Articles by Neil Dowling

Mini people movers are expected to be the ‘next big thing’ in Europe but don't expect the trend to cross continents. Citroen's C3 Picasso has won major awards in Europe and is set to outsell a host of rivals including the Fiat Idea, Opel/Vauxhall Meriva, Ford Fusion and Nissan Note. But Australian importers Ateco Automotive has gone quiet on a local launch for the baby Picasso. The main problem, says Ateco spokesman Edward Rowe, is the lack of a self-shifting gearbox. Australians increasingly demand automatics and at the moment, Citroen can't supply one. But, says Rowe, there could be hope when Citroen starts its next generation C3, expected late next year. If the new C3 comes with an automatic gearbox, Mr Rowe believes the Picasso variant will make a sensible addition to the marque's Australian lineup. "The mini people mover market is big in Europe, and expected to get bigger, not only because of traffic congestion issues but because they attract a lower tax. "Australia doesn't have that incentive so people ill buy it for different reasons. There is also no rival for the C3 Picasso in Australia so we would be creating our own segment, if you like." The only thing close to the C3 Picasso would be the recently-released Kia Soul. Based on global needs for a space-efficient, frugal and affordable family car, the C3 Picasso looks good on paper. Citroen says it "unites the parallels of cubes and curves" to combine the character of an MPV and hatchback. At 500-litres, its boot is one of the biggest in the business. The split rear seats can fold flat and independently slide forwards. Drop the seats down and luggage space grows to 1506 litres to carry loads up to 2.4m long. Europe sells three trim levels — the entry-level VT; the more upmarket VTR+ that adds airconditioning and alloy wheels; and the Exclusive that gets more luxurious trim plus practical features including a flat-folding front passenger seat and a removable boot light torch. The C3 Picasso, which went on sale in the UK last week, is available with a choice of two petrol engines — co-developed with BMW — the VTi 95 and VTi 120 and two HDi diesels — the HDi 90 and HDi 110 DPFS. Safety starts with ABS brakes with EBD and brakes assist, up to six airbags, Isofix anchor points and a seatbelt monitor system. Electronic stability control with a traction control system is optional.  

One has two turbochargers, an eight-speed auto and a sub-5 second sprint time — but it isn't a sports car.The other has a 3.5-litre petrol V6 mated to an electric motor and, at 7.9 litres/100km, will be the cleanest, greenest luxury saloon to hit Australia.The bi-turbo car is BMW's new 7-Series luxury flagship, the 760Li, which arrives here in September with an expected $375,000 pricetag.The flagship gets a new all-aluminium 6-litre V12 engine with direct petrol injection and variable-valve timing and lift — all enough for 400kW at 5250rpm and 750Nm of torque from 1500rpm.BMW claims 13 litres/100km.But Mercedes-Benz almost cuts that consumption in half — and CO2 emissions to a mere 186g/km — with its S-Class hybrid, the S400 Hybrid.This car, one of 10 new S-Class models that may start coming into Australia in September, is the world's first standard production hybrid drive with a lithium-ion battery.The S400 Hybrid's modified 3.5-litre petrol engine has 205kW and the electric motor produces 15kW and has starting torque of 160Nm.Mercedes-Benz claims the major advantages of the lithium-ion batteries over conventional nickel-metal hydride batteries include a higher energy density, greater electrical efficiency, compact dimensions and a low battery weight.The S400's boot space remains the same shape and size as that of the S350 donor car.The S-Class range also includes S350 CDI BlueEFFICIENCY, S350 CDI 4MATIC all-wheel drive; the 4-litre V8 S450 CDI; S350 and S350 4MATIC; the 4.7-litre V8 petrol S450/S450 4MATIC; the S500/S500 4MATIC with 5.5-litre V8s; S600 bi-turbo 5.5-litre V12; and the two AMG versions, the 386kW 6.2-litre V8 S63 AMG and the 450kW 6-litre V12 S65 AMG.Further details of the S-Class range will be revealed next month. 

