Articles by Keith Didham

One of the biggest users (and spruikers) of run-flats – BMW – is changing back to conventional tyres on some of its models.BMW will later this year switch to normal tyres on popular variants of its Mini for international markets.For Australian Minis, the standard 15-inch wheel will continue to be fitted with a conventional tyre. The larger 16-inch wheel, currently shod with run-flat rubber and selected by more than 90 percent of buyers, will also change to a conventional tyre. Run-flat rubber will now be offered as a $200 option.The 17-inch wheel will remain with run-flats.Models with conventional tyres will come with BMW's mobility pack, consisting of an air compressor and glue kit to make temporary puncture repairs.The move appears to be a cost saving measure by Mini's parent as the world-wide economic crisis hits home. Sources within Mini in Germany say BMW, which has been promoting the virtues of run-flats for years, has been disappointed that rival manufacturers Mercedes-Benz and Audi had not adopted the technology. Their added volume would have reduced the production cost of the controversial tyre for the motoring industry.Run-flats are essentially a tyre with stiffer sidewalls which allows the car to be driven if the tyre is punctured. They have been widely criticised for their harsh and unforgiving ride, especially if combined with sports suspension set ups.The lack of a spare wheel however offers substantial weight savings and wins back extra boot space.At this stage the switch back to conventional tyres has not affected BMW models, sold in Australia, most of which use run-flat tyres. 

Some would say it's a brave move to launch a new car which makes an extroverted statement about success and a carefree lifestyle as the world reels from the numbing chill of recession.New car sales worldwide are plummeting but BMW's Mini moment in the sun has arrived.It already had its second generation, oh-so-cool convertible locked into production well before the economic crisis loomed and now it seems there could be a ray of sunshine for Mini amongst the gloom and doom.Its seemingly less than perfect timing could work in its favour with the new cabrio likely to appeal to buyers downsizing from more expensive or less efficient models.An upbeat head of Mini's marketing communications Andreas Hofmann says the Mini's enviable appeal as a fun car and its reputation for fuel efficiency were strong selling points."Our timing (in launching the new Mini convertible) will work in our favour. Buyers are downsizing and that will be a bonus for us, especially in the United Sates and even in Australia,” Hofmann said at the launch of the Mini cabrio in Austria."Even in this climate if a product is right, it will sell," he said.Australia gets the new soft top in Cooper and more potent Cooper S guise in April. It picks up all the styling and mechanical changes introduced in the hatch two years ago, including the 1.6-litre petrol four cylinder motor. In the Cooper S there's been a switch to a twin-scroll turbocharged engine instead of the old supercharged motor. Diesel, too, is under consideration and will probably come later in the year.So it is largely a good news story for the new Mini: it's greener, more frugal, and the cabriolet addresses most of the styling negatives associated with the old version.That puts Mini in a good position to take the fight for sales up to rivals like the Audi A3, Peugeot 207, VW Eos, Mazda MX5 and Holden's Astra. You can also add Fiat's 500 convertible which will be launched in Europe in May.ON THE ROADWho said the Germans don't have a sense of humour?Who else would launch a convertible in Austria as Europe struggles through one of its bleakest winters in living memory. While Australia struggled with heat waves, in the foothills of the Austrian Alps the temperature struggling to get to zero, snow sat a metre deep on the roadside and houses were half hidden under white blankets.There were plenty of puzzled looks from the Austrians, swathed in layers of winter coats, pondering why these strange tourists were driving with the roof down. But Mini reckons there's no reason why you can't drive a cabrio in all seasons and they are right.Certainly the provided thermal jackets, combined with the Mini's new automatic airconditioning system, did the job at keeping frostbite at bay.You certainly don't buy a cabrio to be practical, but this one packs plenty of appeal and some gimmicks.Mini, a brand which likes to be off centre, has blessed the motoring world with a new term, the Always Open Timer, which was quickly dubbed the openonameter.This supposedly clever little dashboard display keeps track of how many hours you have driven topless. Why? Beats me, but it's a great conversation opener.Mini says it "encourages open air motoring." I thought that's the very reason you buy a cabrio in the first place. So now you can have a dashboard display to make you feel good.The neatly designed powered roof opens in 15 seconds flat. It's not the fastest in the business but it can be done at speeds up to 30km/h so you can impress your passengers or fellow road users with Mini's card folding trick on the run.You can also slide the leading edge back to create a sunroof. The top folds down onto the boot lid. It looks neater than before but there's no room for it to disappear completely.The pair of rollover hoops in the old model, which blocked the rear view, have been replaced with a single pop up bar which is far neater affair. The rear window doesn't have wiper so on wet days or in snow you have to rely on your door mirrors. This Mini suffers the same fate as most convertibles in that rear quarter visibility is still minimal thanks to the chunky design of the soft top.The back seat