Articles by Karla Pincott

...you get a glimpse. Maybe.

For all those of you who asked how many tyres were shredded and bumpers scraped for......Mini's recent Guinness World Record extreme handbrake turn parking: here are some of them.

A 4x2 Dual Cab Chassis model is available for the first time. The BT-50 4x2 Dual Cab Chassis comes in XT grade featuring air-conditioning, Bluetooth, cruise control and power windows and mirrors. Power comes courtesy of Mazda's 3.2-litre MZ-CD common-rail diesel engine which delivers an impressive 470Nm of torque and a braked towing capacity of 3,350kg.  The new BT-50 4x2 Dual Cab Chassis is available now from Mazda dealers nationally with a Manufacturers List Price (MLP) of $34,590. Also joining the BT-50 range is an automatic variant of the 4x2 Single Cab Chassis XT.  Available with Mazdas MZ-CD 2.2 litre common-rail diesel engine, six-speed automatic transmission and Hi-Rider suspension, this new model is expected to hit Mazda showrooms in the coming weeks.  An 8-way power adjustable drivers seat has also been added to the range-topping BT-50 4x4 Dual Cab Utility GT.

The Holden will arrive in 2013 after it makes its debut at the Paris motor show in September. Trax wears other names in other countries including the Buick Encore and Opel Mokka. With room for five passengers, and available in two and all-wheel drive form, Trax is a global car that will be sold in more than 140 markets around the world. Eagled-eyed car enthusiasts may see a number of test cars on Australian roads in the near future as Holden engineers complete development work on the global program. Holden Director of Powertrain Engineering, Simon Cassin said Holden's engineering know-how had been called upon to work on this important model. "We are working closely with the homeroom on global calibration work and of course making further refinements to ensure Trax will be well suited to Australian roads and conditions when it arrives next year," he said. The global Chevrolet version of Trax is set to make its official debut at the Paris Motor Show in September 2012. Ironically, however, the car will not be sold in the United States because it could undermine sales of the Chevvy Equinox. Holden has four engines to choose from with this model, along with six-speed manual and automatic transmissions. In Europe, cars with a manual transmission will be equipped with the fuel saving start/stop system. They will also be equipped with many other sophisticated features. It is not known whether our version will include any of these technologies (probably not). Holden has four engines from which to choose but the decision is likely to mirror the Cruze hatch and sedan that features the same drivetrain. There's a 1.6-litre naturally-aspirated engine with 85kW of power and 155Nm torque, a naturally-aspirated 1.8-litre with 103kW and 175Nm and a 1.4-litre turbo with 103kW and 200Nm. There's also a 1.7-litre turbo diesel available with 96kW and 300Nm of torque. In Europe the new model introduces new state-of-the-art technologies to the segment, such as a string of Driver Assistance Systems based on the Opel Eye front camera system, as well as a rear view camera. It gives the driver access to several functions including Lane Departure Warning (LDW) and the second generation of Traffic Sign Recognition system (TSR II) which now recognises even more EU and non-EU traffic signs including rectangular signs and dynamic LED displays. Parking is made easier with further optional kit that includes a rear view camera and park assist sensors for the front and rear. Additionally, the loading capacity of the car can be complimented with the new generation FlexFix rear bicycle carrier. The user-friendly carrier is fully integrated in the rear, functions like a drawer and can accommodate up to three bicycles at a time. More details will be released closer to launch.  