Or more correctly in this case, a step-down right into the gully for the front of the XC60.This is because (a) the test route, in the flowing scrub-laden hills east of Perth, comprises ball-bearing gravel, and (b) the XC60 is not an off-road vehicle.For the uninitiated, ball-bearing gravel is slippery. Oil has less anti-friction qualities and it's rumoured future gearboxes may use Perth gravel to improve cog smoothness.Combine (a) and (b) and you get (c), stuck.And it didn't take much. Just that slip to the left and the front fell into a gully where winter rains once washed. The rear left-side wheel promptly jammed itself against an incline.Even the Volvo's traction system that proudly boasts the ability to switch power to the wheel with the most traction, couldn't pull it free.It came out after getting a tug from one of the convoy's Land Cruisers but the psychological damage was done — this XC60 was not intended to travel trails.If that was its low point, the new rival for the Audi Q5, BMW X3, VW Touareg and Lexus RX came up trumps with its breathtakingly sophisticated safety features and luxuriant comfort qualities.If this is the `next big step` in car safety, what will Volvo wheel out in another 15 years? The only thing the XC60 doesn't do is steer itself.When a car — or more correctly, the driver — changed from the right to left lane (the one occupied by me), the Volvo went into hysterics.The red light ahead of the driver — the one that flashes on the windscreen when the car figures you're travelling too close to the car in front — illuminated, flashed and then an alarm sounded.If you weren't awake by then, you were when the right foot hit the brake pedal and found it firmed and ready for the boot.That saved the front end of the Volvo. On a smaller scale, sensors will also activate the brakes and prevent the car from accidentally rolling into the parked car ahead of you. That's called City Safety and it's standard on all XC60s, regardless of the model.Many insurance companies — one exception being the RAC in WA — promptly offered premium savings of up to 10 per cent on the XC60 because of the crash avoidance qualities of City Safety.But that's not all the XC60 has. There is a lane change warning — the latter using the same heart-wrenching alarm as the frontal impact warning — that monitors the white line down the edge of the road and senses you are drifting out of your lane.There's also BLIS which is an acronym for cameras that monitor vehicles in your blind spots and can save a bingle in freeway traffic manoeuvres.There are park sensors, too, for parking the unexpectedly large proportions of Volvo's medium-sized SUV.Plus, there are ABS brakes with ESC, roll-over mitigation and protection, lots of airbags, seats that prevent the submarining and whip effects on the human body, and so on. It doesn't get much safer than this and only a complete idiot behind the wheel will come to grief.But how does it drive? Despite its presentation as a medium-sized luxury SUV, the XC60 is 1.9-tonnes and is only 180mm shorter than the seven-seat XC90.It feels — as a Volvo should — about as solid and secure on the road as any luxury saloon.But it reveals its weight through corners. Though it's all-wheel drive, the system powers the front wheels and only drives the back when front slip is detected.Handling is good but it's not really a machine to be hurried.The engine is Volvo's long-standing five-cylinder turbo-diesel unit that has few vices and, despite pulling the XC60's portly weight, economical.The six-speed automatic should get most of the credit because it provides a tight set of ratios that suit the engine's narrow rev range.In the dirt the all-wheel drive comes into play. The XC60 feels as secure on gravel roads as it does on bitumen, enhanced by standard electronic stability control that minimises the front and rear from sliding out on corners.It's also comfortable in a supple, rather than soft, manner with excellent sound suppression over the loose-stone roads.Seating is for five and there's decent foot room in the rear thanks to a low centre tunnel.The rear seats split and fold perfectly flat with the large cargo area set over a substantial wheel well with — unfortunately — a space-saver spare.Cabin treatment is all Volvo with plenty of grained leather, simple white-on-black switchgear and high build quality.The electronic park brake supersedes the awkward foot-operated system on other XC models and is a perfect accompaniment to the car's upmarket presentation.SpecsPrice: $64,450Engine: 2.4-litre, inline 5-cyl, turbo-dieselPower: 136kW @ 4000rpmTorque: 400Nm @ 2000-2750rpmPerformance: 0-100km/h: 9.9 seconds, top speed: 200km/hEconomy (official): 8.3 litres/100km, (tested): 9.7 litres/100kmEmissions: 219g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential; constant 4WD

Sand. Can't eat it, can't drink it, can't swim in it.Actually, I'm wrong. You can swim in it.I did just that while wearing the latest fashion item, a Range Rover Sport.In my defence, it was a stinking hot day and the sand was on fire. The corner of the track was in a depression and had been churned up by countless 4WDs in the past.Of course, what could stop a V8 turbo-diesel Range Rover Sport? It comes with air suspension with height adjustment, a low-range gearbox with deep ratios, fat 19-inch tyres and 650Nm of torque driving through various diff locks.What stopped it was the driver failing to properly survey the route.The near 3-tonnes of English-made 4WD just hit the sand pit with its 40-plus pressured front tyres turned just enough to bite two holes in the dirt.Yes, it eventually was dug out after the tyres were deflated to 16psi.This was the only event in the testing of the big wagon and, notably, happened at the same place three weeks prior that a Land Rover Discovery turbo-diesel just idled through.For all other tests, the Range Rover Sport trod some demanding trails with consummate ease.Its long-travel