looks purpose built for kids, not adults, but Mini has done a good job in maximising luggage space, albeit you can only get a couple of small suitcases in there, but you can access the rear seat which splits and folds.Under the bonnet, the 1.6-litre four cylinder in the base Cooper model is good for 88kW and 160 Nm of torque. It's no rocket, but the Mini has impressive fuel consumption on its side.The Cooper S is a delightfully different beast and you can pick it from a distance because of the power bulge on the bonnet. It offers added spice with 128kW and 240Nm but uses more fuel. Acceleration off the line takes a claimed 7.4 seconds to get to 100km/h; the base Cooper does it in a leisurely 9.8 seconds.Fuel consumption is rated at 6.1l/100km in the Cooper and 7.2l/100km for the Cooper S but the best we could do was 9l.100km on icy roads.We only drove the Cooper S version which showed little evidence that the extra 100kg the electric soft top adds hampered performance. It may be a different story in the non-turbo version. Nor did we see any evidence of scuttle shake which the previous model suffered from.The Cooper S's ride remains firm to the point of being uncomfortable, especially on broken surfaces, thanks to its larger wheels, run-flat rubber and sporty suspension set up.But it makes up for the hard ride with its reassuring grip and balanced handling, especially in tight twisty roads where there are constant changes of direction.Our six-speed manual test car came equipped with Mini's new stop start system which switches the engine off automatically when stopped to save fuel. Depressing the clutch fires up the engine again. It's a feature we will soon see in Australia on the Mini diesel hatch, but Mini is expected to introduce it on the petrol cabrio next year.Cabrio pricing is expected to rise between 3 and 5 per cent over the outgoing model, which would position the Cooper at just under $39,000 and the Cooper S at under $48,000. You do get some extra equipment like automatic air conditioning, Bluetooth connectivity and USB port for MP3 players to offset the price rise.The cabrio has all the traditional Mini DNA: sharp steering, poise and from the turbo, plenty of punch. Our drive in Austria proved this week, there's nothing chilling or numbing about the Mini's appeal.Price: Not finalised but expect the Cooper to sell for just under $39,000 and the Cooper S for about $48,000. SnapshotBMW Mini convertibleOn sale: AprilEngines: Cooper: Four cylinder, 1.6 litre naturally aspirated, 88kW at 6000rpm; 160Nm at 4250. CO2: 145g/km; Cooper S 171g/kmCooper S: 1.6-litre twin scroll turbocharged, 128kW at 5500rpm; 240Nm at 1600rpm (can be briefly boosted to 260Nm under full throttle).Performance: Cooper, 0-100km/h 9.8 seconds (manual) 11.1s (auto). Cooper S 7.4s (manual) 7.7s (automatic)Transmission: Six-speed manual or automatic optionalEconomy: Cooper, 6.1/l100km; Cooper S, 7.2l/100km. As tested (Cooper S): 9l/100km to 11l/100km depending on road conditions.

Nissan, which has been scrambling for sales with its restyled X-Trail, will add more fire power to the compact-sized wagon by finally adding a diesel version to its line-up this week.A year ago, Nissan repeatedly dismissed the diesel as a viable option, saying there wasn't a business case for it in Australia, but its change of heart has been driven by customer demand.Nissan has set the price of the diesel at just $1000 over comparable petrol models, admitting the petrol versions were subsidising the cost of the diesel so it could come to market at the budget price.The X-Trail has been travelling a rocky road of late. It was once the best selling compact wagon in the market, but sales of this latest version, launched late last year, have according to Nissan's marketing manager Ross Booth, been “disappointing”.Nissan, he admits, was caught napping — too slow to react to an intensive price cutting blitz from its rivals like Subaru and Toyota.With that lesson learnt, Nissan has now retaliated with a new marketing campaign, effectively lowering the price of the petrol models by picking up on-road costs, while its dealers have also come to the party by doing drive-away, no more to pay deals.So far this year the X-Trail has been convincingly outsold by market leader, Toyota's RAV-4, Subaru's Forester and Honda's CRV while Mitsubishi's Outlander has rapidly closed in on X-Trail's fourth place.Nissan says the X-Trail is the first volume seller in the compact SUV market to offer a diesel. Suzuki launched its diesel Grand Vitara earlier this year but Booth doesn't see the fellow Japanese brand as a volume seller nor a serious rival.DRIVETRAINSThe X-Trail will come with a choice of two turbocharged diesels, both a variant of the same of 2-litre motor sourced from alliance partner Renault. But one of the new diesels comes with a penalty.A big selling point for the X-Trail has been its class-leading 2-tonne tow capacity — and by Nissan's own reckoning 80 per cent of buyers use the wagon for towing.While the six-speed manual version retains the maximum braked trailer rating, those opting for the six-speed automatic will be limited to just 1350kg. The difference in tow capacity is governed by how the transmissions are cooled: manual models feature a conventional separate external oil cooler for the gear box; the auto is water cooled internally from the engine and cannot take the added tow load.Nissan, based on past experience, expects 60 per cent of X-Trail buyers will opt for the automatic so those wanting to tow heavier boats or caravans will have to buy the petrol model which retains the 2-tonne rating.The auto also doesn't match the manual for power and torque either. It will come with an 110kW/ 320Nm version of the turbocharged diesel; the manual gets more