Articles by Karla Pincott

If we need any more proof that the world is addicted to gaming, it's in the instruments of the Honda hybrid Insight.  All hybrids have gauges to tell you how economically you are driving. In the Insight, they're joined by a row of five 'twigs' that spout leaves and - we swear we're not making this up - flowers, when you're doing well. And they wither and die if you get lead-footed.This apparently so entranced the buyers in the US market that they were texting, tweeting and facebooking to each other about their daily results and the levels they'd reached. We managed to get a first sapling to sprout during our brief drive - apparently it takes time to get a full forest - but even though we spent a bit of time trying to kill it off as well, it stayed with us.  The Insight will arrive in November after a launch at the Australian International Motor Show in October.Appearance and fit-outThe Insight was first launched in Australia in 2001, but was discontinued a few years ago in favour of promoting the Civic Hybrid.  Built on a Jazz platform, the Insight now returns to Australia as Honda's refreshed attack on the hybrid market with a car that is identifiable straight away, unlike the Civic - which is distinguished from the normal model only be discreet badging.The Insight's styling has an echo of the Toyota Prius around the rear - dictated under the same aerodynamic laws.  It looks modern and sharp, both front and back, and the nipped lines and accents like the blue headlight clusters are eye-drawers.Cabin space is workable for drive and first passenger, but it's cramped in the rear seat for large adults. However there's enough space in the boot area for a fair bit of luggage at 350 litres, which expands to just over 400 with the use of underfloor storage compartments.The cockpit is attractive enough, with the signature mesh-accented steering wheel fronting a deep instrument binnacle, but there's a sense of the utilitarian in the hard plastics.  Equipment lists for the two spec levels we will get haven't been finalised, but it's been confirmed we will definitely get the front, side and curtain airbags and stability control as standard.Pricing and marketThe lack of luxury is intentional. "Honda wanted to create a car that was affordable for everyone," says the Honda Australia senior director, Lindsay Smalley. "Assuming a favourable exchange rate, we're confident we can come in around the $30,000 mark.  The principle is affordable hybrid."DrivetrainUnder the bonnet, a 98kW/123Nm 1.3-litre four-cylinder engine is joined by a 10kW/78Nm electric motor, with the drive going to the front wheels via a continuously-variable transmission (CVT).  It has stop-start technology that temporarily cuts the engine when you halt, with variable cylinder management, which can shut down all the valves to reduce pumping losses when you're driving on the electric motor only.The fuel economy is estimated at about 4.4L/100km, with CO2 emissions coming in at 101g/km.  The Prius, by comparison, has an official economy figure of 3.9L/100km with emissions of 89g/km.So Prius driver saves 0.5 litres ever 100km - and save the planet by 12g/km - but the Prius starts at about $10,000 more than the Insight, which means at least a generation to make up the price difference.DrivingThe car feels light and nimble, and it zips around the city streets quite happily at undemanding speeds.  But we couldn't awaken any sense of urgency in it when we hit the autobahn. It will do the higher speeds, but it can take a while to wind up to them.But having said that, the Insight is not intended for racing. While there wouldn't be any problem in having an unhurried cruise on the highway, it's primarily an urban dweller.The CVT transmission will take a bit of getting used to, as the continuous band system it doesn't have the 'feel' of gear changes. But it's smooth and aids the economy.  But when you push the speed to the limit, the engine replies with a bit of noisy protest, and it grumbles a little - but eventually does the job - if you want to tackle a steep slope with a load of two large adults and minimal luggage.The steering feels vaguely wooden, but it responds adequately for normal driving - and buyers of this car won't tend to get too enthusiastic around corners . it's not that type.  The ride on the highways was quite good, but over more pockmarked back roads we could hear and feel the surfaces.Honda InsightPrice: from around $30,000Engine: 98kW/123Nm 1.3-litre, 10kW/78Nm electric motor,Transmission: CVT; front-wheel driveEconomy: 4.4L/100km (95RON)RivalsToyota Prius from $39,900)Honda Civic Hybrid (35,990)

