Articles by Jonah Wigley

...the A5 retains the elegance of a traditional grand tourer while continuing Audi’s general shift toward sportier, more dynamic vehicles.This new diesel version, with its quality engine, improved fuel economy and CO2 output has entered the market at just the right time to take advantage of the growing interest in keeping things lean and green.DrivetrainThe A5 is powered by a 3.0 litre V6 diesel engine that produces 176kW between 4000-4400rpm and a substantial 500Nm of torque between 1500-3000rpm. It gets power to all four wheels via a six-speed tiptronic transmission with DSP.Shooting from 0-100 in a rapid 5.9 seconds, it burns 6.9 litres of fuel every 100km and expels 182gm of CO2 per 100km.ExteriorLike the A4, the A5 is underscored by Audi’s intent to position their vehicles as athletic as well as elegant. To this end, they have included a focus on road presence, muscle and poise, and its shows with a longer, wider, lower chassis, shaped by graceful, sweeping lines and short front overhangs.The long v-shaped bonnet coupled with sleek right-angled headlights and large air inlets create an impression of breadth in the nose that highlights the distinguishing single-framed waterfall grill.The short, sporty rear is emphasised by long smooth lines starting from the C-pillar.InteriorInside the A5 you are surrounded by quality materials and workmanship. The dash is angled slightly towards the driver creating a snug cockpit feel and the ergonomic seats hold you firm at the wheel.A 10-speaker sound system, leather upholstery, cruise control, electric front seats, Bluetooth compatibility, leather multi-function steering wheel and auto-dimming rear-view mirror are all standard, as is the drive information system – with trip computer, auto-check control and ambient temperature.Split fold rear seats and a decent 455-litre boot allow comfortable trips away.Running GearThe long wheelbase and shorter overhangs, along with a newly designed five-link suspension arrangement at the front wheels means the A5 is firm but not stiff, with precise steering and superb agility.The ride is comfortable, smooth and stable thanks to the trapezoidal-link rear suspension with new kinematics.SafetyA comprehensive airbag package together with ESP, ABS, Electronic Brakeforce Distribution, Electronic Differential Lock, traction control and Brake Assist, pushes the A5 into the superior safety category.PricingThe Audi A5 3.0 litre diesel quattro starts at $93,894.DrivingThe A5 is a great looking driver’s car and this new diesel variant is very impressive.After having just stepped out of a Japanese luxury hybrid, it felt a little stiff but just a few minutes in and we realised what we’d been missing – and that the Japanese car was just like driving a couch.Audi’s ever improving interior design makes for an agreeable place to spend extended periods and this one with its angled dash gave us that cosy cockpit feel. The instrumentation was easy to read and intuitive.With a 5.9 second 0-100 sprint, it’s no secret this diesel addition to the A5 range is a real performer. Acceleration is immediate and smooth and with a bit of room it will pin your scone into the headrest no trouble.The ride is firm enough to give you good feel but easygoing enough for longer journeys. The steering is light and true, allowing for great feedback.All wheel drive plus the firm suspension pack keeps the car stuck to the road surface and there is little body roll.The diesel is a great addition to an already impressive line-up.Verdict: 8.2

It is a fast, well made, prestigious vehicle, and a smooth ride. But is it enough to convince people they can have both prestige and a `green’ tinge.Its economy numbers are modest but a car this large – a six litre V8 - can only be so frugal, even if it is a hybrid.But in the end, it is a hybrid, so people can cruise around proclaiming they they’re saving the planet, while ironically sitting behind a mammoth V8 engine in a cabin stuffed with dead tree and dead cow.DrivetrainA 6.0 litre DOHC V8 engine combines with a high output electric motor to power the 600h.The petrol engine alone produces 290kW at 6400rpm and 520Nm at 4000rpm. As a hybrid unit another 37kW are produced to take it to 327kW max output.To transfer power to the wheels, the 4WD uses electronically-controlled, continually-variable transmission with an eight-step sequential shiftmatic system.For such a large