potency with a 127kW and 360Nm.Both engines are economical, rated at 7.4l/100km for the manual and 8.1l/100km for the auto. Peak torque is achieved at just 2000rpm, with 90 per cent of maximum torque on tap from a low 1750rpm.SPECIFICATIONSThere will be two specification grades: the TS and premium TL both of which have similar equipment to petrol models. Pricing starts at $36,990 for the TS manual and $38,990 for the automatic. The better equipped TL starts at $39,990 for the manual and the auto comes in at $41,990. The price of the diesel has been pegged at just $1000 over petrol versions.But in a bid to cut costs and keep the $1000 price premium, climate controlled air conditioning (standard air con fitted instead), leather wrapped steering wheel and leather gear knob have been dropped in the TS and replaced with a vehicle alarm.The TS comes with Nissan's smart All Mode switchable all-wheel drive system with hill start and downhill assist, six air bags, anti-lock brakes with electronic brake distribution and brake assist, cruise control, keyless entry, alloy wheels, six-stack audio and trip computer. The TL adds leather upholstery, power adjustable front seats with seat heaters, huge sunroof and climate control air conditioning.DRIVINGIf you exclude Suzuki's Grand Vitara, the X-Trail gains bragging rights over its main rivals for being first in this compact SUV market with a diesel.But the timing isn't brilliant; Nissan should have had this engine option available more than six months ago when Australians were quickly warming to the advantages of having an efficient diesel over a petrol motor.Now that there is an ever-widening gap between petrol and diesel pump prices, some of that advantage has been lost so the appeal of a diesel X-Trail is not as strong.Nissan's rivals will be closely monitoring the diesel wagon's take up rate — Nissan expects it will account for about 40 per cent of volume — to see if there is still a strong demand by buyers for an oil burner. As such, the arrival of the diesel is really a toe in the water exercise for all the major players.Nissan's inability to offer the maximum two-tonne tow rating on the automatic will hurt, especially when trying to attract business from buyers looking for the combination of an all-road wagon, diesel engine, automatic transmission and big towing ability.The X-Trail however should be a very attractive proposition to fleets and private buyers on its fuel efficiency alone.The auto wagon is not a bad thing and nice to drive; but the manual offers a more spirited edge, although both suffer from a noisy diesel clatter, especially at idle.The X-Trail has already proven itself as a competent, well designed family wagon; the diesel just adds icing to the equation.And the big factor in Nissan's favour is the price. Diesels normally command a hefty premium over petrol models, so Nissan's bid to keep the price to $1000 is a marketing winner. Nissan X-TrailPricing: TS manual $36,990, automatic $38,990; TL manual$39,990, automatic $41,990.Engines: 2-litre four cylinder diesel, 110kW at 4000rpm (six speed automatic) 127kW at 3750rpm (six speed manual).Torque: 320Nm at 2000rpm (auto); 360Nm at 2000rpm (manual).Fuel consumption: 7.4l/100km manual, 8.1l/100km autoEmission: 198g/km; Euro IV compliant.Acceleration: zero-100km/h 10s (manual), 12.5s (auto). 

If you believe the legend, all red-blooded Italian men will immediately stop what they are doing when two things pass them by. One is a pretty woman; the other is a pretty fast Ferrari. They say it's in their blood. Driving through a tiny village nestled in the foothills of the Apennines, overlooking what is commonly known as the Supercar Valley, I saw first hand that the legend was in danger of becoming a myth. Oh, there were plenty of beautiful woman enjoying the early summer sun, but they didn't even rate a glance from a road gang of big burly blokes, although a waitress from across the street gave a two-finger salute to a bloke on a bike in front of me; he appeared to be the local postman. Perhaps they knew each other. As for the stunning 559 GTB Fiorano Ferrari I was driving. It too didn't raise any interest from the gangers busy fixing potholes, not even when I blipped the throttle — the 599's exhaust bark is nothing short of magical as it echoed off the centuries-old stone and brick walls. This was serious. What's wrong with these Italian blokes — or perhaps they were itinerant workers from Eastern Europe. Were they blind, were they deaf, were they dumb? How could they not be impressed? Negotiating their wheelbarrows and traffic cones was the fastest V12 coupe Ferrari has built; the fastest naturally aspirated two-seat production car in the world and probably the most technically advanced car Ferrari has crafted. How could they ignore it? This is a $650,000 bespoked supercar with buyers lucky enough to get into the queue being forced to wait for at least 18 months to take delivery. Perhaps it was the that Ferrari was painted in a less than spectacular metallic grey/silver, not one of the several shades of traditional Ferrari red, or even their bold yellow. My faith in the legend was partially restored in the next village where two old men sharing a fag and a morning coffee on the footpath, stood and waved in appreciation as the Ferrari, the replacement for the 575 Maranello, squeezed through the narrow streets. They were old enough to know the true history of Ferrari and the value of this, a Pininfarina-penned supercar, which has helped to further define Ferrari's fiery spirit. Perhaps up here in the hills overlooking the home of exotic brands like Ferrari, Maserati, Lamborghini and Pagani such cars are commonplace. Oh, surely not. Earlier that day I had been asked the question most car