You'd nearly have to be a trainspotter to pick the differences between the new Porsche Panamera V6 and its V8 sibling. At least from a distance.But if you look closely, the black brake calipers might give it away – the V8 has yellow calipers – or the two single exhaust tips where the eight has doubles. There is a different wheel design and a bit of black edging on the side window trims. And that’s about it.But it’s a clear giveaway that there are two less cylinders under the bonnet when you hear the engine, which is a wide-angled V6 developed independently by Porsche rather than being sourced from parent brand Volkswagen like the six in the Cayenne SUV. Incorporating lighter component materials such as aluminium and magnesium, the aim of the engine is to give enough power to satisfy while still trimming weight and fuel economy.MechanicalWhat you get is a 3.6-litre V6 mated to a seven-speed PDK (Porsche for twin-clutch, slick autoshifter with paddles on the steering wheel) driving either the rear wheels or all four. The engine develops 220kW at 6200rpm (peak is 6700) and 400NM of torque at 3750rpm, with the torque curve flattens out from about 2500rpm up to 5000rpm to give great mid-range response.Those totals are 74kW and 100Nm less than the 4.8-litre V8, but – helped by stop-start technology that temporarily cuts the engine when you halt – it’s also 2.8 litres more economical at 9.3L/100km, and with similar exhaust payoff at 218g/km compared to the eight’s 293g/km.Naturally, there’s also about 20 per cent difference in 0-100km/h performance, with the eight ahead at 5.6secs over the V6’s 6.3secs.But it carries just about everything else that’s important. The PDK will come as standard, as will the PASM active and changeable suspension damping system, and the raft of traction, stability and braking controls.PricingAs the new entry levels – making the Panamera a five-model range – the two-wheel drive starts from $193,000 and the all-wheel drive from $204,000. They slot in under the Panamera S at $270,000, the 4S at $282,000 and the Turbo at $364,000.Porsche Australia is currently selling around 12 per month, and expect the V6 models to boost that figure considerably, possibly growing to double. “We’ve already had strong inquiry,” spokesman Paul Ellis says. “We think the V6 will be more than 20 per cent – we hope it will be higher… maybe up to half.”Fit-out and equipmentApart from the two extra cylinders – and the extra power and performance that come with them – you don’t miss out on much by going for the ‘entry level’ Panamera rather than the V8.Strike out the tyre pressure monitoring system, bi-xenon headlights, heated front seats, and settle for steel suspension rather than the standard air set-up on the way for the big brother, and for eight-way seat adjustment rather than 14-way – and that’s pretty much the lot.There’s the same snug leathered cockpit with a centre stack that seems to be encrusted with gadget controls – thankfully intuitive – electric everything, and reasonable room in the back for two adults. Perhaps smallish ones, granted. But it’s a true back seat rather than a parcel rack kitted out with seat-belts.DrivingUnless you measure your life in split seconds ahead of everybody else at the traffic lights, the difference in performance between the V6 and the V8 is not going to matter a great deal.The new arrival is still quick, eager and strong all the way. More than enough for most people, and more than enough for most of it to remain untapped on Australian roads anyway. Those who think there’s no substitution for capacity might be surprised.And helped by being a bit lighter – and by being more centred with the V6 weight further back in the engine bay than the bigger eight, giving a front: rear ratio of 52:48 – the new car seems more nimble, more sprightly.The steering is sharp but feels oddly a little too light around town, however it weights up meatily once you start to hit higher speeds. And the all-wheel drive we tested held its ground through a series of curving little hill roads.Switching the suspension over the Active Sports put more steel into everything, with the gears holding out longer and the dampers getting tenser ... perhaps a little too tense over some cracked and crumbled town streets.But there's little music for the ears unless you really plant your foot, when admittedly the exhaust does