Living with the new Toyota 86 for a couple of weeks, you start to realise how many tuned, modded and ‘ricer racer’ cars are around. And that’s because what they’re around is you, every time you take the 86 out on the road.Sitting on your tail through entire suburbs, revving their engines beside you at lights, keeping level in the next highway lane for kilometres – all wanting a closer look at this landmark car. The Toyota 86 has disrupted the brand’s seemingly endless roll-out of anodyne wheeled whitegoods – for which the boss Akio Toyoda publicly apologised not long after taking the top chair. It’s also set to disrupt the market, becoming the new bang for bucks benchmark in the manual version, even in the upper spec tested here.VALUEThe aim was always to make the 86 affordable, and the starting price for the manual 86 GT is a market-changing $29,990, with auto $2500 across the range. And that price point will be worrying a few other brands. Global demand and exchange rates are likely to push it up by September, but Toyota will want to keep it as strategically low as possible to maximise market impact.The GT rides on 16-in alloys (full-size spare is steel, but gets a cheer for even being there these days), and has daytime running lights, power-fold mirrors and a rear foggie. Standard interior kit includes all the expected mod-cons, and the becoming-expected features like voice recognition. There’s a sporty three-spoke steering wheel – the smallest on any Toyota – and touches of sporty fabric (think wetsuits) on shift and brake levers.On the $35,490 86 manual GTS – tested here -- look for 17-in alloys with full-size alloy spare, auto-levelling high-intensity headlights, and a premium audio/comms system with 6.1-in touchscreen and SMS/email text-to-voice among the features. As an affordable, rear-drive 2+2 stylish sports car, it’s hard to find other apples to compare against. There’s more choice in rear-drive two-seaters, but buyers looking for an affordable one will have already bought the Mazda MX-5. And could be regretting it now.That leaves you waiting to see what happens with the Toyota’s clone -- the Subaru BRZ, which will arrive in a higher spec level -- or looking at other options in the same price range. Ranging in a tight price-tag scale between $38,990 and $40,700, you get some desirable front-drive choices: RenaultSport Clio 200 Cup, Volkswagen Golf GTi, Mazda3 MPS and Mini Cooper S would be at the top of the list. In that range you also get the AWD Subaru Impreza WRX hatch. And handing over another $7000 or so gets you into the Volkswagen Scirocco R.DESIGNIt’s a well-proportioned headturner, and one of the few cars that looks good from the rear at this price – or at most price levels, really.  But that styling also means the rear three-quarter view is abysmal. It makes the most of a small body to give a fairly useful capacity. Nobody wants to be in the rear seat of any two-plus-two coupe for long, but it offers more flexibility – we won’t say practicality – than a two-seater. There are child seat fixing points back there, although it’s not easy access to load a struggling toddler into. For track day fans, the boot takes four spare wheels with the rear seat down, and the headrests can be reversed to nestle a helmet. Key cabin cues are the small steering wheel and large tacho, red-stitched leather/alcantara upholstery, and the mandatory aluminium pedals and sill plates. There are some miscues: cheaper plastics, faux carbon fibre accents and the strange piston-flanked 86 logo that looks dinky at best. The centred tacho is clearly marked, but the analog speedo set to the left has a cluttered dial that takes a lot of peripheral effort to check.TECHNOLOGYSubaru tipped in the basic engineering, including both the chassis and the engine – chosen because its compact size allowed it to be mounted low and towards the rear of the bay. The naturally-aspirated 2.0-litre flat-four engine has an appetite for revs, with the peak 147kW of power hitting at 7000rpm and peak 205Nm of torque at 6400-6600rpm. The engine carries both carmakers’ names as it’s aided by Toyota’s latest four-point D-4S fuel-injection system which is claimed to add 10kW and 20Nm more than would have been possible with simpler port-injection.Toyota also brought the new six-speed manual and sequential auto transmissions – the latter with paddle-shifters and some Lexus IS-F input for sharper shifts and a few bars of downchange blips to hum along with in Sport mode. Porsche’s Cayman 2+2 coupe was used as the benchmark for steering and handling, with the stiff and low-squatting 86 underpinned by MacPherson strut front and double wishbone rear suspension.SAFETYNot tested here yet, but will be hunting a full five-star ANCAP rating. Equipment includes seven airbags, anti-lock brakes with electronic brake-force distribution and brake assist, traction and five-mode stability controls.DRIVINGYou can’t help being sceptical about Toyota promising passion. But just about every box has been ticked and promise delivered. The 86 is alive and kick-arse. Steering feel is excellent, with good weighting and feedback. The car is taut and agile, turning in nimbly and gripping the road aggressively. The six-speed manual is one of the best around: short, sweet and snickety. Even hardened stick-shunners could be won over by this one. It gets off the line smartly, and delivers decent in-gear acceleration, despite there not being any sense of huge power or torque on tap. The engine doesn’t quite match up to the rest of the car’s capabilities – but there will be a mob of tuning brands working to put that right. Induction sound is piped back into the cabin via a rubber tube, and that improves when you push it up above 3500rpm, but the engine’s note is not soul-stirring. That aside, it’s nearly everything most people could want in terms of bang for the buck. But you can’t help thinking some turbo effort would boost the fun. Subaru has been spotted testing in Europe with a turbo-hinting bonnet bulge, but Toyota is keeping their version on the pure path.VERDICTIt’s a landmark but not quite the stuff of legend. A better engine could take it to the next level, but Toyota is on a winner with this one. You’ll want to take the long way home and you’ll arrive with a smile on your face.Toyota 86 manual GTSPrice: from $35,490 as testedWarranty: 3 years/100,000kmResale: No previous modelService interval: 12 months/15,000kmSafety: 5 stars (est)Engine: 2.0-litre boxer four-cylinder, 147kW/205NmTransmission: six-speed manual, RWDFuel economy: 7.8L/100km,   98RON0-100km/h: 7.6 secsWeight: 1222kgSpare: full-size