enthusiasts only dream about: would you care to take the 599 for a couple of hours for a run in the countryside? And there it was parked in the forecourt of the Ferrari factory, a resplendent brooding beast with a cockpit displaying a plush mix of tan leather, carbon fibre and alloy. A massive bright yellow tacho between the spokes of the steering wheel dominates the dashboard. The carbon fibre race seats look thin and hard but turn out to be wonderfully supportive. But this is a big car and hard to get a clear view of its surroundings. With nerves on edge, not helped by so many people looking on, it was time to go; remember which buttons to push first in the starting sequence and fire up the V12. Ferrari is the life blood of Modena; the factory dominates the otherwise lack lustre town. It's important enough to rate its own set of traffic lights so one of the town's busiest streets comes to a halt as you drive out of the famed gates. About 100 metres down the street there's speed radar with a huge display mounted on a lamp post just to remind you to keep the throttle under control until you get out on to the open road. The guard at the gate had already warned me the local police were getting a litte tired of the street being used as a supercar pit lane, but 50km/h in the 599 is torture. Out of town it was time to head for the hills with its narrow twists and turns, its off-camber corners, farmers on slow-moving tractors and hordes of fit looking blokes in brightly coloured Lycra suits on pushbikes. It was a couple of days before a major bike tour wheeled through the district. Just my luck. On these narrow roads you quickly appreciate just how wide the 599 GTB is. Blind corners, the lack of guard rails and buildings set right on the roadside call for absolute concentration. But the 599 is, surprisingly, an easy car to live with, once you master its Formula One style controls. Shifting is done by flappy paddles either side of the steering wheel; the wheel itself has various buttons to vary the 599's traction and control settings including sport and race modes — and one which switches them all off, if you dare. By now the villages have been left behind and the road twists and turns into open mountain country. We have set, for me anyway, a cracking pace, although the sky is darkening by the minute. The car beckons to be pushed a little harder, to go a little quicker. Power comes on fast and furious, the car swallows up the corners with consummate ease. Then came reality. Around a tight left hander was my undoing — a stream of runoff water covered the road. Too late to select the rain mode setting on the steering wheel as the 599 gracefully aquaplaned sideways before finding grip again, neatly parking itself almost sideways in a driveway leading to a farm. Time to stop, pry my fingers from the wheel, catch my breath, restore the heart rate. Plenty of mud but not a scratch on the car. I pretended to be admiring the view as one of those orange and green suited cyclists caught up and peddled past. I'm sure he was smirking. The next problem, how to get the 599 back on track. Apart from some advice on don't bend it, the factory had been a bit light on showing me how the gear selectors worked, or perhaps I wasn't listening. Finding reverse was simple enough, there's a big R on the centre console just ahead of the full automatic switch and the launch mode button. But how to find neutral? Ah, try pulling both gear leavers backwards at the time. OK call me stupid. Perfect timing, the phone rang. It was the Ferrari PR bloke asking where I was and how long before I bought their precious car back. After all they were waiting for me so they could go to lunch and next to high performance motoring, eating is the next best Italian past-time. Time to wind down to the valley below and to explore the 599's power on a blast along the valley floor back to Modena. The mountain roads had shown off the 599's handling strengths - pin point accuracy, wonderful flexible delivery of power, superb quick change six-speed gearbox and eye popping brakes. It also gave hint to its weaknesses, not that the 599 has many. The steering is too light for my liking and a perhaps a little vague and in full auto mode, gearshifting is not as smooth as manual changing. On the straight valley roads the 599 is equally at home as a long distance grand tourer. Get it right and, according to Ferrari, the 599's launch control can get this front-engined two-seater with its all alloy body and frame from a standstill to 100km/h in a mere 3.7 seconds. The 6-litre V12, a development of the famed Enzo motor but made more compact for its front end installation in the 599, develops a thumping 456kW at 7600 revs, matched by peak torque of 608Nm at 5600rpm. Top speed, three times the Australian legal limit at 330km/h. The heart of the 599 is its F1-inspired gearbox, with manual shifting taking a mere 100 milliseconds — that's the time it takes for the car's electronics to lift off the power, declutch, select the next gear, re-engage and apply the throttle. It's not the quickest system on the market but it is impressive. It almost feels seamless, only the slight movement in your body reacting to changes in acceleration forces. It is the same system Ferrari uses in its F1 cars, but tamed for standard road use. The switches on the steering wheel to control the car's dynamics are also liked to the 599's adaptive stability control system, called F1-Trac which is smart enough to predict the maximum grip available in advance and tailor the amount of power delivery for best possible traction. In the real world that equates to almost slingshot acceleration out of corners without wheelspin. This is one smart car. The other smart device on the 599 is its adaptive suspension