Articles by Jaedene Hudson

That may be shocking in a good way, or a bad way, but whichever way, there is no mistaking the car in the traffic. And there was no better case in point than the Ford Performance Vehicles GT in its aptly named shade of Toxic.People laughed and pointed, some joked with friends — and there were those who appeared to like the electric, Kermit-green colour. But we had thick skin and tinted windows and when the right foot hit the throttle it suddenly didn't matter what people thought.The GT starts from $62,210 for the manual. The car we tested came to $68,000 with the slick new six-speed automatic for $1250, stripes for $595, an extra $2795 for leather, a $950 performance steering wheel and $200 floor mats.The GT comes with a 5.4-litre quad cam 32-valve V8 under the bonnet that produces 290kW of power at 5500 revs and 520Nm of torque at 4500 revs.In "D", the six-speed auto is smooth with quick changes and is rarely left hunting.Flick it to the left and up comes PERF (performance) on the LCD display. The performance mode is a more aggressive automatic mode. Gear changes are held longer on the upshift, the intuitive system avoids nasty shifts in cornering and gears are held under braking.Move the lever forward or back and the transmission goes into manual mode.Push forward for a down-shift, pull back for an upshift. The result is simple (and fast) no-clutch gear changes.In the city the lack of the usually heavy V8 clutch made peak hour a lot more comfortable for the left leg.The BF's auto allows drivers to hold gears at redline without changing in manual.It does, however, have an in-built feature that allows for the need to punch quickly while cruising. An aggressive stamp on the accelerator will have the box searching for the meat of the torque curve to provide maximum urge.With traction control as a standard feature, grip in the wet is a lot more substantial than the previous model, making it easier to get the power on to the black stuff.It will still spin the wheels but the driver is not battling quite as much to keep it in a straight line. If you want to play, the traction control is switchable.What a disappointment it was to find the gentle rocking-at-idle of the previous model no longer exists.While it may seem a small thing, it was one of those delights that make V8s such a visceral experience. This feature has apparently been tuned out to meet new emission regulations. Despite the re-tuning, the GT has not lost the rumbling V8 note that turns into a wailing monster with little prompting.While the GT feels heavy on a tight road, it has a crisp turn-in and not too much body roll.On the open road it is a comfortable cruiser.Tyre noise was more intrusive than expected. And, as time went on, the tyre noise became more apparent rather than fading into the background.The big Brembo calipers and ventilated discs mean the GT stops time and time again, without hint of fading.On the outside, there is no mistaking the GT's pedigree from front to rear.The fog lamps with satin chrome surrounds, sculptured side skirts, three-pillar spoiler, V8 Supercar-inspired tri-slot front splitter and the new rear fascia with the beefy twin exhausts make sure there is no mistaking the GT is a GT from any angle.Care has to be taken, however, when entering or exiting driveways and moving over speed humps because of the tendency of the spoiler to scrub.Inside, the GT's reflective-style silver stitching on the trim looks cheap but the hugging four-way electrically adjustable driver's seat is comfortable and supportive.For $950, the sports steering wheel is more comfortable than the standard XR8-style offering but still unnecessarily chunky.The on-board computer showed an average of 19.4 litres of fuel used every 100km but that was mainly city driving. The optional stripe package should be standard on the GT, as it is on the GT-P, because it makes the car look more like the animal it can be.

