Articles by Mark Hinchliffe

Would you put a price of, say, $790 on it?If I had enough money lying around to buy an average three-bedroom Brisbane home, I think I'd be tempted to buy a new Mercedes-Benz S500 instead.And then I'd splash out further with an extra $790 for the luxury head restraints for the front seats.Like the headrests on a business class seat on a jet, they are pillow-soft and can be pushed into a cup shape to nurse your head.They almost make driving too comfortable.Careful, you don't want to go to sleep at the wheel.And that is one of the biggest draw-backs with this vehicle.It's so darned comfortable, you could easily fall asleep in it.My eldest daughter suggested we could sell our house and buy one. "I'd gladly sleep in it," she said.At the national launch in Victoria in February, I actually fell asleep in the back seat while a fellow motoring journalist punted it around Mt Bright.The comfort is thanks to the soft leather seats with heating and cooling vents, the ultra-quiet cabin, the plush carpet, the home interior decore and the smooth air suspension ride.The fact that the Airmatic suspension makes it sit flat in corners means you can stab the throttle hard and enjoy the pace of the lively V8 engine, without disturbing dozey daughters or motoring journalists in the back seat.A spirited drive up Mt Mee for a Sunday lunch served to whet my appetite, while a more sedate drive home on a full tummy had everyone, including me, nodding off to sleep.I had to keep myself alert by playing with the Comand centre which operates the many gadgets and gizmos in the top-of-the-line Benz.The Comand "mouse" is situated where the gearshift used to be. The gearshift is now a stalk on the steering wheel.My first encounter with this phenomenon was in the ML. I didn't like it, knocking the vehicle into neutral on several occasions because I mistook it for the indicators.However, I didn't have any troubles with the S-Class — although I did have to think a couple of seconds whenever I switched it off. Not that it matters as it naturally goes into park and engages the parking brake.Above the Comand mouse is a comfortable hand-rest that opens up to reveal the mobile phone keypad. Everything seems to be oriented towards being both comfortable and functional in the S-Class.This large limo barely fits in my garage, it's that long. That means there is ample leg room for rear-seat passengers and plenty of boot space.And despite the large proportions, Benz has done a fine job of the styling: they made it look smaller than it really is. It's no CLS, but still quite charming.But is such a large and luxurious car fun to drive?Frankly, no. It just does everything so well, you are almost divorced from the driving experience.Apart from straight-line acceleration forces, there is little involvement. And even then you are divorced from the wind, engine and exhaust noise of swift movement.It sits flat in corners, so there is none of the usual G-force feeling.And the steering is so smooth, linear and well-weighted, it almost has no character. It simply points and turns.I was overjoyed when I ran hard through a corrugated corner and heard suspension components struggling to keep pace with the rapid changes in the surface. However, there was no associated sidestepping or rack rattle.This Teutonic techno-whizz has so many standard features and expensive extras it takes abrochure to list them all.Just make sure you get the pillow headrests.