wait for it, it’s called the magnetorheological fluid suspension system. In simple terms it can change the viscousity of the fluid in the dampers by applying an electrical charge to it. The result is a suspension which quickly reacts to different road surfaces far quicker than a conventional oil-filled damper, with its single viscosity. On the road that equates to a car which sits wonderfully flat whilst cornering. On the high speed autostrade the 599 happily cruises at speeds I don't dare discuss. Take my word it is quick. Ferrari says there is more stick-to-the-road suction created under the car because of its design than lift generated by the bodywork and the flying buttresses either side of the rear window are designed to channel the air flow, producing up to 190kg of downforce at maximum speed. The surprising thing about driving the 599 at speed is just how eerily quiet it is. It is a car you can easily drive all day — providing you can afford the fuel. Three hours in the 599 seems like a lifetime. All I need now is $645,000 for the car plus $7000 for the Daytona trim, $13,000 for the extra carbon fibre in the cabin, another $13750 for the special paint job and $12,750 for the ball-polished 20-inch wheels. That lifts the price to $691,500. Add on on-road costs and it’s a million dollar car. That’s a mere $333,000 for each hour I had it. Ferrari 599 GTB Fiorano How much: $645,000; $691,500 as tested Power: Naturally aspirated 6-litre 65 degree V12; 456kW at 7600rpm; 608Nm at 5600rpm How quick: 0-100km/h 3.7 seconds; 0- 200km/h 11 seconds Co2 emission: 490g/km Fuel consumption: 21.3l/100km combined Transmission: 6-speed F1 paddle shift Suspension: adaptive magnetorheological dampers F1 Trac stability and traction control system Tyres: 245/40 19-inch front; 305/35 20-inch rear with tyre pressure and temperature monitoring Brakes: 355x32mm front; 330x28mm rear Weight distribution: 47% front, 53% rear Kerb weight: 1690kg  

There's sex appeal, their styling is sleek and most have more than a modicum of sportiness in the way they drive.Add an appealing price-tag to this sensual mix and you should have a recipe for success. Mercedes Benz certainly hopes so.On numbers sold, the market for coupes in this country is insignificant. Their real value is how they build brand image. Sex sells and coupes are sexy.And that's the alluring mousetrap Benz has set with its latest coupe the CLC.Here's a budget-beater coupe with all the looks of the latest generation C-Class - the perfect car for first-time Benz buyers to step into to prove to their neighbours and work colleagues that they have finally made it in life.Well, that's the Benz game plan.The CLC is clearly aimed at younger buyers, especially women, to entice them to join the three pointed star family. Once in the family, most owners stay with the brand as they get older and more affluent.The CLC, which arrives here late in July, replaces the Sports Coupe - itself a lobal success story because it set a conquest record for Benz, winning over 70 per cent of newcomers to the brand.But while CLC shares similar styling to the stunning C Class models, it is more of an adopted member of that family.The CLC is built on the previous generation C-Class platform - architecture which is already five years old.But Benz is at pains to point out it has made more than 1000 changes to the Sports Coupe so the two-door CLC can justifiably be described as new rather than merely facelifted.STYLINGBenz has been quite clever with the CLC's styling, giving it the same athletic, purposeful look of the C-Class, which, it reckons will strongly appeal to younger buyers.And the overall design, albeit disjointed, is good enough for buyers not to feel shortchanged. This looks, feels and drives like a more expensive Benz coupe.My only reservation is that the grafting of a C-Class front, with its standout bold grille, on to a Sports Coupe rear (and dressing the package with smart alloy wheels), doesn't quite have the harmony of style that you see in the proper C-Class family.But credit to Benz because this new-car-from-old has plenty of appeal.While the new C-Class comes from Germany, the CLC is going to be a long distance traveller by the time it gets here.SALESIt's being built in Brazil - not an ideal solution for Benz in Australia which will have to live with a three to four-month delivery time, with the coupe being shipped from South America all the way to Germany before being on-shipped Down Under.The launch of the CLC will open up an interesting tussle for conquest sales between the German giants. Audi has its A3 and BMW last week launched two coupe versions of its compact One Series, priced at $71,400 for the 3-litre six-cylinder bi-turbo 135i and $54,400 for the naturally aspirated version.DRIVETRAINSThe CLC 200, which will come in three levels, holds a hefty price advantage over its rival and is more practical, with full seating for four and it has more cabin space which is a premium in a compact coupe.All three variants (the base Kompressor, mid-spec Evolution and top of the range Evolution Plus) are powered by the same supercharged 1.8-litre four-cylinder engine with 135kW and 250Nm of torque on tap. The engine is borrowed from the C-Class sedan, but Benz has squeezed an extra 15kW out of it while finding ways to drop fuel consumption to return an average 7.8l/100km for the six-speed manual and 8.2l/10km for the five-speed automatic with its paddle shifter on the steering wheel. That's impressive.An automatic 2.2-litre diesel with an even more outstanding fuel consumption of 6.3l/100km looks set to be added to our line-up early next year.SPEC LEVELSThe entry petrol-engined will be priced at $49,900. Standard equipment includes parking sensors, Bluetooth (from fourth