Like sister company Volkswagen, Audi sees diesel as the way to go forward in Australia. Volkswagen's diesel sales results speak for themselves. The company's Golf diesel has been selling great guns, with oil burner sales accounting for more than half of Golf sales in certain months last year.Audi already offers a diesel in both the A3 and the A6 (diesel makes up about 35 per cent of total A6 sales) and by April will add a 171kW 3.0-litre A4 TDI and a 4.2-litre V8 TDI A8.The recently launched 2.0-litre A4 TDI is the entry-level diesel in the A4 range.Audi expects this new A4 model will account for about 250 units of A4 sales. And at $56,990, a price that would have to be at least $15,000 cheaper than the coming 3.0-litre TDI A4 and $11,500 cheaper than its closest competitor the Mercedes-Benz C220 CDi, the A4 TDI is appealing.For those who want a comfortable cruiser equipped with the Audi badge and all the attributes that come with the four rings, the TDI fulfils its role well.It may not be the best diesel going around but it is quiet and does its job well. Apart from a slight hesitation on take-off, the TDI moves up to speed swiftly and smoothly with little noise interruption in the cabin.The constantly variable transmission (CVT) is refined with quick and clean gear changes, although balks a bit when quick acceleration is needed for overtaking.Audi's infamous DSG box would be a ripper with the diesel, but with a sports and manual shift option, the CVT does well to use the engine's capabilities.The TDI is not a sporty ride (it's not supposed to be) and the tiptronic option does little to improve that.As with all diesels, the 103kW power figure is somewhat irrelevant. It is all about the torque and the TDI has plenty of that. The four-cylinder turbocharged diesel produces 320Nm of torque between 1750rpm and 2500rpm, with the bulk of that from 2000rpm.The steering is a little light and uncommunicative but the TDI holds on well on a twisty road. It is, however, when cruising the open road and the freeway where with the needle sitting under 2000revs at 110km/h, and the average fuel consumption hovering around 6.4 and 7.0 litres every 100km, it becomes hard not to have a smile on the dial.With the bundles of torque available the needle rarely goes over 2500rpm at all. The ride is more firm than not but the comfortable seats save the backside from the hourly sleep. And, the height and reach-adjustable steering makes finding a comfortable driving position easy. Rear-seat legroom is reasonable and again the seats are both supportive and comfortable.Like even the most sophisticated of diesels, the A4 is still slightly noisy on start-up when standing outside.The sensible and stylish cabin is appealing. The black interior with chrome/metallic highlights and the red-lit instrumentation is stylish while the quality and soft-feel materials and Volterra leather upholstery give the TDI a luxurious finish.The car comes with lots of bits and pieces, although paying for the ability to fold the rear seats is a bit rough.It sits on 16-inch alloys and has all the safety attributes one expects from the four-ringed badge, including active front head restraints, eight airbags, electronic stability program which incorporates ABS, electronic differential lock (EDL), anti-slip regulation (ASR), a brake-disc wiping system and brake assist.Adjustable and heated power mirrors, fog lights at the front and the rear, DataDot microdot identification, centre armrest, leather steering wheel with audio and cruise controls and a 10-speaker CD system are just a few of the additives that make the A4 a typical Audi.Other features include automatic airconditioning with separate dual-climate control for driver and front passenger and the driver information system with trip computer.

Honda executives say an unrealistic price tag of $35,000 has put an end to immediate dreams of a hatch in the current line-up."I really want to have the five-door hatch," Honda Australia managing director and CEO Toshio Iwamoto says. "We are currently investigating the feasability of importing the Civic hatch."The hatch is made in the UK exclusively for the European market. "I think we will get the hatch but it may take some time. It takes time to develop a suitable product for each market," Iwamoto says. He says the lack of a hatch will limit sales potential.The Civic is available in a 1.8-litre VTi and VTi-L, a 2.0-litre Sport and a 1.3-litre Hybrid, with sales to start at the end of the month.The entry-level VTi starts from $20,990 