car, combined fuel economy is respectable at 9.3l/100km and it outputs 219gm of CO2/100km.ExteriorAt over five metres long, just under two metres wide and with a wheelbase of over three meters, it’s hard not to notice the LS 600hL on the road.Lexus suggest the extended cabin length and long bonnet are the ultimate expression of their `L-Finesse’ design language, claiming it not only creates a feeling of prestige and elegance but also contributes to the impressive fuel economy and quiet cabin.Unique low beam headlamps using the Adaptive Front Lighting system, use less power and redirect themselves according to driving conditions.Big 19-inch wheels and self-closing doors and boot lid, plus rain-sensing wipers and a clever reversing camera are all standard on the luxury sedan.InteriorFinished in polished wood and leather trim, the LS 600hL has everything you expect to come across in a prestige car.Importantly because it’s a hybrid, there are two displays to keep you informed of your energy expenditure, be it electric power, the V8 engine, or both. You can also see when the Regenerative Braking System is recharging the battery.Front and rear seats are extremely comfortable and supportive with an ottoman footrest as an extra pleasure for passengers in the back.Rear passengers are also treated to Rear Seat Relaxation and Entertainment systems which allow them to enjoy a massage, listen to music or watch DVDs all via remote control.Driver and passenger don’t miss out, with glare resistant instrumentation, four-seat climate control, a heated steering wheel and a hand-stitched leather instrument panel.SafetyThe list of safety equipment and technology in the LS 600hL includes a comprehensive airbag package and a Pre-Collision Safety System that uses a radar in the front grill to determine the distance to the car in front and pre-tensions the seatbelts and controls braking to avoid a crash.It also includes Active Cruise Control, Brake Assist, ABS, Electronic Brakeforce Distribution and Vehicle Stability Control.PricingThe Lexus LS 600hL starts at $252,900.DrivingInitially there were two things that struck us about the 600hL when it arrived.First was its size. This car is immense - longer than a Toyota LandCruiser at over five metres – and it proved a real challenge navigating in and out of small parking lots.The second is how quiet it is when you push the start button. Only the electric motor is activated on start-up and it really takes a while to get used to not hearing an engine note.The interior has been given the traditional Japanese luxury treatment with garish perforated white leather seats, two tone doors and too much overly polished timber. A colleague questioned how ‘green’ owners could possibly feel sitting on dead cows and staring at what looked to be two thirds of the Daintree. I couldn’t help but agree.After dismounting our moral high horses we also agreed the cabin of the 600hL is a very comfortable place to be. How can it not be with a heated steering wheel, four seat climate control and your own personal games room and masseur.But driving the car was the most pleasant surprise.Throttle response was immediate and jerk free, and there was a satisfying amount of poke right across the rev range.The combination of multilink front and five link type independent rear suspension swooshed over pot holes and bumps easily.Steering is light and responsive, there was little body roll and the ventilated disc brakes were superb.Visibility was quite poor out the rear window given the car’s high waistline, so it was just as well there was a reversing camera.If you’re after a driver’s car this probably isn’t the one for you because the ride is much too soft to feel you’re in total control. It’s Japanese over-the-top luxury but it’s well made and fast, so if prestige is your bag and you enjoy the odd rubdown, go for it.Verdict: 7/10