quarter), prewired for an in-car phone, single CD audio, combined cloth/ fake leather (Benz's Artico material) trim, multi-function display, cruise control, dual zone air conditioning, rain sensing wipers, fog lamps, heated door mirrors, 17-inch alloy wheels, tyre pressure warning system and full sized spare.The mid-spec version gains full Artico upholstery, alloy pedals, Bi-Xenon headlamps, spped sensitive power steering and will sell for $53,900.The full Monty hero model with full electric seat adjustment, mutli-zone air conditioning, maple timber trim, and a panoramic glass roof, will be priced at a razor-sharp $58,900.The prices are the same for both manual and automatics.That gives the Benz a price advantage of between $4500 to $12,500 over its rival, while the CLC, thanks to our strong dollar, shaves more than $10,000 over the old Sport Coupe.The coupe comes with the expected raft of safety features, including six airbags, a new steering system and high-tech infotainment kit. The options list includes satellite navigation, a 320 watt Harman/Kardon sound system six-stack CD changer, heated front seats, metalic paint, AMG wheels and alarm system.Benz is confident it can sell between 500 and 1200 CLCs a year - which is not an unrealistic sales goal considering the coupe's appeal.ON THE ROADWe will have to wait for the pick of the CLCs. The 2.2-litre diesel version with an expected 400Nm of torque is a cracker and will probably come next year with only a $3000 premium over the petrol version.For those who can't wait, the supercharged petrol version doesn't disappoint; the engine is more than adequate and the sub $50,000 price point adds value for money to the equation.The 1.8 litre is perky rather than a firecracker but the classy coupe more than makes up for it with better than expected road manners, impresive fuel economy, comfy cabin and good boot space.This is one of those cars which you feel very much at home right from the go thanks to its well tailored cabin and comfortable seats.So if first impressions count, then the CLC is, even as a C-Class pretender, a winner, especially for the price.Okay it doesn't match the C-Class's chassis for crisp handling and precise balance but that's not to belittle the coupe. It has been designed to do a job and it does it well.It comes with Benz's trick direct steering. It retains the speed sensitive system from the old coupe but improves it by adding a variable rack ratio which reduces the steering effort needed as speed rises. So in the twisty stuff you only have to move the steering wheel slightly when cornering. Less effort is needed to change direction and the feedback is quick.It's a far superior system to the conventional constant ratio set-up found in most cars but it feels unnerving at first so you tend to tug too much on the steering wheel until you become familiar with just how little effort is needed.The CLC is not perfect: the rear view from the cabin is hampered by the bulky tailgate with its letter box window. The old Sports Coupe had a secondary window positioned just above the bumperbar to try and alleviate the visibility problem; but the CLC has done away with it to compensate for a cleaner body shape. And there's no rear camera to help out - the coupe wasn't wired for one.While the cabin is a true four seater (and the rear pews are surprisingly roomy and comfortable) with good legroom and reasonable headroom for back seat passengers, access to the rear can be a tight squeeze even with the front seat folded and tilted.Grumbles aside, the CLC as a stand alone model has a big role to play to woo new buyers to the Benz brand. Benz has no reason to worry. It's an alluring mousetrap.Mercedes Benz CLC 200 KompressorPower: 1.8-litre four cylinder supercharged petrol engine, 135kW at 5000rpm, 250Nm torque also at 5000rpm.Transmission: Six-speed manual, five-speed automatic with paddle shift.How quick: Zero to 100km/h 8.6 seconds (claimed). Top speed 235km/hHow thirsty: Manual 7.8l/100km; automatic 8.2l/100kmhHow much: From under $50,000; on sale July. Built in Brazil. 

Its latest bonny baby, the compact four-wheel drive GLK is heading our way. But when the pre-shrunk version of the M-Class it gets here, probably late in 2010, it will be missing one vital ingredient _ all-wheel drive.Benz has confirmed the Daimler-developed GLK compact will initially be sold here as a rear-wheel drive. An all-wheel drive won't hit our market until the second generation model, now under development, is released. It is also tipped to feature a hybrid diesel/electric power train.By then Benz will have sorted out an oversight in the GLK's design. The right-hand drive versions can't be fitted with all-wheel traction because there is no room for the system without making costly engineering changes.The GLK wasn't on the radar for Australia because it was designed for left-hand drive markets. For the rest of the world that left Benz without a contender in the booming SUV market to fight BMW's X3, Audi's Q5, VW's Tiguan and the Volvo XC60.Now it appears Benz has had a change of heart after reviewing a business case study put up by Britain and Australia. When it does arrive there will be a choice of 3.5-litre V6 petrol or a 2.2-litre diesel with 400Nm on tap.Meanwhile, Australians are being denied one of the more potent models in the Benz coupe line-up — the 4Matic version of the stunning C-Class CL500.It's the first time the all-wheel drive system has been fitted to a luxury coupe and would have fitted the Australian market well, but it is also not made in right-hand drive.The lightweight 4MATIC system splits drive between front and rear wheels through a planetary gear centre differential which also has a twin plate clutch to allow some variance in torque between axles. 

