Articles by Neil Dowling

The almost unbelievable move of prestige cars carrying small-car engines is being sparked by punishing global fuel and emission regulations. As performance is becoming replaced with economy, Mercedes-Benz is even admitting high-efficient four-cylinder engines may be seen in its S-Class flagship range. For now, the German won't timetable an S-Class four, but has confirmed its new E-Class will hit Australia this year with its entry-level E220 sporting a turbo-diesel four. It is the first time Mercedes has announced a diesel as the base model. The 125kW E220 CDI is expected to arrive in September, three months after the first wave of E-Class sedans led by the petrol-engined E350 and E500, priced at a bit more than the $75,000 green luxury threshold. Regardless, the E220 will save buyers about $5000 compared with the old luxury car threshold that didn't favour low-emission cars. The E220 will not be the only turbo-diesel four on offer in the E-Class range. It will be accompanied by the 150kW/500Nm E250 that has a 2.1-litre turbo-diesel engine. This engine, rated at a hybrid-busting 5.1 litres/100km yet capable of a 0-100km/h sprint of 7.4 seconds, is also being picked up by the E-Class Coupe which from October this year replaces the long-standing CLK range. The use of this engine in the performance-styled Coupe says it all about the change in thinking of European car makers. It comes as the January 2012 deadline draws closer for the European Union-mandated 120 grams per kilometre of carbon-dioxide emissions. Mercedes smartly believes that collecting a band of low emission models will allow it to continue developing and making its big-bore AMG models. With its family of cars including the 90g/km CO2 Smart MHD and a sub-90g/km CO2 Smart diesel, Mercedes may be on its way to fulfiling the EU demand. The E250 is the engine that is being talked up by Mercedes. Quietly, it is plausible that the engine could be the first four-cylinder to be slotted into the S-Class —- though that won't happen for the Mercedes-Benz 2010 S-Class range being unveiled now. Rather, it could be on the cards within five years.