suspension and unceasing diesel engine thump pulled it across a beach, later up through eroded gravel patches and on highways between small towns.On the road it is a limousine with surprising comfort and even more staggering handling.It is quiet, smooth and the plush cabin trim impresses with its quality and sense of expensive cost.Crank up the 11-speaker audio and bask in Bach, if you like, while silently taking in the passing scenery.It will also seat five adults and envelope their luggage and can tow up to 3500kg.The fact that it has all this saloon-car luxury in a wagon body with a low-range gearbox and the sophisticated Land Rover Terrain Response system — more on that later — makes it one huge step ahead of its more road-oriented rivals.And that's the key. This can be a family wagon for cruising the streets or something that — aside from powdery sand — will go anywhere an adventure beckons.Pricing and enginesIt's also not overly expensive. Sure, $118,900 isn't cheap but it's value for the money against its rivals that include the Mercedes ML500, BMW X5 4.8, Audi Q7 4.2 and Porsche Cayenne diesel. Only the Porsche, by the way, has a low-range gearbox.The Sport gets a choice of four engines with prices spanning $90,900 for the 2.7-litre V6 turbo-diesel through the 3.6-litre V8 turbo-diesel tested here, the 4.4-litre V8 petrol and 4.2-litre V8 petrol with supercharger that asks $144,900.Subjectively, the 3.6 suits the task better than the rest.It has a modest diesel clatter at idle though, like most good oil burners, softens to become inaudible while cruising.Power is generous and it's only the bit of lag off the mark — more to do with the auto transmission than the engine's urge — that at first concerns the driver.TransmissionLike its sisters, power goes through a ZF auto with sequential shift to a constant 4WD system. Safety equipment includes electronic stability control which enhances the all-weather grip of the four wheels.The low-range box has the neat Land Rover Terrain Response which, basically, allows the driver to select an off-road program to suit the conditions.It's a twist dial on the dash and, spelt out in kindergarten graphics, is a selection of sand, rocks, slippery grass and bitumen.That works with another switch for height adjustment; another for the secondary gearbox's low or high range ratios; and a press button for hill descent to automatically control downhill speeds in slippery conditions.It seems like a switchboard for a WWII tank driver but in practice is simple, effective and fast.PackagingLand Rover designers have some sensitivity to bus drivers by retaining, for decades, big steering wheels. There are times when you feel like guiding a Foden through city streets and others, notably in the bush, where the big wheel minimises steering kickback and softens the blows of harsh offroad bumps.It is the only indication that you're in something big. Even the size of the Sport is diminished by the airy feeling of its cabin, the squared body shape and the helpful parking sensors.It's not difficult or threatening to drive and even though it can lift its skirts and really turn on the performance, the engine is reasonably frugal.It's a top machine but, after playing in the sand pit, there may be more interest for the offroad enthusiast in the Discovery.SpecsLAND ROVER RANGE ROVER SPORT TDV8Origin: EnglandPrice: $118,900Engine: 3.6-litre, V8, quad-cam, turbocharger, intercoolerPower: 200kW @ 4000rpmTorque: 640Nm @ 2000rpm0-100km/h: 9.2 secondsTop speed: 200km/hFuel: DieselFuel tank: 105 litresEconomy (official): 11.1 litres/100kmEconomy (tested): 12.6 litres/100kmGreenhouse: 294g/km (Corolla: 175g/km)Transmission: 6-speed auto, sequential; 2-speed electronic transfer; constant 4WDWeight: 2710kgTowing (max): 3500kg

Built to take on the latest Porsche Boxster and a host of other quality topless Europeans, the Z4 - launched today in Spain - finally gets the muscle that its body deserves.Bigger, beefier and subjectively beautiful, it also gets 225kW of bi-turbo 3-litre performance and a dual-clutch gearbox borrowed from the 335i models. And that's just for starters.Arriving in Australia in May, the Z4 comes only - at least officially - as a retractable alloy-panelled convertible. To prevent confusion with its other rag-top models, BMW now calls this latest Z4 a Roadster.The three model Z4 range - sDrive23i, sDrive30i and sDrive35i - has a choice of three engines - 2.5 and 3.0 from the previous Z4 and the bi-turbo 3.0 - and three transmissions that comprise six-speed manual and automatics and the seven-speed dual-clutch box that is optional only on the sDrive35i.Pricing jumps $8000 for the entry-level sDrive23i - despite its numbers, it's actually a 150kW/250Nm 2.5-litre six - which will enter Australia at $86,200 as a six-speed manual and $89,500 as the auto. This replaces the Z4 2.5si that was $78,200 manual and $80,800 as an auto.Step up to the 190kW/310Nm sDrive30i at $98,100 - $101,400 - compared with the outgoing 3.0si at $91,400/$94,000 - and the 225kW.400Nm sDrive35i at $116,900 as a manual and $120,400 with the dual-clutch box.Though some buyers see the new Z4 as lining up against the Boxster, BMW sees it differently. It compares the 23i roadster with the Mercedes SLK200K, Audi TT 2.0 Roadster and the Alfa Romeo Spider 2.2.The 30i challenges the Alfa Spider 3.2 V6, Audi TT 3.2 V6 and the Boxster. Here, up against the Porsche, BMW figures show its Z4 is quicker - 0-100km/h in 5.8 seconds compared with Porsche at 6.1 - and on par for fuel economy despited weighing 115kg more and having a 300cc bigger engine.Up against the Porsche Boxster S, the Z4 35i is quicker to 100km/h by 0.2sec at 5.2, and more frugal at 9.8 litres/100km compared with the 10.6 l/100km.However, data provided by BMW Australia for the comparisons appear to be based on the previous Porsche model. Porsche updated its Boxster range in January with its dual-clutch PDK transmission, direct petrol injection