for the manual with the VTi-L from $22,490 and the Sport from $29,990. Add $2000 for the automatic. The Hybrid is $31,990.The new car is longer, wider, lower and heavier than its predecessor. The front is aggressive and sporty with redesigned headlights, front grille and bumper.The sporty look flows across the whole car, with a sleek side profile highlighted by smaller windows and the swooped roofline and short rear end.The 103kW, 174Nm 1.8-litre SOHC engine is an all-new powerplant, replacing the 88kW, 150Nm 1.7-litre of the previous model.The new Civic has a standard five-speed manual or optional five-speed automatic.Standard features include four-wheel disc brakes, drive-by-wire throttle, airconditioning, power windows and mirrors, cruise control, ABS brakes with EBD, driver and front passenger airbags, three-point seat belts for all occupants, tilt and telescopic steering wheel, adjustable front and rear head restraints, drive and passenger covered vanity mirrors, CD player, fold down rear seat and full-size spare wheel.The VTi-L adds a six-stack CD, 60/40 split fold rear seat, driver and front passenger side SRS airbags, 15-inch alloys and climate control airconditioning.The Civic Sport is the "gruntiest" Civic ever, with a 114kW, 188Nm 2.0-litre DOHC engine.The Sport model adds front and rear curtain airbags, 16-inch alloys, electric power steering, front fog lights, leather interior, sunroof and steering wheel mounted paddle shift for the auto and steering wheel mounted audio controls over the VTi-L.The Civic retains the front strut and rear double wishbone suspension, albeit with a few changes. The Sport and Hybrid have electric steering, similar to that of the S2000.Rigidity has been increased by 35 per cent. Engine noise is down by two decibels, while interior cabin noise is down by six decibels.The civic also comes with a six star Japanese crash rating.FIRST DRIVEFor a small car, the Civic feels solid on the road. The 1.8-litre is capable through the tight stuff and the steering feels nicely weighted. It suffers from bumpsteer through rough corners, but only momentarily. The manual box is smooth, albeit with a longer throw than most.Under acceleration, with the airconditioning on, the manual suffers a slight acceleration hesitation. But this was absent with the A/C button switched off.The manual allows the driver to take it right to the 7000rpm redline, bouncing on the limiter until a higher gear is selected.The automatic is sprightly off the line and holds gears longer than expected. Changes are quick and smooth and inside, the Civic feels very futuristic.It's almost like a mini four-door Odyssey.The Civic has small front-quarter pane windows to stop the A-pillar blocking vision. The long panoramic-style windscreen provides good vision and an open feel.The dash layout is very driver focussed. The high-mounted digital speedo means the driver's eyes don't leave the road.The two-tone interior is stylish and hides numerous storage compartments throughout the cabin, including a dedicated mobile phone holder.The 2.0-litre is similar inside to the 1.8-litre, and has a fair bit of grunt. The five-speed auto with full-time, sport and sequential modes (controlled by F1-style paddles) is not a bad choice, although there was no manual. The automatic is responsive.Using sequential mode the box will hold gears up to the 7000rpm redline, bouncing off the limiter until the driver acts. The 2.0-litre auto feels a little more planted on the road (probably the extra 110kg), although not being able to change gears (sequentially) using the gear shifter is a bit disappointing.

Perhaps the weirdest was Nissan's Urge. It has a glass bonnet to show the engine, scissor doors, see-through cutouts in door panels and a collapsible canvas top.Inside it has lightweight mesh bucket seats, a Formula One-style steering wheel and a driver information monitor.There's also a built-in gaming system powered by Xbox 360, with a fold-down display and controls on the steering wheel.Ford revealed two concepts that, though worlds apart in size, have a common theme: fuel efficiency.The bold yet tiny Reflex Concept has a diesel/electric hybrid engine. Its interior is made from synthetic and regenerated material, including sound deadening made from discarded Nike shoes.Solar panels in the headlights and tail-lights recharge the battery.It can go from 0-100km/h in less than seven seconds and, with reverse butterfly doors and 20-inch wheels, it shows that hybrids can also look sexy and be sporty.Americans