Critics argue they are because many utes can't match a sedan when it comes to features like side airbags. The Australian Automobile Association has taken up the fight to pressure vehicle makers to lift their game. The powerful AAA wants state and federal governments to ensure their workers drive vehicles that have a minimum four-star safety rating. The Tasmanian Government now has a four-star standard for its buying policy and is leading the way nationally. The Australian New Car Assessment Program (ANCAP) last week released its latest safety ratings for utes. Only one of the four tested — the Holden Commodore — rated four stars. Nissan's Navara and Mazda's BT50 managed a three-star rating (the Nissan was tested in Europe) and the Indian-made Mahindra Pik-Up only scored two stars. Utes tested from January 1 this year will not score a five-star rating unless they come with electronic stability control as standard equipment. ANCAP chair Lauchlan McIntosh said the performance of the Holden ute was a sign that manufacturers could design and build models with better occupant protection. “We are seeing more and more four and five-star vehicles on the Australian market nowadays, and we would expect that a utility vehicle should earn a five-star rating in the near future,” he said. However, more work needed to be done. “Many utes are lacking in basic occupant protection, which is an occupational health and safety concern for drivers of these vehicles. Unfortunately these vehicles are also often bought for family use.” Ford's Ranger ute is based on the Mazda BT50 and is expected to have similar crashworthiness. The frontal offset crash by ANCAP left the passenger compartment severely deformed, with the steering column, dashboard components and park brake lever all potential sources of injury. After a poor result from Euro NCAP, Nissan upgraded the airbag performance of the Navara ute and is now fitting new triggering software to utes sold in this country. The Mahindra Pik-Up, which only rated two stars, had minimal safety features and, despite the dual-cab configuration that was popular with families, did not include top tether anchorages for child restraints, McIntosh said. “Under Australian regulations these are optional on this style of vehicle, which can be classified as commercial,” he said. “Mahindra has advised ANCAP it will be providing driver and passenger airbags in its 2008 models and the anchorages will be a standard design feature from next year.  

We collectively bought more than 82,000 vehicles last month, close enough to a 7 per cent rise over January 2007.Looking at it another way, contracts on 213 vehicles were signed for each of the 25 selling days in the month. That's a record over last year, which in itself was a record over 2006.Toyota remains king of the sales heap and the big movers were the small, medium and SUV sectors. Sales of large cars continued to plummet, which must be a worry to Ford as it prepares to launch its new Falcon.Mitsubishi, which is pulling out of manufacturing here, finished a distant sixth in the sales race, with Honda and Mazda both outselling the former car giant. So, according the industry statistician facts, who were the winners?Toyota's Yaris dominated the cheap and cheerful light market, with the Mazda2 and Honda Jazz also popular with buyers.The hotly contested small car market continues to be a bloody battleground. Toyota's Corolla was streets ahead of its opposition but the real fight was for the crumbs, with the Mazda3, Ford Focus and Honda Civic all doing well.The mid-sized market, which has been quiet, is picking up pace as buyers downsize. Most went for the Toyota Camry ahead of the Mazda6, with Subaru's Liberty a distant third.The large car market was a disaster for the local players. The Commodore was the best seller but it, along with the Falcon, Mitsubishi 380, Honda Accord and Hyundai Grandeur, lost ground.The star performer was Toyota's Aurion, which outsold the Falcon.Of the rest of the new car fleet, Honda's Odyssey beat the cheaper Kia Carnival in the people mover market, while the big surprise was in the SUV sector where Honda's CR-V outsold the Subaru Forester, Toyota's RAV 4 and recently launched Nissan X-Trail.The sales stats throw up some interesting facts and figures.Private buyers are taking a big liking to diesel engines (sales are up 82 per cent but still a low volume), while vehicles running on LPG are out of favour (down 64 per cent). Hybrid models enjoyed 11 per cent growth.And just to show how global the industry has become, last month we bought vehicles made in 23 countries. While most cars still come from Japan, there were models from the Czech Republic, Indonesia, Mexico, Poland, Portugal, Spain and Turkey. 

Made worse if your car rarely gets up to proper operating temperature.Those tough 'real-world' conditions can quickly reveal a car's weaknesses and strengths, especially if you throw some suburban hills into the equation.So any car which returns less than 8 litres per 100km in city traffic grabs my attention, particularly with fuel prices again heading in the wrong direction.I'm not talking about a pint-size car or one with a small engine for which you would expect fuel consumption to be reasonable.What we are looking at is a mid-size, solidly built European import in Renault's Megane, except this one is a diesel.After a week of trips to the supermarket, the nursery, the hardware store and commuting to work, the typical duties expected of a family car; the Megane's onboard computer dipped to 7.5 litres per 100km. To put that in cash terms, it's less than $20 for a week's running. Throw in some country travel and the average fuel consumption level would be even better.Now, the Megane is not the most fuel-efficient car in the market but it gives a good indication of how affordable a diesel can be without having to sacrifice any luxuries, performance or handling.How muchPetrol-engined Megane prices start at $24,990 after Renault shaved up to $3500 across the model range in April. The diesel arrived in August, with the base Expression priced from $27,990 (manual); the higher-spec diesel Privilege version costs $35,990 (auto only). That's value-for-money buying.What you getYou may remember the corny TV ads from Renault showing an executive being chauffeured in the Megane. Then the suit made the driver stop so he could take over the wheel