1. We are appalling drivers and we have slid into the apathy that believes we are appalling drivers. Do we complain but do nothing except create quasi-government departments to spend taxpayers money on telling us not to drink and drive and not to speed. And that we're appalling drivers. That's the education. There has been some changes, for the better, by getting parents to train their offspring before they officially get their driver's licence. The parents know zip because they came from the old system of receiving no training, hence pass on all the bad stuff to their kids. And we simply can't believe we have road fatalities. Talk about naive! 2. P-plate Hyundai Excels in the freeway's fast lane: Perth may be unlike any other city in the world because it turns a blind eye to slow drivers in the overtaking lane. The result is a moving block of traffic clogged for three lanes. If you attempt to sound your horn or flash your lights to prompt the slow driver to move out of the fast lane, it's called road rage and you will be arrested. Go figure. 3. Driving lights: Illuminate these and you cop (in WA) a $150 fine and the loss of three demerit points. Driving, or fog, lights are fitted under the front bumper and point to sweep the ground ahead of the car. They are indispensable for illuminating the curb, identifying hazards and help in fog when high beam is useless. Getting caught with these lit is an easy revenue raiser for the government. The simple fix is to make the Australian Design Rules state that fog lights must have a low-watt globe. But then the government misses out on extra revenue. The ADR committee are the same people who allow space-save spare tyres. 4. Roundabouts: Can we have the proper way to enter and exit a roundabout in black and white. Put it in the newspapers, put it on billboards or hire a small plane to tow a message across the sky. Everybody treats roundabouts differently because no-one is taught correctly. More road rage. 5. Traffic lights: Most sophisticated countries have synchronised traffic lights to allow traffic to flow. Australian cities, generally, do not. Without traffic flow, we consume more fuel, emit more pollution, incur more engine/transmission damage, boil more tempers and take far too much time to get from A to B. Australia devised and manufactures brilliant cochlear hearing devices; has some of the world's best surgeons that'll re-attach any part of your body that has suddenly gone astray; excels in physics; is rich in biological discoveries; but can't figure out how to make a sequential traffic light system for peak-hour traffic. Then again, train station PA systems are still inaudible decades after being devised.   FIVE THINGS I LOVE ABOUT ... TRAFFIC: (please don't think this is easy) 1. Getting places. Yes, that wide ribbon of bitumen — the surface of which is only visible in early weekend mornings — is practically infinite. It'll take you places you've always wanted to go and always via places you never want to visit again. It's a bore when packed with other vehicles but when free of traffic becomes a seductive path to adventure. If you feel like a bit of a drive, Highway 1 — officially, National Route 1 — runs rings around this country for more than 24,000km to make it one of the world's longest national highways. Take the drive and you're guaranteed of not being alone — more than one million people are using it every day. 2. People watching. Stop-start traffic is the perfect opportunity to see a woman driver morph over 5km from a wet-haired, clean-faced kid into a Jennifer Hawkins clone. Trade mobile phone numbers with her, have a laugh and a chat though open windows, then wake up. Otherwise, roadside breakdowns are always worth slowing down from 100km/h to 30km/h to have a good look. 3. Music. Unlike a seat on the packed train, you can listen to your own music, in your own time and sing along at full voice in your car. Doesn't matter if there's a 10km traffic queue, within your cabin with the windows up few will hear you decimate "Eye of the Tiger" or "Sex on Fire". Ensure you are alone when considering this. 4. Work time. You don't want to break the law but hands-free telephones make it a snap to ring mother — you haven't spoken for months — or remotely start your day at the office. On the way in, use slow traffic and the time differences to call interstate. On the way home, receive calls from the other states who are using their time differences. That means you're working a 12-hour day yet are only in the office for eight — that has to be a bonus. 5. Getting dressed. Running late? Pyjamas make very comfy driving suits. So get changed in the privacy of your car. If someone gawks, who cares? You'll probably never see them again and anyway, unless they're in a truck there's not much to see. Saves heaps of time and at 7.45am on a workday, you're probably not going far anyway.

It is becoming the Galapagos turtle of the motoring world — fascinating in its ability to look its age when born and exactly the same a century later.

Renault Australia marketing manager Craig Smith doesn't expect to see the Clio Renaultsport 200 and Renaultsport 200 Cup until at least early 2010.That's despite the pair of hot hatches opening up battling in the UK last week with June deliveries."When we get the 200 depends on sales of the 197," he says."We have some existing 197s available plus we have 40 of the R27 version which are going to dealers this week."So we'll watch the sales of these and then make a decision about importing the 200."The Renaultsport models are part of the new-look Clio line-up that starts with the three-door Extreme.Well upmarket from the oddly-named base model Extreme, the two Renaultsports get more aggressive styling with F1-style frontal aerodynamics, new alloy wheels and rear diffuser.The chassis also gets a new front suspension design with revised suspension and steering settings.All this is moved by a more powerful engine.Renault claims improved low-down torque, economy and emissions and the best power-to-weight ratio in its class at 124kW per tonne.The 2-litre normally-aspirated engine has 150kW of power — up by 2.2kW compared with the 197 — at 7100rpm. The low-end — below 3000rpm — torque is up by 20 per cent over the 197 thanks to a new cylinder head and fine-tuning of the engine mapping.The first, second and third gear ratios have all been shortened for punchier acceleration.This engine drives through a manual six-speed gearbox (TL4) and claims maximum torque of 215Nm at 5400rpm (compared with 5500rpm for Clio Renaultsport 197).Clio Renaultsport accelerates from standstill to 100km/h in 6.9 seconds.Clio Renaultsport 200's aerodynamics include a new frontal blade, front-wing air-extractors and a rear air diffuser — a development that Renault claims is unique for this segment.The air diffuser works by receiving the air from the flat underbody and then accelerating the air speed as it leaves the vehicle's surface.Combined with the shape of the diffuser it creates a zone of depression under the car to suck the chassis to the ground.Renault says that unlike a rear wing, diffusers generate significant downforce without resisting forward movement."On a track, at 130km/h, lift is reduced by almost 40kg," Renault says.In response to customer demand, the suspension settings for both the standard car and the hard core, Cup set-up have been revised.The standard 200 chassis gets more comfort over its 197 predecessor because of new damper settings that are 15 per cent softer, and the use of hydraulic double-effect dampers.The front roll bar is up to 21mm diameter from 20mm and Renault has chosen specifically-developed Continental Sport Contact 3 tyres at 215/45R17 for more precise steering response.The new alloy wheels are 1kg lighter which also improves steering response.Compared with the standard Clio, the Cup version gets uprated dampers that are 15 per cent stiffer; stiffer springs (uprated 27 per cent at the front and 30 per cent at the rear); a 7mm lower ride height; an improvement in torsional rigidity by 10 per cent; and a higher-ratio steering rack (7.5 per cent quicker).The Clio Renaultsport 200 Cup weighs 1204kg which equates to 124kW per tonne.