and weight reductions.BMW says the Z4's two-piece aluminium folding roof erects or collapses in 20 seconds and stores within the boot.The bigger body of the Z4 compared with its predecessor allows more cabin and boot space, though the intervention of the roof panels into the snub tail of the Z4 more than halves luggage capacity from 310 litres to 180 litres. However, there is an optional kit that creates a luggage hatch from boot to cabin to take a golf bag.DrivingTwo turbochargers acting on six cylinders in a two-seater body. You could virtually relay the driving feel of BMW's new Z4 on the data alone.Or perhaps not. For though BMW unashamedly takes on Mercedes-Benz and Porsche two-seat roadsters, it is clearly doing it on its own terms.Hunting the thousands of hills outside of Alicante in Spain in a bi-turbo Z4 - the top of the three model range that comes to Australian showrooms in May - shows that the company has strived to get its 225kW engine to be all things to all drivers in a chassis that, also, has to be sporty yet comfortable. Then it must be safe, fuel efficient and roomy - all nearly impossible targets yet BMW comes very close to pulling it off.In Spain yesterday, BMW handed out the keys only to its sDrive35i - the convoluted name for the 3-litre bi-turbo version - with its seven-speed dual-clutch transmission. None of the other two, more lowly-specced Z4s were offered for a test drive.It is clearly a good thing. Quite beautiful in the metal and bigger than pictures relay, it sits low and wide and not to distant in appearance to the company's more lavish - perhaps more excessive - 6-Series.The 35i has been tuned for the owner who likes the gutteral sound of six cylinders being urged along by two turbochargers. Even with the metal roof engaged, the sound is musical and under the command of the accelerator pedal, runs through the scales from gentle thrum to a spine-chilling scream that is interrupted by an aggressive bark on the downshifts.Take the roof down and its all the same, just louder.The beauty of the bi-turbo engine is its breadth of power and torque delivery. It can rumble along in low revs and yet recover quickly to make gear upchanges and downchanges seemingly unnecessary. That makes it easy to drive but difficult to pick a sweet spot. That's not a complaint, just a fact.The appearance of the Z4 is low and wide and certainly that's confirmed once inthe driver's seat. The cabin is surprisingly spacious, has a goodly range of storage spaces and the light-coloured plastics and fabrics - together with expansive glass - make it bright and airy. And that's with the roof up, so it's a welcome cabin for a convertible.The dual-clutch box drives through BMW's now ubiqitous PlayStation gear toggle in concert with double-action steering wheel paddles for the manual mode. Like the Porsche PDK paddles, it's not the best system and certainly doesn't enhance manual gearshifting. The gearlever action, however, is spot on.BMW offer three gearshift modes - standard, sport and sport plus - with the last two also sharpening up the response of the steering, accelerator and suspension systems. Sport gives a little bit of leeway before calling in the electronic stability and traction control nannies, while Sport Plus lets it all rip by disengaging everything. My preference was Sport. The standard mode has a bit of lag in its changes while flicking gthe console button to Sport and using the gearbox manually just makes it a bit more fun and slightly more engaging.The standard mode will excite most owners. Sport will make the passenger pay attention while Sport Plus is simply too wild for the street unless in trained hands.And here's the thing - this car has an engine that will put most of its rivals to shame and the Z4 35i clearly has the performance to awake any jaded soul. But the whole package is wrapped in cotton wool. You can push this car hard - very, very hard - and it will scare you so much your teeth will sweat. But it's held together by sophisticated electronics that are working overtime to keep the car on the road and its increasingly over-confident driver as safe as possible.These electronics create something akin to an artificial driving experience. The rawness of the car is polished out and in its place is a package that while a tad surreal, perfectly suits a broader range of drivers. People who love driving will love this car. People who don't get a thrill from sitting behind the wheel will love it because it's so easy to drive. Is this the perfect sports car.BMW has rid itself of the overly assisted Active steering system and in its place is a better feel that delivers the best of parking and high-speed manouevres. The wheel sits high on the dash predominantly because the driver sits so low. That ordinarily ruins visibility and BMW doesn't disappoint with a bonnet that stretches somewhere up front and an invisible tail behind.Parking aside, the driver may find the car a bit wide in some circumstances - I swallowed my heart about a hundred times through the tight twists of the Spanish mountain passes - but once familiar, will be in awe of its directional stability and comfort.Comfort in a sports car from BMW. Thanks to electronic dampers, the Z4 rarely puts its occupants in pain. The suspension monitors road surface changes and instantly adjusts. If the front wheel encounters a pothole, the damper valves open to reduce the thump and while doing that, tell the rear wheels that a bump in on its way.The seats are short on the cushion and that is normally a problem. However, it doesn't impair comfort and actually gives the driver a bit more space to move around in the seat.On sale - MayPrice: sDrive23i $86,200 manual, $89,500 auto; sDrive 30i $98,100 manual, $101,400 auto; sDrive 35i $116,900 manual, $120,400 dual-clutchEngines: Six-cylinder inline with variable-valve timing and lift, 2.5-litre, 3-litre and 3-litre bi-turboOutputs: 150kW @ 6400rpm - 23i, 190kW @ 6600RPM - 30i, 225kW @ 5800rpm, 35iEconomy: 9.2 l/100km, 23i and 30i, 9.8 l/100km, 35i manualPerformance: 0-100km/h - 6.6sec, 23i, 5.8sec, 30i, 5.2sec, 35iTransmissions: 6-speed manual or auto, seven-speed dual clutch, rear drive