There is no power gain, only a 3kg weight loss, but the major changes all make the bike smoother at handling, accelerating and steering.Allerton should know. The 24-year-old, of Camden, NSW, is a leading contender in the national Superbike (1000cc) and Supersport (600cc) championships this year, hoping to replicate Honda's winning double in the categories in the previous two years.At the national launch at Phillip Island last week, Allerton took a stock standard Blade with factory suspension settings and street legal rubber around the scenic 4.4km track in 1:42.1.This compares well with Jamie Stauffer's Kawasaki ZXR 1000 best lap of 1:34.7 in the last race of the 2005 season and Craig Lowndes's fastest race lap in a Holden Commodore of 1:33.4 set in 1999.In a classic "win on Sunday, sell on Monday" sales strategy, two successive Superbike titles have rocketed the Fireblade to top road bike in Australia (excluding the humble postie bike).Phillip Reynolds national sales manager says: "If you think Superbike racing is competitive, Superbike sales are just as competitive."Last year, the Fireblade sold 958, an increase of 21 per cent, and Reynolds believes he can crack 1000 this year.The new Fireblade bucks the annual model trend of incremental increases in power of the Japanese litre racersWeight has been saved by "shaving a whole bunch of components a little bit", says Reynolds.The cam shaft is 450g lighter which improves engine response as it spins up faster.The exhaust is 380g lighter thanks to a plastic heat-resistant shield.The radiator is shorter and smaller for a 0.5kg saving.The ECU is more compact and moved to the top of the airbox to save 110g on "heavy" copper wiring.And 390g has been shaved off the seat rail, which makes you wonder how strong it will be for pillions, although a solo seat cowl accessory is available.With easy removal of the bolted-on rear pegs and brackets it can be registered as a solo machine in Queensland for half the rego price.In the performance stakes, acceleration has been improved by larger intake and exhaust ports, the rev limit has been increased from 11,650 to 12,200rpm and engine compression is up from 11.9 to 12.2.Honda claims a minimal gain in the 0-400m sprint of three-hundredths of a second to 10.05.In your right hand, the feel is definitely smoother with no peaks or troughs all the way to the rev limiter.And despite my inadequate entry speed on to Gardner Straight after wobbling around through turns 11 and 12, the Blade still wound out to 245km/h by the walk bridge.Allerton and teammates Adam Fergusson and Bryan Starling scorched by at 280km/h.To match increased go, there is a claimed 5 per cent increased stopping power with 10mm bigger front discs (now 320mm).However, the discs are slimmer to keep weight under control.Despite the increase in engine compression and lack of a slipper clutch, the back wheel takes a lot to lock up and when it does, it's smooth rather than chattery.The clutch has been made more rigid for smoother starting with undercut gears for more positive engagement.Handling is made slightly nimbler by a quarter of a degree reduced caster angle down to 23 degrees and the swingarm is 10mm shorter for a 1400mm wheelbase (another small weight saving).Consequently, turn-in is now just a shade crisper, which makes attack on Honda and MG corners easy.Race credentials are all well and good, but on the road, the Fireblade is still the one to beat.How Honda makes such as race-ready machine that also feels comfortable through potholes is a stroke of genius. Blade owners can continue to tour and commute their machines thanks to a riding position that doesn't feel too cramped (although the pegs are a little high and far back), weight on your wrists that lifts you with wind pressure above 80km/h, little heat blowing on to your legs and a flat seat that is fairly comfortable.Design-wise, there is slightly less fairing that doesn't change drag coefficient, decals are new, and the headlights have been redesigned.For 2006, the Blade comes in silver and grey and red and black and costs $200 more than last year's model at $18,990.

The two-litre diesel in the A3 which is shared with the VW Golf is one of the sweetest performers around, while the three-litre diesel in the A6 is a robust weapon that has helped lift the diesel A6 share to more than a third of sales.In danger of being overtaken by its German adversaries, Audi is hitting back with a two-litre A4 TDI, a three-litre A4 TDI, two six-cylinder (2.7 and three litres) in the Allroad, and a 4.2-litre V8 TDI A8 in the next few months.But Audi should be careful not to get carried away with trying to lead the field in luxury diesels.The quality of diesel product is starting to make itself known in the car-buying public, but a couple of under-performers could set back the rise of oil-burners.While the 103kW 1968cc diesel is a gem in the A3, it seems a little underpowered and overworked in the bigger A4.The engine feels coarse under foot, it sounds noisy and there is an annoying lag between idle at 900rpm and about 1800rpm.If you could feed it some revs before dropping the clutch, it would launch just fine, but married to the standard-fit continuously variable multitronic gearbox, it is a bit