And Toyota’s luxury brand would like to see that keep happening in its bid to position the badge more firmly in the premium traffic. But it has struggled against the perception that the European marques are the ones to aspire to in the higher price ranges.DrivetrainThe IS 250 is powered by a 2.5 litre DOHC V6 petrol engine that puts out 153kW at 6400rpm and 252Nm at 4800rpm. A six speed automatic sequential shift transmission with lock-up torque converter gets power to the wheels.Economically, the IS 250 burns a little less fuel than the average for its size at 9.1 litres/100km.ExteriorStarting with the newly styled front bumper and grill arrangement, it’s clear Lexus have made more than a token effort to improve the IS 250 aesthetically.Long flowing lines from front to back and short front and rear overhangs show that when designing the new 250, Toyotas luxury cousin has aerodynamics and sport in mind.Sixteen inch alloys, plus twin exhausts, high intensity Discharge headlamps and optional rain sensing wipers and parking sensors, ensures the car is given every chance at competing with others in its class.InteriorInside, the IS 250 matches its exterior for design quality.Leather bucket seats, a sports steering wheel, pushbutton start and an elegant instrument cluster, compliment the sleek, tactile dash and intuitive, centred control panel.As expected for a car in this category, you also get a trip computer, power windows and mirrors, cruise control and the option to include a reversing monitor camera.There are plenty of storage areas with map holders, cup holders and a large centre console bin, throughout the cabin.SafetyA five star ANCAP crashworthiness rating heads up an impressive safety list for the IS 250, including a substantial airbag package, ABS, EBD, brake assist, vehicle stability control and traction control.PricingThe Lexus IS 250 starts at $54,490 for the Prestige manual, up to $79,500 for the Sports Luxury automatic.DrivingGenerally we feel that Toyota’s luxury brand falls short when compared to its competitors in terms of build quality and performance. This is still the case with the IS250 but to a lesser extent. It’s the best looking car Lexus makes and has been for years. This latest edition is an agreeable combination of sport and prestige with its aerodynamic lines, short overhangs and spoked alloys.The interior is refreshingly simple too with the multi-function steering wheel taking care of unnecessary clutter on the dash, making room for a good sat nav and a great MP3/WMA compatible stereo system.The supple pale leather seats – climate controlled - felt a little flat and could have been a little more supportive but they were still very comfortable.We made good use of the reversing camera, inching our way out of the frustratingly tight car park at work, and onto the open road.The IS250 was an easy drive around the city. The quad cam V6 engine delivered immediate and jerk-free throttle which came in handy merging in peak hour.On stretches of freeway the engine performed well but we did find there wind noise off the side mirrors, and the tyres tended to follow long gouges and ruts which was a little unsettling at high speed. Conversely the multi-link rear suspension ate up bumps and potholes.The driving position was the best we’ve had and the light steering and fuel economy – true to what the spec sheet reads – had us fairly close to climbing out of the car to make sure the badge actually did say ‘Lexus’.This iteration of the IS250 is a great example of what Lexus can do if they don’t try too hard and may give Mercedes, BMW and Audi a little nudge, but its still a way off from making them nervous.

...and wipe the smirk off the usual suspects' flashy grilles. The new BMW 125i is compact, sporty, great looking and a great performer. But just as important, it's affordable too. Drivetrain The new 125i is powered by a naturally aspirated, three litre straight six with VALVETRONIC fully variable valve control. It

We dare you to say that to its face… this is still a tough little warriorDrivetrainsThe six speed manual, all wheel drive STi is powered by a 2.5 litre, four cylinder, DOHC, turbocharged boxer engine that puts out 221kW at 6000 rpm and 407Nm at 4000 revs. This is a 7.3% increase of power and 3.8% increase in torque from the outgoing model.The engine is mated to a fully synchronised, close-ratio six-speed manual transmission, and SI-DRIVE (Subaru Intelligent Drive) enables the driver to choose three different engine settings on the move. Intelligent mode provides a smooth, economical drive. Sport firms up the suspension for all round performance and Sport Sharp mode squeezes out every inch of anger from the engine for an even more dynamic experience.Subaru’s multi-mode control centre differential allows you to play around with the limited slip differential strength for additional traction and handling response.On its way to a top speed of 250km/h, it will scream to 100km/h in a rapid 