New car prices are on the rise, demand is on the decline, used prestige cars have become hen's teeth and yet interest rates are spiralling to historic lows.It's a difficult market for the new car buyer who's chasing value.So we've come up with the list of the six best light cars and sports cars: Ones that will hold their value more than others over a five-year period.And just to show you how better these cars are compared with others, we've included the model that is expected to devalue the most.Australian-built cars provide a comparison. For example, the base-model Ford Falcon is expected to retain 27 per cent of its value after five years, slicing more than two-thirds off its $37,690 purchase price to $10,176. Toyota and Holden products are similar.Glass's Information Services' Operations manager, Chris D'Sousa, devised a future value list that forecasts what new models will be worth in five years.It's used mainly for fleet buyers — government, councils and big business — though has implications for private motorists.Rather than crystal-ball gazing, Mr D'Souza says there's a lot of analysing of data from a broad field."Forecasting includes 20 indicators and to that is applied an adjustment factor," he says."For example, we knew the VE Commodore was coming so values of the then current VZ Commodore were adjusted downwards early."We use the data of 40,000 cars each month and then adjust for odometer readings, condition, the type of model, the options and so on."These are some of the factors that are used to determine future value."Private buyers can determine the future value of their next car by visiting www.glassguide.com.au and clicking on the yellow VW Beetle. LIGHT CARS: 1. RENAULT Clio Sport 197:new $36,490after 5yrs — $15,690retained value — 43% 2. PEUGEOT 207 (range):new from $26,990after 5yr $11,336retained value — 42% 3. VOLKSWAGEN Polo GTi:new $26,990after 5yr $11,336retained value — 42% 4. FIAT 500 Lounge:new $28,990after 5yr $12,176retained value — 42% 5. SUZUKI Swift:new $19,990after 5yr $7996retained value — 40% 6. MAZDA2:new $20,860after 5yr $8344retained value — 40% 7. KIA Rio hatch:new $16,990after 5yr $5267retained value — 31% Sports cars have traditionally held their heads higher on the resale list because of their emotive value.Buyers yearning for an exotic sports car generally wait until one falls in their price range and often that means a used example.So prices are stronger than, say, sedans. However, all are not equal.Note that the Top 6 in this list are, with the exception of the RX-8, all convertibles. The RX-8 enters this fraternity partially because it is a four-seater sports car.Unusually, an Alfa Romeo makes it into the Top 6 with the Spider 3.2-litre V6. However, in the same breath, one of the lowest in the list is also an Alfa — this time a GT Coupe. SPORTS CARS:1. BMW 125i Convertible:new $79,644after 5yr $36,636retained value — 46% 2. MAZDA MX-5:new $49,835after 5yr $22,426retained value — 45% 3. ALFA Romeo Spider 3.2new $92,990after 5yr $41,846retained value — 45% 4. NISSAN 350Z Roadster:new $75,490after 5yr $33,971retained value — 45% 5. MAZDA RX-8:new $58,084after 5yr $26,138retained value — 45% 6. VOLKSWAGEN Eos:new $50,430after 5yr $22,694retained value — 45% 7. ALFA Romeo GT Coupe:new $69,990after 5yr $19,597retained value — 28% COMPARISON CARS:FORD G6E Turbo:new $56,390after 5yr $18,045retained value — 32% HOLDEN Calais Sportwagen:new $57,290after 5yr $18,333retained value — 32% HOLDEN Commodore Omega:new $36,890after 5yr $11,067retained value — 30% TOYOTA Camry:new $28,490after 5yr $8262retained value — 29% TOYOTA Aurion Prodigy:new $39,990after 5yr $11,197retained value — 28% FORD Falcon XT:new $37,690after 5yr $10,176retained value — 27% 

It is to become an independent business after starting court proceedings in Sweden.Saab plans to bring all its business back to Sweden and has announced it will launch three new models over the next 18 months.It will seek funds for its break from General Motors after it has successfully created a new legal entity.The surprise move comes after GM's strategic review of its global empire.Saab said from its headquarters in Trollhattan, Sweden, that its reorganisation would be “a self-managed, Swedish legal process headed by an independent administrator appointed by the court who will work closely with the Saab management team”.“As part of the process, Saab will formulate its proposal for reorganisation, which will include the concentration of design, engineering and manufacturing in Sweden.”“This proposal will be presented to creditors within three weeks of the filing. Pending court approval, the reorganisation will be executed over a three-month period and will require independent funding to succeed.”Saab said it had explored — and would continue to explore — all available options for funding and/or selling Saab.“It was determined a formal reorganisation would be the best way to create a truly independent entity that is ready for investment,” said Jan Ake Jonsson, managing director for Saab Automobile.“With an all new 9-5, 9-3X and 9-4X all ready for launch over the next year and a half, Saab has an excellent foundation for strong growth, assuming we can get the funding to complete engineering, tooling and manage launch costs.“Reorganisation will give us the time and means that help get these products to market while minimising the liquidity impact of Saab on GM.”He said that funding for the restructured company would come from public and private sources.“Saab will continue to operate as usual and in accordance with the formal reorganisation process,” he said.“The (Swedish) Government will provide some support during this period.“The reorganisation should have no impact on other GM operations.” 