surrender a passable snarl. On which note, you have to wonder if potential buyers for this car are really keen on waking up the street in any case.But those who want to feed their inner hoon will be delighted to know there's a sound-boosting exhaust option on the way next year, that promises to lift the decibels nearer to unsociable levels.In some ways that would spoil the car. Like the V8, it's a luxurious and comfortable grand cruiser. And we think we might just prefer it to the bigger bruiser. Unless you really want to spend that extra $70,000-odd, you’d be hard pressed to pass up the six.Porsche V6 Panamera and V6 Panamera 4Price: from $193,000 ($204,000)Body: Four-door sedanSeats: FourEngine: 3.6-litre V6Power: 220kW/6200rpmTorque: 400Nm/3750rpmTransmission: seven-speed PDK double-clutch gearbox, rear or all-wheel drivePerformance: 0-100km/h 6.3s, top speed 259km/hEconomy: 9.3L/km (9.6 Pan 4)Emissions: 218g/km

All over Europe, governments are tightening their belts – Greece is crumbling, Britain has just announced the most draconian budget in a generation, and even Belgium is rethinking its generous social welfare system.And in Germany, Porsche is doing the same for the Cayenne SUV, making it leaner and greener … and a little meaner.The heart of the changes are the upgraded V6 engines: the V6 petrol unit from a platform shared with the Volkswagen Touareg, and the V6 diesel – joined now by a hybrid version that wasn’t available for test this week.And in place of the twin-clutch PDK autos, there’s a new eight-speed ‘Tiptronic’ automatic transmission geared for fuel economy with the top two slots functioning as overdrive.There’s also been work done to cut down body weight by around 130kg, and the introduction of lower rolling resistance tyres across the range.AppearanceThe designers have also worked to make it more ‘Porsche-like’, which translates as ‘less of a lump’. And while there’s no disguising that it’s an SUV – and one that has grown 1cm wider and taller and nearly 5cm longer – it does have a more refined appearance.Porsche says they aimed to make it look more compact, and while the Carsguide jury is still out on that result, the refined streamlining of the shape perhaps lets the eye slip more easily over the body. It’s design sleight-of-hand that has trimmed what you might call the visual co-efficient of drag.MechanicalAlong with the addition of stop-start technology that cuts the engine temporarily when you halt, the economy improvements have been achieved by optimising engine systems with over-run control, reducing weight and revising heat management to warm up the engine faster and reduce friction.For the 3.6-litre V6 petrol, that means it now develops 220kW of power at 6300rpm and 400Nm of torque at 3000rpm – a rise of about 7kW and 15Nm – while reducing fuel economy by about 20 per cent to 9.9L/100km, with emissions lowering in tandem to 236g/km. It gives 0-100km/h acceleration of 7.8 secs and a top speed of 230km/h.Although the 3.0litre turbo-diesel’s outputs are unchanged at176kW from 4000-4400rpm and 550Nm of torque from 2000-2250, it has also managed to cut fuel consumption by 20 per cent to 7.4L/100km and emissions to 195g/km. Performance is still respectable, matching the petrol V6’s 0-100km/h time of 7.8 secs, but with a top speed of 218km/h.The Hybrid S that’s on the way has a supercharged 245kW 3.0-litre V6 coupled with a 34kW electric motor with a combined torque output of 580Nm from 1000 revs. It uses just 8.2 litres/100km, has CO2 emissions of 193 g/km and can be driven for short distances at speeds up to 60km/h on electric power only.All-wheel drivePorsche has also worked to lighten the all-wheel drive, which on the petrol V6 is set up to give the rear wheels 85 per cent of the torque in normal driving, redistributing that as needed through the traction management that can send 100 per cent to either axle as needed. However the V6 diesel –  and the Hybrid – send 60 per cent to the rear wheels in normal driving, with a switchable centre differential lock changing that to 50/50 for surfaces like rough gravel.Extra off-roading ability is lent by a switchable suspension adjustment and a host of extra helpers such as the new hill control and improved stability system, and brake assist and force distribution for the 350mm front and 330mm rear discs.Pricing and rangeOn sale from July 27, the new range starts with the petrol V6 from $103,500, followed by the V6 diesel at $104,500, the updated 4.8-litre V8 S at $147,900, the S Hybrid at $159,900 and the range-topping Turbo at $239,900.There are some price rises over the current models, but Porsche Australia spokesman Paul Ellis says that’s outweighed by the extra kit. “There’s more equipment and the price rise is negligible – less than $2000,” Ellis says.Cayenne accounts for around 40 per cent of local sales, and Ellis sees that continuing. “We’ll sell as many as we can get, and indications are that we’ll sell a lot,” he says.