5.2 seconds. A combined 10.3 litres of fuel will be sucked from its 60 litre tank every 100km.ExteriorMaintaining a permanent and rippled flex, the STi is like an Impreza on the juice. A big bonnet scoop, hulking wheel arches, flared guards, and a rear roof spoiler make it quite a different looking car — and one you wouldn’t want to upset at the pub.Subaru’s performance powerhouse is shorter and wider too, complemented by 18 inch alloys and quad exhausts that yield a stance brimming with purpose and aggression.Interestingly, the only things shared by both the STi and the popular WRX are the bonnet, the front doors and the roof.InteriorSubaru have kept the interior simple in the STi. The Impreza swooping line design and three large air con dials are the only noticeable elements on an otherwise featureless dash.A large LCD screen displays the trip details and outside temperature plus the air conditioning and six stacker, MP3 compatible audio system.Power steering and windows are standard, as are aluminium pad sport pedals, leather Recaro race bucket seats and a leather multi-function steering wheel and gear knob.There is plenty of storage space throughout the cabin in the form of cupholders, door pockets, a centre console box, and six cargo hooks. The rear seats are foldable, split 60/40 to allow for more room in the boot.SafetyThe Subaru WRX STi has achieved the maximum five star ANCAP crashworthiness rating thanks to a feature-packed safety list. You get a comprehensive airbag package plus anti-skid brakes with brake assist and force distribution, vehicle dynamics control and traction control.PricingThe Subaru WRX STi starts at $59,990.DrivingWhen Subaru ripped the covers off the latest Impreza hatch, it felt a little bit like that forgettable Christmas when dad proudly watched you tear the wrapping off a brand new water pistol, blissfully ignorant that every other kid had a super-soaker.No matter how many times we tell ourselves that it’s a mature and ballsy new direction for Subaru, and no matter how many angles from which we look at it, the new shape is just plain…boring.But somehow the STi version, with its chunky squat stance and big alloys gives it a toughness that helps you get past all that and tempts you nearer for a better look.Squeezing into the low, leather Recaro buckets, strapping yourself in and looking out over the big bonnet scoop is a physical suggestion of this car’s potential. From the steering wheel to the gear shifter and the noticeable lack of visible distractions, the STi is set up for a quick, firm ride – and your full attention.The short trip from the middle of the city to its outskirts was bearable at best even in Intelligent mode as the STi managed to find every hole and rut, banging and knocking in disapproval.We got to our destination – kilometres of long, windy tar – and let the beast off the leash. The difference between Intelligent and Sport mode was a nice kick of adrenalin when the turbo rolled in and pushed us firm into our seats. Sport Sharp was another cog up in performance. After a tiny lag, the high pitched turbo whine began and like a punch in the guts we were shot hard down the road, joined by the familiar boxer engine note.With Sport Sharp in place and the differential control in auto, the Macpherson strut front and double wishbone rear suspension stuck us to the bitumen and we never feared the car would stray from the direction we pointed it. Diving both in and out of corners produced the same silly grin and the lack of body roll and strength in the big Brembo anchors was impressive.Having a car with this much speed on tap is unsettling, given the constant dangers we face on our crowded roads every day. It’s also frustrating not being able to use it when we know how much fun it is on full squirt. What to do, what to do…Verdict: 8/10