of a traffic light slug.It actually responds better to a gentle squeeze of the accelerator, rather than burying your foot in the firewall.Thanks to that ponderous nature, the characteristic heavy Audi steering feels even heavier as you apply throttle from the apex of a corner.Once past 1800rpm, there is immediate and strong urge in the engine with plenty of acceleration for safe highway passing.Off idle, the coarseness filters out and the engine quietens down. It only comes back a little on full song.Peak power is listed as 103kW, but the four-cylinder turbocharged diesel produces its peak torque of 320Nm from 1750rpm to 2500rpm.The continuously variable multitronic transmission feels smooth, but is a little slow to kick down when in normal drive. Again, for best results, you have to squeeze rather than floor the throttle.Otherwise, pull the lever down to "S" for sport changes. Here it responds quickly, although it does to tend to hold on to gears a little long, bringing the coarseness of the engine back into the cabin. You can also flick the lever to the left for sequential changes which are even faster than the sport shift mode.And the flick left and down feels just like a manual selection of third to second to attack a rapidly approaching corner.While sport mode is responsive, it cannot interpret that you want to drop a gear or two as you rush up to a corner.So you need to push it up to drive (at which point it might even go up a gear and gain momentum), then flick it across to sequential, then tug it back once or twice to select the correct cog.This all takes precious milliseconds.I would prefer to have sequential accessible directly from sport mode than from drive.But diesel buyers aren't just after torquey driving performance. They also want good fuel economy and low C02 emissions.I can't vouch for the emission figures, but my rough estimate on fuel economy was a little over 6l/100km which included mainly city driving.Inside, it is all business in the usual A4 style with comfortable seats, plenty of legroom and no-nonsense black leather trim and brushed aluminium, plus one of the nicest red-light instruments displays on wheels.The sound system is a delight.Standard safety features include electronic stability program incorporating ABS, eight airbags, active front head restraints, electronic differential lock, anti-slip regulation, a brake-disc wiping system and brake assist.The A4 oil-burner will cost $56,990, which is less that the Mercedes-Benz C220 CDi which starts at $68,400.

The Triumph Scrambler has finally arrived, rekindling teenage memories of similar-styled dirt bikes that Steve McQueen rode in the 1960s documentary On Any Sunday.The Scrambler features the Bonneville T100 and Thruxton 865cc parallel twin engine and harks back to a time when speedway sliding was more important that Crusty Demons-style mega-jumps.Unlike fiery modern motocross single-cylinder machines that burn out valves in hours, the old Scramblers were robust twin-cylinder racers that thumped along for eternity.This one just aches to do doughnuts on the beach like McQueen and his buddies in the closing credits of On Any Sunday.Its styling most closely resembles the Triumph TR6C, which was produced by the old Meriden works for about a decade from the mid-1960s and used in long-distance desert races, particularly in the US and Europe.Among the accessories for the modern-day version is a number 278 race plate, which is the tag allotted to McQueen when he raced a TR6SC in the 1964 International Six-Day Trials in East Germany.On a 600km trip last weekend through southeast Queensland, I was held up every time I stopped by people getting all misty-eyed about the bike. None was under the age of 30.Most of the demand for this 205kg machine with 41kW of power will come from older riders more interested in going back in time, rather than advancing rapidly through time and space . . . a non-intimidating ride through almost all types of terrain except gnarly trails.Some, like Brisbane school teacher and classic motorcycle racing enthusiast Rory Macdonald, who owns a Rickman 650cc Triumph Scrambler, may even be tempted. With a bit of tweaking, there is some great racing potential in that engine. And with plenty of comfort in that fat bench seat, it is also in for the long jaunt.Its dirt road credentials are aided by spoked wheels, more bias to the rear than front brake, high and wide bars, moderate clearance, longer-travel suspension and instruments that face upward so you can see them easily in the standing position. Limitations off the beaten track are the gorgeous but highly scratchable chrome bits, rubber footpegs, twin rear shocks and mirrors which don't tilt upwards high enough to give you a rear view when standing.It rides well on tarmac, with a low centre of gravity for high-speed stability, but light tip-in and left-right flickability that belies its weight.You won't be doing power wheelies on this. Parallel twin power comes on with a creamy and addictive momentum, rather than a ferocious squirt.Anyway, the Scrambler is about motorcycling, about a lifestyle, rather than about the motorcycle itself. Forget about kilowatt and kilogram equations, just get out and see the countryside.Parallel twins have a unique