C was surprisingly un-American. Instead of the expected sloppiness, it steered with precision and feel, braked confidently and the handling was well balanced and reassuring.Not such a surprise was the 300C's ride, which was comfortable and absorbent with good isolation and little noise intrusion, even on its 18-inch wheels and tyres.Standard gear included climate-controlled airconditioning, cruise control, fog lamps, CD stacker, remote central locking, full electrics and full leather trim.On the lotFor a V6 pay $36,000-$40,000 for a 2005-2006 model; add $5000-$6000 for a Hemi V8. Though style is an attraction for 300C buyers, the allure of the Hemi V8 probably makes it a better resale proposition than the V6.In the shopIt's early days in the life of the 300C, but owners report few problems so far. Nothing significant has come to light; the issues reported are minor and have been addressed by Chrysler.The softish ride can result in damage to the under body and suspension if driven too fast over speed humps, so make note of any noise coming from the suspension.Replacing low-profile tyres fitted to large diameter aftermarket alloy wheels can be expensive, so check the price of the tyres before deciding on a car with big wheels.In a crunchMass is a great protector when it comes to a crash, and the 300C is well endowed in that area. It weighs more than 1800kg.Being a large car, the 300C is not as agile as a smaller one, but its chassis is well balanced and electronic stability control helps out. The anti-skid brakes are powerful and its steering lets the driver know what's going on, so it has a powerful primary safety package.Airbags all round complete a modern safety arsenal that will provide good occupant protection.At the pump A heavy car with a big V8 isn't a recipe for low fuel consumption, so be prepared for a shock.The cylinder deactivation system on the Hemi V8 is a mitigating factor in its favour, but the 5.7-litre V8 will still be thirsty.Expect 15 litres for 100km around town and 12 litres on the highway for both V6 and V8 models.Owner's viewsShane Hann was one of the first to place an order when Chrysler imported the cars in 2005. Back then these cars were relatively unknown, and the number of looks and comments were astounding. He has done a few modifications; changing the exhaust so the Hemi can really sing, fitting 22-inch rims and dropping the ride height 35mm.Paul Carton is still grinning after two years and 30,000km at the wheel of a 300C. He says it's big and comfortable, but oozes power, and he loves driving it. He gets less than 15 litres/100km commuting and about 11 on the highway run.The bottom line Striking looks turn heads, but the beauty of the 300C is more than skin deep. 79/100 All angles Look for Head-turning stylingHemi V8 performanceReasonable fuel economy for a heavy V8 carComfortable rideReassuring handlingRivalsHolden Statesman/Caprice (2004-2006) $30,000-$50,000Ford Fairlane/LTD (2005-2006) $38,000-$49,000Jaguar XJ8 (1997-2001) $20,000-$51,000