What am I? I have a lineage stretching back to the beginning of my species, am highly regarded by my peers and am decidedly wealthy thanks to keeping ahead of the pack in mechanical and electronic technology.Though I am embedded in my heritage, I constantly think of tomorrow.What am I? I am, of course, a Vacheron Constantin watch.Silly you. You thought it was a car, didn't you?The company was founded in 1755 in Geneva by Jean-Marc Vacheron and has since remained in constant production.The problem here is that you can't derive any pleasure from driving a watch. It won't take you places though, once there, it will impress people in the know.Too hard? Buy a Mercedes.It too is the world's oldest — in this case, the car maker with uninterrupted production since inception — and will take you places you may dream about.Even more places if it's an all-wheel drive ML320 turbo-diesel.And many will grovel at your impression of wealth because Mercedes-Benz products are for those who still have superannuation and a credit limit.Or so I thought. In fact, the good looking, high riding pretend off-road adventurer is relatively affordable at $87,500. But why settle for entree when you can buy the Sports Luxury model, as tested, for $97,000.It's a diesel so while oil companies aren't exactly giving away the smelly fuel, it will take the ML320 up to 1055km between filling stations. That could produce quite a saving compared with using petrol.You would expect great things from a vehicle such as the ML320CDI. Unfortunately, driving pleasure isn't one of them.This is a big machine with styling influenced by Tonka that is purposeful and even bullish in appearance.It has big wheels so they fill out the fender arches, a definite wedge shape enhanced by a crease along the flanks and an abrupt tail.At 4.8m long, it's not into the gross dimensions of some rivals. However, its bulk — and you'll really pick up on this when your parking or on narrow streets — is mainly in its width.That gives it a big cabin which easily seats five adults and there's a huge boot area as well, overlaying a space-saver spare that won't take you and your friends very far.The cabin is from the Mercedes instrument cloning factory which makes it easy for model-hopping owners. But it adds a couple of its own special annoyances.The foot park brake yells America — incidentally, where this model is made — and in practice is a double-handed effort that gives the driver no sensitivity to park brake conditions, especially off the road.Then there's the right-hand gear lever. It is a stalk from the steering wheel column and only has four modes — park, reverse, drive and neutral.The problem is it easily gets knocked or mistaken for an indicator lever. The good news is that it defaults to neutral. The bad news is the traffic behind you while you reactivate drive.DrivingSitting so high gives a wonderful view of the back of all the other SUVs on the road.But it is very comfortable. The seats are broad and infinitely adjustable, as is the steering column.The gearshifter has some lag which frustrates the impatient but at least it's as simple as pressing down to engage drive. Paddle shifts on the steering wheel activate the manual access to the seven cogs.The transmission extends its lag to include acceleration, where there is some disparity between pressing the accelerator and actually proceeding forward.No complaints about the acceleration. There's 510Nm on tap here and it's used to brilliant effect. This thing literally jumps off the starting blocks and will shred the reputation of many sports cars.It's amazingly quiet and, even after some brisk driving, rarely went beyond 12 litres/100km.You may be one of the quickest away from the lights but you may be coy about keeping the pressure up through the bends.Though the body is taut and the suspension nice and firm, this is still a near 2.1-tonne dry-weight vehicle that stands almost 1.9m high. Bodyroll isn't as bad as the perception.On the road it's quick and quiet but in the dirt you know this is going to take a long time to dig out.But it went through soft black sand reasonably well, all attributable to the big, fat tyres and the gobs of low-end torque.The lack of a low-range gearbox and the only passable 218mm of ground clearance should keep enthusiasts away from softer areas. Yes, the traction control works perfectly but there is always the occasion where nothing but a low-range transmission will help.Mercedes has its Off-Road Pro Engineering option on the ML320 and, for $6500, it's worth considering. The pack includes the additional gearbox, air suspension, underbody protection and lockable differentials.As much as I like the concept of this vehicle, there are better SUVs around.That's basically because the ML320CDI doesn't do anything special.It's not a memorable vehicle. It drives well, is smooth and comfortable and well equipped.But it is very insular and lacking expression and character, so that you end up feeling like the whole experience of driving is as interesting as sitting in the back seat of a bus. Alone.The Mercedes ML320 costs from $87,500. A Vacheron Constantin mans watch starts from about $16,000.MERCEDES-BENZ ML320CDI SPORTS LUXURYPrice: $97,000Engine: 3-litre, V6 turbo-dieselPower: 165kW @ 3800rpmTorque: 510Nm @ 1600-2800rpmFuel economy (official): 9.6 litres/100km, tested): 10.9 litres/100kmTransmission: 7-speed automatic, sequential; constant 4WD