because driving the Megane is so much fun. Hmmmm.It isn't a limo, by a long stretch, but it does have some good prestige features. At the Privilege level you get leather upholstery, cruise control with a handy speed limiter, rear parking sensors, auto switch-on headlights, air conditioning and an average quality six-stack audio system and fog lamps. That's a better kit than some cars that cost substantially more.There's also a lot of clever user-friendly storage bins, which the Europeans are good at, as well as sun shades, which pull up from inside the rear doors and a glove box, which can be chilled from the air conditioning system.Another bit of clever design is the flap to the fuel inlet which incorporates the fuel cap . . . so you don't get your hands dirty. Flip the flap and the cap opens with the door. Neat.There are weird design features, such as a U-shaped handbrake lever which, although looking odd works well, especially if you don't have much strength in your wrist.This car comes with one of those flat, plastic keyless keys (think of an oversized credit card) that you slot into a hole in the dash and then push a starter button. It's all rather complicated when turning a conventional key does the same thing, although this plastic card will fit in your wallet or purse.Safety features Previous Meganes have a five-star rating and there is no reason this one won't be a star performer as well. There's plenty of standard fare with six air bags, electronic stability control, anti-lock brakes, seat belts with pretensioners and load limiters plus rain-sensing wipers.DesignThe boot is enormous for a car this size. The styling is pleasant but not exactly head-turning and the cabin takes a little time to feel at home with, although it works a treat: there's plenty of leg and head room, good vision and the layout of controls, once you get to know where they are, works well.Under the bonnet Power comes from a 1.9-litre, four-cylinder direct turbo diesel. Power is a modest 96kW at 4000rpm, although a hefty 300Nm of torque makes up for it, peaking at 2000rpm; but there's a catch.You can take your pick from a six-speed manual or four-speed auto, which will be the popular choice. However, the auto box robs it of torque (down to 260Nm), so if you want the added performance of the manual you have to drop down to the Expression level of specification. The Privilege comes as an auto only in this country, which is a pity.Acceleration isn't brilliant but remember this is a diesel. Zero to 100km/h is a leisurely 9.1 seconds.On the roadIn a word, it's classy. Once you get used to the diesel's idiosyncrasies this mid-sized sedan provides quite a rewarding and surprisingly comfortable, stable drive but don't think of it as a sporty car. It isn't.It can be described as sprightly thanks to its oodles of torque from low down in the rev range.How thirstyAn impressive 7.5L/100km, city driving. Renault's official figure is 6.8L/100km for the auto.ImpressionsYes, the Megane is quirky; the French go about designing their cars like no one else; and yes, when I first got in I found it uninspiring with little in the way of “wow” factor. However, the Megane is a car that grows on you.It takes time to become familiar with its controls and the way it works. By the end of the week familiarity had taken over. I loved it. 

One of the world's car giants is proving you can make something big out of a small package.DaimlerChrysler has unveiled four new versions of its tiny Smart car, which takes us a step closer to a having truly environmentally friendly city car.But the latest Smart solutions still have their limitations. At best they prove that alternative technology, such as a plug-and-go electric car, still has a little way to become practical.Field trials are now being done on Smarts powered by either a rechargeable battery, a small diesel motor or a combination of both.There's nothing new in the technology itself, but Smart is adding its weight to finding a way to overcome the shortcomings facing both hybrid and battery technologies to make them work.Of the four, the diesel has the biggest potential to make it to our shores. At present, Smart only makes the car in left-hand drive but Britain is applying pressure to get a right-hand drive, meaning it could then be available here.The electric version of the Smart uses a sodium nickel chloride battery to drive a 30kW magnetic motor, giving the car a 115km range and a top speed of about 110km/h. The battery, which has a 10-year lifespan, can be charged overnight from any 240-volt power socket.The big plus is that the battery car doesn't produce any harmful emissions. The downside is that the battery needs eight hours to be fully charged. And, like many batteries, it needs to be drawn down to be almost flat before being recharged.The hybrid version of the Smart combines a 20kW electric motor with small 33kW 799cc diesel engine. Both motors can work together (to produce 53kW) or separately. The battery is recharged by the diesel engine and through regenerative braking. The car has a top speed of 135km/h and a diesel fuel consumption of an amazing 2.9l/100km.In October, Smart will launch another hybrid version, called the Micro, this one based on the existing Smart Fortwo, which will switch off its engine when stopped to save more fuel.It will be powered by a larger 999cc three-cylinder petrol engine, combined with a special belt-driven high-torque starter generator, which supplies the vehicle's electrical system as well as replacing the conventional starter motor.The generator fires up the petrol engine as soon as the driver takes their foot off the brake pedal. The car will have a top speed of 145km/h and a fuel consumption of 4.3l/100km.The fourth new model, the CDi, uses the world's smallest direct-injection low-emission turbo diesel engine and is claimed to be the world's most economical vehicle using a conventional combustion engine.The 33kW three-cylinder engine delivers a fuel consumption of just 3.3l/100km, with a range of 1000km between refills. This clever engine recycles up to 60 per cent of cooled exhaust gases in the combustion chamber and uses two injections of diesel into the cylinder head.The first small injection is ignited and preheats the cylinders before the main injection of fuel is delivered a few milliseconds later. Smart says this reduces engine noise, a big problem with diesel motors.