And, thanks to help from Supercross champion, Jeremy McGrath, the CRF450R is likely to take competition to new heights. Since its initial creation in 2002, the CRF450R has constantly evolved with the aim of helping its riders to achieve racing victory. The 2013 model incorporates a refined engine, a brand new frame and other major enhancements. This new-generation motocross machine will guarantee excellent manoeuvrability in a wide range of riding situations. Honda aimed to achieve the lightest body weight in the class; the adoption of front fork air suspension which uses compressed air instead of coil springs, results in reduced weight as well as reduced friction and in turn, improved handling. The use of a brand new sixth generation aluminium frame combined with dual mufflers achieves outstanding mass centralization while also showing off the model's lightweight and compactness and a new-generation motocross styling.  Honda's CRF450R incorporates a newly designed swing arm which makes major enhancements to vertical rigidity while maintaining the appropriate level of horizontal rigidity resulting in excellent agility and improved traction when cornering at high speeds.  The powerful 449cc, liquid-cooled, 4-stroke, SOHC engine has had major modifications for 2013. Each part including the intake and the exhaust ports and the transmission has been redesigned in order to substantially increase the torque at low-to-mid rpm, while maintaining the high-rpm output that has previously proved central to championship wins.  A change in the piston head shape has increased the compression ratio and ensured more torque and power across the range while the optimization of the valve timing and cylinder head port shape has increased charging efficiency of the air-fuel mixture. In addition to this, the inertial mass of the flywheel is around 11 per cent larger in order to enhance torque feel at low speeds. This design enables riding that draws on more torque in the low speed range. While inheriting the key features and the triangular proportions of its predecessors, the 2013 CRF450R has a new striking design with subtle yet sharp, arrow-like styling. While utilising the same red and white colour scheme that is synonymous with Honda's CRF range, for 2013 the colour balance has been rearranged to express the fresh character of the next-generation CRF450R. www.hondamotorcycles.com.au  

Aston Martin has launched an online configurator for their flagship Vanquish, allowing us to dream – a little. You can change the colours, wheels and some of the trim, adding carbon fibre to the side accents and door mirrors. Then spin it around to see how stunning (or hideous) your choices look from every angle. The Vanquish will top the range, and carry a 6.0-litre V-12 engine developing 421kW of power at 6750rpm and 620Nm of torque at 5500rpm, with drive sent to the rear wheels via a ‘Touchtronic 2’ six-speed automatic with paddle shifters. Aston Martin predicts the new Vanquish will accelerate from 0-100 km/h in just 4.1 seconds and reach a top speed of 295 km/h. The Vanquish’s  body panels are fashioned from carbon fibre because of its high strength-to-weight ratio and flexibility of form, while increasing rigidity by  more than 25 percent. Inside the cabin, stylists have drawn inspiration from the One-77. The sweeping centre console, for example, is almost identical to the design seen on the former flagship. First sales of the AM 310 Vanquish are scheduled to start in Europe towards the end of the year, with pricing set at £189,995 (approx. $295,000 AUD). U.S. launch and pricing information should be announced shortly. Try it out at http://www.astonmartin.com/cars/vanquish/configure  