Like how a former president of the United States had a father who also did the job and how another ex-president's wife had a big stab for the same job.And like the thought that one of the world's best car makers is Subaru yet, purely coincidentally, the same car maker is one of the world's most dreary car designers. Remarkable.I don't know what you think — and really, I do care — but the latest Subaru Impreza hatch just does not do it for me. It doesn't stand out on the road and say: Look at me, I'm the latest and greatest.It says: Yep, me again.That's an awful shame. The Impreza is very well screwed together and has the best safety in its class, equalled only by the Mitsubishi Lancer.The hatch is nice to drive, feels solid on the road, has understated cabin features and though a bit more expensive than others, has the lure of things like the maximum safety star rating and all-wheel drive. It just looks, well, ordinary.AppearanceNow there's another Impreza. One that doesn't look ordinary and, in WRX trim tested here, actually looks like something you would pleasantly park in your driveway without your boring neighbour starting hee-haw noises over the fence.This is the Impreza sedan.Sit inside and it's all the same as the hatch. But walk around the outside and it has a cute tail that balances out the profile.The WRX gets a rear spoiler atop this boot lid, further impressing the audience.There is also a STI-look grille that successfully hardens up the almost floral decoration of the one on the standard hatch.The Impreza is finally balanced, in proportion and now armed with sufficient styling to draw attention. That can only be good.There is a certain austerity to the cabin but no complaints about the finish.Inexplicably, the audio system in the WRX is one of the best around in terms of sound quality and the enveloping nature of the speakers.The touch-screen system (optional) is excellent and sat-nav is appreciated though the buttons are weeney making it awkward for the driver to change the modes.And the seats are a pleasant compromise between sports and comfort, with sufficient lateral support so tired bodies like mine can plop in and creak out.Naturally the sedan has a bigger boot than the hatch though it still has a high floor. Combined with the small lid, it will limit the car's cargo-carrying flexibility though some relief is in the split/fold rear seats.The boot floor hides a space-saver spare and there's precious little room for anything else.FeaturesThe WRX comes standard with pretty much everything you'll want in a small car.It seats four adults, has climate airconditioning and electric windows and mirrors. There is a six-disc CD player and iPod jack, trip computer and cruise control.There is also height and telescopic steering wheel adjustment, height adjustment for the driver's seat, privacy glass for the rear doors and DataDot security technology.As the penultimate Impreza, the exterior gets colour-coded door handles and mirrors, alloy wheels, the mandatory spoiler and body kit.PricingThe hatch and the sedan versions of the WRX start at the same $39,990 — the same as in previous years despite the jump in performance and features.But the test car added leather upholstery, the sat-nav system — which replaces the six-disc CD player with a single-disc unit to allow room for the DVD map — and sunroof. Subaru bundles these three together and offers the WRX for $45,480.DrivetrainThe flat-four gets more power but the accent is on its delivery to the four wheels.That engine is still 2.5 litres and there's a turbocharger to give it a kick, resulting in power rising 26kW to 195kW and torque to 343Nm from 320Nm.This all arrives at higher revs which is a surprise given how much easier the car gets off the mark. The torque hits its peak at 4000rpm (previously 320Nm at 2800rpm) and power at 6000rpm (previously 169kW at 5200rpm).A graph (unavailable for viewing) may show a fatter torque band at lower revs.The flat-four engine drills through a five-speed manual — “no need for a heavy six-speed,” Subaru says — and ends at the front wheels and, via a limited slip differential, the rear wheels.Disc brakes are all around with ventilated units up front. Spot the WRX models by their red-painted calipers on show behind the spokes of the 17-inch alloys.Suspension is MacPherson struts at the front and, in a recent move, double wishbones with coils at the back that replace the struts used in previous models.Subaru has also tweaked the suspension with firmer joints to sharpen steering input and flatten out the bends.DrivingA decade-old Subaru can be identified just by cranking over its starter motor. You don't have to see the car to know it’s Subaru.Well, the latest one is less easy to pick by sound. Better body insulation has muffled the dentist-drill starter and a bigger exhaust system has muted the exhaust note. Not killed the note, merely turned the volume down a tad.The latest WRX gets quieter and has added a bit of softness in the power delivery despite the extra kilowatts and Newton-metres.From the driver's seat it's nice and simple and a lot like before.But press in the clutch and engage first and the shifter feels positive with less resistance than the older model.Drive the machine and the box shows shift improvements especially the downchange into second cog and then into first.The engine is a winner. Less fussy than before and with almost no willingness to stall off the mark, it displays more low-end guts to make driving so much easier.That rush still comes on hot from 2000rpm and pushes through 3000rpm with a bit of a thrust at about 4000rpm. There's no harshness about the delivery — it's smooth, linear and easy to control.The box, also, suits the extra torque. The WRX would run harder with a six-speed unit but, in truth, the five felt fine and given the engine's flexibility, was a no-brainer. It’s lighter and cheaper than a six, too.Impreza steering is a tad firm but that suits the car and the way it's supposed to be driven.Subaru has played with the suspension but you'd never call it harsh. It's a good balance between smooth and coarse bitumen with the only bit of nagging aimed at the noisy tyres.Basically, an easier WRX to drive and own. And, thankfully, prettier.SnapshotSubaru Impreza WRXPrice: $39,990 ($45,480 as tested)Engines: 2.5-litre, flat-4-cyl, turbocharger, intercoolerPower: 195kW @ 6000rpmTorque: 343Nm @ 4000rpmFuel economy (official): 10.4 litres/100km, (tested): 10.8 litres/100kmTransmission: five-speed manual; constant 4WD