“The Cayenne is the one Porsche that’s been immune in the financial slump. We noticed slacking off in the sports car segment during the GFC, but the Cayenne’s versatility enabled it to weather the storm. I’d say all our dealers are already holding deposits.”Fit-out and equipmentThe cabin is well laid-out, superbly upholstered and has some great design touches – the lozenge chrome bezels and the similarly angled grab handles on the console sides for a start – but rear visibility is uncomfortable, and you’ll come to depend on the parking assistants.Which brings us to the wallet-stretchers on the options list, because the V6 models get parking alerts rather than the reversing camera that’s standard on the V8s and Hybrid.The other down-specs include 18-in wheels rather than 19-in, steel suspension, adaptive headlights but not the higher models’ bi-xenon, and an 11-speaker Bose system – which you can upgrade to a 14-speaker Burmester for $11,950.DrivingWe weren’t big fans of the Cayenne when Porsche first launched it. It seemed so far from their traditional DNA of sporty engineering. Too big, too lumpen – and too damned thirsty.But we’re liking it a lot more after driving the new one. It looks better, more refined, more dynamic… and it’s more frugal.While they’re not going to have the grunt of the V8 models, neither of the versions we tested was a slouch. Both petrol and diesel V6 versions take off smartly for what is still quite a big lump of vehicle -- despite weight loss of about 130kg , it still tips the scales at about two tonnes.But the effortless strength of the diesel makes it our pick. The modest-sounding 176kW is more than compensated by the 550Nm thump of torque – and with just a $1000 premium over the price of the petrol, it’s not going to take you long to recoup the difference. With current fuel prices, it would even up after about 30,000km.The cars were on the optional 19-in wheels rather than the standard 18-in, but still fitted with low rolling-resistance tyres. But while we found the set-up great for the straight line speed of the smooth autobahns, they were still jittery over the stretches of crumble-edged back roads.We didn’t get a chance to take either of them off-road, but ventured into the tough terrain of narrow urban streets and some peak-hour jousting – which is where most of the Cayennes will do battle, if truth be told – and were happy to find it steered and negotiated the challenge easily.Would we buy it in preference to the Volkswagen stable-mate that comes in at about $25,000 less? It would come down to how much that $25,000 impacted on our budget vs the superior Porsche interior fit-out and equipment.

But don’t be fooled into thinking this is the latest in the long line of special editions from the Volkswagen-owned supercar brand. Instead, this is the world’s most expensive model car. It’s a 1:18 scale sculpture of the famed Veyron, rendered in 24-carate gold and platinum – and set off by a flawless 7.2 carat solitaire diamond in the grille. Fashioned by luxury British designer Stuart Hughes and Munich craftsman Ropbert Gulpen, only three of the Diamond Limited Edition models will be made.  And the price, you’re asking? A solid two million pounds (about $4 million). That makes the miniature car twice as much as the real thing. And we know which one we’d prefer to have.

Would you pay $17 per 100km at the bowser? You might, if it’s 2020 and petrol or diesel cost that much – or more. And you also might, if it’s the slick, hydrogen-fuelled Honda FCX Clarity you’re driving.The Clarity is Honda’s semi-production venture into the hydrogen fuel-cell field. The plan is to eventually build 200, with about 50 of those already on the road.Many of those are in California, where they are leased at US$600 a month. But that figure is mainly to cover insurance and periodic maintenance. Honda won’t say what the vehicles cost each, but with the program development costs taken into account, estimates range as high as US$2 million.However by 2020, the carmaker plans to have vehicles for sale based on the Clarity’s technology – for much less than the cost of the current car.  “The price of a fuel cell car will drop by 77 per cent by 2015 across brands,” says Honda advanced technology senior engineer Thomas Brachmann.  “The price of a fuel cell car should be no more than a conventional car (by then).”And by that time, the price of hydrogen fuel may be more palatable, says Honda Australia senior director Lindsay Smalley.  “The price of petrol could be the equivalent price to hydrogen by 2020,” he says.Smalley believes that increased roll-out of hydrogen infrastructure will drop the fuel’s price in real terms, while the prices for fossil fuels will increase.  “Today it’s $17 worth of hydrogen for a 100km versus maybe $10 for petrol per 100km. By 2020, it could be $17 for hydrogen and $20 for petrol.”Hydrogen fuel-cell systemThe car's front wheels are driven by an electric motor powered by a compact, very efficient lithium-ion battery, which is charged by the hydrogen fuel cell stack.The hydrogen tank – which automatically closes its valve in a crash – contains 4kg of fuel that gives a range of about 410km. The hydrogen is compressed to 350 bar, which Brachmann says makes it less prone to seepage than the higher pressures of early fuel cells technology – and than the 700 bar hydrogen being used in Europe by Mercedes-Benz and other brands.He also says there is little efficiency gain in the higher-compressed approach. “If we change our tank system from 350 bar to 700 bar we are increasing our efficiency by one mile (per kg) – why would we do this?” he asks?The fuel cell itself has also become smaller and more powerful since the first stack in 1999, shrinking from 1341cc and 202kg to 521cc and 67kg, while boosting its output from 60kW to the 100kW of the Clarity – although torque has decreased from 272Nm to 256Nm.Fuel economy comparisonThe Clarity gets 117km/kg of hydrogen, which Brachmann says in terms of energy density would equal about 2.8 litres/100km in diesel or 3.2L/100km in petrol.But the pump price is much higher, with hydrogen close to 10 euro ($17) per kg, compared with the $34-6 cost in conventional fuel for the same 100km – if you had a car that used just 2.8L/100km of diesel, that is.How do you refill it?At Frankfurt’s busiest servo, we pulled the Clarity up to the hydrogen pumps – 350 bar, 700 bar and liquid (which Brachmann dismisses as ‘BMW’s interesting experiment’). It’s essentially the same as filling a conventional tank, except that the nozzle locks into and seals off the opening.However, rolling out the refuelling infrastructure is taking time and investment, and there are still decisions to be made about which of the three formats will reign – and about the best way to produce the fuel.Hydrogen is the most common element, and while it is a green fuel in terms of emissions, it currently takes a lot of fossil fuel to produce it. The solutions being explored involve using crop by-products and solar energy for production, reducing the ‘well to wheel’ fuel cost.DrivingThe Clarity is proof that green driving can be exciting. At 1625kg, it’s about the weight of a Honda Accord (although sharper looking) and it darts off the line without any sign of effort.The throttle control is 'drive-by-wire', and the gearbox is a 'shift-by-wire', both of which make for smooth progress without any really perceptible acknowledgement... you just go faster.Top speed is officially 160km/h – which will only be too slow if you live with Germany’s open-speed autbahns – and the urge doesn’t seem to back off as the speedo climbs higher.It’s quiet at the start, but pushing the acceleration produces an other-worldly electronic whine; a surprisingly delicious sound and a thoroughly 21st Century one, at that.The instruments are similarly uber-tech, with brightly-coloured 3D graphics, at the centre of which an illuminated globe changes colour as your driving improves.But buttons and controls thankfully all look pretty conventional. And the interior fit-out is genuinely prestige, with upmarket two-tone dash finishes – and an interesting fabric made from corn – laid out to emphasise space and the airiness lent by the huge amount of front and side glass.Ride quality is superb, and with great direct steering and admirable handling added in, it was hard even during our short drive not to fall in love with the car.  It looks great, is comfortable, drives well and could help save the planet. There’s really nothing not to like. Except for that $17/100km running cost. 