The Astra Diesel wagon runs on a 1.9 litre, DT Turbo Diesel, SOHC, ECOTEC four cylinder engine that outputs 88kW at 3500-4000rpm and 280Nm at 2000-2750rpm.A six speed automatic with Active Select gets power to the wheels. And as you’d expect, fuel economy is reasonable at 7.3 litres per 100 kilometres.Compact yet roomy, the Astra wagon is a viable option for those who need a large cargo area but don’t want the hassle of a bulky van or large station wagon and the associated running costs. With a long rising waistband, the wagon is basically a stretched version of the hatch and comes with 16-inch alloys as standard.The fully carpeted 454 litre load area is expandable to 1549 litres with both 60/40 split rear seats folded flat. As standard, the Astra wagon comes with a multi-function display, an MP3 compatible audio system, power windows and mirrors and cruise control.A comprehensive safety package comprises curtain, drive, front passenger and front side impact airbags, plus brake assist, remote central locking and Electronic Stability Program.Pricing for the Astra Diesel wagon starts at $32, 790.That fact that Holden have so few details of the exterior on the website speaks volumes about how much effort they put into the Astra wagon design. It’s a box on wheels, plain and simple – and a tinny looking one at that.Stepping into the car our spirits didn’t lift. The bleak black dash is like a wall of drear, helped not at all by the quality of plastics used to build it. And because it’s as flat as a cliff face, and because the gear lever sits so low, it opens up a cavernous unusable space that made us feel somehow a little exposed.But this car was built for its practicality, not for its beauty. It’s fairly spacious, and the seats are comfortable and smart, so we erase our poor initial impressions and fire up the engine – prompting the passengers to get out and scour the exterior for a John Deere badge. Old unmufflered tractors could be quieter than this. And for a car this small, the noise is laughable.On the road the diesel engine does have quite a surprising amount of poke and the suspension is comfortable although the transmission tends to get a little confused when we sped up or slowed too quickly.Holding the wheel at a quarter to three was slightly painful after a while with a sharp bit of plastic sticking up right where the thumb rests. The side mirrors were equally as irritating with the ‘objects in the mirror are closer than they appear’ distortion more confusing than helpful.But again, this is meant to be a basic, economical A-to-B car with a big cargo area and it serves that purpose adequately.

So far it’s sold pretty much as well as the Rodeo, but it will need to do more than just scrape by when there’s hotter competition for the buyer’s wallet. If it wants to be a frontrunner, it will need to really impress. And it does.DrivetrainsThe LX manual diesel runs on a 3.0 litre, 4.0 cylinder common rail turbo engine that outputs 120kW at 3600rpm and 360Nm at 1800rpm. There is also an optional four speed automatic transmission that reduces torque to 333Nm at 1600rpm.InteriorInside, the LX certainly doesn’t overwhelm the driver with unnecessary features. It’s quite simple but doesn’t skimp on comfort with its soft feel steering wheel, airconditioning, supportive bucket seats and an MP3 compatible stereo system.ExteriorThe new Colorado has brought with it – and improved on – the rugged looks of the Rodeo it replaces.One piece bumper and grille surround with air dam, 16 inch alloys, clear multi-reflector headlamps and body coloured side mirrors are some of the features that have made competitors sit up and take notice.The LX Space Cab Chassis we drove is the only unit with an oiled wooden tray and body coloured side and tail gates, which with the drop sides makes it both practical and good-looking.Payload and TowingThe 1687kg truck has a gross vehicle mass rating of 2900kgs and a three tonne towing capacity.SafetyHolden’s Colorado LX safety package includes driver and front passenger airbags, side impact door beams and front lap/sash retracting seat belts.PricingHolden’s Colorado range starts at $19,490 for the DX 4x2 Single Cab Chassis and tops out at $49,690 for the LT-R 4x4 Crew Cab Pick Up. The LX 4x4 Space Cab Chassis is priced at $41,490.DrivingThe Colorado range is extensive – 16 variants worth – and so caters for many needs and tastes.Our cherry red LX Space Cab Chassis with its oiled wooden tray gets our vote as the most elegant of the lot and probably the most practical with its fold-down alloy sides and tail gate.Inside, the Colorado is clean and simple - just how you want a no-nonsense work ute to be. There’s not much to the dash – just the necessary bits like air con, a decent CD/MP3 player - and its all intuitive and of better than average quality. We found the seats to be comfortable and supportive.The three litre oil burner produced more than enough torque for four hilly trips to the tip with a substantial load each go. Changing gear with the long slender stick was easy and smooth.We didn’t fit in as much off tar practise as we would have hoped but for the few dirt roads we did manage, we found the truck to be capable and comfortable, if a little bouncy – but we liked that, really.With the windows up it was quieter than we expected for a diesel with a little wind noise from the side mirrors at high speed. Tyre noise was negligible. Verdict 7.5/10