character with a gentle vibration, a muted flat bark from the twin pipes and a torquey power delivery. The on-off throttle is smooth, thanks to the twin carburettors with throttle position sensors.Typically, there is minimal engine braking, so use the strong brakes wisely coming into a corner.The Scrambler is simple to ride as you don't need to flick through the gears to get momentum. First and second gear are too high for gnarly off-road use, but fine for commuting, while the fifth gear is long for touring.Those pipes which run amidships down the bike — like the first dirt bikes — get warm under your thigh, but the heat shields prevent any burns or discomfort, as long as you wear long pants.Today's Triumphs are built tough. The Scrambler will not only iron out the bumps but will even handle small jumps without any jarring or the fear that chromed bits will fall off.However, it would be a shame to drop it as the hand-painted duco and lustrous chrome could scuff up. I dug the foot brake into the ground while riding slowly through a rut and was unceremoniously dumped. However, bike and I came up smiling; no scratches or dings, just a bent brake pedal warning me to stay out of the deeper ruts.If you do plan to give it some off-road caning or flat track racing, check out the range of Triumph Factory accessories available.They include an engine bash plate and crash bars, headlamp grille, flyscreen, black mirrors, tachometer, handlebar brace and cover, and a single seat and rack. It comes in two retro colour schemes — Caspian Blue/White or Tornado Red/White.

Unfairly chastened by a stigma of sexless family men, the Volvo XC70 is struggling for its fair share of the market.Despite some realistic pricing, high standard of features and a macho look inside and out, the XC70 sold just 52 in February, compared with 138 for its upright brother, the XC90.The only SUVs in the luxury segment that it outsold include some extremely expensive models from Porsche, Lexus and Land Rover, as well as its closest soul brother, the Audi Allroad.The Volvo and Audi are all-wheel-drive luxury medium-sized off-roaders that are station wagons, not big upright-standing SUVs.And in these days of bad press for SUVs, you would think the Volvo and Audi would have a distinct advantage.The XC70 SE at just $56,950, which places it under the luxury tax threshold, would ideally suit anyone who wanted to carry a windsurfer, surfboard, canoe, small boat, bicycle, etc and doesn't want to be caught out on slippery ground by the riverbank or lakeside.It will also tow quite capably, yet it has nicely integrated and unobtrusive tow fittings so it doesn't look like a Mack truck.It won't crawl over rocks, plough through deep sand or romp around in mud up to the gunwales, but then how many luxury SUV drivers want to risk their expensive duco in such conditions, anyway?Instead, it will ably run down the poorest country roads, straddle dual track centre humps, grip in slippery conditions and provide a comfortable and safe environment for passengers.The Allroad is a much sportier option, but the XC70 is not far behind with a 2.5-litre light-pressure turbocharged, inline five-cylinder engine producing 154kW at a realistic 5000rpm and a substantial 320Nm of torque from as low as 1500rpm through to 4500rpm.Mated to a surefire five-speed Geartronic auto box, it provides plenty of drivable grunt for launching, passing and towing.Yet I found fuel economy was a realistic 11-12l/100km, thanks to the surprisingly light 1655kg body.I drove this test vehicle during the recent non-tropical cyclone and can vouch for the safety and sure-footedness of the computer controlled all-wheel-drive system. It provides instant traction in all situations, and as long as you keep the power down smoothly, it won't aquaplane or lose traction.The ride is on the plush side with a fair amount of pitch, but no roll.This leads to a "boat" feeling on some of the long humps, but a quiet and comfortable gallop across the rougher stuff, yet with flat cornering characteristics thanks to a combination of good high and low speed damping. There is a slight dip in the nose on initial turn-in, but then it sits flat no matter how much power you pour on.The XC70 has a wide 11.9m turning circle which makes it a bit tricky for negotiating shopping centre car parks and manoeuvring trailers.Inside, there is a surfeit of 1970s soft black leather. It's comfortable in a chunky and macho way, but dated and hot in summer.Dashboard styling is also getting a little old-fashioned. It could do with the floating console of some of the newer Volvo models in the fleet.There is plenty of room in the cabin, yet the middle rear seat is not the most comfortable. The rear seat folds in a 40-20-40 fashion and there are child booster cushions.Mums and dads will like the ease of the electronic child safety lock switch on the console.The huge wagon cargo area has a usable flat floor and the massive tailgate will go up with just a light touch and you won't have to take a big step backward.As you would expect, the big Volvo comes with a host of passive and active safety systems including safety brakes, traction control, plenty of airbags front and rear, and side impact and whiplash protection systems.