Hybrid motoring just got sexy with the Honda CR-Z. And it also added a much-needed fun factor.  But if you were a fan of the late 1980s Honda CR-X – a former halo sports car for the brand -- don’t be misled by the new car’s name, or by the similar looks.It’s not as successor to the missile performance of the CR-X. Instead, it’s a sporty, design-driven package that offers the ultra-hip a stylish way to broadcast their environmental consciousness.Appearance and fit-outForget the earnest, slightly geeky looks that go with most enviro-cars. The CR-Z is a stunner from every angle, and particularly from the back – an area where most car designers run out of ideas.The production version is thankfully not too far removed from the concept car that did the rounds of motor shows, and retains a lot of the sharp lines and creases.  Daytime running lights accentuate the width – and help safety in the lower light of evening and early morningThe interior design has some nice touches – lots of clever illumination, flowing shapes and some perforated finishes, and the fan of instrument bezels behind the steering wheel is well set-out.It has lost the flat-bottomed steering wheel of the concept, and likewise there’s not as much of a blue light disco going on with the mood lighting in the footwells and on the console and dash – and in European markets you can get illuminated blue bezels for around the audio speakers.But except for the touchpoint surfaces – door handles, gearshift etc – there’s still a lot of hard plastic that undermines the effect.PlatformThe CR-Z platform has been developed from the Jazz from the a-pillar forward, and from the hybrid Insight – itself developed from the Jazz – backwards from there.  It’s slightly shorter – and 44kg lighter – than the Insight, but with the stiff body having a wider stance that helps with handling. Suspension is set up for rigidity, with a torsion beam in the rear adding extra stiffness.But the compact body means some costs in space. Honda calls it a ‘2+2-seater’, and while even tall front seat passengers will have no lack of room, the rear bench offers little joy for adult – or child, if they’re past the toddler stage.With our front seats in normal position, there was barely room for little legs, and the low rear roofline even leaves doubt about fitting any child sitting high in a booster seat.Even Honda acknowledges that it is not really a seating area, saying ‘behind the front seats there is a small area where you could put cargo, or perhaps small people’.However, the rear folds flat to boost the luggage space from 223 litres to just over 400 litres, which is plenty for a couple away on holiday.DrivetrainIt uses the 84kW/145Nm 1.5 litre i-VTEC engine from the Jazz, coupled with a 10kW/78Nm electric motor – making for total outputs 91kW at 6100rpm and 174Nm at 1500rpm – and mated with a revised six-speed manual transmission driving the front wheels.There’s no plan at the moment to bring an auto, which will disappoint a lot of buyers, but when it does come it will likely be a twin-clutch sequential – which should be a sales-booster in a country that is increasingly moving away from self-shifting.With the electric motor chipping in torque right from the turn of the key, acceleration is competent – startling for a hybrid – with the car getting from 0-100km/h in about 9.8 seconds and reaching a top speed of 200km/h.Fuel economy is 5L/100km, and CO2 emissions are 117g/km, with those results achieved mainly by using the Econ mode to restrict the throttle, rather than Normal or Sport.A three-mode drive system changes steering effort, engine response, motor assist and airconditioning from their default settings in Normal. In Econ mode it gives priority to fuel economy, reducing engine response and limiting the motor assistance and airconditioning. In Sport it adds more weight to steering feel, engine response is quicker, the motor assist is stronger and the aircon is back to normal.Like the hybrid Insight, an electronic eco-nanny shows leaves sprouting from five twigs as you drive more frugally – and then kills them off if you get too heavy on the pedal.Pricing and marketThe CR-Z will not come to Australia until the second half of 2011, and Honda hopes to pitch it at around the $35,000 mark – the same level of their more conservative-looking Civic Hybrid. That means it would undercut the Prius by about $5000 – and easily overshadow it in the style stakes.But supply could be an issue, because it’s taken off strongly overseas, especially in Japan – where it was launched in February. However if they can get enough, Honda Australia expects to do about the same as the sporty Integra did in its day. “It should be about 350-400 per month … maybe even more,” Honda Australia senior director Lindsay Smalley says.But he admits it’s not touted as a family car, like the Prius. “It’s a totally different market to the Prius. The CR-Z is for people driven by exceptional design – it’s a two-seater capsule for childless families.”DrivingThe CR-Z starts well off the line. And while those looking for a successor to the CR-X won’t find it here, there’s more than enough performance for most buyers. After trying all the modes, we voted Sport as the favourite and left it there, but still had to