The GM-owned carmaker – which will launch here within months – says it needs to reverse its previous strategy of trying to move upmarket. CEO Karl-Friedrich Stracke told an Automotive News Congress yesterday there would be price cuts on the brand’s vehicles, largely in response to the European financial crisis. "We need to regain our traditional customer base," Stracke said. "We moved Opel up too quickly. Going forward there will be adjustments to make our cars more affordable." However, in a side reference to Fiat CEO Sergio Marchionne’s recent statement that the Italian brand would axe 500 million euros from product development projects, Stracke said Opel would continue to invest in new projects. “We will make a significant investment in Opel's product portfolio,” he said. “I noticed with interest that some of our key competitors have announced plans to cut product investment spending," he said. Opel will launch here with three models – Corsa, Astra and Insignia – but they will be joined by others as part of the carmaker’s plan to roll out 23 new or revised vehicles and 13 new drivetrains in the next four years in various markets around the world. Speaking from a European perspective, Stracke said Opel's price-led strategy would not be a threat to stablemate Chevrolet. "Customers don't see the brands as competitors," he said. However with Opel facing off in Australia against fellow GM brand Holden, particularly in the small car market with Astra and Corsa, we’ll be watching with interest to see how the price points compare. Opel Australia’s head of marketing and public relations Michelle Lang says that while the local arm will not comment on international operations, they don't see a rivalry here with Holden. "We do not expect to "face off" against Holden. We will operate in completely unique markets, and appeal to very distinct buyer types," she says.

It's built on the Indian manufacturer's first 'global' platform and will be priced from $29,990 for the W8 front drive version and $32,990 for the all wheel drive.XUV500 benefits from extensive product validation and testing in Europe, Australia, South Africa and India. It has a four star crash rating. Both versions run a four-cylinder, 2.2-litre turbo diesel engine good for 103kW/330Nm output the latter from a low 1600rpm.XUV500 has a towing capability of 750kg for an un-braked trailer and 2500kg braked. Transmission is a six-speed manual, with a low ratio transfer box for the all-wheel drive model. The all-wheel drive system is on-demand, automatically switching from two to four-wheel drive.The vehicle is a spacious seven-seater with a monocoque chassis featuring up-to-date mechanical specification and a high level of standard equipment. Suspension is independent on all four-wheels.Steering is rack-and pinion with a turning circle of 11.2m. Wheels are 17 inch alloys while driver aids include automatic hill descent and hill hold, cruise control, front and rear park assist, light-sensing headlamps and rain-sensing wipers.Safety features include stability control, rollover mitigating sensor, airbags and crumple zones in the safety cell body. The xenon headlights and tyre pressure monitoring systems are handy additions. Front fog lamps are standard on all three models.The interior offers a high level of standard equipment - dual-zone climate control, power windows and remote central locking. Infotainment includes a 15cm touch screen with a navigation system as well as MP3, USB, Bluetooth and iPod connectivity. The XUV500 is built at Mahindra's state-of-the-art manufacturing facility in Chakan, near the city of Pune, in India. 