love big, bold trucks and, with fuel economy on everyone's mind, Ford decided to take its F250 Super Chief concept to a new level with the world's first tri-flex fuel engine.The supercharged V10 can run on hydrogen, E85 ethanol or regular petrol.The interior is far from the rugged style many are used to. It has a rear-seat ottoman that rises out of the floor, a coffered ceiling for a panoramic view, and four leather lounge chairs.Chrysler and Chevrolet indicate muscle cars are on their way back with the debut of the Dodge Challenger and the revival of the iconic Chev Camaro.The Dodge concept draws on the initial model in 1970 but without the imperfections of the old car's tucked-under wheels, long front overhang and imperfect fits.Based on the 300C platform, the Challenger sits on a 2.9m wheelbase, 15.2cm longer and 5cm wider than the original.It has 20-inch wheels at the front and 21-inch at the rear.The two-door hardtop is powered by a 6.0-litre SRT Hemi engine with 316kW and 570Nm that propels the Challenger to 100km/h in 4.5 seconds.It retains the pistol-grip gear shifter, though it now has a six-speed manual.The car is only a concept at this stage, but Chrysler Australia managing director Gerry Jenkins feels it will go into production.If that is the case, he says he will be pushing hard to get it to Australia.Also from Chrysler is the Imperial concept, designed on a 300C platform stretched by 43cm.Like the Challenger, the Imperial incorporates features reminiscent of the classic Imperials from which inspiration was drawn.Hyundai showed off its future in the sports-car segment.The Talus, the next generation of the company's rear-drive HCD8 concept shown last year, has optional four-wheel-driveand more ground clearance to help it cope with steep driveways and potholes.The four-seater is powered by a 4.6-litre V8 engine mated to a six-speed automatic and sits on 22-inch wheels.The dual exhausts are integrated into the rear to mimic the design theme of the front foglights.The exterior is finished in Molten Red metallic paint.Inside, the Talus has a 25cm LCD monitor and a clock that can display the time in three zones.Rear passengers have individual 22cm DVD monitors mounted in the rear of the front seats.Mazda's Kabura concept is a front-engined, rear-wheel-drive coupe designed for first-time buyers with a flexible seating layout for greater passenger comfort.All passenger seats fold flat for snowboards and shopping bags.It has 19-inch wheels on the front and 20-inch on the rear and is powered by a 2.0-litre, 16-valve engine.Kia unveiled the Soul SUV concept that draws on cues seen in the earlier Mesa SUV concept.The Soul is smaller than the Mesa and has a wraparound windscreen, flared wheel arches and a sloped roofline.The tailgate includes a drawer for wet or muddy items.For Mitsubishi, the hybrid Concept-CT is a toe in the water with a mind to a production schedule that will be sooner rather than later.The all-wheel-drive, four-door Concept-CT MIEV has a 1.1-litre petrol engine supplemented by four wheel-mounted electric motors.

The C6 won acclaim by safety experts for not only high levels of safety for the occupants but providing the highest level of pedestrian safety."This is the first car in the world to have an active safety system specifically designed to protect pedestrians in the event of an accident," Citroen Australia general manager Miles Williams says. The C6's bonnet pops upwards in the event of a pedestrian accident to reduce the car's impact on people.When the C6 detects an impact, two pyrotechnic bolts release the bonnet (mounted on impact-absorbing springs) to move upwards by 65mm in just 40 milliseconds.The C6 has nine airbags, a head-up instrument display, active suspension, active headrests, a speed-sensitive rear wing, lane departure warning system, front and rear peripheral radar, low pressure diffusion ventilation and laminated side windows.It comes in two engine types including a 2.7-litre V6 turbo diesel. Full details and pricing will be announced when it goes on sale in Australia in the middle of the year.Joining it on show will be the new Citroen C4 turbo diesel which promises open-road fuel consumption as low as 4.7 litres per 100km and a range in excess of 1200km.The new 1.6 HDi engine has maximum torque of 240Nm at 1750rpm which can be increased to 260Nm at 1750rpm with an overboost function.The Citroen C4 HDi will be available in the five-door version of the C4.Prices and specification will be announced when it goes on sale next month.