That's because vans are the lowest form of vehicle life and can be far, far less appealing than a gym treadmill.Vans are the automotive equivalent of the primates and, likewise, have only one way to evolve — upwards.Tragically — and I mean that literally given the appalling lack of safety equipment in these vehicles that cover great distances in appalling global traffic and weather conditions — life for a van has barely evolved.That impacts directly on the van occupants. On a safety scale, as measured by safety group ANCAPS, vans barely rate above two out of a possible five stars.And that hasn't changed for decades.At least vans are getting more interesting to drive.The Hyundai iLoad comes with a turbo-diesel engine that pulls so hard you'll be reluctant to leave the driver's seat. Driving this may make you smile and that's something a treadmill never does for me.It gets two airbags for its potential of three occupants, together with ABS working on four-wheel ventilated discs and electronic brakeforce distribution to allocate maximum brake pressure to the right wheels.Drivetrain and chassisVans are inherently awkward and unstable. They need things like electronic stability control to minimise the possibility of collisions or uncontrollably leaving the road.Not one van manufacturer offers ESC as standard though, to be fair, it's on the option lists.Hyundai offers ESC and traction control as a $700 option on the diesel version of the iLoad.Do not even consider leaving the dealership without this option. The iLoad's combination of an empty rear cargo area, live rear axle with leaf springs and commercial tyres is the ideal recipe for sliding out on wet roads.That takes the price of the iLoad turbo-diesel manual to $35,190 and directly comparable with some fine European vans.That's dangerous territory for this South Korean.The 2.5-litre turbo-diesel is one of the latest from Hyundai and has all the right acronyms attached to its designation.Power is 125kW at 3800rpm and simply trounces its rivals. Torque is also well above par at 392Nm that sits on a plateau at 2000-2500rpm.The slick five-speed manual makes the most of the torque with eager acceleration.Though it's a commercial machine and has less sound deadening than a passenger car, the diesel was quiet enough inside the cabin to be passed off as a petrol.Exterior and interiorThe iLoad scores well in all the important areas. It looks decent — and as a guide, the Kia Pregio did not — and is certainly accommodating.There are two side sliding doors for excellent access and a big lift-up hatch at the back. Barn doors which accept pallet widths are also available.It sits high — but in this market, what doesn't? — for excellent visibility forward and to the side.The test van was blind — no side windows — and that's pretty much how you feel when changing lanes or looking up a side street while reversing. If possible, consider adding a left-side window.There are six tie-down loops in the floor with space for more and some half-height wall panelling to help dull road boom and minimise sheet metal damage.Hyundai claim 1132kg payload for this van and that is generally higher than its rivals.Cabin treatment is very good with care taken to look after the needs of the worker.There's plenty of storage space including four cupholders — two within the fold-down centre seat back that also incorporates recesses for paperwork and personal items — plus double-storey door inserts and glovebox.Big, simple instruments and switchgear is welcome. Unwelcome is the audio's volume knob placed on the left of the radio which is a bit far for the driver to lean over.The gearlever protrudes from a dash extension leaving a bit of room for the driver to slide through to the passenger side. This small space is also where the third occupant must locate their legs.Cabin materials are neat, functional and attractive in a King Gee sort of way. Clearly, car design has made its presence in the interior of this van.ON THE ROAD:I went from road testing a Porsche Carrera to the iLoad and I don't have to tell you that there were some differences. The iLoad was white; the Porsche brown.Like all van makers, Hyundai tries to stem any occupant damage caused by a frontal prang by employing a bulbous nose.Bit like sparring with Gerard Depardieu in that what could be major damage is really only superficial.That adds some comfort to the occupants.It sits solid on the road thanks to its wide track and the surprisingly high weight of almost 2.1 tonnes dry.The steering suits the van's purpose, as does the ease of the mechanical motions such as the clutch and gear lever.Not predicted was the spirit of the engine. This things dazzles and may shock other road users with its briskness away from the traffic lights.It sits comfortably at 100km/h with a very subdued engine noise. The main noise is the boom of the empty van and the roar of the commercial-grade tyres on coarse-chip bitumen.It's not a machine to rush into a corner — reasons start with its high centre of gravity and end with the lack of ESC — though will tolerate winding country roads when the speed is sensible.From predominantly city driving through to a squirt in the country, the iLoad diesel manual averaged 9.6 litres/100km. That equates to a 780km range.Hyundai claims 8.5 l/100km and that's attainable with greater country or freeway road use.The purchase price is close enough for buyers to look at Toyota and the European competitors, as is the fuel economy.But no-one matches the iLoad's five-year or 160,000km warranty that includes 12 months of roadside assistance.Models and pricing:The turbo-diesel van costs $34,490 plus on-road costs and another $700 for the ESC/traction control package.But iLoad prices start at $29,990 for the 2.4-litre petrol van with five-speed manual.There is also:iLoad turbo-diesel auto ($36,990); iLoad crew van petrol ($31,990); crew van diesel ($36,490); and crew van diesel auto ($38,990).Options include metallic paint ($350); ESP and traction control for the diesels ($700); and locking rear diff ($700).SnapshotPrice: $34,490Engine: 2.5-litre, 4-cyl turbo-dieselPower: 125kW @ 3800rpmTorque: 392Nm @ 2000-2500rpmFuel economy (official): 8.5 litres/100km, (tested): 9.6 litres/100kmTransmission: five-speed manual; rear drive