Such is the incestuous nature of our auto industry.With very few exceptions, just about every manufacturer you can name is somehow related to another one. And without sounding too much like I’m into that sort of behaviour, it’s one of the major factors that makes the car game so interesting.Car design is very similar, most recently noticed in the first images of the long awaited Porsche Panamera. At carsguide HQ, it wasn’t long before we had pics of the new Porsche and Volvo’s C30 lined up bum to bum – not in that way – and couldn’t help but gaze at the striking similarities.It wasn’t too much of a stretch to cast our minds back to more instances of sameness in the recent past.Squint and you’ll think the back of the German designed Hyundai i30 is actually a one series Bimmer hatch.Still on rear ends and you won’t be shot down for mistaking the new Jaguar XF for an Aston Martin DB9, the latest Camry for an Accord Euro, or that the new Citroen C5 has an Audi A4 butt.The latest Jeep Cherokee is almost a mirror image of the Dodge Nitro and the Toyota Camry could almost pass for a Honda Accord.Then there are the ridiculous cases where affiliated brands simply swap badges and celebrate the arrival of an ‘all new’ car. The Ford Laser/Mazda 323 combo of few years back springs to mind in the same thought bubble as the Holden Commodore/Toyota Lexcen exchange. The latter rather ironic really considering the secrecy and uniqueness surrounding 1983’s Americas Cup winning yacht, Australia II, and its Lexcen designed ‘winged keel’.I know, I know, this has been happening forever but it would be nice too see more unique, fresh metal on the roads these days wouldn’t it?Which cars can you think of that bear a striking resemblance to others?

Toyota expects that the new additions will attract first time buyers to the RAV4 brand and cement itself as king of the SUVs.DrivetrainControlled by a five-speed automatic transmission, the ZR6 is powered by a 3.5 litre all-alloy quad-cam V6 engine that develops 201kW at 6200rpm and 333Nm at 4700rpm.At 7.4 seconds for the 0-100km/h dash, it’s quite rapid for an SUV and will continue to a top speed of 210km/h. The V6 burns 10.4 litres of fuel per 100kms and emits 246gm of C02/km.ExteriorToyota wanted the V6s in the range to have a premium, modern and rugged appearance but still hold onto the youthful look of the RAV4.But what does it look like? Just one sentence.Sturdy yet agile, the ZR6 has been designed with aerodynamics in mind to reduce wind noise and drag.The ZR6 also gets privacy window glass, five spoke 17 inch alloys, roof rails and a moonroof.InteriorOn top of the usual toys like cruise control, multi-function steering wheel and a six speaker stereo, the ZR6 comes with dual front zone climate control, leather seats and an LED display with sat nav and MP3 and Bluetooth compatibility.With the back seats in their normal position there is 540 litres of cargo space, plus you get a 90 litre under-floor storage box under a bi-fold rear deck board. The deck sides also have luggage hooks.Bottle holders in each of the four doors plus twin cup holders in the centre console and rear arm rests help keep the kids in check and there are several more small compartments for other bits and pieces.The 60:40 split rear seats can also fold fully flat to carry extra cargo.Safety A comprehensive airbag package heads up the ZR6 impressive safety list, including ABS Electronic Brakeforce Distribution, Brake Assist, Vehicle Stability Control and Traction Control.PricingThe RAV4 V6 range starts at $39,990 for the CV6, $43,990 for the SX6 and $49,990 for the top of the line ZR6.DrivingThe new RAV V6s are a welcome addition to a range that has underwhelmed in terms of power and zip.The top of the range ZR6 performs just as well around town as it does on winding country roads and the extra boost gives you confidence when merging and overtaking on the freeway.There was little body roll, although we didn’t feel entirely supported by the slippery seats when cornering