So you, the driver, can choose who sits in the remaining seat. No kids in the back jabbing each other with their elbows, staring at the floor so they turn green with car sickness or whine about not be

Honda has pumped up the Insight as an affordable and frugal family car — and it looks like the major markets agree.It hasn't yet been on sale for a month in the UK and it has already outsold the Toyota Prius — 229 sales to 198 — while in the US, Japan and Europe it has a waiting list. Honda UK sold 79 Civic Hybrids in the same three-week period.Good news for Honda but it means supply can't match demand in its prime markets so Australia may have to wait.Honda Australia spokesperson Melissa Cross says "there's no timetable"."It will be launched in 2010 but we can't tell you if it's in the first or second half," she said.The Insight is cheaper than the Civic Hybrid with which it will share the Honda showrooms. Later, the CR-Z coupe will join the pair.Part of the success of the Insight in the UK is the government's pro-active 15 per cent annual road tax reduction.On top of its unofficial US fuel consumption of 5.2 litres/100km, it has a high forecast residual rate of 44 per cent and is exempt from London's Congestion Charge.Honda has indicated the US economy may be incorrect, stating that it will match the Civic Hybrid at 4.6 l/100km.Like the Civic version, the Insight has a 1.3-litre, four-cylinder engine mated to an electric motor to work together.Honda's system in the Insight is a smaller, lighter, more powerful yet more frugal version of the Civic Hybrid powertrain.Helping the fuel economy is the Insight's lightweight body that, with a drag coefficient of 0.28, is one of the most aerodynamic cars on the roads.The battery is 31 per cent smaller and 35 per cent lighter than the unit in the Civic Hybrid.Honda expects to sell about 7000 Insights in the UK this year.The annual global sales target is about 200,000 units.