Motor show committee chairman Chris Beecham said attendance was more than 117,000 over the 10 days of the show, compared with last year's record 128,000.He attributed the smaller figure to the one-off move from February to March, CityTrain and the Broncos versus Cowboys clash on Sunday."We'll be happy to go back to February next year," he said. The Brisbane show swapped dates with the Melbourne Motor Show so it could avoid a clash with the Commonwealth Games."Overall, the quality of the stands was good and there were a lot of sales made," Beecham said.Audi Centre dealer principal Greg Willims said they sold a lot of luxury vehicles including a $748,000 Lamborghini Murcielago Roadster, a Maserati GranSport costing $264,000 and two Bentley Continental Flying Spurs worth $390,000 each.He said they also had orders for two Bentley Azure convertibles worth $650,000 each and 32 Audi Q7 sports utility vehicles.A custom chopper built during the duration of the show was passed in at auction for $75,000 on Saturday night as it was below reserve.The Croc Chopper, built by King Pin Choppers of Geebung, is now for sale by private tender with profits going to the Royal Children's Hospital Foundation.Leukemia patient Harley Jack Davidson Jones, 7, of the Gold Coast, gave the project his seal of approval when he was a guest of the show last week.With a name like that, he could hardly be expected to disapprove, although he seemed more interested in the Wiggles car on a nearby stand.Harley did, however, appreciate the crushing action of the croc's jaws at the front of the bike.A Royal Children's Hospital Foundation spokeswoman said the money raised from the auction would be used to help find a cure for people like Harley.Kin Pin Choppers boss Phil Harwood said he was disappointed the bike was not sold, but the way now was open for its true value to be realised.Prospective buyers should contact motor show organiser Michelle Ramsey, on 3237 8760.More than $105,000 was raised for the Road Safety Fund of Queensland in the annual Personalised Plates Queensland Collector Plate Auction at the show with the top price of $15,000 bid for Q162.Successful bidder Peter Campbell of the Gold Coast said he already had Q308 and wanted to acquire more of the historic Q plates, the first series issued in Queensland early last century.Another collector bought the new football-themed, seven-character plates BRONCOS ($14,000) and COWBOYS ($13,000).Next year's motor show will be from February 2-11.Exhibitor stand results: motorcycles and scooters, Morgan & Wacker Harley-Davidson; motor vehicle stand under 500sq m, Saab; stand over 500sq m and John Cant Award, Hyundai; allied industry display, Personalised Plates Queensland; and aftermarket stand, Northfield Car Sound.