keep the revs up above 3500 to get real joy – and to get the special tuning of the exhaust to talk to us.But there’s definitely a lot of fun to be had with the car. Its little short-throw six-speed is smooth and precise, and the steering is well-weighted and turns in nicely. The CR-Z feels solid and handles surprisingly tightly, staying planted and nimble on the road and happily sashaying through series of even tight corners.Like the Insight, steep slopes can take the wind out of its sails a bit if you’re looking for speed. But approached in normal fashion, there’s little problem. And although Honda claims a top speed of 200km/h, it hit 205km/h on the autobahn in fifth gear and held it, but slotting it up to sixth drops the speed back considerably.The price Honda Australia is aiming at will put it $5000 under the entry-level Prius, and the CR-Z uses 1.1 litres more fuel per 100km (Civic hybrid uses another 0.5L). So you wouldn’t have to drive far in the Toyota to recoup the difference, and you can get a couple of kids in the back – three if they’re well-behaved.But the looks and staid performance of the Prius don’t please everybody. While it did attract the early-adopter trendies who wanted the world to know they were driving a hybrid, the sharp styling of the CR-Z will have far more appeal.  It’s stunning enough to create a lust factor on the exterior design alone – and it’s fun, too. And that’s a big step forward for a hybrid.Honda CR-Z hybridOn sale: late 2011Price: from around $35,000Engine: 84kW/145Nm 1.5 litre i-VTEC engine, 10kW/78Nm electric motorTotal outputs: 91kW/174NmTransmission: six-speed manualEconomy: 5L/100kmEmissions:117g/kmRivalsHonda Insight from about $30,000Honda Civic Hybrid from $35,000Toyota Prius from $39,900

It's a battle wagon which would be ideal for the day-to-day combat of city and suburban commuting, although the German prestige maker has much bigger plans. If the Mercedes-Benz G-Wagon currently being tested by the Australian Defence Force isn’t tough enough, perhaps they could bid for the concept shown here. Unveiled in Paris earlier this week, the 6.X version of Merc’s Light Armoured Patrol Vehicle is a muscled-up version of the military offroader G-Wagon, powered by a high-torque common-rail diesel that can push it along at up to 150km/h and help it cart payloads of up to 1300kg. It gets a modular armour-plated body – including optional mine-deflecting floor , increased ground clearance and wading depth, variable-height suspension that can be changed on the run and offroading geometry  (50 degres approach/45 degree departure) that should negotiate the most challenging terrain. There’s also a raft of high-tech battle kit, including a signal jamming system to ward off radio-controlled artillery and silence enemy comms networks. The current G-Wagons being tested by the ADF are intended to eventually replace the fleet of British Land Rover Defender models being used for cross country work. Mercedes will supply the ADF with several different versions of the G-Wagon including a four-wheel drive wagon, a four-wheel drive cab-chassis, six-wheel drive single cab and six-wheel drive dual-cabs.

Taking the gong in the James Dyson Award section for students, the ‘sci-fi meets safety’ Amatoya Fire Reconnaissance Vehicle crowned Liam Ferguson as the country’s most inspirational young designer. The Monash University student says the idea for Amatoya – which means ‘rain maker’ – was prompted by the experience of helping defend his Hazelwood South family home in 2009 during the Black Saturday bushfires. "We were completely surrounded by the flames within seconds and had to defend ourselves... There was a point when we thought we wouldn’t make it," Ferguson says. While he speaks highly of the efforts of the fire brigades in what have been described as our worst ever blazes, it made him question whether they could be helped by better design – and then prompted him to work with them on the Amatoya. While most fire-fighting reconnaissance vehicles are tipover-prone 500-litre tankers with a crew of around six, his design needs only two operators, can carry 2200 litres and has a low and centralised gravity weighting to increase stability. In the AIDA category for production vehicles, the prizes were taken by Hyundai’s just-arrived i45 sedan, Nissan’s Murano SUV, and the Audi A5 Sportback. Accepting the award on behalf of Hyundai, the company’s marketing director Oliver Mann said on the night that it was a great acknowledgement of the badge’s new styling. "We're delighted that i45 has been recognised by the AIDA judges - it's a landmark design for the category and signposts Hyundai's future direction," Mann said. Winners in other categories were: Architecture and Interior Products Element Task Lamp Evoke – conference seating system Faraway – Bathroom components and accessories M2 Monitor Arm Nimbus LED.next Line Series – ceiling lighting system Nimbus LED.next ModulQ Series – ceiling lighting system ON by Wilkhahn – task chair SolarGem Solar Home Lighting System – solar power system Business and Technology Compass Fluid Head – camera tripod Datapod System – data centre FLAT® - table stabiliser Motorola MC9500 Mobile Computer   Consumer Baby Jogger City Mini Single – fold-up and lightweight stroller BabyBjörn Bassinet Harmony BabyBjörn Travel Cot Light   Breville Smart Grill Citiz, Citiz & Milk, Citiz & Co – coffee machines Dyson Air Multiplier – bladeless fan Electrolux En-V Barbecue Emotiv EPOC – gaming headset Fiskars PowerGear Large Pruners Kenwood kMix Stand Mixer Lean+Green Lightweight wine bottles Neff Single Oven   Housing and Building Aquamonitor EasyGas Downunder – LPG bottle for underground Environmesh – new generation concrete reinforcing technology LEX Slimline LED exit sign Mainline B Series Adapter System – power adaptor set   Medical and Scientific Bond III – cancer detection system Cochlear Nucleus 5 System – implant system Imaxeon Salient M8 Intensive Care – critical care bed