Fresh-faced and with stronger engines, the new car arrives here in September along with a new-look Scout wagon. The RS gets a contemporary look based on other models in the recently-released Octavia range. But it hits harder with a different valance, fog lights, body-coloured trim and LED tail lights. The punch is the choice of a 147kW direct petrol injection 2-litre turbo mated to either a seven-speed DSG dual-clutch or a six-speed manual transmission as Skoda moves closer to align drivetrains with parent Volkswagen. Optional is a 125kW 2-litre turbo-diesel with the same transmission choices. Skoda Australia boss Matthew Wiesner says the company's range in Australia is being tightened and adjusted to maximise appeal. Speaking from the Czech Republic, he admits there are gaps in the range. The Scout, which arrives in its new form in September, still has no automatic option. "But its coming," says Wiesner. "It's only available as a manual from the factory _ it is not sold anywhere as an automatic _ but we've been fighting for an auto on the basis that Australia is a special market that needs this option. "Finally, there's clarity in the issue and I'd expect a DSG version perhaps within 12 months." Modifying the Skoda line up has seen the workhorse 1.9-litre turbo-diesel dropped from the Octavia range. The replacement as the entry-level model is the 1.6-litre petrol-engined sedan at $26,990 _ a price Weisner says gives entry into a price segment usually occupied by small cars. Octavia models now come as a 1.6 and 1.8-litre petrol and the 2-litre 103kW turbo-diesel. The Roomster will be retained despite having a practically invisible road presence. "We're looking at some ideas with Roomster," Wiesner says. "It gets a face lift in mid-2010 and were prepared to persist because we see potential in this product. "It is possible that sales will increase when we get Yeti because they would complement each other," he says of the Skoda small SUV that's earmarked for Australia. Yeti will join the upmarket Superb saloon as new entrants. "Roomster is being bought by young people and retired people. It's very difficult to pinpoint it because its market is broad." Wiesner says the Yeti wasn't being considered as just another product line. Rather, it will give Skoda entry into a younger demographic of buyers. That would be assisted by the Yeti's two-wheel drive option _ it will come standard as an on-demand all-wheel drive _ that would offer the SUV package but at a reduced price. However, the 2WD could be seen as a future replacement for Roomster. Wiesner says the Volkswagen Group was holding up well on global markets and Skoda was part of that modest success. "Skoda has been helped in Europe because of the scrappage system which has helped new car sales, and also because of presence in China," he says. "We're in a better position than some because we are under exposed in places like the US and Japan." In Australia he says sales are steady, up 12 per cent for the year compared with the corresponding period in 2008. "Hopefully we're growing on a wave," he says.

Unveiled this week at the 2009 Seoul Motor Show in Korea, the new Sorento is bigger and gets seating for up to seven.The sleeker, Lexus-inspired body shape is now monocoque — previously it was a body-on-frame design with a separate ladder chassis — and will be available as either a 2WD or 4WD.The same philosophy has worked well for the Ford Territory, Toyota Kluger and Hyundai Santa Fe.Prices and final specification are yet to be announced for Australia, though it's probable we will be offered a carry-over 207kW/335Nm 3.5-litre V6 petrol or a new 147kW/435Nm 2.2-litre four-cylinder turbo-diesel. This diesel replaces the 125kW/392Nm 2.5-litre unit.Off-roaders and travellers will be pleased to note the new Sorento retains a 2500kg tow rating.Transmissions would be a five-speed automatic or six-speed manual.Global markets can pick from four engines including a 123kW/244Nm 2.7-litre V6 running on LPG — a powerplant that could find favour with Australian motorists.Designed with the final hand of new Kia stylist Peter Schreyer, the Sorento is about 110mm longer than its predecessor.Kia claims that leads to an increase in interior headroom by 64mm (to 906mm) and legroom by 102mm (to 795mm).Luggage space is up by 15 per cent — there is 258 litres behind the third seat row and 1047 litres behind the second row — because the tailgate has been moved back by 70mm.Optional or standard features likely to come on the Australian model include keyless entry and engine start, a panoramic glass roof, rear camera, sat-nav and an iPod/USB compatible audio with up to 10 speakers. 