It's called the Madass and it's made by German suspension master Sachs, the oldest bicycle and motorcycle manufacturer in the world, having started in 1890.If you need a scooter for around-town errands but you wouldn't be caught dead on something pink and "girly", then the Madass could be for you.But be aware, it's only a 50cc four-stroker with a top speed of about 61km/h; that's downhill with a cyclonic tailwind.At that speed, it's pretty stable, but there is a real tingle coming through the handlebars, pegs and seat.Starting from the lights, you had better get your foot down and give yourself a decent shove off, because it is not exactly quick off the mark. Don't filter to the front of the traffic or you will be run over when the lights turn green.However, if it's just a mode of transport for negotiating inner-city traffic snarls, this is ideal.Because it's under 50cc, you can ride it on an open car licence and because it's automatic, you just twist and go. If you can ride a bike, you can be on your way on this with a couple of minutes of tuition.Scooterama in Fortitude Valley claims it has orders for 10 at the moment, with six from a law firm that wants them on hand for people to run errands or nip out for lunch.But don't expect to carry anything as, unlike normal scooters, there is no cargo carrying capacity. It will accommodate two people so long as they are reasonably friendly with each other since the rear seat is tiny. Your pillion also will have to be willing to help paddle to get started and may need to get off and walk on uphills.But at $2990, it is cheap and cheerful city transportation. Ride down the street and people will give you a double-look and then a broad smile.The Spartan lightweight bike features a 4.6 litre fuel tank in the frame, conventional bike indicators, meagre headlights that can be switched off, a useful horn, a kill switch, electric ignition button and little else.The front disc brake is actuated by a handlebar lever and the rear via a foot pedal. It stops well enough for the weight of the bike, although the front disc will lock up pretty easily — so take care in the wet.Those big 16in wheels and long-travel Sachs suspension give a comfy ride through the potholes of downtown Brissie and it is so nimble you can slice your way through the busiest traffic snarl, leaving white van drivers cursing you in your wake.The Madass is designed in Germany, assembled in China and a 70cc kit is now available for an extra $295. A 125cc bike will be available in a few months for less than $3500.It comes in a macho matte black or trendy silver. Build quality is good with beefy looking welding on all the joins.

OK, one is a scooter, but the Vespa GTS 250ie is still a two-wheeled form of transport.And it's the one that gets used the most for short trips, incidental shopping and commuting, just because it's so simple.Hop on, twist and go. That's it.There is plenty of storage space under the seat for coat, gloves and open-face helmet and on the way home, I can fit a few items from the shops or any work from the office that I need to take home.It's also cheap to operate. Running at about 3.5 litres/100km, it costs less than $10 a week to do the 50km work-and-home daily commute.Practical, but is it cool?You bet. Italian retro design and it's black.But to add even more spice, accentuate the Italian origins and attract a bit more attention, we went back to Carl Merz at Performance Decals & Signage, Moss St, Slacks Creek, to design, produce and fit some tasty stickers.Merz spiced up the look of the long-term Yamaha XTX660 last year for just $200, which isn't bad for a one-off design.This time, we needed an Italian influence, a nod to the retro styling and something that shows this is now slouch.So there are green, white and red flags, and silver GT stripes that reflect the generous chrome used in the bike's design.Since there is more surface area on a scooter, more stickers were required, so this job cost $300, which is still good value for a unique design.Merz produces stickers for road and dirt bike race teams, bike shops, private riders, bike restorers and people wanting something different or a cheap fix on a scratched fairing."We're able to reproduce anything the factories do, including shaded and fade-in designs," Merz said. "A lot of people are restoring bikes and the decals are no longer available."It's a amazing how a set of decals will make a bike look like new."Prices range right up to about $700 for a full set of decals for a road bike and $350 for thick scratch-resistant stickers on a motocrosser.