hard.We expected the heavier car to feel more sluggish that the four-cylinder, but the extra 75kW made it feel just as nimble.We also tested on a small amount of untarred road which included a rather steep decline, and plenty of holes and ruts. We were bounced around the cabin at times but generally the combination of Downhill Assist and Vehicle Stability Control made light work of the trip.The RAV has grown over the last few years and its chunkier appearance has allowed it to muscle in on rivals like the Holden Captiva and Mazda CX-7. It also means it’s now bigger inside with enough room for three of our rotund male friends – and plenty of space for car seats and capsules if need be. The ZR6 treated us to leather trim, satnav, Bluetooth capabilities and a six stacker CD player.To make things more comfortable the ZR6 has split fold 60/40 rear seats, a generous amount of storage bins and compartments plus cup and bottle holders. Add to that the generous boot space and the 90 litre under-floor cargo area, and you have a very decent package to get you out of the house for a few days in style and comfort.Verdict: 7.3/10

The thing is, unlike cars by the big two, Toyota’s effort is only a front wheel drive V6.But on the plus side, it’s something new and fresh, and completely different – something that might just grab the attention of a red or blue tragic. It’s about time there was a new kid on the block to mix things up a bit.Engine and economyOkay, so it’s only a six but there is some serious poke in the supercharged 3.6-litre DOHC V6 petrol, that puts out 241kW at 6400rpm and 400Nm at 4000 revs.A six speed electronically controlled automatic transmission with lock-up torque converter and artificial intelligence shift control, gets power to the wheels.The car will sprint from 0-100km/h in around six and a half seconds and burn 10.9 litres of 98 RON fuel per 100km.A new sports suspension setup with lower springs and a matching damper configuration makes for a stiffer, sportier ride that means less body roll, improved agility and more precise steering.ExteriorOn their website, Toyota constantly stresses the subtlety of the TRD Aurion design which seems a rather strange direction to take. As we all know, the base Camry is dreary at best. To not talk up a slightly sporty one seems ludicrous – especially because this one doesn’t look half bad.The cherry red paint job, big dark 19 inch alloys, side skirts and the big rear sports bumper transform the boring old Camry into a real head-turner. A match for HSV and FPV in styling at least.InteriorSadly, the TRD Aurion falls down a little inside. Aside from the garish red leather sport seats, there really isn’t too much that screams performance car. A small ‘TRD’ on the dash and a near-invisible one on the steering wheel – and that’s it.There are the leather bound gear knob and scuff plates to brighten it up, but the rest is bland and forgettable.SafetyA comprehensive airbag package complements a long list of features including ABS, Electronic Brakeforce Distribution, brake assist, Traction Control and Vehicle Stability Control.PricingThe TRD Aurion 3500S starts at $52,990, with the 3500SL – fancier airconditioing and a satnav but no difference in performance – starting at $56,990.DrivingPerhaps the most disappointing thing about this car is the noise it makes – or rather doesn’t make. Why did Toyota go to all the trouble of building a performance car to take on the big dogs when at full thrust, it sounds like a ceiling fan?The TRD Aurion has guts and will surprise you when it slams you back in your seat when you plant your foot. Handling was nice and taut but still quite comfortable for city driving. Cornering was easy and grippy at speed.Annoyingly, we were constantly dragged into every rut and crease on the road, having to fight with the wheel to bring it back into line.Generally though it was a good drive and a performance leap up from the Camry – but hey, that wouldn’t be hard, would it?Up against the HSV or the FPV the TRD Aurion as it is now is outclassed and will struggle with the smaller engine. Technically, its closest rivals – the Falcon XR6 Turbo and the SS Commodore – are quite a bit cheaper and more powerful so again, they look to be the better buy. But its refreshing to finally see something different out there with the potential to become a competitive large performance vehicle – and that isn’t a Ford or a Holden.