Due to a late release, however, Ford's BF Falcon did not make it into contention; the older BA was judged instead. Just how much does this mix things around?Coming in fourth in the Best Car stakes, and with neither a Lumina nor Executive available for this comparison, the Commodore misses out as CARSguide rates Australia's leading family cars.PriceThe Sonata (Elite) comes in below the other two at $34,490 for the auto. The Falcon XT in auto is $35,880, the 380 in auto is $35,990.It is here that it must be noted why the Elite (the top-spec model) is in. The Sonata's price and specification levels make it a tough competitor in this group.EngineAll three cars feature a six-cylinder engine. The BF takes out the power stakes with 190kW, the 380 has 175kW, the Sonata 173kW. Talking torque, the Falcon again dominates with a solid 383Nm, the 380 is next with 343Nm then the Sonata with 304Nm.But this is all mixed up when power-to- weight ratios are looked at. The Sonata and the XT end up with the same power-to-weight ratio (9.1kg per kilowatt), the 380 marginally higher at 9.5kg per kilowatt.On the road, the Falcon is punchy throughout most of the rev range and the Sonata is also responsive. The 380 is a bit doughy when compared to the other two but has plenty of power nonetheless. The Sonata has a Euro 4 compliant engine, the other pair are Euro 3.TransmissionsBoth the 380 and the Elite scored high with five-speed automatics. The BF only has a four-speed auto. All three have the option of manual shifting. All three have smooth gear changes, the 380's probably slightly better.Driving dynamicsOn ride, handling, braking, noise and vibration, Sonata and the XT both give comfortable rides but the Sonata lost out in the handling department with light steering that gets kickback and is vague on turn-in.The 380 and the BF both handle well, although it comes down to personal tastein the front-wheel drive versus the rear-wheel drive debate. The XT has the quietest ride.Fuel economyThe Sonata uses 10.1 litres of fuel every 100km, the most miserly of the trio, but it must be stressed here that less than one litre every 100km separates them.SafetyThe Sonata again gained top marks. All three get standard driver and passenger front airbags. The Sonata adds curtain airbags and a standard electronic stability program and the 380 has side airbags as standard. Both the Falcon and the Elite have a traction control system as standard fitment whereas the 380 does not. All have standard ABS brakes, the XT and 380 add electronic brakeforce distribution.Exterior stylingThe Sonata rates well here, with a more aggressive stance, bigger wheels and its dual rear tail pipes. The 380 has some nice angles on the road but the front is not its best side.The BF is a little bland, with not much change from the once-radical BA.The Sonata has 17-inch alloys (and also has an alloy spare), while the 380 and BF wear 16-inch steel shoes.InteriorFor comfort, space and practicality, the Elite is the only one to have a leather interior; the Falcon gets velour, the 380 cloth.For interior looks, it's a battle between the Sonata and the BF. The 380's interior is fresh-looking but there were a few quality issues.Vibration-deadening material has dislodged from the gap between the dash and the side of the car on both sides, leaving a sticky ugly strip. The side seat-plastic fell off and the CD player became stuck with a CD in it. All three have plenty of rear leg room.In terms of practicality, though, the 380's lack of split-folding rear seats is a disadvantage when compared to the other two, with just a small hatch to put long objects through. The BF has split-folding rear seats but while it hasn't much of a full-size opening from the boot it is much larger than the 380's.The Sonata's boot is the largest and the most practical. It is the only one with full split-folding rear seats (lockable) and also has a lining on the boot lid. The hinges are non-intrusive on all three.Standard featuresThis is the section where the Sonata excels. All three have standard airconditioning and power mirrors. The BF misses out on standard rear power-windows ($470). The Sonata has one-touch driver's window raising as well, not just lowering.The BF's wheel is the most comfortable, albeit a little fat. The 380's wheel is too skinny, while the Sonata's wheel makes the hands feel sweaty. But it is the only one that is reach adjustable. Sonata and BF have steering-wheel-mounted audio controls. The 380 also features stereo mounted controls which are located at the back of the wheel.Sonata features in-dash six-CD, the others a single-disc player. Sonata also has rear parking sensors, fog lights and grip mats on all the cupholders.WarrantyThe 380 was tops here, with a five-year warranty, combined with 10 years' warranty on the drivetrain (up to 130,000km) and five-year roadside assistance. Hyundai offers five-year/130,000km new car warranty on the Sonata, Ford a three-year/100,000kmwarranty and roadside assistance.VERDICT:Total scores: Sonata 74/80, XT Falcon 69/80, 380 64/80. Even though the driving dynamics suffered against the other two, with high levels of safety, comfort and good engine and transmission package, Elite tops the tree. BF also offers a good package, but lacks a five-speed box. The 380 is still well above average but suffered in standard features, lack of traction control and no split-fold rear seats.