The national launch of the Echo replacement brought in media from around the country to witness what is becoming a battle of the boot bulge in the light car class.It follows GM Holden's recent launch of the sedan version of its Korean-built Barina. The only other light car sedan is the Kia Rio, also from South Korea. All will be on show in Brisbane.The first body blow in the battle was felt by Barina which scored a poor crash-test rating this week for its European equivalent — the Chevrolet Aveo — in the European New Car Assessment Program. Holden disagrees with the testing procedure and has asked for the car to be retested. Meanwhile, the Japanese-built Yaris received a maximum five-star occupant rating in the same tests.Barina delivered a counter blow, coming in at $14,490 for the five-speed manual and $16,490 for the four-speed auto, which undercuts the Rio at $15,990 (manual) and $17,990 (auto).Yaris will cost $17,690, up $1200 on the Echo manual sedan, and $19,190 for the auto, an extra $1400, but still under the $20,000 barrier.It now includes a host of standard safety features such as ABS, brake assist and electronic brakeforce distribution, while Barina features ABS as part of an $1190 option pack which also includes 15-inch alloys. Rio does not have ABS.Yaris, Barina and Rio sedans come with dual airbags standard, but Yaris has optional front side airbags and full-length curtain shield airbags for an extra $750.Barina features the same 1.6-litre four-cylinder engine as the hatch with 76kW of power, the Kia also has a 1.6-litre engine with 82kW, while the smaller 1.5-litre Yaris engine produces a comparable 80kW. The 1.3-litre VVT-i engine option is only available on the Yaris three-door hatch.The Yaris sedan is in a different league with its high level of standard specification that includes electronic throttle, electric power-assisted steering, and tilt and telescopic adjustable steering wheel.There is a host of accessories, including touch-screen satellite navigation, a six or four-disc MP3-capable CD changer, parking sensors and 15-inch sports wheels.Yaris sedan is longer and wider than the Echo sedan, but with the same turning circle of 9.8m and a lower roof. Toyota claims it is now a roomier car for passengers as well as cargo with a 475-litre boot, up nine litres on Echo.The chassis has been made more rigid to match the larger footprint on the road with a substantial front cross member and a series of body braces and reinforcing panels. The more rigid chassis also contributes to lower cabin noise which is further reduced by an aluminium cylinder block, a fully balanced crankshaft and an aerodynamic body.Suspension also has been beefed up with multi-leaf control valve dampers to reduce body roll as well as soak up bumps in the road.The new sedan is one of the first developed under Toyota's Eco-Vehicle Assessment System which measures the environmental impact from its production to its use and even to its eventual disposal.Environmental impact is reduced through use of water-based paint, elimination of PVC, fuel-efficient engine, power-saving air-conditioning and easier dismantling for recycling.Yaris sedan comes in nine colours; six are new and three are shared with the hatchback. Inside, Toyota introduces a new colour option they call "grege", a combination of grey and beige.Toyota executive director of sales and marketing David Buttner says the sedan bridges the gap between the hatch and the Corolla "without disadvantaging any model".

Motoring fans can compare the two SUVs at the Brisbane International Motor Show from this weekend.On the Holden stand will be the S3X concept vehicle. It is almost identical to the Korean-made production Captiva which made its global debut under its new name at the Geneva Motor Show yesterday.The Captiva will be powered by the new 3.2-litre Global V6 all-alloy engine made in Port Melbourne, and come with five or seven seats, electronic stability program (ESP) and an active all-wheel-drive system.GM Holden chairman and managing director Denny Mooney said Captiva would be in Holden showrooms in the second half of the year with price and specification details released closer to launch."The production car remains very close to the S3X concept which has impressed motorshow crowds in Australia in the past few months," Mooney said."The extensive Australian input in Captiva covers the outside, inside and underneath to ensure it looks, feels and drives as a Holden should."Former GM Holden-based designer Mike Simcoe, who was responsible for the resurrected Monaro, and Max Wolff were involved in the Captiva design team."This vehicle has been a missing link in our product lineup and we believe there is strong appetite for its arrival," Mooney said.Captiva is 4.635m long, 1.850m wide and 1.720m high, offering seating for five or an optional third row to fit seven people as does the Territory.Captiva's active all-wheel-drive system instantly employs the rear axle, as driving conditions dictate, via an electronically controlled electro-magnetic coupling to provide maximum traction.This system also works with electronic stability program and ABS.Ford will display its new 245kW and 480Nm turbocharged Territory with ominous bonnet scoop at the motor show.It features FPV style grille, twin exhausts, new alloy wheels, saddle-stitched leather seats and a sport steering wheel.When it is released in July it will come in two trims — Turbo and Turbo Ghia — both with the new ZF six-speed transmission. The Ghia will include power seats and a reverse camera.Gorman said no prices were available yet, but they wanted to be "competitive".He said the Territory would bring in "additional customers".He also admitted Ford was "still looking at diesel" for the Territory.