For the past decade, the event has run from Darwin to Adelaide as a solar car race every second year, but in 2009 the organisers added a production-car ‘Eco Challenge’ category which won a lot of support from car brands - with entries from Mini, Hyundai, Holden, Ford, Suzuki and others - but sparked controversy over the judging and procedures.Competing vehicles were assessed by how much better their crews could drive them in comparison to their official fuel-economy ratings.  Since the Green Challenge runs down the Stuart Highway, one of Australia's straightest and flattest roads, the advantage fell instantly to cars with relatively-poor showroom rankings.The road conditions made it much easier to get a percentage improvement on a poor overall rating than a good rating, since running at a constant, low average speed boosts the relative efficiency of big engines.The run down the Red Centre was won by an HSV Maloo R8 ute, which used 7.74litres/100km to fuel its 6.2-litre V8 engine over the entire 3000km route, notching up a 48.76 per cent reduction on its official figure of 15.1litres/100km.However, the Maloo’s consumption was still double that of some of the smaller cars, with the Suzuki Alto, Ford Fiesta Econetic and diesel Mini all coming in under 4litres/100km.  So the South Australian Motorsport Board, that oversaw the event, is meeting at the end of next month to analyse and review the event to set the rules and regulations for the next running of the Global Green Challenge in 2011.“Obviously this was the first event of its type, and the board is looking to improve it in every possible way. The event was a success, with plenty of interest – but there is room for improvement,”  Challenge spokesman Mike Drewer says.“They will consider whether there need to be changes in procedure, route and even the types of car that enter.  There has been a reasonable amount of criticism from the manufacturers who participated, and the board is going to discuss that and make decisions for the future.”Apart from the method of judging, Drewer says the board will also discuss the route and types of competing vehicles – which last year included large car and medium SUV categories.“There was considerable criticism about whether some of the cars were of the types that should be in the Eco Challenge,” Drewer says.“There will be an analysis of whether they are really what the public perceives as ‘eco’ cars – and whether the format should be changed to encourage other kinds of vehicles, such as hybrids.  The board wants to improve the event both for participants and for public perception of eco-friendly cars."

The specially developed apps will play video and animations to demonstrate mechanical packages, safety equipment and a host of other details.  The iPhones will also be able to transmit and play the apps on the larger format of any nearby 'Subaru TV' screens.  While geeks might argue that the iPhone is about to be upstaged by the just-released - and larger - iPad, Subaru managing director Nick Senior says the phone's smaller screen is what makes it ideal.  "We like the portability of the iPhone, because you tend to carry your phone everywhere.  Within the showroom it gives a salesperson the opportunity to demonstrate Subaru's features, and when the showroom closes it is still with them."However the iPad is one of the things that down the line we can certainly look at."  Senior says the iPhone and Subaru TV initiative is part of 'All 4 the Driver' - a larger focus on improving the customer experience.  "For example, we're introducing Drive It Your Way, which gives customers much more flexibility in test driving our cars," he says."Our retailers will be offering specific, mapped drive programs. In some cases, for added convenience, some retailers will also be offering overnight drives or the opportunity to have a car delivered to a customer's preferred address.  "Another example of All 4 the Driver in action will be the simplified, plain English billing that customers will see when getting their car serviced.  We won't confuse with technical terms, code numbers and jargon. The idea is to be as transparent as possible in all our communications, both written and verbal." Senior says about 2000 Subaru Australia and showroom staff have already attended All 4 the Driver training programs, and elements will rolled out over the rest of this year. "It's an entire philosophy that we are rolling out, with the clear aim of ensuring a culture that's united in its passion for putting customers first," Senior says.