Cruelly, we can't all afford Porsches and Lamborghinis.But to people wanting a car for purpose, not passion, the little Cerato has it all over a Porsche or a Lamborghini.First up is the bleeding obvious. This doesn't look like anything with a Kia badge.It's shapely, cute and perfectly balanced and is devoid of Korean trends of gross over-indulgence in the use of chrome.Not surprisingly, it wasn't a Korean but a German — Peter Schreyer — who penned the car. Schreyer also designed the first Audi TT and the New Beetle.Purposeful and pretty in looks, the Cerato is also well styled and sensible inside.It uses cloth for the upholstery and a pleasing mix of black plastic and alloy-look trim to create aesthetics and ergonomics. Not a patch of light grey plastic to be seen. What a relief!Then there's the price. Fully kitted, the test Cerato SLi gets an automatic gearbox, electronic stability control, six airbags, alloy wheels, an audio that accepts iPods, CDs and USBs and climate airconditioning.All that costs $24,990 (plus on-road costs) and has a five-year, unlimited kilometre warranty.In any book, that's a bargain.There's also other things to like about this sedan. It seats four — five adults at a squeeze — and has a big boot.I loved the little details like the levers in the boot to flip down the rear seats — although unfortunately, they didn't work too well — the automatic door locking when the car gets underway; plentiful personal storage spaces; and the USB and iPod connections to allow full mobility for my music.I was sitting in the car quietly forgetting about all those cheap tags once associated with Kia and its sister company, Hyundai.But when I left the cabin and closed the door, the aura of quality disappeared in a clang.Clunky, tinny-sounding doors don't deserve to be on a car like this. The last time I heard such a rattle was on a Peugeot 207.I would hope that the noise made by the doors — and boot — will disappear with a factory fix.The Cerato is undoubtedly a light car — it weighs about 1250kg — and is on par with most of its rivals.It can move around a bit in sidewinds, but no more than some others in its class.That relatively light weight helps its performance and, ostensibly, its fuel economy.Even with an outdated four-speed automatic transmission — granted, it does have a sequential mode — the car gives every impression of getting off the mark quite spiritedly.The 2-litre engine is willing, though it prefers working in the lower end of the rev range rather than running hard up towards 6000rpm.While it's willing, it's no powerhouse. Its strength should lie in its durability, given its preference for low engine revs.But it was not particularly fuel efficient. Kia claims 7.9 litres/100km but modest city and suburban driving cost me 9.2 l/100km. More highway running would have reduced my consumption.General handling was good but more notable was the suburban road ride comfort and freeway quietness.This is a car for the gentle commuter and not for any lead foots, so I didn't expect sensational handling qualities — and so wasn't disappointed.As a family car it should serve the owner well. The long warranty and the low purchase price are boons, with the icing being the extensive feature list and the high safety levels.Certainly it's a surprise.

Pre-orders for the new four-door rival to Porsche's Panamera are, says Aston's Australian rep Marcel Fabris, "very strong". "That level of interest at this stage is very encouraging given the current economic climate and minimal publicity the vehicle has received," he says. It's not only the Rapide that is firing up prospective buyers. Mr Fabris confirmed that one order — with a deposit — has already been placed for the near-$3 million One-77 supercar. But Aston is keeping details of the new owner well under its protective wraps. The first Rapide arrives in the first quarter of 2010 with pricing between the existing DB9 and DBS models. That means about $420,000 for the self-titled ‘World's most elegant four-door sports car’. Panamera pricing, announced in February, starts at $270,000 for the rear-drive S and $365,000 for the Panamera Turbo AWD flagship. The Rapide is in its final development stage and Aston Martin says it is on schedule for a public debut in late 2009 and first customer deliveries in early 2010. Aston Martin's chief executive, Dr Ulrich Bez, says the Rapide will complete the company's range of products that convey established attributes of Power, Beauty and Soul. "In 2010 there will be an Aston Martin for every type of sports car customer regardless of the demands of their lifestyle," he says. "The Rapide is the most versatile, bringing a new benchmark of luxury and refinement to both driver and passenger." The Rapide was a concept in 2006 and endured the 2007 buy-out of the then Ford-owned company by a consortium that included ProDrive boss David Richards. It was then fast-tracked to production using a family design sculpture that includes "swan wing" doors that rise upwards and outwards to improve access to the rear seats. The Rapide is powered by a version of Aston Martin's 6-litre V12 engine producing 350kW (470bhp) and 600Nm of torque. The engine is hand built at the company's engine facility in Cologne while the coachwork is at Magna Steyr's new production facility in Graz, Austria.