Gone are the days when more mud meant more status among four-wheel drivers and it was a requirement not to wash it off for as long as possible for a better effect.The purpose of these vehicles is now often overlooked, together with the ability to get out and see parts of the country you can't otherwise see in a car or soft-roader.With a 4WD in the garage, the urge to do some off-roading was too great.It was also a chance to test Jeep's new top-of-the-line $49,090 2.8-litre turbo-charged diesel Cherokee Limited.The new engine produces 9 per cent more power (120kW at 3800rpm) and 11 per cent more torque (400Nm at 1800rpm) than the previous 2.8-litre diesel engine.It was an early start on Sunday morning as the nose of the Jeep Cherokee Limited was pointed towards Oberon. In retrospect, probably a good trip to do with an overnight stop.A stop at the local tourism office in Oberon and $5.50 got us a detailed map and directions to some of the local camping grounds only accessible by 4WD. And the words "only accessible by 4WD" meant some real four-wheel driving, not just dirt roads.The route decided on was down through Shooters Hill, the Gurnang State forest and into the Blue Mountains National Park to the Dingo Dell camping ground.The road is tar until the turn-off into the state forest and, while the dirt roads are well graded, beware of a few car-sized pot holes along Banshea Rd.Once you hit the fire trail, the track takes you along the Boucher Ridge and the 4WD access sign is pretty accurate.When travelling across the ridge, there are some pretty steep descents and a heap of huge wash-out areas that require slow speeds.The Cherokee chugged on down the track with 4WD and low gear selected.It took about 30 minutes to get to the bottom (with a quick stop to admire a beautiful waterfall on the way).The track finally wound down to the river and opened to a clearing and more than half a dozen other 4WDs.The route continues across the Kowmung River (water crossing), along the Bull Ant Ridge and up the Kowmung River Fire Trail before linking up to the Kanangra Walls Rd.Time did not permit tackling this section, which, according to the tourist officer – whohad done the track just a few weeks prior – takes about an hour and is a slow-going and "challenging" track.So, we headed back up the mountain and out the same way we came in.The camping area is back to basics bush camping, with the only facilities a pit toilet.Going back up is steep and the dry clay track was a bit slippery, so recovery gear may be required if the track is wet.The torquey diesel pulled well up the track although, being automatic, it did require feathering of the accelerator.Even in full-time 4WD, where most suddenly acquire a great thirst for the gold stuff, the diesel engine was not thirsty.Our 600km round trip did not use a full tank of juice. On the highway, the tacho sat comfortably on about 1800rpm and only jumped higher when the right pedal was squeezed for overtaking.The suspension is a little bouncy on the open road and the overall feel is more truck-like than a soft roader due to being made in the mould of traditional 4WD construction, rather than city comfort.That said, the Cherokee Limited does not compromise on luxury inside. It's funky and modern interior has full steering wheel controls for cruise control and radio, a compass on top of the rear-view mirror and leather seats.The seats, which fold flat in the rear, provide plenty of room inside for five adults.Cargo space is reasonable with the seats up – easily fitting the esky, chairs, barbecue, gas cylinder and odds and ends needed for this trip.The centre console is reasonable in size but the glove box seemed a little small. The doors have side pockets to fit a street directory and the rear doors have drink holders. The full sized spare adds reassurance.The trip provided the opportunity to experience the car doing what it is made for – and it easily passed the test.The Cherokee is perfect for those who want to get away and is made to go further than most would ever want to take it.