The small Fabia has punched above its weight for Skoda since arriving late last year. Based on parent company Volkswagen’s Polo – the 2010 Carsguide Car of the Year  -- the little car has helped Skoda nearly double sales, despite having only two versions on sale.But the range is now being filled out, with the current entry level 77TSI hatch and mid-range Monte Carlo being joined this week by a practical 77TSI wagon and the hot Fabia RS in both hatch and wagon bodies.The newcomers arrive at the mature end of this generation’s life span -- with a new one due in 2014 -- but they still deserve a warm welcome for mix of practicality and performance they bring to the Fabia line-up.TECHNOLOGYThe base model carries Volkswagen’s 1.2-litre, direct injection, turbo four-cylinder delivering 77kW of power at 5000rpm and 175Nm of torque across a useful 1500-4100rpm.Official fuel economy is posted as 5.5L/100km – on premium -- with either the five-speed manual or the newly-arrived seven-speed DSG turning the front wheels on both hatch and wagon.But the acceleration is far from blistering, with the manual hatch getting to 100km/h in 10.1 seconds, the DSG hatch 10.2 and the wagon 10.3.Fabia's underpinnings are also straight from the VW parts shelf, with Macpherson strut front and beam axle rear suspension and four wheel disc brakes, where some rivals still sport a pair of drums.The RS ups the ante in a 1.4-litre twin-charged engine with the supercharger kickstarting the action in low revs and turbo tipping in with full boost from 2000rpm.From this, the four-cylinder develops 132kW of power peaking at 62000rpm and 250Nm of torque between 2000-45000rpm, with Skoda claiming a 0-100km/h sprint of 7.3 seconds and fuel economy of 6.2 L/100km.DESIGNAlthough based on the Polo, the Fabia hatch is slightly bigger and puts its signature Skoda boxiness to practical work for loads of room for head and legs, plus luggage space rising from 300 to 1165 litres when the rear seats are folded.That’s about the hungriest capacity for the class, and it becomes almost insatiable in the longer wagon where you get 480 to 1460 litres.The styling is not everybody’s taste, but it has a cheerful character and an endearing determination to shackle form to functionality, which happily means a bright and realistically-designed interior with good ergonomics and easily readable instruments.PRICE AND EQUIPMENTThe entry level 77TSI hatch is $18,990 with the manual and an extra $2300 if you want the DSG, while the DSG-only Fabia RS starts at $27,990. The wagon body for either version claps on another $2000.Standard equipment includes Bluetooth, tilt and reach adjustable steering column, an eight-speaker CD/MP3 audio system, leather-wrapped steering wheel with audio and phone controls, cruise control, heated mirrors and fog lights.The RS arrives with more bling and some cues from the Fabia S2000 rally car, adding twin exhausts, spoilers back and front – the latter with  integrated LED daytime running lights – and rolling on 17-in alloy wheels with red RS-logo brake callipers.The cabin gets deep-shaped sports seats, a three-spoke steering wheel with paddles for the DSG, and handy rear parking sensors, but some of the plastics and finishes slip back to ordinary quality. The base model undercuts the donor Polo by nearly $1000, but you can spot where the money has been saved in the fit-out and finish. At RS level you’re eyeing off the $28,990 VW Polo GTI at again just $1000 more – but oddly not among the rivals cited at the Fabia RS launch, which benchmarked against the $24,990 Suzuki Swift Sport and $43,050 Mini Cooper S in terms of dollars per kilowatt of power.Fabia is $212 against the Suzuki’s $250 and Mini’s $319 --  in case that’s your gauge. In which case you’ll want to know that shelling out an extra whack for the $36,490 Renualt Clio Sport 200 cost you $248/kW.SAFETYSurprisingly, amid a host of five-star rivals the Fabia gets only a four star Euro rating. Safety equipment includes six air bags, stability control, anti-skid brakes with brake assist and brakeforce distribution.DRIVINGThe fit-out doesn’t quite match up to the VW donor, but the seats are supportive and there’s plenty of room. The 77TSI engine is keen and tractable, making easy work at low revs around city streets and laid-back cruising on the highway, with enough torque for climbing hills.While the standard five-speed manual will still be one gear short of most rivals, the seven-speed DSG – clunky though it is – will win fans in a market that is increasingly shunning self-shifting.But you’ll still want to use the manual mode of the shifter, and that’s about the stage where you’ll take a hacksaw to the annoying fold-down armrest that’s positioned exactly on the trajectory your elbow wants to move through.It rides comfortably and the wide track and long-ish wheelbase polish its road manners to keep it stable and flat. The suspension gives it better grip than most of its competitors, and the accurate turn-in mean it has entertainment on offer even at lower speeds.Step into the RS and a whole world of fun opens up. The ride is much harder and can get unsettled over rough back roads, but in normal driving it’s still compliant – more than the Polo, and much more than most of the competition.But the RS is also noticeably more agile and taut than the entry model. It’s easy to swing through a joyful series of corners, with weightier steering and tighter response than the standard version.There’s a fair bit of noise from both wind and tyres, but it’s never uncomfortable, and cabin conversation never has to reach yelling levels.Take all that, and then extend it into the RS wagon version, and it’s a whole new ball game. Like the legendary Audi RS4 Avant, the combination of sting and space results in a true Jekyll and Hyde car. Take it out on the garage sale round, stuff the boot space – and then time your lap home. That’s what you call a real all-rounder.VERDICTSkoda weighed up 'bang for the buck' but it's also a case of usability for your money. And the standard Fabia is a decent contender there, but the RS would go on our favourites list.